{{Short description|Passenger train line}} {{italic title}} {{use mdy dates|date=July 2023}} {{Infobox rail service | box_width = | name = ''Marylander'' | color = | logo = | logo_width = | image = | image_width = | caption = | type = | status = | locale = | predecessor = | first = 1938 | last = 1956 | successor = | operator = | formeroperator = Baltimore and Ohio Railroad | ridership = | ridership2 = | website = | start = Baltimore, Maryland | stops = | end = Jersey City, New Jersey | distance = {{convert|223.6|mi|km}} (1949) | journeytime = 4 hours, 35 minutes (southbound), 4 hours (northbound) | frequency = Daily | trainnumber = 504 (northeast bound)<br />523 (southwest bound) | line_used = | class = | access = | seating = Coach; combine coach | sleeping = | catering = Dining car | observation = Parlor car with drawing room (1949) | entertainment = | baggage = | otherfacilities = | stock = | gauge = | el = | speed = | owners = | routenumber = | map = | map_state = }} [[Image:Marylander train (B&O).jpg|thumb|350px|The speeding ''Marylander''{{'}}s 4-6-2 ''President''-class Pacific steam locomotive, getting water from a track pan in New Jersey]]
The '''''Marylander''''' was a Baltimore and Ohio Railroad (B&O) afternoon passenger train between New York City and Washington, D.C., operated by the B&O in partnership with the Reading Railroad and the Central Railroad of New Jersey between Jersey City, New Jersey, and Washington, D.C.. Other intermediate cities served were Philadelphia, Wilmington, Delaware, and Baltimore, Maryland.<ref name=RB>{{harvnb|Harwood|1990|pp=161–167}}</ref><ref name=DPM>{{cite journal |last=Morgan |first=David P. |date=August 1958 |title=Royal Blue Line 1890—1958 |journal=Trains Magazine |volume=18 |issue=8 |publisher=Kalmbach Publishing }}</ref> The ''Marylander''{{'}}s origin can be traced back to the late 1890s, when the B&O began its famed Royal Blue Line service between New York and Washington. Operating as #524 northbound and #525 southbound, the trains were called the ''New York Express'' and the ''Washington Express'', respectively, in the 1910s and 1920s. The ''Marylander'' and its predecessors offered a high level of passenger amenities, such as parlor cars with private drawing rooms, full dining car service, deluxe lounge cars,<ref>{{cite book |title=Baltimore & Ohio timetable |date=August 14, 1949 |pages=14–15 |url=https://streamlinermemories.info/Eastern/B&O49-8TT.pdf}}</ref> and onboard radio and telephone service. The ''Marylander'' made history in 1948 when it was the first moving train to offer onboard television reception.<ref name=NYT48>{{cite news|title=Train Television Shows Ball Game |date=October 8, 1948 |work=The New York Times|url=https://timesmachine.nytimes.com/timesmachine/1948/10/08/96435154.pdf|access-date=2009-03-13}}</ref> It was one of B&O's faster trains on the route, maintaining a four-hour schedule until its discontinuation in October 1956 due to declining patronage.
