DOCSLIB.ORG

Baltimore & Ohio

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Baltimore & Ohio Baltimore Baltimore & Ohio & Ohio Railroad Railroad System System Time Tables Time Tables Please Keep For Reference Please Keep For Reference Issued May 1, 1926 mer~ visit the great Golden West /^IREATLY reduced round trip summer fares via ^-^ the Baltimore &. Ohio make it possible for you to see the wonders of the West this year at moderate cost—California, Colorado, the National Parks, Pacific Northwest, Grand Canyon and many other interest­ ing places in this western vacation land. PLAN your trip via the Baltimore & Ohio; a convenient and modern train service is provided via either Chicago or St. Louis including The CAPITOL Limited to Chicago The NATIONAL Limited to St. Louis Both are all-Pullman—no extra fare. Fine equipment—good meals— courteous service. Direct connections are made with western lines, offering you the choice of many attractive routes. Stop-over anywhere without extra cost. Our trained representatives listed in this folder will give you detailed information, make reservations and fur­ nish descriptive literature without charge BALTIMORE &OHIO The line of The CAPITOL Limited—The NATIONAL Limited THE BALT I MORE 8c OHIO RAILROAD COMPANY EXECUTIVE ORGANIZATION DANIEL WILLARD. President, Baltimore, Md. GEO. H. CAMPBELL, Assistant to President. Baltimore, Md GEO. M. SHRIVER, Senior Vice-President, and in Charge of Accounting. J. S. MURRAY. Assistant to President. Baltimore, Md Claim, Treasury and Relief Departments. Baltimore, Md. E. C. WASHBURN. Assistant to President. New York F. C. BATCHELDER, Vice-President, Executive Representative in Chicago, Chicago, 111., C. W. WOOLFORD, Secretary. Baltimore, Md C. W. GALLOWAY, Vice-President in Charge of Operation and Baltimore, Md. GEO. F. MAY, Assistant Secretary, Maintenance. „ E. M. DEVEREUX, Treasurer. JOHN J. CORNWELL. General Counsel. ARCHIBALD FRIES, Vice-President in Charge of Traffic and Baltimore, Md. Commercial Development Departments. TRAFFIC DEPARTMENT ARCHIBALD FRIES, Vice-President, Baltimore, Md. PASSENGER W. B. CALLOWAY, Passenger Traffic Manager, Baltimore. Md. Baltimore Md E. N. THORN. Assistant General Passenger Agent. Baltimore, Md W. E. LOWES, Assistant to Passenger Traffic Manager, Washington, D. C J. P. DUGAN, General. Baggage and Milk Agent, Baltimore. Md. r^ IN.. SHIpLEY Assistant General Passenger Agent, Pittsburgh. Pa. H. B. FAROAT, General Passenger Agent, JOS P. TAGGART, Assistant General Passenger Agent, St. Louis, Mo. GEO. W. SQUIGGINS. General Passenger Agent, Cincinnati O E. D. AINSLIE, Assistant General Passenger Agent, New York, N. Y. W. G. BROWN. General Passenger Agent. Chicago/ill. J. B. SCOTT, General Eastern Passenger Agent. ^^^^^^^^^^^^^^^H FREIGHT GOLDER SHUMATE, General Freight TraffiJOHc ManagerN W. HARTZELL, Baltimore. , MdForeig. n Freight Agent. Philadelphia, Pa. O. S. LEWIS, Freight Traffic Manager, Eastern Region, Baltimore, Md. Baltimore, Md. STUART A. ALLEN, Freight Traffic Manager, Northwest Region. Chicago, 111. R. A. EBE, General Live Stock Agent, Cincinnati, O. E. D. CURTIS, Assistant General Live Stock Agent. Pittsburgh, Pa. H. R. LEWIS, Freight Traffic Manager, Southwest Region. •_. GEO. S. HARLAN, General Freight