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IN the following pages we have en- 
 deavored to give in as concise a 
 manner as possible, ^'Reasons Why" 
 the Baltimore & Ohio Railroad should 
 claim not only the attention, but the 
 patronage of the traveling public, 
 which are : 
 
 Its claim to priority 
 
 Its historical associa- 
 tions 
 
 Its scenic charms 
 
 Its magnificent equip= 
 ment 
 
 Its superb road=bed 
 
 Its superior Dining Car 
 service 
 
 Its stop=over privileges 
 
 Its unequaled facilities 
 
 Its polite and obliging 
 officials 
 
 Its fares always as lo'w 
 as the lowest 
 
A 
 
Reasons Why 
 
 Issued by the 
 PASSENGER DEPARTMENT 
 BALTIMORE & OHIO RAILROAD CO. 
 ' OCTOBER, 1901 
 
PhotOffi'aph of Silk IJadne worn at the laylnp of the 
 Corner Stone of the Baltimore & Ohio Unilroad, 
 . July 4, 1828. 
 
 0^ 
 
 (3,^'i^ 
 
WHY WE ASK YOU TO TRAVEL VIA 
 
 THE BALTIMORE & OHIO 
 
 RAILROAD. 
 
 HE discerning make a pleasure of 
 
 T necessity at every opportunity. 
 Thus, in the effort to increase 
 pleasure and reduce a journey 
 of necessity to a gratifying ex- 
 perience, we invite your atten- 
 tion to the following substantial 
 reasons why you should travel by 
 the Baltimore & Ohio whether 
 your railroad trip arise from 
 pleasure or necessity, or both. 
 It is the most interesting railroad in the 
 world. Its history reads like a tale of fiction, 
 magnificently illus- 
 trated with 
 stirring scenes. 
 Much has been 
 written con- 
 cerning its 
 building and 
 the vicissitudes 
 through which ix,".*. 
 
 it has passed in seventy-two years. It was 
 
 the first rail- 
 road in Amer- 
 ica. 
 
 First to ob- 
 tain a charter 
 and the only 
 existing rail- 
 i'^-9- road bearing 
 
 without change its original charter name. 
 
 First to be operated for pa 
 sengers or freight. 
 
 First to utilize locomotive 
 power. 
 
 First to penetrate the Alle- 
 gheny Mountains. 
 
 First to issue a time table. 
 First to employ electricity 
 as a motive power. 
 
 First in the world to introduce 
 electric automobile service 
 connection with its passen- 
 ger trains. This service 
 
 Why we 
 Travel. 
 
 The First 
 American 
 Railroad. 
 
 1829. 
 
RILASONS WHY 
 
 Electricity as 
 a Factor. 
 
 performed at Washington, has received com- 
 plimentary recognition by the Government by 
 representation on the four-cent special series 
 of postage stamps issued in honor of the Pan- 
 American Exposition. The illustration on stamp 
 is f ac-simile of photograph appearing on page 33. 
 First to employ electricity as a means of 
 communication. It had the first telegraph line 
 
 BraddocU's Spring, near Frederick, Md. 
 
 in the world, and over which was sent the first 
 message "What hath God wrought" by Pro- 
 fessor S. F. B. Morse from Baltimore to Wash- 
 ington, in 1844. 
 
 It is the only railroad having a fully equipped 
 electric power plant of its own, and which 
 supplies current for the operation of the most 
 powerful electric locomotives in the world, 
 as well as light for two immense terminal 
 railroad stations, miles and miles of storage 
 tracks, two large grain elevators and the 
 great Locust Point terminal in the city of 
 Baltimore. It also furnishes the power and 
 light for the electric tunnel a miJe and a half 
 in length, under the city of Baltimore, and 
 which was built at a cost of $7,000,000 to 
 avoid ferry transfer and improve service of 
 Royal Blue Line trains between New York and 
 Washington, 
 
 The large ocean coal pier just completed at 
 Curtis Bay, Baltimore, is the most stupendous 
 ever constructed. 
 
RE.ASONS WHY 
 
 It has always kept ahead of the times 
 in all modern improvements and facilities. 
 Its motive power is not surpassed by any 
 railroad in the world. Its car equipment is 
 of the very latest improved designs and in- 
 cludes Pullman's latest models. Its track is 
 stone-ballasted, and almost the entire line laid 
 with 85-pound steel rails. 
 
 The Baltimore & Ohio Railroad had its 
 beginning in the territory peculiarly identified 
 with the early history of our country; and its 
 trade mark — the dome of the Capitol of the 
 United States — is consistent, as the line passes 
 through the cities in which the Capital was 
 located at various times, when compelled to 
 keep up a peripatetic existence, moving from 
 Philadelphia to Baltimore, thence back to Phila- 
 delphia, to Annapolis, to New York and finally 
 to Washington. 
 
 Great honor is due the wise solons of the 
 Maryland Legislature at Annapolis in 1827, 
 for their foresight in granting a subsidy to 
 develop the commercial interests of our country 
 at large. In the quaint old Statehouse at 
 Annapolis, with its many famous archives, is 
 recorded the story of the beginning of the 
 railroad. 
 
 In legend and myth; in song and romance; 
 in fact and in fancy; and in the stirring reali- 
 ties of history, the territory is famous not 
 only locally, but nationally and internationally. 
 
 Ahead of the 
 Times. 
 
 Trade mark 
 of the 
 
 Baltimore & 
 OhioRailroad. 
 
 Its Fame and 
 Scenic Charm. 
 
 The Old National I'ike, near Frederick, Md. 
 
REASONS WHY 
 
 Following the 
 Trail of the 
 Red Man. 
 
 A century and a half ago the route now 
 traversed by the Baltimore & Ohio Railroad 
 across the mountains was known as the 
 "Great Nemacolin Path," the Appian Way of 
 
 W^^^^^^ 
 
 Old National Bridge, Cumberland, Md. 
 
 French and 
 Indian War. 
 
 The Old 
 National 
 Pike. 
 
 the savages. Later George Washington, Sur- 
 veyor, in laying out the route of the stage 
 road across the mountains to the Ohio Valley, 
 followed this same path. Later still the 
 French, under Pierre Duquesne, who had been 
 usurping much of the territory which was 
 claimed by Great Britain, were called to ac- 
 count by England, and Washington was again 
 sent over the territory to warn the French to 
 leave; but force became necessary, and in 
 1755 General Braddock with Washington as 
 Colonel, was sent to drive the French and 
 Indians from the territory. Braddock, who 
 refused to receive the counsel of the young 
 officer (Washington) was defeated and killed 
 in battle, and his body was buried a short 
 distance from Fort Necessity, which was built 
 by Washington two years prior. 
 
 In the early part of the nineteenth century 
 the old stage road evolved into a national 
 pike, and the colonists from the East became 
 numerous in the constant rush of civilization 
 towards the Ohio Valley. 
 
REASONS WHY 
 
 ( 
 
 On the second day of February, 1827, the 
 citizens of Baltimore conferred upon the adop- 
 tion of proper measures for " The commence- 
 ment of the Baltimore & Ohio Railroad, a work 
 of deep and vital interest to the American 
 people, by facilitating its commerce, diffusing 
 and extending its social intercourse, and 
 perpetuating the happy union of the Confed- 
 erate States." An act of incorporation by 
 the State of Maryland was granted February 
 28, 1827, and confirmed by the State of Vir- 
 ginia March 8, 1827, and the construction of 
 the road was commenced July 4, 1828. The 
 ceremonies attending this great event were 
 conducted by the Masonic fraternity. The 
 city of Baltimore was in gala attire and stran- 
 gers from distant points began arriving in 
 town a day or two before the celebration. 
 The leading event was the laying of the corner 
 
 stone of this 
 first railroad of 
 the land. The 
 venerable Chas. 
 Carroll of Car- 
 rollton, the last 
 surviving signer 
 of the Declara- 
 tion of Inde- 
 pendence, cast the first spadeful of earth for 
 the beginning of the railroad, saying: "I 
 consider this among the most important acts 
 of my life, second only to that of signing the 
 Declaration of Independence, if indeed second 
 to that." 
 
 This remarkable stone was placed in the 
 earth and the laying of the wooden track of 
 the railroad was then begun. Strange as it may 
 seem, in the natural shifting of position of the 
 track this stone was forgotten and its exact 
 location in the earth remained only a matter of 
 conjecture for nearly forty years. The interest 
 was revived in July, 1898, when a re-survey was 
 made and the stone located six feet under the 
 surface of the ground. The entire masonry 
 was then carefully raised above the earth and 
 enclosed in a steel cage, so that the famous 
 relic will remain in public view for all time. 
 
