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Saturday, May 25, 1963, dawned bright and sunny as activity commenced at the new CP&LE Engine House. Engineers and firemen polished brass bells, shoveled coal into tenders, and cleaned driving rods, as Albert and Maud L. built up pressure. Smoke drifted lazily from their stacks out across Sandusky Bay. By 9:30 a.m., both locomotives had reached 150 pounds of pressure and were lifting their safety valves. At about 10 o’clock, the ancient locomotives chugged out of the Engine House spur track and were switched onto the mainline. With flags fluttering in the breeze and whistles blowing, Maud L. and Albert took up their positions facing each other at the Union Depot. Opening Ceremonies were then ready to begin.
Gaily dressed girls distributed small American flags to spectators, as the Sandusky High School band played “Working on the Railroad.” Common Pleas Judge James L. McCrystal spoke of the early days of Ohio railroading above the roaring exhausts of the impatient engines. Standing behind Judge McCrystal and observing the entire spectacle was the line’s founder and owner, Mr. George A. Roose. When all the preliminary speeches were completed, Mr. C.S. Herr, passenger manager of the Pennsylvania Railroad (PRR) and Mr. Dorcey D. Hade, passenger representative of the PRR, drove gilded spikes. Then Nickel Plate Road general manager Herbert P. Thinnes skillfully hammered home a nickel-plated spike. Finally, an assistant vice president of the New York Central System, Mr. James R. Sullivan, began driving the last spike, a golden one from Tiffany’s of New York. After a few swings, he handed the mallet to Mr. Eugene R. Lemmon, Vice President and General Manager of Cedar Point, Inc. Smiling, he completed months of hard work and opened what was to become one of the nation’s most successful passenger railroads. |
Railroading was not new to Cedar Point. In the late 1890s, and early 1900s, summer vacationers would take the train via the New York Central, Baltimore and Ohio, or Pennsylvania Railroads to Sandusky, Ohio's Cedar Point Boat Landing dock. Passengers disembarked here and were shuttled by a Great Lakes steam ferry to the amusement park. From there, a tram roadway operated between the old government docks and the Hotel Breakers. Proud and beautiful ships such as the Eastern States of the Detroit and Cleveland Navigation Co., the Put-in-Bay of the Ashley and Dustin Steamer Line, and the Goodtime of the Cleveland and Buffalo Line carried thousands of passengers from Cleveland, Detroit, and Toledo to Cedar Point. Always waiting for the disembarking excursions were the little trains, ready to carry them the half mile through the woods to the resort area.
By the early 1950s the automobile had all but wiped out the Great Lakes passenger business; the old Goodtime ferry had been dismantled and the C&B had collapsed. When the Eastern States and the Put-in-Bay, with their ship's flags flying at half mast, were towed into Lake St. Clare. They were purposely destroyed by fire ending an era in the history of lake shipping, and a chapter in the history of Cedar Point. With the passing of the venerable old steamers, Cedar Point’s little tram road no longer had a real purpose and was closed.
Originally, the park had a 15-inch live steam railway run by Henry Gross from 1907 to the 1940s. A number of other miniature railways were operated in the midway area during the 1950s and early 1960s. One employing a modern diesel started at a point near the old carousel and carried its passengers through the nearby picnic areas. Another small railway circled Kiddie Land from 1953 to 1960.
Originally, the park had a 15-inch live steam railway run by Henry Gross from 1907 to the 1940s. A number of other miniature railways were operated in the midway area during the 1950s and early 1960s. One employing a modern diesel started at a point near the old carousel and carried its passengers through the nearby picnic areas. Another small railway circled Kiddie Land from 1953 to 1960.
When George Roose and Emile Legros assumed the management in 1959, improvements began to uplift for the park. In 1960, they installed a 16-inch railway with a small replica of an 1865 wood burner. From 1960-1962, its two trains hauled passengers from a point near the Antique Cars, across a small bridge, to the Western Cruise docks. When construction began on the CP&LE, her route was changed to run to a point near the present Blue Streak roller coaster entrance and return. But this was to prove to be a vain attempt to keep the tiny railroad in operation. 1963 was her last season. Her business had been stolen by her new big sister, the CP&LE.
The gasoline-powered Monorail operated on the midway at Cedar Point from 1959-1965.
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The 1865 replica train which was a Herschell S-16.
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The CP&LE was the brainchild of George Roose. For many years before 1963, the construction of a narrow-gauge railroad along Sandusky Bay was a much-discussed topic in Cedar Point’s administration building. In 1961, plans were openly discussed when the possibility of operating the old steamer Canadiana from Cleveland to Cedar Point was being investigated. The plans for the 60-year-old liner fell through but planning for the railroad continued.