Agent, Philadelphia, Pa. W. F. RICHARDSON. Freight Traffic Manager. New York, N. Y. Baltimore, Md. C. S. ROBERTS. General Freight Agent, Baltimore, Md. H. A. COCHRAN. Coal Traffic Manager, JOHN H. CARROLL, Jr.. General Freight Agent, Pittsburgh, Pa. C. H. ASHAR, General Coal Freight Agent, H. H. MARSH, General Freight Agent, Wheeling. W. Va. C. W. SHINNAMON, Coal"Freight Agent, .Pittsburgh, Pa. P. D. FREER, General Freight Agent, Cincinnati, O. F. M. JORDAN. Coal Freight Agent. E. B. TULLIS. General Freight Agent, Chicago, 111. J. A. SCHEUERMAN, Coal Freight Agent. Cincinnati, O. Cleveland. O. M. J. ALLEN, Dairy Freight Agent, Chicago, 111. J. P. LEINGANG. Coal Freight Agent, VV. N. MITCHELL, General Southeastern Freight Agent. Atlanta, Ga. G. V. KEITH, Asst. Coal Freight Agent, Chicago, 111. Baltimore. Md. J. G. FRY, General Southwestern Freight Agent. St. Louis, Mo. SAMUEL HOUSE, Asst. Freight Traffic Manager. PAUL S. PHENIX, Assistant General Freight Agent, New York, N. Y EDWARD HART, Jr., Asst. Freight Traffic Manager, Chicago, 111. J. D. MARNEY. Asst. Freight Traffic Manager, St. Louis. Mo. J. L. HAYES, Assistant General Freight Agent. Baltimore, Md. W. W. BLAKELY, Asst. Freight Traffic Manager. Cincinnati, O. H. G. SETTLE, Assistant General Freight Aeent, SAMUEL STRACHAN, Asst. to General Freight Traffic Manager, Baltimore, Md. R. J. BEGGS, Assistant General Freight Agent, W. T. MOORE, Asst. to General Freight Traffic Manager. A. L. DOGGETT, Assistant General Freight Agent, Pittsburgh, Pa. C. S. WIGHT, General Freight Representative, J. C. KIMES, Assistant, General Freight Agent. Cleveland, O. S. T. MCLAUGHLIN, Assistant to Freight Traffic Manager, Cincinnati, O. J. C. MILLER, Assistant General Freight Agent, Chicago, 111. F. J. COUSE, Foreign Freight Traffic Manager, Baltimore, Md. J. W. MELONE. Assistant General Freight Agent, M. W. PRYOR, Foreign Freight Agent, R. L. GALLEHER. Assistant General Freight Agent, Cincinnati, O. EARLE C. WIGHT, Foreign Freight Agent, C. H. PUMPHREY. Assistant General Freight Agent. Louisville, Ky, A. F. ROLOSON, Foreign Freight Agent. New York, N. Y. W. H. FOGLE, Chief of Tariff Bureau, Baltimore, Md. W. T. HONAN, Assistant Foreign Freight Agent, A. M. SCHUBERT, Freight Tariff Agent, Cincinnati, Ohio. HARRY ATKINSON, Foreign Freight Agents ^^^^^^^^^^^^^^^^^^^^^^Chicago. 111. ^ T. W. JACOBS, General European Agent. London, Eng. COMMERCIAL DEVELOPMENT DEPARTMENT H. O. HARTZELL. Executive Assistant to Vice-President, Baltimore, Md. W W BAKER, Assistant to Executive Assistant to Vice-President, Baltimore, Md. G. P. GRIMSLEY. Geological Engineer. Baltimore, Md. W I BISHOP. Industrial Agent, E. H. BARNHART. Industrial Engineer. W E. HAMPTON. Industrial Agent. Pittsburgh. Pa. O. K. QUIVEY, General Agricultural Agent. Cincinnati, O R'L HAMME, Industrial Agent, Wheeling. W. Va. PAUL O. HURLEY. Agricultural Agent. Baltimore, Md T " W PHIPPS. Jr.. Industrial Agent. St. Loins, Mo. L. S. HARTLEY, Agricultural Agent, Pittsburgh, Pa J M McDERMOTT, Industrial Agent. r£££2S»i o E. B. BAUGH, Agricultural Agent, DAVID HUM, JR., Industrial Survey Agent, Baltimore, Md G W ARNOLD, Industrial Agent. Cincinnati. O. MAIL AND EXPRESS TRAFFIC DEPARTMENT DINING CAR AND COMMISSARY DEPARTMENBaltimoreT , Md. J. C. McCAHAN. Manager. Baltimore, Md. E. V. BAUGH. Manager, TRAFFIC REPRESENTATIVES Denver, Colo.