the Chesapeake & Ohio Historical Magazine November/December 2019

Chessie Begins Her Fifth Life Official Publication of the Chesapeake & Ohio The Chesapeake & Ohio Historical Magazine Historical Society, Inc. November/December 2019 Volume 51, Nos. 11&12 312 E. Ridgeway Street, Clifton Forge, VA 24422 Research/Order Inquiries (540) 862-2210 Fax: (540) 863-9159 e-mail: [email protected] In This Issue... www.chessieshop.com ♦ www.cohs.org AND The C&O Railway Heritage Center C&O Scene 3 705 Main Street Clifton Forge, VA C&O's First Steel Cabooses: 4 (540) 862-8653 cohs.org/heritage 90000-90049 ISSN 0886-6287 ©2019 All Rights Reserved The contents and format of this publication are protected by Brush with History - Phil Shuster 10 U.S. and international copyright and intellectual property laws. Reproduction, repurposing, archiving or storage, by any means and in any form, of material presented in The CHESAPEAKE & OHIO HISTORICAL SOCIETY MAGAZINE is strictly prohibited Modeling Three-Bay Hopper No. 300003 12 without the express prior written permission of the COHS. Address inquiries to COHS headquarters. The COHS is a non-profit corporation dedicated to the historical 14 preservation and dissemination of information about the Chesapeake Loading Box Cars on Car Ferries - 1969 & Ohio Railway, its predecessors and successors. Annual regular membership dues within the United States are $45. Chessie Carries On - Begins Her Fifth Life 18 COHS Board of Directors Chairman J. C. Watson PM Business Car No. 1 - C&O No. 15 25 Vice-Chairman E. S. (Tod) Hanger, Jr. President Mark L. Totten 29 Vice-President Clifford L. Clements C&Oddity - Forced Draft Experiment Secretary William F. Michie, III Treasurer Kerry Worsham Chessie System is Created 30 ON THE COVER...This Legal Counsel Philip L. Hatchett month's cover features Engineering Committee Robert E. Jackson Chessie and her family, A Modern Truck Mine 35 Director Andrew K. Bostic Director James (Jim) Corbett in recognition of our new Director Thomas W. Dixon, Jr. emphasis on the history C&O/B&O-N&W Merger Cabooses 37 Director Jeremy Ferrell of this unique advertising Director Charles F. (Rick) Gartrell symbol that has lasted for Storage Mail on the C&O 38 Director C. Bryan Kidd nearly 90 years. See pages 18 & 30 for articles. 45 COHS Headquarters Staff (C&OHS Collection) "Best Christmas Ever!" Publication Design & Composition Michael Dixon Customer Services Coordinator Brandy Dudley Shipping & Customer Service Wendy Montgomery Editor’s Note Financial Administrator [Vacant] C&O Railway Heritage Center Staff With this issue we introduce that led even to the naming of a Heritage Center Manager Andrew K. Bostic you to Chessie once more. She is railroad for a kitten. The whole Interpreter Tom Hefner the "once and future" cat. Visitor Services Kathy Reynolds story is fascinating especially to Facilities Management Coordinator Leo Wright We plan to emphasize her people who never knew Chessie in her other lives as a sales cat Editorial-Publications Staff contributions to C&O history in Chairman and President Emeritus for passengers, then for freight, and Chief Historian/Magazine Managing Editor the next year by promoting her Thomas W. Dixon, Jr. through our website and the new then as a symbol for C&O/B&O/ [email protected] WM. We hope now to introduce Phone: 434-610-8959 children's book Chessie Takes a her to a whole new generation-- Publication Design & Composition; Train Trip (KBK-19-938), as well Archives Management in the fifth of her nine lives (see Michael Dixon as by a complete redesign and 312 E. Ridgeway St., Clifton Forge, VA 24422 pages 18 & 30). Phone: 540-862-2210 expansion of the famous Chessie [email protected] the Railroad Kitten book. It went Otherwise, I want to ask Technical Editor – Karen Parker through 29 printings 1987- everyone to look at joining my [email protected] 2010 as one of the most popular Modeling Consultant – Bob Hundman "Coffee Club" giving program. 5115 Monticello Rd. railroad books of all time. You've seen the flyers throughout Edmonds, WA 98026 this year. We NEED you more [email protected] The whole story of Chessie Freight Car Editor – Al Kresse than ever to launch ourselves 8664 Gates, Romeo, MI 48065-4365 is unique in railroad advertising [email protected] and in the field of advertising in into a second 50 years of service. Hocking Valley/Ohio Historian - Cliff Clements Pledge today (540-862-2210)! general. Only perhaps "Nipper," [email protected]

the RCA dalmatian, equals her This magazine is a little late, Chicago Division Historian – Jeffrey Kehler stature as an advertising symbol. so you will not receive it until 15335 Forest Glade Dr., Fishers, IN 46037 [email protected] In the railroad world there are after Christmas. We hope you Archives Consultants: none. Certainly not the GN's had a great holiday and that John Maugans, Dan Kitchen, Jeff Kehler mountain goat or CP's beaver. 2020 will be a good year for you. Senior Copy Editor of C&OHS Publications We appreciate your support so Rick Van Horn The genius of L. C. Probert, C&O Historical Society Newsletter Web Edition C&O's PR chief who "found" very much and look forward to Coordinator - Michael Dixon - [email protected] serving you in 2020! To subscribe contact [email protected] Chessie, created an unlikely From time to time, the C&O Historical Society may review models, books, etc., of general interest to members, and note their availability from various and surprising chain of events Respectfully, vendors. Such announcements and/or reviews are provided as a service, and are not to be considered an endorsement by the COHS. The COHS and its officers disclaim any responsibility or liability for any loss, damage, Tom Dixon or misrepresentation resulting from contacts made through the Magazine or at functions sponsored by the COHS. C&O, C&O For Progress, Chessie, Chessie System, and CSX trademarks are the property of CSX Corporation 22 and are used with permission. Printed in the United States of America. C&o scene

Looking at the photo above revenues. The first car is likely this photo was shot. The train one might think that the date was one of C&O’s 81-91-series built by lasted until the end of December, perhaps 1920, but it is actually St. Louis Car Co. in 1934. These 1949, when it was discontinued as 1947. The ex-Hocking Valley 4-6-0 durable Harriman-roof 30-foot part of a general effort by C&O to was still stepping high, just as it apartment RPO cars were used on eliminate most of its branch line did when it was new in 1912. This mainline trains that didn’t have passenger service. ten-wheeler served Hocking Valley enough mail business to rate a full Steam locomotive aficionados, for 18 years and C&O for another RPO. They also suited branch line in appraising a engine's looks, two decades before retirement and postal operations well. Although often speak of how it was scrapped in 1947. Class T-2 on the the Railway Mail Service called proportioned. This was a good- HV, C&O gave it F-13 class when this type car an “apartment RPO,” looking locomotive by any the merger occurred in 1930. because the RPO function was measure. It came at a time when Nos. 89-91 were HV's newest related to only a portion of the car, the crude early designs were fading passenger power. It arrived in C&O called them “Mail & Express,” away but the modern functional 1912 from ALCO’s Richmond or “M&E,” cars. In a train such designs had not yet gained Works. By 1947, the engine was as this, the car handled the RPO, dominance. express, and any baggage that was in its very last year, in the rural Photographer Ben F. Cutler Ohio backwater, handling a two- checked. The heavyweight coach that followed accommodated what worked for Rail Photo Service, just car local between Columbus and as did our own Gene Huddleston, Pomeroy. The nicely-composed few passengers were left on this line. taking photos which RPS later picture was taken near Hobson, Ohio. sold widely through the mail using The train was probably largely Old No. 90 was scrapped by mimeographed lists. the end of 1947 not longer after supported by mail and express (C&OHS Collection, COHS 1016) NOVEMBER/DECEMBER, 2019 3 C&O's First Steel Cabooses: 90000-90049 By Thomas W. Dixon, Jr.

Private car Erie 400 as it appeared on the private car track at Huntington, W. Va., before being donated to C&OHS. (C&OHS Collection)

This is part of a series of from their earlier predecessors Committee (AMC). Students of articles we are doing about C&O except more sturdy construction. C&O steam locomotives often cabooses. We discussed PM’s steel Although we often say they encounter references to the AMC, cabooses in the last issue of this were “wooden,” a more accurate but we hear little about its freight magazine. This article is about the description is “wood-sheathed.” car and caboose designs. C&O’s first 50 steel cars, built in They had steel frames and The AMC was created in 1937. Much of this material, and underframes, making them not 1929. It was made of mechanical a lot more, can be found in Dwight only durable but sturdy in train engineers brought to the Jones’s book Steel Cabooses of service. Cars built this way are Cleveland headquarters from the the Chesapeake & Ohio. The generally known as “composite.” railroads that constituted the Van second, expanded, and enlarged The new cars C&O acquired in Sweringen empire: C&O, NKP, edition of this book is still available 1929 were certainly good enough Erie, and Pere Marquette. Its from C&OHS (540-862-2210 or to handle its traffic in the lean mission was first to standardize as chessieshop.com, catalog No. BK- years of the Depression, but by much as possible the equipment 10-528). 1936 the economy was showing of the four lines to eliminate C&O’s cabooses in the some signs of recovery, and C&O’s duplicative effort. It was also wooden car era ranged from the business was still very good chartered with creating designs for tiny four-wheel “bobber” cars to because of coal. It was the lifeblood locomotives and cars that could be large offset-cupola designs. By of industry and home heating, and used to build new equipment for the 1920s the center-cupola style even in the bad years of the early each of the roads. The first engine became standard and the company 1930s C&O retained a high level of designed was C&O’s fabulous T-1 purchased numerous cars built in traffic and weathered the economic 2-10-4. The committee went on this way. The last group of wooden storm well. to design the J-3, J-3a, K-4, L-2, cabooses (125 cars, road numbers We have no records telling us L-2a, C-16, and the unequalled 90900-91024) was built in 1929 by the background or reason that H-8. All the while they were C&O’s subsidiary Hocking Valley C&O bought its first steel cars also designing freight cars and Railway shops at Logan, Ohio. in 1937, but we can trace their cabooses, but this has hardly been These cars were hardly changed design to the Advisory Mechanical remarked about in the literature. 4 MAGAZINE It can be inferred that these service to the end. (See an article Broadside Magor Car Corp. builder 50 new steel cars were placed in about these rebuilt cars in the photo of C&O 90000, the car they the premier service. Certainly, September/October, 2017 issue of selected to portray the 90000-90049 cars such as these would have this magazine.) series, in July, 1937. been well-suited to the Alleghany (C&OHS Collection, COHS 51743) The 1956 standard yellow Subdivision coal trains where an paint scheme was applied to this H-7 pusher was used. However, series before the cars were rebuilt it appears that for safety reasons at Grand Rapids in 1969-70. They cabooses on the Alleghany pusher emerged from the rebuild in blue district were generally carried with a yellow C&O For Progress behind the rear engine during both herald and number. After 1972 the H-7 and H-8 eras. many were repainted into Chessie The cars were painted red System livery. in the same standard style as the wooden cabooses. A 12-inch Roman font CHESAPEAKE & OHIO, and numerals. appeared in white on the basic red. No. 90000 was destroyed in a wreck at Limeville, Ky., in 1947; No. 90011 was wrecked at Owens, Ohio, in 1951; No. 90022 was scrapped at Raceland car shops in 1962. The remaining 47 cars were rebuilt at Grand Rapids' shops in 1969-70. They were the 3500-3600-series cars with their distinctive blue paint End view of C&O No. 90000. and redesigned cupolas and (C&OHS Collection, COHS 51740) windows. These cars remained in

