Hello Railroad Historians,
I'm writing a biography of an early 20th century Bostonian from Back Bay (Marlborough Street). He traveled frequently and wrote letters while on the train. In 1907 he wrote to a friend while en route from Boston to Chicago.
Here are a few of my questions. I would be grateful for your knowledge and advice!
1. What station would he probably have departed from to go to Chicago in 1907? South Station? the old Back Bay station?
2. Would he need to change trains at some point? Where?
3. At what station would he have arrived in Chicago?
4. Approximately how long would the trip have been?
5. How often would those trains run? Are there existing printed timetables?
4. Was there a first class option for travel? Were there sleeper cars?
Many thanks for your help!
.
You need an Official Guide for 1907 to answer your question. Or rather, to give yourself SEVERAL answers to each of your questions.
You'll HAVE to have an OG for your target year, because for 1907 there were literally THOUSANDS of passenger trains in the USA every day. Comparing the rail route opportunities of 1907 to the airline routes of today is a bad comparison; you'll have to go back to the late 1980s airline industry to find as many and as variable routes as there were in 1907.
An OG will tell you EVERYTHING: maps, schedules, routings, times (give or take 12 hours), accomodations, layovers, etc. You'll have to be your own travel agent, but then again, most people back then had to do the same thing, which is why the OGs were published in the first place.
And you're in luck: 1909 (close enough to 1907) is available as a free download on Google Books:
http://books.google.com/books?id=4D8GBxGnDnYC&printsec=frontcover&source=gbs_ge_summary_r&cad=0#v=onepage&q&f=false
Ray Breyer
Modeling the NKP's Peoria Division, circa 1943
wonderingwriter Hello Railroad Historians, I'm writing a biography of an early 20th century Bostonian from Back Bay (Marlborough Street). He traveled frequently and wrote letters while on the train. In 1907 he wrote to a friend while en route from Boston to Chicago. Here are a few of my questions. I would be grateful for your knowledge and advice! 1. What station would he probably have departed from to go to Chicago in 1907? South Station? the old Back Bay station? There were probably two fairly direct and most likely routes chosen. First, would be the Boston and Albany-New York Central to Albany then to Chicago with or without changing cars. Second might have been the Fitchburg Railroad-Boston and Maine to Troy, NY and then dance around to get NYCentral or to Mechanicsville, NY and D&H to Albany or D&H to BinghamtonNY for an Erie connection to Chicago...most likely the B&A-NYC would have been the easiest. 2. Would he need to change trains at some point? Where? Albany, NY 3. At what station would he have arrived in Chicago? 4. Approximately how long would the trip have been? 30-40 hrs 5. How often would those trains run? Daily. Are there existing printed timetables? Yes, collectors have them, antique dealers..especially rr timetable collectors; check Trains for dealers. Also Official Guides might be found...but note timetables and OG's were printed on cheap newsprint paper and are fragile and rare. 4. Was there a first class option for travel? Were there sleeper cars? Yes, Yes. Many thanks for your help! You don't say where you are but you might check your local library for directions to some of these official guides. Local National Railway Historical Society chapters; Railroad and Locomotive Historical Society chapters; and local railroad hobby shops are also good places to inquire for the materials you want to see. Even model clubs might have members who can help point the way. .
1. What station would he probably have departed from to go to Chicago in 1907? South Station? the old Back Bay station? There were probably two fairly direct and most likely routes chosen. First, would be the Boston and Albany-New York Central to Albany then to Chicago with or without changing cars. Second might have been the Fitchburg Railroad-Boston and Maine to Troy, NY and then dance around to get NYCentral or to Mechanicsville, NY and D&H to Albany or D&H to BinghamtonNY for an Erie connection to Chicago...most likely the B&A-NYC would have been the easiest.
2. Would he need to change trains at some point? Where? Albany, NY
4. Approximately how long would the trip have been? 30-40 hrs
5. How often would those trains run? Daily. Are there existing printed timetables? Yes, collectors have them, antique dealers..especially rr timetable collectors; check Trains for dealers. Also Official Guides might be found...but note timetables and OG's were printed on cheap newsprint paper and are fragile and rare.
4. Was there a first class option for travel? Were there sleeper cars? Yes, Yes.
You don't say where you are but you might check your local library for directions to some of these official guides. Local National Railway Historical Society chapters; Railroad and Locomotive Historical Society chapters; and local railroad hobby shops are also good places to inquire for the materials you want to see. Even model clubs might have members who can help point the way.
