I hope you find these photos I recently purchased on eBay as interesting as I do!
“BETHESDA, MD- Three persons were reported killed and at least five injured when a B&O freight train struck a private bus at a grade crossing here today (5/14). One of the victims is shown being removed from the wreckage. ACME TELEPHOTO”
“POTOMAC FLOODS CAPITAL AREA, An aerial view of Georgetown, Historic spot of Washington, D.C., Submerged in flood waters of the swollen Potomac. The building with the two smoke stacks is the city’s gas plant which probably will be out of commission soon, thus leaving the city without gas. 3/19/1936”
I’m curious if that power plant was ever gas powered. I always thought it was coal-fired. Hmm…
“GEORGETOWN FLOODED, A view from the air of Georgetown, in the District of Columbia, several feet under water due to the rising waters of the Potomac. It is estimated that the Potomac has left $5,000,000 property damage in its wake. 3/19/1936”
Interesting to note the rail cars left in the yard as well as the buildings along Water Street. Also note the trails of stains in the water from the industrial area.
“DISTRICT OF COLUMBIA FLOODED, Washington, D.C. – “K” street in Georgetown, D.C., was submerged by the flood waters of the Potomac today. The river can be seen at upper right. 10/17/1942″
Note the giant beer bottle sign on the corner of the building at left. Also the Lone Star cement plant to the right and the Wilkins Rogers milling building in the distance. My favorite has to be the big beer bottle advertisement on the corner of the building in the lower-left hand corner of the bottom image. This was most likely for Brenizer Brewing Co. which maps indicate was located on this site.
Last spring I was contacted by someone who had made a discovery along the Georgetown Branch. Just North of the Dalecarlia tunnel some folks were clearing invasive species brush from the park area just around the trail. While going through the brush, they uncovered this:
Frame of a freight car. Photo from David Cohen.Frame of two more freight cars. Photo from David Cohen.
There have been a couple blog posts pop up (one here)covering the discovery, but no solid information on the wreck itself has arisen. I’ve had discussions with a few other railfans and friends and aside from a few clues this is a mystery.
Here’s what we know: the cars are likely freight cars. There are apparently no trucks, bolsters or couplers. They appear to have been torched off (and presumably removed). The one car nearest to the trail dates from 1935-1950. Jeffrey Ramone writes: “It’s definitely from a car that was built between 35 and 50. New York Air Brake equipment, AB valve…way cool.” J. D. Hathaway writes: “I’m told the car was built after 1934 because of the type of brakes. The cylinder and various things are all part of the “AB” type air brake system”. It’s unlikely these were hopper cars, as the subframe is clearly from a car that has a solid frame beneath. Boxcars, gondolas, flatcars are all possibilities. It’s most likely a 40′ car. Some more sleuthing is necessary to really get to the bottom of it.
Why are the cars there? This is the biggest mystery. Several theories have arisen. My best guess is that they were part of a wreck in this area at some point. Something akin to a messy derailment. There were no injuries so perhaps there was no public report. The cars were simply torched in place to salvage some of the materials and parts and the rest left to rot. Obviously an air brake system can’t be reused after it’s suffered damage in a wreck.
Perhaps the economics of the time dictated that the underframes were the least valuable parts and were left behind. Perhaps the crew was called away on another job and this was simply forgotten. I doubt these were placed here intentionally, ie on a siding of some kind. Due to the dates on the cars there should be a report of the wreck somewhere. I will keep searching! If you come across any additional information, please share it here!
Photo by J.D. HathawayPhoto by J.D. HathawayPhoto by J.D. HathawayPhoto by J.D. HathawayPhoto by J.D. HathawayPhoto by J.D. HathawayPhoto by J.D. HathawayPhoto by J.D. Hathaway
Channeling the classic episode of The Simpsons, were you aware that the corridor from Bethesda to Silver Spring could have been a monorail type train, known as an Aeromovel? This odd type of transport uses compressed air to “push” the train along on an elevated platform, and was considered as an alternative for reuse of the Georgetown Branch between the two cities. A study was done and a copy can be found in the Chevy Chase Historical Society archives. http://chevychasehistory.pastperfectonline.com/library/37E6A661-EAA1-4262-BBB2-190821234210
GB Corridor Study for the Aeromovel Alternative, 1989
Got a bit of work done on the layout today. Laid down more roadbed at Georgetown Junction and laid in the sub roadbed (Homasote) in Bethesda. Did some thinking about track laid flush on the sub roadbed in Bethesda vs. laying it on roadbed. I was originally leaning toward all on the sub roadbed itself but thinking about Bethesda there was a nice track profile on much of it. This will be tricky. I do have some large Homabed panels that would work but I think it may be a waste here. We will see! Going to study some more photos and make a decision. Progress is good!