Jones states in his book “C&O entered the steel caboose era later than many other Class I roads. The first steel caboose was credited to the Pennsy for their 1914-built car. Other major roads such as N&W, B&O, Rock Island, Santa Fe, and Reading built or acquired their first steel cabooses in the late 1920s to early 1930s.” He also mentions that cabooses of the AMC standard also were built for Missouri Pacific and Chicago & Illinois Midland. The Van Sweringens had large interests in these roads though they were not in its closely held/controlled group. The first batch of C&O steel cabooses consisted of 50 cars built by the Magor Car Corporation of Clifton, N. J. Magor was not a major freight car builder. It started by constructing cars largely for export until it entered the domestic market about 1918. By the 1920s, Magor was getting contracts from large U. S. carriers. NOVEMBER/DECEMBER, 2019 5 C&O Mechanical Diagram No. 89-A depicting the 90000-90049 series updated to 1968, just before they were taken to Grand Rapids for a complete rebuild. (C&OHS Collection, Extracted from our Catalog No. DS-7-049, available as digital download or hard copy)

Interior view of No. 90000. The layout and arrangement of the interior was essentially the same as the previous composite wood- sheathed cars of 1929. (C&OHS Collection, COHS 51745)

Magor even took photos even of the trucks as the 90000-90049 series cars were being built. Most builders shot these “progress” photos as equipment was being built. Sometimes builder photo sets would also have underframes, and incomplete body frames. (C&OHS Collection, COHS 51741)

6 MAGAZINE No. 90039 trails a westbound coal train at Limeville, Ky., in 1947. (C&O Ry. Photo, C&OHS Collection, CSPR 1002)

This broadside of No. 90017 was taken at Logan, Ohio, in the early 1960s. It is wearing the post-1956 yellow paint with blue lettering. The road name was also dropped when this redesign was applied. (C&OHS Collection, COHS 37258) NOVEMBER/DECEMBER, 2019 7 Rare overhead view of No. 90033 at Raceland, Ky., in 1958. It already has the 1956-standard yellow scheme. The car shops are in the background. Modelers like overhead photos, but few were taken unless the photographer happened to be on a bridge or overpass. Otherwise the tops of equipment (the part of models most visible to people) are sort of enigmas. (C&O Ry. C&OHS Collection, CSPR CL790)

(Below) C&O undertook a redesign of its equipment starting in 1955-56. Part of the "new" look included yellow body paint for the cabooses and this altered herald paint scheme. It was applied to one side of No. 90001 and was displayed at the 1956 stockholder's meeting. The yellow was retained but the standard C&O For Progress herald was used instead of this modified one. No. 90001 is seen here at Logan. Ohio in 1960. The oddly-painted side remained until the car was rebuilt in 1969. (C&OHS Collection, COHS 4194)

8 MAGAZINE No. 3610 (ex-90045) at Williamsburg, Va., on April 29, 1972, wearing its new Grand Rapids rebuild scheme. (T. W. Dixon, Jr. photo, C&OHS Collection, COHS 28130)

No. 3564 (ex-90013) became one of the Chessie System Safety Slogan. Cabooses, here at Grand Rapids in April, 1979. (Gary Stuebben photo, C&OHS Collection, COHS 662)

A numbering variation: Chessie System for a while added a “C” prefix to its existing caboose numbers. Here is C-3506 (ex-90030) at Hinton, W. Va., on Sept. 9, 1979. (T. W. Dixon, Jr. photo, C&OHS Collection, COHS 28916)

At the very end of the caboose era, this car wears Chessie System No. 903662 (yet another numbering variation) at Peru, Ind., in July, 1984. The prefix "90" replaced the "C-." (Adrian Hahn photo, C&OHS Collection, COHS 34094)

NOVEMBER/DECEMBER, 2019 9 Brush with history My First Day on the Railroad By Phillip A. Shuster

A typical C&O track gang from the period the author discusses in this article. (C&OHS Collection, CSPR 2624) This article is by the late Phil and after five long, arduous years about three months later all of that Shuster. He was co-author of C&O (engineering was a five-year would be history. I used all of the Power in 1965 and one of the program at O.S.U.), was anxious to film my budget could afford, but founders of the C&OHS in 1969, get started on what I hoped would looking back in perfect hindsight, along with Gene Huddleston and be a challenging and rewarding I should have hocked the wife and me. He left us this article about career. dog and used twice as much film. his first day on the C&O in 1956. Anticipating that I would On Thursday of that week, I -Tom Dixon not be entitled to vacation time went down to the C&O’s Hocking One of the most memorable during that first summer, I decided Division offices at 50 E. Broad days in my railroad associations to take a few days off prior to Street in downtown Columbus, was Monday, June 18, 1956 - my commencing work. I made a quick as instructed, on an orientation, first day of employment with the trip down to Russell, Kentucky, get-acquainted visit. I was duly Chesapeake and Ohio Railway. and luckily was able to photograph impressed with the entrance and Ten days earlier, I had received the last of steam operations lobby of the Spahr Building (since my Bachelor of Civil Engineering there. The following day I rode the demolished) where the offices degree from the Ohio State doodlebug, 9051, from Huntington were located (as well as being the University, was commissioned a to Logan and return, catching former Hocking Valley Railway 2nd Lieutenant in the U.S.A.F., steam in all its glory at Peach headquarters) with its polished had been hired by the C&O Rwy., Creek. Little did I realize that only brass doors and frames, including 10 MAGAZINE the elevator doors and framing, full of old C&O Tracks magazines, what I considered a member of the polished wood paneling above the C&O’s monthly employees great family. marble wainscotings, and two magazine, into the paper drive. We went on to Rising Sun beautiful chandeliers hanging from It was a gold mine of treasure to where the railgang was spread a high ceiling - truly a magnificent me, and needless to say, they were out and working northward entrance to a former railroad’s rescued from the paper drive and (westbound) on No. 1 track, domain. After arriving on the read over and over. I learned I replacing worn, ten-year-old 131# eighth floor I was shown to the could subscribe to the magazine rail, with new 132# stick rail (this Division Engineer’s office where for $1.00 per year, did so, and was before the introduction of I met Mr. L.B. “Luke” Hewlett, began to keep up with current continuous welded rail). To see who graciously took time out of events and personnel changes this gang perform its tasks is a his busy day to greet me, learn as they were presented. Thus show worthy paying admission to. my background and history, and my inside knowledge was much We met and talked with the system welcome me to his staff. After higher than most, even before gang foreman, “Blacky” Carrell, spending half-an-hour with me employment. who Bill was well acquainted (and my unannounced visit), he In the Spring of 1955, I found with, and who I would come to called in his Assistant Division a notice on a bulletin board that know and rely upon heavily in the Engineer, Mr. W.D. “Bill” Dowdy, a C&O Railway job recruiter coming fifteen or so years. Bill also and told me I would be reporting would be on the O.S.U. campus introduced me to Charlie Butcher, to and taking instructions from to interview for employment. I the Track Supervisor for that area Bill. After taking me around the scheduled an interview with the of the Hocking. office to meet the clerks and office thought of getting a summer workers, we retired to the backside After discussing several job between my 4th and 5th problems with Bill, he and Charlie of the building, to the office Bill years at college, and perhaps and I would share. My space had left me to check on something get an advantage for full-time and Blacky assigned one of his already been prepared and was employment upon graduation waiting. I was to share a large assistant foremen to show me a year later. The recruiter was how all the rail laying machinery double-desk (facing each other) overwhelmed with my C&O with a centered telephone that worked, and various problems knowledge and promptly offered associated with each. I got to know swung side to side to serve both the summer job I wanted, but at sides of the desk. Bill and I talked many of the trackmen by their first a rate I could not afford to accept. names and became friendly with for over an hour, Bill answering He later apologized for the low rate my many questions, and finding several of them; a friendship that and offered a more competitive would continue for many years out about each other, and how figure, but by that time I had the railroad was doing things in and followed me onto the Toledo already committed to another Terminal Railroad, when we hired that era. He was quite surprised position. However, the door had with my knowledge of the railroad, the C&O gang to lay rail for us been left open, and the following there. both in its geographic locations, spring (1956) he contacted me by equipment and personnel. letter and wanted me to come by That first day evaporated Finally, Bill had to leave for for an interview when he again much too quickly, and soon Bill an appointment, so we parted, came to O. S. U. that spring. I did, hailed me and suggested that agreeing that I would come in at with my employment resulting. we should be heading for home. 8:00 the following Monday to begin We departed, and my work day working. On Sunday evening I received ended when he dropped me off a phone call from Bill Dowdy, Of course I had not hired out at my house about 5:30. My saying that he would pick me thoughts were (although kept with the C&O stone cold. I suppose up at home at 6:30 a.m. on the that one could say that I was, strictly to myself), “That was fun; following morning in order to take they’re actually going to pay me for lack of a better term, a pretty a trip out to visit the System Rail solid C&O railfan at that stage. I to do this?” It came to me in later Force that was working on the years how these “fun” days laid had been born and raised next to Hocking near Rising Sun, Ohio. (It the C&O mainline, and watched, a groundwork of knowledge and had developed that Bill and I lived experience that allowed me to grow heard, smelled and felt the trains within four blocks of each other, all my young life. Later, I had and be able to accept responsibility and were able to ride together on for higher positions, and work read everything about the C&O I numerous occasions.) The Monday could get my hands on, and the my way up the ladder of railroad dawn arrived, Bill picked me up, caretakers. Many days have come more I learned, the more attracted and we headed north to Rising to it I became. One time, in my and gone since that memorable Sun. At Carey, Ohio, Bill decided fore on the railroad, but none high school years, we had a scrap we should call into the office for a paper drive to raise money for a hangs on in memory like that first check-in; see what was happening, day. school project, and we used our tell them our location and plans for shed at home to temporarily store the day, etc. At the Carey depot I the paper. One of my classmate’s got out of the car and stepped onto grandfather was the C&O station C&O property for the first time in agent at Linworth, Ohio. When we my life as a C&O employee; part of called his home, he threw a box-