RIDEWITHMEHENRY is the name for our almost monthly day of riding trains and transit in either the NYCity or Philadelphia areas including all commuter lines, Amtrak, subways, light rail and trolleys, bus and ferries when warranted. No fees, just let us know you want to join the ride and pay your fares. Ask to be on our email list or find us on FB as RIDEWITHMEHENRY (all caps) to get descriptions of each outing.
henry6 wonderingwriter: Hello Railroad Historians, I'm writing a biography of an early 20th century Bostonian from Back Bay (Marlborough Street). He traveled frequently and wrote letters while on the train. In 1907 he wrote to a friend while en route from Boston to Chicago. Here are a few of my questions. I would be grateful for your knowledge and advice! 1. What station would he probably have departed from to go to Chicago in 1907? South Station? the old Back Bay station? There were probably two fairly direct and most likely routes chosen. First, would be the Boston and Albany-New York Central to Albany then to Chicago with or without changing cars. Second might have been the Fitchburg Railroad-Boston and Maine to Troy, NY and then dance around to get NYCentral or to Mechanicsville, NY and D&H to Albany or D&H to BinghamtonNY for an Erie connection to Chicago...most likely the B&A-NYC would have been the easiest. 2. Would he need to change trains at some point? Where? Albany, NY 3. At what station would he have arrived in Chicago? 4. Approximately how long would the trip have been? 30-40 hrs 5. How often would those trains run? Daily. Are there existing printed timetables? Yes, collectors have them, antique dealers..especially rr timetable collectors; check Trains for dealers. Also Official Guides might be found...but note timetables and OG's were printed on cheap newsprint paper and are fragile and rare. 4. Was there a first class option for travel? Were there sleeper cars? Yes, Yes. Many thanks for your help! You don't say where you are but you might check your local library for directions to some of these official guides. Local National Railway Historical Society chapters; Railroad and Locomotive Historical Society chapters; and local railroad hobby shops are also good places to inquire for the materials you want to see. Even model clubs might have members who can help point the way. .
wonderingwriter: Hello Railroad Historians, I'm writing a biography of an early 20th century Bostonian from Back Bay (Marlborough Street). He traveled frequently and wrote letters while on the train. In 1907 he wrote to a friend while en route from Boston to Chicago. Here are a few of my questions. I would be grateful for your knowledge and advice! 1. What station would he probably have departed from to go to Chicago in 1907? South Station? the old Back Bay station? There were probably two fairly direct and most likely routes chosen. First, would be the Boston and Albany-New York Central to Albany then to Chicago with or without changing cars. Second might have been the Fitchburg Railroad-Boston and Maine to Troy, NY and then dance around to get NYCentral or to Mechanicsville, NY and D&H to Albany or D&H to BinghamtonNY for an Erie connection to Chicago...most likely the B&A-NYC would have been the easiest. 2. Would he need to change trains at some point? Where? Albany, NY 3. At what station would he have arrived in Chicago? 4. Approximately how long would the trip have been? 30-40 hrs 5. How often would those trains run? Daily. Are there existing printed timetables? Yes, collectors have them, antique dealers..especially rr timetable collectors; check Trains for dealers. Also Official Guides might be found...but note timetables and OG's were printed on cheap newsprint paper and are fragile and rare. 4. Was there a first class option for travel? Were there sleeper cars? Yes, Yes. Many thanks for your help! You don't say where you are but you might check your local library for directions to some of these official guides. Local National Railway Historical Society chapters; Railroad and Locomotive Historical Society chapters; and local railroad hobby shops are also good places to inquire for the materials you want to see. Even model clubs might have members who can help point the way. .
As to question #3, the New York Central used LaSalle Street Station in Chicago.
Rich
Alton Junction
Thanks to all of you--orsonroy, richhotrain and henry6--for your speedy replies! (I guess that's a part of being a train enthusiast!). This is really excellent information that would have taken me a lot longer to figure out on my own.
This Bostonian I'm writing about was quite wealthy and would most likely have gone first class. I'd love to know what first-class accommodations were like in 1907 on the NY Central. How would they differ from 2nd class? Were there even cheaper seats (e.g., 3rd class?). Were there compartments that turned into sleepers in first class, or would passengers have gone to another car for sleeping? Also, I suppose diners in first class ate better than 2d class and were separated from them?
