Fascinating, I've never seen a map, or even understood the complexity of the Big-4 before its absorption by the Central. The only maps I remember are those of the Central afterwards, which was such a large confusing mass of routes that the previously big players couldn't be understood. I'd like to see a map of the NYC before it absorbed the Big-4, then lay them side by side as a comparison. Thanks Roger, you have access to an extraordinary library of historical information, really makes history interesting.
I recognize a couple of those sets of initials. But not all. Could someone list them as names in full?
That is real history, Roger. I like the "routes formerly known as" part, and actually did not know many of them. It is really interesting that in 1895, what, about 30 years since the completion of the first transcontinental railway, that there were so many roads there in the mid west. :wideeyes:
Yes. Here it is: No (23) Cincinnati 5/14/85 C&E No Fourteen (14) Marysville Nos Three (3) and Fourteen (14) will meet and pass at White Sulphur ans CSR Foley opr Further: No (23) is the order number Cincinnati the dispatcher location 1231pm the time the dispatcher put the order out, or made it complete. We'd need to know more about how the CCC&I rules were set forth way back then. "C&E" means conductor and engineer. Marysville is the office where this was copied. "No" and "Nos" are number and numbers "ans" is the command from dispatcher at end of issuing the body of that order, saying he is ready for the telegrapher to repeat it back to him. "CSR" would likely be the superintendent for the division. But that varied from railroad to railroad. It could have also been the Chief Train Dispatcher, or even dispatcher on duty. Again, we'd need to know more about how the CCC&I went about such chores. Foley is the last name of the agent or operator (telegrapher) copying. "opr" does not mean it was not the agent. That would depend upon how busy the agency was, what time of day, etc. This was daytime and back then, a busy agency could be open 5-6-7 days per week. There might be a telegrapher on duty, in addition to the agent. The agent handling all the business paperwork and the teleg copying orders, transmitting reports, etc. Plus there could even be additional clerks helping with agency papers, passengers, etc. The other two names are signatures of conductor and engineer, should be in that order. Those names I cannot read.
WOW, you're good, or else you're a reincarnated railroader from the way-back. Either way, I impressed. :wideeyes:
No really. It is a specialized hobby. It's just that there were a LOT of railroaders in my family, and I also spent a few years of time in that support industry. Plus, a lot of my long time friends have been career railroaders, especially agents, operators, telegraphers, dispatchers. Spending time with them while they worked, and being able to get answers to my questions, I have learned a little over many decades. Many have passed on now, but I still maintain contact with several. What they know how to do is/was really special! Also, as handwriting was noted earlier, train orders are a perfect way to document how badly the manual skill has declined through the past 17-18 decades. It was also a desired ability as part of employment in these jobs. By the 1960s, it was abviously not a worry, and by the 1980s, it was easy to see how there were major accidents, when orders were not typed. It went from being displayed in proud contests amongst telegraphers, to pure disgraceful slob. Now some of our schools have and are discontinuing teaching of cursive writing!