 The Beginning 
 of A merican 
 Railways. 
 
 yiR ST STOJN E 
 
 of the 
 BAUT. O OHIO RAi: 
 
 Laying of the 
 Corner Stone 
 of the 
 
 Baltimore & 
 Ohio Railroad. 
 
FcEASONS WHY 
 
 The Original 
 Line. 
 
 The line originally extended from Baltimore 
 to Ellicott Mills, a distance of fifteen miles, and 
 from thence to Frederick, sixty-one miles. 
 When the track was completed experiments of 
 
 The 
 
 The First 
 Locomotive. 
 
 Point of Rocks, Maryland. 
 
 all kinds were made for the propelling of cars. 
 Relays of horses were first used ; they were fol- 
 lowed by sail-cars. When the track was com- 
 pleted and the movement of trains actually be- 
 gan, the arrival of a train was heralded by 
 the ringing of a bell at the station. In 
 August, 1830, steam was introduced and Peter 
 Cooper with his crude engine hauled the first 
 train. 
 
 Then it was found necessary to extend the 
 line to Harper's Ferry in competition with the 
 Chesapeake & Ohio Canal. At Point of Rocks, 
 Md., the railroad and canal run side by side, and 
 there was intense rivalry between the two com- 
 panies. The canal people se- 
 cured an injunction against 
 the railroad prohibiting the 
 latter from using engines for 
 hauling trains at 
 ^ that portion of 
 the line, because 
 the engines 
 _:;^ frightened the 
 mules which 
 hauled the boats; 
 
 'Davis Grasshopper," 1832. ^^^ ^^^ ^ ^j^^^^ j^^^g^^j^ 
 
 the railroad was compelled to go back to horses. 
 The first locomotive in America was built 
 by Peter Cooper on the site of the present 
 Mount Clare Shops of the Baltimore & Ohio 
 Railroad in Baltimore in 1829. The tubes 
 
R E, A S O N S 
 
 WHY 
 
 Winans Mud Digger, 1836. 
 
 Evolution 
 of the 
 Locomotive. 
 
 used for the boiler in this famous locomotive 
 were six gun barrels. In 1830 the first success- 
 ful test was made 
 from Baltimore 
 to Ellicott Mills, 
 and the steam 
 engine as a motive 
 power was perma- 
 nently estab- 
 lished. Then 
 followed the 
 evolution of 
 the locomo- 
 tive; first the 
 
 Davis Grasshopper, designed by Phineas Davis; 
 then in 1836 the Winans Mud Digger, designed 
 by Ross Winans of Baltimore. This was fol- 
 lowed by the Winans Camel Back, which re- 
 markable t}T)e of engine was successfully used 
 until within the last two 
 After this came 
 the "Hayes 
 Dutch Wa- 
 gon," de- 
 signed for 
 hauling pas- 
 senger trains, 
 in 1852. From 
 that date to 
 the present time the improvements in motive 
 power came thick and fast; the Baltimore & 
 Ohio Railroad, ever first to adopt the latest 
 and best, boasts of the finest t}T)es of locomo- 
 tives in the world today. 
 
 The magnificent ten-wheel passenger en- 
 gines used on all of the Royal Blue trains of 
 the Baltimore & Ohio 
 Railroad are among 
 the heaviest in con- 
 stant service in the 
 country. Their driving 
 wheels are 
 seventy - eight 
 inches in diam- 
 eter, and these 
 powerful ma- 
 chines are able to haul ten-car trains at a 
 speed approaching seventy miles per hour. 
 
 The "Camel Back," 1850. 
 
 The Modern 
 Flyer. 
 
 Hayes Dutch Wagon, 1852. 
 
REASONS WHY 
 
 Evolution of 
 the Passenger 
 Coach. 
 
 The evolution of the passenger car is almost 
 as interesting as that of the locomotive. The 
 originals were built after the 
 manner of the stage coach, with 
 only four wheels. The crude sleep- 
 ers were introduced in 1848 and 
 at that time the press comments 
 were profuse over such a luxury. 
 What must be the impressions of 
 the thousands 
 living today 
 
 The 
 
 Completion of 
 the Great 
 Trunk Line. 
 
 Electric Locomotive. 
 
 who traveled in the old style of car and who 
 have since enjoyed a journey between Washing- 
 ton and New York in the palatial "Royal 
 Limited," or indeed on any of the Royal Blue 
 trains! 
 
 The original line of the Baltimore & Ohio 
 Railroad, as has been stated, was between Balti- 
 more and Ellicott Mills, fifteen miles. Then 
 it was next extended to Frederick, sixty-one 
 miles. Its next extension was from Relay to 
 Washington, thence to Harper's Ferry; thence 
 to Cumberland; thence across the Alleghenies to 
 Wheeling and finally from Cumberland to Pitts- 
 burg and Chicago. The building of the line 
 
 The Latest Modi 1 of Fast Pasiseii^er Locomotive in 1900. 
 
REASONS WHY 
 
 across the mountains was a most stupendous 
 engineering undertaking and a marvel which 
 excited all the countries of earth; the obstacles Crossing- the 
 to be overcome; the tunneling through the 
 walls of granite; the bridging of great caverns. 
 The final joining of the East with the West was 
 a period of great rejoicing. This feat suc- 
 cessfully accomplished, was the beginning of a 
 new era in the commercial history of America. 
 The West invited opportunities with its min- 
 eral and agricultural resources and cities grew 
 rapidly. The Atlantic ocean and the Missis- 
 sippi River were at last connected with bands 
 of steel. 
 
 When the Civil War broke out the eyes of The Civil War. 
 the whole nation were constantly on the line 
 of the Baltimore & Ohio Railroad, because of 
 
 Harper's Ferry, from Maryland Heights. 
 
 its great importance and the part it was 
 compelled to play in the fierce struggle. 
 
 The entire line from Parkersburg and Debatable 
 Wheeling, W. Va., to Point of Rocks, Md., ^''^""'^• 
 during the Civil War was debatable ground 
 over which the contending hosts marched and 
 fought. It was the base of operations for the 
 Federal army during the entire conflict, and 
 the Government could not cut loose from it 
 and take advance line earlier than November, 
 1864. The importance of keeping this great 
 highway open as a means of communication 
 between the West and the Army of the Potomac, 
 
RE,ASONS WHY 
 
 compelled the National Government to guard 
 it with watchful care, and tens of thousands 
 
 The First 
 Point of 
 Conflict. 
 
 L Block- 
 it Houses. 
 
 Harper's 
 Ferry, the 
 Key to the 
 South. 
 
 Jefferson's Rock, Harper's Feriy. 
 Looking up the Shenandoah Valley. 
 
 of the "Boys in Blue" bivouacked and did sentry 
 duty along its lines. 
 
 Early in May, 1861, two of the four Federal 
 columns of advance concentrated on the Ohio 
 River, one at Parkersburg, the other at Wheel- 
 ing, and on May 24th moved forward into 
 West Virginia to cut off the advance of the 
 Confederate army, resulting in the fight at 
 Phillippi on June 3d, and the subsequent early 
 campaign in West Virginia. 
 
 The third Federal column of advance con- 
 centrated at Harper's Ferry, the fourth at 
 Washington, and the first step taken was to 
 guard the entire line of the railroad and keep 
 it open from the Ohio River to Washington. 
 
 The defenses of the Baltimore & Ohio Rail- 
 road from Monocacy to the Ohio River, includ- 
 ing the forts at Harper's Ferry, Cumberland, 
 New Creek (Keyser), Piedmont, Winchester 
 and those across the mountains, were placed 
 in the hands of competent engineers, and 
 block-houses were built at every convenient 
 point along the railway. 
 
 Harper's Ferry was the first place to suffer 
 at the beginning of hostilities, because the 
 Government arsenal and armories were there. 
 
 L 
 
REASONS WHY 
 
 Those buildings were eventually destroyed by 
 Government troops when their capture by 
 Confederates was feared. The foundation of 
 the old arsenal is all that remains. 
 