NOVEMBER/DECEMBER, 2019 11 Modeling an Experimental Three-Bay Hopper car No. 300003 By Don Eastman

This is a follow-up on Al Kresse’s article in the C&O Historical Society Magazine, May/ June, 2019 issue, regarding coal hopper car No. 300003 of 1954. The C&O made five of these experimental 42-foot, three-bay cars. I decided to build this car in styrene at 1:48 or ¼” scale. Previously, I had scratch-built in excess of 1,000 units in past years. This was just another with three- bays instead of two or four. I started with a drawing made on engineering paper with ¼” squares. This became my template to cut the styrene panels to. In conclusion, the 69000-series of hopper cars are quite similar to this car.

Photo No. 1 shows construction from the bottom side doing the slope sheet angles are crucial in hopper construction. Walls were constructed using 0.030” styrene with the battens made by a pounce wheel on 0.020" styrene strips (from P and D Hobbies, Roseville, Michigan). These are overlaid by a 0.040 x 0.040" bar on top. The ¼” x ¼” main frame (center sill) is totally secured except for the O-Scale coupler pockets.

12 MAGAZINE Photo No. 2 shows the bottom of the three bays and added rivets at various spots. Slope sheets and doors are now complete.

Photo No. 3 shows the finished car with brake systems and ladders. Paint is primer black and lettering is from “Champion” decals.

Photo No. 4 shows an end view of the handbrake system and lettering.

NOVEMBER/DECEMBER, 2019 13 Loading C&O Box Cars on Car Ferries - Sunday April 27, 1969 By Al Kresse

Aerial view of the Chicago & North Western's and Ann Arbor's Manitowoc, Wisc., ferry slips circa 1954. The upper C&NW slip, with the larger (410½-foot), new C&O’s S. S. Badger, is on the top; and the Ann Arbor’s, with S. S. No. 6, is on the bottom. One can see that the upper loading apron, or floating ramp, is much shorter and the track curvature is tighter. (C&O Ry. photo, C&OHS Collection, CSPR 3328) What motivates me to Ill., and Gary, Ind., around Lake relatively straight center tracks. research and write an article? In Michigan, or across Lake Michigan The wing tracks were reserved this case it was reading a set of via the PM/C&O car ferries. A for shorter cars and lighter loads. instructions3 for the Ludington, 1924 Railway Age article, titled Also, the Manitowoc apron at CNW Mich., yard in the C&O Northern “Car Ferries Aid Transportation,” was shorter, older, and weaker Region Timetable No. 1, dated reported that using the car ferries, than most Lake Michigan ferry Sunday, April 27, 1969. It has bold versus passing through the aprons. Anything long or wide statements on the cover reminding Chicago terminals, saved 14 to 19 would have a difficult time making employees to destroy previous hours and reduced shifting cargo the switch to the wing tracks from timetables and to “READ THE damage caused by switching. the apron. Just making it aboard INSTRUCTIONS.” I quickly contacted Pere the boat would make it difficult to It stated for instruction T-93- Marquette Michigan-Wisconsin negotiate the curve onto the ship's 13-Ludington Yard: "in the Tracks operations experts Carl Shaver, stern. column – Loading Steamers; and Arthur Chaves, and Stuart Stuart – Well, a few thoughts. in the Instructions column – (c) Thomson and asked them “what Cushion underframe cars had Cushion underframe extension was the problem?” I received the devices that extended couplers drawbar cars are not to be loaded following feedback: out 20 to 30 inches on each end. in the wing tracks of all car Carl – Think about it . . . the So curvature could have been an ferries dispatched to Manitowoc- problems existed only at one end issue as well as vertical clearances. C&NW. They must be in the center of one route, and this is when C&O C&O got a few cars with Hydra tracks only. 90-ft. Hi-Cube cars still served lots of destinations in Frame-60 units as I recall. Check are restricted to Steamer No. 43 Wisconsin, including another slip those RBL's by Pullman in about (BADGER), center tracks only.” at Manitowoc. The problem was 62/63. The other problem was This reminded me that C&O probably in connection with the more economics. The car ferries had Cushion Underframe box apron of the CNW slip that may were designed for 40-foot cars. cars specifically designed to carry have made a curve too sharp for The new cushion cars in 1962 finished newsprint paper rolls some of these cars. were almost 50% longer, so less revenue per boat load. It got worse from mills located on the Fox Art – With bigger rolling stock River in Wisconsin to eastern as 89-foot auto racks and 86-foot in later years of ferry operations, box cars showed up. The DT&I, markets. These were shipped east long, heavy, or otherwise oversize either by rail through Chicago, when they got the AA, thought cars were always carried in the they could get automotive business 14 MAGAZINE moving west out of Detroit to incentivizing each railroad to PM’s Kewaunee operation was increase revenue but it backfired. return them directly the home pool abandoned in 1983. The following Longer and wider boats were yard or junction. is a sampling of typical C&O needed but too much money and The C&O either built or Cushioned Underframe box cars had high labor costs. But probably from this era. We’ll have more the problems you mention were converted its own cushioned box cars at Raceland, purchased B&O detailed discussions down the due to the physically different car road. designs. The AA operated DT&I 50- DuBois Car Shop or traditional foot Hydra Frame-60 box cars,too. builders-built cars, or leased cars References: from Fruit Growers Express. The Author’s note: 65-foot and 1. C&O Freight Car Diagram DuBois-built cars were assembled Book, updated to 1969, reprinted 50-foot with vertically-stacked, and finished from Thrall Car automobile frames loaded in by C&OHS as DS-7-049. Manufacturing Company gondola cars were also stowed on underbodies and supplier kit 2. Chessie System, C&O, B&O the center tracks. upper sub-assemblies and and WM Freight Car Diagram These timetable instructions components. book, updated to 1980, reprinted were issued during the 1963- by C&OHS as DS-8-178. These box cars started 1973 era of the joint C&O/B&O out as reconfigured 50-foot, 3. Greg Bruce’s post of an Mechanical Department’s standard clearance plated, or April 27, 1969, C&O Northern modernizing and reconfiguring route unrestricted, cars. Car Region Employee Timetable on of the joint line's box car fleet. sizes then grew to 62-foot cars the “PM/C&O/CSX Ludington The department’s committees designed to multiple clearance Subdivision” Facebook group. experimented with 10-, 20-, 24-, plate restrictions, and eventually and 30-inch stroke cushioning 4. Wisconsin Department of increased to 86-foot-long, Hi- devises mounted between sliding Transportation, “Wisconsin State Cube (low bulk density cargo) center sills, and to their 50- Rail Plan, 1983 Update,” Oct. 24, cars. Starting in 1975, during foot cars' load-carrying central 1983. the Chessie System era, C&O frames. Most of these cars had slowly abandoned car ferry internal load-shifting restraining service. It exited rail car service devices. These cars were at Jones Island, Milwaukee, configured for auto industry and Wis., in October, 1980 (auto specific merchandise industry’s service was extended for the requirements. Early on, General June-September, 1981 summer Motors’ individual car divisions season), and Manitowoc operations and the Ford Motor Company exited in January, 1982. The worked with the larger railroads to develop early auto parts car specifications that worked with their assembly plant loading docks (spaced for 50-foot-long cars) and standard part baskets or pallet sizes. Locations of parts plants and assembly plants determined the number of cars allocated for each railroad to be in that plant’s yard used along the various “just in time” shipping routes. The railroad also equipped insulated box cars with cushioning systems for transport of temperature-sensitive products such packaged chemicals, packaged foods, and beer. We’ve previously reported on the C&O’s “Bourbon Cushioned Underframe Box Cars.” Because they were configured to specific customer needs, they were typically pooled. This meant, under threat of penalty tariffs, the intermediate Experimental stretched and converted in 1962 from 40-foot PS-1 into a 50-foot cushioned railroads were forbidden to box car, No. 22618 is equipped with an extended draft gear, floating sill, National Gliding- commandeer them for their Sill cushioning devise, and modified couplers. It is painted in the C&O Box Car brown and white Futura livery. It has a crossing platform to keep the brakemen off stroking parts. own short term shipping needs, (C&OHS Collection, COHS 51044) NOVEMBER/DECEMBER, 2019 15 Early 1962 American Car & Foundry-built C&O 70-ton, 50-foot No. 22551 box car with “Cushion Underframe” script stenciling and C&O for Progress logo painted in Enchantment Blue and Federal Yellow livery. C&O cars of this era were often co-built with B&O cars. B&O cars were painted with their unique logos and Roman lettering, and in Royal Blue. (C&OHS collection, COHS 51865)

Overhead view of "Plate C" C&O 62-foot cushion underframe box car No. 490126. The roof is unpainted, leaving the galvanized steel exposed. (C&OHS Collection, COHS 37905)

(Below) Broadside view of C&O 50-foot insulated Cushion Underframe box car No. 23066 painted in the reverse Federal Yellow and Enchantment Blue livery. Ends are painted blue. Notice the long draft gear and coupler. (C&OHS Collection, COHS 21635)

16 MAGAZINE In train view of Fruit Growers Express Insulated Cushioned 50-foot box car leased and marked C&O No. 896353 with yellow sides/ doors and brown ends. January, 1970. (Photo by T. W. Dixon, Jr., C&OHS Collection, COHS 10612)

May, 1971, close-up view of Pullman- Standard-built C&O 62-foot Hi-Cube No. 488109 with expanding Air-Pak divider used to secure appliance boxes. This was captured at the Gibson Appliance plant, in Greenville, Mich. Notice the “excess height car” white end-caps. (C&O Ry. photo, C&OHS Collection, CSPR 12260)

November, 1964, broadside view of C&O 86-foot Hi-Cube automobile parts box car No. 301001 at GM Fisher Body stamping plant in Grand Blanc, Mich. The C&O for Progress logo is stenciled on a yellow target. (C&O Ry. photo, C&OHS Collection, CSPR 11456-63)

NOVEMBER/DECEMBER, 2019 17 Chessie Carries On - Begins Her Fifth Life! By Thomas W. Dixon, Jr.

