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Teesdale , County Durham , UK .
I keep going back to this location and each time I go back there is a little bit less / more gone , very sad .
I keep on trying cell phones because it seems like that there should be a great picture somewhere.
Not this one.
However it is another good inertia demo. the cell phone is held on the golf tee with a little blob of wax. If I could somehow just balance the thing the result would be the same. It just doesn't have a chance to move much at all in this case.
The phone kept on being demolished after this picture. it was a pretty twisted mess.
Cheers.
The Somerset & Dorset Type 1 box at Cole was situated a the south end of the up platform. The wooden structure opened in 1879 and contained a Steven & Sons Tappet frame of 14 levers including 3 push-pull levers, controlled the entrance to the small goods yard situated on the down side and two mains crossovers. The goods yard closed on 5th April 1965, the box following on 31st May 1965.
From a negative by the late C.L Caddy.
The illuminated track diagram mounted on the block shelf in Oldham signal box. Tuesday 9th February 1988
Oldham signal box was located on the up side of the line overlooking Waterloo Street as it passed beneath the railway, and was a British Railways London Midland Region type 15 design which opened on 21st May 1967 replacing Werneth, Oldham Mumps No1, Oldham Mumps No2, Oldham Mumps No3 signal boxes on the former Lancashire & Yorkshire Railway Company line and Waterloo Sidings signal box on the Oldham, Ashton-under-Lyne and Guide Bridge Junction line. It opened fitted with a 50 lever London Midland Region Standard frame which was replaced by a Tew Engineering Limited SM48 individual function switch signalling panel on 11th July 1998 in connection the Manchester Victoria Area Infrastructure Renewals scheme. The signal box was refurbished and rewindowed with uPVC cladding and windows in July 2006, and closed at 00:40 hours on 4th October 2009 although it was officially closed on 5th October 2009 along with the Dean Lane to Rochdale East Junction line in order that the railway line could be converted into an extension to the Greater Manchester Metrolink tram system.
Although not due to close, Rochdale signal box required replacing as the Metrolink line would pass through it. Having been refurbished it was rumoured that Oldham signal box was to be moved to Rochdale as a replacement but it did not happen and it was demolished on 27-28th July 2010
The block shelf carries (left to right) a London Midland & Scottish Railway Company pattern closing switch, a British Railways Standard absolute block instrument from/to Hollinwood Station signal box and the diagram.
Attached to the front of the block shelf are (left to right) three semaphore signal arm repeaters for 17, 18 and 19 signals, two semaphore signal arm repeaters for 28 and 29 signals, colour light signal repeaters for 30, 31 and 32 (disused) signals, two filament failure switches, and colour light signal repeaters for 33 and 33R signals, and a track circuit annunciator
The book Scenes From The Past:42 (Part Two) The Oldham Loop Part Two New Hey, Milnrow And Rochdale to Manchester Victoria by Jeffrey Wells gives the information The box was not new to Oldham, however, having been in use at Leicester before arriving at its new location, but I have been unable to find any other information to substantiate this snippet of information
Ref no 07912
Former Nickel Plate Road style signals guard the crossing of the Norfolk Southern and Conrail routes in Muncie, Indiana, in June 1991. The Conrail line is the former New York Central Cleveland-St. Louis line and is now owned by CSX. (Scanned from a color negative)
Lone Ranger Road Trip 2013
4 Countries
8 Days
13 Urbex visits
1 Airshow
12 WW1 sites
6 WW2 sites
More uploads to come…
On one of my walks out to the Iroquois river bridge along NYC's former Egyptian line as a child, I snapped this shot of the southbound distant signal to Kentland (Signal 60S) on June 2nd, 1984. I came back here as an adult and stole the number plate. View looks south towards Kentland.
In the NYC days, this was the southbound main track and the northbound was at left. Also, at left were 2 or 3 leads that ran into the water / coal facilities that were here and existed at left in the distance.
Our new little tank resident making a home for himself. He keeps clouding up the water a bit with the digging but he's just so damn cute!
