NO it was torn down cause the management of the had taxes and bills to pay. It was a private company whose taxes were spent on roads and airports. Plus they were losing the volume of mail and express and soon would lose all of it Oct 1, 1967 bankrupting the private passenger system from coast to coast then.
Really interesting video, thanks for posting it. I once met an older fella that told me he travelled in the 1950's from Washington DC to NYC on the Baltimore & Ohio, & that once the B&O 'Royal Blue' line trains arrived in Jersey City, that the connecting bus to Manhattan was quite efficient. I also remember reading that during the busy World War Two era, the Pennsylvania Railroad trains from Penn Station to Washington DC were jammed & totally overcrowded, passengers often sat on their luggage in hallways at the end of the cars. But, even though with a B&O ticket you had to use the ferry across the Hudson River, you'd usually find a seat on a B&O train to / from Jersey City in the WW2 era.
Until 1958 the Baltimore and Ohio Railroad had a bus terminal at Columbus Circle in Manhattan that went to the ferry terminal in Battery Park for a ferry ride to its terminal in Jersey City.
As a kid, my family would take the B&O from Elizabeth NJ to DC. My mother came close to tears the first time we had to use the PRR from Newark. From a roomette to coach seats! Oh, the humanity! (Great video, btw.)
13:39 I'd also add that the bridge idea from Jersey into Midtown would have required such huge approaches to keep in grade that it would have jutted a comically long way into the center of the island. If you search you can find the conceptual sketch of it and it is a stupid large viaduct and bridge...made out of iron and masonry (as was typical at the time). Like, it would have been the biggest feature on Manhattan type big.
16:54 A GG1 with fresh Pennsylvania Railroad gold striped paint and a plaque that stated it had been restored by a railroad club I found at the front of my Broadway Limited passenger train in Harrisburg PA in June 1981. It really pulled! Once south of Philadelphia on our way to Washington we were passing what appeared to be Metroliner service trains with about a 50mph advantage. My ears would pop as we'd go under bridges. I clocked a mile at 22.5 seconds. That is 160 mph south of Wilmington DE. When got into Washington Union Station two of the passenger cars appeared to have smoke coming from their axle generators. We'd left Harrisburg about 1-1/2 hour late and got into Washington D.C. only 20 minutes late. The GG1 smelled of hot new transformers. Another B&O railroad story around Washington D.C. is when it lost rights over long bridge across the Potomac River into the southern United States to the Pennsylvania Railroad and the B&O being locked out of the southern United States by that situation pulled off a move somewhat in secret under the cover story of building a railroad from the B&O Metropolitan Branch between Washington and Point-of-Rocks MD starting in Silver Spring MD around the western hilly boundary terrain of Washington D.C. through Bethesda MD to the Palisades Dalecarlia area where a high Potomac River Bridge was to be built to cross the into Virginia. As an aside a much slower non mainline alignment would be constructed down the Palisades bluffs to run along the C&O canal to Georgetown. The B&O railroad owned the C&O canal at that time. The Georgetown Branch still had its rails down when I was involved in its rail-to-trail conversion in the early 1990s. It was a pristine rail alignment I wanted preserve precisely as a paved bicycle path. Even though we had Karen Lee Ryan as chair at that time of the Coalition for the Capital Crescent Trail who the communications director at the Rails-to-Trails Conservancy that organization placed no worth of preserving the rail alignment as a trail. Montgomery Parks in charge of the project, as is typical of regular Parks department, was anti bicycle and didn't want to do anything that would encourage high level bicycle use and as such took advantage of every aspect to divert the trail not only away from the railroad alignment, but the corridor itself. In order to promote and preserve the rail alignment as a paved bicycle path I came up with the term Rail-Trail and used that term on volunteer rail corridor clean up signup sheets. Karen Lee Ryan in a hoodie, who I didn't recognize at the time, but after going over my mental notes in 2021 I've concluded was the women in the hoodie jumping up and down like she'd won the lottery when looking at my Volunteer Rail-Trail Preparation signup sheet at my rail corridor clean event. The Rails-to-Trails Conservancy took my term Rail-Trail and pushed it out all over world. They never told me they'd gotten it from me. Other people though seemed to know that looking back on conversations.
