Merry Christmas & Happy Chanukah!

Merry Christmas & Happy Chanukah folks! May you enjoy your friends and family during the holiday!

December Update

"Hey, wha' happened?" (from "A Might Wind" movie, Warner Brothers, 2003)

OK, wait what happened to November 2016? No posts?

Well, November ended up being a pretty busy month with family & work responsibilities, so I really didn't post anything at all since November 5. Plus, lucky me had vacation the week of Thanksgiving & not only was our personal vehicles broken into in front of our house, I got a 36-hour stomach bug that had me flat on my back & I missed out on Thanksgiving dinner (I don't want "cry" here, just mentioning how busy November was).

I can't say December is going to be much better with the upcoming Christmas & New Year's Eve holidays, but the big thing I have to focus on is what's going on at work. A large portion of the railroad I can (& have) operated over is going to a shortline, so it's going to get busy (the week before Christmas no less).

So that being said, I'll have to see how the rest of December goes before I post an update. I'd like to post each week, but with all of the "extra curricular activities" going on right now in Life; I'm just going to "play it by ear" & see what happens.

Model Railroad Open Houses in Delaware, Maryland, New Jersey, & Pennsylvania for November 2016

For those of you out there that aren't aware of this: being November is "Model Railroad Month," here's the pages for the open houses in Delaware, Maryland, New Jersey, & Pennsylvania.

I'm going to try (this year) to get out & see a few layouts in the area (depending on work).

Here's the link for the layouts in Delaware & Maryland in November 2016:

http://www.modelrailroadopenhouse.com/

Here's the link for the layouts in New Jersey & Pennsylvania in November 2016:

http://pennsyrr.com/index.php/model-railroad-open-house

A Little History Lesson: The 1890's

Continuing the history lesson on the PRR's Cambridge Secondary Track, here's what I have on the rail line in the 1890s.

Unfortunately, there really isn't a lot of information as it relates specifically to the Cambridge Secondary Track. This really has more to do with the Philadelphia, Wilmington, & Baltimore Railroad (PW&B) on the Eastern Shore.

Again, I gathered all of this info using the "bible" for all things railroading on the Delmarva Peninsula: "Rails Along the Chesapeake A History of Railroading on the Delmarva Peninsula 1827-1978" by John C. Hayman (Marvadel Publishers, 1979) and Christopher T. Baer's "PRR Chronology, A General Chronology of the Pennsylvania Railroad Company, Predecessors and Successors and its Historical Context" at the Pennsylvania Railroad Technical & Historical Society's website.

On June 1, 1890, John M. Wallis (no information) promoted from Superintendent of Motive Power of the PW&B/Baltimore & Potomac Railroad (B&P) to Superintendent of Motive Power of PRR Grand Division replacing Frank L. Sheppard (no information). Frank L. Sheppard (no information) is named General Superintendent of the PRR's Grand Division, replacing Robert Ellmaker Pettit (1846-1894) who resigns for health after 25 years service. Robert E. Marshall (no information) is promoted to Superintendent of Motive Power of PW&B/B&P/Northern Central, replacing John M. Wallis (no information). Charles A. Chipley (1836-1904) appointed Assistant General Freight Agent, succeeding John Whittaker (1836-1890), deceased. (MB, RyRegister)

July 1, 1890: Robert L. Holliday (1848-1906) named Superintendent of Central Division & the PW&B, replacing L.K. Lodge (no information), who was promoted to Superintendent of the Altoona Division, replacing A.C. Hippey (1846-1896), who resigned. A.W. Moss (no information) named Superintendent of Lewistown Division, replacing Holliday. (AR, Snyder)

December 17, 1890: The Delaware Railroad Board appoints a committee to negotiate the purchase of the New Castle & Wilmington, the New Castle & Frenchtown, and the New Castle Cutoff branches south of the Shellpot Branch from the PW&B to the Delaware Railroad (MB)

March 18, 1891: The PW&B agrees to assume the State of Delaware mortgage on the Delaware, Maryland & Virginia Railroad (DM&V) system of $600,000.00 ($15,789,473.68 in 2015 dollars). (RyW)

April 18, 1891: The Interstate Commerce Commission (ICC) decides on the case of Delaware State Grange vs. the PRR, Philadelphia, Wilmington & Baltimore Railroad, the Delaware Railroad, and the NYP&N. The ICC finds rates for perishable excessive and rates on Delmarva Peninsula higher than those from Norfolk, VA and orders rates reduced by all 3 railroads by 20-25%. (NYT)

May 8, 1891: A Delaware law requires the PW&B to advance money to the DM&V to guarantee interest on mortgages to state made by the Frankford & Breakwater Railroad and the Junction & Breakwater Railroad. As a result, the PW&B becomes majority stockholder of DM&V. (AR)