— Parkersburg, W. Va.— Akron, O.— Division Freight Agent GUY GARDNER, District Fr't and Passenger Rep. L. ASHBY, Traveling Passenger Agent F. T. STURTEVANT, R. E. BARNHART. Division Freight Agent Detroit, Mich.— Philadelphia, Pa.— A. A. IRWIN. District Freight Representative D. L. MOORMAN. J~. R. LEE. District Passenger Agent R. C. HAASE. Division Passenger Agent Baltimore, Md.— Division Passenger Agent Garrett. Ind.— Commercial Freight Agent J. W. BABNEU. District Freight Agent H. H. TAGGART. District Freight Agent D. E. SULLIVAN, Division Freight Agent THOS. M. GALLAGHER. District Freight Agent Grafton. W. Va.— Pittsburgh, Pa.— EDWARD S. KING. ^^^^^^^^^^^^^^ .JOS. P. TAGGART. Ai ist nl Birmingham. Ala. •!• ^^H J. R. BROWN. Division Freight Agent S? Passenger Agent Huntington, W. Va.— F. A. MARKLEY, District Freight Agent J. A. BOYCE, Jr. District Freight Representative J. E. GARBESI, Jr District Freight Agent Portsmouth, O.— Boston, Mass.— D. L. OGG. Freight Representative Indianapolis, Ind.— San Francisco, Cal.— ^^^^^^^^^^^^^^^^^^^ W. F. WILLIAMS, New England Passenger Rep. L. E. STONE. District Freight Renresentative S. M. TATE, District Passenger Representative J. W. KELLY, New England Fr't Representative Jacksonville, Fla.— G. MURRAY CAMPBELL, District Freight Rep. A. G. MARRINER , District muuuuuuuuuuuuuuuuuuuuuuuuuummFreight Representative Buffalo. N. Y.— Division Freight Agent Kansas City. Mo.— St. Louis, Mo.— District Passenger Rep. E. D. AINSLIE. Ass't Gen'l Passenger Agent FLOYD O. DUTCHER , mummmmuuMmmmaamaammmDistrict Fr't Rep. C. P. STEWART, Charleston, W. Va.— District Freight Representativ***'e C. W. BROWDER. District Freight Representative C. P. BAUCHENS, District Freight Agent F. H. FOWLER. London, Eng.— Seattle, Wash.— Charlotte, N. C— Division Passenger Agent T. W. JACOBS. General European Agent FRANK L. MAHER. District Fr t and Pass. Rep. E. M. PHILLIPS. Springfield, III.— District Freight Agent Los Angeles, Cal.— ^^^^^^^^^^^^^^^^_ L. A. DAVIS. Chicago, III.— ^^m C. W. DORFLINGER, District Fr't and Pass. Rep. Traveling Passenger Agent P. C. BENEDICT. Division Freight Agent C. M. GRONINGER, Division Freight Agent P. C. McCORMICK, Louisville, Ky.— Toledo, O.— Chillicothe, O.— Division Passenger Agent F. J. PARMALEE, Division Passenger Agent C. C. ELRICK, Division Passenger Agent W. F. BOLLMAN, District Freight Agent T. O. PINAIRE, District Freight Agent E. C. LAW. District Freight Agent Cincinnati, O.— Tulsa, Okla.— THOS. J. WEST. Memphis. Tenn.— Assistant General Freight Agent W. C. STOTLER, Traveling Passenger Agent C. D. DOUGLASS, Division Passenger Agent THOS. T. NEAFUS, Traveling Passenger Agent L. W. LAND, District Fr't Representative Cleveland, O.— L. C. SMITH, District Freight Representative Vincennes. Ind.— J. C. KIMES. Division Passenger Agent Milwaukee. Wis. W. A. HARTMAN, Freight Representative G. F. SCHEER, District Freight Agent Washington. D. C — JH. GC. VASTROHMN NORSDALL, . District Passenger Rep. W. V. SHIPLEY. Ass't Gen'l Passenger Ageni Columbus,
Load more

Recommended publications
  • Issue of Play on October 4 & 5 at the "The 6 :,53"