I don't know about FDR using a public railroad to commute between Washington, New York, and Hyde Park, but I have read that when he traveled between Washington and Hyde Park in the Presidential train, he preferred using the B&O. Because traveling at even modest speed on a train, the motion made him quite uncomfortable. His train usually traveled at around 30 m.p.h. and because the passenger travel on the B&O at the time was low enough that his train, which had right-of-way, would cause less public delay and inconvenience. His train arrived at and departed from a private platform under the Department of the Interior building in Washington and often used a private platform under the Waldorf-Astoria hotel in New York. I don't know which railroad rights of way his train used when New York City was on the itinerary.
Let's be honest, B&O/RDG/CNJ was really a line to Jersey City. The Jersey Central did not even connect to the Hudson & Manhattan tubes (present-day PATH train).
@@intercityrailpal - Except that the B&O was only the first railroad between Washington and Baltimore. It, the RDG and CNJ was a minor player everywhere between Baltimore and North Jersey, and it connected with the Reading at Wayne Jct., not central Philadelphia. Anyways, there was a reason the Royal Blue service ended in 1958, even though MARC's Camden line, as well as the Washington Metro's Green Line to Green Belt, continues to this day. In my search for more information, I found that by 1938, the Royal Blue only ran twice a day each way, with an 8 car consist. There may have been other less luxurious trains, but Newark, DE was the only community the B&O served well between BAL and PHL. The PRR's service was much larger in 1938. Also, a 1904 source says that the NYC-WAS service for the B&O was every two hours, with hourly service between WAS-BAL. And that was before PRR and H&M opened their tunnels to Manhattan. Railroad history is fascinatring.
@@intercityrailpal- Amtrak is actually a major competitor for NY-WAS travel. A lot depends on your exact origin and destination point in these two metro areas for whether air or rail is faster for you.
Trains are not planes, the business is in between just like the rest of the country. NEC has lots of demand between cities without direct air service. Plus the thing is screwed up anyway on the east end. The population and cities are on the INLAND ROUTE . Hartford, Springfield and Worcester. The Shoreline has ONE city Providence. This is the railroad that abandoned the Baltimore to Harrisburg service! Has no direct connection Providence to Worcester! That is just in the Northeast. Then there is Phoenix, Des Monies, Fort Wayne and more! Hey no money for that, but Amtrak should had talked up for it. Instead management was hired to not want it.
Note that Hell's Gate Bridge got that name because it crosses a portion of Long Island Sound named that due to the strong cross-currents in the water there. IIRC, the name originated with the Dutch sailors visiting New Amsterdam.
There are NO routes for emergencies like 9-11 Ukraine would have lost the war if it had cut back downsized unfunded Amtrak. With all extra cars scrapped. One route here and there with one train a day on it. The Poughkeepsie Bridge should be a rail line! And service on the Reading to Philly. The riders had to be Squeezed out of the trains. It was a different market a different route. There was heavy loading in New Jersey station. Not at end points of NY and Philly. The B&O trains disappeared for the same reason all the thousands of other trains disappeared they lost the package express and mail . Today that would be De joy run Post Office and XPO trucks and Fed Ex which is really a trucking company! Amtrak with a short underfunded try. Was forced out of even trying it.
Nice video just one thing…… The northeast corridor is from Washington DC to Boston. Not Washington to New York, and from my regulation the Pennsylvania railroad never took over the New Haven railroad.
The original "corridor" was indeed DC to NYC under the Pensy... There was no electrification passed New Haven. And the New Haven was required to be bought by by the merged Penn Central as an ICC condition of the Pennsylvania and the New York Central. He isn't wrong... just the facts are not fully complete. But they are not incorrect in this video.
