NC&F Poster
New Castle and
French-town Turnpike Company, 1809-1828
January 21, 1801 - Delaware act
establishes a ferry across the Delaware River at New Castle. (Scharf)
May 1804 - William McDonald and
Andrew Fisher Henderson of Md. establish a through packet line between
Philadelphia and Baltimore with four boats on the Chesapeake to Frenchtown and
three on the Delaware from New Castle. (BaltAm, Scharf, Holmes - may have run
earlier)
September 14, 1806 - Joshua Ward,
George Ward, George Hand, Rowland Ellis, Jr., and William Bethell establish a
new line of packets and stages between Baltimore and Philadelphia, landing at
Court House Point 7 or 8 miles below Frenchtown with a stage portage to New
Castle. (BaltAm)
1806 - Edward Trippe (1771-1840)
of Dorchester County, Md., John Ferguson and Jonas Owens establish a line of
sailing packets between Baltimore and Head of Elk in competition with old line
to Frenchtown; connects with stage portage to ___.
February 4, 1807 - Farmers Bank
of Delaware incorporated with a majority of the stock owned by the state, main
office in Dover with branches in New Castle and Georgetown. (Scharf, Lincoln)
February 22, 1807 - Joshua Ward
and George Ward establish the “New Line” of sailing packets between Baltimore
and Philadelphia with a land portage between Court House Point (Elkton) and New
Castle; William McDonald now operates as the “Old Line.” (BaltAm)
January 20, 1808 - Maryland act
authorizes the operators of the New Castle-Frenchtown stagecoach and wagon
portage service to build a road from Frenchtown to the Delaware state line in
the direction of Glasgow; any competing operator using the road must pay half
the damages paid to build it. (PL)
January 24, 1809 - New Castle
& Frenchtown Turnpike Company incorporated in Delaware to build direct
portage road between Clarkes (Hares) Corner, near New Castle, and Frenchtown on
the Elk River. (PL, Val)
March 4, 1809 - Henry Craig
begins running the “New Line” of packets between Baltimore and Philadelphia
with a stage portage between Court House Point on the Elk River and New Castle;
William McDonald resumes the “Old Line” via Frenchtown and New Castle. (BaltAm
- not advertised in 1808)
November 11, 1809 - Fulton and
Livingston demand Stevens acknowledge his high-pressure engine is a failure and
that he is using their patents, or they will give rights between Trenton and
New Castle to others. (Philip)
1809 - Union Line on Chesapeake
Bay invests in New Castle & Frenchtown Turnpike.
January 6, 1810 - New Castle
& Frenchtown Turnpike Company incorporated in Maryland. (Val, PL)
January 28, 1813 - Delaware act
revives the charter of the New Castle & Frenchtown Turnpike Company. (PL)
February 1813 - New Castle &
Frenchtown Turnpike Company organized; Kensey Johns, Pres. (Holmes)
March 16, 1813 - Commodore Sir John P. Beresford, commanding
H.M.S. Poictiers of the Delaware Bay blockading squadron, sends an order to the
people of Lewes, Del., to sell him 20 bullocks, hay and vegetables for
reprovisioning; the town refuses; state militia begins moving into Lewes and
batteries are erected at New Castle and Wilmington; specie in Delaware banks is
removed to Philadelphia; Philadelphia is defenseless, as its garrison has been
sent to the West. (PaGaz, Scharf)
March 29, 1813 - New Castle &
Frenchtown Turnpike Company holds first meeting; Kensey Johns elected Pres.
(MB)
April 5, 1813 - New Castle &
Frenchtown Turnpike orders survey from Clarks Corners to Frenchtown via
Glasgow. (MB)
April 29, 1813 - Rear Admiral
Cockburn's forces burn Frenchtown, Md., at the head of Chesapeake Bay. (Scharf)
June 21, 1813 - Chesapeake begins
regular operation between Baltimore and Frenchtown, Md. three times a week,
with a stage portage to the Delaware on the Delaware River from New Castle;
forms a through line called the Union Line between Philadelphia and Baltimore,
competing with the old sailing packets of Briscoe & Partridge. (Burgess)
May 13, 1814 - New Castle &
Frenchtown Turnpike asks for road viewers to license first five miles west from
Clarkes Corner. (MB)
July 1, 1814 - First three miles
of New Castle & Frenchtown Turnpike west from Clarkes Corner, Del.,
licensed to take tolls. (Scharf)
July 10, 1814 - British ships
move north of Baltimore; seize a Frenchtown packet and sink a schooner above
Pooles Island. (BaltAm)
July 17, 1814 - Vice Admiral Sir Alexander Cochrane explains
to his superiors his plans for an attack on Philadelphia by landing at New
Castle and destroying the Brandywine flour mills and the du Pont gunpowder
mills near Wilmington. (Arthur)
September 6, 1814 - New Castle
& Frenchtown Turnpike asks for viewers to license remainder of turnpike in
Delaware; is done to Maryland state line. (MB)
March 10, 1815 - New Castle &
Frenchtown Turnpike appoints first toll collectors at Clarkes Corners and
Glasgow, Del.; agrees with John Janvier, proprietor of Union Line of stages and
wagons, for unrestricted use of road for one year in return for payment equal
to 6% dividend; the road is largely dependent on the Union Line for income.
(MB, Holmes)
May 17, 1815 - New Castle &
Frenchtown Turnpike Company asks Governor of Maryland for viewers to license
portion of road from Delaware state line to Frenchtown, which is now completed.
(MB - according to Scharf, not licensed until Apr. 1817)
August 5, 1815 - Baltimore Union
Line of William McDonald & Son switches to run via New Castle and
Frenchtown instead of Wilmington and Elkton, using Delaware, Capt. Willmon
Whilldin, on Delaware River and Chesapeake, Capt. Edward Trippe, on Chesapeake
Bay; stagecoach portage reduced to less than 16 miles on the newly completed
turnpike; operates sailing packets on alternate days when the steamboats don’t
operate and maintains 12 stagecoaches for use between New Castle and
Frenchtown. (BaltAm, PADA)
1816 - Baltimore Union Line feuds
with the New Castle & Frenchtown Turnpike Company; the turnpike asks the
Union Line to pay full tolls, which it refuses; after an interval, the Union
Line agrees to pay full tolls, and the road is repaired. (Holmes)
April 1817 - Last 7.13 miles of
the New Castle & Frenchtown Turnpike in Delaware licensed to take tolls.
(Scharf)
1817 - The old line via Trenton and New Brunswick uses the
Philadelphia on the Delaware and the Olive Branch on the Raritan; the old line
between Philadelphia and Baltimore via New Castle uses the Delaware and
Baltimore on the Delaware and the Chesapeake and Philadelphia (??) on the
Chesapeake; the new line via Wilmington and Elkton uses the Superior on the
Delaware and the Eagle on the Chesapeake. (Scharf - verify)
July 4, 1818 - Steamboat United States launched at Baltimore
for Baltimore-Frenchtown-Philadelphia service on the Baltimore Union Line.
(NilesReg, Burgess)
February 2, 1819 - Committee of
the Delaware Legislature rejects a plan of relief for debtors, despite pleas
from the industrialized parts of New Castle County. (Rothbard)
April 1, 1819 - William McDonald & Son’s Baltimore Union
Line returns the New Jersey to the morning line via Elkton, but with the
Delaware River stage connection made via New Castle; the United States and
Philadelphia maintain the old Union Line service via Frenchtown. (BaltAm)
July 1, 1819 - Summer steamboat
service between Philadelphia and Cape May begins with Vesta making two trips
per week, stopping at Chester, New Castle and Port Penn; Baltimore passengers
can board at New Castle. (BaltAm)
1819 - Baltimore Union Line
renews contracts to pay the New Castle & Frenchtown Turnpike Company a flat
6% on its stock in lieu of regular tolls. (Holmes)
1822 - Group of Philadelphia and
Delaware capitalists headed by John and Thomas Janvier of New Castle purchase
Baltimore Union Line as "Union Line Transportation Company." (Zerin -
Scharf has John and Thomas Janvier begin running a daily four-horse coach
between the "Union Line Hotel" in New Castle and Frenchtown in 1822)
April 18, 1824 - Boiler of the
steamboat Eagle explodes while returning from the Patuxent River run off North
Point at 6:00 PM; the Constitution, outbound for Frenchtown, comes to the
rescue and tows the Eagle into Baltimore; Capt. George Weems is scalded in the
lower body but survives and his son, Mason Locke Weems (1814-1874), is blown
through a skylight with only minor injuries; Baltimore District Attorney Henry
M. Murray is fatally injured; the first fatal steamboat explosion on Chesapeake
Bay and the first and only passenger fatality on a Weems steamboat; Weems is
forced into a long recuperation, during which his business is suspended.