The classic Chessie. C&O ran ads in the mid 1930s saying “Chessie – As We found Her.” This is the original and never-changing kitten. (C&OHS Collection, Logo 47) The C&OHS always has been third life she became the corporate vitally interested in the history and image of the new Chessie System use of C&O’s Chessie advertising Railroads in 1972. Her fourth life emblem. We plan to do some has been as a nostalgic historical new things with her, to start her figure we use to tell the story of the perhaps on another one of her nine C&O and of railroading. She is also lives. an important part of advertising Almost everyone knows the history in general. The Wall Street story of how Chessie was used by Journal once called her “the kitten C&O starting in 1933 to advertise of destiny” because of her long use the comfort of its trains with the in massively successful ads. phrase “Sleep like a kitten and There was an interest in wake up fresh as a daisy on C&O’s creating a new name for the joined fleet of air-conditioned trains.” The systems when C&O and B&O first ad featuring her was in the united in 1963. Tax considerations September, 1933 issue of Fortune in Maryland that required the magazine, and C&O’s 1934 word “Baltimore” in the corporate calendar featured her. From then name in order to get certain on, she appeared in thousands of breaks initially limiting what ads and on every C&O timetable. could be done. A study ordered When COHS took over the at the time (1964) suggested Chessie calendar in 1992, CSX “Chessie System,” but it was never CEO Hays Watkins said that implemented. “Chessie is just on the third of her However, C&O/B&O public nine lives.” He was right. First, relations officials tried to give she was the railway’s attractive B&O a kitten mascot. They found way to convey the comfort of air- some additional Guido Gruenwald conditioned travel on C&O’s great etchings (he was, of course, the passenger trains. creator of the Chessie etching back With passenger trains fading in 1933) and adopted one he had in the 1950s-60s, Chessie began done of a wide-awake young cat her second life as she took over that they dubbed “Bessie.” The C&O’s, and then C&O/B&O’s, new kitten was featured in the freight service by advertising company magazine, playing cards Joint C&O/B&O public timetable still “pur-r-r-fect transportation.” In her were issued, and frameable prints featured Chessie in this 1967 edition. prepared (in a set with Chessie (C&OHS Collection) 18 MAGAZINE corporate advertising symbols in the country.” After the newspaper article appeared, letters poured into the C&O/B&O offices in Cleveland and N&W in Roanoke. They were all in Chessie’s favor. The Roanoke Times got into the act when it reprinted the Plain Dealer’s editorial and C&O/B&O’s Public Relations Chief Howard Skidmore said that at the time of the C&O/B&O affiliation, had been discussion of continuing Chessie (as mentioned earlier in this article). Of course, the wreck of the Penn Central and deteriorating N&W President Herman Pevler (center) and C&O/B&O President Gregory DeVine (right) eastern railroad situation doomed discuss the merger talks with New York Times reporter Robert Bedingfield at N&W the merger. But there was also a boardroom in Roanoke, Va., 1969. (C&OHS Collection, COHS 51863) definite rivalry between C&O and N&W more than the executives and Peake), but Bessie just didn’t public, and as it turned out, even ever acknowledged (in fact, denied) catch on. There simply could be among shippers. during interviews when the PC no replacement for Chessie in the Norman W. Allison, supervisor- problems came up in questions. hearts and minds of the people traffic for Fisher Body Division of who had known her for 30 years. This author once discussed General Motors, wrote to C&O/ the merger talks with the late Pete However, the merger of C&O B&O Cleveland headquarters and Carpenter (who was twice CSX and Norfolk & Western (N&W) was said: “We have come to associate CEO). Carpenter was a junior actively underway in 1969. The Chessie and the C&O as a symbol executive at the time of the merger Interstate Commerce Commission of everyday tender consideration talks, having graduated from the was holding hearings, and C&O for the shipping public, and know C&O/B&O “Management Trainee” and N&W both appointed executive that personal care can be expected program. He said that during one teams to deal with the details when we call upon C&O. We would session the two merger teams of the merger. Their presidents like to add our feeling to that of were meeting in a Roanoke hotel, held news conferences about it. many shippers and other citizens but they really weren’t “meeting.” Locomotive orders were being that the C&O/B&O corporate The C&O/B&O team was in one coordinated so that road numbers trademark of Chessie be carried on suite writing up proposals that would not conflict, and everyone to the merged company.” Carpenter would then deliver to more or less thought it was going The Cleveland Plain Dealer the N&W team in another suite. to happen in the fairly near future. newspaper then ran a story about He would then bring back the That was the year that the C&O the merger and said “She [Chessie] responses. This certainly looks a Historical Society’s Newsletter probably is the best-known little like the problems that Penn began reporting on the merger and corporate trademark since that Central had. some of those events. little dog stopped poking his head Two years later, the N&W One thing that most people into a Victrola to hear his master’s merger now dead, recently-elected didn’t understand was that the voice.” They were referring to the CEO Hays T. Watkins ordered N&W side saw this as more of a RCA trademark. a new image for C&O/B&O. “takeover” than a merger and that The Nov. 7, 1969 issue of His agent for this was Howard they intended to subsume C&O, Life magazine depicted Chessie Skidmore, the company’s far- B&O, and WM just as they had in the company of “Nipper,” the traveled and masterful public Nickel Plate and Wabash five years RCA dog, and Mobil Oil’s flying relations man. Skidmore asked before. For many insiders it did horse Pegasus in an article about Franklyn Carr, his director of indeed seem that N&W was the corporate symbols. The article design, to create a new image dominant partner in the talks. decried the rage of “creating using the name “Chessie System.” This, of course, eventually led corporate trademarks out of Carr developed a very bold font people to start talking about what nothing more appealing than a with a capital “C” that utilized would become of Chessie once clutch of initial letters.” the outline of little Chessie in its central void. For the first time the C&O became part of N&W. Given And, of all things, N&W kitten began to appear on cars the breadth and depth of Chessie’s President Herman Pelver called and locomotives, now painted in a 36-year career up to that time, this Chessie “one of the greatest was a natural question among the flashy yellow, blue, and vermilion NOVEMBER/DECEMBER, 2019 19 Proposed N&W-C&O/B&O merged system. Note that it also included D&H, Erie, Reading, C&J, and B&M. (C&OHS Collection, MAP 112) livery. It was a stroke of genius the company itself produced by the people involved, Watkins souvenir items for its patrons and For the full story of the failed in deciding to do it, and Carr in others, such as playing cards, C&O/B&O-N&W merger making it happen with his artist’s art-prints for framing, pins/ proposal, see the chapter in the eye. buttons, brochures, glassware, C&OHS book Chesapeake & Ohio Chessie System was a breath clothes, pajamas, etc. Later, Decades of Change 1961-1981 In of fresh air in the deteriorating starting in the 1970s, outside Color -- Available as BK-17-893. eastern railroad situation. The companies were licensed to create bright new engines and cars made things for the growing railfan china and glassware. employees proud of their company market. Everyone loved Chessie, and caused customers and the so she was a hot commodity. However, the image of Chessie, public to take notice that railroads One now finds it is hard to name or should we say the memory of were still there and still doing a memorabilia (railroadiana) or her, has dimmed over the years as important work transporting the souvenir item that hasn’t born people who knew her in her great goods required by the nation. The Chessie’s image. In fact, the Nov. days of advertising train travel image of Chessie System, finally 17, 1969 issue of Chessie News, have aged or passed beyond the discontinued by CSX in 1985, still when the N&W merger was being vale. discussed, C&O’s Public Relations commands a great following in the At the same time, C&OHS railfan and modeling community, Department was still offering no fewer than 26 different Chessie realizes that Chessie is timeless. especially the farther back in time Even people who have no memory it goes. items for sale to its employees and the public, ranging from or idea of her as a train travel C&OHS has published the stuffed toys to pocket knives, and promoter, still loved to see the official Chessie Calendar since bathmats to socks! cute little cat depicted in so many the 1992 edition, mainly using unusual period locations and great old calendar art and By arrangement with CSX, poses. C&OHS has contributed to this advertising illustrations from the Therefore, I propose that 1930s-1960s. Chessiemania over the years, issuing our own plethora of Chessie is poised to start her Certainly, hundreds, and themed items in addition to the fifth life: Helping to teach new probably thousands, of Chessie- calendar. We even carried it generations about how America themed products have been further by reproducing dining car was in the days of the passenger issued over the years. At first train when a fictional kitten 20 MAGAZINE Clerical personnel in the C&O/B&O Cleveland headquarters pose with some of the letters they received in support to continuing Chessie in November, 1969. (C&O Ry Photo, C&OHS Collection, CSPR 12030-3) introducing Chessie, not just to railfans and modelers because we have always known and loved her. We want to introduce her to new generations of people who can identify with the cuddly little animal that received acres of newsprint and millions of advertising dollars in the last 30 years of train travel. Indeed, it might be said that she was the kitten who became a railroad! The Canadian Pacific has its Beaver mascot and the Great Northern the Mountain Goat, while Norfolk Southern introduced the rearing Stallion in recent decades, but none can compare with the appeal of Chessie. We hope to create a Chessie- themed website this coming year as well as reissuing the book Chessie, the Railroad Kitten, by this author. It went through 29 printings between 1987 and 2010. And. . . never daunted, we plan other new memorabilia items. Look at our new, recently-issued catalog for new items in 2020, or go to www.chessieshop.com. If you like Chessie, we’re your first and last stop. Buying these items will help us preserve her special place in railroad and captured the heart of a nation. of all time. Perhaps it is the oldest advertising history and the C&O as Perhaps she can still help us recall themed calendar of any type her progenitor. an age of greater innocence, and continuously issued. These are the times when we maybe she can help us see how Our new children’s book, need you, Chessie! much we have lost while we were Chessie Takes a Train Ride, is gaining so much. the first of this genre since Ruth We still have the Chessie Carroll did her two books, Chessie calendar, the 2020 version being (in 1936) and Chessie and the the 87th edition, making it the Kittens (in 1937). We hope that longest running railroad calendar this book will be the start of

