St. Louis, Missouri, in 1904, and at the Wheeling, West
Virginia, semicentennial in 1913. In 1927 it joined many other
historic locomotives at the Baltimore and Ohio Railroad's "Fair
of the Iron Horse" which commemorated the first one hundred
years of that company. From about 1913 to 1925 the _Pioneer_
also appeared a number of times at the Apple-blossom Festival
at Winchester, Virginia. In 1933-1934 it was displayed at the
World's Fair in Chicago, and in 1948 at the Railroad Fair in the
same city. Between 1934 and March 1947 it was exhibited at the
Franklin Institute, Philadelphia, Pennsylvania.

The Cumberland Valley Railroad

The Cumberland Valley Railroad (C.V.R.R.) was chartered on April 2,
1831, to connect the Susquehanna and Potomac Rivers by a railroad
through the Cumberland Valley in south-central Pennsylvania. The
Cumberland Valley, with its rich farmland and iron-ore deposits, was a
natural north-south route long used as a portage between these two
rivers. Construction began in 1836, and because of the level valley some
52 miles of line was completed between Harrisburg and Chambersburg by
November 16, 1837. In 1860, by way of the Franklin Railroad, the line
extended to Hagerstown, Maryland. It was not until 1871 that the
Cumberland Valley Railroad reached its projected southern terminus, the
Potomac River, by extending to Powells Bend, Maryland. Winchester,
Virginia, was entered in 1890 giving the Cumberland Valley Railroad
about 165 miles of line. The railroad which had become associated with
the Pennsylvania Railroad in 1859, was merged with that company in 1919.

By 1849 the Cumberland Valley Railroad was in poor condition; the
strap-rail track was worn out and new locomotives were needed. Captain
Daniel Tyler was hired to supervise rebuilding the line with T-rail, and
easy grades and curves. Tyler recommended that a young friend of his,
Alba F. Smith, be put in charge of modernizing and acquiring new
equipment. Smith recommended to the railroad's Board of Managers on June
25, 1851, that "much lighter engines than those now in use may be
substituted for the passenger transportation and thereby effect a great
saving both in point of fuel and road repairs...."[1] Smith may well
have gone on to explain that the road was operating 3- and 4-car
passenger trains with a locomotive weighing about 20 tons; the total
weight was about 75 tons, equalling the uneconomical de