(BaltAm, Brown, Holly)
October 6, 1824 - Marquis de
Lafayette leaves Chester for Wilmington and the old Brandywine battlefield;
visits Victor du Pont at New Castle and then travels by coach to Frenchtown.
(Nolan)
October 7, 1824 - Marquis de
Lafayette arrives at Frenchtown at 2:00 AM and boards the steamboat United
States for Baltimore. (Nolan)
June 4, 1825 - Union Line
steamboat Trenton leaves Philadelphia on special excursion taking Gov. DeWitt
Clinton to view the Chesapeake & Delaware Canal; river is too rough at New
Castle, so return to Lazaretto, where a banquet is served on the ship at 2:00
PM. (NrthAm)
July 9, 1826 - Pres. John Quincy
Adams leaves Washington by carriage for Massachusetts, not realizing that his
father has passed away; he learns of the death at Baltimore, and then rushes
north using steamboats between Baltimore and Frenchtown, New Castle and
Philadelphia, and New Brunswick, arriving in New York in 45 hours from
Washington; steamboats have caused the Washington-New York fare to drop from
$24 to $9. (Bryan)
March 1, 1828 - Public meeting in
favor of railroad between New Castle, Del., and Frenchtown, Md., held at New
Castle. (PADA)
March 14, 1828 - New Castle &
Frenchtown Turnpike Company renamed New Castle & Frenchtown Turnpike &
Railroad Company by Maryland act, with charter rights to build railroad across
the isthmus separating the Delaware River and Chesapeake Bay. (PL, Val)
New Castle
Turnpike Company, 1811 - 1829
January 30, 1811 - New Castle Turnpike Company incorporated
in Delaware to build between New Castle and Clarkes (Hares) Corners; may use
the New Castle and Red Lion state road to its intersection with the Wilmington
Bridge Road at Clarkes Corner. (PL, Val)
April 8, 1811 - New Castle Turnpike Company organized;
Kensey Johns (1759-1848), Pres. (Scharf)
August 1, 1811 - New Castle Turnpike Company begins
construction at Delaware & Union Streets in New Castle. (Scharf)
March 13, 1812 - First mile of New Castle Turnpike licensed
to take tolls in Delaware; stage line pays a flat $100 per year. (Scharf)
January 8, 1813 - New Castle Turnpike opens to Clarkes
(Hares) Corners, Del. (Scharf)
March 16, 1813 - Commodore Sir John P. Beresford, commanding
H.M.S. Poictiers of the Delaware Bay blockading squadron, sends an order to the
people of Lewes, Del., to sell him 20 bullocks, hay and vegetables for
reprovisioning; the town refuses; state militia begins moving into Lewes and
batteries are erected at New Castle and Wilmington; specie in Delaware banks is
removed to Philadelphia; Philadelphia is defenseless, as its garrison has been
sent to the West. (PaGaz, Scharf)
February 12, 1814 - Delaware act authorizes the New Castle
Turnpike Company to macadamize the road between the Newport Bridge and Clarkes
Corners. (PL)
July 10, 1814 - British ships
move north of Baltimore; seize a Frenchtown packet and sink a schooner above
Pooles Island. (BaltAm)
July 17, 1814 - Vice Admiral Sir Alexander Cochrane explains
to his superiors his plans for an attack on Philadelphia by landing at New
Castle and destroying the Brandywine flour mills and the du Pont gunpowder
mills near Wilmington. (Arthur)
1816 - New Castle Turnpike Company completes the improvement
of the road between Clarkes (Hares) Corner and the south end of the Newport
Bridge. (Holmes)
October 1817 - New Castle Turnpike Company completes
macadamizing the Newport Road from the New Castle Turnpike to the south end of
the Newport Bridge. (Scharf)
1817 - The old line via Trenton and New Brunswick uses the
Philadelphia on the Delaware and the Olive Branch on the Raritan; the old line
between Philadelphia and Baltimore via New Castle uses the Delaware and
Baltimore on the Delaware and the Chesapeake and Philadelphia (??) on the
Chesapeake; the new line via Wilmington and Elkton uses the Superior on the
Delaware and the Eagle on the Chesapeake. (Scharf - verify)
February 2, 1819 - Committee of
the Delaware Legislature rejects a plan of relief for debtors, despite pleas
from the industrialized parts of New Castle County. (Rothbard)
April 1, 1819 - William McDonald & Son’s Baltimore Union
Line returns the New Jersey to the morning line via Elkton, but with the
Delaware River stage connection made via New Castle; the United States and
Philadelphia maintain the old Union Line service via Frenchtown. (BaltAm)
June 4, 1825 - Union Line
steamboat Trenton leaves Philadelphia on special excursion taking Gov. DeWitt
Clinton to view the Chesapeake & Delaware Canal; river is too rough at New
Castle, so return to Lazaretto, where a banquet is served on the ship at 2:00
PM. (NrthAm)
February 7, 1829 - New Castle Turnpike Company renamed New
Castle Turnpike & Railroad Company. (Val)
New Castle
Turnpike Company, 1811 - 1829
January 30, 1811 - New Castle Turnpike Company incorporated
in Delaware to build between New Castle and Clarkes (Hares) Corners; may use
the New Castle and Red Lion state road to its intersection with the Wilmington
Bridge Road at Clarkes Corner. (PL, Val)
April 8, 1811 - New Castle Turnpike Company organized;
Kensey Johns (1759-1848), Pres. (Scharf)
August 1, 1811 - New Castle Turnpike Company begins
construction at Delaware & Union Streets in New Castle. (Scharf)
March 13, 1812 - First mile of New Castle Turnpike licensed
to take tolls in Delaware; stage line pays a flat $100 per year. (Scharf)
January 8, 1813 - New Castle Turnpike opens to Clarkes
(Hares) Corners, Del. (Scharf)
March 16, 1813 - Commodore Sir John P. Beresford, commanding
H.M.S. Poictiers of the Delaware Bay blockading squadron, sends an order to the
people of Lewes, Del., to sell him 20 bullocks, hay and vegetables for
reprovisioning; the town refuses; state militia begins moving into Lewes and
batteries are erected at New Castle and Wilmington; specie in Delaware banks is
removed to Philadelphia; Philadelphia is defenseless, as its garrison has been
sent to the West. (PaGaz, Scharf)
February 12, 1814 - Delaware act authorizes the New Castle
Turnpike Company to macadamize the road between the Newport Bridge and Clarkes
Corners. (PL)
July 10, 1814 - British ships
move north of Baltimore; seize a Frenchtown packet and sink a schooner above
Pooles Island. (BaltAm)
July 17, 1814 - Vice Admiral Sir Alexander Cochrane explains
to his superiors his plans for an attack on Philadelphia by landing at New
Castle and destroying the Brandywine flour mills and the du Pont gunpowder
mills near Wilmington. (Arthur)
1816 - New Castle Turnpike Company completes the improvement
of the road between Clarkes (Hares) Corner and the south end of the Newport
Bridge. (Holmes)
October 1817 - New Castle Turnpike Company completes
macadamizing the Newport Road from the New Castle Turnpike to the south end of
the Newport Bridge. (Scharf)
1817 - The old line via Trenton and New Brunswick uses the
Philadelphia on the Delaware and the Olive Branch on the Raritan; the old line
between Philadelphia and Baltimore via New Castle uses the Delaware and
Baltimore on the Delaware and the Chesapeake and Philadelphia (??) on the
Chesapeake; the new line via Wilmington and Elkton uses the Superior on the
Delaware and the Eagle on the Chesapeake. (Scharf - verify)
February 2, 1819 - Committee of
the Delaware Legislature rejects a plan of relief for debtors, despite pleas
from the industrialized parts of New Castle County. (Rothbard)
April 1, 1819 - William McDonald & Son’s Baltimore Union
Line returns the New Jersey to the morning line via Elkton, but with the
Delaware River stage connection made via New Castle; the United States and
Philadelphia maintain the old Union Line service via Frenchtown. (BaltAm)
June 4, 1825 - Union Line
steamboat Trenton leaves Philadelphia on special excursion taking Gov. DeWitt
Clinton to view the Chesapeake & Delaware Canal; river is too rough at New
Castle, so return to Lazaretto, where a banquet is served on the ship at 2:00
PM. (NrthAm)
February 7, 1829 - New Castle Turnpike Company renamed New
Castle Turnpike & Railroad Company. (Val)
New Castle
& Frenchtown Turnpike & Railroad Company, 1828 - 1877
March 14, 1828 - New Castle &
Frenchtown Turnpike Company renamed New Castle & Frenchtown Turnpike &
Railroad Company by Maryland act, with charter rights to build railroad across
the isthmus separating the Delaware River and Chesapeake Bay. (PL, Val)
April 20, 1828 - John and Thomas Janiver of New Castle
(begin? assume?) operation of Union Line of steamboats and stages between
Philadelphia and Frenchtown; use steamboat Delaware, Capt. Wilmon Whilldin,
with Hendersons providing boats on Chesapeake Bay. (Scharf - verify BaltAm?)