==History== First introduced by the Baltimore and Ohio Railroad (B&O) as one of the New York–Washington Royal Blue Line trains in the 1890s, the ''Marylander'' began life as Train #524, the ''New York Express'', departing Washington at 1 p.m. Southbound, the ''Washington Express'' operated as Train #525 with a mid-afternoon departure from Jersey City.<ref name=RB2>{{harvnb|Harwood|1990|pp=121–126}}</ref>
By the late 1920s, Trains #524 and #525 were among the B&O's ten daily passenger trains in each direction between Washington and New York. On May 29, 1929, the B&O dubbed its mid-afternoon deluxe Washington-New York train the ''Columbian''.<ref name=RB2 /> By the early 1930s, intense competition from the Pennsylvania Railroad in the New York–Washington market prompted the B&O to air condition the train in 1932, the first railroad to do so.<ref name=RB /> Also introduced were the richly-appointed ''Martha Washington''-series dining cars, celebrated for their decor and fresh Chesapeake Bay cuisine served on Dresden china in ornate cars with glass chandeliers and colonial-style furnishings. Dining car specialties included oysters and Chesapeake Bay fish served with cornmeal muffins.<ref name=Kratville>{{harvnb|Kratville|1962|page=93}}</ref> In September 1941, the B&O introduced a new Washington–Chicago all-coach train, calling it the ''Columbian''.<ref name=RB3>{{harvnb|Harwood|1990|p=153}}</ref> The ''Columbian's'' former afternoon schedule between New York and Washington was renamed the ''Marylander''.<ref name=Kratville /><ref name=RB3 /> thumb|350px|{{center|1=The route of the ''Marylander'' (in <span style="color:#0000CD;">blue</span>)}}
Along with most other rail passenger services in the U.S. during World War II, the ''Marylander'' enjoyed a surge in passenger traffic between 1942 and 1945 as volume doubled to {{nowrap|1.2 million}} passengers annually on B&O's eight daily New York–Washington trains.<ref name=RB /> Following the end of the war, however, passenger volumes soon dropped below prewar levels and B&O discontinued one of its eight daily New York–Washington trains. Between the late 1940s and the mid-1950s, the ''Marylander'' and the line's flagship ''Royal Blue'' continued to serve New York, along with three New York–St. Louis, Missouri trains: the ''Metropolitan Special'', ''National Limited'', and ''Diplomat'', and two Chicago trains: the ''Capitol Limited'' and ''Shenandoah''.<ref name=Guide>{{cite book |title=Official Guide of the Railways |place=New York |publisher=National Railway Publication Co. |date=February 1956 |pages=414–418}}</ref>
===Onboard television=== On October 7, 1948, the ''Marylander'' made history when a live television broadcast was first shown aboard a moving train, using a receiver operated by Bendix Corporation technicians.<ref name=NYT48 /> The second game of the 1948 World Series in Boston between the Cleveland Indians and the Boston Braves was watched by the ''Marylander''{{'}}s passengers, along with a Federal Communications Commissioner, news reporters, and B&O officials. As the New York-bound train departed Washington's Union Station at 1:35 p.m. and hurtled northward on B&O's right-of-way through Maryland, Delaware, Pennsylvania, and New Jersey at an average speed of {{convert|80|mph|km/h|0}}, technicians tuned the receiver to the strongest signal. An Associated Press reporter observing the demonstration said, "Technically, it was surprisingly good."<ref name=NYT48 /> ''The New York Times'' reported the following day that "only when the train passed under bridges or steel structures, or was out of the range of television transmitters, was there any indication that the receiver was operating under unusual circumstances".<ref name=NYT48 /> A B&O official observing the experiment said that reception was mostly "as good as one finds in the average home".<ref name=NYT48 />
===Demise=== The overwhelming market dominance of the Pennsylvania Railroad was evident when it introduced the {{nowrap|18-car}} stainless steel ''Morning Congressional'' and ''Afternoon Congressional'' streamliners in 1952.<ref name=RB /> By the late 1950s, most U.S. passenger trains suffered a steep decline in patronage as the traveling public abandoned trains in favor of airplanes and automobiles, utilizing improved Interstate Highways. The ''Marylander'' and B&O's other New York–Washington passenger trains were no exception, as operating deficits approached {{nowrap|$5 million}} annually and passenger volume declined by almost half between 1946 and 1957.<ref name=DPM /><ref name=Rasmuss>{{cite news|first=Frederick N. |last=Rasmussen |title=Lonesome whistle blew for last time |work=The Baltimore Sun |date=2008-04-27 |url=http://www.baltimoresun.com/news/opinion/ideas/bal-id.backstory27apr27,0,3493326.column |access-date=2008-04-30 |page=21A |archive-url=https://web.archive.org/web/20080512034457/http://www.baltimoresun.com/news/opinion/ideas/bal-id.backstory27apr27%2C0%2C3493326.column |archive-date=May 12, 2008 }}</ref> As financial losses mounted, the B&O discontinued the ''Marylander'' in October, 1956.<ref name=RB /> Less than two years later, on April{{nbsp}}26, 1958, the railroad discontinued all of its remaining passenger trains between Baltimore and New York, ending service altogether to the latter city.
