ISSN 1053-4415

A QUARTERLY MAGAZINE PUBLISHED BY THE & RAILROAD HISTORICAL SOCIETY $8.00 VOLUME 37, NUMBER 1 FIRST QUARTER 2015 Message from the President Happy New Year! The past year was is critical to survival . We have managed The official publication of very successful and rewarding, with to do quite well so far . The Society has THE BALTIMORE AND OHIO RAILROAD HISTORICAL SOCIETY close to $20,000 collected for the build- a Facebook page that gets far more hits P. O. Box 24225 ing fund, successful outreach to recruit than our website . This is the trend of Baltimore, 21227-0725 new members and show the flag in the future and we need someone to step E-mail: [email protected] throughout Maryland and Ohio, two forward to institute and manage our Website: borhs.org great mini-cons, and a very well attended digital outreach . Missing Sentinel: [email protected] convention in Cumberland, Maryland . We need to educate and motivate our The Baltimore and Ohio Historical Society is a non-profit corporation dedicated to preserving and disseminating Remember, the 2015 convention is youth to study this country’s railroad historical information about The Baltimore and Ohio Railroad. going to be in the , Ohio, area heritage and maybe become members . Copyright ©2015 ISSN 1053-4415 and the 2016 convention in the Buffalo, To promote B&O history to them we , area . The 2015 mini-cons are have begun a Youth Historical Writing in development with the Ohio Mini-Con Challenge, information for which was having the presenter set but a site to be mailed to selected schools along the B&O determined . The Eastern Mini-Con will routes and is posted on our website . How be August 8 in the Philadelphia, Penn- best to get young people away from their sylvania, area . electronic toys, then to wave a carrot in SOCIETY OFFICERS Greg Smith - President We are still in need of a replacement front of their noses? [email protected] editor since this is Harry Meem’s last year . The rest of this space is dedicated to Henry Freeman - VP Operations With more than 1,350 members, someone details of the writing challenge . Dis- [email protected] could manage four publications each year played on page 33 are some thoughts George Stant - VP Finance and Harry would assist in the transition . from Society Director Wade Rice, who [email protected] Allen Young - Secretary One of the after-convention-hours leads a youth outreach effort . Please read [email protected] topics of discussion was the future of his comments and give us your support, Chris Winslow - Treasurer railroad clubs, historical societies, and assist in planning, and aid in instituting [email protected] railroad museums five, ten, or twenty years activities to encourage young people of BOARD OF DIRECTORS into the future . How do we recruit more all ages . Have a great year .—Greg Smith Bruce Elliott (2014) Mike Shylanski (2015) people to be members, and most of all ◆ ◆ ◆ Nick Fry (2014) Chris Tilley (2016) participate? One point was continued out- The officers and directors of the Wade Rice, Jr. (2016) Bob Witt (2015) (Past President) reach and education to the public, Baltimore and Ohio Railroad Histori- Bob Hubler Officers’ terms expire annually. Directors’ terms not just to the organizations’ members . cal Society extend this challenge to all expire in October of the indicated year. To spend and manage money wisely, students ages 14 to 24 . The purpose of All directors may be reached at [email protected]. rather than just collect it in a nest egg, (Continued on page 35) EDITORIAL STAFF Editor [email protected] Harry Meem, Managing Editor [email protected] In This Issue Al McEvoy, Archives The B&O in Seymour, John Teichmoeller Roberta Poling, Graphic Design A Little Back-Scratching Leaves Bad Feelings, by Edward Young...... 3 [email protected] 15 A Fall Weekend at a B&O Shrine, by John Teichmoeller...... CONTRIBUTORS WELCOME: B&O Passenger Service to the Southwest Articles, manuscripts, photographs, reviews, and other historical data are solicited for publication. Original material TheNational Limited Takes on PRR, by Frank A . Wrabel...... 20 will be returned upon publication. Send all material to: Ensuring the Society’s Future, by Wade Rice ...... 33 Harry Meem, 2409 Birchwood Road, Richmond, VA 23294. Running Light, Renovation Funds, More on Car 3303, etc...... 34 COMPANY STORE Orders: Company Store link at borhs.org [email protected] On the Covers MEMBERSHIP FRONT COVER: Society conventioneers and other passengers enjoy the view and fresh air aboard the open [email protected] gondola car on the Potomac Eagle during the Cumberland convention. See page 15. (Allen Young photograph) One year regular membership is $35.00. For other classes or inquiries, write to the Society’s P.O. Box address, BACK COVER: Amid all the names of local railroaders in bricks on the sidewalk before the Brunswick Heritage or email [email protected]. For an address change, write to the P.O. Box address, Museum, that of B&O public relations director Robert Van Sant stands out; Running Light, page 34. or email [email protected] (Harry Meem photograph) Memberships, once accepted, cannot be returned.

2 First Quarter 2015 A watchman stationed in the shanty at the right-center of the photograph operated the tilting target signal to control movements at the B&O/PRR crossing in Seymour, Indiana. He also controlled the movement of motor vehicles at the grade crossing. By the time this photograph was taken, around 1930, the roundhouse and coal dock had been removed. The Ebner Ice & Cold Storage Company is visible behind the shanty. The Milwaukee (SIRR) depots are on the far left. The B&O in Seymour, Indiana A Little Back-Scratching Leaves Bad Feelings By Edward Young Graphics from author’s collection except as noted

ne of the many Midwestern towns Railroad in 1849, it merged with the of the B&O Southwestern Railroad in Othat owe their existence to the Madison & Railroad (the 1893 . The B&OSW was absorbed by the coming of the railroads in the 19th cen- first railroad in the state of Indiana) in Baltimore & Ohio in 1900 . tury is Seymour, Indiana . 1866 to form the Jeffersonville, Madison A late arrival, the Evansville & Rich- Located in Jackson County about half- & Indianapolis Railroad . mond Railroad, was established in 1888, way between Louisville and Indianapolis, Leased by the , Cincinnati reaching Seymour in 1890 . The E&R Seymour was once served by the B&O, & St . Louis Railroad in 1871, these and became the Southern Indiana Railroad , and Milwaukee railroads . two other lines joined in 1890 to form in 1897 and the , Terre Haute First on the scene was the Jefferson- the Pittsburgh, Cincinnati, Chicago & St . & Southeastern Railway in 1910 . The ville Railroad, chartered in 1832 as the Louis Railroad . The PCC&StL was leased CTH&SE was leased by Chicago, Mil- Ohio & Indianapolis Railroad with the by the in 1921 . waukee, St . Paul & Pacific Railroad (the intention of connecting the Ohio River at The Ohio & Mississippi Railway was Milwaukee Road) in 1921 . Jeffersonville, Indiana, with Indianapo- the next to arrive and was most respon- The first settler on the land where lis . The line was not incorporated until sible for the creation of Seymour . Char- Seymour would be established was 1848, as the Jeffersonville & Indianapolis tered in Indiana in 1848, with construction James Shields, who brought his family Railroad . Renamed the Jeffersonville beginning in 1852, the O&M became part to the area in 1816 . His son Meedy White First Quarter 2015 3 Structures Key 1 B&O Coal Dock 7 B&O Sand & Oil House 13 Track Scale 2 B&O Passenger Station 8 B&O Ash Pit 14 Water Tank 3 B&O Freight House 9 PRR Passenger Station 15 PRR Water Tank 4 B&O Express Building 10 SIRR Passenger Station 16 & 17 Penstocks 5 Crossing Watchman’s Shanty 11 SIRR Freight House 18 Interurban Station 6 B&O Roundhouse & Turntable 12 Livestock Pens

The Situation Plan of the railroads of Seymour, Indiana, in 1917. The portion of a map titled Birds Eye View of Seymour, Indiana, 1886 shows the Ohio & Mississippi at the top and the Jeffersonville, Madison & Indianapolis on the left. The O&M passenger depot is to the right of the crossing, the JM&I station to the left. The O&M roundhouse, turntable and machine shop are just south of the depot; just below these structures is the joint O&M/JM&I freight house. At the upper right beside the main line is the massive O&M coal dock. (Courtesy Jackson County Visitor Center) 4 First Quarter 2015 The Seymour B&O passenger station in early 1962, not long before it was replaced with a smaller steel structure and torn down. The former Pennsylvania passenger station can be seen at the far right. (Jackson County, Indiana, Digital History Archive Project)

This was the O&M/B&O express building in Seymour, Indiana, captured by photographer Otto White of North Vernon, Indiana, in 1919. It was just to the west of the depot, apparently with a small office for the agent. First Quarter 2015 5 O&M 4-4-0 Number 78 sits on the turntable at the roundhouse at Seymour, Indiana, in 1875. This was the original nine-stall roundhouse built by the O&M in Seymour around 1873. (B&ORHS, Robert Clark Collection)

Shields inherited the land and developed ing only a small platform . Nevertheless, of the crossing with the Jeffersonville, it into a prosperous farm . on June 6, 1854, the last rail was laid the depot was a frame structure, prob- In 1852, the Jeffersonville Railroad had completing the Eastern Division of the ably of typical O&M board-and-batten been built as far as Rockford, a village Ohio & Mississippi between Cincinnati construction . The Seymour depot was of about 500 approximately two miles and Seymour . On June 29, the O&M ran about 36 feet wide and 72 feet long and north of what would become Seymour . an excursion between Cincinnati and consisted of three sections . The west end At about the same time, the Ohio & Seymour, marking the official opening contained a one-story restaurant; in the Mississippi Railway was being surveyed of the Eastern Division . A grand cel- middle was a one-story waiting room; the through Jackson County . John J . Kester, ebration was conducted by the citizens east end contained an office for the ticket a major property owner in Rockford of Seymour . agent and telegraph operator . There was a and staunch supporter of the Jefferson- After considerable discussion and second floor on the eastern section, prob- ville line, sought to have the O&M built negotiations, the O&M began offering ably for railroad officials . It was accessed through his town . connecting rail service between Cincin- by a set of outside stairs attached to the However, Shields persuaded the O&M nati and Louisville via the Jeffersonville end of the building . to run through his property instead . In Railroad on July 3, 1854 . The financial By 1888, the original O&M passenger exchange, he provided the right of way benefits persuaded the latter line to put station in Seymour was three decades old, for the new railroad and agreed to name aside, or at least tone down their hostility and the townspeople were pressuring the the town to be built where the two lines toward the O&M . railroad to build a new depot . The same crossed Seymour, for Henry C . Seymour, In 1856 Shields, by then a state senator pressures had been applied to the railroad superintendent of construction for the and member of the O&M board of direc- for a new station by the people of North O&M . Seymour was platted by Meedy tors, secured passage of a bill requiring all Vernon . They, of course got their wish, and Eliza P . Shields on April 27, 1852 . to stop at all at-grade railroad inter- when the old depot there was destroyed Kester, the citizens of Rockford, and sections in the state of Indiana . Not until by a “mysterious” fire in November 1887 Jeffersonville Railroad officials were furi- well into the 20th century did interlocking and replaced with one that opened in May ous with Shields, the town of Seymour and more reliable signaling eliminate this 1888 . The construction of a new O&M and the O&M for locating the line there requirement at many locations . However, depot in North Vernon and a new JM&I instead of through their town . This this law remained in effect for much of the depot in Seymour in 1887 probably fueled brought about much controversy, hard state through the 1950s . their fire . (Seymour seemed to have for- feelings and petty jealousy . The Ohio & Mississippi built its gotten that, as we shall see, it took almost The railroad refused to stop in Sey- original passenger station in Seymour 36 years for the JM&I to build its “first” mour or to build a depot there, construct- in 1857 . Located at the southeast corner depot in town .) 6 First Quarter 2015 Another 1919 Otto White shot showing the new (1888) five-stall B&O roundhouse in Seymour. Locomotives could also be stored on the four tracks at the right (north) of the roundhouse. The water tank in the background belonged to the Pennsylvania Railroad.

This 1918 photograph shows the B&O roundhouse and turntable pit at Seymour from a different angle.