February 7, 1829 - New Castle Turnpike Company renamed New
Castle Turnpike & Railroad Company. (Val)
February 7, 1829 - Delaware authorizes New Castle &
Frenchtown Turnpike & Railroad Company to build a railroad as per Maryland
act of 1828. (Val)
May 1, 1829 - Stockholders of New Castle & Frenchtown
Turnpike Company approve laying a railroad from Clarks Corners to the Maryland
state line. (MB)
March 25, 1830 - Union Line, with steamboats Robert Morris
(?) and George Washington, begins operating passenger barges through Chesapeake
& Delaware Canal instead of stages on Frenchtown Turnpike. (Gray - note
neither boat on hand at this date)
March 31, 1830 - New Castle Turnpike & Railroad Company
merged into New Castle & Frenchtown Turnpike & Railroad Company under
special act of Delaware of Jan. 16, 1830; John Janvier elected Pres. (MB)
April 1, 1830 - New Castle & Frenchtown Turnpike &
Railroad Company (NC&F) contracts with John Randel, Jr. as Chief Engineer.
(MB)
April 3, 1830 - Steamboat Robert Morris launched at
Kensington yard of John Vaughan for Union Line service between Philadelphia and
New Castle. (Alexander)
May 1, 1830 - NC&F authorizes Secretary and Treasurer to
visit B&O to examine how to run a railroad, keep books, etc. (MB)
July 21, 1830 - NC&F approves first contracts for
grading. (MB)
September 6, 1830 - NC&F adopts track of stone blocks
with wooden stringers and strap rail. (MB)
October 16, 1830 - New Castle & Frenchtown Turnpike
& Railroad Company establishes western terminus at south side of existing
steamboat wharf at Frenchtown. (MB)
October 29, 1830 - Bill introduced in N.J. Assembly for New
Jersey Atlantic Railroad to build from Jersey City through Newark to point near
Salem opposite New Castle & Frenchtown; provides for a 1½% tax on capital;
farmers with produce may pass free; state may subscribe $1 million and appoint
four directors. (AssyMin, NwkSntlFrdm)
November 23, 1830 - John Randel, Jr., presents cost estimate
for New Castle & Frenchtown Railroad of $204,300. (Lewis Diary)
January 2, 1831 - New Castle & Frenchtown Railroad
orders its first locomotive from Robert Stephenson & Co. (Bell)
March 1831 - Stephen H. Long joins with Gen. __ Parker,
George D. Wetherell, Richard Harlan and William Norris (1802-1867) to form the
American Steam Carriage Company to manufacture Long’s patented “Locomotor,” a 3.5-ton
anthracite burning locomotive; first model is built by Phoenix Foundry in
Kensington and placed on the NC&F later in the year. (RRGaz)
April 18, 1831 - NC&F authorizes purchase of first
locomotive in England. (MB - Lewis Diary says 2 Stephenson locos)
April 18, 1831 - William D. Lewis (1792-1881) notes 1,100
men at work on NC&F.
April 21, 1831 - Thomas Handasyd Perkins (1764-1854) of
Boston and wife visit William D. Lewis in Philadelphia; view NC&F. (Lewis
Diary)
May 2, 1831 - Philadelphia investors led by William D. Lewis
and Samuel Nevins take control of NC&F at annual meeting and elect four
directors; John Janiver remains Pres. (LewisDiary)
May 9, 1831 - NC&F directors fix stone blocks at three
feet on center; most to come from Port Deposit quarries. (Lewis Diary)
May 13, 1831 - NC&F contracts with George Steever of
Baltimore for three passenger cars with Winans's friction wheels. (MB)
May 16, 1831 - New Castle & Frenchtown Railroad begins
laying track. (MB)
June 3, 1831 - John Janvier resigns as Pres. and director of
NC&F after William D. Lewis criticizes him for interfering with Chief
Engineer John Randel; the Janvier family retains an interest in the Citizens
Union Line and uses this influence to favor the Chesapeake & Delaware
Canal; James Booth (1789- 1855) elected Pres. of NC&F, and Kensey Johns,
Jr., a director, replacing Janvier. (MB, Holmes)
June 24, 1831 - NC&F approves New Castle depot to plan
of Mr. Cresap, architect. (MB)
June 29, 1831 - NC&F lands first two passenger and two
freight cars at New Castle, having brought them by steamboat from Baltimore and
sloop through Chesapeake & Delaware Canal. (Lewis Diary)
July 1, 1831 - William D. Lewis views Col. Stephen H. Long's
"Locomotor", which is set up and running on blocks at New Castle;
hopes to demonstrate it on NC&F on July 4. (Lewis Diary)
July 4, 1831 - Excursion trip held with horse power over
first two miles of New Castle & Frenchtown Railroad between New Castle and
Ross's Point, Del.; cars run back and forth all day at 25 cents, and company
luncheon held in woods at Ross's Point; company has invited Col. Stephen H.
Long and George W. Featherstonhaugh (1780-1866) of the Mohawk & Hudson, who
happen to be in Philadelphia; Col. Long's "Locomotor" fails to
operate as the boiler cannot produce enough steam; grate is too small, and
locomotive can run only about a mile without running out of steam. (MB, Lewis
Diary, DelFreePress, RRGaz)
July 5, 1831 - Col. Stephen H. Long's "Locomotor"
successfully runs over completed portion of New Castle & Frenchtown
Railroad to Ross's Point and back with one car at 15 MPH after Long makes some
modifications; he is still not satisfied and has a new boiler built at Rush
& Muhlenberg’s foundry at Brush Hill, but he is still unable to make it
work when pulling loads, although by itself it can run at 25 MPH. (Lewis Diary,
Scharf)
July 7, 1831 - Col. Long's "Locomotor" makes round
trip between New Castle and Ross's Point with two cars in 14 minutes. (Lewis
Diary)
July 8, 1831 - NC&F Board rescinds approval of Mr.
Cresap's design for New Castle depot after protests from residents that it
blocks the view; orders John Randel, Jr. to adopt a new plan. (MB)
September 22, 1831 - Samuel Nevins of NC&F visits
Bordentown to see Camden & Amboy Railroad; learns they have trouble getting
stone blocks and talk of building entirely with wooden ties. (Lewis Diary)
September 26, 1831 - NC&F authorizes use of wooden ties
three feet on center instead of stone blocks wherever expedient. (MB)
September 1831 - First Stephenson locomotive ordered by
NC&F appropriated by Liverpool & Manchester Railway upon arriving at
Liverpool. (Holmes)
October 1, 1831 - Robert Stephenson & Co. ships first
locomotive to New Castle & Frenchtown Railroad. (Bell)
October 20, 1831 - Citizens Union Line appoints committee of
Pres. William Meteer, John Ellicott and Philip Raybold to confer with NC&F
for use of railroad. (Lewis Diary)
October 21, 1831 - Bark Royal George arrives off New Castle
with 225 tons of iron for the NC&F. (Lewis Diary)
November 10, 1831 - Citizens Union Line and NC&F agree
to operate a through line of steamboats and railroad cars between Philadelphia
and Baltimore; NC&F to get $1.00 of each fare; while in Baltimore, William
D. Lewis rides over B&O to Ellicott's Mills; finds granite rail "hard
and disagreeable to ride on." (Lewis Diary)
November 30, 1831 - Directors of New Castle & Frenchtown
Railroad and Pennsylvania, Delaware & Maryland Steam Navigation Company
meet at New Castle; ride over 10 miles of completed railroad and walk the rest
of the way to Frenchtown, where they board the Independence for Baltimore.