A westbound CSX train is about to knock down the signal at
Chestnut Street in Ravenna, Ohio, on the New Castle Subdivision. It was almost sunset and there was just enough light to make this image. The color position light and the block limit signs have long since vanished from this scene, but BNSF motive power can still be seen on the New Castle Sub. (Scanned from a slide)
CP<-11, 2/1/78; The engineer on #102 looks for signals from the brakeman as they assemble their outbound train for Camino. Dave Stanley photo ©2022
Brayton Signal Box was a NER designed box that was situated south of Selby on the East Coast Main Line. It controlled rail traffic at Brayton Junction which was the route from Selby off to the port town of Goole which branched off the ECML. It became a Gate Box in 1973 controlling the level crossing and closed on 6th March 1988. The box has long been demolished.
The Green Bay trail is built on the former right-of-way of the Chicago North Shore & Milwaukee RR's "Shore Line", which was abandoned in 1955.
This pedestal was likely a signal base. It also could have been a pedestal for the overhead catenary. (The CNSM's Shore Line used mostly trolley wire, however in a 1930s modernization, a portion of the line in Winnetka received overhead catenary).
A further box visit back in October 2015 was Ulceby Signal Box.
Ulceby had evolved to cover quite a significant area compared with its original area. It had a reduced frame and an IFS panel. There was also room for a panel to cover Brocklesby but this never happened.
Sadly the box was demolished with undue haste following closure, before the local S&T even had time to recover equipment for spares, the box coming down with everything still in place.
One of the new signals can be seen, ready for York ROC to take over.
A pair of signals on the former Illinois Central line standing by the Amtrak station in Greenwood, Mississippi, on a cloudy morning that would later see rain falling.
The LNW type 4 Signal Box at Carterhouse junction,Widnes.
The box at Carterhouse Jct was built in 1896 & fitted with a 30 lever LNWR tumbler frame.
It was finally taken out of use in December 2006 & Demolished in April 2007.
Traffic signal in downtown San Juan Capistrano, with swallows and a mission
bell, two icons of the city.
Salamanca native to be honored at Tampa Bay Veterans Parade
•By Deb Everts, Press Reporter
•Nov 10, 2017
•SALAMANCA — World War II veteran Vincent J. Oliverio will be this year’s honoree Saturday at the 25th annual Tampa Bay Veterans Parade.
•More than 70 years after his service to his country, Oliverio is finally getting the recognition he deserves. Riding in an antique car, the 94-year-old veteran will lead the two-hour parade accompanied by Colonel April Vogel, commander of the 6th Air Mobility Wing at MacDill Air Force Base, in Tampa, Fla., who will be this year’s grand marshal. With an expected 20,000 spectators in attendance, the parade will include four bands and about 60 units.
•A lifelong Salamanca resident, Oliverio and his wife, Angela, have a winter home in Holiday, Fla., near Tampa. Longtime family friend Don DeGain, also from Salamanca, is treasurer of the Veterans Day Parade Group, Inc. and lives about 10 miles from the Oliverios in Odessa, Fla.
•The Patriot Guard motorcycle group is expected to send 10 to 20 members to Oliverio’s home to escort the couple to the parade route. The Oliverio’s three children, Rita, Barbara and Vincent, are planning to not only attend but also ride in the third car in the parade.
•DeGain was given the task of picking this year’s honoree which, he said, is an intense decision with a lot of responsibility.
•“I had read a previous article in The Salamanca Press and I thought about Vinny’s amazing story serving in Burma, China and India during World War II, so I went to the parade group and said, ‘Wait until you meet him,’” he said.
•Oliverio was a sergeant in the U.S. Army Air Corps during World War II from 1943 to 1946 and was assigned to the 761st Signal Air Warning Battalion. He served as a high-speed Morse code operator in the China-Burma-India Theater.