    I the 'It, 980 6:53 OCTOBER !li AMTRAK... ... now serving BRYAN and LOVELAND ... returns to INDIA,NAPOLIS then turns em away Amtrak's LAKE SHORE LIMITED With appropriate "first trip" is now making regular stops inaugural festivities, Amtrak every day at BRYAN in north­ introduced daily operation of western Ohio. The westbound its new HOOSIER STATE on the train stops at 11:34am and 1st of October between IND­ the eastbound train stops at IANAPOLIS and CHICAGO. Sev­ 8:15pm. eral OARP members were on the Amtrak's SHENANDOAH inaugural trip, including Ray is now stopping daily at a Kline, Dave Marshall and Nick new station stop in suburban Noe. Complimentary champagne Cincinnati. The eastbound was served to all passengers SHENANDOAH stops at LOVELAND and Amtrak public affairs at 7:09pm and the westbound representatives passed out train stops at 8:15am. A m- Amtrak literature. One of trak began both new stops on the Amtrak reps was also pas­ Sunday, October 26th. Sev­ sing out OARP brochures! [We eral OARP members were on don't miss an opportunity!] hand at both stations as the Our members reported that the "first trains" rolled in. inaugural round trip was a OARP has supported both new good one, with on-time oper­ station stops and we are ation the whole way. Tracks glad they have finally come permit 70mph speeds much of about. Both communities are the way and the only rough supportive of their new Am­ track was noted near Chicago. trak service. How To Find Amtrak held another in its The Station Maps for both series of FAMILY DAYS with BRYAN qnd LOVELAND will be much equipment on public dis­ fopnd' inside this issue of play on October 4 & 5 at the "the 6 :,53".
    [Show full text]
  • RAILROAD HERITAGE GROWING up in a RAILROAD VACUUM Photography, Trains, and Mentorship
    2017:4 RAILROAD HERITAGE ® 2017:4 · FALL · 1 GROWING UP IN A RAILROAD VACUUM Photography, trains, and mentorship STORY AND PHOTOGRAPHS Richard Koenig An eastbound local train on the Sioux City branch of the Illinois Central Gulf’s Iowa Division trundles over rickety track between Alta and Storm Lake, Iowa, in the summer of 1979. 14 · RAILROAD HERITAGE GROWING UP IN A RAILROAD VACUUM Photography, trains, and mentorship 2017:4 · FALL · 15 A RAIL ENTHUSIAST DURING my teens, I lost touch pictures for some time using my father’s 35mm Agfa with trains for several decades but have recently had camera that he had procured in Europe during his the joy of rediscovering them—along with my early time in the service in the 1950s. I was hooked by pho- slides and negatives. After leaving my home in the tography the first time he spread out in front of me Midwest, I studied photography at Pratt Institute and the rangefinder with its many accouterments—lens went to work in New York as a studio manager for shade, colored filters, and a wonderful stainless-steel a still-life advertising photographer. After continued self-timer that attached to the shutter release button. I study of photography in graduate school at Indiana began taking pictures around age ten, climbing trees University, I transitioned into academia as a professor to see what the world might look like from that higher of art at Kalamazoo College in Michigan. There I vantage point. After moving to the east side of town, had the notion to document along the first transconti- images of trains naturally followed.
