Edited by Hank Mummert
Potomac Yard & Washington Terminal
To
Baltimore,Md.
Potomac Yard (South End (R.F&P)) 138.1 (miles from Philadelphia)
Washington Terminal (Washington) 135.1
To
Baltimore, Md. (Union Jct.) 94.8
(Per PRR Eastern Reg. (Southern)
(Maryland Div. Time-table No.16)
(April 30th,1950)
PRR's former main line from the Washington D.C. area to the north was part of the PRR's expansion to the south during the 1870's. At that time the PRR used the Northern Central line from the north and the Philadelphia, Wilmington & Baltimore line from the east to reach Baltimore and connecting thru service with the B&O railroad to service Washington D.C.
After the Civil War thru arrangements with the B&O became increasingly difficult and the PRR started to look for a way to Washington on its on. The State of Maryland, which had a interest in the B&O, refused to grant a charter for any other rail line between Baltimore and Washington. The PRR found a way, however. In May of 1853 a charter for a obscure line known as the Baltimore and Potomac RR had been granted. The line was to build south from Baltimore to southern Maryland where it hoped to ferry cars accross the Potomac river and connect to the R.F.&P. RR in Virginia.
Part of the B&P's (Baltimore & Potomac) charter allowed for branches up to 20 miles long. The PRR knew all of this, of course, and through its connections gained control of the B&P. Contruction had started in 1861 but didn't really get going until 1868. The part of the line between Baltimore on southern Maryland had to be built as per terms of the charter. But at Bowie, Md., a branch that ran to Washington was built within the 20 mile charter limit. Both the state of Maryland and the B&O had been outdone.
While the line to Washington was opened in 1872, the PRR had to dig a tunnel on the southwest side of Baltimore city to reach its Northern Central connection. This tunnel and its counterpart "Union" tunnel were opened in 1873. The "Union" tunnel connected to the Philadelphia, Wilmington & Baltimore RR which ran near the present day south end of Bay View yard and the Orangeville section of Baltimore city. This gave the PRR a complete right of way free of street trackage in Baltimore which the B&O still had to deal with on its line. Along with all of this the PRR built the first of three "Union" stations in Baltimore in 1873. The B&P, P,W&B, N.C.Ry, PRR and the Western Maryland RR all used this station. This station and the later two were all built between the "B&P" and "Union" tunnels.
During the 1870's the Western Maryland built its own line into Baltimore and met the PRR near Gwynns Run just south of the B&P tunnel. Just north of the B&P tunnel near Penn station the PRR interchanged with the B&O and the Ma & Pa RR and had a north bound line that ran in front of the station that also ran to the Calvert station area.
Back in Washington the PRR gained control of the "Long Bridge" over the Potomac river and into northern Virginia which the B&O had controlled since before the Civil War. The PRR also built a station at the present day location of the National Art Gallery at 6th and B streets in Washington. This station was used until demolished in 1908 and the then new Union station was built.
Later on the huge Potomac Yards facility was built. Also known as "Pot Yard", this was one of the major east coast yards between Florida and the Northeast. This yard was joinly built with the PRR, R.F.&P., Southern, ACL, C&0 and SCL railroads. This yard was one of the crew change points for the later day "Orange Juice" trains. Tropicanna's Florida to New Jersey train that carried orange juice in reefers. Many PRR trains to/from Meadows yard near New York, Edgemoor yard near Wilmington, Del, Enola yard near Harrisburg, and Bay View yard in east Baltimore started from or terminated at Potomac Yard. Potomac yard also was the southern most extention on the PRR's electrified lines.
Washington Terminal as we know it today was built and opened between 1907 and 1911. This gave Washington a "Union" station that served the PRR, B&O, C&O, Southern, ACL, SCL trains and some L&N and N&W trains (thru cars).
Washington Terminal was joinly owned by the PRR and the B&O. Station management was B&O with facilities, supplies and locomotives supplied by the PRR. PRR class B-6sa, B-6sb and C-1 locomotives were used in steam days with many Alco RS-1 locomotives used from the 1940's onward until Amtrak. Also at one time Washington Terminal used a former PRR MP-54 coach (No. 300) which was painted blue and used to suttle employees between the station and Ivy City engine house. Ivy City originally had a double turntable and round house which was later changed to a single turntable. There also was a small turntable on the west side of the station tracks near the station. A large express building was built on the east side of the station tracks. Both of these were still in place in early Amtrak years. Through tracks were built on a lower level which tunneled under ground near the Capitol building and came out near present day Virginia Ave. tower.