Not Exactly accurate. THe Hell Gate Bridge is over the East River not the L.I.Sound. It was built by the New York Connecting RR which was a joint effort by the Pennsylvania and the New Haven. It was the last connection in the N.E.Corridor. It was called the Hell Gate Route. New England bound freight was ferried across the Hudson the Bay Ridge Brooklyn. The LIRR switched the yard but the New Haven took the trains from the Bay ridge Yard over the New York Connecting railroad to the Hell Gate Bridge and onto New Haven rails.
The last connection of the corridor was in the 90s between New Haven and Boston... Your facts aren't correct. The New Haven also built the Bay Ridge Branch and ran the terminal yard. The LIRR switched with it and bought it after Penn Central folded in the 70s.
You have a very odd interpretation of history. Penn station was arrogant. How about Grand Central station (NYC)? Pennsylvania wasn’t out there doing anything B&O, C&O, NYC, ATSF, Union Pacific, etc wasn’t. Growth through acquisition and aggressive competition. Do you lack a basic understanding of American history or you trying to sell your form of bias? They all were trying to cut each other’s throat. Just like you blame EMD for Alco’s failure instead of blaming Alco’s engineering and marketing issues. You don’t seem to understand the topics you speak on.
Авто/Мото
It's not an arrogant naming convention, it marketing 101.
Penn Station was built when the city was going up. It was torn down cause the city was now going down. RIP NYC .
NO it was torn down cause the management of the had taxes and bills to pay. It was a private company whose taxes were spent on roads and airports. Plus they were losing the volume of mail and express and soon would lose all of it Oct 1, 1967 bankrupting the private passenger system from coast to coast then.
@@intercityrailpal You didn't get my point. I was speaking of the decline of the city 🏙️🌆 as a whole.
The city has had it's ups and down since the 1600's I'm not worried about NY
@@frankmarkovcijr5459
RACIST!!!!
Really interesting video, thanks for posting it. I once met an older fella that told me he travelled in the 1950's from Washington DC to NYC on the Baltimore & Ohio, & that once the B&O 'Royal Blue' line trains arrived in Jersey City, that the connecting bus to Manhattan was quite efficient. I also remember reading that during the busy World War Two era, the Pennsylvania Railroad trains from Penn Station to Washington DC were jammed & totally overcrowded, passengers often sat on their luggage in hallways at the end of the cars. But, even though with a B&O ticket you had to use the ferry across the Hudson River, you'd usually find a seat on a B&O train to / from Jersey City in the WW2 era.
Until 1958 the Baltimore and Ohio Railroad had a bus terminal at Columbus Circle in Manhattan that went to the ferry terminal in Battery Park for a ferry ride to its terminal in Jersey City.
An excellent video full of really interesting information. As a PA resident, I grew up along the PRR tracks and have modeled my RR on the PRR.
As a kid, my family would take the B&O from Elizabeth NJ to DC. My mother came close to tears the first time we had to use the PRR from Newark. From a roomette to coach seats! Oh, the humanity! (Great video, btw.)
13:39 I'd also add that the bridge idea from Jersey into Midtown would have required such huge approaches to keep in grade that it would have jutted a comically long way into the center of the island. If you search you can find the conceptual sketch of it and it is a stupid large viaduct and bridge...made out of iron and masonry (as was typical at the time). Like, it would have been the biggest feature on Manhattan type big.
16:54 A GG1 with fresh Pennsylvania Railroad gold striped paint and a plaque that stated it had been restored by a railroad club I found at the front of my Broadway Limited passenger train in Harrisburg PA in June 1981. It really pulled! Once south of Philadelphia on our way to Washington we were passing what appeared to be Metroliner service trains with about a 50mph advantage. My ears would pop as we'd go under bridges. I clocked a mile at 22.5 seconds. That is 160 mph south of Wilmington DE. When got into Washington Union Station two of the passenger cars appeared to have smoke coming from their axle generators. We'd left Harrisburg about 1-1/2 hour late and got into Washington D.C. only 20 minutes late. The GG1 smelled of hot new transformers.