NOVEMBER/DECEMBER, 2019 21 The first of a long line of Chessie stuffed animals is pictured here in 1954. Many different issues were designed and manufactured by “Miss Clare” of New York for C&O and C&O/B&O, ending in about 1969. They were given to shippers as corporate gifts initially, but in later years sold to employees and the public. C&OHS has several of these in its artifact collection. (C&O Ry photo, C&OHS Collection, CSPR 3239)

Chessie merchandise display from 1959. (C&O Ry. photo, C&OHS Collection, CSPR 10722)

(Below) Bridge set with cards, coasters, and pad featuring Chessie and Peake from the company merchandise collection in 1965. (C&O Ry. photo, C&OHS Collection, CSPR 11580-1)

22 MAGAZINE A full set of Chessie pajamas were prepared before Christmas in 1955. A member of the C&O PR staff poses here. (Above) Another frequently issued Chessie item was a woman’s (C&O Ry. Photo, C&OHs Collection, CSPR 10260) scarf. Many different styles can be found in collections today. This photo was taken by C&O’s PR Department about 1959. (C&O Ry. Photo, C&OHs Collection, CSPR 3232)

(Above) Neckties were also popular, and one could probably collect a couple of dozen different styles, right through Chessie System designs. C&OHS even issued our own Chessie tie about 20 years ago! Not much call for them in our present era, though. (C&O Ry. Photo, C&OHS Collection, CSPR 3238) (Right) This page is from the Nov. 17, 1969 issue of the company newspaper Chessie News. It contains an order form and descriptions of 26 Chessie-themed items C&O/ B&O was selling for that Christmas. (C&OHS Collection) NOVEMBER/DECEMBER, 2019 23 This is one of several Gruenwald etchings that C&O PR officials found in the 1960s. They attempted to use one as "Bessie," B&O's mascot. Therefore it was to be "Chessie of the C&O and Bessie of the B&O." This did not work at all. PR officials did, however, use some of the other etchings for various memorabilia items. This is a print from 1968 showing "Chessie's Playmates." In the mid-1960s era, C&O/B&O was still struggling for identity. Though Chessie was the dominant image, there just didn't seem to be a way to work her into the C&O/B&O scheme. (C&OHS Collection, CSPR 5290)

(Above) Fenton Art Glass Co. of Williamstown, W. Va., made a series of heavy glass candy "boxes." C&O gave them as corporate gifts starting sometime in the 1960s, using a different color glass each year. In later years, they were also sold by the company and Fenton to the public. It was probably issued in a dozen different colors over the years, including one made especially for the C&O Historical Society. It must certainly be one of the best known Chessie memorabilia items. (C&O Ry. photo, C&OHS Collection, CSPR 12138-12)

(Right) The 1967 calendar used the classic Chessie image as well as some of the "discovered" Gruenwald kitten etchings. This wide awake young kitten is peeking out of a Pullman berth even though such accommodations had disappeared in 1950. (C&O Ry. photo, C&OHS Collection, CSPR 12368-1)

24 MAGAZINE from the archives Pere Marquette Business Car No. 1 - C&O No. 15 By Thomas W. Dixon, Jr.

Nice 3/4 view of PM No. 1 taken in October, 1943. The car had been in PM service four years at that time. (C&OHS Collection, COHS 50997) It is interesting to note plus the wording “and car.” That Pere Marquette had three that most of the C&O (and PM) entitled the officer to bring his car wooden business cars. They were business cars were purchased along on the foreign line. Probably replaced by three steel versions, secondhand. So it was with Pere the area where C&O business cars beginning with the No. 1 edition Marquette’s second No. 1 (the first traveled offline the most was on treated in this article. No. 1 was a wooden car). the Nickel Plate between Cleveland The C&OHS photo collection A recent issue of Classic Trains and Marion, Ohio, as officials recently accessioned a set of magazine had an article discussing moved to and from the Cleveland photos taken in October, 1943 business cars in general and the headquarters after the Van showing Pere Marquette business C&O fleet in particular. C&OHS Sweringen takeover. car No. 1. Those photos are has just acquired business car Some of the remaining reproduced in this article. We are Chessie 29, as well as Erie 400 (ex- business cars were sold to other fortunate to have these small, 3x4- C&O business car No. 2) so this lines or private persons when inch prints. They are quite sharp type of car has come to the fore in C&O gave up its last passenger so must have been taken with a general interest. train operations to Amtrak in good camera. They came into our C&O usually had about a 1971. Others were retained for collection years ago from materials dozen business cars on its roster, special purposes including track we received from the company in with a high of 15 in the early inspection. CSX has a fleet to this the 1990s. 1950s. Called office cars on many day. The car was completed by lines, C&O called them business When C&O President Walter Pullman’s car manufacturing cars, but they were still sometimes Tuohy acquired the first corporate division on May 4, 1927. Named referred to as “official.” These airplanes, he called them “flying St. Nicholas, it was a truly private cars were assigned to specific office cars.” See the April, 2001 car, built for Mr. William F. Kenny officials for their use in conducting issue of this magazine for the of New York City. Kenny was a business and travel from point whole story of the railway’s aircraft prominent building contractor in to point on the C&O system. fleet. (Digital downloads of this New York and a multi-millionaire. Business cars were occasionally magazine are available for $8.95 In 1927, although the ownership interchanged with other railroads by calling 540-862-2210) C&O and use of a private railroad car as well, and in fact railroads eventually had a fleet of planes was certainly a status symbol, the sometimes issued annual pass that was well-used, but it still era of the individually-owned car cards to officers of other lines maintained the business car fleet. was almost over. that read with the official’s name

NOVEMBER/DECEMBER, 2019 25 This was the very end of the weight, with six-wheel trucks. C&O’s new standard three-color private car era that began when It had a partial clerestory roof paint scheme. The addition of railroads carried the privately- largely obscured by outside air- stainless-steel fluting along the owned cars of the monied classes conditioning ducts. The rear sides under the window band to in the late 19th century. By platform was of standard design match C&O’s new lightweight cars the late 1920s, though, other with large windows facing from occurred between 1963-1967. accessories were becoming the lounge/observation area. It No. 15 lasted beyond the end of available on airplanes and luxury had three large bedrooms, each passenger service into the Chessie autos. Maintenance/use of with an oversized brass bed. System and CSX eras. It remained private cars was a very expensive These luxury beds were retained in service until 1988, was retired proposition similar to owning a after the car was acquired by PM and displayed for a few years at yacht. Therefore, the number of and later in C&O service. See the White Sulphur Springs station, private cars being hauled around accompanying C&O mechanical and finally was sold to private on scheduled railway trains was diagrams for layout of the car in interests in 1999. Anyone having gradually diminishing. railroad service. photos of the car in C&O, PM, or We don’t know why Kenny The car came to C&O with Chessie System service is asked to decided to sell the car, but Pere the Pere Marquette merger in contact us at [email protected]. We Marquette purchased it in 1939 June, 1947. The mechanical can always use additional images. and numbered it as PM 1. diagram states “PM business Car The car itself was of steel 1 restenciled C&O 15, 7-28-47.” At construction, 198,100 lbs. in some point after 1950 it received

The car from the front or vestibule end. (C&OHS Collection, COHS 50995)

(Below) Rear of PM No. 1 No. 1 featuring its open platform. (C&OHS Collection, COHS 50996)

(Above) No. 1's observation compartment had a desk at left facing to the rear as well as a radio on the right side of the door. Note the wood paneling. (C&OHS Collection, COHS 50998)

26 MAGAZINE No. 15 on the coach track at Hinton, W. Va. station on May 23, 1969. By this time the letterboard was plain in keeping with the C&O/B&O standard for passenger train cars. Fluting had been added by this time. (T. W. Dixon, Jr. photo, C&OHS Collection, COHS 37768)

The dining table was small, with four chairs and a nice wooden buffet. (C&OHS Collection, COHS 50999)

(Right) In its last dress, No. 15 wears the CSX paint scheme on the rear of the eastbound Cardinal, just west of St. Albans, W. Va., Feb. 28, 1988. (Jay Potter photo, C&OHS Collection, COHS 51864)

(Left) Rear platform of No. 15 at Hinton, May 23, 1969. (T. W. Dixon, Jr. photo, C&OHs Collection, COHS 37769)

NOVEMBER/DECEMBER, 2019 27 Overhead view of No. 15 in its Chessie System paint scheme at Toledo on Sept. 14, 1980. (Dwight Jones photo, C&OHS Collection, COHS 34950)

Mechanical diagrams for No. 15 revised to 1963 and 1970. The fluting was added between these two dates. (C&OHS Collection)