The O&M relented and, in 1888-89, depot . The new, two-story Seymour ing rooms for men and women; it also constructed a replacement passenger depot also was of frame construction, 24 contained an office for the ticket agent, depot in Seymour . Also on the south feet wide and 52 feet long, with an 8-foot- the women’s toilet, a battery room, and side of the main track, it was about 250 wide and 30-foot-long annex in the rear . the stairway leading to the second floor . feet east of the original O&M passenger The first floor contained separate wait- The second floor had a telegraph First Quarter 2015 7 This was the massive stone O&M/B&O freight house in Seymour in 1918. Formerly it was the O&M machine shop, built around 1873. office, the trainmaster’s office, the train dispatcher’s office, and a storeroom . The men’s toilet was located in a separate building behind the depot . There were two small dormers both on the front and the rear roof . The annex extended into the second floor, forming a large dormer that contained the offices . On the front of the depot, the ticket agent’s office had a semi-circular bay that continued through the second floor; it had a conical roof . It and the roof of the depot were covered with seamed metal sections; the metal roofing was replaced with shingles by the 1950s . A brick platform, constructed in 1898, ran along the front of the station from what was eventually the PRR crossing to Postcard view of B&O Indiana Division office building in Seymour, probably around 1910. a point about 300 feet east of the depot . Previously, the structure had been the Jonas Hotel. (Jackson County, Indiana, Digital History Archive Project) By the early 1960s, the depot was three-quarters of a century old, and falling into disrepair; with passenger Company, the structure—covered with A small—15 feet wide and 20 feet service on the decline, there was no flat sheet metal panels—was apparently long—single-story, frame express build- need for such a large passenger station used by maintenance of way forces and ing was about 50 feet west of the second in Seymour . In 1962, the railroad had for storage after B&O passenger service depot, probably built at the same time . It, a 28-foot-wide and 60-foot-long steel ended in 1971 . Through late 2013, the old too, had a hip roof covered with seamed passenger station erected between the steel depot sits beside the track, boarded metal sections . A large sliding door was old depot and the PRR crossing . Fab- up since at least 2000 and apparently centered on the front of the building; ricated by the Parkersburg Rig & Reel unused, except maybe for storage . there were no windows or doors on the 8 First Quarter 2015 The B&O yard crew in Seymour takes a break in front of Engine 1538, an E-26-class Baldwin 2-8-0 used in yard service at the time, on a February day in 1921. west end, but there may have been on the and storage sheds just northeast of the southward along Blish Street; the line then rear or east end . A brick chimney on the large freight house . The stone freight turned to the west onto Second Street, west end indicates that the building was house was torn down in December 1960 . running several blocks to the depot . at least heated during cold weather . An In addition to the three Class 1 rail- The interurban depot was on the south express agent may have had a small office roads in Seymour, the town was served side of Second Street just west of Ewing in the building, but this is uncertain . by an interurban line that ran between Street, a block north of the SIRR pas- The express building probably was Indianapolis and Louisville . In Octo- senger and freight stations . The facility removed around 1962 when the passen- ber 1907, the Indianapolis, Columbus consisted of a covered shed for the loading ger station was torn down and replaced & Southern Traction Company and and unloading of passengers and freight, with the “new” steel passenger station . the Indianapolis & Louisville Traction situated between two, two-story brick In April 1863, the O&M and Jefferson- Company arrived in Seymour—from the buildings . The building on the east was the ville railroads built a joint freight house . north and from the south, respectively— passenger/freight station, with a waiting It was a single-story frame structure, and began operations . room, ticket office, and a lunch room; the about 25 feet wide and 102 feet long, Trains on the I&L ran over the Lou- building on the west was the repair shop . located between the Jeffersonville main isville & Northern Railway & Lighting The facility was shared by the I&L and and the O&M interchange track south of Company between Louisville and Sellers- the IC&S . Both lines later became part Tipton Street (US 50 today) and north of burg, Indiana (via the Big Four Bridge at of the Interstate Public Service Com- Bruce Street . A number of tall, concrete Jeffersonville), then paralleled the Penn- pany, which in 1930 became part of the grain silos occupy the site now . sylvania route northward to Seymour extensive Indiana Railroad interurban Around 1888, this building was aban- over their own trackage . The line turned system that covered the state . The final doned . The JM&I built a new freight sta- westward about six tenths of a mile south interurban service in Seymour (between tion two blocks to the south . The O&M of town before reaching Chestnut Street . there and Indianapolis) was on January converted its former machine shop to At that point it turned northward and ran 19, 1941, the last day of operation for the the new freight house . It was a two-story, to Second Street, where the line turned Indiana Railroad . stone building, 62 feet wide and 97 feet east and ran a short distance to its depot . Coincident with the completion of long, located just on the north side of The IC&S ran southward from India- the line to Seymour in 1854, the O&M Tipton Street . napolis to Azalia, Indiana, where it paral- certainly built at least minimal engine Over the years the railroad also main- leled the Southern Indiana (Milwaukee) servicing facilities there . In 1873, the O&M tained several frame freight warehouses to Seymour . It crossed the SIRR and ran established shops in Seymour, moving the First Quarter 2015 9 Compare this photograph with the one on page 3. The watchman’s shanty at the B&O/PRR crossing is gone, replaced by JO Tower, whose operator waits to hand up orders to a westbound passenger train around 1950. The tower, built in 1949, remained in service until 1991. (B&ORHS, Robert Clark Collection) boiler shop and much of the equipment with a crane that was used to dump coal stocks on the main, one just east of the from the O&M shop complex at Cochran, into tenders from large iron buckets . PRR crossing, the other east of the passen- Indiana, 27 miles west of Cincinnati . According to a local newspaper, in May ger station and west of Broadway Street; The shops were located within the area 1883 the O&M constructed a massive there also was one just east of the turntable . southeast of the O&M/JM&I crossing and frame coal dock in Seymour, located on When the O&M opened its new, included a large engine terminal . the south side of the main track between extensive shop complex in Washington, The facilities included a nine-stall Bill (now Park) Street and O’Brien Street . Indiana, in 1888, there was no need to keep (each stall was 60 feet long) brick round- It was 30 feet wide, 75 feet long, and the shop facilities in Seymour . The old house with a 50-foot-diameter turntable, about 50 feet high, including the shelter machine shop was converted to a freight a sand house, an oil house, a pump house on top of the structure . There was a house, but all the other facilities were and three water tanks (which also sup- 78-foot-long tail-track trestle on the west torn down . A five-stall (each 70 feet long) plied water to a water column across the end of the structure that probably was brick roundhouse with a 70-foot turntable main from the passenger station), two ice capable of storing two or three loaded was built about 150 feet northwest of the houses, and several tool houses and stor- hopper cars . An approximately 350-foot- original structure . Locomotives could also age sheds . Attached to the roundhouse long inclined trestle was on the east end be stored outdoors on four tracks to the were a boiler house, a blacksmith shop, of the coal dock . There were two service north of the roundhouse . and the large stone machine shop that tracks—one on the north side, one on The Seymour coal dock and engine was later converted to the freight house . the south side of the coal dock—used by terminal were still present in February After the O&M converted their loco- locomotives to take on coal . 1924 . Shortly thereafter, the B&O closed motives to burn coal rather than wood The railroad also constructed a new the engine terminal, moving these jobs in the late 1860s, the first coaling station water tank, a sand/oil house, and a small to North Vernon . The roundhouse and in Seymour was likely a wood platform blacksmith shop . There were two pen- all locomotive servicing facilities, except 10 First Quarter 2015 This was the Milwaukee (Southern Indiana RR) freight house in Seymour, built in 1901 along with the passenger station, which was just to its west. Restored in 2007-08, it is now the Jackson County Visitor Center. (Author’s photograph) water and coal, were torn down by June Despite the B&O’s attempts to have the by Jonas in 1857 . By 1869 this hotel had of that year . Employee timetables indi- crossing interlocked as early as mid-1944, become the Carter House, which in the cate that the coal dock was removed its own bureaucracy and (primarily) pro- mid-1860s was the Rader House—hang- between 1927 and 1929 . crastination by the Pennsylvania delayed out for the Reno Gang, discussed later . In 1929, as at numerous other loca- the conversion for another five years . In On January 1, 1922, the Indiana and tions on the system at that time, the B&O mid-1949, the crossing shanty and target divisions of the B&OSW were constructed a water treatment plant at signal were replaced with a two-story, merged, forming the St . Louis Division of Seymour . Built in the area of the former 14-foot-per-side brick interlocking tower . the B&O . In preparation for the merger, engine terminal, it used the former Designated JO Tower (for the telegraph the railroad closed the office building in turntable pit as the sludge pit for the call formerly used by operators at the pas- Seymour—as well as the one in Flora— plant . The brick treatment building and senger station), it was built by the B&O and, by December 1921, moved virtually steel storage tank continued in service and manned by B&O operators . all division-level jobs to the newly estab- through the end of steam operations in The B&O continued to use CPLs to lished St . Louis Division Headquarters in early 1958 . The plant was connected to control the crossing, while the Pennsy Washington, Indiana . the two penstocks on the main east and installed its standard position-light sig- The railroad vacated the office build- west of the passenger station . nals . JO Tower opened on July 23, 1949 ing in Seymour, and by June 1924, it had After the O&M built its new passenger and closed in September 1991 . It was torn been refurbished and became the Hard- station in Seymour around 1888 and tore down by 1994 . esty Hotel . During the 1940s, it changed down the original depot, they constructed Between 1907 and 1913, the B&OSW hands again, becoming the Walton Hotel . a watchman’s shanty at the southeast established offices for the headquarters In the late 1990s, it was renamed the Cen- corner of the crossing with the JM&I to of the Indiana Division in Seymour . tennial and was in the process of being control movements across the main lines . (The headquarters of the Illinois Divi- refurbished, before being destroyed by The watchman opened or closed gates sion were in Flora, Illinois .) The offices fire on Christmas Day 1998 . over both tracks to allow trains to cross . were on the southwest corner of St . Louis Details regarding early yard facili- These gates were later replaced with and Jeffersonville avenues, west of the ties at Seymour are unknown, but the a horizontal semaphore target signal PRR main and south of the B&O main . primary trackage probably was on the that the watchman operated . Even after They occupied what had been the Jonas south side of the main and adjacent to the the B&O installed color position light Hotel, which was opened for business engine terminal between the JM&I/PRR signals and instituted automatic block in 1876 by John Jonas . The Jonas Hotel trackage, High Street (Tipton Avenue/US signaling through Seymour in 1937, this (also known as the Hotel Jonas and the Route 50 today), and Broadway . form of crossing protection remained in Jonas House) occupied the site of the According to the B&OSW Annual operation for another decade . Faulkconer House, an earlier hotel built Report from June 30, 1897, three acres of First Quarter 2015 11 land on the east side of Seymour were Louisville, including the Indiana Arrow, senger and freight depots were located being purchased to expand the yard . the Blue Grass Special and the Kentuck- about eight blocks north of the down- Two long tracks—one about 7,800 feet, ian. Originating in Chicago, service town area on the east and west sides of the other about 7,100 feet—were added continued beyond Louisville to Florida Chestnut Street, where the E&R crossed north and south of the main, respectively . on the Flamingo, the Florida Arrow, the the JM&I line . A portion of the northern track probably Jacksonian and the . That A loop giving the railroad access to also was used as a passing siding . The train continued its run through Sey- the downtown area was constructed yard—including the downtown tracks— mour under Penn Central until May 1, southward parallel to the PRR, then could accommodate around 650 cars at 1971, when took over . The train, eastward just north of and parallel to its maximum during the ‘teens . renamed the , continued to run the B&O, and northward along O’Brien There were three car repair tracks between Indianapolis and Louisville into Street, where the line then continued to south of the coal dock between Broad- 1975, when it was discontinued . Westport . Around 1901 the section along way and O’Brien Street . The yardmaster’s The PRR passenger depot in Seymour the PRR was eliminated, leaving a spur office was at the east end of these tracks, closed in 1978; it sat vacant through at with a wye at the north end for access to just west of O’Brien Street . A 50-foot, least July 1982, and was torn down a the downtown . 100-ton-capacity track scale was at the short time later . The last passenger train A new passenger station and freight far west end of the southern coaling through Seymour was Amtrak’s house were constructed downtown . Both track a little east of the Broadway cross- Cardinal, which ran between December were on the north side of the SIRR track- ing . Southeast of the car repair tracks, 1999 and July 2003; it passed through age, to the west and east sides of North the railroad also provided livestock pens Seymour, but it did not stop there . Broadway, respectively . The passenger until sometime between 1922 and 1935 . As mentioned earlier, the JM&I shared station and the freight house—both Several sidings and spurs served a freight station with the O&M from 1863 single-story frame structures, 25 feet various industries in Seymour, some for until between 1887 and 1892 . The JM&I wide and 100 feet long—were built by nearly a century . The F.F . Buhner Fertil- built a new single-story frame freight sta- the SIRR in 1901 . izer Co . and a furniture company were at tion two blocks to the south on the west The Milwaukee had interchange track- the far eastern end of town . Two facilities side of its main just north of Brown Street; age with the B&O between Ewing and owned by the Ebner Ice & Cold Storage it was 20 feet wide and 100 feet long, cov- Meyers streets; it also had interchange Co ., a large coal yard, and the Blish Mill- ered with corrugated sheet metal siding . trackage with the PRR north of town near ing Co . were served by the B&O in the Around 1900, a two-story office section, the location of the original E&R depots downtown area . 20 feet wide and 30 feet long, was added and the PRR crossing . At least through On the west side of the PRR crossing, to the north end of the building . The PRR the 1940s, this crossing was controlled industries included the Seymour Gas & freight station was torn down by the early by a watchman operating a tilting target Electric Light Co . (later the Interstate 1960s . The Pennsylvania had interchange signal . As a further precaution, gates were Public Service Co ., which also main- trackage with the B&O between Bruce swung across the tracks to control traffic . tained the two interurban lines in town), Street and North Broadway . This crossing had not been interlocked, several oil companies and feed mills, a Water for PRR locomotives was pro- at least through 1954; it is likely that this coal yard, a lumber company, a veneer vided by an elevated tank directly across operation remained in effect until the company and a meat packing plant . from the passenger station on the east Milwaukee ceased operations to Seymour . Despite the initial refusal of the Jeffer- side of the PRR main . It supplied water The last dedicated Milwaukee pas- sonville Railroad to construct adequate to a penstock about 200 feet north of the senger service to Seymour was in August passenger facilities in Seymour, it did depot; there may also have been a pen- 1930, although the railroad continued to build a narrow platform there after pas- stock south of the depot . Additionally, a run mixed trains through 1939 . Though sage of the legislation requiring all trains track scale was located on a side track in officially downgraded to a freight-only to stop at all railroad crossings in the front of the passenger depot . line at that time, it continued to carry State of Indiana . The railroad did not, The Milwaukee main from Elnora, passengers until early 1950 . however, provide any buildings for pas- Indiana, through Bedford to Westport, The trackage was cut back to Sey- sengers or freight for many years . Indiana, ran about half a mile north of mour from Westport in 1961; the por- A small frame ticket office was erected Seymour . The line was built through the tion between Bedford and Seymour was in 1858 . The JM&I finally erected a legiti- area between 1888 and 1892 as the Evans- abandoned in 1978 . mate passenger depot around January 1887 . ville & Richmond Railroad . This line Although the passenger station was The station was a single-story frame struc- became the Southern Indiana Railroad torn down many years ago (possibly ture consisting of multiple sections; it was in 1897 and the Chicago, Terre Haute in 1937), the former Milwaukee freight about 22 feet wide and 74 feet long overall . & Southeastern Railway in 1910 . It was house is still present . Sold to the John C . At one point, the Pennsylvania had as acquired by the Chicago, Milwaukee, Groub Co . in 1980, it was used as a ware- many as five daily round-trip passenger St . Paul & Pacific in 1921 . E&R service house until deeded to the city in 2002 . trains between Chicago, Indianapolis and to Seymour began in July 1890; its pas- It was placed on the National Register 12 First Quarter 2015 of Historic Places in 2003, was repaired and restored beginning in 2007, and, since 2008, serves as the Jackson County Visitor Center . Just over two miles west of downtown Seymour, the railroad crosses West Second Street . In July 1868 this spot earned a place in local history that lives on . John Reno, who had grown up on a large farm close to nearby Rockford, led a gang of thieves and murderers that included three (Frank, Simeon, and Wil- liam) of his four brothers . Members of the Reno Gang, which spent much of its Abandoned and boarded up by May 2012, when this photo was taken, this was the time hanging out at the Rader House in replacement passenger station in Seymour, fabricated by the Parkersburg Rig & Reel Seymour, are credited with committing Company in 1962. (Author’s photograph) the first train robbery in the United States . On the night of October 6, 1866, sev- Overpowering the guards, they took the All that remains of the former B&O eral of the gang boarded an eastbound three prisoners to the same beech tree (now CSX) trackage includes the main, Ohio & Mississippi train at Seymour . and hanged them . The crossing on the a 5,600-foot-long passing siding on the Once the train departed, they made their O&M, just north of the necktie parties, south side of the main between Vine way to the express car, overpowered the became known as “Hangman’s Crossing ”. Street and Meadowbrook Drive, and a guard, and stole some $15,000 from a Later that year, four more of the gang connection track with the former Penn- safe . Between then and July 1868, O&M were captured, including leader Frank sylvania line that begins at Park Street . trains were the target of the gang on at Reno and two of his brothers, Simeon and There also are three short industrial least four other occasions . William (John was serving time in a Mis- spurs on the east side of town serving Their biggest heist was about $96,000 souri prison .) . While the three were being Agrico/Cargill, 84 Lumber and Kobelco taken from a JM&I train on May 22, 1868, held in the New Albany, Indiana, jail, a Metal Powder of America . CSX serves no at Marshfield, south of Seymour near large contingent of the Scarlet Mask Soci- industries on the west side of Seymour . Scottsburg, Indiana . ety made its way from Seymour to New The former Pennsylvania line between On July 9, 1868, six members of the Albany via Jeffersonville over the JM&I Indianapolis and Louisville was pur- Reno Gang attempted to rob an O&M on the night of December 11, 1868 . In the chased