 Harper's Ferry nestles on the side of Bolivar 
 Heights, the mountain which forms the wedge 
 in the extreme eastern portion of West Vir- 
 ginia, with the Potomac River on one side and 
 the Shenandoah Riv^er on the other, whilst 
 beyond, the towering Maryland Heights on the 
 north bank of the Potomac, and Loudon 
 Heights of Virginia on the south bank of the 
 Shenandoah, completely encase the little vil- 
 lage. It is at this point the historical Potomac, 
 disdaining impediment, has literally cleft its 
 way through the Alleghenies, whose rocky 
 ridged walls rise sheer for 1000 feet from the 
 water's edge, and is joined by the Shenandoah. 
 It was here, as all the world knows, that John 
 Brown, in his fanatical zeal, defied the power 
 and pride of the old dominion. His fort, which 
 was the engine house of the arsenal, and where 
 he was finally surrounded and captured, stood 
 on the spot which is now marked by a monu- 
 ment. The fort itself was removed to the 
 World's Fair at Chicago, and afterwards 
 brought back to a park about three miles from 
 Harper's Ferry on the Shenandoah River, and 
 re-erected by Kate Field, of Washington. 
 
 At one time or another during the war 
 almost the entire Union army was at Harper's 
 Ferry. It was looked upon as the key to the 
 
 Destruciion 
 
 of the 
 
 U. S. Arsenal. 
 
 John Brown's 
 Fort. 
 
 
 ^'^-^wMmdlb 
 
 John Brown's Fort. 
 
REASONS WHY 
 
 safety of Washington from the opening to the 
 close of the war. It was taken, re-taken or 
 ( evacuated every time the Confederates 
 
 j! crossed the Potomac, except in 1864 
 
 ' when General Sigel determined to hold 
 
 ;' it at all hazards, a thing which at the 
 
 'f time seemed impossible, 
 
 Tablets telling the story of the Battle of Harper's Ferry 
 alongside of John Brown's Monument. 
 
 Concentrating 
 the Union 
 Forces. 
 
 1861-62. 
 
 Battle of 
 Harper's 
 Ferry. 
 
 for no army had been able to cross the Potomac 
 and remain across without a proper garrison. 
 But this General Sigel accomplished by taking 
 an enforced position upon the heights, resist- 
 ing Early's largely superior force, which com- 
 pletely surrounded him most of the time. A 
 few years ago General J. B. Gordon was asked 
 why the Confederates did not storm the works. 
 His reply was that he had his division ready 
 on Maryland Heights, but General Early would 
 not allow him to do so, saying that it would 
 cost the lives of more men than it was worth. 
 
 Early in the spring of 1861 Harper's Ferry 
 was occupied by Generals Joe Johnston and 
 Stonewall Jackson. The Federal troops were 
 encamped at Sandy Hook, a small station on 
 the railroad, almost immediately opposite. 
 The experience of passengers on Baltimore & 
 Ohio trains during this period was of a char- 
 acter not altogether pleasant; stopped on the 
 Maryland side of the river by the Union forces 
 and again on the Virginia side by the Confed- 
 erate forces, one had to be careful and remem- 
 ber to just which power he had last given 
 allegiance. 
 
 In a few weeks the Confederates evacuated 
 the Ferry, moving to Winchester, the Federals 
 taking possession and holding it until Septem- 
 ber, 1862, when General Thomas J. Jackson 
 captured it and compelled Colonel D. S. Miles, 
 
REASONS WHY 
 
 the Federal commander, to surrender with 
 11,000 men. The Union forces were paroled, 
 and Jackson marched immediately, by way of 
 Shepherdstown, to join Lee at Antietam. This 
 happened on September 15th, the day after 
 tho two battles at South Mountain, near 
 Frederick, were fought, and where the Con- 
 federates were defeated; and who, retreating 
 towards Antietam, assisted Jackson in captur- 
 ing the Ferry. Colonel Miles was mortally 
 wounded in the engagement which continued 
 for about twenty minutes after the white flag 
 had been raised. Had the Federal forces pur- 
 su3d the Confederates promptly Harper's Ferry 
 would not have been lost. 
 
 The battlefield of Antietam lies about ten 
 miles from Harper's Ferry, the Confederates 
 speaking of it as the Battle of Sharpsburg, be- 
 cause of the town of that name. The Federals 
 called it the Battle of Antietam, after the creek 
 of that name. The National Cemetery is at 
 Sharpsburg, and in it may be seen General Lee's 
 famous rock. 
 
 The Battle of Antietam commenced on the Battle of 
 afternoon of September 16th, but opened 
 up fiercely at dawn on the 17th, continuing 
 until sundown with but little advance by 
 either side, although the battle lines of the 
 TInion forces were somewhat in advance of 
 their original position when the day closed. 
 
 Bmnside Bridge, Battlefield of Antietam. 
 
ri:asons why 
 
 Notable in this fight were the terrible carnage 
 at "Sunken Road," or "Bloody Lane," and 
 the famous charge of General Burnside at 
 Stone Bridge over the creek. The dawn of 
 the eighteenth did not bring a renewal of 
 the fight. General Lee removed his forces 
 through Winchester to Fredericksburg, where 
 he wintered. A small portion of the Union 
 army followed him, but the main command 
 under Burnside proceeded to Weverton, one 
 and one-half miles below Harper's Ferry, 
 crossed the river and re-crossed it at Berlin, 
 one and one-half miles further down, and 
 then marched to Washington. 
 
 The Confederates never occupied Harper's 
 Ferry for any length of time after the Battle 
 of Antietam. Throughout the war it was the 
 scene of much uncertainty, as it was the 
 center of operations of both sides. On Bolivar 
 Heights, above the town, nearly all of the 
 ground covered by the operations of both 
 armies at Antietam, is in full view. To the 
 Battle of northeast lies South Mountain where the 
 
 Mountain. battles had been fought prior to Antietam, and 
 
 where McClellan pressed Lee so severely that 
 he fell back through Boonsboro and Keedys- 
 ville, seven and one-half miles to Antietam, 
 fighting all the way. 
 
 At South Mountain Ex-President Hayes was 
 wounded, and President McKinley won his first 
 promotion. General Reno, who commanded 
 the advance corps, was killed in the fight. 
 
 From Bolivar Heights also is seen the 
 stretch of country General Lee traversed with 
 his army on his march to Gettysburg in 
 June of 1863. At this time Maryland 
 Heights, just across 
 the river, was occu- 
 pied by 2,000 Union 
 men under the 
 command of 
 General French. 
 Lee crossed the 
 Potomac at 
 Shepherds- 
 town, and re- 
 crossed it 0, General Meades Headquarte 
 
 Gettysburg. 
 
 L 
 
REASONS WHY 
 
 his retreat from Gettysburg at Falling Waters, 
 
 which Is plainly discernible. 
 
 The three days' fight on July 1st, 2d and ^'''"^ of 
 
 •' *' J y Gettysburg. 
 
 3d at Gettysburg was the most memorable 
 
 Pickett's Charge, Gettysburg. 
 
 battle of the war. General Meade's losses in 
 killed, wounded and prisoners were 23,049, 
 General Lee's 20,451. Gettysburg is reached 
 by way of Cherry Run, the point at which the 
 Potomac Valley Branch of the Western Mary- 
 land Railroad joins the Baltimore & Ohio. 
 
 It was at Martinsburg where occurred the Destruction 
 wholesale destruction of railroad property by "property at 
 Stonewall Jackson. After battering out of all Martinsburg. 
 former semblance such machinery as he could 
 not make use of, and burning the coaches, 
 cars and buildings, Jackson determined upon 
 carrying away with him six or eight Baltimore 
 & Ohio engines. To get them to Winchester 
 over a dirt road was the difficulty, but this did 
 not deter him from getting away with the 
 locomotives. One of his officers so rigged 
 them up that powerful teams managed to pull 
 them back through the country to a railway 
 line in possession of the Confederates, on 
 which they were placed and used during the 
 war. This same officer who accomplished 
 results which hardly any other man would 
 have thought practicable, was afterwards 
 
FcHASONS WHY 
 
 Invasion of 
 
 Maryland, 
 
 1862. 
 
 Battle of 
 Monocacy. 
 
 Master of Transportation of the road from 
 which he confiscated the engines. 
 
 From the invasion of Maryland by General 
 Lee in the fall of 1862 until December of 
 1864, the Baltimore & Ohio Railroad figured 
 almost daily in some fight somewhere on its 
 lines between Grafton and Point of Rocks. 
 
 The battlefield of Monocacy lies along the 
 river of that name, which is crossed by the old 
 Main Line of the Baltimore & Ohio at Frederick 
 Junction, three and one-half miles south of 
 Frederick City, Md. It was here that General 
 Lew Wallace met defeat. 
 
 Balls Bluff, where the gifted and gallant 
 Senator Baker fell, lies just across the Poto- 
 
 •^t-.!- " 
 
 Making 
 Neckties of 
 Steel Rails. 
 
 Washington's Headquarters, 1753, Winchester, Va. 
 
 mac from the station of Tuscarora on the 
 Metropolitan Branch of the Baltimore & Ohio. 
 