Two small yards were built near Washington to the north. One was Jersey yard which was in east Washington D.C. proper and Bennings which was to the north between the D.C. city line and where the freight line joined the passenger line near Landover, Md. Another small yard was built for local freight traffic between the south end of B&P tunnel in Baltimore near Edmondson Ave. and Gwynn's Run. Also a very short branch was built from here to Catonsville, Md. just outside the Baltimore city line. Although this line was later abandoned during the 1970's, the bridge over the Baltimore Beltway (I-695) was still in place during the late 1980's. A small station was built near the end of the B&P tunnel at Edmondson Ave. during and after the first World War. This was part of a never built head on connection for trains going to the Northern Central line which had to be hauled backward from Washington and then forward once on the Northern Central.
The PRR also built two lesser know small branches near Bowie, Md. One was to the Bowie horse racing track. The other was to the U.S. Army's Fort Meade facility. Trains to the race track used E-6s and K-4s steam engines and P-70 coaches. The Fort Meade tracks saw everything from H-6 class engines to the latest diesels. Both freight and during WW II and Korea passenger troop trains were run. Tracks here are still used for freight service.
The line from Bowie south to Popes Creek in southern Maryland saw B, H, E class engines during steam days. Passenger service usually saw a E class engine pulling two or three P-54 class coaches. later EMD, Alco and Baldwin engines were used. I'm not certain if any K or L class steam engines were ever run on this branch although a Maryland ETT of the time did allow both G-5 and K class engines under the restriction tables.
The station at Baltimore was later replaced in 1886. This station was in turn replaced in 1911 by the present day "Penn Station". Also at this time the B&P and Union twin towers were built. Before the turn of the century a roundhouse and turntable were built near the later Union tower. Later the roundhouse was torn down and until the end of steam days a turntable (locally known as the "Bull Pen") was used. This in turn was replaced with a wye. A new U.S. Mail building was also built next to the station just to the North during the 1930's.
Almost all the main line trackage was electrified as part of the PRR's massive electrification project during the 1930's. This included PRR's well known four track main line tracks (from the previous two) and signal, station and yard upgrades. Electric locomotive handling facilities were built at both Potomac Yard and Washington Terminal.
The Washington to Baltimore Main also played host to notable trains over the years. The Liberty Limited from Washington to Baltimore (and on to Harrisburg and Chicago via the N.C. line) was one of the PRR's best trains at one time. The Senator and Congressional limiteds also were some of the best trains the PRR ran.
During the late 1920's E-6s class No. 460 (today at Strasburg,Pa.) ran the special train that beat an airplain between Washington and New York. During the run of this train copies of "Lucky" Lindberg's return to America on film were developed so theaters in New York could be the first to see them. Because of this train, theaters showing the copies developed on the train were shown over an hour before the airplane delivered films.
Next to famous GG-1 No. 4800, GG-1 No. 4876 became famous for its 1951 crash at Washington Terminal on track 16. The train lost its brakes after leaving Baltimore and crashed into the bumping post, through the station masters office and into the basement of the station. It was covered over during Eisenhowers Innouguration and later cut into six-foot sections and reassembled at Altoona. It was later found that a angle cock on one of the cars caused the accident. Today 4876 is stored just outside of Baltimore at a B&O museum storage site for future restoration. It is currently owned by the Washington Chapter of the NRHS.
The GG-1 also was assigned to the Robert Kennedy funeral train in 1968. There was a GG-1 pulled pilot train and then the funeral train itself. One GG-1 was used for the pilot train and two for the funeral train.
PRR and then PC's Metroliner was first run over this part of the main line in 1968 and 1969. This train ran up to speeds of 150 MPH. Also in 1969 Allen Peglers's British LNER 4-6-2 "Flying Scotsman" was run from New York to Washington. The train made a stop over in both Baltimore and Washington. The Washington to Baltimore main also played host to the "Freedom Train" in 1976 using former Reading class T-1 4-8-4 No. 2101. This engine is now at the B&O museum in Baltimore.