(Lewis Diary)
February 13, 1832 - Boats of Citizens Union Line resume
service for season between Philadelphia and Baltimore three times a week; begin
using stagecoach portage between New Castle and Frenchtown instead of
Chesapeake & Delaware Canal because of canal company's refusal to cut
rates. (Lewis Diary, BaltAm)
February 18, 1832 - Washington Grays militia company,
numbering 64, travel by steamboat from Philadelphia to New Castle; taken to end
of track over NC&F in three cars; walk past deep cut to Frenchtown wharf
and embark for Baltimore; are traveling to celebration of George Washington's
100th birthday at Mount Vernon. (Lewis Diary, BaltAm)
February 24, 1832 - William D. Lewis goes to New Castle with
Matthias Baldwin to inspect English locomotive Delaware (Stephenson c/n 23)
left there since last fall; arranges with Matthias W. Baldwin to have rust
scraped off and assembled. (Lewis Diary)
February 25, 1832 - New Castle & Frenchtown sets fare at
$1 on rail line; are to operate two horses per car, to be changed at midpoint
(MB); holds opening excursion for officers and directors. (HazReg)
February 25, 1832 - Meeting of residents of New Castle and
Chester Counties at East Marlborough for railroad from Wilmington to
Philadelphia & Columbia Railroad via Red Clay Creek Valley. (DelJrnl)
February 27, 1832 - Baltimore coach builder Richard Imlay
(1784-1867), whose shop was founded to build stagecoaches for Stockton &
Stokes, displays three railroad passenger cars in Monument Square, including
Red Rover, seating 50, for NC&F, one for Paterson & Hudson River
Railroad and one for B&O. (BaltAm, Holmes/Rohrbach)
February 27, 1832 - Washington Grays return to Philadelphia
over New Castle & Frenchtown Railroad. (HazReg, BaltAm)
February 27, 1832 - People's Steam Navigation Company
incorporated in Md. to operate line of steamboats and stages between Baltimore
and Philadelphia in competition with New Castle & Frenchtown Railroad. (PL)
February 28, 1832 - New Castle & Frenchtown Railroad
holds opening ceremony beginning revenue service over entire line with horse
power; boat connections by the Citizen's Union Line (Pennsylvania, Delaware
& Maryland Steam Navigation Company). (HazReg)
March 1, 1832 - New Castle & Frenchtown appoints
committee to confer with Citizens Union Line regarding through passenger and
freight traffic between Philadelphia and Baltimore. (MB)
March 5, 1832 - New Castle & Frenchtown Railroad
achieves regular daily revenue service; boats of the Citizens' Union Line,
Carroll of Carrollton and Independence on Chesapeake and Robert Morris on
Delaware, transfer their passengers to railroad from stagecoaches, forming a
through boat-rail line between Philadelphia and Baltimore; during its entire
existence, the NC&F is closed from Dec. through Mar. when steamboats are
stopped by ice, particularly in the narrow Elk River and drifting down from the
mouth of the Susquehanna. (Lewis Diary, BaltAm, PADA)
March 15, 1832 - William D. Lewis engages Matthias Baldwin
who is to hire an engineer (Edward Young) and assemble NC&F locomotive
Delaware. (Lewis Diary, Holmes)
March 28, 1832 - Philip E. Thomas and John Elgar of B&O
view NC&F. (Lewis Diary)
March 1832 - NC&F begins carrying freight. (Lewis Diary)
April 9, 1832 - Col. Stephen H. Long's "Pennsylvania
Locomotor" again tested on New Castle & Frenchtown Railroad; covers 27
miles in two hours hauling load of 10 tons; "Locomotor” weighs 3 tons.
(Lewis Diary, NilesReg)
April 1832 - First New Castle & Frenchtown Railroad
locomotive, Delaware, built by Stephenson, arrives in New Castle in
disassembled state - no appears to have been assembled in Phila!! probably
arrived 1831!). (Holmes - Hayman has 8/1?)
May 1832 - Matthias Baldwin completes assembly of New Castle
& Frenchtown Railroad locomotive Delaware at New Castle; took two months as
was studying how to build one from scratch; charges this learning time to
NC&F. (this is from Holmes - verify from a Baldwin source)
June 3-4, 1832 - First experiments with imported Stephenson
locomotive Delaware on New Castle & Frenchtown Railroad.
July 3, 1832 - Test of Stephenson locomotive Delaware on New
Castle & Frenchtown Railroad after track strengthened; runs up to 40 MPH.
(MB, Holmes, NilesReg)
July 4, 1832 - John Randel, Jr., makes his final report as
Chief Engineer of the New Castle & Frenchtown Railroad; he suggests designs
for an improved switch, an uncoupling lever and a cowcatcher. (Holloway)
July 6, 1832 - NC&F Board asks Matthias Baldwin to
install a hand pump on the Delaware and also when will he be able to turn the
locomotive over to the company. (MB)
July 21, 1832 - Further experiments with locomotive on New
Castle & Frenchtown Railroad; runs through in 56 minutes. (BaltAm)
August 2, 1832 - New Castle & Frenchtown sets maximum
speed at about 13 MPH, covering 16.5 miles in 1 hour and 15 minutes. (MB)
August 1832 - Pennsylvania, second Stephenson locomotive for
New Castle & Frenchtown Railroad arrives at New Castle; is assembled in one
week. (Holmes - mid Aug.)
September 6, 1832 - New Castle & Frenchtown authorizes
negotiations with Pennsylvania, Delaware & Maryland Steam Navigation
Company for through service in 1833. (MB)
September 10, 1832 - New Castle & Frenchtown Railroad
begins regular use of locomotives and discontinues last partial use of horses.