Another B&O railroad story around Washington D.C. is when it lost rights over long bridge across the Potomac River into the southern United States to the Pennsylvania Railroad and the B&O being locked out of the southern United States by that situation pulled off a move somewhat in secret under the cover story of building a railroad from the B&O Metropolitan Branch between Washington and Point-of-Rocks MD starting in Silver Spring MD around the western hilly boundary terrain of Washington D.C. through Bethesda MD to the Palisades Dalecarlia area where a high Potomac River Bridge was to be built to cross the into Virginia. As an aside a much slower non mainline alignment would be constructed down the Palisades bluffs to run along the C&O canal to Georgetown. The B&O railroad owned the C&O canal at that time.
The Georgetown Branch still had its rails down when I was involved in its rail-to-trail conversion in the early 1990s. It was a pristine rail alignment I wanted preserve precisely as a paved bicycle path. Even though we had Karen Lee Ryan as chair at that time of the Coalition for the Capital Crescent Trail who the communications director at the Rails-to-Trails Conservancy that organization placed no worth of preserving the rail alignment as a trail. Montgomery Parks in charge of the project, as is typical of regular Parks department, was anti bicycle and didn't want to do anything that would encourage high level bicycle use and as such took advantage of every aspect to divert the trail not only away from the railroad alignment, but the corridor itself.
In order to promote and preserve the rail alignment as a paved bicycle path I came up with the term Rail-Trail and used that term on volunteer rail corridor clean up signup sheets. Karen Lee Ryan in a hoodie, who I didn't recognize at the time, but after going over my mental notes in 2021 I've concluded was the women in the hoodie jumping up and down like she'd won the lottery when looking at my Volunteer Rail-Trail Preparation signup sheet at my rail corridor clean event. The Rails-to-Trails Conservancy took my term Rail-Trail and pushed it out all over world. They never told me they'd gotten it from me. Other people though seemed to know that looking back on conversations.
As said by David P Morgan, Streamlining on steam locomotives was to lower customer resistance, not wind resistance.
I don't know about FDR using a public railroad to commute between Washington, New York, and Hyde Park, but I have read that when he traveled between Washington and Hyde Park in the Presidential train, he preferred using the B&O. Because traveling at even modest speed on a train, the motion made him quite uncomfortable. His train usually traveled at around 30 m.p.h. and because the passenger travel on the B&O at the time was low enough that his train, which had right-of-way, would cause less public delay and inconvenience. His train arrived at and departed from a private platform under the Department of the Interior building in Washington and often used a private platform under the Waldorf-Astoria hotel in New York. I don't know which railroad rights of way his train used when New York City was on the itinerary.
Really a fan of your long form “documentaries”, would love to see more especially on the auto industry
Also a discord server would be cool to
Notice the absence of cars in the old photos. Much more pedestrian friendly.
Gosh, I hope that darn ahem "cold" gets better! 😁
Let's be honest, B&O/RDG/CNJ was really a line to Jersey City. The Jersey Central did not even connect to the Hudson & Manhattan tubes (present-day PATH train).
It was for on line business ! Not really NY to Washington. Just like AMTRAK TODAY.
@@intercityrailpal - Except that the B&O was only the first railroad between Washington and Baltimore. It, the RDG and CNJ was a minor player everywhere between Baltimore and North Jersey, and it connected with the Reading at Wayne Jct., not central Philadelphia. Anyways, there was a reason the Royal Blue service ended in 1958, even though MARC's Camden line, as well as the Washington Metro's Green Line to Green Belt, continues to this day. In my search for more information, I found that by 1938, the Royal Blue only ran twice a day each way, with an 8 car consist. There may have been other less luxurious trains, but Newark, DE was the only community the B&O served well between BAL and PHL.
The PRR's service was much larger in 1938. Also, a 1904 source says that the NYC-WAS service for the B&O was every two hours, with hourly service between WAS-BAL. And that was before PRR and H&M opened their tunnels to Manhattan. Railroad history is fascinatring.