July 1, 1891: The PW&B sells the New Castle & Wilmington, the New Castle & Frenchtown, and the New Castle Cutoff branches south of the Shellpot Branch to the Delaware Railroad for $1,000,000.00 ($26,315,789.47 in 2015 dollars) under an agreement of May 25; ceded from Maryland Division to Delaware Division. (Val, MB, AR)

November 24, 1891: The PW&B Board adopts the location of the Claymont Branch in Delaware. (MB)

January 15, 1892: The Delaware Railroad President and PW&B director, Christian Febiger (1817- 1892), dies the day after his reelection. He is replaced by E. Tatnall Warner (1835-1904) as President of the Delaware Railroad. (AR, RRGaz)

February 6, 1892: Preston Lea (1841-1906, Delaware Governor 1905-1909) is elected director of the PW&B, replacing Christian Febiger (1817-1892), now deceased. (MB)

June 1892: The first modified Class P (D13a) 4-4-0, PW&B No. 8, built at Altoona, PA. (Lovell)

1892: The PW&B builds stations at Henderson, MD and Trappe, MD on the Delaware & Chesapeake Railway. (C&C)

August 19, 1893: The fourth employee excursion leaves for World's Fair with employees of Northern Central, the PW&B, and the Frederick Division.

1893: A new block tower built at Moore’s (Edgemoor, DE) on the PW&B. (AR)

1893: New passenger shelters are built at Holly Oak, DE, and Primos, PA, on the PW&B. (AR)

February 1, 1894: The PW&B sells steamboat “Chincoteague” to the DM&V and it is used in Franklin City, VA – Chincoteague, VA service. (MB)

April 11, 1894: The PW&B Board gives the Queen Annes & Kent Railroad (QA&K) 30 days' notice of terminating its operating agency. The PW&B adopts a change of line between Thurlow, PA and the Delaware state line. (MB)

April 17, 1894: William A. Patton (no information) elected President of the QA&K, replacing Benjamin T. Biggs (1821-1893, Delaware Governor 1887-1891). The PW&B gives 30 days notice of terminating the operating agreement of October 15, 1881. (MB)

May 5, 1894: The PW&B declines to operate the QA&K. (MB)

Benjamin M. Wells, undated photo, Ancestry.com collection

May 12, 1894: Benjamin M. Wells (1814-1894), ticket agent of PW&B since 1837, dies at Elkton, MD. (RyW)

May 13, 1894: The QA&K (Massey's-Centreville), divorced from the Delaware Division and operated by own organization instead of by the PW&B. It operates only a mixed train instead of separate passenger and freight trains. The PRR furnishes equipment and the PW&B takes over operation of Townsend-Massey branch. The QA&K still keeps losing $13,000.00 to $15,000.00 ($361,111.11 to $416,666.67 in 2015 dollars)a year. (MB, Val)

December 1894: The Elkton, Masseys & Middletown Railroad has graded from the PW&B main line as far as the Elk River and secured the rest of the right-of-way to Chesapeake City, MD and Middletown, DE. (RRGaz)

March 8, 1895: A gang of 50 tramps seize a PW&B freight train at Wilmington, DE, but are finally driven off by police. (RRGaz)

June 17, 1895: E.F. Brooks (no information) named Superintendent of New York Division, replacing Joseph Crawford (no information), relieved because of illness. William Newell Bannard (1848-1919) named Superintendent of Maryland Division, replacing Brooks. R.E. Marshall (no information) named Superintendent of Altoona Division, replacing Bannard. C.M. Mendenhall (no information) named Superintendent of Motive Power of PW&B, replacing Marshall. (AR, MB) (Problem: stated that C.M. Mendenhall (no information) appointed Superintendent of Motive Power of the PW&B, replacing R.E. Marshall (no information), promoted to Superintendent of Altoona Division on August 1, 1895, below.)

August 1, 1895: C.M. Mendenhall (no information) appointed Superintendent of Motive Power of the PW&B, replacing R.E. Marshall (no information), promoted to Superintendent of Altoona Division. (AR) (Problem: stated that is happen on June 17, 1895, above.)

August 1895: The Claymont Branch of the PW&B opens from South Chester Railroad at the Delaware state line to Naamans Creek, 0.72 miles. (Val)

September 10, 1895: The QA&K is sold following a lawsuit by the PW&B for debt. (MB)

October 1895: The Elkton & Middletown Railroad of Cecil County, MD opens 0.31-mile branch line from Elkton, MD to the Big Elk River, but is operated by the PW&B. The line will never be completed to Middletown, DE. About $75,000.00 ($2,142,857.14 in 2015 dollars) spent to acquire right of way between Elkton, MD and Middletown, DE. (Val, RRGaz)

November 26, 1895: The PW&B Board approves change of line between Iron Hill, DE and Elkton, MD. (MB)

1895: The PW&B builds new interlocking at Wilmington, DE (West Yards?). (AR)

May 1, 1896: The PW&B resumes operation of the QA&K (Massey, MD – Centreville, MD) under agreement of April 29, 1896. The QA&K becomes part of Delaware Division after the PW&B acquires a majority of stock. Unfortunately, the road is not profitable. (Val, MB, AR)