(MB, Holmes)
October 13, 1832 - NC&F runs excursion from Baltimore to
Philadelphia and back hosted by William D. Lewis and Samuel Nevins; locomotive
Delaware and nine cars; steamboat Washington on Chesapeake and William Penn on
Delaware. (BaltAm)
November 22, 1832 - NC&F places locomotive Pennsylvania
on the run in place of Delaware, removed for repairs. (MB)
November 23, 1832 - Matthias Baldwin places his first
full-sized locomotive, the Old Ironsides, in service on the Philadelphia,
Germantown & Norristown Railroad; the design is based on his assembling the
Stephenson 0-4-0, the Delaware, on the New Castle & Frenchtown. (Hare)
December 26, 1832 - People's Steam Navigation Company writes
to New Castle & Frenchtown requesting cooperation in through service
between Philadelphia and Baltimore. (MB)
January 25, 1833 - New Castle Manufacturing Company
incorporated in Delaware by Thomas Janvier, James Couper, Jr., James Rogers,
James Smith and Charles I. du Pont; it builds a foundry in 1834 and becomes an
early locomotive manufacturer. (Scharf)
April 16, 1833 - New Castle & Frenchtown Turnpike &
Railroad Company agrees to merge with Pennsylvania, Delaware & Maryland
Steam Navigation Company and purchases all its property, including that held by
trustees of old Citizens' Union Line. (MB)
April 16, 1833 - New Castle & Frenchtown train hits a
cow three miles east of Frenchtown; 9 of 10 cars derailed and overturned; New
Castle & Frenchtown then introduces the first system of fixed signals on a
U.S. railroad between New Castle and Frenchtown; by Sep. 1833 signal staffs
about three miles apart; can transmit a signal from one end of line to the
other in three minutes; flags later changed to peach baskets covered with cloth
and to colored balls ("highballs") ca. 1837; according to old
employees interviewed in the 1890s, the signals were located in the cupola of
the New Castle Court House, at Bear station, at Glasgow station, at Walkers Cut
and at Frenchtown; signalmen at each station used telescopes to check the next
signal; when a train started from either end a white ball was raised, all the
other stations then raised a white ball half way; as the train passed the ball
would be raised to full height; if the train did not appear, a black ball was
raised to call for a relief train. (DelGaz, NilesReg, Watkins, RRGaz)
May 4, 1833 - People's Steam Navigation Company (People's
Line) begins rival service between Philadelphia and Baltimore using barges
through Chesapeake & Delaware Canal in competition with New Castle &
Frenchtown Railroad; uses steamer Ohio, Capt. Wilmon Whilldin, Jr., on Delaware
and Kentucky on Chesapeake; takes 1.5 to 3 hours longer than Union Line, which
uses the railroad; Union Line uses William Penn and Robert Morris on Delaware
and George Washington and Charles Carroll on Chesapeake. (Holmes, Gray)
May 5, 1833 - People's Line cuts Philadelphia-Baltimore fare
from $4 to $3; New Castle & Frenchtown Railroad cuts to $2, and People's
Line follows. (Holmes)
May 27, 1833 - New Castle & Frenchtown Railroad
introduces second round trip “Evening Line” between Philadelphia and Baltimore;
permits travel between New York and Baltimore in 16-17 hours. (Niles)
June 8, 1833 - Pres. Andrew Jackson leaves Baltimore on the
steamboat Kentucky of the Peoples Line via Chesapeake & Delaware Canal;
carried by steamboat Ohio from Delaware City to Philadelphia, stopping at New
Castle and landing at the old Navy Yard. (BaltAm, Scharf - NYPost has the Ohio
at NY)
June 10, 1833 - Chief Black Hawk and suite traverse New
Castle & Frenchtown Railroad in custody of Maj. Garland bound for New York;
Mayor John Swift and the City Councils snub Pres. Jackson and spend their time
conducting the Indians. (DelGaz, Scharf)
June 25, 1833 - New Castle Manufacturing Company
incorporated in Delaware; becomes a pioneer locomotive manufacturer under
Edward A.G. Young; continues in operation until about 1859. (Bell)
July 3, 1833 - Pres. Jackson arrives at New York in the
early morning on the steamboat Providence and is transferred directly to the
New Philadelphia three miles down the bay from the city; passes New Castle,
Del., in the evening. (BaltAm, DelStGaz)
August 8, 1833 - New Castle & Frenchtown cuts through
fare to $1.50. (MB)
1833 - E.A.G. Young begins the manufacture of locomotives at
New Castle, Del. (Scharf)
January 6, 1834 - Peoples Steam Navigation Company asks
Chesapeake & Delaware Canal Company for lower rates; C&D offers $6,000
for six months; Peoples Line is not aware that C&D and NC&F have been
negotiating for canal to have all freight business and NC&F all passengers.
(Holmes)
February 14, 1834 - New Castle & Frenchtown appoints
committee to confer with Chesapeake & Delaware Canal Company regarding
operation of a passenger line through the canal. (MB)
February 18, 1834 - New Castle & Frenchtown Railroad
agrees with Chesapeake & Delaware Canal to pay it $1,000 per month or
minimum of $6,000 per year to run a single line of passenger barges through
canal, plus an additional $15,000 per year for exclusive privilege of operating
passenger barges; done to shut out rival People's Line. (Gray)
March 4, 1834 - New Castle & Frenchtown's steamboat
William Penn catches fire at 5:00 PM while northbound off The Point near the
mouth of the Schuylkill; beached and burned to the water line on flats of South
Philadelphia; some passengers trapped on stern, which is still in deep water;
four drown attempting to reach shore and one dies of shock afterward; at 6:30,
the smoldering hulk drifts north with the tide past the city and back to come
ashore at Kaighns Point. (BaltAm, ARJ)
March 14, 1834 - New Castle & Frenchtown orders new
steamboat from John Vaughan of Philadelphia to replace William Penn; orders
Salem to run this season between Philadelphia and Salem touching at Delaware
City; orders all barges now on Chesapeake & Delaware Canal brought to New
Castle or Frenchtown and sold. (MB)
March 19, 1834 - Chesapeake & Delaware Canal refuses
People's Line's request for renewal of its contract, having granted the New
Castle & Frenchtown Railroad the exclusive right to operate a passenger
line over the canal in return for cash payment and pledge not to compete with
canal for freight; NC&F does not exercise this option but pays for it as a
bribe to shut out the People's Line, which is driven out of business by end of
the year, despite efforts to run stage portage. (Holmes)
June 13, 1834 - New Castle & Frenchtown Board confers
with a committee of the Maryland & Virginia Steamboat Company regarding
their proposal of jointly operating a steam packet between Norfolk and
Charleston as part of a through line from Philadelphia. (MB)
August 6, 1834 - Representatives of New Castle &
Frenchtown and Maryland & Virginia Steamboat Company meet in Baltimore;
agree to open books for $60,000 to finance Norfolk-Charleston packet line;
NC&F pledges $10,000. (MB)
August 1834 - NC&F has understanding with Camden &
Amboy Railroad that it will not charter any of its boats for use above
Philadelphia and vice versa. (MB)
October 10, 1834 - New Castle & Frenchtown names new
steamboat Constitution after rejecting the first choice, Majestic, as too
aristocratic. (MB)
December 18, 1834 - Philadelphia Select Council declines the
proposition of the Camden & Amboy Railroad and New Castle & Frenchtown
Railroad to rent the Chestnut Street wharf for 10 years, considered too long a
lease. (HazReg)
1834 - Union Line buys off Peoples Line operating via
Chesapeake & Delaware Canal and routes all passengers via New Castle &
Frenchtown Railroad.
January 21, 1835 - NC&F stockholders meet at Merchants
Exchange and appoint Benjamin W. Richards (1797-1851), Joseph B. McIlvaine
(1800-1838), Coleman Fisher, Britain Cooper and John Richardson a committee to
investigate the management of the company. (MB)
March 3, 1835 - NC&F appoints committee to meet with
stockholders' investigating committee; notes this summer steamboat Salem is to
operate between Salem and New Castle to connect with boats operating between
Philadelphia and New Castle. (MB)
March 18, 1835 - NC&F stockholders committee meets with
directors at Baltimore. (MB)
March 19, 1835 - NC&F stockholders committee inspects
wharf and shops at New Castle, finding no irregularity; before this, the
committee had objected to building locomotives for others at New Castle and to
subscription to Charleston packet line. (MB)
March 25, 1835 - NC&F stockholders committee reports to
stockholders meeting at Merchants Exchange; endorses raising $200,000 to build
second track of edge rail, which will enable company to eliminate one Baltimore
boat. (MB)
April 23, 1835 - NC&F appoints committee to confer with
Camden & Amboy Railroad on operating a New York-Baltimore line through in
one day. (MB)
May 1, 1835 - NC&F places new steamboat Constitution in
service; enrolled to the Pennsylvania, Delaware & Maryland Steam Navigation
Company on May 25 and operated between Philadelphia and New Castle. (MB, Heyl)
June 12, 1835 - NC&F Board authorizes final settlement
with Chesapeake & Delaware Canal under supposed 1834 contract. (MB)
June 1835 - NC&F sells steamboats New Castle and
Independence. (MB)
July 8, 1835 - The remains of Chief Justice John Marshall
(1755-1835), who has died in Philadelphia on July 6, are sent to Richmond via
the New Castle & Frenchtown route. (Scharf)
July 10, 1835 - NC&F committee reports that full winter
operation is not practical as the Elk River is narrow and ice-filled and ice
drifts down Susquehanna. (MB)
August 14, 1835 - NC&F Board authorizes importing edge
rail for second track. (MB)
September 3, 1835 - City of Philadelphia offers to renew
NC&F's lease of Chestnut Street wharf for $3,500 per year for seven years
or $2,500 for five years; Camden & Amboy Railroad, which shares wharf,
refuses to renew as exorbitant and will use its own pier just to the south.
