ISSN 1053-4415

A QUARTERLY MAGAZINE PUBLISHED BY THE & RAILROAD HISTORICAL SOCIETY $8.00 VOLUME 36, NUMBER 3 THIRD QUARTER 2014

The The B&O Fights for New York Passengers ‘That Lady Engineer’ Olive Dennis Set Precedents and Styles Letter from the President The official publication of First Step; What is Next? THE BALTIMORE AND OHIO Before we get into the meat of this in mind this year’s Eastern Mini-Con RAILROAD HISTORICAL SOCIETY P. O. Box 24225 letter let us reflect on the last three is in Martinsburg, West Virginia, this Baltimore, Maryland 21227-0725 months. August. If you never attended either of E-mail: [email protected] I have been at both the Prototype the Mini-Cons, even for a half day, they Website: borhs.org Meet at Malvern, Pennsylvania, and the are worth it. Missing Sentinel: [email protected] The Baltimore and Ohio Historical Society is a non-profit Western Mini-Con at Columbus, Ohio. Finally the annual convention will be corporation dedicated to preserving and disseminating Many thanks to John Howard for orga- in Cumberland, Maryland, this Septem- historical information about The Baltimore and Ohio Railroad. nizing an outstanding day of learning. ber. Henry Freeman and Andy White Copyright ©2014 ISSN 1053-4415 At both locations the society had a good have an exciting program for the long SOCIETY OFFICERS representation and the company store weekend with at least a rail trip on the Greg Smith - President [email protected] did well. Tank you for your support of South Branch Valley Railroad; see the Henry Freeman - VP Operations the store, for the profts keep the archive fyers or check the Society’s on-line site. [email protected] collection going. Now to the heart of the letter. In the George Stant - VP Finance [email protected] Henry Freeman and Chris Tilley last issue of the Sentinel we announced Allen Young - Secretary headed to Spencer, North Carolina, for our building fund project. A donation [email protected] the Days the last weekend form is listed on the Society’s website Chris Winslow - Treasurer [email protected] in May to show the fag. Bruce Elliott, with six levels of contributions. If every BOARD OF DIRECTORS Henry Freeman, and I will be manning a member donated $350 to the fund we Bruce Elliott (2014) Mike Shylanski (2015) booth at the National Model Show would exceed our current goal. Te best Nick Fry (2014) Chris Tilley (2016) in Cleveland, Ohio, July 18-20, so if you thing about meeting this contribution Wade Rice, Jr. (2016) Bob Witt (2015) are in the area stop by and say hi. of $350 is you can pay over time. I know Bob Hubler (Past President) Officers’ terms expire annually. Directors’ terms We have upgraded our computer for some of you are having a tough time expire in October of the indicated year. the archives and company store and economically but any amount will help All officers may be reached at [email protected]. purchased a new 11 by 17 scanner to scan to expand and preserve our collection. EDITORIAL STAFF large-format negatives and pictures. Te With all my heart thank you in advance Editor [email protected] weekend of May 17-18 saw all the com- for your support. Harry Meem, Managing Editor puter stations in the archives in use and Te next step in securing a new build- [email protected] much work completed. Soon we will be ing comes in three forms: foundation Al McEvoy, Archives John Teichmoeller using a commercial data base storage grants, corporate grants, and political Roberta Poling, Graphic Design and search system to catalog our col- grants. Tere are some private individu- roberta@thundergrafix.com lections. It may take a year or more, but als who support non-proft historical Contributors welcome: Articles, manuscripts, photographs, reviews, and other we are hoping to have the data on line organizations. If you know of someone, historical data are solicited for publication. Original material somewhere within that time frame. Chris reach out, talk with them, share your love will be returned upon publication. Send all material to: Winslow has upgraded the system and is for the railroad and ask for their fnancial Harry Meem, 2409 Birchwood Road, Richmond, VA 23294. working with our new system provider. support. Te worst they can say is no; COMPANY STORE Wade Rice has made contact with thank them for their time and move on. Orders: Company Store link at borhs.org the Reading Railroad Technical and As mentioned last issue corporations [email protected] Historical Society and we will be doing ofer matching funds, so check with your MEMBERSHIP a joint Mini-Con in the employer and also ask if they have grant [email protected] One year regular membership is $35.00. For other classes or area during the summer of 2015. Keep (Continued on page 26) inquiries, write to the Society’s P.O. Box, or email [email protected]. For an address change, write to the P.O. Box or email [email protected] Memberships, once accepted, cannot be returned. In This Issue On the Covers The Royal Blue Line, B&O Battles the PRR for Passengers, by Frank A. Wrabel ...... 3 FRONT COVER: Quick quiz—which of these “That Lady Engineer” never ran in revenue service on the B&O? Answer 17 B&O’s Olive Dennis Set a Standard, by Sharon Beischer Harwood ...... on page 35. (Henry Freeman photograph) Keeping B&O Moving A 100-Day Ohio Infantry Regiment Had Its Hands Full, by David G. Davis ...... 27 BACK COVER: Never shy about promotion, the B&O took advantage of printing developments B&O Builds a New Yard, by Keith Rader ...... 30 to make Royal Blue literature more eye-catching. Running Light, Landslides and Lake Boats and a Caboose; Oh My!...... 33 (Frank A. Wrabel collection)