I purchased a 3-pack of these Bosch T113A3 4″ T-shank jigsaw blades to make a go at cutting some 1/2″ Homasote that I will be using as subroadbed on the layout. My intent was to avoid the legendarily bad dust that is created using conventional wood-cutting, teethed blades. I have seen these type of blades around but never given one a shot.
My initial impression was that the blade appears to be sharp and is wedge-shaped. It loaded easily in my DeWalt jigsaw and operated well. The initial cut into the Homasote was smooth and steady, to be expected and at first it seemed that it would work well. There was little dust. However, there was another problem. Smoke. Yep, after about 3-4″ the material started smoking heavily. I removed the blade from the material and the blade itself had burn marks on it. I switched to a regular wood-cutting blade and went back to cutting and it all worked out fine.
TL:DR: Knife-edge jigsaw blades are inappropriate for cutting Homasote. Stick with wood-cutting blades outside, with plenty of ventilation and preferably with a breeze to blow the dust away. Wear a mask!
While perusing my daily eBay alerts I have set up for items that come across the auction block, I came across one I had never seen or even heard of before. Apparently on May 16, 1947 there was a fatal accident on the Georgetown Branch somewhere in Bethesda in which a train struck a private passenger bus, killing three persons and injuring five. The bus appears in the photo on its side, along the tracks, wrapped in chains and surrounded by emergency personnel. The caption reads that the photo shows one of the victims being removed; you can see them wrapped in white, on a stretcher, being carried off in the center of the image. A nonetheless, a tragic and fascinating reminder that even though the Branch had relatively little traffic in its later years, earlier on it was much busier, the track in better condition, and trains no doubt were moving faster. I have read about a few other occasions where people and vehicles were struck along the line.
The location has me stumped. I’m fairly certain it’s not in downtown Bethesda. It appears to be a single track so may have been over by River Rd. or Kenwood (Dorset Rd.). Perhaps some of the roads just north of Bethesda crossed at grade. I would have to dig around some old aerials and maps to see. Would love your input or any feedback on this! (*photos from eBay)
EDIT: UPDATE Well, that didn’t take long. I posted a link to this blog post on the wonderful Bethesda Chevy Chase Back In The Day Facebook group and within minutes the mystery was solved. Seems the bus was owned by the Congressional Country Club and was crossing Dorset Avenue when a train struck the bus. Passengers were employees from the CC being taken to the local trolley trolley terminal at Tenley Circle. I would wager that the train was traveling as it normally did, caboose-first, when it struck the bus. First up, it would have been relatively quiet as the business end of the train (the engine/loco) was far away, pushing the train. Second, I don’t know for sure but I believe they would not have blown the whistle or flagged the small Dorset Ave. crossing. Partially because the crossing would have been very minor back then and the neighbors probably wouldn’t have liked it too much. HUGE thanks to Jerry P. for making the pull and finding the following Washington Star sources! Jerry notes that the casualties were caused not as much by the impact, but rather the people attempting to escape from the bus as it was pushed down the tracks by the freight train.
May 15, 1947 Evening Star – bus accident photoMay 16, 1947 Evening Star – bus accident follow-up article
I have several email alerts set up for items on eBay which match Georgetown Branch related places and subjects. When one comes up, it’s always exciting, especially something I have never seen before. Here is a perfect example. This view of the Rock Creek Trestle is by no means stellar, but it is something new and from a time period that is somewhat of a transition for the GB. It was around this time that the B&O extended the fill on both ends of this trestle, burying the pilings and shortening the elevated section by quite a bit. They were extending the line from Chevy Chase on down to Bethesda, Dalecarlia and into Georgetown. At the same time the tunnel under Conduit Rd. (MacArthur Blvd) was being built and the stone arch in Georgetown was being extended. This was the era in which the Branch as we know it was being “built”. A lot was happening and this is one small, quiet moment from that era.