(MB)
October 9, 1835 - NC&F Board authorizes abandoning
portion of its turnpike in Maryland to Cecil County. (MB)
October 22, 1835 - NC&F appoints committee to meet with
Camden & Amboy Railroad and B&O on operating a through mail line
between New York and Washington. (MB)
November 1835 - NC&F purchases steamboat Ohio to
accommodate increasing traffic. (MB)
December 7, 1835 - NC&F contracts with Post Office Dept.
for daily mail line. (MB)
December 10, 1835 - NC&F Board authorizes renewal of
Chestnut Street wharf for five years at $2,500 per year; authorizes sale of
lots in Delaware City and toll houses on turnpike. (MB)
June 20, 1836 - Delaware Railroad incorporated in Del. to
build a railroad from either the Wilmington & Susquehanna or New Castle
& Frenchtown Railroads to the Maryland state line in the direction of Cape
Charles; John M. Clayton (1796-1856), William D. Waples (1779-1841) and Richard
Mansfield appointed commissioners; Maryland refuses to charter an extension
further south as interfering with own Eastern Shore Railroad. (PL, Val)
August 12, 1836 - NC&F (Pennsylvania, Delaware &
Maryland Steam Navigation Company) switches the Constitution to the Chesapeake
Bay leg and reenrolls it at Baltimore. (Heyl)
January 17, 1837 - NC&F agrees to pay Chesapeake &
Delaware Canal $15,000 in settlement of 1834 contract for exclusive right to
run passenger barges through canal after canal company threatens lawsuit.
(Gray)
May 1, 1837 - New Castle & Frenchtown Railroad opens
double track between New Castle and Frenchtown. (Zerin)
June 30, 1837 - Wilmington & Susquehanna Railroad
appoints committee to negotiate harmonious relationship with New Castle &
Frenchtown, i.e. no rate war. (MB)
June 30, 1837 - Baltimore & Port Deposite Railroad Board
authorizes acquiring depot ground and Camden & Charles Streets from Matthew
Newkirk; appoints a committee to negotiate with the New Castle & Frenchtown
Railroad. (MB)
July 17, 1837 - Wilmington & Susquehanna Railroad and
NC&F agree to maintain rates. (MB)
July 31, 1837 - Wilmington & Susquehanna/Baltimore &
Port Deposite through line between Philadelphia and Baltimore begins regular
revenue service with one round trip; runs through in 6:09, including 2:03 for
steamboat Telegraph from foot of Dock Street to Wilmington; fare set at $4.00,
divided $2.50 to W&S and $1.50 to B&PD, after assurance from Union
Line/NC&F that they will not cut fare; company has "steam barge"
Canton to operate as connecting shuttle between Port Deposit and Havrede-Grace.
(MB, BaltAm)
August 16, 1837 - NC&F moves its morning departure from
6:00 to 7:00 AM to equal Wilmington & Susquehanna Railroad. (MB)
December 4, 1937 - Jonathan Knight and Benjamin H. Latrobe
of the B&O visit the New Castle & Frenchtown Railroad and the New
Castle Foundry. (Rept)
March 19, 1838 - PW&B begins second round trip between
Philadelphia and Baltimore; U.S. Mail Line runs via steamboat Telegraph and one
trip runs via omnibus to Grays Ferry; Citizens' Union Line and New Castle &
Frenchtown cut fare from $3 to $2 to meet competition.
April 18, 1838 - PW&B Board reports it has concluded a
contract for the use of the steamboat Telegraph for carrying passengers,
freight and mail; report that Maryland & Virginia Steamboat Company has
binding agreement to transfer northern passengers to NC&F boats in Bay, but
has given them six months’ notice; to meet NC&F competition, have cut fare
to $2.00 for early line and $3.00 for afternoon line. (MB)
May 3, 1838 - PW&B Board reports agreement with NC&F
on fares; VP Jacob I. Cohen reports on possibility of connecting with a new
steamboat line between Baltimore and Charleston, S.C.; consider having morning,
evening and night lines run to Wilmington via steamboat. (MB)
July 7, 1838 - Acts of Congress grant the New Castle &
Frenchtown and Baltimore & Susquehanna Railroads a full rebate of duties on
railroad iron imported since the act of July 1, 1836. (StatutesatLarge)
February 14, 1839 - PW&B Board reports has sent memorial
to Legislature for a railroad along the west bank of the Schuylkill River from
Grays Ferry to Philadelphia & Reading Railroad at Belmont; rejects
agreement with NC&F to avoid collision of boats when running against each
other; hears requests of Southwark Railroad to operate pleasure cars from Broad
Street to Grays Ferry and of Stockton, Falls & Co. of Baltimore for through
ticketing between Philadelphia and Wheeling. (MB)
February 14, 1839 - NC&F Board authorizes removal and
sale of last of old track. (MB)
February 1839 - PW&B makes arrangements for passengers
to be carried between Dock Street and Wilmington by Philadelphia ice boat
temporarily because of heavy ice in river; announce have purchased Citizens
Union Line by exchange of stock at par and henceforth will control own boats.
(PubLdgr - was CU Line part of NC&F? see below)
March 14, 1839 - NC&F Board authorizes moving from
Chestnut Street to Dock Street wharf in Philadelphia; discontinues Sunday
operation; authorizes ordering new locomotives and selling all old locomotives
except Pennsylvania and Virginia. (MB)
March 15, 1839 - PW&B purchases controlling interest in
New Castle & Frenchtown by an exchange of stock. (AR)
April 11, 1839 - NC&F Board authorizes sale of old strap
rail to PW&B. (MB)
June 13, 1839 - NC&F Board reports that it has sold
stock in Western Bank of Philadelphia and Schuylkill Bank of Philadelphia. (MB)
1840 - Anthony Groves, Jr. (1815-1891), who had begun
working as a clerk in the New Castle & Frenchtown Railroad at 18,
establishes the Ericsson Line of propeller steamboats running between Philadelphia
and Baltimore through the Chesapeake & Delaware Canal. (RyW obit - check -
Balt & Phila Steam Boat Co. inc. 1844)
May 5, 1841 - U.S. Navy steam frigate U.S.S. Mississippi
launched at the Philadelphia Navy Yard; Southwark Railroad runs special cars
from Broad & Vine Street to the foot of Washington Avenue for spectators;
New Castle & Frenchtown steamboats Ohio and Robert Morris run from Dock
Street to allow passengers to view the launching from the river. (PubLdgr)
March 8, 1842 - PW&B Board approves contract with Andrew
Benner to haul all cars and passengers between Philadelphia and Grays Ferry;
company has disposed of its horses at Philadelphia; reports have arranged to
operate locomotives as far as the City Block in Baltimore; authorize joint
agencies with NC&F in Philadelphia and Baltimore. (MB)
March 8, 1842 - PW&B Board authorizes joint agencies
with NC&F in Philadelphia and Baltimore. (MB)
April 12, 1842 - PW&B contracts package express business
to J.B. Peck; appoints committee of three to negotiate with NC&F for
coordinated service; NC&F stock now held in trust by Thomas Smith to be
transferred to PW&B Secretary. (MB)
February 21, 1843 - Delaware act authorizes PW&B to
control NC&F. (MB)
April 4, 1843 - NC&F stockholders accept Delaware act permitting
PW&B to control NC&F; 31,372 shares of NC&F are held in trust for
PW&B by Thomas Smith. (MB)
Apr. 8, 1843 - PW&B leases railroad and steamboat line
of New Castle & Frenchtown Railroad & Turnpike Company (NC&F)
retroactive to Jan. 1, 1843. (Val, MB)
April 11, 1843 - PW&B Board reports it has failed to
make agreement with Ericsson Line for maintaining rates; authorizes making
traffic arrangement with NC&F and bringing NC&F stock under terms of
mortgage of May 21, 1842; reports have discontinued through tickets with
B&O to Wheeling as a result of B&O's demand for larger share. (MB)
July 17, 1843 - NC&F makes traffic agreement with
Ericsson Line and Chesapeake & Delaware Canal, effective July 25; C&D
is to charge passenger toll equal to half the NC&F fare between
Philadelphia and Baltimore; in return, railroad freight rate is to be $0.50 per
cwt. except for livestock and perishables. (MB)
April 9, 1844 - PW&B Board arranges to have morning line
leave Philadelphia by rail instead of boat and evening line via NC&F. (MB -
NB for 4 months in 1843 were down to single trip, by end of yr op 2 r.t. year
round - AR)
November 5, 1844 - Baltimore & Philadelphia Steam Boat
Company begins a new steamboat line between Philadelphia and Baltimore, using
the Portsmouth on the Delaware River, with horse-drawn packets through the
Chesapeake & Delaware Canal, and the Osiris and Maryland on Chesapeake Bay;
offer $1.50 fare, vs. $4.00 on PW&B or NC&F route. (PubLdgr)
August 18, 1845 - Gen. William McDonald (1758?-1845), director
of New Castle & Frenchtown and pioneer transporter between Philadelphia and
Baltimore dies in 87th year; flags of ships in Baltimore harbor and on Delaware
River flown at half-staff in his honor on days before funeral on Aug. 20 .