•Although he was an expert shot with a .22 rifle, Oliverio said he pretended to be a dummy and unable to handle a gun so he wouldn’t be assigned to the infantry. Because he was a musician, he was sent to radio school. He was told, as in music, a person must have timing and rhythm to do Morse code.
•DeGain said Oliverio’s first assignment was in Tampa at Drew Field as a radio operator where the 761st Signal Air Warning Battalion was created. After completing training in Tampa, his unit departed from Hampton Roads, Va. in October 1943 on a boat that was part of a 90-ship convoy headed for Oran, Africa.
•Oliverio said they spent over a month in Oran before it was safe enough to ship out because there was so much German activity. When they finally left aboard a British troop ship in January 1944 they didn’t know they were headed to the west coast of India as they passed through the Suez Canal and the Red Sea.
•According to DeGain, the 761st Signal Air Warning Battalion was a contingent of 60 men split into six squadrons of 10. After leaving Africa, the battalion headed for the jungles and mountains of Burma. Arriving in Dinjan, India, the unit was temporarily assigned to the 88th and 57th Army Air Corps Fighter Groups as radio operators. Their mission was to track the Japanese bombers and fighters flying through the valleys of the Himalayan Mountains.
•On May 26, 1944, the 10-man squads were sent to Lampumpum and into the mountains, where they set up small radio shacks on the mountaintops as high as 5,000 feet. Oliverio said when they arrived, the natives who accompanied them cut a clear spot where their permanent post was to be.
•“The natives were from the Naga Headhunter tribe and we lived among them along the India-Burma border,” he said. “Before we got there, the British who controlled India and Burma got the Naga tribes to make peace with each other and stop the headhunting. Otherwise, we never would have been alive. To kill someone from another tribe, cut their head off and save it made you a warrior. And, the harder it was to kill somebody, the higher the honor.”
•Led by their sergeant, Howard Hitchcock, the squad included three plane spotters, three morse code operators, a medic, a radio man and a cook. Oliverio said Hitchcock was very instrumental in keeping the 10 men together, and they looked to him as a real leader. He was his sergeant at three different posts and, unlike some of the men who rotated out at each post, Oliverio was there under Hitchcock at all three.
•“We were there 11 months,” he said. “We were 10 men living with natives who built our huts called bashas that were bamboo huts with thatched roofs. When the Japanese flew over, it looked like a native village.”
•Oliverio said the six or eight Nagas who stayed with them had their own little shack and when the planes dropped the chutes with their provisions, the natives would go get them.
•“They dropped us everything we needed, but we never had a piece of fresh meat or fresh vegetables,” he said. “The natives brought us water, but the minute they brought it to our camp, the medic put tablets in to sterilize the water.”
•On one clear day, they caught a glimpse of Mt. Everest sticking up through a shroud of clouds. Oliverio said after a while, it disappeared and they never saw it again because it was always hidden in the clouds.
•In November 1945, Oliverio came down with malaria and was discharged in 1946. He suffered with malaria attacks for almost 13 years.
•After his discharge, Oliverio worked at his family’s business, the Riverview Hotel, for a while. Then he had the opportunity to work for the Erie Railroad – that became Conrail – as a train man and held many positions until he became experienced enough to become a conductor. He retired from Conrail in 1986.
•The last two members of Oliverio’s squad, Howard Hitchcock and John Martino, passed away this past year leaving Oliverio as the last remaining member.
•Oliverio said the squad classified ourselves as “The Forgotten 10” because nobody seemed to know anything about the 761st Signal Air Warning Battalion that served from 1943 to 1946 in India and Burma.
•“Nobody knew what I did,” he said. “You can Google to search my name or 761st Signal Air Warning Battalion, but all it will say is ‘India-Burma’ — that’s it. There hasn’t been one single word about me being a Morse code operator sending messages to our fighters to intercept the Japanese, what we did in the mountains or a mention of the natives.”
•According to Oliverio, George Fillgrove, constituent relations manager at New York State Senate, based at Senator Catharine Young’s Olean office, helped him find the documents marked “secret” containing his military life.
