Phillips Packing Company in the 1920's

Here's another photo of Phillips Packing Company in Cambridge, MD in the 1920's from the MSA.maryland.gov website & the H. Robins Hollyday Collection at the Talbot Historical Society, looking roughly southeast.

What's neat about this photo is that not all of the warehouses were built yet (at the center, bottom of the photo). Also notice the oil dealership at that location. They would move further northwest as Phillips expanded.

Also note the wye at the top right of the photo (just before the main curves off to the left). The engine service facility can barely be seen in the center of the wye (next to the main; with what appears to be a concrete wall or a fence around it (it could also be an ash pit, but it's really hard to tell).

Eventually, there would be a spur (with a diamond) across the north leg of the wye to serve one of Phillips canning warehouses, but it wasn't built at the time this photo was taken.

Only Factory F (the brick building on the left of the main, towards the bottom of the photograph) still stands today with an antique store inside of a portion of the building. I do believe Dorchester County received a state & federal grant to rebuild the unused portion for mixed public use.

Phillips Packing Company in Cambridge, MD in the 1920's from the MSA.maryland.gov website & the H. Robins Hollyday Collection at the Talbot Historical Society

The Phillips Packing Company Premier

Phillips Packing Company envelope with a "fantasized" drawing of the layout-out of the company - there wasn't any water located next to the plant - this is definitely using the "artistic license"  (my personal collection)

Although the original railroad built by the Dorchester & Delaware Railroad back in the 1860's had more to do with connecting Cambridge, MD to the outside world, one major customer that can't be overlooked in Cambridge was the Phillips Packing Company.

Not only was it the largest employer at one time (only to be outclassed by the maritime & farming industry), but it was known for "making Cambridge famous" for 55 years.

Of course, with any organization that gets as large as the Phillips Packing Company did, it did have its problems (more on another post about that later - the year of 1937 will be discussed), no one can say that Phillips didn't change the face of the town of Cambridge.

I've got a lot of this information from various sources (one being the Cambridge, MD page on the Choptank River Historic Sites), so I'm going to share what I have here.

Colonel Albanus Phillips (1871-1949) one of the founders of Phillips Packing Company

Here's a little background on Colonel Albanus Phillips & his Brother Levi Phillips from by Harold W. Hurst's August 2006, article "The Canning Industry in Delmarva":

"Colonel Albanus Phillips (1871-1949), Cambridge’s “king of the canners,” may serve as a typical representative of this new industrial elite. Active in Masonic activities and an ardent supporter of the Republican Party, he also served on the staff of Governor Phillip Lee Goldsborough and the board of directors of Washington College in Chestertown. For many years he was on the board of directors of the Pennsylvania Railroad.

Albanus’ brother, Levi B., was another “mover and shaker” in Cambridge. He was president of the National Bank and an active member of the Chamber of Commerce and the Zion Methodist Church. Levi stepped onto the national stage when he became director of the Richmond District of the Federal Reserve Bank.

The sons of Colonel Phillips, Albanus, Jr. and Theodore, continued the family interest in community affairs and voluntary associations. William G. Winterbottom, a partner in the Phillips organization, was a delegate to the Democratic National Convention in 1908."

Colonel Phillips, Levi Phillips, and W. Grason Winterbottom formed the Phillips Packing Company on March 10, 1902. Each partner would share a third of the costs & the profits. The partnership would take the tomatoes & cans from the Woolford Packing Company & package them under their company's name.

The Colonel would also start the Phillips Hardware Company in 1904 & the A. Phillips & Company oyster and fruit packers firm in 1907.

In 1914 the partners organized the Phillips Can Company on the property of the Phillips Packing Company to can the products themselves. 

These companies (minus the Hardware Company) formed the largest fruit and packing firms in the Eastern part of the United States and the largest oyster packing firm in the United States. The tomato and catsup/ketchup business became one of the largest food processing companies in the nation.

Phillips Delicious Condensed Chicken Noodle Soup label (from 1946)

In the 1920's canned tomatoes and sweet potatoes were marketed throughout the United States as “Phillips Delicious.” 

During World War I, Phillips canned a large share of the rations for the U.S. Army. Phillips supplied canned food for the 1930's Byrd Antarctic Expeditions. Colonel Phillips became a close friend of Admiral Richard E. Byrd, who named a mountain range and glacier after the Colonel. 

During World War II, the Phillips plants produced both the “C” and “K” rations for the armed forces. The company was proud of the four awards for excellence that it received from the Army and Navy during this period.

Phillips Canning went through many changes & enjoyed highs & lows in the canning industry, but why doesn't it exist today (& why did they stop shipping by rail)? I'll refer to the excellent article (again), by Mr. Hurst's "The Canning Industry in Delmarva" article. He summed-up the ending of the canning industry on Maryland's Eastern Shore (& I can tell you after having worked for the Delaware Coast Line Railroad in the early 1980's-to-early 1990's & taking care of one of the last canning companies in Sussex County, Delaware: Draper King Cole Company in Milton, DE, this sums up the canning industry on the ENTIRE Eastern Shore):

"The number of canneries declined after World War II. By 1980, there were only about 20 canning factories left in the eight counties of Eastern Shore Maryland. Why did this once thriving industry fade away? After 1945, lavish wartime government contracts ceased. High labor costs due to unionization and the introduction of the minimum wage reduced profits, causing many canners to sell out.

Competition from the frozen food industry and increasing rivalry from California fruit canners contributed to a further decline of Delmarva operations. The opening of the Bay Bridge in the early 1950's resulted in the diversification of the Peninsula economy and the establishment of new enterprises offering a wide variety of fresh employment and business opportunities.

An era passed away as cannery after cannery closed their doors and Delmarva farmers converted their tomato fields and fruit orchards into lands planted with corn, wheat and soybeans. The failure of the industry marked the end of another epoch in Delmarva history."

So, what happened to Phillips? Well, the company was sold to Consolidated Foods in 1957. In 1960, the factory was sold again to the Coastal Foods Company. In 1965, Factory B and a number of other buildings burned, leaving only a small administrative office that still stands today and is occupied by the Coastal Gunite Construction Company at 16 Washington Street (across the street from where Wawa stands today).

And yes, the modern-day Phillips Seafood Inc. was founded by descendants of Colonel Phillips (& yes, a shameless plug, I do like & use Phillips Seafood's products - just wanted to get that out there).

The entrance to Phillips Seafood restaurant in 2011, at Baltimore, MD's Inner Harbor (Phillips Food Inc. collection)

I'll be posting more photos of Phillips in other posts because I do have a lot of information on this operation.

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.