The Crossing – Bypass
In 1942, the old Branchville Road that used to form the northern boundary of the Town of Berwyn Heights was reconstructed along a new alignment as Greenbelt Road. This included a new overpass across the B&O railroad tracks, making it possible to close the dangerous Berwyn grade crossing. When that crossing was barricaded, sometime in September or October 1942, it became necessary to redirect traffic bound for Route 1 via State Road 434. Route 434 connected Edmonston Road and Baltimore Avenue along La Belle Avenue (today Pontiac Street & 57th Avenue) and Waugh and Central Avenues (Berwyn Road).1
The Berwyn Heights Commissioners wanted to make an outlet from La Belle Avenue to Branchville Road along Huntley Avenue (58th Avenue). But there was a little problem: Huntley Avenue stopped at Newby Avenue (Tecumseh Street), now just a paper street between block 26 and 27. Traffic, including Capital Transit buses, would have had to zig and zag along Newby and Howell Avenues to reach Greenbelt Road and cut into the property of a prominent citizen of the Town.
Samuel Moyer, an attorney for the Department of the Interior, who served as Town Commissioner from 1926-1936 and President of the Berwyn Heights Volunteer Fire Department from 1924-1935,2 owned the now historic house at 8911 57th Avenue, as well as an adjoining orchard that lay in the path of the proposed road. He did not relish the taking of a slice of his land and suggested the Town purchase a right of way through unimproved properties in block 27, which belonged to the Berwyn Heights Company and Burch Realty.3
The Town Commissioners approached Berwyn Heights Company Vice President Margaret Benson and Burch Realty and they agreed to sell the Town the required land to make the new outlet.4 The State Roads Commission built the road, which was taken into service in 1945 as Route 251. In 1990, the State Highway Administration renovated these streets and transferred them to the Town.5
The extension of 58th Avenue to Greenbelt Road resulted in a re-subdivision of the properties in block 27 and their subsequent development by the Berwyn Heights Company.6 Some of these properties no longer conform to today’s zoning standards and require variances when improvements are made. As recently as October 2019, the Town Council held a hearing on a variance application for 8906 58th Avenue and granted an exception for lot size and frontage width to allow the owner to build a house on the property.7
1 “Berwyn Crossing,” Greenbelt Cooperator, 24 April 1942, p2.
2 Photo of Members of the BHVFD (President Samuel H. Moyer standing 3rd from right), Dedication Day, 30 December 1930, posted on BHVFD website https://bhvfd14.org.
3 Letter from Samuel Moyer to Ewing Gupton, Secretary & Treasurer, Berwyn Heights Town Commissioners, 15 November 1942.
4 Minutes of Meeting of the Berwyn Heights Town Commissioners, 17 December 1942.
5 Excerpt of Minutes regarding Construction of Route 251, Maryland State Roads Commission, 15 October 1946.
6 PGC Land Records, 1955 Re-subdivision of Lots 8-22, Block 27; Plat Book WWW 26-21
7 Minutes of Meeting of the Berwyn Heights Town Council, 7 October 1919.
On April 18, 1942, two Berwyn Heights youths were killed when their truck was struck by an express train at the B&O crossing where today a pedestrian bridge connects Berwyn Heights and College Park. William Forrester, 16 and David Snydeman, 12 were returning from Keefauer’s grocery store and are believed to have stopped for a passing train. They resumed their trip after the train had passed but were hit by a B&O Capitol Limited going in the opposite direction.1
Ten year’s earlier, on July 21, 1931, a Miss Ethel Thomas of St. Ann’s Orphanage barely escaped with her life when her car stalled in the Berwyn crossing in the path of an oncoming express train. She was helped to safety by Edwin Yost and Andrew Mothershead of Berwyn Heights, who happened to be nearby. Two engineers on the train were not so lucky. Their clothes caught fire when the train rammed the car, and its exploding gas tank tossed a sheet of flames across the locomotive. The engineers jumped from the cab but did not survive. The fireman, also badly burnt, managed to bring the train to a stop.2
Grade crossings had become the scene of many accidents involving motorists in the first half of the 20th century, as the automobile was conquering America and highways started to crisscross the country. By 1930, there were over 220,000 unprotected grade crossings nationwide. Accidents at grade crossings peaked in the mid 1920s, killing nearly 2,100 persons and injuring another 6,200.3 Almost daily, newspapers reported deaths resulting from motorists colliding with trains.
