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 Results 11424 to 11473 of 16367  | <<First | <Previous | Next> | Halfway To End | Last>>
 Image   Title   Description   Collection   Number   Document 
       COHS   37427 
       COHS   37428 
       COHS   37429 
       COHS   37430 
       COHS   37431 
    The marshalling yard at Elk Run Jct. taken on August 4, 1953 by Wally Johnson. Looking north (west on the railroad) towards St. Albans. The 500-ton rectangular concrete coal elevator shows as well as three locomotives. The main part of the yard to the left out of view behind the trees.    COHS   37432 
       COHS   37433 
       COHS   37434 
       COHS   37435 
       COHS   37436 
       COHS   37437 
       COHS   37438 
    This photo shows the huge crowd that gathered along the platform at the Hinton, West Virginia station to see the new Sportsman on its special display tour. Because of its schedule not all got the chance to pass through the train.    COHS   37439 
    C&O Passenger Traffic Manager T. H. Gurney with lovely ladies during one of the stops on the Sportsman’s display tour. Mayors, congressmen, governors, and all the “right people” of society turned out to see the new train.    COHS   37440 
    The Sportsman pauses under the train shed at Main Street Station in Richmond during the first weeks of its operation.    COHS   37441 
    The Sportsman (No. 47), is westbound leaving Williamsburg, Virginia, at the beginning of its long voyage to Detroit on June 18, 1930, just weeks after its inauguration.   COHS   37442 
    Pullman builder's photo of HV club-diner No. 91, built for service on The Sportsman in March, 1930.   COHS   37443 
    End view Pullman builder's photo of HV club-diner No. 91, built for The Sportsman in March, 1930.   COHS   37444 
    Pullman builder's photo of the club section of HV club-diner No. 91, built in March, 1930 for The Sportsman.   COHS   37445 
    This is the interior of the lounge/observation section of the Dixie Springs cars with the conductor lifting tickets and the porter taking orders. Beyond the partition is the sun room which had only six seats and was the replacement for the old open platform.    COHS   37446 
    The Imperial Salon cars were the great new innovation that carried the Sportsman into the public press. Here No. 745, one of the 30 cars that came to C&O in 1930 is seen at Pullman.    COHS   37447 
    The “fabulous” interior of the Imperial Salon cars offered bucket seats arranged in 2-1 configuration, that could be swiveled in an direction. Note that these cars are just before air-conditioning so the clerestory has a series of combination fan-light fixtures.    COHS   37448 
    Interior view of Imperial Salon car showing how single seats could be swiveled.   COHS   37449 
    Interior view of Imperial Salon coach showing how double seats could be swiveled to face each other or the windows.   COHS   37450 
    Interior view of Imperial Salon coach, showing how a desk could be furnished to allow passengers to work, play games, etc.   COHS   37451 
    This official photo was used for many years in C&O ads and was usually identified as The Sportsman, though it could be any train of the early 1930s era.    COHS   37452 
    No. 4, the Sportsman, pauses at Clifton Forge on its trek east in about 1935, coupled to a J-2 4-8-2 Mountain type for the trip over north Mountain and the Blue Ridge to Charlottesville and thence to Washington and Old Point Comfort. By the mid 1930s the train has Cincinnati and Washington sections.   COHS   37453 
    This magnificent scene from September 1936 shows J-3 4-8-4 No. 600, with the typical George Washington cameo, doubleheading with a J-2 Mountain type on the Sportsman (No. 5/47) west of Charlottesville. It must have been a heavy train that day to require the second locomotive. Normally a J-3 could handle 14 cars between Charlottesville and Clifton Forge. W.R. Osborne photo.   COHS   37454 
    FFV No. 3 leaves Huntington with a heavy train in the mid-1930s. A full RPO is tied behind the two express cars and ahead of the combine, about the normal head-end consist of the train through this era.    COHS   37455 
    With a 30-foot apartment RPO/Express car, combined baggage/coach and a coach, local No. 7 blasts along the three-track main at Catlettsburg, Kentucky, in 1936. It left Hinton at 5:30 a.m. and reached Cincinnati at 5:15 p.m. after making 50 regular and flag stops on the New River, Kanawha, and Cincinnati Subdivisions.    COHS   37456 
    When C&O bought the Chicago, Cincinnati & Louisville Railway in 1910, it ran one set of trains through Cincinnati and along the old CC&L line diagonally across Indiana to Chicago. When this service ended during World War I, the only passenger trains on the line were locals looking like this two-car Train No. 17, which made the 30 regular and flag stops between Cincinnati and Hammond with its 15-foot RPO/express/coach car and full coach. The Monon took passengers between Hammond and Chicago, connecting with the C&O trains. F-15 light Pacifics and A-16 4-4-2 Atlantic were the regulars on these trains.    COHS   37457 
    A-16 class 4-4-2 Atlantic No. 276 has Logan branch train No. 51 at Huntington in 1930. The old wooden express car was still in use on the branches.    COHS   37458 