(BaltAm)
April 1847 - PW&B is considering building a branch to
New Castle, Del., to connect with the NC&F and to be used by coal trains
from Pottsville in the winter to develop an ice-free coal shipping port. (ARJ)
1847 - NC&F completes replacement of flat bar with
T-rail. (AR)
1847 - NC&F steamboat Robert Morris lengthened from 180'
to 205'. (Alexander)
March 21, 1848 - PW&B institutes spring schedule: two
round trips Philadelphia-Baltimore; two round trips Philadelphia-Wilmington
locals; one round trip via NC&F; one freight train between Philadelphia and
Wilmington. (MB)
December 14, 1848 - NC&F writes off $20,000 investment
in Maryland & Virginia Steamboat Company, $15,000 in Atlantic Steam Packet
Company, $1,000 in Baltimore & Wheeling Transportation Company, and $5,000
in Salem, Delaware & Philadelphia Steamboat Company. (MB)
June 12, 1849 - PW&B General Superintendent Isaac R.
Trimble suggests adding another express train running through in 4:00; day line
now takes 5:39, night line 6:17 and NC&F line 7:32. (MB)
November 13, 1849 - New Castle & Frenchtown committee
reports urging sale of steamboats Constitution, Ohio and George Washington,
retaining Robert Morris and building one new boat. (MB)
1849 - NC&F operates 30 trips to Cape May, vs. 29 in
1848; steamboats Constitution on Chesapeake and Ohio on Delaware advertised for
sale; have George Washington on Chesapeake and Robert Morris on Delaware. (AR)
November 30, 1850 - PW&B line via New Castle makes last
trip of season. (MB)
December 2, 1850 - PW&B inaugurates third midday express
each way between Philadelphia and Baltimore on 4:30 schedule, including street
running in Philadelphia or a speed of 30 MPH; replaces New Castle line and is
to connect with new night train to West over B&O, which has not started
yet.; to meet new winter competition of PRR, PW&B keeps winter fare at
$3.00 instead of raising it to $4.00 as in past years; Philadelphia &
Columbia and Baltimore & Susquehanna are now offering a through ticket
between Philadelphia and Baltimore at $3.50. (MB)
1850 - NC&F operates 37 trips to Cape May, vs. 30 in
1849; has one boat on Chesapeake Bay. (AR)
May 20, 1851 - NC&F steamer Ohio running northbound
struck amidships by steamboat Commodore Stockton off Greenwich Point; run on a
shoal below Kaighns Point, but then slides off and sinks in channel before all
passengers could be taken off; two drowned; boat later raised and repaired.
(Scharf, PWB MB)
June 24, 1851 - New Castle & Frenchtown Railroad begins
operating steamboats every other day between Philadelphia and Cape May in
competition with older lines during the summers; intermediate stop at New
Castle serves Baltimore traffic; operated under name of Citizens' Union Line.
(NB: Cape May service dates back to at least 1834)
July 25, 1851 - New Castle & Frenchtown Railroad
increases Cape May service to daily with steamers Thomas Powell and Robert
Morris; reverts to every other day in following seasons
1851 - NC&F adds new steamer General McDonald. (AR)
1851 - Last strap rail on NC&F replaced with T-rail.
(AR)
February 7, 1852 - Delaware act calls for NC&F to pay in
lieu of taxes $10,000 per year for 20 years beginning January 1, 1852; of this,
$6,500 to be paid each year by state for stock of Delaware Railroad. (PL)
March 1852 - PW&B cuts Philadelphia-Baltimore fare on
New Castle & Frenchtown line to $2.50, vs. $3.00 on all-rail line; however,
passengers prefer convenience of all-rail route and NC&F traffic drops off
dramatically despite lower fare.
April 13, 1852 -PW&B Board authorizes sale of property
at Camden & Charles Streets, Baltimore, at public auction; reports new New
York-Baltimore through ticket with Camden & Amboy Railroad on NC&F
route will go into effect when new boat is put on and $5.00 fare. (MB)
September 14, 1852 - New Castle & Frenchtown sells steamer
George Washington, formerly used between Frenchtown and Baltimore, to Mr.
Peters of Baltimore. (MB)
October 14, 1852 - New Castle & Frenchtown orders
steamboat Ohio sent to be relief boat for Susquehanna River train ferry. (MB)
November 30, 1852 - Last run of New Castle & Frenchtown
steamboat service between Philadelphia and New Castle; run was covered in
summer by Cape May boat until Aug. 1855, but without direct train connections
for Frenchtown. (MB)
December 23, 1852 - New Castle & Wilmington Railroad
opens between Wilmington and New Castle; controlled by PW&B and linking it
with NC&F and Delaware Railroad; operated by PW&B under agreement of
Dec. 21. (newspaper, Val)
1852 - PW&B builds turntable and roundhouse at New
Castle for NC&F and New Castle & Wilmington Railroad. (AR)
February 24, 1853 - Supplement to charter of Delaware
Railroad permits extension north to connect with New Castle & Frenchtown
instead of by steamboat from Dona Landing, thus making it attractive to
Philadelphia investors. (PL)
February 28, 1853 - Delaware act permits PW&B and
NC&F to guarantee bonds of Delaware Railroad. (PL)
April 4, 1853 - NC&F resumes Frenchtown-Baltimore
steamboat service for season, but uses all-rail route to New Castle instead of
steamboat on Delaware River. (MB)
June? 1853 - NC&F resumes summer excursion service
between Philadelphia, New Castle and Cape May with steamboats Thomas Powell and
Gen. McDonald. (MB)
August 17, 1853 - NC&F Board reports that Cape May
business is very profitable this season and should run again in 1854. (MB)
October 22, 1853 - Boiler of NC&F steamboat Ohio gives
way, causing suspension of service between Frenchtown and Baltimore. (MB)
November 8, 1853 - Steamboat Thomas Powell restores NC&F
service between Frenchtown and Baltimore. (MB)
January 12, 1854 - Delaware Railroad stockholders authorize
change of line to run north-south and connect with NC&F. (AR)
February 1, 1854 - Delaware Railroad contracts with
PW&B, New Castle & Wilmington, and New Castle & Frenchtown for operation
of through route and abandons proposed connection with steamboats at Dona
Landing. (AR)
March 14, 1854 - NC&F Board reports Harlan &
Hollingsworth to place boiler of steamboat Robert Morris into hull of Ohio and
supply new boilers for Robert Morris. (MB)
April 13, 1855 - NC&F Board authorizes selling all
steamboats except one to be used between Baltimore and Frenchtown. (MB)
May 15, 1855 - Andrew C. Gray elected Pres. of NC&F,
replacing James Booth, deceased. (MB)
August 4, 1855 - NC&F steamer General McDonald on an
excursion charter to Cape May leaving Philadelphia at 8:00 PM collides with
schooner A.G. Pease anchored off the Lazaretto (Tinicum); bowsprit of schooner
slices open the right side of the McDonald, spilling many passengers into the water;
8 drowned; Sun is dispatched to rescue passengers and tow General McDonald to
Wilmington. (NrthAm, Scharf)
August 24, 1855 - NC&F Board reports sale of steamboats
Ohio and Thomas Powell to parties in New York; reports will not continue Cape
May service another year unless are unable to sell steamboat General McDonald.
(MB)
August 29, 1855 - Steamer Gen. McDonald makes last run from
Cape May to New Castle and Philadelphia on NC&F line; service operated by
others in 1856 season. (newspaper tt)
March 10, 1856 - Maryland act authorizes New Castle &
Frenchtown to abandon line between Rodney and Frenchtown; may use the materials
to build the Elkton & Sassafras River Railroad. (PL, Val)
May 20, 1856 - NC&F Board reports sale of last steamboat
General McDonald, formerly used Philadelphia-New Castle-Cape May run, and 100
shares of Cape Island Turnpike Company for $27,000; summer-only service is
continued by Capts. Wilmon Whilldin and Calvin Taggart. (MB, )
August 1, 1856 - PW&B contracts operation and
maintenance at fixed rate per mile to company of A.J. Barrett, George Stearns,
Jr., William Stearns and Henry F. Kenney; contracts operation of NC&F,
Wilmington & New Castle Railroad and Delaware Railroad to Andrew C. Gray;
Southwark Railroad to William Windle. (MB)
August 30, 1856 - Last run of New Castle & Frenchtown
steamboat service between Baltimore and Frenchtown; all rail service
discontinued west of Delaware Jct. (Rodney). (newspaper tt.)