September 30, 1896: The Queen Anne’s Railroad Board ratifies agreements for crossing the PW&B lines at Greewood, DE and Queen Anne’s, MD station. (MB)

Frank Thomson, undated photo, Frank Furness website collection

George Brooke Roberts, from Distinguished Railroad Men of America 1890

February 12, 1897: Frank Thomson (1841-1899) is elected President of the PW&B, replacing George B. Roberts (1833-1897, President of the PW&B from 1880-1896) who passed. (MB)

April 7, 1897: PW&B Division Freight Agent George Stephens (1847-1897) drops dead of a heart attack just after arriving at his office at Broad Street Station. (NYT)

May 1, 1897: The PW&B executes new 30-year lease of the Delaware Railroad, granting it all the net earnings only, instead of half of the the surplus. (Val, AR)

May 1, 1897: The PW&B grants General Superintendent Henry Fletcher Kenney (1824-1908) a leave of absence. (MB)

Charles E. Kingston on an unknown date, Phillips Studios, Ancestry.com collection

May 25, 1897: Charles E. Kingston (1858-1917) named General Freight Agent of the PW&B, replacing George Stephens (1847-1897) who has passed. (AR)

July 1897: The PW&B opens a new alignment between Elkton, MD and Iron Hill, DE. (RRGaz)

July 1897: The Delmarva peach crop fails, with loss of traffic to the Delaware Railroad and the PW&B. (AR)

September 23, 1897: The PW&B Board approves a change of the line between Bacon Hill, MD and North East, MD. (MB)

1897: The PW&B builds new stations at White Plains, Cannon’s, DE, and Dagsboro, DE. A shelter is built at Gordon Heights. (AR)

February 1898: A new draw span placed in the Havre-de-Grace, MD Bridge. (RyW)

March 9, 1898: The PW&B Board adopts change of line at Claymont, DE. (MB)

March 10, 1898: The PRR and the PW&B demand payment of $1,000,000.00 ($28,571,428.57 in 2015 dollars) overdue the New York, Philadelphia & Norfolk Railroad (NYP&N) interest coupons which they have been buying.

March 16, 1898: The PW&B director Jacob Tome (1810-1898) dies at Port Deposit, MD. (RyW)

March 1898: The NYP&N issues “Prospectus to the Bondholders and Stockholders.” The PRR and the Philadelphia, Wilmington & Baltimore Railroad hold $1,005,330.00 ($28,723,714.29) in unpaid coupons. A plan calls for a foreclosure sale; a 15% assessment on stock; and funding debts into a new $3,000,000.00 ($85,714,285.17 in 2015 dollars) bond issue. (MB)

June 20, 1898: The PW&B opens portion of Bacon Hill Cutoff between Bacon Hill and North East, MD. (RyW)

November 29, 1898: The PW&B Board authorizes purchase of the QA&K stock. It also approves the agreement with Rosslyn Packing Company (VA) for the shipment of livestock. It also approves the agreement to provide freight service over the Catonsville Short Line Railroad. (MB)

December 1, 1898: The PW&B and the B&O discontinue use of $20.00 ($571.43 in 2015 dollars) 100-trip tickets between Philadelphia, PA and Wilmington, DE; with regular round trip fare $1.00 ($28.57 in 2015 dollars), holders would rent them to others at 25% profit. (RRGaz)

1898: The PW&B adopts 85-pound rail as standard, replacing 60-pound rail.

1898: A new alignment opens between Iron Hill, DE, and Elkton, MD, and between Bacon Hill, MD and Charlestown, MD on the PW&B. (AR)

1898: The PW&B opens a new excursion house at Rehoboth, DE. (AR)

1898: The PW&B remodels its freight yard at Delmar, DE. (AR)

1898: The PW&B builds new stations at Galt, MD and Oak Grove, MD. It builds shelters at Swarthmore, PA; Armstrong, DE; Queen Anne, MD; and Llandaff. (AR)

January 1, 1899: Henry Fletcher Kenney (1824-1908), General Superintendent of the PW&B, resigns for health after 46 years of service; 34 years of the 46 as the General Superintendent. He remains President of the subsidiary companies. E.F. Brooks (no information) is appointed General Superintendent. (AR, Obit)

January 1, 1899: A new freight traffic agreement between the PRR, the Philadelphia, Wilmington & Baltimore Railroad, and the NYP&N to cover North-South business. (AR)

February 11, 1899: A blizzard moving up the East Coast hits New York. Snow continues until February 14, with accumulations of up to two feet. The blizzard causes blockages for six days on the PRR lines in New Jersey and southeastern Pennsylvania. The main line at Altoona, PA is blocked for over 12 hours. Freight service is all but suspended on the PW&B. (RRGaz, AR)

February 16, 1899: The PRR and the PW&B restore full service after the blizzard. (AR)