from Conrail in March 1994 by train at a water stop near Shields Mill, wee hours of December 12th, the four were a Class III carrier, the Louisville and Indiana, seven miles west of Seymour . forcibly taken from their cells and hanged Indiana Railroad . L&I trackage through The robbery was thwarted, and, with the inside the jail . So ended the reign of terror Seymour consists of the main, the rem- help of Pinkerton detectives, three of the of the infamous Reno Gang . nant of a siding that previously served gang members were captured . The beech tree is long gone, but the the freight house, a siding a mile south On the night of July 20, 1868, the legend and the name “Hangman’s Cross- of Seymour near the South O’Brien Street prisoners were being moved aboard an ing” live on . One of the New Albany Jail crossing used for interchange with CSX, O&M express train to the courthouse cells occupied by one of the Renos was and a spur from the siding extending in Brownstown, Indiana, west of Sey- moved to the Visitor Center in Seymour westward to Freeman Field . mour . The train was stopped by a mob in 2009 . No former Milwaukee trackage of hooded men, calling themselves the Nearly all of what used to make up remains in Seymour, although much of Jackson County Vigilance Committee . the railroads in Seymour are all but gone the old right-of-way is still discernible on The prisoners were taken about 200 yards today . The replacement B&O passenger Google Earth satellite imagery . south of the crossing and hanged from a station is still there, although abandoned . In better times, a significant number large beech tree . The former Milwaukee freight station has of B&O passenger and freight trains On July 24, 1868, three more of the been saved, restored, and lives on as the passed through or originated/terminated gang were arrested by the Pinkertons . Jackson County Visitor Center . On the in Seymour . During the early days of The next day, fearing the vigilante group southeast side of the US 50 grade cross- the O&M, only two westbound and two would strike again, authorities decided ing over the former Pennsylvania line eastbound through (between Cincinnati to take the three were taken by wagon to Louisville, a Chessie System caboose and St . Louis) passenger trains were to Brownstown . As the wagon neared (former C&O) and a crossing shanty scheduled . By 1885, this number had the same crossing, between 2,000 and made up a small display in tribute to an increased to five trains in each direction, 3,000 of the vigilantes—also known as era now long gone . The caboose remains, holding constant until around the begin- the Scarlet Mask Society—were waiting . but the shanty has been removed . ning of World War I, when the number First Quarter 2015 13 dropped to three . At the end of the war, 91, 95, 97 and 99; the most commonly References four and then five westbound and east- seen eastbound through freights were • Discussions between 1996 and 2010 bound through trains were in service . Trains 88, 94, 96 and 98 . with the late Robert Clark, retired B&O The numbers ranged between four and A number of intermediate-run and fireman/conductor, North Vernon, five through 1946 . In 1947, the number local freight trains also passed through Indiana . dropped to four and never increased . The Seymour . At the turn of the 19th century • Discussions between 2008 and 2013 with Tina Stark, Director, Jackson County number dropped to three in 1958, two in and through the teens, a westbound and Visitor Center, Seymour, Indiana . 1961, and one in 1968 . an eastbound train ran between Cincin- • Various B&O Form 6s and Employee Most notable of the through trains nati and Seymour . In the late teens and Timetables . were the (numbers 1 early 1920s, there were trains that ran • Files from the Offices of the Vice and 2), the (numbers 3 and 4), from North Vernon to Seymour and Presidents of Operations and and the (numbers from Seymour to Washington, Indiana . Engineering and Large-Format Drawings at the B&ORHS Archives, Arbutus, 11 and 12) . The last run of the Diplomat Beginning in 1926 these trains were Maryland . was on April 30, 1961, the Metropolitan consolidated into a single train; it ran • Various Sanborn Fire Insurance Maps at Special on September 11, 1968, and the until 1967 . the Library of Congress, Geography & National Limited (which under C&O Other trains from North Vernon with Map Division . control became the George Washington much shorter histories included round • Various Interstate Commerce Commission Valuation Maps and Field in September 1965) on April 30, 1971 . On trip runs to Mitchell in the early and late Notes at the National Archives & Records that date, with Amtrak opting not to run 1920s, and a round trip to East St . Louis Administration . any trains on the St . Louis Division, pas- in the early 1930s . • Robert F . Smith, From the Ohio to senger service on the line ended . For the past several years, CSX traffic the Mississippi, Mt Airy Printing & In addition to the through trains, through Seymour has amounted to four Lithographing Co ., Cincinnati, Ohio, there were a number of intermediate- trains a week—eastbound Train J780/22 1965 . • Walter G . Berg, Buildings and Structures run passenger trains that passed through on Tuesday and Thursday, between of American Railroads: A Reference Book Seymour . O&M Trains 7 and 8 ran the Mitchell and North Vernon, and west- for Railroad Managers, Superintendents, longest distance of these, between Cin- bound Train J780/23 on Wednesday Master Mechanics, Engineers, Architects, cinnati and Vincennes . Between 1918 and Friday, between North Vernon and and Students, 1892 . and 1927, Trains 65 and 66 ran between Mitchell . Traffic on the L&I consists of • Jackson County, Indiana, Digital History North Vernon and Vincennes . And Train CJ, a night train from Columbus to Archive Project . • Brant & Fuller, History of Jackson between 1939 and 1949, Trains 61 and 62 Jeffersonville and back . CSX interchange County, Indiana, Chicago, 1886 . ran between Cincinnati and Washington, with them is at a point on the L&I a mile • Descriptive Atlas of Jackson County, Indiana, with many of these runs behind south of Seymour near the South O’Brien Indiana, American Map & Atlas Engine Number 2, the Lord Baltimore . Street crossing . Company, Chicago, 1900 . Initially the O&M typically ran four or Once a somewhat common occur- • Richard S . Simons and Francis H . Parker, Railroads of Indiana, Indiana University five scheduled westbound and eastbound rence, CSX trips over the L&I between Press, Bloomington, Indiana, 1997 . through (between Cincinnati and East Cincinnati and Louisville had become a • Craig Sanders, Limiteds, Locals, and St . Louis) freight trains through Sey- thing of the past . Recently, however, the Expresses in Indiana, 1838-1971, Indiana mour . By about 1900, this number had former B&O line between Cincinnati University Press, Bloomington, Indiana, decreased to a single train in each direc- and Seymour has seen significant—and 2003 . tion . Through the 1920s, this number long overdue – trackwork improvements . • Harry Stegmaier, Baltimore & Ohio Passenger Service, 1945-1971, Volume 1 – held constant for westbound trains, but In late October 2012, Train Q268 began The Route of The National Limited, TLC the number of eastbound trains gradu- running between Louisville (over the Publishing, Lynchburg, Virginia, 1993 . ally increased to three . During the 1930s L&I to Seymour) and Cincinnati . And in • William J . Watt, The Pennsylvania and 1940s, the number of both west- June 2013, CSX and L&I officials reached Railroad in Indiana, Indiana University bound and eastbound freights began an agreement to upgrade the entire L&I Press, Bloomington, Indiana, 1999 . • Jerry Marlette, Interstate: A History of to pick up, and by 1949 there were four line . With a $70 million price tag (funded Interstate Public Service Rail Operations, trains in each direction . by CSX), the project is slated to begin in Transportation Trails, Polo, Illinois, 1990 . The number of westbound and east- 2015 and take seven years to complete . It • George K . Bradley, Indiana Railroad: bound through freights increased to five will give CSX a more direct north-south The Magic Interurban, Central Electric and then seven in the mid-1960s . By 1974, route from Louisville to and Railfans Association, Chicago, 1991 . the number had dwindled to four, and by Chicago, in time, increasing the number • Dr . Carl Bogardus, The Scarlet Mask or The Story of The Notorious Reno Gang, 1977, there were no regularly scheduled of trains on the line to as many as 15 per Austin, Indiana, 1960 . freight trains on the line, all trains run- day . Then railfans will again be able to • John M . Lewis III, The Reno Story, ning as extras . The most commonly seen “see more” in Seymour! Seymour Sesquicentennial Committee westbound through freights were Trains and Seymour Oktoberfest, Inc ., Seymour, Indiana, 2002 . V 14 First Quarter 2015 our friend Bill Metzger from Conflu- ence, Pennsylvania, was kind enough to arrange for us to have an 11x17 reproduc- tion of the Cumberland yard map that appeared with John Hankey’s article in the March 2012 issue of Trains.) The convention mug tradition, chaired by Greg Smith, has been discontinued, replaced by a handsome enameled pin, this year celebrating the . Evening Programs Thursday evening, Dave Downton helped us understand that Cumber- land was not just about the B&O, and described the history of the numer- ous other companies that served the Cumberland area, even the PRR . Henry Freeman then covered the B&O’s Cum- berland terminal area; a fitting orienta- tion for our Friday tour . Friday evening we were truly honored by a special selection of Bill Hopkins’ slides of the B&O, mostly on the Old A Fall Main Line . Bill’s photos have appeared over the years in numerous books . Our Saturday after-dinner presenta- Weekend tion was an impressive sound digital video presentation of David Parks’ HO layout in California, which depicts the at a B&O B&O and Western Maryland ca . 1953 in and around Cumberland . David is a faithful attendee at our conven- Shrine tions . There is a YouTube video of his layout (http://www .youtube .com/ watch?v=QYfqpA4uUko) , but what we By John Teichmoeller with Allen Young saw Saturday night was a brand new Photographs by Allen Young (ay), John Teichmoeller (jt) or as indicated “fair use” production, complete with One of the few remaining B&O color-position signals stands at the westbound (east end) era-specific music . David has a large approach to Cumberland yard at Mexico Tower, taken from the bridge over the tracks on crew that helps him with this layout, and Mexico Farms Road. It was one of the pre-lunch stops on Friday’s Cumberland tour. (ay) three of them attended the convention . At the Saturday banquet, it is impor- he Society met in Cumberland in As with past meetings, another splen- tant to note that special service recogni- T1989 and 2000, and I attended both did handout book was presented to tion awards were made to Bob Fry, Nick of those conventions . So I wondered attendees (available from the Company Fry, Nick Powell, Craig Close and Bob what there would be new to see in 2014 . Store, No . 79614, if you couldn’t attend), Hubler . This reinstitutes the practice of It turns out, plenty . And of course since containing worthwhile reprints and a such awards that had been made some Cumberland is pretty much a shrine to CD with digital images of reports and years ago . President Greg Smith noted B&O fans, we had a record attendance of archival photos . (By the way, the handout that Harry Meem will be retiring as editor more than 130 . book has a sturdy wire spiral binding, of The Sentinel with the first quarter 2016 The convention headquarters was the not the traditional plastic comb binding issue and is looking for a replacement . venerable hotel located across the tracks with which pages tend to loosen when It should be noted that while some of from the site of the Queen City Hotel and you fold them backward .) I had forgot- the originally scheduled presenters had Station . Here nobody complains about ten about the comprehensive article to cancel because of CSX work schedules, hearing trains going by all night—in fact, reproduced from the Third Quarter 2000 the shorter formal evening programs trackside views are usually preferred . Sentinel on Cumberland . (In addition, seemed to be most welcome to attendees . First Quarter 2015 15 They were left with more time to inspect the model display and make purchases in the room next door . Hopefully Company Store sales were above average this year . Model Display Speaking of the model display, this year’s featured a small number of mod- elers but a large number of excellent models . And all models had nice inter- pretative cards . Thank you! We have come a long way here . John Schletzer brought a number of models that some may have recognized from his one-night stand at Somerset two years ago . An 18-piece welded-rail train was new, and 31 company service cars and 11 coal cars had been upgraded since Somerset . Bill Carl and Ken Braden of Spring The first stop of Friday’s tour, the famous viaduct through downtown Cumberland that Mills Depot, who have favored us with originally led west and south to St. Louis, —the route of the National Limited. Since some long-awaited, ready-to-run and most traffic heads east/west at the junction above the viaduct, and Amtrak doesn’t use the state-of-the-art cars, with more to come, route over the viaduct, it has been reduced to single track. (ay) brought eight versions of their Canstock car offerings and ten versions of their I-12 Our CSX contacts this year indicated duty flatcars this summer from the cars to give attendees an idea of the varia- business was so brisk that they did not B&O Museum in Baltimore, was there, tions . It is not always easy to figure out have the staffing resources to escort us field-stripped in preparation for eventual these variations from their commercial on a tour of the shops, roundhouse, car placement in service on the Western website or the Company Store’s transla- maintenance facility or hump tower as Maryland Scenic . tion, so it was nice to see them spread they had done in the past . So as a change The biggest surprise to me was a sparkl­ out in front of us on the table . of pace, the buses made a hopscotch ing 4-wheel Plymouth Model CR-4 indus- Bruce Elliott had a fine model of “around the property tour,” led by Henry trial switcher that the WM Scenic had upgraded heavyweight lounge car 3302, Freeman, John Hankey, Bruce Elliott and recently purchased and placed into service whose sister was at Hyndman, Pennsyl- Greg Smith . Stops were made overlook- as a shop switcher . This diesel is one of only vania, for many years but was regrettably ing the hump, Mexico Farms tower and four built and was originally purchased by most recently scrapped in-situ . Finally, along the fence next to the roundhouse, Jones and Laughlin Steel Co ’s. Aliquippa Bill Craig displayed Coach 8845 with office building, training center and shops Works (but according to Steve Timko there complete interior detail . Unfortunately, on Virginia and Offutt avenues . is some fuzziness about whether it ever he removed the car before I could photo- Friday afternoon found us across the actually operated at Aliquippa) . graph it or record particulars . Advisory: Potomac River from downtown Cum- The star of this visit, of course, was No . time does not permit documenting all berland at the shops of the Western 734, a Lake Superior and Ishpeming Bald- the models that are removed before Maryland Scenic Railroad, formerly the win 2-8-0 not originally from the Western Saturday night at our conventions . In Western Maryland Railway’s car shop . Maryland Railway but basically identical truth, we need an official photographer At first blush, this facility appeared to to those that did operate on the WM, on the modeling committee who will be a shade-tree blacksmith shop, but as including on the line now operated from sacrifice dinner and presentation time our visit progressed we could develop an Cumberland to Frostburg . We were able to record the model display for posterity . appreciation for their capabilities . to see her in all her magnificence switch- Volunteers, contact Bruce Elliott . The Bruce Elliott conducted a special tour ing the dinner train that we would ride, PRRT&HS seems to be a bit ahead of us of some of the passenger and freight then we saw her being coaled by conveyor . at their conventions, but after all, they cars in the “restoration line,” including Our diesel-powered dinner train have three times the membership . a former B&O class A-14 coach . Fortu- took us on a sunset ride from Maryland nately, autumn has already visited the Junction through the Narrows and back Friday area and the weeds had browned out, to the Western Maryland Station . Dave Our first destination Friday morning although the burrs were abundant . Downton and John Hankey discussed was the Viaduct in Cumberland, which C&O No . 1309, the 2-6-6-2 that had the railroad and industrial history and carries the St . Louis line over Wills Creek . traveled in pieces aboard two heavy- locations during the trip . 16 First Quarter 2015 Saturday Saturday morning we took the bus to Potomac Eagle’s Wappocomo Station on the South Branch Valley Railroad for a ride north to near Green Spring, then back south through the “trough ”. Unfor- tunately, we ended our northbound leg a mile or so from the wye junction of the South Branch Valley with the east end of the former Cumberland Division at Green Spring and the iconic site of the former B&O Railroad Tie Plant . This facility, now operated by Koppers, Inc ., was the site of the B&O’s 30” gauge 0-4-0 . Lunch was served on the train . The SBV has two locomotives painted for B&O and one for Chessie System and Bruce Elliott checks with a Western Maryland Scenic conductor about the possibility of uses an I-5ba caboose body as its ticket employment. He was told to put on a tie, tuck in his shirttail and come back later. (Mike Shylanski) office . In addition to our group, the train was quite well patronized by other pas- sengers who boarded at Wappocomo the Society as beneficiary or contingent on our southbound leg . The train was, Acknowledgments nonetheless, by no means overcrowded . beneficiary on your retirement account is An open gondola was even available for a technique worth discussing with your Andy White, as the overall convention the more adventurous . And the weather financial adviser . chair, as usual wants us to make sure we was stunning . Unfortunately, there was no mention acknowledge the large number of indi- Following our train ride, the bus took of the status of the B&O Modeler, other viduals who make our meetings as rich us through Keyser, . The than that content is abundant . All we as possible, including his convention B&O yard is gone, mostly converted need is a staff . committee members, Henry Freeman (whom I encouraged to write this article, to a shopping center; the station is still Sunday Train Ride there but boarded up . We had stopped but he declined) and John Hankey . All for photos last time . This time we did not A ride on the Western Maryland Scenic previously mentioned individuals, and stop due to time constraints . Railroad was available from Cumberland there are many who made this meeting to Frostburg and back on Sunday behind a success, are duly acknowledged and Business Meeting 2-8-0 No . 734 . I decided I had seen enough thanked . In addition, we greatly thank All candidates for officer and director trees already this weekend so passed Craig Close for schlepping the Com- positions were re-elected—Greg Smith, on this activity, but presume this was a pany Store to Cumberland and duel- president; Henry Freeman, vice president- positive experience for many behind a ing with the Quickbooks cash register; operations; George Stant, vice president- quite appropriate for Allen Young for administration; Chris finance; Allen Young, secretary; Chris this section of the former Western Mary- Winslow for writing checks to Subway, Winslow, treasurer; and Bruce Elliott land . Several other “alternate tours” were etc .; Mark Farris, Michael Gresham and and Nick Fry, directors . Chris Winslow offered, including one by John Schletzer Donnie and Jody Shaw at the Western reported a satisfactory financial year . to visit his home layout in Hyndman . Maryland Scenic Railroad; Al McEvoy Going forward, the Company Store will There was an informal tour of various sites and Dennis Fulton, Paul Denton, Rich- be shifting to digital reproduction of stock between Hyndman, Meyersdale and Sand ard Lind, Nick Powell and Mike Wat- items, as hard copy reproductions take Patch; an open house at the Maryland & noski for the handout book; and Mike up lots of space and tie up a lot of money West Virginia Model Railroad Associa- Kotowski, Leo Pesce and Dick Zeren in slow-moving inventory . All railroad tion’s HO and G scale layouts; and one for their great work in producing the publishers are reducing print runs of their by Allen Young and Marv Cadwell to Mt . video and handling the technical setup books for the same reason . Savage (formerly served by the Cumber- for the presentation of the David Parks Greg Smith described the need for new land & Pennsylvania RR, later acquired layout video . Dave Moore did a great quarters for the archives and reminded by the B&O), featuring a personalized job preparing the beverages for each the membership that donations to the tour of the town’s historical and preserved day’s lunch and conducting the normal building fund are generally tax deduct- sites by Dennis Lashley and his sidekick lunch distribution without his sidekick ible . He also suggested members think of Earl Pope, who are members of the local Leonard DeWolfe, who couldn’t attend the Society in their estate plans . Naming historical society . due to an injury . V First Quarter 2015 17 A Weekend in the Queen City