The Mainline has come to be called the North East Corridor in more modern times. Also known as the NEC. It is today used by Amtrak and is the busiest passenger route in the United States. Amtraks E-60 class and AEM-7 class electrics have taken over the reins from the GG-1 which ran on the NEC for almost fifty years. Amtrak though is phasing out the E-60 and is also developing a new electric locomotive for future NEC service. Starting as of February, 2000, Amtraks Acela High Speed Train came into service between Washington, New York and Boston. Originally this train was to go into service in October of 1999 but, just like the earlier Metroliner, it was delayed by testing bugs.
This part of the PRR saw just about everything from old D class 4-4-0's to the newest E-44 engines and Metroliners over the years. Just about all class D engines from the 1870's onward were used. Many class B engines were also used. For many years a class B-6sb was used at Penn station in Baltimore for switching passenger cars and working the Mail building next to the station. The class C-1 was used at Washington Terminal and at the yards. Class A 0-4-0's were used with two of the later class A-5s used in the Baltimore area later. All classes of the E and F classes were used over the years. Many class E-5s and E-6s were used on local passenger trains out of Baltimore and Washington Union stations in later steam years. Early class G engines were used extensively, but the later G-5 class was rarely used on this part of the main line.
All types of the H class engines were used. Class H-6sb was used on many of the lighter branches and tracks. Class H-9s and H-10 were used up to the end of steam in 1952. Class L-1s was used after the early 1920's when the I-1s class engines pushed them east. The same can be said for the famous class K-4s. Although some class K-2 and class K-3 were used early on the class K-4s wasn't used en mass until the 1920's. K-4s No. 830, 1361, and the first K-4s No. 1737 were some used early on. Although not usually used on this part of the main, the PRR's two class K-5 engines could be found in Baltimore in the late 1930's after being assigned to the Northern Central line.
Classes I and M were used to a lesser extent but could be found from time to time. A Maryland Div. Employee timetable I have lists some restictions for them, but does allow them on the main line. No N class engines were ever used in Maryland that I know of.
Because of restrictions this part of the mainline never saw the Q, S and T classes. They were just too big for eastern clearances. All PRR steam on this part or the mainline was gone by 1952 although one engine is listed on the Chesapeake Region roster as late as 1957 rehaps held a emergency power.
Just about all PRR electrics were used here except for the B class switchers and the New York area DD-1 class. The O class was used to a lesser extent. The GG-1 and P-5 class were a mainstay for many, many years. The rare class DD-2 and class L-6 were used as helpers for the tunnels in Baltimore. Older class L-5 engines were used after seeing service in the New York area and were also used as tunnel helpers. This was one of the last areas the GG-1 and later E-44 were used. Both were used until the mid 1980's. The line also played host to the former Virginian/New Haven E-33 engines during PC years and later Conrail. New Haven electrics were also used sometimes from the 1950's on until the PC merger. The line also saw the early 1950's experimental E class engines. The one and only R-1 class was probably used here too at one time or another although it was based out of New York.
Class MP-54 cars were first used as soon as electrification was completed. These cars served until the early 1980's then Silverliners replaced them. Today MARC trains run this service between Baltimore and Washington. Some of these trains use former Pennsy cars. As mentioned before the Metroliners were used here too until the late 1980's.
The Baltimore area was one of the first to use diesels due to the Northern Central line and the B&P and Union tunnels. The EMD E-7 was first found here in 1946. Also the Baldwin "Centipedes" were used on the NC to Baltimore too. A EMD NW-2 switcher was used to replace the B-6sb at Penn Station. This engine worked there until the 1970's.
As mentioned earlier the RS-1 was used at Washington Terminal early on, but steam there didn't leave until the early 1950's. The EMD FP-7 was also used, but quickly moved to other parts of the PRR. The RS-3 was used for Baltimore's NC line Parkton locals until 1959 and was used in freight into PC years.
All types of Baldwin and EMD switchers were used over the years up to the PC years. Other PRR classes could be found too, but not usually in matched sets. Most mainline thru freight was handled by electrics. PRR'd gas-electric passenger cars were also found at Penn Station in Baltimore until the late 1950's for Parkton local service.