 Martinsburg and Winchester each were 
 almost as much of a bone of contention as 
 was Harper's Ferry. It is hard to say how 
 .nany times they were taken and retaken, yet 
 strangely enough, neither city suffered severely 
 from the experience, although they were daily 
 between the contending armies. 
 
 The railroad felt it at every turn. It was 
 notorious sport of the Confederates to tear up 
 the track, pile the ties in heaps, fire them and 
 place the rails across the fires, leaving them 
 there until they were red hot, then taking 
 them out and tying them around trees like 
 
REASONS WHY 
 
 neckties, the rails being effectively destroyed 
 for their original use. It was necessary, 
 therefore, for the railroad company to keep a 
 large supply of extra rails and ties on hand at 
 all times, and especially was this necessary in 
 the case of bridge timber, braces, etc. 
 
 Cumberland, had it not been for its pecu- 
 liar situation, would have suffered as much as 
 Harper's Ferry and Martinsburg. It was the 
 headquarters of the Department of West Vir- 
 ginia most of the time and was the scene of 
 many stirring incidents. 
 
 The section of the railroad known as 
 Seventeen-Mile Grade, between Piedmont and 
 Altamont, was another favorite place with the 
 Confederates, who often would turn a car or 
 an engine loose on the grade at the top of the 
 mountain and let it go dashing down, wrecking 
 everything in its track. 
 
 The Summit of the AUeghenies. 
 
MAGNIFICENT SCENERY. 
 
 HE Baltimore & Ohio Railroad 
 
 Teamed its sobriquet of "Pictur- 
 esque B. & 0." over half a cen- 
 tury ago, and strengthened its 
 claim to such, as it grew and 
 branched out into greater ter- 
 ritory. 
 
 There is hardly a mile of it 
 from New York to Chicago, 
 Cincinnati or St, Louis that is 
 not interesting to the traveler. 
 Leaving New York City from 
 the terminal at foot of Whitehall Street, or 
 South Ferry, a splendid panorama of New York 
 Bay and Harbor is obtained, including Brook- 
 lyn Bridge, Governor's Island, the forts and 
 coast defences. Long Island, Staten Island and 
 the Battery. The sky line of the Great Me- 
 tropolis with its tall buildings is peculiarly 
 impressive. The other terminal in New York 
 
 is at foot of 
 From Jer- 
 is through 
 beth, Plainfield, 
 New Jersey, 
 ware River into 
 through that 
 of the eastern 
 
 Liberty Street, 
 sey City the route 
 Newark, Eliza- 
 Bound Brook in 
 across the Dela- 
 Pfennsylvania, 
 historic section 
 coast made fa- 
 
 ■■;«t^ 
 
 statue of Libertj , New York Harbor. 
 
 mousin Revolutionary times. A beautiful section 
 of Fairmount Park is crossed just before enter- 
 ing Philadelphia, and the Schuylkill River is fol- 
 lowed to the station at 24th and Chestnut Sts. 
 Southward from Philadelphia the route is 
 through Chester, Pa., across the Brandywine 
 River at Wilmington, Del., thence into Mary- 
 land. At Havre de Grace the Susquehanna 
 River is spanned by a marvelous railroad bridge 
 ninety feet above the water, from which a 
 
RELASONS WHY 
 
 magnificent view of the broad water and sur- 
 rounding country is obtained. 
 
 At Baltimore, Mount Royal Station, in the 
 northern residence portion of the city, is the 
 
 Susquehanna River Bridge. Baltimore & Ohio Railroad. 
 
 first stop. This structure is one of the finest 
 passenger stations built, owned and operated 
 by any one railroad in the world. A double- 
 track electric tunnel, under the very heart of 
 Baltimore, connects Mount Royal Station with 
 Camden Station in the center of the business 
 portion of the city. All heavy trains are 
 drawn through it by electric engines, the 
 most powerful locomotives in existence. The 
 tunnel is entirely free from smoke and gas, 
 and has a natural ventilation which keeps the 
 air pure at all times. 
 
 Great Span ut Su.--.iiieliauiiii Kivrr Bridge. 
 
so 
 
 REASONS WHY 
 
 From Camden Station, a beautiful suburban 
 country is traversed. The Patapsco River 
 is spanned by the beautiful 
 stone arched bridge at 
 Relay, built in 1835, and 
 which is the oldest structure 
 of its kind in the world. 
 
 Mount Royal Station, Baltimore. 
 Baltimore & Ohio Railroad. 
 
 Barbara 
 Frietchie. 
 
 At Washington the 
 New Jersey Avenue and 
 block of the Capitol. 
 
 LeavingWash 
 ing the Allegheny 
 ery changes as 
 behind and the 
 tered. At Dick 
 crosses the Mo 
 whichwas named 
 This beautiful 
 emptying into 
 short distance 
 ton Junction the 
 Frederick joins 
 Stem. This is 
 bara Frietchie 
 
 terminal station is at 
 C Street, within one 
 
 ington and approach- 
 Mountains, the scen- 
 the flat country is left 
 rolling country is en- 
 erson, Md., the road 
 nocacy River, after 
 the famous battle, 
 river flows southward, 
 the Potomac but a 
 away. At Washing- 
 old Main Line to 
 the present Main 
 the Frederick of Bar- 
 fame — Frederick 
 
 VVashintrtoii Monninent. 
 
REASONS WHY 
 
 where lies buried all that was mortal of Francis 
 Scott Key, whose "Star Spangled Banner" ^J^^ff^^ 
 forever arouses that patriotism which makes Banner. 
 our Nation impregnable. 
 
 At Weverton, a branch line leads up to 
 Hagerstown, one of the oldest towns in Mary- 
 land. 
 
 At Point of Rocks the Potomac begins its 
 companionship with the railroad, to continue 
 for 150 miles. The first views of the moun- 
 tains are here obtained. Soon Harper's Ferry 
 is reached, the most picturesque and historic 
 
 Beautiful 
 Harper's 
 Ferry. 
 
 Francis Scott Key Monument, Frederick, Md. 
 
 spot in America. Approaching the town from 
 the east, the train passes through a tunnel under 
 Maryland Heights, crosses the Potomac and 
 stops at John Brown's Monument. To the left is 
 the Shenandoah River emptying into the Poto- 
 mac. Across the Shenandoah is the big moun- 
 tain known as Loudon Heights on the Virginia 
 side. Harper's Ferry itself is in West Virginia 
 at the foot of Bolivar Heights. Across the Po- 
 tomac River to the right is Maryland Heights. 
 From Harper's Ferry, a branch of the Baltimore 
 & Ohio Railroad reaches southward to Harri- 
 sonburg and Lexington in the famous Valley of 
 Virginia, the " Valley of Dispute," the constant 
 
 John Brown's 
 Monument. 
 
 Virginia 
 Valley. 
 
22 
 
 REASONS WHY 
 
 Berkeley 
 Springs. 
 
 scene of conflict during the four years' war. 
 At Hancock another branch of the road leads 
 down to Berkeley Springs, which has been a popu- 
 lar summer resort from the time of Washington. 
 
 Harper's Ferry, from Bolivar Heights. 
 
 Old National 
 Bridge- 
 
 As the road follows the Potomac, climbing the 
 foot-hills of the Alleghenies to Cumberland, 
 magnificent scenery is to be found in every 
 direction. Cumberland, Md., the largest city in 
 the mountains, is built on the site of Fort 
 Cumberland where Gen, Braddock and George 
 Washington made their headquarters during 
 the French and Indian war. 
 
 At Cumberland the railroad divides. To 
 the northwest the line extends to Pittsburg, 
 Akron, Cleveland and Chicago. To the west 
 it continues to Grafton, Wheeling, Columbus 
 and Chicago, and to Cincinnati, Louisville ard 
 St. Louis, through its connection, the Balti- 
 more & Ohio Southwestern Railroad. 
 
 From Cumberland to Pittsburg the scenery 
 is especially wild and picturesque. The bed of 
 the railroad is cut through solid rock between 
 the towering heights of Mount Nebo and 
 Baehr's Mountain. The old national bridge 
 crosses Wills Creek just outside the city 
 limits. 
 
 At Hyndman connection is made with the 
 Pennsylvania Railroad for Bedford Springs, a 
 popular health resort. 
 
REASONS WHY 
 
 23 
 
 The horseshoe curve of the Baltimore & 
 Ohio is passed at Bowman, Pa. 
 
