Excerpt from B&O Magazine (1930)
One of the most unique plans ever placed in operation by any railroad is the arrangement which was inaugurated by the B. & O. on August 29, 1926 for the handling of its passengers into and out of New York by means of a fleet of commodious motor coaches. Unique, because it was the first of its kind to be undertaken by any railroad company, and, today, is the most complete system of coordination of motor coach and railroad transportation.
By this arrangement, all passengers destined to New York or Brooklyn over the B. & O., upon arrival in the Jersey City Terminal, simply step from the train into comfortable motor coaches waiting in the train shed directly alongside the tracks, and, with their hand baggage, are taken to any one of four centrally located motor-coach stations, or nine intermediate stops along the coach routes, including a number of New York’s leading hotels. No long walks through crowded stations, no stairs, no bother with hand baggage.
Upon leaving Jersey City, the coaches drive right on to waiting ferry boats for the trip across the Hudson River to the New York side. Thus, passengers remain in the coaches during the entire trip from trainside at Jersey City to their destination in New York or Brooklyn – open air all the way.
The route between Jersey City and New York gives not only a short and refreshing water trip, but also an opportunity to view the wonderful architectural panorama of the New York sky line, with its miles of giant buildings and
Fascinating. Thank you for finding all of this and sharing it!
Motorcoach service continued until B&O discontinued service to New York at the end of April 1958.
Was it not 1952 that B&O passenger service north of Baltimore was discontiniuied, not 1958? I admit my memory on this may be incorrect.
I ussed the Columbus Circle B&O station in the late winter or early Spring of 1945, when our 8th Grade Columbia Grammar School class visited Washington, DC.
Later, 1957-1969, I often used the airlines ticket office in the Channon Building’s 2md floor. Also, at one time I believe the Atlabtic Coast Line had a passengers service office and ticket window in the building, which i also used.
Thanks for a great posting with terrific photos.
It was 1958, according to article at link, A Royal Blue Line Recall by Bert Pennypacker.
http://ctr.trains.com/~/media/Files/PDF/Great%20Limiteds%20Online/GL130315/A%20Royal%20Blue%20Line%20Recall.pdf
It seems B&O invented ‘junk mail’ to advertise motor coach service directly to customers.
excelent article, well worth time pulling up and reading.
Thanks, Mike, for the articles.
Sad to say, I do not have a B&O timetable from 1957; I have one from 1956 (and more from earlier), and the one issued at the end of April, 1958 (and later issues, as well). Those from 1956 and earlier show service from New York City, and the one from April, 1958, shows service from Baltimore only. My wife, when living in New York (1951-1962), used the B&O at times when traveling to/from Washington; she did not tell me when she was last able to travel thus.
Johnny, I remember your wife as the lady my friend was devoted to. She was pretty brave to move to New York! --Mike
Article from Proceedings of the Twenty-Ninth Annual Convention of the American Railway Engineering Association held at the Palmer House, Chicago, Illinois, March 6, 7 and 8, 1928
THE BALTIMORE AND OHIO RAILROAD MOTOR COACH OPERATION IN NEW YORK
By M. F. Steinberger, Special Engineer
During the World War and for a number of years thereafter, the trains of the Baltimore and Ohio Railroad entering and leaving New York used the terminal facilities and station of the Pennsylvania Railroad. However, in the year 1926 it became necessary to find another method of continuing this service and arrangements were made with the Central Railroad of New Jersey for the use of both its station, track, and ferry facilities. Under the plan used by that and other roads whose rail lines terminate on the New Jersey shore it is necessary for passengers to make their own way from there to their destinations in Manhattan and New York, using, of course, the ferry boats of the roads upon which they traveled for the movement between the Jersey shore and Manhattan.
The management of the Baltimore and Ohio Railroad realized the desire of the public for a more convenient method of reaching their Manhattan destinations, and further having noted the increasing popularity of the motor vehicle, determined to make use of that means of transportation to give the service which it felt was desired.
Having reached that conclusion it was then necessary to develop the details involved in the successful inauguration of the plan, and studies were made to determine the following data:
First: The manner in which the operation should be conducted, namely: whether by the Baltimore and Ohio itself, by a subsidiary company, or by contract with an established operator.
Second: Where and how many stations should be established.
Third: The route or routes which should be followed.
Fourth: The number, type and character of motor coaches.
Fifth: The character of the stations, their fittings, e
thanks – - most informative
The date of the second fleet of buses? And there was a third fleet, about 1948.
New Fleet was 1937. This next ad refers to New Years Day 1954.