2 Third Quarter 2014 B&O P-3 Number 5100, a Pacifc virtually fresh from its builder, Baldwin, hustles its train through Holmes, Pennsylvania, just southwest of Philadelphia on the Royal Blue Line. The locomotive was built in July 1913; this photo was taken December 6 of that year. Number 5100 was scrapped in 1948. The Royal Blue Line B&O Battles the PRR for Passengers By Frank A. Wrabel Illustrations From the Author’s Collection o many, the Royal Blue name rep- in travelers’ loyalties and the enormous west and this new drive east. Garrett and Tresented the epitome of frst-class changes that have shaped today’s rail pas- the B&O, however, experienced a succes- rail travel. To some the Royal Blue rep- senger network, the advances in service sion of false starts pursuing this eastern resented a misguided business adventure and technology that the B&O introduced initiative before a plan came together. that cost the B&O dearly. By all accounts, by way of the Royal Blue Line remain Unfortunately that plan was shaped from however, the Royal Blue Line theme milestones in railroad passenger service. a defensive rather than ofensive posture. achieved high-profle brand recognition Te Royal Blue Line legacy is also last- Historic record also suggests that the for the Baltimore and Ohio Railroad gen- ing testimony to the resourcefulness and resourcefulness and the milestones later erations before the advertising profession determination of B&O management and achieved were products of desperation as promoted the phrase. its dedicated workforce. the Garretts and the B&O tried to recover Today, more than 50 years since the Tat strong sense of determination was lost ground late in the game afer losing last elegant blue and gray consist polished evident shortly afer the Civil War when control of a well-established rail route B&O rails between Washington and New it became clear that New York would between Baltimore and Philadelphia to York, the Royal Blue legend remains so be the leading East coast port and B&O the in 1881. Worse intense that it is passionately recalled President John W. Garrett felt compelled yet, they had underestimated the business by a generation that was never able to to somehow change course and send the acumen and ample treasury of their power- experience the amenities of this service B&O east. In a very real sense, Garrett ful competitor and later entered a costly and and can barely recall the best years of was now fghting a war on two fronts: largely one-sided race for trafc with the the B&O itself. Despite the fckle shifs the expansion and perfection of the B&O PRR between Washington and New York. Third Quarter 2014 3 Before there were second-generation diesels, there were tunnel motors, put in service to move B&O steam-powered trains through Baltimore’s Howard Street Tunnel without sufocating passengers and crew. These two were photographed at HU Tower in 1938, near the end of their service.