18 First Quarter 2015 The problem in Cumberland was that CSX was so busy, they didn’t have time for visiting railfans. But there were the tourist railroads. Clockwise from top left, Western Maryland Scenic Railroad Number 734 shows off some switching skills (ay); classic blue-black-gold paint jobs were on the point of the Potomac Eagle (Wade Rice); visitors get a briefing on the Cumberland future of ex-C&O 2-6-6-2 Number 1309 (jt); Bruce Elliott (white jacket, back to camera) conducts an informal briefing about WMSR’s ex-B&O class A-14 coach (jt); Steve Tichenal takes a detail shot of South Branch Valley’s Number 722, the ex-B&LE unit in B&O colors (jt); and (center) Society Company Store Manager Craig Close (blue shirt) was heard to harrumph, “Chesapeake Area Live Steamers wouldn’t do it this way.” (jt)

First Quarter 2015 19 Behind P-7 Number 5309, Number 2, the eastbound National Limited, rolls toward Washington in this 1930 picture by Bruce Fales. (Frank Wrabel collection) B&O Passenger Service to the Southwest The National Limited Takes on PRR By Frank A. Wrabel

he National Limited…the name ment offered by the National Limited Earlier, the importance of St . Louis in Tgraced the mainline passenger consistently matched the high quality of reaching west beyond the Ohio River and schedules of the Baltimore and Ohio car service of the Capitol Limited . Cincinnati had captured the attention of for more than 40 years . Today, more The level of rail service to St . Louis was B&O management . To accomplish that than 40 years since B&O trains Number dictated by the Midwestern base for com- expansion, the B&O acquired the Ohio 1 and 2 called on St . Louis for the last merce and finance . But by 1900, it was clear and Mississippi Railroad and other lines time, veteran travelers still fondly recall St . Louis had lost the race to be the primary to form the Baltimore and Ohio South- the National Limited as a more civilized point of connection between eastern and western . In reaching this goal, however, and attractive alternative on the route western railroad networks . Chicago would the B&O faced stiff competition from the to St . Louis . forever be the leader . Although secondary, dominant Pennsylvania Railroad (PRR) Despite that honorable heritage, some St . Louis remained an important goal for and the wealthy, well-managed New York critics have suggested that the National the westward expansion of eastern rail Central Lines (NYC) . Limited service from New York to St . systems, since it was home to many emerg- The PRR assembled smaller lines to Louis was of a lesser status than that of ing commercial enterprises, including form the Pittsburgh, Cincinnati, Chicago other passenger trains within its system . some that left the congested, smoke-filled & St . Louis Railroad, frequently known as In truth, the National Limited expe- industrial valleys of the East and relocated the Panhandle, since an earlier railroad rienced service retrenchments earlier where market share, plant expansion and starting west from Pittsburgh crossed the and had a shorter life than the Capitol general quality of life could flourish . As now West Virginia “northern panhandle” Limited . The total number of trains the the Southwest became more active in the territory . Not to be outmaneuvered, the B&O fielded to St . Louis numbered less national economy, connections to rail- NYC acquired the Cleveland, Cincin- than the more lucrative Washington-to- roads there and new, expanding markets nati, Chicago & St . Louis Railway, better Chicago route . But the quality of equip- were an enticing plum . known as the Big Four Route . 20 First Quarter 2015 Service to St. Louis Albany B&O’s National Limited PRR’s Spirit of St. Louis NYC’s Southwestern Limited