==En route== In Baltimore, the ''Marylander'' used the B&O's Mount Royal Station ({{coord|39.3055|N|76.6197|W|}}), at the north end of the Howard Street tunnel in the fashionable Bolton Hill neighborhood. thumb|left|Mount Royal Station, Baltimore Designed by Baltimore architect E. Francis Baldwin and opened in 1896, Mount Royal Station is a blend of modified Romanesque and Renaissance styling and built of Maryland granite trimmed with Indiana limestone, with a red tile roof and a {{convert|150|ft|m|0|adj=on}} clocktower. The station's interior featured marble mosaic flooring, a fireplace, and rocking chairs.<ref>{{harvnb|Salamon|Oroszi|Ori|1993|p=24}}</ref>
Because the B&O had no direct rail service across the Hudson River into New York City, the ''Marylander'' and B&O's other New York-bound trains terminated at the Central Railroad of New Jersey's Jersey City Terminal. Passengers were then transferred to buses that met the train right on the platform. These buses were ferried across the Hudson River into Manhattan and Brooklyn, where they proceeded to various "stations" around the city on four different routes, including the Vanderbilt Hotel, Wanamaker's, Columbus Circle, and Rockefeller Center.<ref name=RB2 />
==Stations== {| class="wikitable" ! Station ! State |- |New York (Rockefeller Center) |rowspan="2"|New York |- |New York (Grand Central Terminal) |- |Jersey City |rowspan="3"|New Jersey |- |Elizbeth |- |Plainfield |- |Philadelphia |Pennsylvania |- |Wilmington |Delaware |- |Baltimore (Mt. Royal Station) |rowspan="2"|Maryland |- |Baltimore (Camden Station) |- |Washington (Union Station) |District of Columbia |}
==Schedule and equipment== The ''Marylander'' operated on afternoon schedules in both directions, with a 1 p.m. departure from Washington, D.C., Union Station and a 5 p.m. departure from Jersey City, arriving at its destination four hours later.<ref name=RB /> In the ''Marylander''{{'}}s final year of operation, the ''Official Guide'' listed the following schedule for train # 525, the southbound ''Marylander'', as of February 1956 (unconditional stops denoted in blue, bus connections in yellow): {| class="wikitable" style="margin:1em auto;" ! City ! Departure time |- style="background-color:#FFF4A7" | New York (Rockefeller Center) | 4:00 p.m. |- style="background-color:#FFF4A7" | New York (Grand Central Terminal) | 4:10 p.m. |- style="background-color:#BFE4FF" | Jersey City, New Jersey (CNJ station) | 5:00 p.m. |- style="background-color:" | Elizabeth, New Jersey (CNJ station) | 5:17 p.m. |- style="background-color:" | Plainfield, New Jersey (CNJ station) | 5:30 p.m. |- style="background-color:#BFE4FF" | Philadelphia, Pa. (CNJ station) | 6:40 p.m. |- style="background-color:#BFE4FF" | Wilmington, Del. | 7:06 p.m. |- style="background-color:#BFE4FF" | Baltimore, Maryland (Mt. Royal Station) | 8:12 p.m. |- style="background-color:#BFE4FF" | Baltimore, Maryland (Camden Station) | 8:17 p.m. |- style="background-color:#BFE4FF" | Washington, D.C. (Union Station) | 8:35 p.m. |- align="center" bgcolor=#eeffee | colspan="2" | <small>''Source: Official Guide of the Railways'', p. 418</small><ref name=Guide /> |} Northbound, the ''Marylander'' departed Washington at 1:00 p.m. as train # 504, arriving at Jersey