    C&O had acquired almost all its head-end cars by the end of the 1920s decade, but a few were purchased in the 1930s. This is combination car No. 402 with a 15-foot RPO, space for either baggage or express (notice that it is not lettered), and a coach section. This was a perfect car for branch lines and locals and is seen here at Charlottesville on Sept. 3, 1934, probably operating the Virginia sections of mainline trains. It was one of five cars built by St. Louis Car Co. for C&O in 1930.    COHS   37459 
    In 1934 C&O bought a group of 11 mail and express cars like this one, numbered 81 to 91, for use on mainline and branch line trains. The 30-foot RPO could accommodate most business except that carried on the name trains, and the two large express doors allowed maximum flexibility in handling storage mail and express. The Harriman roof of these cars made them stand out from most C&O clerestory style cars. In the mid 1930s, C&O had 18 daily RPO routes that called for 30-foot authorizations.    COHS   37460 
    The interior of the 30-foot RPO “apartment” in M&E car No. 91, new at the builder in 1934. Mail business was a key part of passenger train operation on C&O and almost all American railroads.    COHS   37461 
    In 1937 C&O acquired nine horse express cars from St. Louis Car Co. for horses that were shipped as express. Ordinarily horses were accommodated in stock cars just like cattle, but the thoroughbred race horses and similar valuable animals were another case, and were sent as express. Serving the Kentucky horse country made C&O a prime route, including carrying horses and people to and from the Kentucky Derby annually. The three doors of the cars made them versatile and when not used for horses they were in regular express service. The express messengers loved the cars because they allowed great flexibility in positioning packages for dispatch with the three doors on each side.    COHS   37462 
    The inside of the horse express cars shows the stalls in place. When not used for horses, these partitions collapsed to the walls and were essentially out of the way but could be folded out at almost a moment’s notice when needed.    COHS   37463 
    Pictured in it later life, Harriman roof combine No. 470 was one of ten cars built by Pressed Steel Car Co. for C&O in 1931. In the 1930s, baggage was transported in combine cars exclusively except when large movements required overflow, in which cases express cars were used. C&O had no full baggage cars until 1950, when some express cars were so lettered.    COHS   37464 
    Coach 862 was one of 11 cars built for C&O by Standard Steel Car Company in 1930. At the same time C&O was buying the Imperial Salon cars, it was still buying cars with standard seating such as these.    COHS   37465 
    The interior of coach 862 shows that it had the individual seating much like the Imperial Salon cars, but arranged two on each side of the aisle and not of the bucket style or able to be swiveled to various positions. The car pictured is a “Divided Salon” type as C&O called them in its rosters, meaning it had a partition separating “White” from “Colored” sections as required by some state laws, the infamous “Jim Crow” laws, which operated in Virginia and Kentucky in the 1930s.   COHS   37466 
    Interior of a C&O standard coach in the 1930s shows a group of passengers, some looking more pleased than others about the trip. Actually, they were probably C&O office employees who were often called on to pose in passenger train photos.    COHS   37467 
    Typical of the Pullman fleet of the 1930s before air-conditioning is Beckley, built in 1916. By 1935 cars like this were gone, and rebuilt, air-conditioned Pullmans were in use on all C&O trains.    COHS   37468 
    Pullmans of the mid-late 1930s were either lettered for The George Washington or were named with Colonial era names and lettered for Pullman, such as Ann McGinty, a 12/1 car, seen here outside and in the sections area inside.    COHS   37469 
    Interior view of Pullman Ann McGinty, a standard 12-1 Pullman car.   COHS   37470 
    This publicity photo shows a happy passenger in a typical Pullman section made up for day travel. Lower sections such as this were slightly more expensive that “uppers.” and were usually sold first.    COHS   37471 
    This publicity photo shows a happy passenger in a typical Pullman section made downfor night travel. Lower sections such as this were slightly more expensive that “uppers.” and were usually sold first.   COHS   37472 
    Builder photo of the Brill Gas-Electric Motor cars, or as C&O termed them in timetables, “Motor Trains.”    COHS   37473 
    Builder photo of the Brill Gas-Electric Motor cars, or as C&O termed them in timetables, “Motor Trains.”    COHS   37474 
    No. 9053 on local train stopped at Muncie, Indiana, April 9, 1939. Max Miller photo.   COHS   37475 
    Motor car No. 9055 has its trailer to comprise the westbound James River local, Train No. 9 stopped at Lynchburg, Virginia, in the late 1930s.    COHS   37476 
 Results 11424 to 11473 of 16367  | <<First | <Previous | Next> | Halfway To End | Last>>