Cleveland New York Philadelphia Harrisburg Pittsburgh

Indianapolis Columbus Grafton Parkersburg

St. Louis

Roberta Poling Graphic

The B&O faced substantial competi- More important, after passengers on the Big Four Route . To increase the tion in offering travel from New York departed the varnished coaches and Pull- visual impact of this handsome loco- to St . Louis . By the 1930s, the National man sleeping cars of this venerable car- motive, it was displayed on a turntable Limited ran from New York, through rier at their St . Louis destination, B&O bridge elevated above the floor of the Philadelphia, Baltimore, and Wash- was able to keep its distinguished corpo- exposition pavilion, beneath a large sign ington before heading west past Cum- rate identity in the forefront by way of identifying the American Locomotive berland and through Parkersburg in an impressive display at the Exposition . Works at Schenectady, New York, as the West Virginia; Athens, Chillicothe, and In addition to its historic display of creator of the speedster . Cincinnati in Ohio; North Vernon and locomotives and cars from the monu- When the Exposition closed, the B&O Vincennes in Indiana and across Illinois mental display at the Exposi- made certain that its keen desire to serve to St . Louis, taking 24 hours to go from tion in Chicago 11 years earlier, the B&O St . Louis passengers would endure . To New York to St . Louis . gave Exposition visitors a glance at the showcase its Southwestern system, B&O The NYC offered service from New future through such exhibits as the first introduced a southwest, region-specific York on a more northerly route through mallet locomotive in the U .S ., Number version of its popular Book of the Royal Albany and Buffalo in New York; Cleve- 2400, the 0-6-6-0 known affectionately Blue. The book became instantly popular land, Galion, and Sydney in Ohio; as Old Maude . with passengers, a valuable advertising Muncie, Indianapolis and Terre Haute in Consistent with the daily challenges of tool and tangible reminder that the B&O Indiana and across Illinois to St . Louis, operating the railroad, B&O faced com- was in that market for the long haul . on a 21-hour schedule . petition at the Exposition as well . The Unfortunately, deteriorating finances, The PRR traveled a route between PRR display featured a full-sized cross labor unrest and World War I sidetracked the other two from New York through section of its new Tunnel, these passenger initiatives . Philadelphia and Pittsburgh in Pennsyl- then under construction, complete with All of that seemed in the distant past vania; Newark, Columbus and Dayton a mock-up of a coach within that short as the new decade of the 1920s began . in Ohio; Indianapolis and Terre Haute in tube . It also displayed drawings of the Increased earnings under the leadership Indiana, and across Illinois to St . Louis in proposed Pennsylvania Station in New of Daniel Willard created the perfect 19 hours, five less than the B&O . York City, which would soon serve trains environment for upgrading passenger B&O’s early efforts at serving St . Louis using the tunnels . A working locomotive service . The B&O first selected the Chi- were prominently displayed in 1904 on test plant that accurately measured the cago to Washington and Baltimore route the occasion of the Louisiana Purchase performance of new steam locomotives to deploy its new version of passenger Exposition . The B&O extensively adver- emphasized the PRR’s research in loco- luxury . Willard was deliberate and suc- tised its train service to that historic motive development . cinct with his timing and clarity of mis- event with numerous colorful brochures The NYC tried to one-up its direct sion, cautioning his subordinates that he and special schedules that were the rival by displaying one of the new high- did not want to copy the service offered epitome of Victorian print graphics . drivered 4-4-2 Atlantic locomotives used by the PRR or NYC . Rather, he wanted First Quarter 2015 21 coach service east of Washington were offered via connecting Line trains . To the west, parlor car service was offered between Cincinnati and St . Louis and a Pullman to Louisville was also featured . Contrasting the Capitol Limited and competing New York to St . Louis trains of the PRR and NYC, how- ever, the B&O did not add the extra-fare feature to trains 1 and 2 . B&O selected a group of durable class P-5 Pacific locomotives, including Num- bers 5200 and 5227 that were refurbished for the important assignment with a miniature light box on the smoke box door that featuring the new National Limited name . In a radical departure from its established corporate identifi- cation, the B&O employed as the logo for the National Limited an image of the Washington Monument, rather than the popular Capitol Dome . Passengers accustomed to trains 1 and 2 prior to the April 1925 upgrade could not help but be impressed . To its credit, B&O would keep a watchful eye on the Capitol Limited and National Limited throughout the decade, introducing new services and features accordingly . It seemed fitting in this heady eco- nomic environment that America’s First Railroad would spare no expense in celebrating its 100th anniversary with the legendary Fair of the Iron Horse in 1927 . More than a corporate celebration, Willard felt the need to remind the B&O headquarters city of the significance of the greater rail industry because “some people have forgotten ”. In a characteristic spirit of being an accomplished industry statesman, Wil- At the 1927 Fair of the Iron Horse, the B&O showed off locomotive Number 5501, a 4-8-2 lard cast old rivalries aside and invited that carried the National’s Washington-Monument light box on its smokebox, and a fully several railroads, including the PRR liveried crew. (Frank Wrabel collection) and NYC, to display examples of their historic and newest motive power . to offer passengers more personalized its St . Louis service . That effort advanced Appropriately, Number 2400, the first service . He acknowledged the B&O could rapidly with the mid-’20s inauguration mallet locomotive on the B&O, was fea- not operate the fastest first class trains, of the all-Pullman National Limited on tured once again . Renamed for the Fair nor could it afford the fleet of the newest April 26, 1925 . In common with its senior to honor its designer, John E . Muhlfeld, equipment, but he resolved to offer the counterpart, it featured the latest designs Number 2400 quickly renewed its star- passengers a memorable travel experience . of Pullman club cars, sleeping cars, and status with a new generation of visitors . The success of the all-PullmanCapitol observation cars . More important, orders Sadly, that priceless relic would succumb Limited from Washington to Chicago start- of the famed Colonial dining cars allowed to the scrapper’s torch in the middle of the ing May 6, 1923, gave the B&O managers the B&O to expand that elegant and dis- next decade when the income from scrap the motivation to expand the lofty objective tinctive service to the St . Louis route . metal exceeded its historic importance . set forth by Willard with an eye toward Through Pullman car, parlor car and Still, that hard-nosed action on the 22 First Quarter 2015 West of the mountains, USRA Pacifics, B&O class P-5, were the regular National power. Number 5200 shows off in St. Louis in 1938. (Frank Wrabel collection) part of Motive Power George H . locomotive in an impressive lineup of dining and lounge or Emerson prompted Willard to place a motive power that included Canadian service between certain terminals, and six permanent moratorium on any further Pacific 4-6-2 Number 2333 and Canadian featured through car service to Baltimore disposition of the B&O collection of his- National 4-8-4 Number 6100, as well as and Washington in direct competition toric locomotives and cars . Interestingly, NYC 4-6-4 Hudson Number 5205, the with the B&O . These traditional services, a second Muhlfeld design of 1927, for newest locomotive design of 1927, and however, were merely a preface for two & Hudson, the high-pressure PRR class K-4 Pacific Number 5475, fresh entirely new trains late in the decade . John B. Jervis, was displayed at the Fair from its Juniata Shops erecting floor, First, PRR revised the hierarchy of its as well . Muhlfeld was then employed by the first PRR locomotive to feature the St . Louis service on June 15, 1927, with the the D&H and this invitation by B&O to famous -shaped number plate introduction of the Spirit of St. Louis, a participate paid tribute to D&H Presi- that became a PRR classic . Many visitors new all-Pullman limited that was much dent Leonor F . Loree, a dynamic turn- selected the Phillip E. Thomas, largest more than another PRR standard-bearer . of-the-century B&O president . B&O passenger locomotive of that era, The new train featured a Washington sec- Clearly the Fair was a B&O show, and with its distinctive National Limited light tion, offered travelers more sophisticated to underscore its renewed commitment to box, as the backdrop for a Kodak snap- services and capitalized on Col . Charles first-class travel, the railroad introduced shot to remember a golden afternoon at Lindbergh’s famous aircraft, the wonder the National Limited to visitors . The new B&O’s landmark birthday celebration . of the transportation world in 1927 . T-class locomotive Number 5501, named Almost as quickly as the trail of smoke Within one year, the train name would Phillip E. Thomas, constructed in the Mt . and steam dissipated after the close of the also underscore the relationship between Clare Shops in 1925 and painted in the Fair, new challenges faced the B&O’s St . the railroad and Lindbergh since the same olive green livery with gold and Louis service, with increased competi- famous aviator was later on retainer to maroon striping that the new President- tion delivered in full force by the ever- the PRR as aeronautical consultant, a class locomotives displayed, headed present PRR . The all-Pullman, extra-fare position charged with perfecting the the train . The light box of the National American and the St. Louisan, both serv- PRR’s leap into commercial aviation . Limited was affixed to the front smoke ing the New York to St . Louis route, were On July 7, 1929, the PRR introduced a box door . Significantly, Number 5501 the recognized leaders of its fleet . combined rail and air service that offered preceded the Capitol Limited in the daily The PRR also fielded the St. Louis–New travel coast-to-coast in 48 hours . PRR, pageant of transportation history . York Express, the Keystone Express, the Transcontinental Air Transport (TAT) Visitors could also inspect Number Commercial Express, the Gotham Limited and the Santa Fe Railway were partners 5501 in greater detail after the daily and the Panhandle Express. All of those in the service, which featured Pullman pageant since B&O would display this trains featured coaches, sleeping cars, trains by night and Ford Tri-Motor First Quarter 2015 23 B&O Number 2, the Lord Baltimore, got an occasional crack at hauling the National Limited west of Cincinnati. It waits to depart on an uncertain day in the 1930s. (Dan Finfrock collection) aircraft by day . To serve the eastern Louis schedule was the all-Pullman, and fraternal organizations that consti- nighttime leg of the route, the PRR estab- extra fare Southwestern Limited. Display- tuted an important market share in that lished the Airway Limited, which was an ing the same commitment to perfection era . The latter groups appreciated the additional, daily section of the American. that the NYC established with the superb good-natured spirit of Big Four manage- The PRR train left , the Southwestern ment when the various lodges wanted with passengers bound for Columbus, Limited was the popular choice among to decorate the locomotives assigned to Ohio . There, they transferred to TAT affluent Midwesterners . power their special trains with sheet steel and made several daylight stops before The late-day departure of the South- fezzes around smokestacks, bronze stars arriving at Waynoka, Oklahoma, where western Limited from Grand Central Sta- on cylinders, sculpted scimitars, flags they boarded a Santa Fe train for Clovis, tion was in every way, with the exception and colorful signs—all of which were New Mexico . From Clovis they flew on of the legendary red carpet, on par with strictly prohibited on the PRR . TAT into Los Angeles . The mixed-service the 20th Century Limited . Many anxious The Big Four Route maintained an route thus skirted the Rocky Mountains NYC employees gave thanks each night extensive branch network in the region and saved time . when the Southwestern Limited departed and, in conjunction with parent NYC and It was a novel service that attracted without incident and the fading sight affiliated lines, offered many inter-city much public attention . At the time, the of the brass-railed observation car with services that featured efficient connect- was scheduled for 20 the train name in twinkling, miniature ing services with other routes . Examples hours New York to Chicago . The Santa blue lights, offset by a pair of glowing red included Buffalo to St . Louis, Cleveland to Fe Chief was scheduled for a Chicago- marker lights, was a signal of another suc- St . Louis and Cleveland to Indianapolis . Los Angeles trip in 63 hours in 1926 . So cessfully completed chapter in deploying Additionally, the NYC offered conve- New York to Los Angeles took 83 hours the famous “Great Steel Fleet ”. nient through car service to Boston and compared to about 50 hours for TAT Other NYC trains included the Knick- New England over its pristine Boston (reported anywhere from 48 to 53, but erbocker Special, New York–St. Louis & Albany affiliate . In this manner, the actual times were usually more) Special and later the Missourian. savvy NYC achieved more efficient car NYC was active in the 1920s as well . Regionally, the Big Four Route was utilization and created a spectrum of The finest train on its New York-to-St . also the popular choice with tour groups attractive transportation options with- 24 First Quarter 2015 Nearing its stop in Cincinnati, the National Limited rolls through suburban Winton Place in June 1940. (Dan Finfrock collection) out the expense of operating complete, Although the NYC route was more three identical cars for the National dedicated trains over the entire length roundabout, its trains moved more effi- Limited . The popularity that those cars of a fixed route . In the process, the NYC ciently after the introduction of the first enjoyed on the Chicago-to-Washington would also retain its coveted record for Hudson class 4-6-4 locomotives in 1927 . route was soon replicated when the serving more Pullman pas- Many mechanical engineers regarded the three-compartment, one-drawing room sengers than any other railroad . Hudson as the ultimate steam design for and lounge observation cars entered The NYC had the most indirect route passenger service . National Limited service . to St . Louis since its mainline went Finally, the New York, Chicago & To make trains 1 and 2 as competitive directly north from New York to Albany St . Louis Railway (NKP), known as the as possible, B&O continued to route before turning west to Buffalo and Cleve- Nickel Plate Road, upgraded its single the National Limited over the Patterson land . Just west of Cleveland at the Berea, train between New York and St . Louis Creek Cutoff to avoid one station stop Ohio, interlocking that was shadowed in 1929 . Nameless NKP trains 9 and 10, and miss the congestion in and around by a landmark gothic sandstone sta- like the NYC service, were less of a threat Cumberland . tion, the NYC met the Big Four Route to the B&O since they did not serve the Since more power was needed for to Indianapolis and St . Louis . Thanks to St . Louis-to-Washington corridor . Since the expanding consists, B&O reassigned its well-engineered “Water Level Route,” the NKP mainline ended in Buffalo, the several of the President-class Pacific the NYC could effectively compete with train was handed off to the Delaware locomotives to serve western trains that the fastest schedules offered by the PRR . Lackawanna & Western (DL&W), which originated in Washington . Locomotive To underscore the passenger comfort, took it across New York to a Number 5309, the booster-equipped the legend “You Can Sleep” was later ferryboat connection to New York City . President Polk, was included in this trans- added to its famous tag line . The NYC The sum total of all of that competition fer and acquired the lighted National highlighted that concept by artfully presented a huge challenge for the B&O Limited logo on its smoke box door to enhancing its system map, featured in and the St . Louis service, but fortunately honor the finest B&O train to St . Louis . each passenger timetable, with the image the balanced approach to risk-taking, B&O also remembered the needs of of heavy mountains in the Allegheny careful assessment of market potential passengers destined for more remote region, a subtle implication that the PRR on its own route and the constant focus locations, especially passengers wish- and B&O had to conquer that rocky on personalized service and passenger ing to travel to Cumberland . During summit, tossing sleeping car passengers comfort would serve the railroad well . the upgrades to Trains 1 and 2, the around in the process, before achieving Immediately after the 1929 delivery B&O improved St . Louis to Washington smooth running on their respective level of three sunroom observation cars for Trains 3 and 4 and assigned the name tangent mainlines far to the west . the Capitol Limited, B&O quickly leased Diplomat Limited (later shortened to First Quarter 2015 25 the National Limited lost its all-Pullman status forever . B&O was not singularly impulsive, however, since the NYC soon followed by adding coaches to the consist of the Southwestern Limited and eliminating the extra fare . PRR could not ignore the economic turmoil, and eventually, the Spirit of St. Louis also lost its all-Pullman status . PRR, however, stubbornly retained the extra fare on that train until 1932 . More than the B&O and NYC, PRR had to initiate immediate and massive cuts to correct its overly expansive passenger program from the previous decade . The number of trains was reduced, lounge and observation-car service was eliminated and all-Pullman EA-EB 54 and 54X make the National’s Cincinnati stop on a 1937 trip. The B&O was quick expresses over the old Panhandle to St . to use, and nearly as quick to promote, smoke-free, smooth-riding diesel power. Louis became part of history . (Dan Finfrock collection) The famed rail-air service became a financial disaster and PRR later divested The Diplomat) . B&O also improved and immediately took action by commis- itself of its ambitious but misplaced busi- Trains 11 and 12 that later acquired the sioning architect Theodore Link to create ness adventure, much to the relief of name Metropolitan Special. a new Union Station, serving all railroads critical regulators who were steadfastly The B&O wisely employed the Met- entering St . Louis . determined to keep fledging airlines ropolitan Special to serve more remote Union Station, completed in 1894, gave aloof from the railroads . But in spite of its stations and support the mail and express the appearance of an immense medi- early problems, TAT eventually became requirements on the St . Louis to Wash- eval castle and was quickly noted for its the foundation for the successful Trans ington route . That train relieved Trains 1, uniquely spacious interior appointments . World Airlines . 2, 3 and 4 of countless station stops and Stretching to the rear of the station build- Latter-day critics maintained that the guaranteed these trains would never be ing was an equally massive train shed railroads’ plight in that era was com- encumbered with excessive head-end that originally protected 30 tracks, later pounded by excessive duplicity given the equipment and the longer pauses at sta- expanded to 42 . Traffic using St . Louis multiple services on the B&O, PRR and tion stops for loading and unloading mail Union Station peaked at 269 trains per NYC on routes like St . Louis to Wash- and express packages . day in the landmark year of 1920 . ington and New York . Before taking that If the B&O felt challenged with its B&O was encouraged by the popular- position, however, one must consider all eastern terminal arrangements in Jersey ity of its 1920s passenger improvement of that service in the context of the times . City and the ferryboat and motor coach program and began contemplating addi- The point of origination and the des- service required to serve New York, tional refinements to keep up with the tination were only part of a successful managers could take heart from terminal PRR and NYC . Soon, however, the color, transportation formula for profit since arrangements in St . Louis . B&O and all of excitement and the limitless prosperity each railroad line served a different mix its competitors shared the monumental St . and optimism that characterized the of cities and towns en route . Before paved Louis Union Station and were on an equal Roaring Twenties would be replaced by roads, buses, wide-scale ownership of basis with respect to connecting rail ser- a harsh world no one clearly anticipated automobiles and established airlines, vice to points southwest, west and north . only months earlier . railroads were the ONLY way to reach Despite its second-place status, St . The stock market crash and the result- many cities and smaller towns . That Louis could take pride in an achievement ing Depression sent the B&O into a meant that in addition to families visiting that eluded Chicago: a true Union Station tailspin . Revenues dropped substantially relatives, all the business travel required for all major railroad lines . St . Louis civic and large, imperfectly timed investments to support commercial requirements in a leaders had demonstrated greater vision in the Buffalo, Rochester & Pittsburgh, specific location had to use the railroads . than most of their contemporaries when the Buffalo & Susquehanna and the Since advanced methods of commu- they pressured the railroads to unite and Chicago & Alton further diminished the nication like faxing, Internet and tele- support the Union Station concept . In B&O treasury . Worse yet, the economic conferencing were still far in the future, 1889, six railroads formed the Terminal downturn immediately impacted the St . businessmen had to make a personal Railroad Association of St . Louis (TRRA) Louis to Washington service, and by 1931 appearance to complete many transac- 26 First Quarter 2015 P-3 Number 5112 carries the National’s light box on a 1931 trip. (Frank Wrabel collection) tions; and the B&O, along with all the fully realized since only a superficial new (1929) NYC Buffalo Central Station . other railroads, counted heavily on each integration of the two railroads occurred . Cincinnati’s opulent interior, credited to station and on the business traveler to The Alton was also a troubled property; designer Paul Cret, was embellished with bolster the revenue on all passenger trains . and clearly, the 1930s were not the time colorful mosaic murals that depicted The continuing effects of the financial to adopt a weak, cash-hungry corporate popular industrial and local themes . meltdown were especially severe in the sibling . B&O did utilize the Alton route Although B&O passengers would be towns along much of the western route of during the testing of experimental steam well served by the new terminal, clearly the National Limited . It seemed that even locomotives, diesel-electric motive power the strain of the Depression and the sporadic signs of early recovery eluded and lightweight construc- new and increasingly hostile competi- much of that region as shuttered businesses, tion in the period from 1935–1940, but tion from automobiles and buses was dark factories and deteriorating farms still little else occurred . Economic pressures taking its toll on the respected president dominated many locations . The B&O route eventually prompted B&O to disown its of the B&O . Shortly after Cincinnati had fewer larger cities to contribute to the expense-laden, Midwestern stepchild . Union Terminal opened, an enthusiastic revenue of the National Limited and other Still, much excitement was apparent railroad official exclaimed, “People will trains on the St . Louis line . early in the decade at the largest inter- travel from miles around to see this mag- Unfortunately, St . Louis did not host a mediate stop on the route of the National nificent station!” Willard tersely replied, civic or commercial event similar to Chi- Limited . Culminating years of debate, the “Yes…by automobile!” cago’s Century of Progress Exposition of city of Cincinnati and the railroads were Doldrums or not, B&O could not 1933-1934 to generate new passenger traffic . able to proceed with the construction of retreat from the St . Louis to Washington Grasping for any signs of hope, some a new Union Terminal in 1929 . corridor and hand what traffic remained B&O managers optimistically believed Completed in 1933, that new temple to the PRR . Determined to capitalize that the late 1920s investment in the Chi- of transportation offered a capacity of on the success of the air-conditioned cago & Alton, known as the Alton, would 216 trains per day . It was the work of Columbian in 1931, B&O worked to intro- stimulate traffic growth between Chicago architects Fellheimer & Wagner, the duce that novel feature on a much larger and St . Louis . That lofty goal was never same team that was responsible for the scale . On April 20, 1932, the National First Quarter 2015 27 Limited became the first long-distance decade, the daily sound of the National not completely re-equip any one train air-conditioned train in the world . Two Limited was a Big Ben of sorts, remind- with new, lightweight cars . Instead, four years would pass before competing PRR ing each town along the line that the trains—the Broadway Limited, Liberty or NYC could match that level of com- first-class mobility of life continued . The Limited, the Spirit of St. Louis and The mitment . B&O emphasized that travel on resonating sound of the locomotive’s bell General—would receive select new units its trains was smoke- and cinder-free in a summoned youth from the nearby neigh- from a large order of Pullman equipment cool, comfortable environment . borhoods and farms to the station . By the intended to augment the older fleet of Significantly, the National Limited and time those young admirers reached the heavyweight cars . all B&O passenger trains would receive a depot, the engineer was on the platform Doubts about lightweight car con- major lift early in the decade by endorse- with his long-spouted oil can lubricating struction aside, the PRR did place its ment from a high-level statesman . the valve gear and side rods to the steady faith in one of the most creative if not Soon after Willard appointed Howard beat of the pounding air compressor . radical industrial designers of the era . In E . Simpson as eastern traffic manager The fireman high on top of the coal 1937 noted industrial designer Raymond in 1931, Simpson assiduously courted pile would be at work with his scoop, Loewy was charged with designing the presidential candidate Franklin Delano pushing the mountain of coal forward two-tone red “Fleet of Modernism ”. Roosevelt, taking great pains to execute to ease his job and to improve the func- The Broadway Limited would receive the best possible traveling arrangements tionality of the mechanical stoker as well . almost entirely new equipment with the for the candidate . If need be, the fireman would take a fist exceptions of the baggage-RPO car and The value of this proactive marketing full of cotton waste and clean the lenses the dining car, both dating from 1910, effort became instantly apparent when of the classification lamps, the National which were rebuilt and streamlined at the a special B&O train carried FDR from Limited sign, the headlight lens and the Altoona Shops . The lounge and observa- New York (Jersey City) to Washington brass bell before returning to his seat on tion car service would be permanently for his inauguration on March 3, 1933 . the left-hand side of the cab . restored to the Spirit of St. Louis and From that point forward, the B&O would If time permitted, the engineer would . play a material role in managing lengthy explain an aspect of the locomotive, the Unfortunately the “Modernism” theme tours and special trains for this president . train or possibly mention the notables was consistently compromised by com- FDR and his staff truly respected of the day on board to these aspiring, mingling the new lightweight cars with B&O management and found its ser- junior railroad superintendents . All the massive fleet of heavyweight Pull- vice, equipment and train handling far too soon, the engineer would ascend mans on the Spirit of St. Louis. This mix superior to that offered by its primary the steps to his post in the cab and the of equipment was so extreme that on the competitor . (PRR could be impersonal, deep-throated whistle would signal the maiden run of Train 31, only the last four demanding and sometimes tedious . Its on-time departure . Suddenly, with a cars of the train were the touted light- passenger department once quibbled at burst of power and a rush of steam, the weight streamlined cars . On one early length with the staff of President Hoover polished consist gradually gained speed ceremonial run of Train 30, PRR assigned over an unpaid invoice for $252 .71 .) FDR and then the beautiful sunroom observa- its one Loewy-styled K-4 steam locomo- and his successor, Harry Truman, often tion car glided by, its brilliant drumhead tive to the train, but on a daily basis the used the route of the National Limited to with proud train name reassuring all that standard, non-streamlined K-4 class con- reach the heartland . the Limited would return the next day tinued to power the Spirit of St. Louis. That While those special trains surely gave to break the innocent idleness of small- train would remain a coach and Pullman the men in the Operating Department town America . car operation with a Washington section ulcers, many noted that the popularity of The reduction of active competition to compete for the National Limited’s the dynamic new president and the pub- between New York and St . Louis ended Baltimore-Washington passengers . lic’s awareness and favorable opinion of on June 15, 1938, when the PRR added Improvement in the economy late in B&O service rose throughout the decade . several new, lightweight, streamlined the decade, plus the New York World’s Many newspapers of the day featured a Pullman sleeping, lounge and observa- Fair and Golden Gate Exposition in San large photo of FDR with that broad smile, tion cars to the older heavyweight Spirit Francisco, offered the promise of new traf- assuring Americans that they had “noth- of St. Louis consist (PRR Trains 30 and fic to all major rail lines . That opportunity ing to fear but fear itself,” standing on the 31) . The motivation occurred when the for revenue was not lost on the B&O, and rear platform of a B&O special, with a NYC commissioned the Pullman Com- in late 1939, work began on the diesel- large, illuminated B&O drumhead below . pany to construct a spectacular new 20th powered, streamlined National Limited . The most creative advertising executives Century Limited and the B&O modern- B&O employed the same methods that on Madison Avenue, given all the money ized and dieselized the Capitol Limited . were introduced to upgrade the Royal in the world, could not have conceived PRR correctly reasoned that both Blue in 1937 and the Capitol Limited in a script for more favorable testimony to roads would soon re-equip their St . Louis 1938 . But B&O did not lease or purchase promote the railroad . feature trains . Contrasting with the new new equipment for the National Limited, During the difficult years of the NYC 20th Century Limited, PRR would electing instead to modernize the older 28 First Quarter 2015 heavyweight Pullman sleeping cars and the railroad-owned coaches and dining cars . Pullman rebuilt 19 cars, including the sunroom observation lounge cars (Capi- tol Escort, Key Island and Palm Island) and Mt . Clare Shop forces completed 16 cars, including eight coaches, four lounge-dormitory cars and dining cars 1077, 1078, 1079 and 1080 . Those cars had a higher profile than the newer, stream- lined lightweight cars that were capturing much attention in that era . Despite the best attempts to round off the rooflines and seal the space between cars with full width diaphragms, the riveted construc- tion clearly dated the remodeled cars . In Baltimore, depression-weary Mt . Clare Shop craftsmen welcomed the steady employment, since throughout the previous dark decade, motive power Chief George H . Emerson had punctu- ated each construction session between his experimental steam locomotives with Number 1457 has the eastbound National Limited, train Number 2, in hand as it makes a furlough notices . 