28 MAGAZINE C&Oddity - C&O's Forced draft experiment

When we came across the Steam Locomotive in the Twentieth The Texas & Pacific did apply photos in this article, we had no Century by Tom Morrison, which a similar device to a 2-10-2 in idea what was going on. It and the Society sells. The fairly detailed 1926 with a Coppus fan driven another came with a batch of C&O description in the book about by a steam turbine. Along with Mechanical Department photos forced draft states that a steam special grates, a closed ashpan we acquired some years ago, but engine’s fire could be improved and other adjustments, T&P was only recently began entering in the by a fan forcing air into it. This able to measure an increase of collection. augmented the draft that was 400 horsepower and burning The photos are of G-7 2-8- normally intermittent, based on lignite without sparks. But the 0 Consolidation type No. 963, the exhausts from the cylinders application was not repeated. built by Alco’s Richmond Works as the steam exited through the According to Morrison’s book, in 1903. This is the number nozzle and out the stack. This a Professor Goss proposed a turbo- given it during the 1924 general created a back pressure of up exhauster. “Exhaust steam drove renumbering, so that means the to 24% in steam locomotives, a turbine mounted inside the picture was taken after that date. whereas stationery steam engines smokebox with its axis horizontal; There was, however, no writing and marine engines often had a fan was mounted on the turbine on the two yellowed 5x7 prints as little as 1% because they had drive shaft. The device was tested to indicate anything about this fan-assisted draft, and also were on a locomotive, but it is not clear unusual arrangement. run at a fairly consistent rate. This to whom the locomotive belonged. was, of course, in marked contrast Immediate problems were abrasion The engine's regular stack had to locomotives. been replaced by this outsized one. of the fan blades by cinders and It has some type of wire apparatus Designs were proposed to reduction of the blade efficiency on its top as well. The lettering increase locomotive performance due to accumulation of oil.” Well, “-42” DIA-” was inked on the by adding a forced draft. Frans it seems that these photos are photos, clearly telling us its size. Coppus added a fan at the base positive proof that C&O was the of the stack, driven by live steam, railway that did the experiment. We were left without a while a second fan at the fire door clue until Karen Parker, whom Thus, we find another forced air in that direction. Though example of C&O’s consistent we always consult on steam this scheme received some support locomotive matters, said that it experimentation and work toward it was never actually applied to a improving engine performance that might have been associated with locomotive. a “forced draft” experiment. This lasted to the end of steam. led us to the book The American (C&OHS Collection, COHS 45439) NOVEMBER/DECEMBER, 2019 29 Chessie System is Created By Thomas W. Dixon, Jr.

We are all familiar with the seemed to say that it was still hard Carr’s Chessie System styling bold image of the Chessie System at work doing transportation for for cars and locomotives lasted era between 1972 and 1985. As the nation. until 1985 when it was finally mentioned in the article on Chessie As a salute to the past and to supplanted by the first of the in this magazine (page 18), CEO tie in with the name, Carr designed several CSX paint schemes that Hays Watkins wanted a new image the capital "C" of the road name have been used since that time. for C&O/B&O and commissioned using an outline of Chessie in During the 1972-1985 period his Public Relations Department the central void. This would not of its use the scheme always head, Howard Skidmore, to have worked if he had not been included large lettering indicating develop it. sure that most of the people in to which of the three railroads Thinking back to a study done the region had memories of the the equipment belonged: C&O, when the C&O/B&O affiliation first sleeping kitten. Otherwise, it would B&O, or WM. All the subordinate occurred, Skidmore immediately have simply looked like a very companies were merged into suggested "Chessie System," and oddly shaped "C." CSX Corporation in 1986 and that apparently was taken as the Franklyn J. Carr, Skidmore's We are reproducing herewith designer, went to work creating occasion to implement a redesign a page from the Sept. 1, 1972 of the equipment. Although the a new, bold, image. His aim was issue of the C&O/B&O employee to fashion something that set the CSX announcement of 1981 said newspaper, Chessie News. In that those letters would never new company apart and gave it it, Hays Watkins holds one of both a connection with its heritage appear on equipment, no other Franklyn Carr's renderings of a design was ever selected, and the and a "new look." After all, it was caboose in the new Chessie System the early 1970s and exaggerated initials did become the herald/ livery as he explains about the logo. color schemes were the rage from revamped corporate image. (See clothing to automobiles. (Above) Franklyn Carr's rendering of his page 34). Chessie System concept on a locomotive. The new, bright yellow By the early 1980s most of the He chose B&O 1977, which was another locomotives, trimmed in blue C&O and B&O locomotives had salute to history and heritage as 1977 would mark the 150th year of operation and vermilion emblazoned with been repainted and, of course, all a striking CHESSIE SYSTEM for B&O. It was a GP40-2 delivered in the new ones came with Chessie November, 1972. (C&O Ry. photo, C&OHS font, made employees proud and System paint from the builders. Collection, CSPR 12460) shippers and the public take Likewise all the new freight cars (Right) Franklyn Carr and his assistant notice. Railroads at that time had the big "Ches-C" as the capital Mary McCarthy are at work on the Chessie System designs in the Cleveland Public were getting bad press, with the letter was known. It served as the Penn Central debacle and the Relations Department office in mid-1972, herald when the full road name looking toward a debut of the designs general malaise of the era. The wasn't used. later that year. (C&O Ry. photo, C&OHS new Chessie system paint scheme Collection, CSPR 12457-1)

30 MAGAZINE NOVEMBER/DECEMBER, 2019 31 The Chessie News staff photographer visited numerous locations to get employee reaction to the new "corporate image" and to take a few photos for the paper. This scene was taken at Fostoria, Ohio as employees pose with a Chessie System rendering. (C&O Ry. photo, C&OHS Collection, CSPR 12463-11)

(Above & Left) Unveiling of the Chessie System paint scheme at Clark Street yard in Cleveland, August, 1972. Hays Watkins looks on from the speakers' podium as a bevy of pretty girls unveils the first Chessie System unit. (COHS Collection, CSPR 12469-D24 and 12469-D28)

32 MAGAZINE A short train of newly-painted Chessie System equipment was sent on a tour around the system in late 1972. This is a photo of the display at Chicago in October of that year. Businessmen are checking out the cars while a couple of Chessie System technicians, replete with their lab coats, attend to the exhibit. (C&OHS Collection, CSPR 12483-a14)

The first new engines delivered with the Chessie System paint scheme were GP40-2s. Here a set of two, fresh from the builder, brings one of five special trains into the station at White Sulphur Springs, .W Va., as General Motors executives arrive for a conference. What better way to introduce the new design? (T. W. Dixon, Jr. photo, C&OHS Collection, COHS 31065)

NOVEMBER/DECEMBER, 2019 33 [Reprint]

*Reprint from Chessie News, Sept. 1, 1972. This entire issue of the magazine was devoted to the new Chessie System corporate images and included many photos of employees across the system voting for Chessie as the new image for the company.

34 MAGAZINE A Modern Truck Mine By Thomas W. Dixon, Jr.

2 3 1

General view of the Ratliff, Ky., truck mine tipple: (1) Large steel hopper into which the trucks dumped their loads so the coal dropped underground and onto a conveyor belt; (2) steel framework to support the coal conveyor belt as it emerged from underground; (3) the Marrowbone Branch line with a gondola sitting on what probably was the track used for loading hopper cars. (C&O Ry photo, C&OHS Collection, CSPR 11431-B9) This article uses several photos taken by C&O’s Public Relations and Advertising Departments illustrating a facility being built by the Ratliff-Elkhorn Coal Company for its truck- supplied tipple at Ratliff, Ky., on the Marrowbone Branch off the Big Sandy Subdivision. location of Ratliff truck mine Most truck mine tipples were rather non-descript, rickety, home- → made contraptions that grew to serve coal originating in small mines not located on a railroad line. The coal was loaded into to highway trucks, taken to a truck mine tipple, and usually dumped directly into waiting C&O hopper cars. See an article about this type of tipple in the May/June, 2019 issue of this magazine. We were surprised to find photos in the C&O archives' official collection showing showing a very “modern,” substantial, and apparently high-tech (for the era) truck mine tipple being built in 1964. All we know about it derives from the seven negatives in the collection. The photos reveal a traditional truck dumping platform on a hillside, shored up by timber cribbing. From this spot the coal truck tipped its load into a large conical steel hopper below the berm of the hill. Instead of going directly into C&O hopper cars as

NOVEMBER/DECEMBER, 2019 35 in virtually every other truck mine we have seen, the hopper delivered the coal to an underground conveyor belt. The conveyor then carried the coal underground for what looks to be about 200 feet. It emerges from the ground and goes over the Marrowbone Branch track on a steel framework. It appears that there is a siding at this point on which hopper cars could be positioned for loading. This is a neat arrangement and quite unusual, perhaps unique on C&O. When this tipple was built in 1964 there were few truck mine tipples left. Most of the small operators that used them went out of business since the boom days of 1910-1945. This might be an interesting small facility on a model layout.

(Above) The tipple from the bottom of the hillside showing the large steel hopper that received the coal and delivered it to the underground conveyor belt. (C&O Ry. Photo, C&OHS Collection, CSPR 11431-B6)

(Right) This photo was taken atop the conveyor belt support structure, looking back toward where it emerged from the ground and farther back to the tipple area. The whole complex is under construction, so the belt itself has not been installed yet. (C&O Ry. Photo, C&OHS Collection, CSPR 11431-B3)

36 MAGAZINE C&O/B&O-N&W Merger Cabooses By Thomas W. Dixon, Jr.

C&O International Car Company extended-vision caboose No. 3111 was built in 1968 using the blue paint scheme. This styling was in anticipation of the never-accomplished N&W merger. The talks were going on at the time this series of cars was being built. (C&O Ry. photo, C&OHS Collection, CSPR 11901cl-1x) The accompanying photos are Of course, by 1971 the merger Change - 1961-1981 - in Color, of a C&O caboose in the new blue was dead. Then, in 1972, the available, from chessieshop.com or paint scheme adopted in 1968, yellow Chessie System scheme was phone 540-862-2210, as catalog and of a N&W blue caboose of the introduced. Therefore, within a No. BK-17-893. same era. This was the result of little over a decade C&O cabooses the C&O/B&O-N&W merger talks had three different paint schemes: that were underway at that the The old red up to 1956; the yellow time. (See page 19 of this issue.) after that until 1968; and then Everyone thought that the the blue scheme until the Chessie merger would be accomplished System design was introduced in eventually. Therefore, a committee 1972. was selected from each railway to The full story of the failed N&W do what they could in advance that merger is contained in our book might expedite the integration of Chesapeake & Ohio - Decades of the two operations, once approval was obtained. This included some number rearrangements for locomotives, and the paint scheme for cabooses. C&O had adopted a yellow scheme in 1956 for its cabooses, but this was superseded in 1968 with a solid blue styling that would coincide with the N&W's cars. The first cabooses to get this styling were being rebuilt at Grand Rapids shops at the time (C&O 3500- 3600 series). The first new cabs with this styling were the extended vision cars (3100-3300 series) built by International Car Co. in 1968- 71, as illustrated in this article. A typical N&W caboose of the late-1960s with its blue paint scheme. (C&OHS Collection)

NOVEMBER/DECEMBER, 2019 37 The Railway Post Office Mail contracts between declined after World War II, mail (RPO) has been written about railroads and the Post Office income often supported a train and extensively. The story of how it Department (Railway Mail Service kept it running. revolutionized mail transportation (RMS)) called for a per-mile The Post Office began shifting through en route sorting, and payment for hauling cars loaded transportation away from trains created probably the best mail with mail. The most money was and onto highways and airlines service in history for the period paid for carrying RPOs with their during the postwar period. When 1900-1960, is fairly well known. contents and crews of postal mail contracts were withdrawn However, the transportation clerks. Cars that carried mail in from trains the trains themselves of mail between stations and sealed bags (termed variously were often discontinued by the terminals that was not sorted or storage mail, closed pouch mail, railroad because they could not managed during the trip has been or sealed pouch mail) were support themselves well enough neglected and is largely unknown transported at a lower rate of pay. by transporting passengers alone. or misunderstood by railfans, Together, the two types of mail This became a self-perpetuating historians, and modelers. Yet it often contributed an important cycle in the 1950s-60s. Trains formed an important part of mail part of the revenue for a passenger were cut, so the vast and transportation. train. Indeed, as ticket sales intricately interconnected mail 38 MAGAZINE Storage Mail on the C&O By Thomas W. Dixon, Jr.