As far as passenger cars go almost any type of Pennsy passenger car was used. The P-70 class coach was used from its first use up to and including early Amtrak years. Many types of cars from trains from both ACL and SCL florida trains ran here, including the "Silver Star" and "Silver Meteor" cars. The so called "Congo" cars saw long service too. Army-Navy special trains would see all manner of cars pulled from storage in the fall. You could also find a Z class business car at Baltimore (usually the "Chesapeake") or Washington Term. Cars from The Southern were found here for many years too. One of the last thru connections were from the Southern's "Cresent" train. The C&O also had cars in thru service on various PRR trains. Union Pacific cars could sometimes be found on trains coming off the Northern Central line in Baltimore.
All types of cabin cars were used over the years. This area was home to some of the last four-wheel bobbers on the PRR due to some of the tight street trackage in Baltimore. They where though banned without cars from the main line for signal activation and safety reasons. All types of freight cars could be found. From the earlier XL and GL class cars to the later TTX and railwhale cars. Baltimore had some large steel mills and many of the PRR's varied flat and gondola fleet cars saw service here. It would take too long to list many of the other types of cars used on this part of the mainline. This section of the mainline also hosted many types of unit trains in later years including the "Truc-Train" trains, The Orange juice trains, and many auto parts and coal unit trains.
Baltimore at one time hosted a wire train and into early Conrail years had one of the large steam derricks stationed at Bay View yard.
Today most of what had been the PRR mainline from Washington to Baltimore is still there. Amtrak now owns the entire mainline from Washington to New York except for the freight line that ran from Landover to the former Potomac Yards. Today this line is still used, but with most freight off the NEC is not used as in years past. During the 1980's the catenary was removed from this section although the poles still remain in place.
The line from Bowie to Popes Creek is still intact. There's a coal fired power plant at the end of the line today. This has helped the line survive. The former Potomac yard is sadly gone. Except for the former R.F. &P. main line all of the yard was torn up for development and freights now run through Hagerstown, Md. Norfolk Southern has plans though to run freights at night on the NEC so freight traffic may return. The station at Washington after years of neglect has been restored and now has a well planned commercial area inside of the former main room. A new station area that complements the original station has been added to the north end of the station. The former express building after being abandoned for many years was restored and now is used for offices. Sadly, Ivy City engine house was torn down, The turntable torn out and a new engine house built by Amtrak as part of their upgrading of facilities.
The former Bowie race track branch is not used at this date and may have been torn up. The line to Fort Meade is still in place but rarely used. The Jersey and Bennings yards are still there but scaled way back from former years. There are still a few yard tracks at the small yard that was built in south Baltimore. Today it is used mainly for M of W trains. Some of the on-line industries and customers are still serviced between Washington and Baltimore, but not like in years past. A new station near the BWI airport was built during the 1980's for Amtrak trains and also sees MARC service. The station built at Landover during late PRR and early PC years was later upgraded by Amtrak also.
Along much of the line the track and signals has been upgraded by Amtrak, newer track includes concrete ties. Sadly though many of the towers are now gone. The tower at Virginia Ave. in Washington is still there although no longer used actively. "A" tower at Washington Terminal is still in place too. The tower at Gwynns Run is still in place although the building is gutted. Bowie tower was saved but moved a short distance away from the mainline. The two towers in Baltimore were torn down during the 1980's although the B&P tower's first floor is still in place and used by Amtrak track forces and the upper floor was disassembled and saved for future restoration.
The station at Edmondson Ave. in south Baltimore while boarded up is still there. Penn Station, like Washington, went through a decline and now has been restored to its former 1911 appearance. A new parking garage has been added to the south side of the station where the former northbound freight tracks were. The mail building next door is still there and now owned by the city of Baltimore although the mail tracks are long gone. At last check in 1999 the wye tracks were still in place. Both the Ma & Pa (gone in the late 1950's) and B&O interchanges are gone.
Baltimore's B&P tunnel still is much like it was in earlier years but with gauntlet tracks added. The Union tunnel is still used but has been single tracked and a newer 1930's built double track tunnel just to the south of the 1873 tunnel is also in use.
Railroads on this line today are Amtrak, Marc and now Norfolk Southern.
Copyright 1996 - 2008
Last modified: November 24 2007.
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