1962 station stop in Mitchell, Indiana, in the heart of B&O territory west of Cincinnati. The streamlined National Limited (Ed Young collection) entered service on June 28, 1940, and was truthfully advertised as the only diesel- electric streamlined train between New script, brought the promise of a brighter and durability . The bright Budd stain- York and St . Louis . Later, author Robert future to towns that remained stubbornly less steel passenger cars that originally C . Reed, in his book The Streamlined anchored in an earlier depressed era, still boasted silver-painted trucks had a defi- Era, gave a mediocre rating to the cost- anxiously waiting for sustained prosper- nite “Santa Fe” look to them and clearly effective makeover Pullman and B&O ity to return . B&O also had justification brought true modernism to the rather applied to the 1937-1941 diesel-powered to move quickly with the new National drab Eastern railroad scene . trains . But Reed did concede that “B&O Limited since its rivals were also active The lightweight cars from Pullman was never a chic railroad, but it always once again . were clad in the newly adopted two- seemed to have an air of comfortable The NYC entered the streamlined tone gray livery accented by white let- dignity and hospitality that outshone the era in the southwest with a modernized tering and striping . The two-tone gray cosmetic Hollywood glamour and gaudy Southwestern Limited (NYC Trains 11 scheme underscored a more conservative excess that passed for sophistication on and 12) beginning in June of 1939 . New, approach to the streamlined motifs of other railroads ”. lightweight streamlined coaches and the era, but when mixed with the fluted- Aesthetic debates aside, the new sleeping cars built by both the Budd sided Budd-built cars, the sum total was National Limited was largely judged Company and the Pullman Company far removed from “an all matched con- a success and was striking enough to gradually entered service to St . Louis . sist,” one of the fundamental concepts of inspire an early admirer who would The most distinctive cars on the train the new movement . later guide the future of the B&O itself . were the three Pullman-built observa- Then PRR upped the ante on April 27, In his memoir Just Call Me Hays, retired tion, lounge, and sleeping cars that were 1941 with a new all-coach streamliner CSX Chairman Hays T . Watkins recalled acclaimed for their “30s modern” décor . between New York and St . Louis named being favorably impressed viewing The sleeping car configurations of the . The new train consisted the National Limited at North Vernon, Pullman products assigned to Trains 11 of streamlined coaches, modernized Indiana, noting how the attractive and 12 were almost identical to similar dining cars and round-end observation train differed from other traditional, new cars on the 20th Century Limited . cars that were all Altoona Shop rebuilds steam-powered trains of the era . Mr . NYC management took an early and from older P-70 class coaches . Four more Watkins’ positive impression was no active interest in the Budd shot-welded, Loewy-styled K-4 class streamlined doubt repeated over the entire route as stainless steel passenger cars that were far steam locomotives were added to the that gleaming blue and gray streamliner, ahead of the lightweight steel cars from “Fleet of Modernism” on PRR trains, and with its new train logo in elegant bronze its historic rival in terms of maintenance for a brief period a pair was assigned to First Quarter 2015 29 ontory Point, Utah, some hampered this service . The B&O Capitol industry observers believed Limited later handled a through Santa Fe still greater potential was car from The Chief between Los Angeles attainable since railroads of and Washington . the 1940s still did not offer Progress at St . Louis was slower due coast-to-coast through-car to resistance from TRRA managers, service and passengers were who believed their terminal was too required to change trains in congested to efficiently facilitate the Chicago or St . Louis . Ironi- demanding requirements associated with cally, it was the outspoken, additional switching moves to support nonconformist chairman of the new service . But continued pressure the Chesapeake & Ohio Rail- from the eastern giants forced a change way who aimed the spotlight in attitude in St . Louis . on that perceived deficiency . On July 7, 1946, through-car service Robert R . Young cap- from New York and Washington over tured much attention with the PRR and B&O to Dallas, Fort Worth, his famous, “A hog can cross San Antonio, Tulsa and Oklahoma City the country without chang- was inaugurated . The National Limited ing trains, but you can’t!” carried sleeping cars from Washington campaign . While traditional that were interchanged with Missouri railroad managers chafed at Pacific (MP), Texas & Pacific, Frisco and Young’s brassy and antago- Katy . Those cars were handled west of nistic style, some privately St . Louis on the Texas Special, the Texas The lighted National sign still graced the rear of what admitted several of his ideas Eagle and the Meteor. Streamlined Pull- was by then Train 31, a revised version of The National, at were intriguing . Eastern man sleeping cars Cascade Drive and Washington Union Terminal in 1967. (Frank Wrabel collection) railroad managers eventually Cascade Sound, owned by the B&O, were concluded that if any revenue painted in the colors of the MP, typical of could possibly be obtained the cars assigned to this service . The Jeffersonian. from expanded through-car service, The two eastern giants then prepared But the B&O featured its streamlined they wanted to be first in line to claim for the greater elements of that new era diesel locomotives on the National that prize . of growth in the passenger sector . PRR Limited, while both PRR trains and the Though never fully disclosed, the was quick to announce plans to modern- NYC train were still steam powered PRR actually started that process in 1932 ize its better mainline east-west trains by and continued to be a mix of new and and continued negotiating with western powering the new with the older Pullman cars and railroad-owned railroads until 1939, when all parties deter- fleet of 50 class T-1 4-4-4-4 duplex-drive coaches and dining cars . mined that, among other valid concerns, locomotives built by the PRR Altoona Soon all the focus and attention for insufficient passenger demand, complica- Shops and . marketing and delivering first class tions with continued steam locomotive Eventually the PRR sought the efficiency passenger service became secondary as operation and older maintenance-inten- of diesel locomotives when the T-1 failed all the railroads were stressed beyond sive, friction-bearing passenger cars made to live up to its expectations . Two diesels capacity with the war effort . Global such service impractical . PRR had acquired in 1946 outperformed conflict forced quick recall of stored In 1945, the PRR and NYC took the the new steam locomotives in long dis- locomotives to active service, with many dominant role in exploring connecting tance trains . passenger trains regularly operating in service through Chicago to western Despite the somewhat checkered char- multiple sections . destinations in conjunction with the Bur- acteristics of the St . Louis market, the PRR Toward the end of the conflict, rail- lington, Rock Island, Santa Fe, Southern still considered the Spirit of St. Louis and road managers, believing a new era of Pacific and Union Pacific . Soon, several The Jeffersonian to be feature trains within passenger travel would soon commence, through-car routes were inaugurated, the “Blue Ribbon Fleet” and accordingly started planning complete makeovers whereby loaded Pullman cars from ordered more lightweight cars to replace of their respective fleets and services . New York would be switched into trains the earlier 1938 and 1941 fleets . Raymond Interestingly two Eastern railroads began of the western roads for California or Loewy was once again charged with more that process with an unresolved topic Texas destinations . New diesel-electric restrained styling of the interior appoint- that dated back to the Driving of the motive power and the expanded use ments of this massive passenger car fleet Golden Spike on May 10, 1869 . Despite of lightweight, roller-bearing equipped that was clad in the less-costly, single the direct rail connection that was passenger cars eradicated several of the shade of PRR Tuscan red . completed that memorable day at Prom- earlier drawbacks that historically had The lightweight sleeping cars rep- 30 First Quarter 2015 resented the best talents of ACF, Budd and Pullman . Included in the orders for new equipment were 100 class P-85 coaches that seated only 44 passen- gers and were built by ACF; however, the builder assembled 50 cars and the components for the remaining 50 were sent “in kit form” to Altoona Shops for assembly . Unfortunately, shop men at Altoona could not master the newer welding techniques that were required for a smooth, continuous look and the Altoona cars could always be identified by their crinkled side panels . The NYC also invested in the increas- source of revenue and the government Several of the B&O’s competitors ingly tentative St . Louis market . The new would only reimburse those travelers for also had a fling at East Coast-Cincinnati 1948-1949 Southwestern Limited was space in open-section sleeping cars . That service . First, the Norfolk & Western almost entirely composed of Budd-built forced the B&O to operate the old heavy- (N&W) placed the new Powhatan Arrow stainless steel coaches and sleeping cars weight cars long after such equipment daylight coach train in service between that memorably carried the streamlined had been retired from other railroads . Cincinnati and Norfolk . That was a bold “all matched consist” theme . Three B&O seemed confident that untapped adventure for this ultra-conservative Budd-built Brook-series observation- passenger potential existed between coal-hauler, and soon N&W discovered lounge-sleeping cars featured a raised Baltimore, Washington and Cincinnati . that the modern train was too much rear observation lounge and were almost Passenger managers noted that a daylight too late . The consist was downsized and identical to popular Pullman-built cars journey between those points through services cut . Hickory Creek and Sandy Creek that the scenic Alleghenies would be particu- A more dramatic and disheartening graced the 20th Century Limited . The larly spectacular . They also reasoned that example was set by the C&O . That road new NYC E-7 or E-8 passenger diesels the revenue potential would be greater planned what was, without question, the and the bright, new Budd-built passen- for a coach train of no more than five most luxurious daylight train in history ger cars symbolized the epitome of the cars (the most one reconditioned P-7 between Cincinnati and Washington . The postwar streamliners that linked the East could handle west of Cumberland), with Budd-built Chessie streamliner of 1947- Coast with St . Louis . condensed dining-lounge service on a 1948 was positioned to be the ultimate B&O carefully evaluated the period in shorter semi-regional schedule . daylight cruise liner of the rails complete 1948 and 1949 when the PRR and NYC Late in 1946, the respected B&O Engi- with two dome cars and uniquely stylish inaugurated all-new diesel-powered neer of Service Olive Dennis started to dining, lounge and observation cars, all trains including The Jeffersonian, Spirit of work on the concept for that adventure in clad in bright, polished stainless steel St. Louis, the Southwestern Limited and postwar passenger luxury . Surprisingly, with a band of traditional C&O orange several lesser trains as well . B&O seriously the B&O, now known as the route of the with dark blue lettering and powered by contemplated the new car orders that its diesel-electric streamliners, reached back a set of huge streamlined steam turbine rivals placed but quickly realized that it to steam, selecting four 1927 President- locomotives that Baldwin Locomotive simply could not afford a large investment class Pacific locomotives to power this Works built exclusively for that mission . for a somewhat questionable market . train, encasing each locomotive beneath At the eleventh hour, however, B&O did add new streamlined light- an attractive streamlined bullet-nosed cost-conscious executives had second weight sleeping cars of the ten-roomette, exterior . The train’s consist consisted of thoughts about the profitability of the six-double bedroom and fourteen- a set of older coaches from the 1925-1927 concept and ultimately challenged Chair- roomette, four-double bedroom configu- era completely rebuilt into virtually new man Young about his breathtaking, but rations to the National Limited . It also units to create The . totally unrealistic, quest to deliver the commissioned Pullman to renovate the The gleaming new blue and gray ultimate in passenger luxury . TheChessie older heavyweight open section sleeping streamliner proved popular throughout project was scrapped before the new cars and observation cars from the 1940 the initial year 1949 . But soon ridership train could enter service; and soon the train once again . declined, and in 1950, the B&O trans- C&O sold most of the new cars to other In truth, the more conservative ferred The Cincinnatian to the Cincin- railroads, including the B&O . market that B&O served did not justify nati-to-Detroit route, where it faithfully B&O avoided much of the expense that a massive equipment or service upgrade . survived in its basic form, diesel-electric PRR, NYC, N&W and C&O incurred by Then, too, federal employees and mili- powered after 1956, until the end of long- maintaining a conservative approach to tary personnel still constituted a major distance service more than 20 years later . a massive investment in new equipment First Quarter 2015 31 and the disciplined practice of maintain- eler and the expense account revenue, the train once again and were placed in ing quality railroad service that would and passenger agents sadly watched as storage as management explored further soon pay off . By 1954, both the PRR and the Baltimore-Washington to St . Louis methods to reduce expense . Manage- NYC were forced to retreat from the St . traffic diminished . On April 26, 1958, the ment wrestled with the expense associ- Louis market . Initially, both eliminated National Limited and Diplomat lost their ated with operating a commissary to some services and consolidated trains . New York through-car service when the serve the shrinking food service require- Later, massive service cuts were imposed . B&O discontinued passenger service east ments on the St . Louis route as well . In the process, both showed little regard of Baltimore . Eventually, C&O/B&O decided to add for maintaining tight schedules or provid- It quickly became apparent that one St . a Washington to St . Louis sleeping car to ing even the most basic passenger com- Louis to Washington feature train would the C&O George Washington between forts to retain what passengers remained . suffice and the Diplomat was finally Washington and Cincinnati and then By 1956, both roads offered many of discontinued on September 17, 1960 . extend that train service to St . Louis on their newer feature cars, including bed- TheDiplomat name would endure since B&O rails . The B&O would then intro- room sleeping cars, dining cars, lounge later the B&O would assign it to Trains duce a new Washington to Cincinnati cars and observation cars, for sale at 7 and 8 on the Baltimore-Washington- train . That change was not popular with greatly reduced prices to other railroads Chicago schedule, retiring the former travelers since the C&O train did not fea- and nations as well . name . ture the more formal dining and lounge The National Limited would benefit In 1961 the B&O pulled the National car options and more switching of cars from that process when B&O purchased Limited from the Patterson Creek Cutoff, en route was required . Finally, without three lightweight, streamlined observa- rerouting the train through Cumberland . much fanfare, The National made its last tion-lounge-sleeping cars from the NYC The increase in potential passengers run between St . Louis and Washington in 1956 . Ironically, those cars named Gen- was offset by the added time to travel on September 6, 1965 . esee River, Maumee River and Wabash the longer route . But by then, few cared . Simultaneously a revised version of River were originally built by Pullman Later, the popular River-series observa- The National, Trains 31 and 32, entered in 1939 for the competing Southwestern tion cars were removed as well . service between Washington and Cin- Limited. Interestingly, all three cars were New B&O management in 1961 and cinnati . This downsized consist featured assigned to the 20th Century Limited later affiliation with the C&O in 1963 a combination baggage car-coach, one from 1942 until 1945 and later were held would provide the supportive environ- coach and one of the former observa- in reserve to protect the Century and ment to make one final effort at making tion, lounge, and sleeping cars from the other NYC feature trains . passenger services a paying proposition . previous train that still carried the proud, B&O would retain the names the NYC B&O assigned Paul H . Reistrup to the illuminated National Limited sign on the had assigned to the cars but added its task of evaluating its passenger services rear . The observation cars provided basic distinctive “Baltimore and Ohio” script to determine if anything could be done to sleeping accommodations, lounge and lettering to each exterior rear side and, make passenger service profitable . Early limited dining service that was operated of course, the illuminated tail sign was in 1964, however, the train name was by the Pullman Company rather than changed to the now-famous National shortened to The National and the last the B&O . Those cars proved to be a cost- Limited script logo . B&O also added service to San Antonio was discontinued . effective, all-in-one solution compared newer to the train, but The B&O did make a concerted effort to operating a full sleeping car and a the coaches were mostly rebuilt units to tighten maintenance and car service second B&O dining-lounge car on the from an earlier era . More important, standards, introduce discount fares, add route . Despite the diminutive consist, the from the 1930s forward, the B&O took on-board feature motion pictures and classic observation cars still presented great pride in maintaining its personal- advertise passenger services vigorously . a regal appearance when passengers ized service and quality car maintenance; A popular enhancement occurred early first encountered the train trackside at and as passengers left the more minimal, in 1964 when the distinctive River-series Washington Union Terminal . less friendly trains of the PRR and NYC, observation cars were restored . By early Unfortunately, The National would the National Limited would be the bene- 1965, however, management concluded lead a difficult life in its reincarnated factor . But even this would not last . that these sincere, creative efforts could form as ridership continued to decline Advances in air travel plus the ambi- not stop the passenger exodus and long- and its short career would soon be tious Interstate Highway Act were taking distance passenger services would have tainted by tragedy . During the early their toll on the railroads . The need to be adjusted accordingly . morning hours of February 24, 1967, to serve smaller cities and towns en Unfortunately, it was readily apparent Train 31 was near Toll Gate, West Vir- route and to have multiple train service that the service to St . Louis offered little ginia, when the engineer reported a between the East and the West on sev- promise and immediately steps were sudden jerk and the entire train tilted eral different railroads was no longer a taken to reduce the expenses associated and derailed . Observation car Wabash priority . The B&O managers especially with The National. On June 29, 1965, the River dropped from a bridge and came mourned the loss of the business trav- observation cars were removed from to rest on an embankment with its rear 32 First Quarter 2015 lounge partially submerged in water . The derailment claimed the lives of two pas- Ensuring the Society’s Future sengers and two employees and injured 50 passengers and employees, and was By Wade Rice blamed on a rail that overturned due to The BORHS and its Archives have never looked better. inadequate track maintenance . Efforts to catalog and make available electronically its B&O had to scramble to replace the vast holdings of documents, drawings, and photo- damaged observation car since its com- graphs are under way, aimed at providing easier panion Genesee River was classified as access for researchers. And a major campaign has bad-order and beyond reasonable repair . been launched to raise funds for a new location B&O used the observation car Nappanee from the Capitol Limited pool, and leased for the Archives physical plant, which has become PRR Maple Falls, a sleeping-lounge car, too small for the Society’s needs. All of this comes to pair with the remaining observation from the efforts of a membership and officers that car Maumee River to serve passengers care and have a vision for the Society’s future. during the final days of The National. There is more to the last two words of that last sentence. Conceived in a dynamic and expan- Yes, a group of individuals who care about the future of the Society is great. A vast sionistic era of railroading to serve a percentage of that group is from the “baby boomer” generation, and earlier. The more discriminating and civilized world, “boomers” in the Society are just entering retirement, and starting to have concerns The National could not survive in the about their own future that the oldest members have experienced for years. turbulent era that followed World War II . Whatever the age, all Society members need to ask themselves, what have we The train was finally discontinued in (rather “I”) done to foster interest in the B&O in coming generation(s)? Have we all 1968 west of Cincinnati . Ironically, the done our part to share the wonderful world of trains, railroading, and particularly the Metropolitan Special would provide the B&O, with our own progeny? And particularly, if it involved working most of our lives last B&O St . Louis to Washington service . for the railroad, have we done our part to share our experiences with our children Trains 11 and 12 would serve in their and grandchildren? intended role until September 11, 1968, when the train was discontinued west Even if we didn’t work for the railroad, there are other ways to help educate our of Cincinnati . youth about railroads. Beyond the “Day out with Thomas” program designed for young The longevity of the Metropolitan children, try restoring that old train set you may have stashed away in the attic, when Special attested to the wisdom of earlier your son or grandson reaches the age of being able to work with such an activity. Take management . your son/daughter or grandchild out on an afternoon of railfanning at a safe location. Given the unrelenting challenges the Another way is to become a counselor for the Railroading Merit Badge in the National Limited faced throughout its Boy Scouts of America (http://www.scouting.org/scoutsource/BoyScouts/Advance- life and the respected record of service mentandAwards/MeritBadges/mb-RAIL.aspx). In addition to promoting Operation it achieved, one can easily conclude that Lifesaver’s message of safety around trains and railroads, it can be a rewarding expe- this was a successfully completed mis- rience seeing to what degree candidates for that merit badge respond to meeting sion, which speaks well for B&O man- its requirements. agement who applied their best efforts to There also is National History Day (which is like a school science fair, only for his- maintaining quality service in the face of tory), that has varying themes from year to year, where topics in railroad history can newer competition and changing tastes be tailored to the particular theme of that year (http://www.nhd.org/). and values of travelers . While some locales have been more blessed than others with having and main- In the golden age of railroad passenger travel, definite class or social distinctions taining a sense of railroad heritage, Society members living in or near such places were often apparent on many of the can contribute to encouraging and fostering interest among youth about the history famous limited and express trains that of the railroad that ran or still runs through the area. Become a volunteer or docent served our great Nation . Fortunately for at the local railroad or town/county history museum, or contribute to its continued passengers on the National Limited, a well-being through contributing not only your time, but any railroading items you Midwestern air of informality blended may have that would be of more value educating future generations than sitting with the personalized B&O service stashed away (not to mention what might be a decent tax write-off). muting those undercurrents . Thus was There are other ways to promote railroad history and the B&O’s part in it. It takes created a truly likable train of fragrant people to run a Society, and the Society cannot be assured of a future unless there memory . That quality is perhaps the are individuals today to help foster interest among those who will be around in the most enduring legacy of the National future. Help preserve the heritage of the B&O—talk trains with a youth today! V Limited . Wade Rice is a Society director. V