    [Show full text]
  • The 6:53 Mav7b
    THE 6:53 .A$0CIRION OF A41LR04D 134$ENGERS Post Office Box 653 ·Xenia, Ohio 45385 MAV7B THIS ISSUE: AMTRAK TRAINS ARE RUNNING! UNDER THE RECENTLY RELEASED USDOT AMTRAK RESOLUTION HONORING OARP AND ROUTE STUDY, THE EARLIEST DATE THAT ANY RECOGNIZING NATIONAL RAIL CUTS COULD BE MADE IS JULY l, 1979, AND PASSENGER WEEK ADOPTED BY THE MOVES -ARE NOW UNDER WAY IN CONGRESS TO OHIO HOUSE OF REPRESENTATIVES FURTHER POSTPONE ANY SERVICE CUTBACKS. SO GO AHEAD WITH YOUR RAIL -- TRAVEL PLANS! ALAN S. BOYD TO SUCCEED PAUL H. REISTRUP AS PRESIDENT OF AMTRAK AMTRAK FUNDING AGAIN AT STAKE IN CONGRESS OARP HELPS EXPOSE "DIRTY TRICKS" Senate Bill S.2478, the FY 1979 Amtrak ADVERSELY AFFECTING FUTURE RAIL Authorization Bill, originally included TRANSPORTATION IN OHIO $633 million for operating grants and $200 ~~~ion for capital grants. But during full committee markup in mid-April, and at TRANSPORTATION SECRETARY BROCK the-insistence of Sen. Russell Long, these ADAMS RELEASES LONG-AWAITED am~nts were reduced to $510 million for AMTRAK ROUTE RESTRUCTURING STUDY op&F-ations and $120 million for capital. ------ ',#;.-:- J'hi~- is not enough to keep the system run­ ning until the whole Amtrak route study THE ADHESION PROBLEM OF PROPOSED ' proc~ss has been completed, HIGH-SPEED RAILROAD OPERATIONS NARP is leading the fight to get the full funding restored. Meanwhile, a House sub­ NEW AMTRAK STATION IN CANTON committee has proposed $613 million for Amtrak for FY 1979. Action on S.2478 is set for sometime after May 15th. CHANGES IN OARP's DUES STRUCTURE ~ APPROVED UNANIMOUSLY AT OUR UAL MEETING -- OFFICERS ARE ICC HEARINGS SET ON SOUTHERN CRESCENT CUT '"_.-ELECTED BY ACCLAMATION Southern Railway must continue to operate its Southern Crescent at least until Aug­ ust 6th while the ICC looks into the rail­ REISTRUP CALLS CONRAIL HANDLING way's application to discontinue the train.
    [Show full text]
  • Through Train Rides to Distant Points from the Central RR of NJ Jersey City Terminal
    Through Train Rides to Distant Points From the Central RR of NJ Jersey City Terminal The following is a list of major cities which could be reached at one time via trains operating to and from the Central Railroad of New Jersey Terminal at Jersey City, now Liberty State Park. Given are the non-New Jersey cities and the railroads which handled the train or through cars. In many cases the name of the train is also given. Most of these destinations were one-seat or one-berth rides, and dining cars were a part of most of the long distance trains. We think this will be an eye-opener for many of you... Albuquerque, NM - CRR of NJ (CNJ) / Reading RR (RDG) / Baltimore & Ohio RR (B&O) - The Capitol Limited / Santa Fe RR (SF) - The Chief Allentown, PA - CNJ Allentown, PA - CNJ / Lehigh Valley RR (LV)* Baltimore, MD - CNJ / RDG / B&O Bethlehem, PA - CNJ Bethlehem, PA - CNJ / LV* Birmingham, AL - CNJ / RDG / B&O (to Cincinnati, OH) / Louisville & Nashville RR (L&N) - Pan American (through sleeping car service was begun on this route in 1938) Buffalo, NY - CNJ / LV* - The Black Diamond Chicago, IL - CNJ / RDG / B&O - The Capitol Limited - The Columbian - The Shenandoah Chicago, IL - CNJ / LV / Grand Trunk Ry (GT)* Cincinnati, OH - CNJ / RDG / B&O - National Limited Cleveland, OH - CNJ / RDG / B&O Cumberland, MD - CNJ / RDG / B&O Dallas, TX - CNJ / RDG / B&O - National Limited / Missouri Pacific (MP) - The Sunshine Special - The Texan Detroit, MI - CNJ / RDG / B&O Detroit, MI - CNJ / LV / GT* Easton, PA - CNJ Easton, PA - CNJ / LV* Fort Worth, TX -
    [Show full text]
  • N OV. 1977 Issue
    THE6:53 A$0CIRION OF A41~D 96ENGERS Post Office Box 653 ·Xenia, Ohio 45385 Thomas R. Pulsifer- President & Editor Issue N_OV. 1977 Number 21 T 0 S A V E T H E N A T I 0 N A L L I M I T E D SERVICE ON THE Columbus- Dayton- Richmond- Indianapolis line at least through November, but we've still got a fight for the service on our hands. Since the September is­ sue of "the 6:.53" your Association has been very heavily involved in trying to save the train through Dayton. As you will see we've had moments of joy and :~ments of despair in this scenario which has sometimes seen daily changes. 1n mid-September OARP mailed individ­ issue), called for assistance from our ual letters to the entire U.S. Cong­ member Paul Bunting in holding a press ressional delegation from both Ohio conference, and then held a very suc­ and from Indiana, plus Senators Met­ cessful and well-publicized press con­ zenbaum, Glenn, Bayh and Lugar. The ference on October 7th in Dayton Union letter proposed that legislation was Station, just prior to the arrival of needed to authorize Amtrak to pur­ the National Limited. All major TV and chase the track and signal systems radio stations covered our conference, necessary to maintain direct rail along with reporters from area news­ passenger service between Dayton and papers. Nat Simons from ORTA and two Indianapolis, plus appropriations to Columbus reporters rode the train to Amtrak's capital budget to allow Dayton and also participated.