March 27, 1899: The NYP&N signs a new traffic contract with the PRR and the PW&B, retroactive to January 1, 1899. The NYP&N Board grants the PRR an option to buy the stock of the NYP&N. (MB)

May 1, 1899: The PW&B grants leave to General Agent George D. Wilkins (no information). (MB)

May 31, 1899: The PW&B Board approves using a typewriter to prepare final minutes of meetings. (MB)

June 5, 1899: Frank Thomson (1841-1899), President of the PW&B, passes in Merion, PA after a two-week illness. (wikipedia)

Alexander Johnston Cassatt in 1901, wikipedia collection

Samuel Rea in 1905, by the Alman & Company, wikipedia collection

June 8, 1899: A.J. Cassatt (1839-1906) consents to serve as President, also President of the Northern Central Railway and the PW&B, replacing Frank Thomson (1841-1899), deceased. Samuel Rea (1855-1929) elected Fourth Vice President of both companies. (RyW)

September 20, 1899: The PW&B Board authorizes purchase of the Baltimore, Chesapeake & Atlantic Railway (BC&A) stock. (MB)

September 20, 1899: The PW&B signs agreement for operation of the Elkton & Middletown Railroad of Cecil County, MD. (MB, Val)

November 1, 1899: The PRR takes control of the BC&A and elects full PRR/PW&B Board. Sutherland M. Prevost (1845-1905) is elected President and Willard Thomson (1837-1919), only holdover from the old Board, is named Vice President & General Manager. The NYP&N takes 5,000 shares common and 3,000 shares preferred stock. (MB, AR)

A Little History Lesson: The 1880's

Continuing the history lesson on the PRR's Cambridge Secondary Track, here's what I have on the rail line in the 1880s.

Again, I gathered all of this info using the "bible" for all things railroading on the Delmarva Peninsula: "Rails Along the Chesapeake A History of Railroading on the Delmarva Peninsula 1827-1978" by John C. Hayman (Marvadel Publishers, 1979) and Christopher T. Baer's "PRR Chronology, A General Chronology of the Pennsylvania Railroad Company, Predecessors and Successors and its Historical Context" at the Pennsylvania Railroad Technical & Historical Society's website.

In March 1880, the Cambridge (Maryland) Democrat & News (dated March 13, 1880) reports that the Dorchester & Delaware Railroad's (D&DRR's) earnings were off “drastically” and that President W. (William) Wilson Byrn (1811-1886) was asked to take pay-cut from $1,200.00/year ($27,906.98/year in 2015 dollars) to $600.00/year ($13,953.49 in 2015 dollars). (Hayman)

On March 20, 1880, the Cambridge (Maryland) Democrat & News reports that W. (William) Wilson Byrn (1811-1886) had resigned his position as President of the D&DRR. (Hayman)

In April 1880, the Cambridge (Maryland) Democrat & News (dated April 3, 1880) reported that the D&DRR had an “old” locomotive called the “Dorchester,” but the locomotive failed her hydrostatic boiler test on March 30, 1880, and was no longer fit for service. There is no information that can be found on this locomotive – both its wheel arrangement & history. (Haymen)

In May 1880, the Cambridge (Maryland) Democrat & News (dated May 15, 1880) reported that the D&DRR's Board had elected John Webster (1800-1888) as President. (Hayman)

In September 1881,  the Cambridge (Maryland) Democrat & News (dated September 3, 1881) reported that the D&DRR's earnings were several thousand dollars ahead of its 1880 earnings. The company felt comfortable enough to purchase two new freight cars. (Hayman)

In January 1882, the Cambridge (Maryland) Democrat & News (dated January 14, 1882) reported that the D&DRR's earnings between October 31, 1881, and December 21, 1881, amounted to $0.31 in profits (that's $7.21 in 2015 dollars)! (Hayman)

On May 3, 1882, the Cambridge & Seaford Railroad (C&SRR) is incorporated in Maryland for purpose for reorganizing the D&DRR. (Val) 

In August 1882, the D&DRR's 4-4-0, "W. Wilson Byrn," is converted to burn coal. (Hayman)

On November 23, 1882, the D&DRR enters receivership. Samuel M. Felton (1809-1889) and, the railroad's former President, W. (William) Wilson Byrn (1811-1886), are both named Receivers. (PW&B MB)

Samuel Morris Felton in 1888, National Museum of American History collection.