First Quarter 2015 33 Running Light Running Light is designed to provide a forum for amplifications of articles, correc- tions, updates and late news briefs. Mail or e-mail them to Harry Meem, or Craig Close [email protected]. ◆ ◆ ◆ Voters in Hamilton County, Ohio, have approved a quarter-cent sales tax increase to stabilize and renovate Cincinnati Museum Center at Union Terminal, originally Cincinnati Union Terminal . The levy is predicted to raise about $170 million through five years . Officials expect renovations to begin in 18 to 24 months . The work is needed to correct damage in some walls, caused by design flaws in the steel used to build the terminal . Architects and engineers will need to finalize reconstruction plans . By coincidence, Bob Rathke sent along this Cincinnati Union Terminal view. “The owner The building, which reopened in of the post card says that its postmark dates it from the 2000s,” Bob writes, “but the 1990 after more than a decade of disuse, original photo may have been taken earlier. I wonder if the lights image could have been photoshopped, but I have seen similar railroad light displays on the annual CP Holiday Train. is home to Amtrak’s Cincinnati station Anyway, it looks like a P-7d.” stop, as well as the Cincinnati His- tory Museum, the Museum of Natural History & Science, an Omnimax the- 3 . The Cumberland Western seemed incongruous . An e-mail led us ater, the Cincinnati Historical Society Maryland group found two large to Jackie Ebersole, museum vice president Library, and the Duke Energy Children’s cracks in the center sill of the and the person in charge of brick sales . Museum . It also hosts the Cincinnati car . The car could not be picked We’ll pick up on her e-mail: Railroad Club’s meeting room in Tower up and moved without cracking “I went down and looked in the A, and is the venue for the annual Sum- into thirds, which eventually collection of information we have on merail railroad multimedia slide show happened when the sides and bricks…The only thing was a handwrit- in August . roof were being removed . ten letter from Mr . Van Sant’s daughter, The -style station opened 4 . I was told that the car could not Mrs . Thomas Clayton (Kay) Spalding in 1933 . be moved even 1½ blocks to my of Bloomfield, Connecticut, ordering a Architect Alfred Fellheimer designed house without falling apart . brick on October 18, 1997 . the building, which cost $41 million . In The owner and scrapper shared the “The letter corrects her father’s middle its peak years the station saw 216 trains profits from sale of the scrap . initial . She says it is an M, not a W as in and 20,000 passengers daily from the Big ◆ ◆ ◆ an unexplained article . Four, PRR, C&O, N&W, SOU, L&N, and Prowling in Brunswick, Maryland, “The letter is addressed ‘Dear Char- the B&O . On 287 acres, it held 94 miles one day, the managing editor was idly lie ’ . Charlie McLane comes to mind . It of track and 22 outbuildings . reading the names of B&O employees, continues, ‘Sorry I am so long in answer- ◆ ◆ ◆ their title, their spouses and whatever ing your ???? . Am glad to support the John Schletzer offers some background else folks had chosen to put on the bricks museum - Daddy would be honored . about the destruction in place of B&O that compose the sidewalk in front of Will send to you ’. observation Number 3303 at Hyndman, what is now the Brunswick Heritage “This has to be Charlie McLane . He Pennsylvania, in mid-July: Museum . was an FBI man . He was on our Board 1 . A deal with the Elkins, West Amid all the routine jobs of a work- for about 10 years and was a terrific guy . Virginia, group to acquire the car ing railroad town, a name jumped out: “I looked at Mr . Van Sant’s brick and fell through because they could Robert Van Sant, long-time B&O public the company he is with are those hon- not raise a needed $40,000 . relations official (see the back cover orees whose birth years fall in line with 2 . Kids in town were breaking into photo; it’s misspelled there, according to his, 1885 . “ the car at night to have pot parties . the B&O Museum’s Dave Shackelford) . That The Sentinel turned to Herb Harwood for 34 First Quarter 2015 more details: request to The Sentinel finally showed up have also wondered if the perpetrator(s) “I never knew Van Sant, except that in the in-box . It is from Society member may have been apprehended, tried and he was a legend in the PR Department . Thomas E. Hunt, Jr., M.D.: sentenced ”. He retired as director of PR long before “My brother and I have been seeking Anyone with information can contact I came to Baltimore . He was a Princeton information about an accident at Graf- Dr . Hunt through The Sentinel or by grad (’07) and worked in PR for Pruden- ton, West Virginia, circa January 1, 1885 . e-mail at eaglehall@comcast .net . tial in his younger years before joining Our Great Uncle, Mr . Thomas Dorsey, ◆ ◆ ◆ the B&O in 1913 . His listing in Who’s we have been told, was the engineer of In re B&O models, Bruce Elliott reports Who in Railroading gives no details on a B & O RR Express that derailed and that David Grover of Eddystone Locomotive specific titles, although I know he was overturned while approaching Grafton Works has made preliminary castings editor of the B&O employees’ magazine Station as a result of some individual(s) of the S-1a cab, backhead, and the front along the way ”. with bad feeling toward the railroad and rear foot boards, to be followed by Next time you’re railfanning in Bruns- spiking a switch . Uncle Tom was severely the Q-4 and the Q-3 . All these “kits” will wick, walk up Potomac Street to the scalded . He and our Great Aunt Kate work with a Rivarossi Big Six; orders museum and look down for a change . resided in Piedmont and we are told can be placed directly at eddystone@ ◆ ◆ ◆ the railroad very expeditiously got her fairpoint .net . V Greatly delayed for some reason, a to Grafton before he succumbed . We