 From Salisbury Junction, the railway fol- 
 lows the Cassellman River to Confluence. At 
 Garret, a branch leads to Berlin, Pa., and at 
 Rockwood the Somerset and Cambria Branch 
 leads to Somerset and the thriving city of 
 Johnstown, Pa. 
 
 At Cassellman, the river of that name cuts 
 through a valley of surpassing beauty. 
 
 At Markleton is the great health resort 
 and sanitarium. 
 
 Confluence is so named because it is here 
 the Cassellman and Youghiogheny Rivers unite 
 and flow on together as the Youghiogheny 
 River. 
 
 At Ohio Pyle is the wild and rugged valley 
 of the Youghiogheny River. This place is a 
 favorite mountain resort and thousands visit 
 it every summer. 
 
 At Indian Creek, one of the grandest and 
 the most celebrated views in the Allegheny 
 Mountains is obtained. 
 
 At Connellsville the blazing fires by night, 
 and columns of smoke by day, forcibly call the 
 traveler's attention to the great coke ovens of 
 the world. 
 
 At Connellsville a di\ision of the railway 
 extends southwest through Uniontown, Pa., 
 Morgantown, Fairmont, Clarksburg, Weston, 
 Camden-on-Gauley and Richwood in West 
 Virginia. 
 
 Horseshoe 
 Curve. 
 
 The 
 Youghiogheny 
 
 Valley. 
 
 Celebrated 
 Indian Creek. 
 
 1 ilian Creek, Pa. 
 
REASONS WHY 
 
 Greatest Steel 
 Manufactur- 
 ing District 
 in the World. 
 
 At McKeesport the Youghiogheny River 
 flows into the Monongahela River, along which 
 the railway continues into Pittsburg. The 
 great Bessemer Steel Works, Armor Piercing 
 Projectile Works and Tube Works are located 
 at McKeesport. From here the railway passes 
 through the greatest steel manufacturing dis- 
 trict of the world. For miles the great manu- 
 factories emit such volumes of fire and smoke 
 as to make the region suggestive of Dante's 
 Inferno. 
 
 Approaching Pittsburg at Night along tlie Monongahela River. 
 
 Pittsburg is one of the great workshops 
 of the world and from a tonnage standpoint, 
 the greatest manufacturing city in the world. 
 
 From Pittsburg, the Wheeling and Pitts- 
 burg Division forms a portion of the through 
 line between Pittsburg, Wheeling, Columbus 
 and Cincinnati. 
 
 Leaving Pittsburg the railway crosses the 
 Allegheny River into Allegheny City, en route 
 to Akron, over the Pittsburg and Western 
 Division. At New Castle Junction a spur leads 
 from the main line to New Castle, two miles 
 distant. Youngstown is the first large city 
 after the Pennsylvania State line is crossed 
 into Ohio. 
 
 This northeastern portion of Ohio has a 
 widespread reputation for its manufacturing 
 
REASONS WHY 25 
 
 industries. Niles has made its reputation 
 from the manufacture of machinists' tools. 
 At Warren, the line leads to Lake Erie through 
 Painesville to the great coal shipping port at 
 Fairport, where lake steamers receive their 
 cargoes for all points in the great lake region. 
 
 Akron, as a manufacturing city, has a world- Through Ohio 
 wide reputation for its products of matches, ^^^ Indiana. 
 cereals, rubber, etc. The main line of the 
 railway is crossed by a branch extending to 
 Cleveland on the north and Canton on the south. 
 
 Cleveland, on the Cleveland Terminal and 
 Valley Division, is one of the most beautiful 
 and delightful cities on the lakes. Aside from 
 its diversified business interests, it has an 
 enviable reputation as a summer resort. 
 
 The line continues from Akron to Chicago 
 Junction, where it meets the main line across 
 the central portion of Ohio from Wheeling and 
 Columbus, and thence makes a bee line across 
 Ohio and Indiana to Chicago, through the oil 
 districts of Fostoria, Deshler and Defiance in 
 Ohio, and across the prairie lands of northern 
 Indiana. 
 
 At Wawasee, Indiana, is the charming sum- 
 mer resort built on the lake of that name, 
 where each year thousands of pleasure-seekers 
 spend the summer in private cottages and 
 hotels. 
 
 A beautiful view of Lake Michigan is ob- 
 tained for several miles approaching the great 
 western metropolis of Chicago, which is entered 
 at Grand Central Station. 
 
 From Cumberland to Grafton is the original 
 line across the Alleghenies. The railway climbs 
 the mountains from Piedmont to Altamont up 
 a steep incline of seventeen miles through a 
 winding and tortuous valley along the little 
 Savage River. At the top of the climb lies 
 the Glades, where are located the famous sum- 
 mer resorts of Deer Park, Mountain Lake Park 
 and Oakland. 
 
 Of American mountain resorts. Deer Park is Deer Park. 
 perhaps the most ideal resort that can be found. 
 It is 2,800 feet above the level of the sea on a Elevation, 
 beautiful plane of luxuriant vegetation. The ^ffj^^ ^''^ 
 splendid hotel buildings with large airy rooms Sea Level. 
 
26 F.E.ASONS WHY 
 
 and immense verandas, are on the top of a 
 knoll, with the lawns sloping gently to the rail- 
 way station not 300 yards away. The buildings 
 
 Drive through the Glades on 
 summit of AUeghenies. 
 
 are divided into three parts — the main building, 
 eastern and western annexes. There are also 
 twelve cottages belonging to the hotel. Every 
 modern appliance for the convenience of guests 
 is supplied by the hotel, and the delightful tem- 
 perature of the mountain top with the excellent 
 spring water supplied by the famous boiling 
 
 Main r.uilding, Deer Park Hotel. 
 
REASONS WHY 
 
 27 
 
 Mountain 
 Lake Park. 
 
 springs at Deer Park, which has a national repu- 
 tation, has made the resort popular for the three 
 summer months during which it is open — from 
 the middle of June to the middle of September. 
 
 Mountain Lake Park is the summer home 
 of the Mountain Chautauqua, and every summer 
 the scene of unwonted interest. The Summer 
 Chautauqua is the prominent feature at the park 
 and an excellent program is furnished every year. 
 
 Oakland, at the extreme western edge of the Oakland 
 Glades, is a popular summer resort for pri- 
 vate cottagers. Excellent hotels and boarding 
 houses accommodate the hundreds of transient 
 guests every year. 
 
 Leaving Oakland the railroad passes down 
 the western slope of the AUeghenies to Grafton 
 
 Cheat River VaUey, W. Va. 
 
 through the famous Cheat River Valley. The 
 scenery is impressive and grand; he;e is one 
 of the choicest views of Picturesque America. 
 
 From Grafton the main line to Chicago leads 
 northwest through the bituminous coal regions 
 of West Virginia to Fairmont and Wheeling. 
 
 Wheeling was the objective point reached 
 when the Baltimore & Ohio was laid out to 
 cross the mountains to the Ohio River. It is 
 the largest city in West Virginia, and though 
 one of the earliest, it has kept apace with all 
 modern improvements. 
 
 Zanesville, with a population of 28,000, 
 on the Muskingum River, has a world-wide 
 
 Cheat River 
 Valley. 
 
 Through 
 Central Ohio. 
 
28 
 
 REASONS WHY 
 
 Lake Erie 
 Resorts. 
 
 reputation for its exquisite pottery — a ware 
 called "Louelsa," a rival of the famous "Rook- 
 wood" of Cincinnati. 
 
 At Newark the main line continues north- 
 ward through Mt. Vernon and Mansfield to 
 Chicago Junction, where it meets the main 
 line from Pittsburg and continues on to Chi- 
 cago. From Chicago Junction a division runs 
 directly northward to Sandusky, tapping the 
 great lakes for the third time. 
 
 Sandusky is a popular summer resort on 
 account of its happy location on Lake Erie; 
 near to it are the delightful resorts of Cedar 
 Point, Kelly's Island and Put-in-Bay. 
 
 From Newark the railway also proceeds 
 westward to Columbus, the capital of Ohio, and 
 southwest to Cincinnati, forming the western 
 end of the through line between Pittsburg, 
 Wheeling, Columbus and Cincinnati. 
 
 Bituminous 
 
 From Grafton the main line to Cincinnati 
 extends westward to Clarksburg through the 
 oil and gas regions of West Virginia to 
 Parkersburg. 
 
 At Clarksburg the Monongahela Division 
 Coal Regions, gxtends northward through bituminous coal 
 regions to Fairmont; and the West Virginia 
 and Pittsburg Division extends southward to 
 Weston, Sutton, Buckhannon, Camden-on- 
 Gauley and Pickens in West Virginia. 
 