    [Show full text]
  • VOLUME 37, NUMBER 1 FIRST QUARTER 2015 Message from the President Happy New Year! the Past Year Was Is Critical to Survival
    ISSN 1053-4415 A QUARTERLY MAGAZINE PUBLISHED BY THE BALTIMORE & OHIO 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, Maryland 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 Cleveland, 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 New York, 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 .
    [Show full text]
  • '“NATIONAL LIMITED Willestablish a New High Standard of Comfortable and Dependable Railroad Travel
    THE EVENTXG ST AH, WASTTTXGTOX. T). C\. FRIDAY. APRIL 17, 1925. 35 HIGH LIGHTS OK HISTORY Paul Revere's Ride. BY J. CARROLL MANSFIELD Maj. Pickering Coming Here. Maj. Kit-hard 11. bickering. Adjutant V Ueneral’s De|jartment, at Chicago, has OUTLOOK IMPROVES l>een ordered to this city for duty in the War I tepartment general staff. FOR EMPLOYMENT JlllllinilliMUKiliiiiiniilllllllllllllllllllfillMplHißrillllll'*. Trend Is Upward Here. But j FOR RENT | Federal Forces Cut Creates I 40,000 Feet of I Clerical Surplus. ‘ | Garage Space j Tightened , employment prospects In Washington during March Mere j = ' On Two Floors heralded by the United States Em- as ployment Service today forecasting! = t rade entrance and ramp. 1 greatly improved employment ~*^****^~* condi- tions here in April, notwithstanding a personnel. - 1 rent as reduction in Government TD.— ¦ | Will a whole or V'_. _ 1 A report by Director ifaatAKNINO Or ty\6Es PZANS 0 INFORMED PAoL m Robert M. Pil- ( ;[ri„ FORIOoSLY THROUGH THE NI6HT MAP -u -rue . Kn2iDlN<3 kington was an upM'ard rn ON TH*- WEIo.-J30R.1W6 OF THE DEPARTURE Or By FACT | each floor separately said there IriEBR4TIOH SIGNAL TiFVEBE ROOoCD THE COLONIALMIUTIAWHH HID WWAKtTo THE THAT THE TIME HAD COME E trend in employment in March, which ', ‘ TOCAPfUR£ '¦' 6"TS ,OMTHE °- “¦> <»«« CI.UR«I, h'i!" L » STR.KR the BLOW April and ,-T-i TORrSEfDOM.THE-M.HtfTE continued well into hade i “'2”?VTHE ' PA^IOTS " to last into May. PA L tK.OITHE COH«1T« OH MEN-50.AH6 Yo RAN To fair well . ' ARMS AND RALLYAROUND i Kalorama Road | An increase of about 500 placements THE IR.ISADERS To OPPOSE THE ADVANCBICj was made in March over the Febru- &R.ITOH- Near 16th St.