Message from the President charts, maps, B&O Railroad documents, charts, and maps for review by the edito- (continued from page 2) employee communication or diaries, rial committee . time period newspaper articles, Federal this activity is to encourage the youth of Railroad Administration documents and Recognition today to study, research, and write on the reports, Interstate Commerce Commis- Upon final review and acceptance rich historical heritage of the Baltimore sion documents and reports, town and the Society will provide the following to and Ohio Railroad and how it played county records, local historical societies, each writer: a major role in the development of the and interviews with employees of the • A letter of acknowledgment and eastern half of the country . This program railroad . Text must include supporting gratitude for their time and effort . is to provide the historical society with resources: appropriate photographs, • A student membership in the documents to be used in future publica- charts, and maps . Writer must have Society, One Year for 5–9 pages tions to share knowledge of this beloved written permission to use any photos or and Two Years for 10–14 pages . railroad, benefiting students by offering documents and present all rights to the • A one year subscription of The insight into research techniques and Society, in writing, for future publication . Sentinel to their school . assistance in polishing writing skills . We • A copy of the publication their are seeking manuscripts of no less than Review Committee work appears in . five page of single-space typed text or The purpose of the committee is to • Payment of $50 for a manuscript the electronic equivalent . The following help young writers refine their research of 5–9 pages and $100 for a will explain in detail the expectations, and writing skills . manuscript of 10–14 pages requirements and acknowledgments for • Gregory Smith, Society president, submitting completed documents . retired high school teacher. Copyright • Henry Freeman, vice president The B&O Railroad Historical Society Subject Matter of operations, retired newspaper will hold all copyright, publication rights, The Society is seeking historical research editor and publisher. and usage privileges of any part or whole into the Baltimore and Ohio Railroad his- • Harry Meem, editor of The Sentinel, materials submitted by the writer . V tory and operations between Cumberland, retired newspaper desk editor. Maryland, and Pittsburgh, Pennsylvania; • Gene Stebbins, retired professor of Additional Information Cincinnati, Ohio, and St . Louis, Missouri; journalism, Kent State University. A printable version of this article, with Cincinnati, Ohio and Indianapolis, Indi- • Nicholas Fry, Society director, an introductory letter and participa- ana; Willard, Ohio and Chicago, Illinois; Curator of Barriger Transportation tion forms, are available by emailing and the Baltimore and Ohio Chicago Collection at University of Missouri magazine@borhs .org or by mail; send Terminal Railroad . Specifics can be found St. Louis. a stamped, self-addressed envelope to on our website—www .borhs .org . Submitting Documents Harry Meem BORHS Writing Challenge Requirements A digital document must be submitted 2409 Birchwood Road Documents of 5–9 pages, or 10–14, to the Society C⁄O the president through Richmond, VA 23294 based on primary resources such as the web page, including photographs, First Quarter 2015 35