In November 1961, Mr. Roose purchased the locomotive Maud L. from the president of the American Railroad Equipment Association, Arthur E. LaSalle. By December, the 60-year-old puffer had arrived in Sandusky. LaSalle and Clyde Barbour, secretary of the association, were employed to direct the restoration of the old sugar cane plantation engine. While the locomotive was being rebuilt in 1961 and 1962, Cedar Point and Roose mapped their purposed route. By the opening of the 1962 season, Mr. Lemmon was speaking of a proposed two-mile, $500,000 bay shore railroad.
In November 1961, Mr. Roose purchased the locomotive Maud L. from the president of the American Railroad Equipment Association, Arthur E. LaSalle. By December, the 60-year-old puffer had arrived in Sandusky. LaSalle and Clyde Barbour, secretary of the association, were employed to direct the restoration of the old sugar cane plantation engine. While the locomotive was being rebuilt in 1961 and 1962, Cedar Point and Roose mapped their purposed route. By the opening of the 1962 season, Mr. Lemmon was speaking of a proposed two-mile, $500,000 bay shore railroad.
Plans were finalized by the summer of 1962, and in September, William H. Evans, public relations director of Cedar Point, made the long-awaited announcement at a meeting of the Sandusky Jaycees. According to Evans, the initial expenditure was to be a quarter of a million dollars. Employing one locomotive, Maud L., and six coaches, hourly capacity was anticipated to be approximately 1,200 based on 15-minute trips and a per car capacity of 60 passengers. The route of the CP&LE was to be 1.6 miles in length, beginning at a point on the funway near the Western Cruise, passing the Cedars Hotel, then running along the bay to the Coast Guard station, where it would turn into the lagoon area, cross three trestles, emerge from the woods again near the west break wall of the marina, and return to the depot on the midway. Acme Construction Co. was to handle the laying of the track, and Sam Conte’s Lakecraft Welding Co. was to handle the locomotive and build the original six coaches. Cedar Point was to have its three-foot-gauge railroad at long last.
Construction was begun in February 1963, when bulldozers began cutting the right of way through the woods. By early March, crews were battling winter weather to keep the project on schedule. The actual laying of the track was handled by section gang crews directed by Claire Young of the Acme Construction Co., Solon, OH. Large cranes were brought in to set the pilings for the three lagoon trestles. The sound of gandy dancers' mallets driving thousands of spikes rang through the quiet, cold woods. The first week of April saw the project three weeks behind schedule, but by the end of the month, the section gangs had all the 60-pound rail spiked down and the roadbed tamped.
Rolling stock started arriving at the Point in mid-April 1963. Maud L. and the six coaches arrived from Port Clinton; Albert, leased from the American Railroad Equipment Association to assist Maud, was unloaded from her lowboy trailer after her long ride from Cherokee, North Carolina, at about the same time. |
Meanwhile, construction was going ahead on the Union Depot on the funway. The station was to be a reproduction of those of the post-Civil War era of railroading, complete with a red brick platform, antique lights, and an old-fashioned ticket office. Everything was exactly as it had been in the heyday of steam railroading.
In mid-May 1963, nearly all were in readiness. The railroad itself was complete. The station was only a few weeks from completion, the east canopy and station house were already ready for passengers. The two locomotives were stored, ready for service, in the new engine house. Finally, on May 25th, the railroad opened for its first season. The problems with getting started were numerous. Just before opening ceremonies, Maud L. derailed her pony truck. After the last spikes were driven, Albert towed his little sister back to the shop. Albert then returned and inaugurated the operation by transporting all the important railroad officials on an inspection tour of the new road. Albert completed the day by hauling thousands of happy tourists. |
But the troubles were just beginning. On Sunday, May 26, 1963, in its second day of public operation, a loaded train derailed at the crossover switch near the Engine House. Luckily, no one was hurt. In a short while, Eugene Berardi’s CP maintenance crews had the car back on the track, and the little railroad back on schedule.
The CP&LE’s biggest problem came in mid-season when burning coals from Albert’s ash pan set the first trestle on fire. Enough of the bridge was destroyed that it had to be closed until repairs could be made. For a few days, trains kept operating by running out as far as the first trestle and then backing around to the Main Depot again. Another problem that plagued the little narrow gauge in its first season was the difficulty both Albert and Maud L. experienced in getting traction on the grade just outside the Main Depot. As engineers gained more experience with the little locomotives, most of the troubles were alleviated.