I need to consult the online timetable that orsonroy was nice enough to link from Google books. I am still wondering if the NY Central line trains to Chicago would have left South Station and then also stopped at Back Bay Station for additional passengers on its way west.
Again, thanks so much. You folks are the best.
Wondering writer
As to taking a train at Back Bay, the answer is no. Trinity Place (by 1916, at least) was the first stop the B&A had after leaving South Station. I confess that I do not know just where it was in relation to Back Bay, but after the NH was forced into the Penn Central, Back Bay became the stop for all Penn Central trains.
Johnny
Until construction of the in-town Mass Turnpike, around 1959 or so, there was NO BACKBAY STATION STOP for New York Central trains running west from Boston. The New Haven had constructed Back Bay Station so the NYC could use it, with a platform along the eastbound Boston and Albany track. But the Central had its own two stations nearby, one inbound and another outbound. I think the inbound was Trinity Place and the outbound Huntington Avenue, but I may have reversed them in my memory, although I did actually use them. When the Mass Turnpike was built, it was adjacent to the Boston and Albany RofWm still is, and some NYC facilties were destroyed in its construction. So the NC found it more economical to pocket the cash from sale of its property to the Turnpike Authority and begin paying rent to the New Haven. Also by that time there had been enough train-offs so that one track, the track adjecent to the previously constructed platform, was all that was needed to handle the remaining passenger traffic.
A wealthy businessman would have used the Central and taken a Pullman (or Wagner) drawing roomm the best accomodation available at the time. If a secretary traveled with him, he would have traveled in a lower berth, rather than sharing the drawing room. I don't know the name of the train at the time, but it probably was the Boston section of the 20th Century, which had a Boston section up to the inauguration of lighweight equpiment in 1938 and was always the premier train. I don't know the date of its inauguration, but I do know its predicessor was the Lake Shore Limited, which also had a Boston section.
Dave, I just checked in a 1950's Guide, and Trinity Place was the outbound stop and Huntington Avenue was the inbound stop. However, in 1916, Trinity Place is not even shown in the timetable, and Worcester is the first stop shown for #25, the Twentieth Century Limited. The B&A equipment description does not have any information as to what accommodations were available other than "sleeping car" and "Pullman cars." The NYC representation does show that Drawing-room Compartment cars were available between Boston and Chicago. The next Guide I have before the 1916 issue is an 1893 issue--and it will not have the information that is needed.
Yes, I believe NYC's Boston and Albany trains would have used both South Station and Back Bay...but I'm not sure about their building anc consolodation dates. America did not have first, second, and third class travel arrangments like Europe and elsewhere. There was Pullman, perhaps reserved seating, and coach services. The fewer stops...the so called "Limiteds"....had the higher end services and the higher fares. Your date of 1907 is particularly difficult because the NYC was still largly a group of affiliated and singly operated railroads with and without through trains and services. Your hunt into a 1907 timetable has to be carefully selected to the month for special services based on seasons, too. If we knew where you are located we could more easily direct you to a source.