K-4 2-8-4 No. 2767 powering mail and express (M&E) train No. 103 at Alleghany, Va., in 1947. The consist appears to be a box express car, two express cars, express refrigerator car, four storage mail cars, and a combine for the crew. No. 103 and 104 were put in service in 1943 as mail and express-only trains to handle heavy WWII traffic. No. 104 was consolidated with local No. 14 in 1950, but No. 103 continued M&E only until October, 1958 when it was discontinued and its traffic shifted to the name trains. (Gene Huddleston photo, C&OHS Collection, COHS 26209)

transportation system began to agreed upon. On the surface, it dedicated just to mail (or mail become disconnected, and as is undeniable. However, David and express) use. Third, they had that happened the Post Office P. Morgan, the famous long-time to employ laborers to load and discontinued rail mail routes, editor of Trains magazine took a unload mail to and from trains, substituting airlines and highway different approach to the problem not only in dedicated terminals trucks. As routes were withdrawn in his classic full-magazine article but in smaller on-line stations. trains were cut, and so on. An “Who Shot the Passenger Train,” Fourth, handling of mail often argument can be made that this in the April, 1959 issue of Trains. slowed the schedules of trains rather rapid disintegration of the Morgan postulates that though in an era when faster movement railway mail system was one of the mail revenues were important, was becoming paramount for principal causes for the end of the railroads still incurred many passengers. Fifth, a management privately-operated passenger train otherwise avoidable costs. structure was necessary for in America. First, they had to build and coordination of mail transportation That the loss of mail contracts maintain cars for the exclusive use on the railroad and with the RMS. had a decidedly adverse effect on of the RMS. Second, they had to Sixth, additional motive power C&O and the railroad passenger build and operate major terminal was required because of longer, system in general is generally facilities in large cities that were heavier trains. Morgan thought

NOVEMBER/DECEMBER, 2019 39 This was sometimes carried in an RPO, stored at one end where a small space was allocated for it. Usually it was carried in the baggage car and handled by the C&O’s baggageman. A “working” storage mail car might also deliver closed pouches to way stations. The “working storage mail” car was also operated by C&O’s baggageman and carried next to the baggage car. In this case the RMS paid the C&O a “per pouch” rate based on the number of bags handled. C&O handled much of the storage mail routed over it on the mainline local passenger trains. Consists of these trains often comprised more mail and express- carrying cars than passenger Storage mail car No. 247 at the Huntington, W. Va. shop yard in August, 1970, at the end if its 20-year career in closed-pouch mail transportation. Note the lettering used on these coaches. Mail and express traffic ten cars (240-249). T. W. Dixon, Jr. photo, C&OHS Collection, C&OHS 43837) is often referred to as “headend business” since these cars were that, at least in 1959 when he was at Charleston it was unloaded usually handled at the head of the writing, mail transportation was and the “closed pouch” storage train between the engine and the essentially freight transportation mail in it opened and resorted at cars carrying passengers. and incompatible with passenger Charleston. It was either delivered operations. It may have made in the city or sent to other nearby Many railroads, especially in sense in 1925 but not in 1960. localities. Therefore, storage mail more densely populated areas, ran often moved in sealed cars that trains comprised only of mail and Whether or not one accepts express cars, without passenger Morgan’s analysis, the fact were not opened between their origin and destination. accommodations. This allowed the remains that mail traffic was an bunk of mail and express business integral, important, and valuable Some closed pouch mail to be handled by the slower locals, part of railroad operations from the was also carried to smaller where speed was not a primarily earliest years, almost up to the end stations along the car’s route. of the traditional passenger train. The RPO was the leader in importance because it generated the most income for the railway and carried the highest priority mail (first class letter mail and second class newspapers and magazines). Lower class mail consisted mainly of less time sensitive publications and “parcel post” packages of over 13 ounces sent at a much lower rate of postage than first class letter type mail that only went up to 13 ounces. This mail was not carried in RPOs or sorted en route. Rather, it was sorted in post offices, usually in major cities, and placed in bags/pouches that were labeled for other major post offices. These bags were then put on trains and off-loaded at their destination stations/terminals. An entire car might be sent on C&O for example from Washington, D.C. The lettering on this storage mail car is clearly visible as No. 241 was being loaded at Main to Charleston, W. Va. On arrival Street Station in Richmond, Va. (C&O Ry. Photo, C&OHS Collection, CSPR 10684-A29) 40 MAGAZINE consideration. The dedicated mail and express (M&E) trains were run similarly to local freight trains, since no consideration had to be given to passenger accommodation. C&O did not operate dedicated M&E trains until 1943 when the press of both headend and passenger business during WWII required them. Nos. 103 and 104 were placed in service for this purpose. No. 104 was eventually consolidated with local passenger train No. 14 about 1950, but No. 103 continued as M&E-only until October, 1958 when both Nos. 14 and 103 were discontinued. From that time forward all headend business was handled by the through name trains.

During Christmas mailing Since storage mail cars were often sent sealed from terminal-to-terminal, they were seasons C&O (and most large sometimes positioned so they could be switched out easily. Here No. 4, the eastbound railways) added special all-mail Sportsman, is leaving Hinton, W. Va., on a foggy morning, Sept. 20, 1963, with two and express trains, usually as storage mail cars from Charleston to Washington on the rear. They had simply been tacked on the rear as the train paused at Charleston at 3:45 a.m. second sections to the regular (L. D. Lewis photo, C&OHS Collection, COHS 50763) trains, to handle the extra mail. At other times the mail traffic was sometimes very heavy. For did not preclude storage mail being The full story of RPO and example, the arrival of Sears carried in cars still lettered for storage mail operations on C&O & Roebuck mail order catalogs express, depending on the traffic and predecessors 1839-1969 is (large 1,000-page softbound) often volume. covered with photos, diagrams, required extra working storage The rebuilding of these cars and data in the C&O Historical mail cars. One of the M&E trains was simple. First the wooden Society’s quarterly History Series might have to stop at a station doors were replaced with steel book No. 14, titled Chesapeake for a long time just to unload versions fitted with rounded-corner & Ohio, Mail by Rail, by this the catalogs that went to almost windows. This same treatment was author. It is available as catalog every home in America, especially given express cars in the same No. BK-16-878 - order through in rural areas. This was not a period. Inside, 31 pairs of floor-to- chessieshop.com or phone 540- problem for an M&E-only train. ceiling metal pipes were installed 862-2210 weekdays 9 a.m.-4 p.m. The pouches themselves through the car (see diagram were assembled in post offices accompanying this article). These or prepared in what were called allowed bags of mail to be stacked “Terminal Railway Post Offices.” high, the steel pipes supplying These facilities operated the same steadying stanchions for the as regular RPOs with RMS clerks, stacks. This steadying factor also Express Storage Mail but they were stationery, usually prevented the mail from shifting as Number Number located near or at a major city’s the train moved. 254 240 railroad passenger terminal. They Most of these cars remained 255 241 handled lower class mail, mainly on C&O’s roster to the last years parcel post. of passenger operations. Indeed, 256 242 Storage mail (other than storage mail cars continued to 257 243 the small amount handled in operate after the last RPOs were 272 244 baggage cars for way stations) cut from the mainline in May, was accommodated by C&O in 1968, and on the Northern Region 279 245 express cars until the early 1950s. in December, 1969. 292 246 However, 10 express cars were All the storage mail cars were 293 247 rebuilt and lettered “STORAGE painted in the tri-color blue/ MAIL” starting in 1950. yellow/gray scheme after 1950 to 294 248 Though these cars were match the passenger cars. 295 249 dedicated to storage mail use, this NOVEMBER/DECEMBER, 2019 41 C&O Mechanical Diagram for storage mail cars Nos. 244-245. Note the 31 pairs of floor-to-ceiling pipes that were installed in these cars to support stacking of mail bags. C&O rebuilt 10 express cars for storage mail use in 1950. (C&OHS Collection, from catalog No. DS-7-050)

This is a good example of storage mail at major terminals. A three-door (or six-door depending on your terminology) ex-horse express car is in use for storage mail. It is being loaded under the train shed at Main Street Station, Richmond, Va., in 1966. (C&O Ry. Photo, C&OHS Collection, CSPR 11662-12)

42 MAGAZINE This is a working storage mail car unloading parcel post on No. 4, The Sportsman, at Alderson, W. Va., on July 15, 1967. Note the U. S. MAIL placard on the side. C&O’s train baggageman is handing a package down to agent F. L. Dameron. As mentioned in the article, way station storage mail was handled by C&O employees, not postal clerks. The railway was paid by the number of pieces handled. (T. W. Dixon, Jr. photo, C&OHS Collection, COHS 41891)

This page from a 1965 C&O consist book lists the storage mail and express routes still being operated at that date. Note that some are shown as working and some as sealed. The working cars delivered mail at way stations while the sealed cars went terminal-to-terminal without being opened. (C&OHS Collection, extract from catalog No. DS-8-138)