The CP&LE’s biggest problem came in mid-season when burning coals from Albert’s ash pan set the first trestle on fire. Enough of the bridge was destroyed that it had to be closed until repairs could be made. For a few days, trains kept operating by running out as far as the first trestle and then backing around to the Main Depot again. Another problem that plagued the little narrow gauge in its first season was the difficulty both Albert and Maud L. experienced in getting traction on the grade just outside the Main Depot. As engineers gained more experience with the little locomotives, most of the troubles were alleviated.
Before the end of the 1963 season, a third locomotive was added to the line, No. 22. The oil-burning Vulcan arrived in mid-August and, after completing trial runs, headed up three car trains filled with passengers until Labor Day.
To increase business, George Roose authorized the beginning of work on an animated Ghost Town. Special Effects, Inc. of Morrison, Colorado, produced animated skeletons and buzzards while Cedar Point crews built a dilapidated village complete with a schoolhouse, blacksmith shop, tonsorial parlor, jail, Wells Fargo Station, and a saloon. By Labor Day, the railroad could be proud of a successful season, with nearly a quarter million passengers carried in its first summer. 248,432 to be exact! During the winter of 1963-1964, expansion went ahead in preparation for the 1964 season. Two enclosed coaches were ordered from Lakecraft Welding. Two old standard gauge Chesapeake and Ohio cabooses that were acquired by the Nickel Plate Road during World War II were purchased at Toledo. They were reconditioned at Port Clinton, placed on narrow-gauge trucks, and sent on to Cedar Point. Sam Conte was also sent another steam locomotive to begin reconditioning. Now CP&LE No. 2, she was a 1940 product of the H.K. Porter Co. and had been trucked up from Daisy, Tennessee. |
Meanwhile, on the peninsula, Special Effects was installing $100,000 worth of animation. The Ghost Town idea was carried through in an elopement scene and an old music hall with its skeleton orchestra.
Further down the track, Mexican banditos were set up along the right of way on the approaches to the new spectacular scene, the burning Wells Fargo Station. The blazing scene was designed to burn for 30 seconds. For that length of time, the specially treated wood can withstand the gasoline and propane flames; any longer and the building could have actually burned!
1964 also marked the beginning of the regular live bandit attacks upon the CP&LE trains. On a hill across from the track, a little way down from Wells Fargo, a barn was built for the bandits to hide in until the train passed by. Then they were to run out, fire their shotguns and be shot in turn by the sheriff who rode the train. |
No major problems developed during the railroad's second summer. As attendance increased, the added capacity afforded by the new equipment was put to good use. Two trains became the normal operating procedure. By Labor Day 1964, 532,563 passengers had taken a ride on Ohio’s only regularly scheduled steam railroad. Mr. Roose had proven that people still like to ride behind steam.
During the winter of 1964-1965, Albert’s lease to the CP&LE was set to expire. Consequently, Arthur LaSalle offered Albert to George Roose for sale along with his successor at Cherokee, an 0-4-0 Porter, Victoria R.I. Mr. Roose was delighted to be able to permanently acquire Albert, acclaimed by many to be the most beautiful three-foot gauge engine in the country. Click image for a larger view
1965 was the smoothest running season yet. Victoria R.I. and Albert were used as the main workhorses, with No. 22 and Maud L. used as the backup engines.
The CP&LE closed its third season with a total of 814,455 riders. After three years, the railroad had grown tremendously. The engine fleet had been tripled, the rolling stock had been increased by 2/3, and most importantly, attendance had nearly quadrupled. |
By the end of May 1964, the coaches and cabooses were at the Point, and most of the animation was ready; but the fourth engine was not completed. She was not to arrive until mid-season, and then, after a week’s service, she was withdrawn from service when she threw a driving rod. The locomotive was then laid up in the shop for long months of repairs and readjustments.
The CP&LE fleet of locomotives was boosted to five with the arrival, late in the summer, of Porter Belle from Traverse City. After sitting on an outdoor pedestal from 1933 to 1964, this 85-year-old locomotive was in no shape for immediate service, but with her huge balloon stack and antique lines, she provided an interesting sidelight for passengers as they passed the Engine House. Click image for a larger view
In January 1965, Victoria R.I. crossed the causeway and was unloaded at the spur near the old government docks. The total fleet had grown to such a degree that the Engine House had to be expanded.
Among the promotional stunts employed during the 1965 season was the appearance of the hobo clown Pat Kelly, son of the world-famous Emmett Kelly. He would attempt to "bum" rides on the train until he was finally thrown off by the conductor. Albert leaving the main midway on opening day.
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