I am pretty sure, whether the train was called the 20th Century, or the Lake Shore LImited, the scenereo would be as follows:
If the Trinity Place station had been operating, and now I do remember it was the outbound station, almost directly across from the New Haven\s Back Bay station, and getting its name from the entrance/exit on Trinity Place, named for the Coply Square Trinity (Episcopal) Church, where George Faxon was music director and organist for many years, his wife Nancy Plummer Faxon a fine composer, and he also taught at Boston University. Huntington Aenue station was father west, after the B&A RofW was separate from the NY&NH&H (NEC), with its entrance and exit on Huntington Avenue, southwest of Copley Square, almost to the Mechanics Building... anyway, that would have been the train he boraded, because like most wealthy Bostonians, he lived either in Back Bay or on Beacon Hill, close to Trinity Place Station. But if the station had not been opened, then he probably took a handsom cab or early automobile taxi to South Station. The train leaving Boston probably had a new Pacific, will lower driving wheels than similar locomotives for the Central itself. The tender was definitely lettered Boston and Albany, because the Birksheres and J-2a Hudsons were the first B&A power to be lettered for the Central, and not the Birkshires initially. The locomotive probably trailed a baggage-espress-post-office car, the only car on the train with New York Central on the letterboard. This would be followed by the two or three through Chicago Pullmans, labeled PUllman on the letter boad, a mixture of all-room cars and one or two section and drawing room cars. The tail end would be a parlor-lounge-buffet-diner-observation (also with PUllman on the letterboard), with an open platform at the rear. Our protagonist probably enjoyed the open platform, expecially if it was late September to the middle of October, whith the terrific autumn colors in the Biorkshres, partciularly between Pittsfield and Chatham. At Albany, the rear car might be dropped before entering the station. Or immediately after arrival, a switcher would remove it from the rear. Meanwhile, personal checked baggage would be unloaded from the first car, for loading on the baggege car or combine that would shortly arrive from New York. When that train arrived, a switcher would remove its rear-end observation-lounge car and then move to attach it to the rear of the two or three sleepers from Boston, then attach the three or four cars to the remainder of the train from New York, including three or four sleepers, a mid-train lounge, a diner, and a combine or baggage car at the front. While all this was going, it is likely that the locomotive was exchanged on this train, new Pacifics being the incoming and outgoing power. The mail car-baggagee-express car from Boston probably was added to an all-mail and express train from the New YOrk West Sice 30th Street and 60th Street yards.
If traveling by himself, our protagonist probably took meals in the dining car (and the buffet diner leaving Boston). Since this was an all-first-class PUllman train, he was assured he would be among people of his own "class." On the other hand, if his private secretary was traveling with him, in a lower berth in the same of other car, he and his secretary probably ate in the drawing room, where they could continue to discuss business confidentially, with tip or payment for the extra service of bringing the meals form the dining car. And if an acquainance or business associate happened to be on the train, the individual probably would be invited to join them for one meal. An exception might be breakfast, when the secretary would awake earlier, eat in the diner, and set about assuring best possible arrangements for his boss upon Chicago arrival. With Western Union messages from Elkhart or Toledo or South Bend. And the boss eating breakfast in the diner later.
Just prior to arriving at its destination at LaSalle Street Station in downtown Chicago, the train would have crossed the Illinois state line from Indiana and proceeded on parallel tracks to the PRR into Englewood Station on the south side of Chicago at 63rd Street near State Street. From Englewood Station, the train would have turned north and proceeded to LaSalle Street Station in downtown Chicago on parallel tracks to the Rock Island.
I f Trinity Place station had been constructed, his wealth may have allowed stopping the train there even if not a scheduled stop. Or maybe he went from his office, which might have been closer to South Station anyway.
He or his secretary would have checked any large luggage through to Chicago about 20 minutes or more before train departure time, at either station. But not likely if the train made only a special stop for him at Back Bay. The luggage could have been checked earlier.
The Pullman car porters, lounge car attendant, and dining car waiters were blacks. The conductors, both Pullman and train conductors, and dining car stewards, were most probably white Protestant native born. The trainmen an cooks could have been Irish Catholics and/or their sons.
Meals in the Boston and Albany route buffet diner reflected regional specialties, with oysters, crabs, and clams kept on ice and served on the buffet diner withing one day after being removed from the Atlantic. Oysters and clams were probably served chilled and raw. This is based on my own experience with The New Ebgland States diner much later. Lobsters -- no, too complex. Turkey was served on the B&A instead of the chicken served on most Central diners. Drinks were available in the diner and all lounge cars.
Looking at the November 1907 Official Guide I have dug up the following through train and through car possibilities:
The person in question would have had several options for through Boston-Chicago sleepers, but at this time there was no first class-only trains running between Boston and Chicago. The Boston section of the 20th Century Limited began in 1909.
Boston & Albany - Boston to Albany
New York Central and Hudson River - Albany to Buffalo
Lake Shore and Michigan Southern - Buffalo to Chicago (via Cleveland)
OR
Michigan Central - Buffalo to Chicago (via Detroit.)
This would have been the most likely route taken - there were 4 options:
THROUGH TRAIN - #13 - Old Bay State Limited -
Lv. Boston 1:45pm,
Ar. Chicago - Central Station (via Michigan Central) 3:45pm next day;
This train was known as the Wolverine on the Boston and Albany. This was a through Boston-Chicago train with Pullmans and tourist cars Boston to Chicago; Buffet Smoking car - Boston-Buffalo, and diners between Worcester and Albany and St. Thomas and Chicago. Coaches between Buffalo and Chicago only. This train was, in essence, the second section of the New York-Chicago Wolverine.