In the D.C. area, collisions occurred with regularity at dozens of grade crossings. Congress passed a bill calling for the elimination of grade crossings in the City in 1927, but it took another 12 years to complete the task.4 Following one particularly deadly accident, in which 14 students returning from a science meet at the University of Maryland were killed when their school bus crashed into an express train at a Rockville grade crossing, public pressure mounted to eliminate them.5 The Evening Star, Washington’s newspaper of record had made it its mission to push for the elimination of grade crossings, and renewed its call to get rid of these ‘death traps’.6 But progress was slow because it required securing financing in the legislatures and from railways, and then relocating highways or building bridges and tunnels.
By 1939, the Berwyn crossing was one of only 12 unsecured grade crossings remaining in the greater Washington area and slated to be closed within a year. The State of Maryland had appropriated $150,000 for the State Roads Commission to build an overpass over the B&O tracks at Branchville Road.7 The reconstruction of Branchville Road (now Greenbelt Road) with the overpass was completed in the fall of 1942, a few months after the deadly accident.
The new safe route over the B&O tracks did not quite end the drama over the Berwyn crossing. The residents of Berwyn Heights and Berwyn chafed under the separation of their communities and resented having to detour over the Branchville Road to get their mail, go shopping and visit their church. Several of Berwyn’s shopkeepers 8 had homes in Berwyn Heights and would no doubt have preferred to keep the direct road open. Town Commissioners brought up the reopening of the crossing at monthly meetings but County Commissioner Edward ‘Ned’ Waters, residing at 8507 60th Avenue in Berwyn Heights, took the matter to new level.
After being elected to the County Council in 1950, Waters organized public hearings and conferences with the B&O Railroad and the State Roads Commission to press for the crossing’s reopening. He claimed its closure was illegal because no prior public hearing had been held; and that the barricades themselves posed a risk to life and limb as cars crashed into them. He insisted a reopening was supported by the Town’s Commissioners, Volunteer Fire Departments, the College Park Businessman’s Association and “every man, woman and child in Berwyn and Berwyn Heights.”9
The B&O Railroad and the State Roads Commission were unmoved, noting that the Branchville Road overpass was funded in conformance with a larger national policy to eliminate grade crossings.10 Waters did not give up and prepared to take the matter to court. However, the County’s attorney refused to “file a spurious and improper court suit… when we [the County Commissioners] do not have a leg to stand on.”11 He resigned shortly after the disagreement and the effort to reopen the Berwyn crossing died. Eventually, the communities on either side of the tracks adjusted to the separation.
Nobody would seriously consider crossing those tracks today. There is a pedestrian bridge now with accessible ramps that spans 5 actively used tracks: 2 Metro Green Line tracks, a Metro test track all powered by electrified third rails, and 2 CSX tracks. Tall fences run along the tracks to keep people away. But the spot has not been without incident. On April 14, 2015, the pedestrian bridge was accidentally knocked down by a construction crane brought in by rail for building the test track. By a stroke of luck, no one was hurt. The bridge reopened a year later and has been open for business since.12 Go on up and have a look. A train might pass below you.
1 “Two Youths Killed When Train Hits Auto at Berwyn,” The Evening Star, 19 April 1942, page A-1; and “Berwyn Crossing,” Greenbelt Cooperator, 24 April 1942, page 2.
2 “Train-Auto Crash Inquest to Probe Two Men’s Deaths,” The Evening Star, 22 July 1931, page 1.
3 Accident bulletin, Interstate Commerce Commission, Bureau of Statistics. Washington: U.S. G.P.O., 1942 , Page 12.
4 “Elimination of 3 Major Crossings in D.C. Area Planned,” The Sunday Star, 24 September 1939, page B-6.
5 “Fourteen Deaths in School Bus Probed,” The Evening Star, 12 April 1935, pages A-1, A-4, A-5, A-6, A-7, A-10; and “Acclaim President’s Project to End Crossing Death Traps,” The Evening Star, 26 April 1935, page A-10.
6 “50 Years Ago,” The Evening Star, 5 December 1948, page C-4.
7 “Elimination of Three Major Crossings in D.C. Area Planned,” The Sunday Star, 24 September 1939, page B-6.
8 Charles Mayo & Lillian Attick – Barbershop; Charles, Jr. & Bessie Attick – Barbershop; John & Josephine Burch – Realty Agency.
9 “Berwyn Fights to Reopen Berwyn Road Crossing,” The Evening Star, 10 December 1951, page B-1.
10 “County Heads to Ask Order to Open Berwyn Rail Crossing,” The Evening Star, 2 August, 1951, page A-18.
11 “County Attorney Offers to Resign Following Verbal Tilt,” The Evening Star, 5 December 1951, page C-1
12 “A Year After its Collapse, Contractors will Replace Pedestrian Bridge,” The Diamondback, 14 April 2016