1856 - PW&B discontinues Cape May steamboat line and
sells all but one NC&F boat; still hasn't sold depot property at 11th &
Market Streets. (AR)
1856 - NC&F traffic no longer pays expenses. (AR)
March 4, 1857 - Delaware act authorizes abandonment of the
old New Castle & Frenchtown Railroad main line between Rodney, Del., and Frenchtown.
(PL)
December 16, 1857 - PW&B Board votes $5 per month
pension to "colored man Richard", now 76, a pilot on NC&F for
nearly 50 years; reports has established new through tickets to Charleston and
Havana via Wilmington, N.C. (MB, AR)
1857 - Portion of New Castle & Frenchtown Railroad
between New Castle and Rodney relaid with T-rail. (AR)
March 28, 1859 - Delaware Railroad Board appoints a
committee to accept proposals for extending the road south to the Maryland
state line using rail removed from the NC&F and stored at Delaware Jct.;
appoint Edmund Quincy Sewall (1828-1908) Chief Engineer; authorizes $1,500 to
procure a boat line between Seaford and Norfolk via the Nanticoke River. (MB)
April 21, 1859 - New Castle & Frenchtown Board approves
sale of rail removed from old line between Rodney, Del., and Frenchtown, Md. in
1857; proceeds to be invested in stock of Delaware Railroad. (MB)
May 21, 1859 - Edmund Q. Sewall, Jr., Chief Engineer,
reports to Jacob Tome and J. J. Heckert of Port Deposit on a survey for a
connection from the Washington & Maryland Line Railroad through Elkton and
over to the old roadbed of the NC&F, thence to New Castle, where an
ice-free coal depot is to be established for coal from the Wyoming Valley. (Rept)
December 20, 1859 - Delaware Railroad completed to Delmar,
using rails removed from the abandoned portion of the New Castle &
Frenchtown. (Hayman - or 12/19!!)
December 29, 1859 - Tench F. Tilghman reports to Samuel M.
Harrington, et al., on the survey for a railroad from Harrington to Denton on
the Choptank River, connecting with steamboats for Baltimore; by extending the
line from Denton to Queenstown and connecting with the Junction &
Breakwater Railroad, it can form part of a through railroad and steamboat line
between Baltimore and Cape May; since the New Castle & Frenchtown has
removed the western part of its railroad, the trip by a roundabout route now
takes 7:30. (Rept)
1859 - PW&B begins conducting comparisons of wood and
coal-burning locomotives; coal-burning locomotives with Dimpfel boilers are
Daniel Webster, Henry Clay, George Washington and John E. Thayer; woodburning
locomotive Christiana altered by New Castle Manufacturing Company; another New
Castle locomotive Morris is rebuilt on Bullock's plan. (AR)
1859 - J.A. Sheaff, Chief Engineer, reports on survey for
the Washington & Maryland Line Railroad; plan is to develop a route for
Pennsylvania coal to a port at New Castle, Del.; nothing done until after the
Civil War. (Rept)
1859 - PW&B sells steamboat Pioneer of NC&F. (AR)
1862 - PW&B agrees to build coal pier for the Reading at
New Castle, Del., where the river never freezes over; coal to be interchanged
via Junction Railroad.
June 10, 1863 - Gen. Darius N. Couch is to organize
Pennsylvania and New York militia units for the defense of Pennsylvania;
earthworks designed by Couch’s staff are built on the west bank opposite
Harrisburg by PRR engineer John A. Wilson, who is commissioned a Captain in the
Pennsylvania militia; similar earthworks and blockhouses are built to protect
the west ends of the Rockville and Dauphin Bridges by PRR men under Resident
Engineer Joseph M. Wilson; explosive charges are also fixed on the westernmost
two spans of each bridge as a last resort; Chief Engineer William Hasell Wilson
is commissioned a Major on Gen. Couch’s staff; the panic caused by the invasion
delays the completion of the Junction Railroad at Philadelphia and stops the
Reading from building its coal pier at New Castle, Del. (WHWilson, Rdg AR)
March 9, 1864 - PW&B and Reading sign contract to build
a deep-water, all-year coal pier at New Castle, Del. (Rdg)
October 28, 1864 - Delaware act authorizes $3,500 per year
from NC&F tax be used for subscription to Junction & Breakwater
Railroad. (PL, Digest)
December 1864 - PW&B completes a coal pier for the
Reading at New Castle, Del. (ARJ, Rdg AR)
June 29, 1866 - Steamer Samuel M. Felton built by Reany, Son
& Archbold of Chester for PW&B begins summer excursion service between
Philadelphia (Chestnut St.), Wilmington, New Castle and Cape May three times a
week; connects for Baltimore passengers at New Castle. (Stanton, BaltAm)
March 7, 1867 - Elkton & Delaware Junction Railroad
incorporated in Maryland by Jacob Tome, Columbus O’Donnell, Enoch Pratt, et
al., to build from Elkton towards the New Castle & Frenchtown or Delaware
Railroads. (PL)
June 23, 1868 - Kent County Railroad Board again fixes its
terminus at Townsends, the New Castle & Frenchtown Railroad having
forbidden a connection with the Delaware Railroad at Middletown. (MB)
July 2, 1868 - PW&B resumes summer-only Philadelphia-New
Castle-Cape May excursion service with steamer Lady of the Lake. (BaltAm)
July 2, 1870 - PW&B summer-only, tri-weekly excursion
service Philadelphia-New Castle-Cape May resumes with steamer Arrowsmith
replacing Lady of the Lake used in 1868 and 1869 seasons. (BaltAm)
May 1, 1871 - On the Delaware Railroad, New Castle Jct.
renamed Delaware Jct.; Delaware Jct. renamed Rodney; St. Georges renamed
Kirkwood; Willow Grove renamed Woodside. (USRR&MR)
June 30, 1874 - PW&B begins running summer service three
times a week between Baltimore and Cape May, either connecting with steamboat
Sue at New Castle or by ferry connection to West Jersey Railroad at Camden.
(BaltAm)
December 31, 1875 - West Jersey Railroad Board approves
lease of ASea Breeze House@ to Doughty & Lamb and cancels rent due for 1875
season; orders construction of track pans so can operate non-stop to Cape May
next season; orders two new locomotives and six passenger cars; new passenger
depot on Ocean Drive at Cape May; recommends operating PRR steamboat Robert F.
Stockton Philadelphia-New Castle-Cape May for 1876 season; J.N Du Barry elected
a director, replacing S.M. Felton, resigned. (MB)
June 29, 1876 - PW&B resumes tri-weekly, summer-only
Philadelphia-New Castle-Cape May excursion service with PRR steamer Richard
Stockton; last trip Sep. 1. (BaltAm)
March 28, 1877 - PW&B arranges an agreement to merge the
New Castle & Wilmington Railroad and New Castle & Frenchtown Turnpike
& Railroad Company (NC&F) into the PW&B. (Val)
May 15, 1877 - New Castle & Wilmington Railroad and New
Castle & Frenchtown Turnpike & Railroad Company (NC&F) merged into
PW&B under agreement of March 28, 1877. (Val)
May 17, 1877 - Ex-Pres. Grant embarks on round-the-world
tour on American Line steamship Indiana; boards off New Castle to avoid crush
at Philadelphia pier. (PubLdgr, Flayhart)
May 25, 1877 - West Jersey Railroad Board authorizes
operation of Philadelphia-New Castle-Cape May steamboat this season. (MB)
July 3, 1877 - PW&B resumes tri-weekly, summer-only
Philadelphia-New Castle-Cape May excursion service with steamer Keyport instead
of Richard Stockton; last trip Aug. 31. (BaltAm)
Source: "PRR Chronology," by Christopher T. Baer, PRR Technical & Historical Society.
"Rails Along the Chesapeake," John C. Hayman, Marvadel Publishers, 1979.
