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Philadelphia Division:

Lemoyne

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Philadelphia Division

Lemoyne, originally named Bridgeport, is directly across the Susquehanna River from Harrisburg, the capitol of Pennsylvania.

In the early anals in the development of railroads, competitors of the Baltimore & Ohio built north out of Baltimore, Maryland, seeking an eventual route to the west. This route was a conglomeration of railroads that eventually merged to form the Northern Central Railway. The line extended south from Baltimore to Washington, D.C., and north through York to a location just south of York Haven, where it came alongside the Susquehanna River. From there it followed the river north to Lemoyne, through Marysville, then crossed the fledgling Pennslyvania Railroad at grade, and continued north through Sunbury, Williamsport, and on to Sodus Point, N.Y.

While freight traffic remained on the west bank of the Susquehanna through Marysville, it was important to get prospective passengers into Harrisburg where the Pennsylvania Railroad was going through and where the Reading Railroad also had a station.

Rather than building their own costly bridge to handle this traffic, the Northern Central contracted to use the existing bridge of the Cumberland Valley Railroad. The two lines met at grade at the location, where "J" tower was built to protect both lines. The tower was later renamed "LEMO".

Prototype LEMO Interlocking Diagram - 1938

Prototype LEMO Interlocking Diagram
Known to be in later years due to labeling as "Harrisburg District".

The interlocking between the two lines allowed turns on three corners of the diamonds. There was no connection from the Cumberland Valley bridge westbound onto the Northern Central northbound.

The Cumberland Valley Railroad eventually became the PRR's Cumberland Valley Branch and the Northern Central Railway the PRR's Northern Central Branch.

In the early part of the 20th century the PRR built a twin track "low grade" line from Enola Yard east. For its first 20 miles it ran parallel to the twin track Northern Central. Just below York Haven, at a location dubbed Wago Junction, the Northern Central turned inland while the new route -- the Atglen & Susquehanna Branch -- continued along the river until it crossed to the east bank at Shocks Mills, continued through Columbia, and on to Parkesburg where it rejoined the main line headed to Philadelphia. The stretch from Enola to Wago, which consisted of four tracks between the two branches, was also known as the "York Haven Line".

In order for the Northern Central to meet the Cumberland Valley at grade, it ascended at Lemoyne, made the crossing, then descended into Enola. The newer Atglen & Susquehanna, not needing to do this, remained lower and passed under the Cumberland Valley alongside the river.

Westbound/northbound traffic on the dual-tracked Northern Central Branch exits the first helix and climbs toward Lemoyne. The dual-tracked Atglen & Susquehanna "Low Grade" Branch parallels it, lower and closer to the Susquehanna River.

With the exception of a curved connection from the Northern Central onto the Cumberland Valley's bridge into Harrisburg, all other leads to the interlocking are dead. All traffic on the layout will take the interchange into Harrisburg. Prototypical freight traffic typically would have continued straight on the Northern Central into the Enola Yard, just a few miles ahead.

The Model

The twin tracks of the Atglen & Susquehanna Branch are included but are inoperative.

A single track exits the helix, splits to two tracks, then enters the modeled area. It ascends to meet the Cumberland Valley at grade, and is abrubtly cut off rather than continuing to Enola (not modeled).

The Cumberland Valley Branch line is active across the bridge into Harrisburg but abrubtly ends west of LEMO tower.

The only active route in the modeled area is the Northern Central Branch turning onto the Cumberland Valley Branch bridge into Harrisburg.

Photos

Published Photos

Only thumbnails of published photos are provided, as a guide, so as to protect the rights of the publisher or photographer.

February 1885 view of LEMO tower. From The Keystone, Autumn 1997, p. 7. (The same shot appears on page 188 of On The Main Line.

View of LEMO looking towards Harrisburg, along the line of the Cumberland Valley bridge. From The Keystone, Autumn 1997, p. 7.

Undated color shot looking east towards LEMO along Cumberland Valley Branch single-tracked right-of-way. Suspect this photo was taken on same date in 1948 as other shot below. Trackside Under Pennsy Wires, p. 79.

Aerial view of LEMO interlocking plant. Photo is pre-1938 electrification. Cumberland Valley Branch is still double-tracked onto the bridge at this date. From The Keystone, Autumn 1997, p. 7.

Good color shot of area, view from south, color, 1948. Cumberland Valley Branch appears to be single-tracked. Trackside Under Pennsy Wires, p. 79.

View of LEMO looking south on the Northern Central line in 1949. Cumberland Valley Branch is still double-tracked onto the bridge. This contradicts the 1948 view, above, so one of the dates is incorrect. From Triumph II, p. 304.

View of LEMO looking south on the Northern Central line in "the 1950's". Cumberland Valley Branch is now single-tracked onto the bridge. From The Keystone, Autumn 1997, p. 9. Question: When was the Cumberland Valley Branch reduced to a single track?

East end of Cumberland Valley Bridge, viewed from north, 1933. Pennsy Power II, p. 65. Shows signal bridge were mast signal appears in 1963 photo below.

Cumberland Valley Bridge, viewed from the south at east end, color, 1963. Mast signal has replaced signal bridge visible in 1933 photo. Pennsy Diesel Years, Vol.6, p. 102. Question: When did the mast signal replace the signal bridge? Likely when the bridge was reduced to a single track.

Cumberland Valley Bridge, viewed from the north at west end, color, 1961. Catenary bridge is above every third pier. Pennsy Diesel Years, Vol.6, p. 102.

Looking north on NC RoW from below interlocking, 1956. Trackside North of Washington, p. 77.

Heading from Northern Central Branch east onto Cumberland Valley Bridge at LEMO, 1956. Shows switches. Trackside North of Washington, p. 78-79.

On right-of-way of Cumberland Valley Bridge at west end, 1956. Shows switches and pole signal. Trackside North of Washington, p. 78.

On right-of-way of Cumberland Valley Bridge at east end, 1956. Shows switches and pole signal. Trackside North of Washington, p. 79.

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