Samuel Morris Felton (1809-1889) was a civil engineer and became Superintendent and Engineer of the Fitchburg Railroad in 1843. In 1851, he became President of the Philadelphia, Wilmington and Baltimore Railroad (PW&B). Under Felton's able management this unsuccessful and financially failing railroad was rebuilt, restored, and prospered. The road was of great strategic importance during the Civil War and performed a great service by transporting troops and supplies for the Union. On March 23, 1855, Samuel M. Felton (1809-1889), Andrew C. Gray (1804-1874), and Jesse Sharp (1809-1873) are elected directors of the Delaware Railroad, cementing control by the PW&B interests. In 1857, he installed the locomotive engine "Daniel Webster" in service on the PW&B. The "Daniel Webster" was probably the first successful coal burning passenger engine in regular service upon any early U.S. railroad. Felton also played a role in thwarting an assassination attempt on President Abraham Lincoln (1809-1865, U.S. President 1861-1865) in February 1861. With lead investigator Allan Pinkerton (1819-1884, creator of the Pinkerton National Detective Agency), Felton became aware of a plan to assassinate Lincoln by blowing up the railroad during the President's inaugural trip from Philadelphia, PA to Washington, DC. With the work of Felton and Pinkerton, Lincoln was taken by train to DC without harm. In 1862, he was appointed by Massachusetts Governor John A. Andrew (1818-1867, Massachusetts Governor 1861-1866) as a member of the Hoosac Tunnel Commission. In 1865, he left the PW&B to become President of the Pennsylvania Steel Company. The Pennsylvania Steel Company was the first United States concern to attempt to manufacture steel rails as a commercial enterprise domestically. During this period he also served as director of many railroads including the PW&B, the Lehigh Coal & Navigation Company, the Northern Pacific Railway, the Ogdensburg & Lake Champlain Railroad (which would eventually become the Rutland Railroad's Ogdensburg Division) and several others. He was director for ten years of the PRR. In 1869, he was appointed by U.S. President Ulysses S. Grant (1822-1885, U.S. President 1869-1877) as a Commissioner to inspect the Pacific Railroads, then just completed. He was also President of the Harvard Club of Philadelphia, PA. The Delaware Railroad station at Milepost 44.7, "Frederica," DE (actually located 6-7 miles east of the actual town of Frederica, DE) was renamed to "Felton" in honor of Samuel M. Felton. (Archives Center, National Museum of American History; Felton Family Papers at the Historical Society of Pennsylvania; findagrave)

On November 28, 1882, the D&DRR is attempted to be sold at foreclosure at Cambridge, MD, for $22,000.00 (that's $511,627.91 in 2015 dollars). It ends up being insufficient and the sale is cancelled. (RRGaz)

On December 30, 1882, the PW&B Railroad Board authorizes purchasing 532 shares of the D&DRR at $30.00/share (that's $697.67/share in 2015 dollars). (MB) 

On January 3, 1883, the D&DRR is sold at foreclosure at Cambridge, MD for $51,000.00 (that's $1,214,285.71 in 2015 dollars) to Richard D. Barclay on behalf of the PW&B. (RRGaz, Val)

On April 27, 1883, the PW&B's President Isaac Hinckley (1815-1888) announces the Maryland courts have approved purchase of the D&DRR. (MB)

On May 16, 1883, the C&SRR is organized at Cambridge, MD. The PW&B's President, Isaac Hinckley (1815-1888), is elected President of the C&SRR. (Val, Digest, C&C)

Either on May 16, 1883, or May 25, 1883 (there's a conflict as to the exact date), a certificate is filed for the C&SRR. The PW&B agrees to operate as agent. (Val, Digest, C&C)

On June 1, 1883, the PW&B begins operating C&SRR as agent under agreement of either May 16, 1883 or May 25, 1883. The C&SRR becomes part of PW&B's Delaware Division. (Val) Also, John M. Wallis (1835-1904) named Superintendent of Motive Power, PW&B, and Alphonse Feldpauche (1848-1914) named Engineer of Maintenance of Way, PW&B. (AR)

On June 15, 1883, George W. Boyd (no information) named Assistant General Passenger Agent of Northern Central Railway, Baltimore & Potomac Railroad, and the PW&B in addition to PRR duties. (AR, MB)

On July 1, 1883, the headquarters of the PW&B's Delaware Division moved from Wilmington, DE to Clayton, DE. (PWB MB, RyW) Also, the PW&B reduces passenger fares by 10-25%. (RyW)

On November 27, 1883, the PW&B Board extends matching payments under PW&B Beneficial Society to employees jointly employed by both the PW&B and the PRR, but those have been transferred to the PRR are no longer entitled to company benefits. (MB)

On May 31, 1884, retired Adams Express Company Vice President Samuel M. Shoemaker (1821-1884) dies at Old Point Comfort, VA of kidney failure. He was former director of PW&B and Northern Central Railway. (NYT, RRGaz)

On August 28, 1884, lawyer Henry M. Phillips (1811-1884), director of the PRR, the Junction Railroad and the PW&B, dies at Philadelphia, PA of the effects of a stroke suffered at Long Branch, NJ on August 9, 1884. (PubLdgr)

On April 15, 1885, Major Charles K. Ide (1834-1885), Master of Transportation of the PW&B between 1864 and 1881, dies. (Guide)

On January 9, 1886, a large blizzard hits the East Coast of the United States and cripples railway traffic. (New York Times)