THROUGH TRAIN - #15 - Boston and Chicago Special
Lv. Boston 10:30am,
Ar. Chicago - La Salle Street Station (via Lake Shore and Michigan Southern) 12:50pm next day.
This train had a Boston to Chicago Buffet Smoking and library car, Baggage car, Boston to Chicago Pullmans and dining cars between Boston and Syracuse and Toledo and Elkhart. Day coach Albany-Chicago only.
THROUGH PULLMAN CAR - #49 - Boston and Buffalo Special
Lv. Boston 4:45 pm,
Ar. Buffalo 6:20am,
Lv. Buffalo via Michigan Central #23 Western Express 7:45am,
Ar. Chicago (Central Station) 9:10pm,
Lv. Buffalo via Lake Shore and Michigan Southern #23 Western Express 6:30am,
Ar. Chicago (La Salle Street Station) 9:00pm.
This train was known as Boston and Cleveland Special on the B&A.
There were two Pullman car lines running from Boston and Chicago that were on the Boston and Buffalo Special, one via the Michigan Central and one via the Lake Shore and Michigan Southern. Both Buffalo-Chicago trains had the same number and same name.
THROUGH PULLMAN CAR - #37 - Pacific Express
Lv. Boston 8:00pm,
Ar. Buffalo 11:30am,
Lv. Buffalo via Lake Shore and Michigan Southern #3, The Fast Mail, Limited 6:25pm,
Ar. Chicago (La Salle Street Station) 7:30am.
-----------------------------------------------------------------------------------------------------------
Boston and Maine - Boston to Rotterdam Junction -
West Shore Railroad - Rotterdam Junction to Buffalo -
Nickel Plate Road - Buffalo to Chicago
Wabash - Buffalo to Chicago
THROUGH PULLMAN CARS - B&M #3
Lv. Boston 4:00 pm,
Ar. Rotterdam Junction 11:15 pm,
West Shore Railroad #3 Chicago and St. Louis Limited Express,
Lv. Rotterdam Junction 11:30pm,
Ar. Buffalo at 6:35pm.
One Pullman ran to Chicago via Nickel Plate Road #3,
Lv. Buffalo at 7:10am,
Ar. Chicago (La Salle Street Station) 9:15pm.
Another Pullman ran via Wabash #13-3,
Lv. Buffalo 7:50am,
Ar. Chicago (Dearborn Station) 9:40pm.
------------------------------------------------------------------------------------------------------------
Boston and Maine - Boston-Troy
Delaware and Hudson - Troy-Binghampton
Erie - Binghampton-Chicago
THROUGH PULLMAN CAR - B&M #3
Lv. Boston 4:00pm,
Ar. Troy 10:50pm,
D&H #12
Lv. Troy 11:00pm,
Ar. Binghampton 4:00am
Erie #7 Pacific Express
Lv. Binghampton 4:25am,
Ar. Chicago 7:12am next day.
Something to ponder - if this gentleman was wealthy enough, could he have hired a private car to take him to Chicago?
Some books that can be used for reference concerning the cars and services of this time period are;
Some Classic Trains by Dubin
More Classic Trains by Dubin
Mr. Pullman's Elegant Palace Cars by Beebe
Since my assumption about the Boston section of the 20th Century could only have existed in 1909 and later, I agree the Old Bay State limited seems the best option for him. Other aspects of my scenereo still would apply to the extent possible
An interesting variety of options to reach Chicago.
With Chicago having six downtown stations for passenger trains, who knows how and where he arrived in Chicago.
As noted, Michigan Central passenger trains used Central Station while Lake Shore and Michigan Southern (as well as New York Central) used LaSalle Street Station and Wabash passenger trains used Dearborn Station. Apparently, Grand Central Station was not an option for his arrival in Chicago.
Some questions:
If the 20th Century or its predicessor the Lake Shore, all Pullman limited, was in operation in 1907, even without a Boston section, would the fastest and most luxurious journey possibly be via a connecting train from Boston with a parlor car having a day drawing room (standard on Pullman parlor cars) and then a transfer to the Century or Lake Shore in Albany? He and his secretary would occupy the day drawing room on the connecting train and then the drawing room and a lower on the entury or Lake Shore.
