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B&O GREAT FREIGHT YARD

flung system. By briefly explaining the railroad's local layout as it existed in the 1920's and 30's, one may better understand what actually went on in our backyard. Moving westward from Catoctin Station (Lander) and crossing Catoctin Creek, one would encounter a "Yard Limit" sign and notice that as the east- and westbound main tracks separated, a series of other tracks would diverge. This was the Westbound Receiving Yard where freight trains from New York, Philadelphia, Baltimore, Washington and Potomac Yard terminated and the road locomotives detached. As the cars were shoved over the Westbound Hump, they were reclassified by destination and preference for such points as Chicago, St. Louis, Pittsburgh, Cincinnati, Cumberland, and others. Beyond the hump was the Westbound Classification Yard from which the newly-made trains would be dispatched. Much of this area is visible from the sharp tum in Potomac Street at Tenth Avenue.In the area opposite Brunswick City Park the view would include the long-gone "transfer shed" where lessthan-carload (LCL) freight shipments were "transferred" from one car to another, an operation similar to the car reclassification at the hump. Here was also the steep trestle carrying tracks up to the top of the coaling station where steam locomotives were refueled. This was called the "Coal Chute" or "Coal Tipple." Alongside the coal chute was the Ash Track where engine fires were cleaned or knocked out. A lot of cinder was generated here and many of Brunswick's early streets were made from it. Immediately opposite Third A venue was the Turntable and Round House, where engines were serviced or repaired. Also here was a pair of wooden water tanks, used to replenish engine supply, and the shop building. Between Second and First Avenues beyond the westbound main track was the "Caller's Office;" and between the track and Potomac Street was the B&O Annex, or Emergency Room, and the Y.M.C.A. Of all these facilities, only the round house and turntable remain. Opposite the foot of First Avenue is "WB" Tower, the control center for gates, switches, and relaying orders to train crews. The tower continues in use. Looking beyond WB tower, one could see the Brunswick "Wreck Train" with its big hook," parked on the "North Fire Track" near the eastbound main track. Immediately east of the South Maple Avenue crossing was an overhead steel signal bridge which spanned three tracks and controlled all westward train and engine movements. It has been removed. The passenger station at South Maple Avenue still functions, but one on the opposite side of the

Brunswick's first newspaper editor, Edward Shafer, was a proud man when the freight yards formally opened. His Brunswick Herald of May 15, 1891, issue number eleven, carried banner headlines and six pictures over half the front page - and his newspaper was almost the dimensions of modem city papers. His headlines cried out "THE GREAT FREIGHT YARD FORMALLY OPENED AT BRUNSWICK, MARYLAND, ON SUNDAY MAY 10, 1891. BRUNSWICK NOW THE END OF THE FIRST DIVISION." He further proclaimed "BOOM BEGINS. FROM TINY VILLAGE TO A BUSY IMPORTANT CITY .. . THE HOME OF WORKMEN... MANY NEW BUILDINGS." Mr. Shafer went on to promote Brunswick as a summer resort. He was ahead of his time. In 1969 a committee of the Chessie Railroad urged Brunswick, 78 years later, to do the same thing. Since 1969, the Brunswick Potomac Foundation, joined several years later by Leona Sauser, then with the Revitalization Committee, and the City Government have been encouraging tourists to enjoy history anc;I. recreation in Brunswick and its natural environs. W-MMM

B&O OPERATIO NS IN BRUNSWICK The B&O RR had been chuffing through the little way station of Berlin for more than 55 years when the company decided to locate extensive freight classification yards and locomotive maintenance shops here. The location was a natural choice as trains between all east and west points could conveniently be reclassified in either direction in addition to being able to handle local traffic to and from the Hagerstown and Shenandoah Valley branches. It was also a good spot for changing to the heavier locomotives needed in the mountainous territory to the west. With the new facilities came the new name Brunswick, which became well-known to B&O people and customers of the railroad. It continued to be important to Chessie System and CSX, although that importance seemed to diminish at each step in the merger process. Everything the B&O ran between eastand west went through Brunswick. Now, only traffic to certain areas rolls through here and other business moves via alternate parts of the far-

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