In 1887, the Delaware Railroad and the PW&B are heavily impacted by the long haul-short haul clause of the Interstate Commerce Act. All local rates must be lowered to the lowest through rates set by water carriers. The problem: most points on both railroads are within 5-10 miles of navigable water, and many points are much closer. (AR)

On March 28, 1888, former PW&B and Junction Railroad President Isaac Hinckley (1815-1888), dies at home in Philadelphia, PA. (MB, New York Times)

On April 2, 1888, George B. Roberts (1833-1897) is elected President of the PW&B Railroad and the Junction Railroad, replacing Isaac Hinckley (1815-1888), deceased. The PRR President is hereafter also President of the PW&B. Austin Corbin (1827-1896) of the Philadelphia & Reading Railway is now the only non-PRR director of the Junction Railroad. (AR, MB)

On January 24, 1889: Samuel M. Felton (1809-1889), former President of the PW&B, Delaware Railroad,  and the Pennsylvania Steel Company, dies at age 79. (Railway World, AR)

In 1889 PW&B begins applying Janney couplers to its freight cars. (AR)

I'll talk about the 1890's in my next post.

A Little History Lesson: The 1870's

Continuing the history lesson on the PRR's Cambridge Secondary Track, here's what (little) I have on the rail line in the 1870s.

Again, I gathered all of this info using the "bible" for all things railroading on the Delmarva Peninsula: "Rails Along the Chesapeake A History of Railroading on the Delmarva Peninsula 1827-1978" by John C. Hayman (Marvadel Publishers, 1979) and Christopher T. Baer's "PRR Chronology, A General Chronology of the Pennsylvania Railroad Company, Predecessors and Successors and its Historical Context" at the Pennsylvania Railroad Technical & Historical Society's website.

On July 4, 1870, The Dorchester & Delaware Railroad (D&DRR) hauls over a thousand passengers between Seaford, DE & Hurlock, MD for a large celebration. (Hayman)

On April 30, 1872, the D&DRR begins operating the Dorchester Branch of Delaware Railroad (remember: this is the Delaware Railroad's line from Seaford, DE towards the Maryland/Delaware state line, from my previous post). (Val)

During February 1873, The Cambridge (Maryland) Democrat & News (dated February 22, 1873) reports that the D&DRR's earnings amounted to a $7,175.25 profit (that's approximately $143,505.00 in 2015 dollars). The railroad makes it monies from agricultural products, timber, & seafood traffic. (Hayman)

On October 31, 1877, the D&DRR stops operating the Dorchester Branch of the Delaware Railroad & the Delaware Railroad takes back over operations. So that means the D&DRR only ran this portion of the Secondary Track for a little over 5 years. (Val)

1878: Eldridge Smith Johnson (1848-1907) was elected Secretary & Treasurer of the Dorchester & Delaware Railroad. He was the son-in-law of Dorchester & Delaware Railroad's future President: John Webster (1800-1888).

Elbridge Smith Johnson was born at Lakevllle, Dorchester County, MD, February 25, 1848, and he became engaged in mercantile pursuits. At thirty, he was appointed secretary and treasurer of the Dorchester & Delaware Railroad Company, of which his father-in-law, the late John Webster, would eventually become President. He continued in this position until the road was absorbed by the Pennsylvania Railroad in 1883. In that year, he started the Choptank Steamboat Company which was concluded in less than a year. Upon the death of his brother, Mr. E. Kurtz Johnson, then President of the Citizens' National Bank in Baltimore, MD, Mr. Johnson was elected a Director of that organization. A short time thereafter he was made President of the institution. Later he was made a director of the National Safe Denosit and Trust Company and other banking institutions in Baltimore. When the Citizens' National Bank was merged with the Metropolitan Bank, he became Vice President of the Farmers' Trust, Banking and Deposit Company. At the time of his death on December 7, 1907, he had retired as President and was a co-receiver of the Farmers' Trust, Banking and Deposit Company. After his funeral services, his remains were placed aboard a Choptank River Line steamer and taken to East New Market, MD and buried. (Evening Star)

I'll talk about the 1880's in my next post.

A Little History Lesson: The 1860's

Okay, I like to start things off with a little history lesson about the PRR's Cambridge Secondary Track.

I love all things history, so here is what I gathered using the "bible" for all things railroading on the Delmarva Peninsula: "Rails Along the Chesapeake A History of Railroading on the Delmarva Peninsula 1827-1978" by John C. Hayman (Marvadel Publishers, 1979) and Christopher T. Baer's "PRR Chronology, A General Chronology of the Pennsylvania Railroad Company, Predecessors and Successors and its Historical Context" at the Pennsylvania Railroad Technical & Historical Society's website.

I did make corrections to both resources as I did my research due to conflicts or other findings that supported or refuted information from other sources, but the chronological order pretty much remained intact.

I do have a rather large time line, but I'm going to break it up over several posts just so it can be read in smaller bites.