Was Trinity Place Station shown in any timetable in 1907?
Off topic question, did the 1907 Century or Lake Shore have a New York - Albany parlor car for local riders?
Great research work, Zeph!
daveklepper Some questions: If the 20th Century or its predicessor the Lake Shore, all Pullman limited, was in operation in 1907, even without a Boston section, would the fastest and most luxurious journey possibly be via a connecting train from Boston with a parlor car having a day drawing room (standard on Pullman parlor cars) and then a transfer to the Century or Lake Shore in Albany? He and his secretary would occupy the day drawing room on the connecting train and then the drawing room and a lower on the entury or Lake Shore. Most likely they would have opted to ride in a through train. I think either through train mentioned in my earlier post would have sufficed. They were more or less similar, with the only difference is that one used the MC and the other one used the LS&MS west of Buffalo. Yes the Century was the Century even at that time, but I assume this traveler was not a railfan and he just wanted to get to Chicago in the maximum of comfort and minimum of hassle. And for a majority of train travelers then and now who are not railfans, changing trains mid-journey is a hassle. Was Trinity Place Station shown in any timetable in 1907? I haven't see this station in any of my Official Guides of the period. Off topic question, did the 1907 Century or Lake Shore have a New York - Albany parlor car for local riders? It did not.
Most likely they would have opted to ride in a through train. I think either through train mentioned in my earlier post would have sufficed. They were more or less similar, with the only difference is that one used the MC and the other one used the LS&MS west of Buffalo. Yes the Century was the Century even at that time, but I assume this traveler was not a railfan and he just wanted to get to Chicago in the maximum of comfort and minimum of hassle. And for a majority of train travelers then and now who are not railfans, changing trains mid-journey is a hassle.
Was Trinity Place Station shown in any timetable in 1907? I haven't see this station in any of my Official Guides of the period.
Off topic question, did the 1907 Century or Lake Shore have a New York - Albany parlor car for local riders? It did not.
A quick internet search will reveal several good books about the history of Pullman and Pullman sleeping cars. I'm sure there's plenty of info online too. 1907 would be just before the change from wood to steel really got going, so he would have traveled in an 80' wooden car similar to the old MDC/Roundhouse Pullman Palace HO model cars now made by Athearn. They were built using artisans and craftsmen brought over from Europe and filled with ornate woodturnings and painted sumptuously. He would have had access to pretty much anything he would have had in a top of the line hotel, including access to a bathtub. Bedrooms were available that were very large with very comfortable beds. Dining car food would have been equal to the top restaurants in New York. It's almost impossible to imagine the luxury of a trip like that then - far beyond flying "first class" in a jet today. Closer maybe to a cruise ship accomodation.
(Course this is an open section car, not as fancy as the car your rich guy would be in....)
http://livinginthepastlane.com/Documents/Pullman%20Sleeping%20Car.jpg
Note that the two through trains would have had different Chicago Terminals, that on the Lake Shore at La Salle, and that through Michgan at the Illinois Central station, Central Station if constructed by then, otherwise Van Buren Street(?). By 1907, the Loop elevated structure was already in operation and electrified, with all service by open-platform wood elevated cars. The :L" system was pretty much complete, except for the extension north from Belmont to Evanston and Winetka, and the extension over the CA&E and branch construction to Mannheim. The North Shore had not yet arranged for through running to Chicago but ran south only to Evanston and connections to Milwaukee RR suburban service and local streetcars.
Does the timetable indicate that both through Boston-Chicago trains had observation lounge cars?
When steel equipment took over all first-class service, some wood Pullman section cars were reconfigured as tourist sleepers with rattan upholstery and used on Western railroads for lower-fare sleeping car service.
daveklepper Does the timetable indicate that both through Boston-Chicago trains had observation lounge cars?
Neither train had an observation lounge car. It should be noted at during this time there were 17 New York-Buffalo trains, 2 through Boston-Buffalo trains and one Albany-Buffalo train. Of these, only 3 trains had an observation car: the 20th Century Limited, Lake Shore Limited and Southwestern Limited.
Was there any lounge service? Even just between Boston and Albany? Or just a dining car?
Also, was there any train on the B&A between Boston and Albany that carried an obs?
I would say the most direct route and the one that would have the most options and high end service would have have been on the New York Central Lines: Boston & Albany and Lake Shore& Michigan Southern.
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