 Between Clarksburg and Parkersburg are 
 numerous oil wells and coal fields. 
 
 At Parkersburg the Ohio River is crossed 
 and the Baltimore & Ohio Southwestern Rail- 
 road continues the line through Athens and 
 Chillicothe to Cincinnati, directly across the 
 southern portion of Ohio. 
 
 From Cincinnati the line continues across 
 Indiana to North Vernon (where it branches to 
 Louisville, Ky.), thence proceeds straight to 
 St. Louis through Vincennes, Ind., and Flora, 
 111. (where another division crosses the main 
 line transversely, extending to Springfield and 
 Beardstown, 111., on the north, and southward 
 to Shawneetown on the Ohio River), and thence 
 direct to St. Louis, Mo., crossing the great 
 Eads Bridge over the Mississippi River and 
 entering the Union Station. 
 
 Across the 
 Southern 
 Portions of 
 Ohio, Indiana 
 and Illinois. 
 
THE ROYAL BLUE LINE. 
 
 New York City. 
 
 |HE "Royal Blue Line," so 
 widely and favorably known, 
 is the name originally applied 
 to the system of splendid trains 
 operated by the Baltimore & 
 Ohio Railroad, with its con- 
 nections, the Philadelphia & 
 Reading Railway and Central 
 Railroad of New Jersey, be- 
 tween New York, Philadelphia, 
 Baltimore and Washington. 
 In this series there are ten fast 
 Royal Blue trains each way daily. The line orig- 
 inally obtained its name from the rich color in 
 which the trains were painted. They are the 
 finest and fastest series of trains in the world. 
 Five of them make the distance between New 
 York and Washington in five hours, and eight of 
 them make the distance between Baltimore and 
 Washington (forty miles) in forty-five minutes. 
 The line boasts of two excellent terminals at 
 New York, one at the foot of Liberty Street 
 and the other at the foot of Whitehall Street, 
 known as South Ferry or Whitehall Terminal, 
 by far the most convenient entrance and exit 
 of New York. All trains of the Second, Third, 
 Sixth and Ninth Avenue elevated lines, Broad- 
 way, Columbus and Lexington surface lines, 
 as well as the East and West Side surface 
 lines terminate at this point, and under the 
 sam.e roof. The Staten Island Ferry, South 
 Ferry, Hamilton Avenue and Thirty-ninth 
 Street Brooklyn Ferries all leave this 
 station. 
 
 Finest and 
 Fastest Series 
 of Trains in 
 the World. 
 
 South Ferry, 
 
 Whitehall 
 
 Terminal, 
 
 Most 
 
 Convenient 
 
 Terminal in 
 
 New York. 
 
 Philadelphia. 
 
so 
 
 RE^ASONS WHY 
 
 Baltimore. 
 
 Philadelphia, 
 24th and 
 Chestnut St. 
 Terminal. 
 
 Baltimore, 
 Mt. Royal 
 Station and 
 Camden 
 Station. 
 
 Washington, 
 Station New 
 Jersey Av. 
 and C St. 
 
 Superior 
 Equipment. 
 
 Unexcelled 
 [iining Car 
 Service. 
 
 The Philadelphia terminal is at Twenty- 
 fourth and Chestnut Streets along the Schuylkill 
 River. 
 
 Southward from Philadelphia the route is 
 through Chester, Pa., Wilmington and Newark, 
 Del., crossing the beautiful Susquehanna River 
 at Havre de Grace, Md., thence to Baltimore. 
 
 Mount Royal Station, Baltimore, is the 
 uptown station convenient to the northern 
 resident portion of the city. 
 
 From thence all trains pass under the city 
 through the great double track tunnel over a 
 mile in length, propelled by electricity, to 
 Camden Station, located in the center of the 
 business portion of the city. 
 
 The route to Washington is through a 
 beautiful suburban country, and the capital 
 city is entered at the station at New Jersey 
 Avenue and C Street within one block of the 
 Capitol. 
 
 The splendid construction of the Royal 
 Blue trains is especially worthy of note. The 
 coaches are of the most modern patterns; and 
 the Pullman parlor an'd sleeping cars are from 
 the latest designs. The dining car service is 
 unexcelled — thirteen trains of the twenty being 
 thus equipped. Eight of these have combi- 
 nation dining and cafe cars in which meals 
 are served either table d'hote or a la carte. 
 Of the remainder those that run between 
 dining hours are supplied with buffets, whilst 
 the night trains have sleeping cars. 
 
 r 
 
 ! 
 
 A 
 
 
 
 
 y 
 
 i^phMj^ij [T^^ 
 
 
 """''HT;'jr 
 
 "^f 
 
 
 ^Vasllillt^ toil. 
 
THE "ROYAL LIMITED." 
 
 HE "Royal Limited," the finest 
 
 T train in the famous Royal 
 Blue Line series, is what it is 
 claimed to be, "the finest day- 
 light train in the world." 
 
 The name is applied to two 
 trains, one of which leaves 
 New York daily at 3.40 p. m., 
 arriving Washington at 8.40 
 p. m. ; the other leaving Wash- 
 ington 3.00 p. m,, arriving New 
 York 8.00 p. m. They are 
 exact counterparts, and are composed of splen- 
 did coaches, Pullman parlor cars, parlor obser- 
 vation buffet cars and dining and cafe cars. 
 
 The parlor cars "Empress," "Czarina," 
 "Queen" and "Countess" are superbly finished 
 in Vermillion wood with an inlay of Persian 
 design; the ceilings of Royal Blue and the up- 
 holstery of the same color, except in the ladies' 
 toilets, some of which are finished in Mexican 
 onyx, while others are in hardwoods with 
 different colored effects. The drawing-rooms 
 in the cars are finished in different designs; 
 some are in green and gold; others in rich 
 red. The general 
 design of the main 
 parlors of all the 
 cars is Persian, 
 whilst in the la- 
 dies' toilets Re- 
 naissance prevails. 
 A beautiful effect 
 is given both to the 
 exterior and inter- 
 ior of the cars by 
 oval windows with 
 opalescent-glass 
 placed in the toilet 
 rooms and pas- 
 sage ways. 
 
 The cars are the 
 most magnificent 
 and largest ever 
 built; seventy 
 feet in length with 
 all modern im- 
 provements and 
 
 Dual Trains. 
 
 Parlor Cars. 
 
 Observation Car. 
 
 .^ 
 
82 
 
 REASONS WHY 
 
 Large 
 Retiring 
 Rooms 
 for Ladies, 
 
 Parlor 
 Observation 
 Buffet Cars. 
 
 appliances, including wide vestibules with 
 anti-telescoping device, empire deck, steam 
 heat, Pintsch gas 
 and air pressure 
 water system. 
 
 The space de- 
 voted to the la- 
 dies' retiring 
 rooms in each 
 car is a feature 
 most acceptable 
 to lady travelers. 
 They are not only 
 unusually large, 
 but provided 
 with dainty 
 dressing - tables 
 witn large plate 
 glass mirrors, 
 on each side of 
 which are cozy 
 corner seats. 
 
 The parlor ob- 
 servation buffet 
 and " Neptune," are of the same general ap- 
 pearance, except the unusually wide windows 
 in the observation ends, and the extended 
 
 platforms. The 
 observation par- 
 lors are finished 
 in beautiful Cir- 
 cassian walnut; 
 the chairs uphols- 
 tered in olive- 
 green leather; 
 the ceilings fin- 
 ished in red and 
 gold, the general 
 design being of 
 Italian Renais- 
 anee. These cars 
 are provided with 
 writing desks and 
 material,whileall 
 the prominent 
 illustrated week- 
 observation End. lies are at hand. 
 
 Dining Car. 
 
 cars, "Jupiter," "Mercury" 
 
REASONS 
 
 WHY 
 
 Special attention has been given to the 
 beautiful and practical furnishings of the 
 dining cars. They are the "Waldorf" and 
 "Astoria," holding the same high station Ih 
 their world as does the famous hostelry, from 
 which they take their names, in its realm. One- 
 half of each car is devoted to the regular 
 dining-room, while the other half is the cafe. 
 The linen, silver and glassware are in keeping 
 with the other excellent features of the cars. 
 The service in the dining-room is table d'hotCc 
 
 The cafe is a novel feature in itself. The 
 finishings are in plain oak, the movable tables 
 and chairs corresponding. The floor is laid 
 with rubber tiling in attractive design. The 
 service is a la carte and the buffet is amply 
 furnished with choicest liquors and cigars. 
 
 ELECTRIC VEHICLE SERVICE. 
 