    [Show full text]
  • PART 414—PAYMENT for PART B 414.65 Payment for Telehealth Services
    SUBCHAPTER B—MEDICARE PROGRAM (CONTINUED) PART 414—PAYMENT FOR PART B 414.65 Payment for telehealth services. 414.66 Incentive payments for physician MEDICAL AND OTHER HEALTH scarcity areas. SERVICES 414.67 Incentive payments for services fur- nished in Health Professional Shortage Subpart A—General Provisions Areas. 414.68 Imaging accreditation. Sec. 414.80 Incentive payment for primary care 414.1 Basis and scope. services. 414.2 Definitions. 414.90 Physician Quality Reporting System. 414.4 Fee schedule areas. 414.92 Electronic Prescribing Incentive Pro- Subpart B—Physicians and Other gram. Practitioners Subpart C—Fee Schedules for Parenteral 414.20 Formula for computing fee schedule and Enteral Nutrition (PEN) Nutrients, amounts. Equipment and Supplies 414.21 Medicare payment basis. 414.22 Relative value units (RVUs). 414.100 Purpose. 414.24 Review, revision, and addition of 414.102 General payment rules. RVUs for physician services. 414.104 PEN Items and Services. 414.26 Determining the GAF. 414.28 Conversion factors. Subpart D—Payment for Durable Medical 414.30 Conversion factor update. Equipment and Prosthetic and Orthotic 414.32 Determining payments for certain Devices physicians’ services furnished in facility settings. 414.200 Purpose. 414.34 Payment for services and supplies in- 414.202 Definitions. cident to a physician’s service. 414.210 General payment rules. 414.36 Payment for drugs incident to a phy- 414.220 Inexpensive or routinely purchased sician’s service. items. 414.39 Special rules for payment of care plan 414.222 Items requiring frequent and sub- oversight. stantial servicing. 414.40 Coding and ancillary policies. 414.224 Customized items.
    [Show full text]
  • Tom Marshall's Weekly News, November 27, 2017 the Fair of the Iron Horse: the Baltimore & Ohio Railroad Was the Oldest
    Tom Marshall’s Weekly News, November 27, 2017 The Fair of the Iron Horse: The Baltimore & Ohio Railroad was the oldest common carrier railroad in the United States. Although steam trains did not run on the original line from Baltimore to Catonsville until 1830, the first rail was laid for horse-drawn trains in 1827, when a ceremony was held in West Baltimore with Charles Carroll of Carrollton, the only living survivor of those who signed the Declaration of Independence, on hand as a featured celebrity. During the Civil War, the B & O was the only major railroad connecting Washington with the states remaining in the Union. Its main lines to Baltimore and west toward Ohio were almost entirely south of the Mason-Dixon Line. Much of this line was under constant attack from Confederate forces, and “Stonewall” Jackson stole nearly 100 locomotives from the railroad near Harpers Ferry early in the war. Much of the time, it seemed that Union troops did little to guard the railroad; at other times northern soldiers played a major role in keeping the B & O in Union hands. The railroad’s president, John W. Garrett, was determined that the B & O should not fall to the Confederates, and was commended by President Lincoln for his efforts. In 1927, when steam power still reigned supreme, the B & O Railroad planned an extravaganza to celebrate its 100th anniversary. The “Fair of the Iron Horse” was planned at Baltimore and ran for several weeks during that summer. It was widely promoted with bargain prices on rail tickets from distant points for those who wanted to attend.
    [Show full text]
  • Final Report to Congress on the Amtrak Route System As Required
    Final Report to Congress on the Amtrak Route System As Required by the Amtrak Improvement Act of 1978 United States Department of Transportation January, 1979 . THE SECRETARY OF TRANSPORTATION ;~· WASHINGTON, D.C. 20590 . • January 31, 1979 Honorable Walter F. Mondale President of the Senate Washington, D.C. 20510 Honorable Thomas P. O'Neill Speaker of the House of Representatives Washington, D.C. 20515 Dear Mr: President and Mr. Speaker: I am pleased to transmit to you a report containing the Department's final recommendations for a restructured intercity rail passenger system to be operated by the National Railroad Passenger Corporation. The recommendations are required by the Amtrak Improvement Act of 1978 (P.L. 95-421). My recommended route system is described in detail in Chapter Four of the report, but I will make a few observations about it here. First, I have adhered to the national/interregional concept of service that was recommended in my preliminary report published in May. Second, the new system represents a more prudent use of Federal funds than does the current system. It is 43 percent smaller than the current system, in terms of route-miles, but it will be more efficient and will be used more intensively by its customers. Because of its concentration of better routes, there will be only a 20 percent reduction in the number of passenger-mi~es and only a 9 percent decrease in ridership. It should have an overall level of patronage of 173 passenger-miles per, train-mile, compared to a level of 141 for the current system.