Forced to build a new and expensive 1.4-mile Howard Street Tunnel (1890- strengthening by 1907. B&O had no line on its own, the B&O quickly grasped 1895), and then find suitable motive choice but to keep the bridge open for every new construction method and power to operate through this long bore. trafc while the construction work pro- form of technology that appeared to Te solution came in the form of the frst gressed, but the work compromised the complete and operate this new line and mainline railroad electrifcation in the structure and the bridge collapsed under then advanced to capture the attention U.S. Tis frst also demonstrated to the the weight of a coal train on September of the traveling public. railroad world that the well-established 23, 1908. Tis new route proved challenging to pioneering spirit of the B&O was very Te ever-resourceful B&O negotiated construct and perfect. When partially much alive. an awkward connection with the PRR completed between the northern section For the next 40 years, the smoke-free between Havre de Grace and Perryville of Baltimore and Philadelphia for freight Howard Street Tunnel and the electric until the replacement bridge, the longest service in 1886, B&O’s new line east of tunnel motor service ( to on the B&O system at 6,109 feet, was Baltimore lacked a direct rail connection the Waverly neighborhood in Baltimore’s completed on January 6, 1910, and B&O to the mainline at Camden Station yards. northeast) ofered passengers an attractive service continued uninterrupted. To inaugurate through freight and later alternative to the PRR’s service through B&O rails had ended in Philadelphia passenger service, B&O trains operated the smoke-filled B&P Tunnel several as a result of pressures from leaders to a pier at Locust Point. From there, blocks away. At the east end of the tunnel, in the fnancial community who were locomotives and cars were ferried across B&O built, without question, the most increasingly concerned about railroads the Baltimore Harbor to a B&O pier in elegant passenger station in Baltimore. overbuilding in the east and the prob- Canton, where the train sets were reas- Mt. Royal Station, built in 1895 and 1896, able rate wars that would ensue. B&O sembled to continue their journey east. was noted for its hominess that would astutely extended its reach east beyond To improve this time-consuming and forever characterize the B&O passenger Philadelphia by creating joint trackage costly operation, the B&O incorporated service at large and the genteel nature of agreements with the Philadelphia & the Baltimore Belt Railroad to construct Baltimore’s Southern orientation. Reading (P&R) and Central Railroad of a direct rail connection through the City Heading east, B&O engineers also New Jersey (CNJ) to complete the steel of Baltimore to connect with the new had to conquer a hillier terrain than the raceway to New York. line in the northeast portion of the city. competing PRR route to the south and Later, B&O President Leonor F. Loree Tis construction proved to be especially then bridge the Susquehanna River. (1901-1904) believed that this partnership challenging since the B&O was forced to Te frst bridge required expansion was essential to his road’s future and build in Baltimore its longest tunnel, the to accommodate two tracks and general made a substantial investment in the 4 Third Quarter 2014 Number 1447, an A-3, pulls its train east in the Philadelphia area in this 1911 photograph. Like the 5100 pictured on page 3, this 4-4-2 is nearly new, having been built by Baldwin in May 1910.

P&R. Te P&R, in turn, controlled the One-time B&O executive George hallmark of B&O’s creation. Te fve- CNJ to protect this working relationship. Shriver recalled that B&O President hour Royal Limited, inaugurated in 1898, Unfortunately, the CNJ terminated Charles F. Mayer personally reviewed an competed head-on in opulence and speed in Jersey City and B&O passengers were extensive number of colors before select- with PRR’s famous Congressional Limited. forced to transfer from the train to fer- ing one from Europe that was identifed as In terms of physical plant and image, ryboat in Jersey City to complete the Royal Saxony Blue, and a legend was born. the B&O built well. Te new, heavily journey to New York City and this, afer B&O also selected only the latest and ballasted double track mainline between PRR tunneled under the , fnest passenger equipment that the Pull- Baltimore and Philadelphia was long would prove to be a persistent weakness man Company could deliver to support regarded as the best-engineered division of the B&O service. this new service. Te Baldwin Locomo- on the entire B&O system. Much of the Te B&O created a classic motif for tive Works, a favorite B&O supplier and plant would not need extensive improve- this new route that reinforced Maryland’s on-line customer at Eddystone, Pennsyl- ments for several generations. Some of lineage to England and Old World roy- vania, was constantly called on to deliver the later replacement bridges were of alty by selecting the Royal Blue name. newer types of high-drivered passenger masonry construction, including the Te color that dominated the advertising locomotives that would establish speed impressive multi-arch viaduct over the campaign and adorned the locomotives records hauling the Royal Blue Line trains Brandywine River in Wilmington. and passenger cars also underscored the between Washington and New York. B&Os new Philadelphia Division B&O commitment to quality and detail. Speeds in the 80-90 mph range were the (much later, Baltimore Division—East Third Quarter 2014 5 Dennis was responsible not only for the locomotive streamlining design, but also for the entire train interior. These postcard views show how she merged design aesthetics with passenger comfort. The observation lounge car [right] featured a boattail end with its wraparound windows and some rear-facing chairs so travelers could see where they’d been.

Two coaches with freshly designed reclining seats [left] were in the train’s fve-car consist. The railroad took the opportunity on this card to tout the presence of stewardesses on its trains.

The cofee shop car [right] functioned as a second lounge car and gathering point for those interested in light eating. Like the rest of the consist, there were Venetian blinds shown at the windows, a major improvement over standard coach blinds.

The [left], of course, featured the white tablecloths that are de rigueur for any high-class eating establishment, along with the silver cofee pots and good china. And if memory serves, the was the only B&O train from which one could really enjoy the food while viewing the scenery of the West End of the Cumberland Division, as most passenger trafc went through there at night. (Postcards courtesy of William F. Howes) Third Quarter 2014 19