 Electric Vehicles are in attendance upon 
 all trains of the Baltimore & Ohio Railroad at 
 station. New Jersey Avenue and C Street, 
 Washington. 
 
 Passengers desiring any special class of 
 vehicle are requested to ^ notify conductor 
 of train prior to arrival 1 at Washington 
 Junction when on trains ^^ from the West, 
 and prior to arrival at Baltimore 
 
 when on trains from the East. 
 
 Dining Cars, 
 table d'hote. 
 Cafe Cars, 
 a la carte. 
 
 Cafe, 
 
 a la carte. 
 
 Electric 
 Vehicle 
 Service. 
 
 Ift. 
 
TRAIN SERVICE. 
 
 Extent of 
 System. 
 
 ?plendid 
 rain 
 Service. 
 
 Dining Car 
 Service. 
 
 Club Car. 
 
 HE lines of the Baltimore & Ohio 
 
 T Railroad extend from New 
 
 York, Philadelphia. Baltimore 
 and Washington to Pittsburg, 
 Cleveland, Wheeling, Colum- 
 bus, Sandusky, Chicago, Cin- 
 cinnati, Louisville and St. 
 Louis, covering a vast inter- 
 mediate territory. 
 
 The whole system is oper- 
 ated with a most complete 
 service of through vestibuled trains, equipped 
 with splendid coaches, Pullman drawing room 
 sleeping cars, observation cars and dining 
 cars, forming a great trunk line with many 
 branches, from the Atlantic Ocean to the 
 Great Lakes and the Mississippi River, 
 
 Special attention is called to the dining 
 ear service which is operated by the Baltimore 
 & Ohio Railroad Company. Table d'hote and 
 a la carte service are rendered, according to 
 the conditions or perhaps the time of day 
 certain trains pass certain territory. 
 
 The Club Car is one of the novelties of 
 the passenger car equipment. It is especially 
 designed for the accommodation of clubs, so- 
 cieties, organizations, etc., affording a social 
 feature which could not otherwise be obtained 
 in the ordinary coach or sleeping car. It is 
 provided with chairs and tables instead of the 
 conventional stationary seats. A buffet in one 
 end of the car is equipped to provide for 
 thirty-five people at one time. 
 
 ^ ^ 
 
 STOP-OVER PRIVILEGES. 
 
 Stop-»ver 
 Privileges. 
 
 Stop-over privileges will be allowed at 
 either Washington, Baltimore or Philadelphia, 
 or at all of these points, on first-class tickets, 
 under the conditions provided therefor, and 
 which are printed on slip accompanying ticket. 
 
HE "Duquesne Limited" 
 
 T leaves Pittsburg every evening 
 with Pullman Drawing Room 
 Sleeping Car for Philadelphia, 
 and with Pullman Buffet Draw- 
 ing Room Car for New York, 
 arriving early next morning. 
 Dining Car serves a la carte 
 supper leaving Pittsburg. The 
 first-class fare (\na this train 
 only) to Philadelphia is $8.00; 
 second class, $7.50; to New 
 York first class, $9.00; second class, $8.50. 
 
 The "Pittsburg Limited" leaves New 
 York and Philadelphia every evening, arriving 
 Pittsburg next morning with Pullman Buffet 
 Drawing Room Car from New York and Pull- 
 man Drawing Room Car from Philadelphia. 
 Dining Car serves a la carte breakfast into 
 Pittsburg. The first-class fare (via this train 
 only) from New York to Pittsburg is $9.00; 
 second class, $8.50; the first-class fare from 
 Philadelphia is $8.00; second class, $7.50. 
 
 Two solid vestibuled trains splendidly 
 equipped with Pullman Drawing Room Cars, 
 Observation and Dining Cars run daily be- 
 tween New York, Philadelphia, Baltimore, 
 Washington and Chicago. One train each way 
 runs via Pittsburg; the other via Newark, 
 Ohio. Pullman Sleeping Cars daily between 
 Baltimore and Columbus. 
 
 Three solid vestibuled trains equipped with 
 Pullman Drawing Room Sleeping Cars, Obser- 
 vation Cars and Dining Cars run daily in each 
 direction between New York, Philadelphia, 
 Baltimore, Washington, Cincinnati, Louisville 
 and St. Louis. 
 
 Two solid vestibuled trains run daily in each 
 direction between Pittsburg, Wheeling, Colum- 
 bus and Cincinnati. Day trains equipped with 
 Combination Parlor and Cafe Cars of latest 
 design; night trains with Pullman Drawing 
 Room Sleeping Cars. 
 
 The Baltimore & Ohio Railroad is the 
 shortest route betAveen Chicago and Washing- 
 ton and the only line running solid vestibuled 
 trains of through Coaches, Pullman Drawing 
 Room Sleeping Cars and Dining Cars. Two 
 trains daily — one via Pittsburg, the other via 
 Newark, 0. Pullman Sleeping Cars between 
 Columbus and Washington. 
 
 All Through Trains east and west 
 run via Washington. 
 
 The 
 
 ^''Duquesne 
 Limited." 
 Pittsburg, 
 Philadelphia^ 
 New York. 
 
 The 
 
 ''Pittsburg 
 
 Limited." 
 
 New York, 
 
 Philadelphia, 
 
 Pittsburg. 
 
 The New 
 
 York-Chicago 
 
 Line. 
 
 The New 
 
 York- 
 
 St. Louis Line. 
 
 The 
 
 Pittsburg- 
 
 Columbus- 
 
 Cincinnati 
 
 Line. 
 
 The Chicago- 
 Washington 
 Line. 
 
 k. 
 
PRINCIPAL TICKET AGENCIES 
 
 BALTIMORE & OHIO RAILROAD 
 
 BALiTIMORE— Camden Station. E. R. Joxes, Ticket Agent. Mt. 
 Kova! Station, CHAS. Cockey, Ticket Agent. Central ]5uilding, 
 Baltiinoreund Calvert Streets. G. D. Crawford, Ticket Agent. 
 
 BOSTON— 211 Washington Street, E. Y.. Baekey, Passenger Agent. 
 
 BROOKLYN, N. Y.— 339 Fulton Street, T. H. Hexdricksox. 
 
 CHESTER, PA., A. M. D. MiLLlNiX. Passenger and Ticket Agent. 
 
 CHICAGO— 244 Clark Street. Grand Pacific Hotel. H. W. MfKEWiN, 
 City Ticket Agent, (icneral Passenger Office. Merchants' l^oan & 
 Trust Building. H. G. Wixks. Ticket .\gent. Grand Central Passen- 
 ger Statif)n. Cor. Harrison Stieet and .5th Avenue, F. J. Eddy, 
 Ticket Agent. Auditorium Annex, 221 Michigan Avenue, F. E. 
 Scott, Ticket Agent. 
 
 CHILLICOTHE, OHIO, J. H. L.\rrabee, Traveling Passenger Agt. 
 
 CINCINNATI— 4th and Vine Streets. .J. B. Scott, District Passen- 
 ger Agent. B. & (). S.-W.; C. H. Wisemax, City Ticket Agent. B. & 
 ( ). S.-\V'. Central Union Station, O. B. McCarty. Passenger Agent, 
 B. & O. S.-W.; E. Reisixg. Station Passenger Agent. B. & O. S.-W,; 
 Wm. Broavx, Ticket Agent. 
 
 CliEVEIiAND, OHIO, 241 Superior Street, G. W. Squiggixs, Pas- 
 senger and Ticket Agent. 
 
 COL.UMBUS. OHIO, No. 8 North High Street. W. AV. Tamage, 
 Ticket Agent. Union Station. E. Pagels, Ticket Agent. 
 
 COVINGTON, KY.— 402 Scott Street, G. M. Abbott, Ticket Agent. 
 
 DALLAS, TEXAS, J. P. Rogerman, Traveling Passenger Agent, 
 B. A: O. S.-W. 
 
 DENVER. COLO., S. M. Sh.\ttuc, Traveling Passenger Agent, 
 B. & O. S.-W. 
 
 KANSAS CITY, MO.— Box 264, A. C. Goodrich, Traveling Pas- 
 senger Agent. B. & O. S.-W. 
 
 LOUISVILLE, KY.— 4th and Main Streets. R. S. Browx, District 
 Passenger Agent, B. & O. S.-W. ; J. G. Elgix, City Passenger 
 Agent, B. & O. S.-W.; E. Prosser. Traveling Passenger Agent, 
 B. & O. S.-W.; J. H. DORSEY. City Ticket Agent; A. J. Cronk, 
 Ticket Agent, 7th Street Station. 
 