NOVEMBER/DECEMBER, 2019 43 Just as Charleston was a principal mail handling location in West Virginia, Clarksburg served a similar purpose on the B&O. This scene from Nov. 21, 1967 shows a large amount of storage mail being transferred from B&O train No. 11, The Metropolitan. Note that most cars are C&O. (T. W. Dixon, Jr. photo, C&OHS Collection, COHS 44109)

Mail & Express-only No. 14 with two E8s near South Fayette, W. Va., in 1954. Note the long string of mail and express cars. At least four are storage mail. (C&O Ry. Photo, C&OHS Collection, CSPR 3395)

44 MAGAZINE felt pretty much like your typical "Best Christmas Ever!" westbound run. As we made our way up Powell Hill and then west By Clifford L. Clements towards Walbridge, it would get dark about 5:15 p.m., so it was easy for us to see the lighted Christmas decorations on houses and businesses in the towns through which we were passing. The Christmas lights seemed to shine their myriad of bright colors directly through the cab windows onto us as they sang their joyful messages of holiday spirit. Even the block signals showed their Christmas spirit by displaying red and green lights. There was an increase in auto traffic at crossings as people headed to church, out of town to grandma’s, or to the homes of relatives. As we passed cars waiting at crossings, we could see lots of gift-wrapped packages piled high in the back of family station wagons and lots of children in the back seats of cars. Eastbound crews on the trains we passed were counting themselves fortunate knowing they would be home tomorrow for

(C&OHS Collection, LOGO 75) Christmas. One of the conductors of an eastbound we passed Editor's note: This interesting whenever there were trains to had hung a Christmas wreath "you are there" memory from run, holiday or no holiday. That is on the outside of the cupola of former C&O conductor and not to say that everyone liked it, his caboose for all to see. The current COHS Vice President Cliff because they didn’t. There were decorations and lights, combined Clements describes a round trip always a lot of crewmen marking with the warmth of the engine that he worked from Parsons yard off for the holidays which always cab, the rocking and swaying of in Columbus on Christmas Eve left the crew callers short of people the engine, and the monotonous and returnedfrom Walbridge near to call. When I told them that I yet soothing drone of the diesel Toledo on Christmas Day in 1966. would work the holidays, they were engines seemed to somewhat --Editor nothing but smiles and I suddenly temper being away from home and For several years when I was became their new best friend. They family. made note for the other callers working C&O’s Hocking Division Two or three hours before of my offer to work and I never extra board, I spent nearly every midnight, we’d pull into Walbridge, failed to be called to work during holiday working road trains and get our rest, and be called for an holidays. could count on working every early Christmas morning empty Thanksgiving, Christmas, and On Christmas Eve, I would train back to Parsons. When we New Year’s when the regular crews typically get a call to go on duty left Walbridge around 8:00 a.m. were looking for any excuse they around noon or 1:00 p.m. for a or 9:00 a.m. on Christmas Day, could find not to work. For most westbound coal drag. I’d show up we’d pass through small towns of those years, I was still single, in the crew room at the Parsons north of Fostoria and then Fostoria so it didn’t really bother me if Terminal building (crews called it itself. Through the frosty windows holidays found me at home or "The Brick") only to be serenaded of houses near the tracks, we’d working on the railroad. I always by the rest of the crew complaining see families opening their gifts told the crew callers that I would about their having to work on under the lights of their Christmas be available to work, which would Christmas Eve and Christmas trees. The kids were happy with give the family men some holiday Day. Their lamentations would their new toys and the dads just time at home. Unlike today when last until we left The Brick and stared at their new neckties. The the railroads typically park all walked over to our train. Leaving moms were happy with their gifts their trains and shut down for the Parsons somewhere around 1:30 but kept looking around to see holidays, back then we worked or 2:30 p.m., it was still light and if they had somehow missed any NOVEMBER/DECEMBER, 2019 45 very small box that might possibly 1966 that stands out above all the train and went into the yard contain jewelry. Everybody on the others. I was called at Walbridge office to talk to the conductor. He crew knew they would be back for a 9:00 a.m. eastbound empty told me that we had no pickups in Columbus by late afternoon train with 150 cars. The engine or set offs and that our train and they, too, would be opening crew and I walked through the was a complete train of the new presents with their own families blowing snow from Fitzgerald’s Westinghouse ABD brake valve soon afterwards. I settled back Hotel to the roundhouse and equipped hopper cars that were into my seat and looked through picked up our power, which was being tested. At the time, ABD the cab windows at the lights, two SD35s. We were all glad brakes were fairly new and a big the decorations, and the happy to see the 35s since they were improvement over traditional AB families. Just like you see in a relatively new and had good cab brake valves. They used internal Norman Rockwell painting, the heaters that were much better rubber diaphragms and O-rings combination of frosty white snow than those on covered wagons instead of brass slide valves and on the ground, the warmth of the or geeps. When the engine crew were faster acting, less susceptible engine cab, and all the Christmas had finished their checks, I called to cold weather problems, and sights I was seeing outside as the yardmaster to get our lineup had a quicker release time. After we passed through each town, to the eastbound yard and find we had completed our air test and combined to create a perfect out which track our train was were ready to pull, I walked down picture that all was right in the in. We left the roundhouse, went the lead, lined up the switches, world and that life was good. to Walbridge, and then up the and gave a highball signal to the But of all the trips I made on inbound track to the eastbound engineer. He whistled off and Christmas Day, there was one in yard. I tied the engines onto our started to pull. I climbed aboard,

A pair of SD35s similar to those being used on the Christmas day trip described. (C&O Ry. Photo, C&OHS Collection, CSPR 11657-5)

46 MAGAZINE told him about our experimental speed, maybe the occupants would climbed back onto the engines and ABD brake equipped train, and sat not get hurt too badly. just sat there for a few moments down in the brakeman’s seat for As if to answer our prayers, contemplating what had just the trip to Parsons. our train continued to slow and happened. The engineer called We pulled out of Walbridge came to a stop only about 20 feet the conductor and dispatcher on and headed east through LeMoyne, from the car. I climbed down from the radio, told them what had Pemberville, Bradner, and Rising the engine, went over to the car, happened, and that we were ready Sun while seeing many Christmas and opened the driver’s door. Mom to head for Parsons. We got the lights and houses where Christmas was crying and as I helped her OK and then headed for home to festivities were taking place. At out of the car, she hugged me and our own families after having been Fostoria, we crossed the old Lake couldn’t stop saying, “thank you, given the best present we could Erie & Western (Nickel Plate) at thank you, thank you for stopping” have received on that Christmas the C&O depot, crossed the B&O, over and over again. The engineer Day. Nickel Plate, and NYC at F Tower, and fireman were right behind me I have thought about that and headed for Alveda. Continuing and checked on the kids who were day over the years and about east, we saw lots of Christmas scared, but OK. Mom let go of me the kids in the back seat. They travelers on the roads at Carey, and went over to her kids and took would now be in their middle 60’s Upper Sandusky, Harpster, Morral, them into her arms to hold them with children and grandchildren and Marion. It was at Prospect that tight and comfort them. of their own. Their mom would things changed. After a few minutes, the kids have enjoyed her own children, The approach to Prospect from stopped crying and mom was able her grandchildren, her great the west was straight track, but it to tell us what had happened. They grandchildren, and maybe even then changed to a long, sweeping were on their way to grandma’s great-great grandchildren. None of curve past the depot and a street house across town and she had that would have come about had crossing near the depot. While started over the crossing but had we not been able to get our train still some distance away and as misjudged where the edge of the stopped that day. I have no doubt we got closer to the curved track crossing was due to the snow. Her that God was riding with us in near the depot, I saw a car stopped wheel had dropped off the crossing that engine cab over 50 years ago. at an odd angle on the track and between the rails and she couldn’t How else could so many factors it appeared to have its right front back off the track because her rear have come together to prevent a wheel off the crossing and on the tires just spun on the snow. At tragedy if He weren’t? We had a ties between the rails. I yelled for that point, she looked out her car whole train equipped with new the engineer to dump the air and window and saw our train coming. and improved brake valves, I was he immediately did. None of us She was so afraid that she couldn’t looking in the right place at the thought that there was any way get out of her car or do anything right time, it was still light outside we could stop before hitting the else to try to get off the tracks. so that I could see that far, the car. That would have been true Fear and terror are strange things engineer didn’t delay in dumping if we had a train with the older in that they can paralyze us and the air, we were at the right speed AB brakes, but we didn’t. We felt keep us from doing what we want to stop, we had the perfect number the brakes on our train of new to do or need to do. She thought of cars, and all of those factors ABD brake valves immediately she and her children were going to came together perfectly. Add one take hold and begin to slow us be killed by our train, but when we more car, one more mile per hour, down. With our eyes focused on got stopped in time, the only thing darkness, or a half-second of delay the car, we watched the distance she could do was to cry in relief in dumping the air, change any between us shrink and prayed and gratitude. of it, and there would have been that whoever was in the car would a tragedy. Divine intervention? I We asked mom if she would be think so. Best Christmas ever! get out of it in time. But that able to drive or if she wanted us to wasn’t happening. We were getting call someone. She had recovered closer and in the car windows, we her composure and said she was could see mom and her three kids able to drive, so we had her get in looking at us and screaming in the car and the three of us pushed abject fear and unable to move due her off the track and back onto to that fear. This was in the days the street. There was no damage before seat belts and car seats, so Back Cover: Eighty years ago - C&O to her car. She got out of her car always presented an interesting cover for all four car occupants had their and again thanked us for getting hands plastered to the windows their magazine at Christmas. This is the stopped in time and hugged each December, 1939 issue of Chesapeake & and were looking at us and of us. The kids were fine now and Ohio Lines Magazine. It features Santa screaming as our train bore down as she drove away, we watched Claus checking his schedule with a C&O ticket agent. The actual photo was taken on them. The train continued to her car’s tail lights fade into the slow and all of us in the engine cab by the PR Department's photographer at distance, once again on her way to the Washington, D. C., C&O city ticket thought that maybe if we slowed grandma’s house. The three of us office on Nov. 6, 1939. enough and hit the car at a slower (C&OHS Collection, COHS 41569) NOVEMBER/DECEMBER, 2019 47 48 MAGAZINE