@@intercityrailpal- Amtrak is actually a major competitor for NY-WAS travel. A lot depends on your exact origin and destination point in these two metro areas for whether air or rail is faster for you.
Trains are not planes, the business is in between just like the rest of the country. NEC has lots of demand between cities without direct air service. Plus the thing is screwed up anyway on the east end. The population and cities are on the INLAND ROUTE . Hartford, Springfield and Worcester. The Shoreline has ONE city Providence. This is the railroad that abandoned the Baltimore to Harrisburg service! Has no direct connection Providence to Worcester! That is just in the Northeast. Then there is Phoenix, Des Monies, Fort Wayne and more! Hey no money for that, but Amtrak should had talked up for it. Instead management was hired to not want it.
thanks for uplading this videos about american rail companies .
i like these videos.
👍👍👍🇸🇪🇸🇪🇸🇪🇸🇪🇸🇪🇸🇪
Thanks!
IIRC, the Hell's Gate Bridge was built along the New Haven Railroad and permitted extension of traffic to Boston on that railroad.
Note that Hell's Gate Bridge got that name because it crosses a portion of Long Island Sound named that due to the strong cross-currents in the water there. IIRC, the name originated with the Dutch sailors visiting New Amsterdam.
B&O owned the Reading and CNJ .
There are NO routes for emergencies like 9-11 Ukraine would have lost the war if it had cut back downsized unfunded Amtrak. With all extra cars scrapped. One route here and there with one train a day on it. The Poughkeepsie Bridge should be a rail line! And service on the Reading to Philly. The riders had to be Squeezed out of the trains. It was a different market a different route. There was heavy loading in New Jersey station. Not at end points of NY and Philly. The B&O trains disappeared for the same reason all the thousands of other trains disappeared they lost the package express and mail . Today that would be De joy run Post Office and XPO trucks and Fed Ex which is really a trucking company! Amtrak with a short underfunded try. Was forced out of even trying it.
Where is the location at 20:00?
Behind Union Station in Washington DC.
Flying is only possbile between end points. There was no flying between Philly and Willington ! Or other cities enroot just like today.
🚂🚃🚃🚃🚃🚃👍
Nice video just one thing…… The northeast corridor is from Washington DC to Boston. Not Washington to New York, and from my regulation the Pennsylvania railroad never took over the New Haven railroad.
The original "corridor" was indeed DC to NYC under the Pensy... There was no electrification passed New Haven. And the New Haven was required to be bought by by the merged Penn Central as an ICC condition of the Pennsylvania and the New York Central. He isn't wrong... just the facts are not fully complete. But they are not incorrect in this video.
The cough joke is tiresome and annoying.
Sounds like and angry, arrogant B&O person.
Not Exactly accurate. THe Hell Gate Bridge is over the East River not the L.I.Sound. It was built by the New York Connecting RR which was a joint effort by the Pennsylvania and the New Haven. It was the last connection in the N.E.Corridor. It was called the Hell Gate Route. New England bound freight was ferried across the Hudson the Bay Ridge Brooklyn. The LIRR switched the yard but the New Haven took the trains from the Bay ridge Yard over the New York Connecting railroad to the Hell Gate Bridge and onto New Haven rails.
The last connection of the corridor was in the 90s between New Haven and Boston... Your facts aren't correct. The New Haven also built the Bay Ridge Branch and ran the terminal yard. The LIRR switched with it and bought it after Penn Central folded in the 70s.
You have a very odd interpretation of history. Penn station was arrogant. How about Grand Central station (NYC)?
Pennsylvania wasn’t out there doing anything B&O, C&O, NYC, ATSF, Union Pacific, etc wasn’t. Growth through acquisition and aggressive competition. Do you lack a basic understanding of American history or you trying to sell your form of bias? They all were trying to cut each other’s throat.
Just like you blame EMD for Alco’s failure instead of blaming Alco’s engineering and marketing issues. You don’t seem to understand the topics you speak on.