First of all, this line ran from the town of Cambridge on Maryland's Eastern Shore to Seaford, Delaware (approximately 33 miles long - you'll see below that it says originally the line was 27 miles long, but look at the combined description of the mileposts to help sort this out).

So, here's the history of the line in the 1860's:

On February 6, 1866, the Dorchester and Delaware Railroad (D&DRR) was chartered in Maryland. The railroad will build from Cambridge, MD to the Delaware state line, where it will meet a short branch of the Delaware Railroad. (Hayman, Digest)

“Captain” Thomas B. Sherman (1811-1885) and William Wilson Bryn (1811-1886) were commissioners of the railroad.

Captain Thomas Benjamin Sherman portrait, possibly in the 1830s, Collins Factor collection.

“Captain” Thomas B. Sherman was a farmer and fruit grower who also started the Sherman's Collegiate Institute in the 1840's, but by the turn of the century, the Institute closed. In 1860, he received permission, by a Maryland State Legislature act, to build a wharf on the north side of Indian Creek and “charge reasonable wharfage fees for the use thereof.” He was allowed to extend the wharf far enough into the creek for steamboats and other vessels to enter. The wharf was used for steam shipping between Dorchester County and Baltimore, MD in the second and third quarters of the 19th Century. He received the nickname “Captain” after building the wharf. He was also a large property owner in the town of Cambridge, MD. He is buried in East New Market, MD.

Portrait of William Wilson Byrn at the Dorchester County Historical Society, Cambridge MD, Whitney Blum collection.

William Wilson Bryn was a produce merchant and may have been a lawyer. He was born and died in Cambridge, MD and is buried at the Cambridge Cemetery.

On May 9, 1866, the D&DRR is organized at Cambridge, MD. William Wilson Bryn (1811-1886) is elected President. (Val, American Railroad Journal, Jones/Dorchester)

On June 19, 1866, the D&DRR begins its surveys. (American Railroad Journal)

On July 6, 1866, the D&DRR surveys are completed. (American Railroad Journal)

On July 18, 1866, the D&DRR's Chief Engineer, David Stewart Hessey (1835-1896), reports on the surveys. (American Railroad Journal)

David Stewart Hessey from the "Confederate Faces in Color" book by Shannon Pritchard, P. 116, Civil War Talk collection

During the Civil War, David Stewart Hessey served as a 2nd Lieutenant in the 13th Virginia Infantry, Company G. He was wounded in the Seven Day’s Battles, then transferred to the 1st Confederate Engineers Corps, Company I.  He was presented with binoculars (that he holds in the above photo) by General Robert E. Lee (1807-1870, General of the Confederate Army of Northern Virginia 1862-1865) in appreciation of the speed in which he built a pontoon bridge. He was originally from Seaford, DE and is buried in East New Market, MD.

On January 30, 1867, the D&DRR Company is incorporated in Delaware. (Digest, C&C)

On March 22, 1867, a Maryland act authorizes the payment of the $13,000.00 (about $209,677.42 in 2015 dollars) set aside for a subscription for the never-built Mispillion and Choptank Railroad, under the act of 1860, to be divided equally between the Maryland and Delaware Railroad and the D&DRR on the basis of their construction in both Caroline and Dorchester counties. (PL)

On May 15, 1867, the D&DRR Board adopts a route between Cambridge and Federalsburg, MD. They are undecided whether line will head east to Seaford or to Bridgeville, DE. (American Railroad Journal)

On June 24, 1867, the Delaware Railroad Board authorizes a branch from Seaford, DE to meet the D&DRR at the Maryland state line and arranging a lease of the D&DRR. The Delaware Railroad loans the D&DRR sufficient capital to complete its 27-mile line to Cambridge, MD. (MB, Hayman)

On October 23, 1867, ground is broken for the D&DRR in Cambridge, MD, by Governor Thomas Swann (1809-1883; Maryland's 33rd Governor between 1866-1869) and D&DRR President W. Wilson Bryn (1811-1886). (SmyrnaTimes, American Railroad Journal)

On April 11, 1868, the Delaware Railroad begins laying track at Seaford, DE (roughly in a northwest direction) towards the Maryland state line (American Railroad Journal)

During April 1868, the D&DRR began construction in Cambridge, MD heading towards the Delaware state line (roughly in a southeast direction). (Hayman)

Between October 12, 1868 and November 1868, the D&DRR completed to East New Market, MD for construction trains. The railroad also builds a 2-stall engine house in Cambridge, MD. (SmyrnaTimes, Hayman)

During October 1868, the Baldwin Locomotive Works of Philadelphia, PA builds a wood-burner 4-4-0 (C/N 1784) steam locomotive & the D&DRR names it the “W. Wilson Byrn” after the railroad's first President. It had 12” x 22” cylinders & 56” drivers. (Hayman)

Dorchester & Delaware Railroad's "W. Wilson Byrn" at an unknown date & location & by an unknown photographer, Delaware Department of Transportation collection.