    [Show full text]
  • Transportation Working Paper Series No
    THE STUDY TEAM AUTHORS JOSEPH P. SCHWIETERMAN*, C. SCOTT SMITH** AND RILEY O’NEIL DATA RILEY O’NEIL AND DANA YANOCHA COLLECTION GRAPHICS RACHAEL SMITH AND DANA YANOCHA PHOTOGRAPHY CLOCKWISE FROM TOP LEFT: CHADDICK INSTITUTE, TOMAS DEL CORO (CREATIVE COMMONS), CHADDICK INSTITUTE, AND MACKENSEN (USERNAME) *CORRESPONDING AUTHOR & DIRECTOR, CHADDICK INSTITUTE ** ASSISTANT DIRECTOR, CHADDICK INSTITUTE CHADDICK INSTITUTE FOR METROPOLITAN DEVELOPMENT AT DEPAUL UNIVERSITY CONTACT: JOSEPH SCHWIETERMAN, PH.D. | PHONE: 312.362.5732 | EMAIL: [email protected] Transportation Working Paper Series No. 82317 ABSTRACT Gradual expansions to the express coach and rail system between 2006 and 2015 provided millions of Americans new alternatives to private automobile travel in intercity trips. These services, provided by Amtrak, BoltBus, Megabus, and other carriers, along with ambitious plans for high-speed rail service, raised hopes that the country was on the cusp of creating a more balanced transportation system. However, these travel modes have, as this study shows, experienced setbacks in recent years. Through a review of the status of express coach and Amtrak service, this study shows: Lower gasoline prices and discounted airfares induced by low-cost fuel have weakened demand for Amtrak and intercity bus carriers over the past three years. Despite a recent upturn in traffic, new service offerings have lagged and not kept pace with the country’s rising population. Travelers face “Ground Transportation Gaps” that make efforts to avoid driving between some cities more difficult than just a few years ago. Slowed investment in new routes as well as coach lines trimming schedules has made it more difficult to avoid using personal vehicle on many routes outside of heavily traveled Northeast region.
    [Show full text]
  • A Reexamination of the Amtrak Route Structure
    Preliminary Report to Congress and the Public A Reexamination of the Amtrak Route Structure United States Department of Transportation May, 1978 THE SECRETARY OF TRANSPORTATION WASHINGTON, D.C. 20590 Dear Mr. Chairman: I am pleased to transmit to you a report containing the Department's preliminary recommendations for a restructured intercity rail passenger system to be operated by Amtrak. The Department's recommendations were requested by the Appropriations Corrmi ttee Conferees in the report accompanying the FY 1978 Supplemental Appropriations Act (P. L. 95-240). I have supported Amtrak since its inception and I continue to be1 ieve in the need for an intercity rail passenger system. While this report was being prepared, I considered whether Federal support of intercity rail passenger service should simply be terminated in light of the large amounts of money we are spending to serve a relatively sniall segment of the traveling public. I have rejected that option, however. There is a significant constituency for maintaining Amtrak as a transportation alternative, even among people who today do not frequently use it. The system will be more efficient and will serve people better if we restruc- ture it and improve its operations in the manner suggested in this report. Further, abandonment of the system would involve large labor protection costs and other expenses, with no subsequent benefits. Additionally, there is the need to consider Amtrak in the context of the nation's energy shortage. The passenger train, if it is operated we1 1 and if it carries a reasonable number of passengers, is energy efficient. The 1973-74 fuel crisis demonstrated that the American people will ride trains when automobile fuel is in short supply.
    [Show full text]