|Service type||Inter-city rail|
|Locale||Mid-Atlantic United States; Midwestern United States|
|Former operator(s)||Baltimore & Ohio Railroad|
|Termini||Jersey City, New Jersey|
St. Louis, Missouri
|Train number(s)||11 (westbound)|
|Seating arrangements||Reclining seat coaches |
|Sleeping arrangements||Roomettes and double bedrooms|
|Catering facilities||Parlor-Dining car (Washington - Cincinnati), lunch counter and lounge rooms (Cincinnati - St. Louis)|
|Track gauge||4 ft 8+1⁄2 in (1,435 mm)|
In earlier years only the east-bound #12 carried the name, while the Diplomat (as #11) carried the west-bound direction of the route. The train's eastern terminus was Washington, D.C. Sleeping car passengers were able to ride trains continuously from St. Louis to Jersey City, New Jersey, where at Communipaw Terminal passengers transferred to buses and ferries to Manhattan in New York City. By 1940, the eastern terminus became Baltimore, and the west-bound trip joined in carrying the Metropolitan Special name.
Major intermediate station stops included Washington, D.C., and Cincinnati, Ohio. The Metropolitan Special carried vast amounts of mail and express packages in many (often 10+) baggage cars and express cars Added revenue for the train came from Railway Post Office cars, which sorted and canceled mail en route, between terminals. Even with declining passenger revenue through the 1950s and 1960s, the B&O passenger department relied heavily on trains such as the Metropolitan Special because of the revenue generated by moving mail and express packages.
In 1964 it was listed as primarily a mail train, and the train served various smaller towns and villages that were bypassed by the more prestigious trains along the route, the National Limited and the Diplomat. Special was dropped from its name. The next year the B&O dropped the sleeping car from the train. However, by the end of 1967, the United States Postal Service dealt a heavy blow to the B&O, canceling most of its lucrative post office contracts. With such a drop in revenue, the fate of the Metropolitan Special was sealed. By 1969, its route was shortened to Washington to Cincinnati. The train was gone before the first day of Amtrak, May 1, 1971.
|New York (Rockefeller Center) (bus)||New York|
|New York (42nd Street Station) (bus)|
|New York (Columbus Circle Station) (bus)|
|Jersey City (Communipaw Terminal) (train)||New Jersey|
|Elizabeth (CNJ's Elizabeth Station)|
|Wayne Junction station||Pennsylvania|
|Philadelphia (Chestnut Street Station)|
|Baltimore (Mt. Royal Station)||Maryland|
|Baltimore (Camden Station)|
|Washington (Union Station)||District of Columbia|
|Cincinnati (Union Terminal)||Ohio|
|Louisville (Central Station)||Kentucky|
|St. Louis (Union Station)||Missouri|
- Official Guide of the Railways, August 1938, Baltimore and Ohio section, 'Through Car Service'
- Official Guide of the Railways, March 1940, Baltimore and Ohio section, 'Through Car Service'
- C&O/B&O timetable, April 26, 1964, Table 2
- Official Guide of the Railways, December 1964, Baltimore and Ohio section, 'Passenger Train Equipment'
- Official Guide of the Railways, July 1965, Baltimore and Ohio section, 'Passenger Train Equipment'
- Official Guide of the Railways, August 1969, Baltimore and Ohio section, 'Passenger Train Equipment'
- Trains magazine, 'Passenger trains operating on the eve of Amtrak' https://ctr.trains.com/~/media/import/files/pdf/f/7/7/passenger_trains_operating_on_the_eve_of_amtrak.pdf
- Renolds, Kirk & Oroszi, Dave (2000). Baltimore & Ohio Railroad. Osceola, Wi: MBI Publishing. ISBN 0-7603-0746-6.