•DeGain said there was little known of these secret units on the mountaintops for many decades. Oliverio’s lifelong quest to tell his unit’s World War II story is coming to fruition. Dr. Robert Lyman, renowned military historian and author, will be writing about Oliverio’s unit in his upcoming 15th book on World War II.
•As one of the members of America’s “Greatest Generation,” Oliverio has written down his first hand account of his service overseas to preserve it for generations to come.
The New Safetran Vader hood signal protecting the south end Opelika siding rises from an Approach to Clear signal this evening. This signal is the distant signal to a diamond crossing with rival railroad Norfolk Southern, and thus displays an Approach light when any northbound train is lined through on this CTC section of the A&WP/WofA Subdivision. Once the interlocker determines no NS trains are nearby, this signal will change to a Clear and give any oncoming CSX train green lights through this signal and over the one protecting diamond crossing.
Arbroath North box still carries its old name-board today, even though it lost its South sibling in 1971.
The building and its setting look very different now, however. The signal box was altered under Railtrack's refurbishment programme, while the industrial premises which enclosed it to the north and east have long since gone.
This impressive looking structure always caught my eye. I loved its brutal simplicity and genius and how imposing it was. It also reduced visual clutter by attaching all the signals to one pole. It would come down about three years after this photo was taken as WES commuter rail necessitated its removal. The replacement mast arms (one at each corner, per usual) is a far less attractive setup.
from wkyc.com/article/news/local/akron/akrons-biggest-mystery-the-signal-tree/460185393
It stands alone, its branches like arms outstretched, near the Cuyahoga River on Akron's north side.
Its massive trunk, its age-stained bark. Its scars of the past. The Signal Tree is a spectacular sight, but it swirls in mystery.
Who was it that "forced" its growth pattern? If age estimates of 350-560 years are to be believed, it may have been Native Americans that traveled through the area in that time frame, well before settlers came to the Western Reserve.
The famous "Portage Path" is in the area, a few miles away, where American Indians portaged their canoes between the north-flowing Cuyahoga River to the south-flowing Tuscarawas River. Indigenous peoples are known to use strangely shaped trees as boundary markers or directional landmarks, and as gathering places for ceremonies.
Seeing the tree today does invite the imagination to wander. According to Mike Greene of Summit Metroparks, there really is no way to confirm any of the legends.
"The key is determining its age," he said. "The tree may be ancient, or it may younger. No one knows because there are very few mentions of the oddly shaped tree in historic records."
For about a hundred years before the Summit Metroparks established the park on land owned by the city of Akron, the tree was located in an area that was dotted with residences. There were farms, and even a junkyard that was active into the 1960s. There are some early photos of the tree, but none have surfaced before the first half on the 20th century.
It's a calming place, and begs the mind to wander. Did Native Americans meet here or hold ceremonies around the tree? Did Civil War soldiers march by it? Did the workers and people who traveled along the Ohio and Erie Canal, which runs right through Akron, stop here?
The tree has seen Akron change from agricultural center to canal town to a manufacturing mecca during the Industrial Revolution. It's seen Akron grow to be the Rubber Capitol of the world, as well as its demise, and the rubber shops and surrounding manufacturing closed. Still, the whole while, standing in the Cuyahoga Valley with arms outstretched.
Baschurch Signal Box is situated about ten miles north of Shrewsbury on the former GWR's Paddington to Birkenhead main line. It was erected by Mckenzie & Holland for the Great Western Railway circa 1880. It was constructed to a standard design found throughout the railway network, the metal-framed, arched locking room windows being a distintive feature of such boxes. Being a road crossing box meant that it survived well beyond the closure of the wayside Baschurch station and goods yard (1960 & 1965 respectively) but was itself taken out of use in 1999, when road barriers were installed. The structure survives and is in the care of the Cambrian Railway Society.
All images on this site are exclusive property and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed written permission of the photographer. All rights reserved – Copyright Don Gatehouse