During November 1868, the Dorchester Branch of Delaware Railroad opens between Seaford, DE and Maryland state line near Oakgrove, MD to link with D&DRR. The D&DRR accepts the “W. Wilson Byrn” from the Baldwin Locomotive Works of Philadelphia, PA. (Val - may be wrong; Hayman)

On November 8, 1869, the first service train runs over the entire line between Seaford, DE and Cambridge, MD. The total cost to build the railroad amounted to $300,000.00 (approximately $5,263,157.89 in 2015 dollars). The line was constructed with 50 lbs. rail. Unfortunately, during one of the first trips, a train struck and killed several pigs and a cow owned by a “Mr. Hurley” near Cambridge, MD. The citizens of Cambridge contributed $50.00 (approximately $877.19 in 2015 dollars) to make up for Mr. Hurley's loss. (Hayman)

Here are the approximate mileposts of the stations along the line. I've combined the line showing, in order, the stations geographically running from Seaford heading westward (roughly) to Cambridge. Note that the Delaware Railroad's mileposts run West from Seaford to the Maryland state line, while the D&DRR's mileposts run East from Cambridge to the Delaware state line (confusing - huh?). Eventually, the PRR will change all of the mileposts and they will run from Seaford to Cambridge - more on this later.

Stations along the Delaware Railroad's Cambridge Branch (beginning at Seaford) were:

Seaford, DE, Milepost 0.0.

Flowertown, DE, Milepost 4.0.

Stations along the D&DRR (beginning at Cambridge)

State Line (changed to Oak Grove, DE before February 1885), approximately Milepost 27.0.

Dessard, MD (closed before February 1885), approximately Milepost 24.0.

Federalsburg, MD, approximately Milepost 23.0.

Williamsburg, MD, approximately Milepost 19.0.

Hurlock, MD, approximately Milepost 16.0.

East New Market, MD (changed to East Newmarket, MD before February 1885), approximately Milepost 13.0.

Linkwood, MD , approximately Milepost 9.0.

Ayries, MD (changed to Airey, MD before February 1885), approximately Milepost 6.0.

Thompson, MD, approximately Milepost 4.0.

Cambridge, MD, Milepost 0.0.

Citizens of Vienna, MD petitioned the D&DRR to build a line after their rail line opened, but it would be awhile before they would see a railroad. (Hayman)

The D&DRR Board looked at extending the railroad from Seaford, DE to Georgetown, DE, but this would never happen. (Hayman)

It was reported that land adjacent to the line between Seaford, DE and Cambridge, MD had been selling for $5.00/acre (approximately $87.72/acre in 2015 dollars). After the line was completed, the price jumped to $50.00/acre (approximately $877.19/acre in 2015 dollars). (Hayman).

On November 17, 1869, a severe rain and hailstorm swept through Dorchester County and the D&DRR's Cambridge, MD depot is lifted off its foundation, causing considerable damage. (Hayman)

I'll talk about the 1870's in my next post.

What's this all about, then?

So, why did I create this blog? Simple. I'm going to post here my interests in not only the Pennsylvania Railroad (PRR) on the Delmarva (Delaware-Maryland-Virginia) Peninsula (also known as the Eastern Shore), but more specifically, the PRR's Cambridge Secondary Track sometime in the 1950's (more on a specific date later) that I model in HO Scale.

I'm trying to be "prototypically-faithful" in my modeling because I've done the "freelance thing" and the "just purchase anything that looks cool thing" in my 40+ years of model railroading and all that did was create shelves full of models that either just weren't going to get built or run. Let alone, that's a lot of money that could have been spent on other things (like shelter, food, the wife, the kids, etc., etc.) - sounds selfish now, doesn't it? This allows me to purchase only the "things" that are specific to what I'm modeling and, in my case, it allows me to keep the shelf-area clear of clutter and spend money for the "needs" in life, rather than the "wants" (and yes: model railroading falls under the "wants").

I want to stay on the good side of the wife: she's been with me for almost 20 years now and I'd like to keep that going.

Secondly, since I graduated high school and college, I've worked in the railroad industry (that's almost 30 years now). I'm an Engineer on a Class I railroad in the Northeast U.S. (maybe I'll talk more about that later - but that's work, not modeling), so being "prototypically-faithful" appeals to me because I live that life at work.

I've been a member of the PRR Technical and Historical Society (PRRT&HS) on and off since the mid-1980s, and I've been a member in the Philadelphia Chapter of the PRRT&HS for almost 2 years now (I don't know why I never joined this Chapter in the previous years - well, live and learn). There's other historical societies I belong to (more on that another time), but another fantastic association I belong to is the National Model Railroad Association (NMRA); their Mid-Eastern Region (MER); and Division 3 of the MER: Philadelphia. Again, this has been an on again, off again membership due to life.

I'll be a little more specific on the PRR's Cambridge Secondary Track later, but you're also going to see a lot of research I've done over the years on the PRR's history on the entire Delmarva Peninsula - that's my second hobby: research.

As they say: "Stay tuned."