 NEWARK, N. J. —182 Market Street. F. T. Fearey, Ticket Agent. 
 
 NEWARK, OHIO, F. C. Bartholomew. Ticket Agent. 
 
 NEW YORK— 434 Broadway, C. B. Joxes, Ticket Agent. 1300 
 Broadway, H. B. Faro at. Ticket Agent. 261 Broadway. Thos. 
 Cook & Sox, Ticket Agents. 113 Broadway. Hexry' Gaze & Sons, 
 Ticket Agents. 2.t Union Sqtxare, West. Ray'.moxd & AVhitcomb, 
 Ticket Agents. 391 Grand Street, Hyman Werxer. Ticket .Agent. 
 Stations— South Ferry, foot of Whitehall Street, and foot of Lib- 
 erty Street. N. R. 
 
 NORFOLK, VA.— 164 Main Street. Arthvr G. Lewis, Southern 
 Passenger Agent; W. C. YoUNG. Ticket Agent. 
 
 OMAHA, NEB. , J. C. Burch, Traveling Passenger Agent, 504-5 
 First National Bank Building. 
 
 PHILADELPHIA— 834 Chestnut Street. C. D. Gladdixg. Ticket 
 .\gent. N. E. Cor. 13th and Chestnut Streets. C. E. Waters. Ticket 
 Agent. lOO.T Chestnut Street. Raymo.nd cV: Whitcomb. Ticket 
 Agents. 39H2 JIarket Street. Uxiox Transfer Co.. Ticket Agents. 
 609 South 3d Street and 1209 North 2d Street. M. Rosenbaum. Ticket 
 Agent. Station, Cor. 24th and Chestnut Streets, W.W. Baekey, 
 Ticket Agent. 
 
 PITTSBURG— Cor. 5th Avenue and Wood Street. E. D. Steintian, 
 City Ticket Agent. 540 Sniithfleld Street, J. V. McCormick, Ticket 
 Agent. Station. Cor. Smithfield and Water Streets, S. J. Hutchi- 
 sox. Ticket Agent. 
 
 SAN FRANCISCO, CAL.— Room 1. Hobart Building, Peteb 
 Harvey, (iciural .\gcnt. 
 
 SPRINGFIELD, ILL., N. J. Neer. Division Passenger .Agent. B.& 
 O.S.-W.; F. B. JOHNSTOX, Traveling Passenger Agent. B.&O.S.-W. 
 
 ST. LOUIS— Broadway and Locust Street, F. D. Gildkrsleeve. 
 District Passenger Agent, B. & O. S.-W,; H. C. Stevexsox. City 
 Passenger Agent. B, »V: O. S.-W. ; L. G Pail. City Ticket Agent; 
 L. L. Horxixg. Station Passenger Agent. S, F. Raxdolpii. Trav- 
 eling Passenger Agent; E. S. Grr. General Agent, B. & O. R. R. 
 
 ST. PAUL, MINN., R. C, Haase, Northwestern Traveling Pas- 
 senger Agent. 
 
 TIFFIN, OHIO, A. .7. Bell, Ticket Agent. 
 
 VINCENNES, IND., G. M. Taylor. Traveling Passenger Agent, 
 1'.. iV II. s,-\v. 
 
 WASHINGTON, D. C— 707 LOth Street. N. W. Cor. New York 
 .Wcnuc. 11. P. .Mk.kkii.l. Ticket Agent. 619 Pennsylvania Avenue. 
 H. Iv, HowsEit. Ticket .\gent. Station. New Jersey Avenue and 
 (' Street. .1. Lewis. Jr.. Ticket Agent. 
 
 WHEELING, W. VA.— B. .t O. Station. T. C. BfRKE, Passenger 
 Agent. 
 
 WILMINGTON. DEL.— Delaware Avenue Station, H. .\. Miller, 
 I'iis-enger and Ticket Agent. Market Street Station, J. E. Hitch, 
 Ticket Agent. 
 
 W^INCHESTER, VA., T. B. Pattox, Ticket Agent. 
 
 ZANESVILLE, OHIO— Depot. Jas. H. Lee. Ticket Agent. 
 
 EUROPEAN AGENTS— Baltimore Export it Import ("o.. Lim- 
 ited. 23. 24 and ■'.:> I'.illiter Street, London, E, ('., 21 Water Street, 
 Liverpool, England. 
 
 wmmF 
 
SPECIAL 
 INFORMATION 
 
 Concerning Routes, Rates, Time of Trains, 
 etc., will be cheerfully furnished on ap- 
 plication to any of the following repre- 
 sentatives of the 
 
 BALTIMORE & 
 OHIO RAILROAD 
 
 Lyman McCarty. Ass't Gen'l Pass'r Ayrent. . .434 Broadway, New York 
 
 Gko. DeHaveN", Excursion Manager Baltimore. Mil. 
 
 J. P. Taggart, New Eng. Pass'r Ay:t.. 211 Washington St., Boston, Mass. 
 Bernard Ashby. Uist. Pass'r Agt..834 Cliestnut St., Philadelphia, Pa. 
 
 B. 1". Bond, Division Passenger Aprent Baltimore, Md. 
 
 S. B. Hege, General Agent Passenger Deiiaiiment. . Washington, D. C. 
 ARTHUR G. Lewis, Southern Pass'r Agt. .Atlantic Hotel, Norfolk, Va. 
 
 E. D. Smith. Div. Pass'r Agent.. 5th Ave. and W'ood St., Pittsburg. Pa. 
 D. S. AViLDER. Div. Pass'r Agent No. 8 N. High St., Columbus. O. 
 
 D. D. Courtney, Trav. Pass'r Agt.. 211 Washington St., Boston, Mass. 
 Robert Skinnek. Traveling Pass'r Agent. ..434 Broadway, New York 
 J. M. Bennett, Trav. Pass'r Agent.. 834 Chestnut St., Philadelphia. Pa. 
 H. P. Baldwin. Trav. Pass'r Agt. . 70715th St., N.AV., Washington, D. C. 
 
 C E. DUDROW, Traveling Passenger Agent Harper's Ferry, W. Va. 
 
 J. T. Lane, Traveling Passenger Agent BoUaire, O. 
 
 T. C. Burke. Passenger Agent Wheeling, W. Va. 
 
 F. P. Copper, Traveling Passenger Agent Newark. O. 
 
 G. W. Squiggins. City I'ass'r Agent 241 Superior St., Cleveland, O. 
 
 E. G. TucKERMAN. City Passenger Agent 434 Broadway, New York 
 
 L. G. Stine, Passenger Agent 1300 Broadway, New York 
 
 A. C. Wilson, City Pass'r Agt. . . 707 15th St., N. W., AVashington, D. C. 
 
 G. AVebb Paixi, City Passenger Agent Baltimore, Jld. 
 
 H. A. Miller, Passenger Agent AA'ilmlngton, Del. 
 
 A. M. D. MuLLiNix, Passenger Agent Chester, Pa. 
 
 A. AA'. TiDDY, City Pass'r Agent.. 5th Ave. and AA'ood St., Pittsburg, Pa. 
 AV. AV. PicKl.VG. Gen'l Agt. Pass'r Dep't 244 Clark St., Chicago. 111. 
 
 C. G. LEM.MON, Traveling Passenger Agent Chicago, 111. 
 
 R. C. Haase, Northwestern Traveling Passenger Agt.. St. Paul, Minn. 
 
 J. C. BURCH. Traveling Passenger Agent Omaha, Neb. 
 
 Geo. S. Stuart, Traveling Passenger Agent San Francisco. Cal. 
 
 A. J. Smith. Traveling Passenger Agent Parkersburg. W. Aa. 
 
 J. E. Galbraith, General Agent Cleveland. O. 
 
 Peter Harvey. Gen'l Agt.. Room 1. Hobart Bldg., San Francisco, Cal. 
 AV. E. Lowes, Advertising Agent Baltimore. Md. 
 
 D. B. MARTIN, 
 
 Manager Passenger Traffic, 
 Baltimore, Md. 
 
 B. N. AUSTIN, 
 
 General Passenger Agent, 
 
 Chicago, III. 
 
 Ik. 
 
MAP OF THE 
 
 BALTIMORE & OHIO R. R. 
 
 L^_L 
 
 AND CONNECTIONS 
 
 ON WHICH THROUGH CARS 
 
 ARE RUN 
 
 mmm' 
 
CORBITT 
 CHICAGO 
 
 k 
 
 lO I-0I-50000 
 
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 /•' 
 
I 
 
 1^ 
 
LIBRARY OF CONGRESS 
 
 002 415 030 6 ^ 
 
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 Why