City 5:00 p.m.: {| class="wikitable" style="margin:1em auto;" ! City ! Departure time |- style="background-color:#BFE4FF" | Washington, D.C. (Union Station) | 1:00 p.m. |- style="background-color:#BFE4FF" | Baltimore, Maryland (Camden Station) | 1:36 p.m. |- style="background-color:#BFE4FF" | Baltimore, Maryland (Mt. Royal Station) | 1:44 p.m. |- style="background-color:#BFE4FF" | Wilmington, Del. | 2:50 p.m. |- style="background-color:#BFE4FF" | Philadelphia, Pa. | 3:20 p.m. |- style="background-color:" | Plainfield, New Jersey | 4:31 p.m. |- style="background-color:" | Elizabeth, New Jersey | 4:44 p.m. |- style="background-color:#BFE4FF" | Jersey City, New Jersey | 5:00 p.m. |- style="background-color:#FFF4A7" | New York (Grand Central Terminal) | 5:45 p.m. |- style="background-color:#FFF4A7" | New York (Rockefeller Center) | 5:50 p.m. |- align="center" bgcolor=#eeffee | colspan="2" | <small>''Source: Official Guide of the Railways'', p. 418</small><ref name=Guide /> |} Between the 1930s and its discontinuance in 1956, the ''Marylander'' was equipped with air-conditioned coaches, parlor cars with private drawing rooms, a lounge car, and a full dining car serving complete meals.<ref name=Guide /><ref>{{harvnb|Harwood|1990|pp=145}}</ref> Beginning in mid-August 1947, onboard telephone service was provided, making the B&O (along with the Pennsylvania Railroad and the New York Central Railroad) one of the first three railroads in the U.S. to offer telephone service on its trains, using a forerunner of cell phone technology.<ref name=Guide /><ref>{{cite magazine |first=Bert |last=Pennypacker |title=Dial direct at 110 mph |magazine=Trains Magazine |date=April 1968}}</ref> The train's accelerated four-hour schedule necessitated the use of track pans to replenish the ''Marylander''{{'}}s 4-6-2 ''President''-class Pacific steam locomotives' water supply without stopping, to maintain as fast a schedule as possible. By September 1947, the ''Marylander'' and all other B&O New York–Washington passenger trains were powered by diesel locomotives.<ref name=RB />{{Clear}}
==References== {{Reflist}}
===Bibliography=== {{refbegin}} * {{cite book |first=Herbert H. Jr. |last=Harwood |title=Royal Blue Line |place=Sykesville, Maryland |publisher=Greenberg Publishing |date=1990 |isbn=0-89778-155-4}} * {{Kratville-SSL}} * {{cite book |first1=Stephen J. |last1=Salamon |first2=David P. |last2=Oroszi |first3=David P. |last3=Ori |title=Baltimore and Ohio – Reflections of the Capitol Dome |place=Silver Spring, Maryland |publisher=Old Line Graphics |date=1993 |isbn=1-879314-08-8}} {{refend}}
==External links== *[https://web.archive.org/web/20100201224707/http://www.njcu.edu/programs/jchistory/pages/c_pages/central_Railroad_of_New_Jersey.html Central Railroad of New Jersey Terminal], via New Jersey City University
{{Infobox B&O Named Trains}}
Category:Named passenger trains of the United States Category:Transportation in Baltimore Category:Transportation in Jersey City, New Jersey Category:Passenger trains of the Baltimore and Ohio Railroad Category:Railway services discontinued in 1956 Category:Passenger rail transportation in Delaware Category:Passenger rail transportation in New Jersey Category:Passenger rail transportation in Pennsylvania