A fantastic and very rare view of Georgetown from beneath the Aqueduct bridge arch looking down Water St. You can see many things here including the new Key Bridge, the end of the Belgian block pavers that lined the street prior to it being converted to concrete and many of the waterfront buildings. An impressive view! (via the Old Time DC Facebook page)
When the Georgetown Branch of the B&O (or the Metropolitan Southern / Georgetown Barge, Dock, Elevator & RY Co.) was planned to run into Georgetown, DC, the final hurdle to gain access to the industrial area along Water Street was passing through the old Aqueduct Bridge which connected Washington DC to Arlington VA, or more specifically the C&O Canal to the Alexandria Canal. By linking these businesses they could mutually benefit from the port traffic. The bridge was completed some time around 1843, some 65 years prior to the arrival of the B&O tracks into Georgetown. Surely the architects of the bridge could not anticipate the RR arriving on that right of way, nor would they have wanted to, being that arrival of a RR would signify the death knell for their canal.
Nonetheless, the C&O canal was fighting a losing battle from day one. Always a great story to tell, the C&O Canal & the B&O RR began on the same day, heading in the same general direction with the same goal. They fought each other all the way, with magnificent turf battles all along the Potomac River and beyond. Of course history favored the railroad, it trumped the Canal in so many ways, the C&O Canal never really stood a chance. The Aqueduct bridge mirrors this perfectly. In its heyday, the canal bridge brought canal boats across the river in glorious fashion. But after the expense of the bridge and the decline of the canal traffic (or necessity of connecting the two areas) it was converted to a simpler truss arrangement and modified to carry wagons, pedestrians and eventually trolley cars.
After modification, the only remaining part of the bridge that hinted at its heritage as an aqueduct was the large abutment on the DC side, with its two stone arches and sunken top where the boats once traveled. These low arches provided clearance for horse and carriage to pass through to the businesses that lined the riverfront west of the bridge but not the great iron horse that would arrive on its doorstep some time around 1909-10.
The Aqueduct arch in Georgetown is being enlarged in this ca 1909 photo from Bill Ulle.
In a follow up from my post from a few days ago, Mr. Bill Ulle has posted another fantastic photograph to the Old Time DC Facebook Group, documenting a moment in time that I never thought I’d actually see. In this photo, which we can assume is from some time around 1909-1910 (after the tunnel under Conduit Rd. was complete and the bridges across the C&O Canal were installed), his great uncle, Louis S. Crown is 3rd from left. This was the crew, working for the B&O that was enlarging the arch of the Aqueduct bridge. You can see all of their equipment, the stones and the newly-laid track leading up to the arch so they could move stone and timbers as they worked. To the left, you can see the crane used to move heavy equipment and stone around. Cribbing supports the arch as it is disassembled and up above you can see temporary timber and iron support for the bridge above.
Sep 13, 2004 – The Aqueduct bridge arch
The work probably took several months. In the photos it appears to be summer due to the thick foliage visible in the previous photo. These men have their work cut out for them. Here is a photo of what the arch looked like after it was completed, shown in 2004. You can see just how large the arch was enlarged to accomodate the railroad. Interestingly enough, there was a switch located right under the arch and it was numbered 24 in the later years.
If you zoom in on the area of the Georgetown Branch you will note not only the arrow-straight line running to Bethesda (strange that it’s straight, and that it goes to Bethesda) but also that the junction is named “Metropolitan Sou. Jc.” and not “Georgetown Junction.” This should be quite obvious, in fact, since the line at this time was named the Metropolitan Southern RR. (to build from the junction with the Metropolitan Branch down to the Palisades), the Georgetown Barge, Dock, Elevator & Ry. Co. (from Georgetown up to the Palisades) and the Metropolitan Western RR (the line to extend into VA which was never realized). Nonetheless, it’s an interesting verification to the history that prior to the line actually being extended to Georgetown and the branch line taking on its namesake, this junction was known by a different name.
If we all remember our Georgetown Branch history, the line from Georgetown Junc… er, Metropolitan Southern Jct. on to Chevy Chase, MD was constructed some time around 1894 to provide coal for the power plant built for the Chevy Chase Lake and Kensington Ry. trolley line. The line was also part of the vision the B&O had to provide a link to the South by extending across the Potomac River near the Dalecarlia Reservoir, which ultimately never happened. So at the point this map had been created we know the line existed to Chevy Chase Lake. Whether it actually extended to Bethesda, I’m not sure, but it would be very interesting to know!
