Delaware, Maryland and Virginia Railway Company 1883 - 1956

 

DM&V Line between Harrington, DE & Chincoteague, VA from 1926

Delaware, Maryland & Virginia Railway Company 1883 - 1956

May 31, 1883 - Junction & Breakwater, Breakwater & Frankford and Worcester Railroads merged to form Delaware, Maryland & Virginia Railroad under agreement of May 8, 1883, and acts of Del. (Mar. 20, 1877), Virginia (Apr. 2, 1877) and Maryland (May 3, 1882); controlled by Old Dominion Steamship Company; N. L. McCready, Pres. (Val, Digest, C&C)

July 17, 1883 - Delaware, Maryland & Virginia Railroad Executive Committee orders surveys for an enlarged terminal at Lewes, Del.; includes new spur to the iron government pier with two new piers between it and the existing DM&V pier; the iron pier is to be used for merchandise and the old wooden DM&V pier for lumber, wood and coal. (MB)

1883 - Delaware, Maryland & Virginia Railroad completes the replacement of iron rails with steel on the old Junction & Breakwater Railroad. (MB)

March 18, 1891 - PW&B agrees to assume State of Delaware mortgage on Delaware, Maryland & Virginia Railroad system of $600,000. (RyW)

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

1893 - Delaware, Maryland & Virginia Railroad replaces the steamboat Widgeon on the Franklin City-Chincoteague ferry with the Little Agnes for passengers and the Chincoteague for freight. (Keystone)

February 1, 1894 - PW&B sells steamboat Chincoteague to Delaware, Maryland & Virginia Railroad; used in Franklin City-Chincoteague service. (MB)

January 23, 1895 - Delaware, Maryland & Virginia Railroad files suit in Delaware Court of Chancery against the U.S. Government’s appropriation of land for a canal between Delaware Bay and Assawoman Bay inland of Rehoboth Beach, part of the Intracoastal Waterway. (MB)

November 12, 1897 - Queen Anne's Railroad contracts with PRR for a connection at Lewes, Del., and for the use of the Delaware, Maryland & Virginia Railway line between Lewes and Rehoboth. (MB - DM&V MB implies trackage rights not granted, only a connection)

April 14, 1898 - Delaware, Maryland & Virginia Railroad begins 1.5-mile extension to government iron pier at Lewes, Del. (RRGaz)

June 22, 1899 - Henry F. Kenney elected Pres. of Delaware, Maryland & Virginia Railroad, replacing Frank Thomson, deceased. (MB)

October 7, 1899 - Delaware, Maryland & Virginia Railroad grants Queen Anne’s Railroad trackage rights between Lewes and Rehoboth Beach with permission to run only three round trips of passenger trains. (MB)

May 31, 1905 - Delaware, Maryland & Virginia Railroad Board authorizes a new coal wharf at Georgetown, Del., and new combined stations at Stockley and Berlin. (MB)

January 1, 1906 - Maryland, Delaware & Virginia Railway obtains trackage rights over Delaware, Maryland & Virginia Railroad between Lewes and Rehoboth Beach. (MB, Val)

1914 - Maryland, Delaware & Virginia Railway builds new connection to Delaware, Maryland & Virginia Rail__ at Lewes, Del., rather than build government-mandated swing draw over intracoastal waterway. (AR)

July 14, 1930 - Group of 75 farmers from Delaware, Maryland and Virginia arrive at Penn Station for two-day tour of markets and food terminals in New York. (NYT)

September 27, 1933 - PRR Board authorizes $516,207 for air conditioning cars for east-west trains; extending Platform No. 6 at Penn Station for 19-car trains; orders the Delaware, Maryland & Virginia Railroad to purchase the Maryland & Delaware Seacoast Railroad between Ellendale and Milton (8.5 miles) for $10,000 and rescinds authorization for the purchase of Maryland & Delaware Seacoast Railroad shares. (MB)

August 16, 1934 - ICC authorizes Maryland & Delaware Seacoast Railroad to abandon its entire line between West Denton and Lewes and sell 1.05 miles between Denton and West Denton to the Baltimore & Eastern Railroad and the section between Ellendale and Milton to the Delaware, Maryland & Virginia Railroad. (ICC, BdF)

January 8, 1935 - Bankrupt Maryland & Delaware Seacoast Railroad sells former Maryland, Delaware & Virginia Railway line between West Denton (Denton Jct.) and Denton, Md., (1.05 miles) to the Baltimore & Eastern Railroad and the portion between Ellendale and Milton, Del., to Delaware, Maryland & Virginia Railroad; Milton-Lewes and Ellendale-Greenwood portions abandoned; Denton-Greenwood remains in service until B&E can rebuild the Choptank River bridge and reestablish connection at West Denton. (C&C, BdF)

October 28, 1939 - Delaware, Maryland & Virginia Railroad agrees with Rehoboth, Del., to remove the track in Rehoboth Avenue from the west side of the canal to the Boardwalk and to build a new freight station west of the canal; track was no longer needed because of the discontinuance of passenger service. (MB)

June 17, 1955 - Delaware, Maryland & Virginia Railroad Board approves applying to ICC to abandon line from the Maryland state line to Franklin City, Va., 1.03 miles. (MB)

June 22, 1955 - PRR Board agrees to foreclose the Delaware, Maryland & Virginia Railroad and transfer its property to the PB&W. (MB)

January 31, 1956 - Elmira & Lake Ontario Railroad Company merged into Northern Central Railway Company; Delaware, Maryland & Virginia Railroad merged into PB&W under agreement of September 28, 1955. (MB)

February 29, 1956 - PB&W Board authorizes applying to abandon 2.33 miles of the Newark & Delaware City Branch between Reybold and Delaware City, and 1.03 miles of the former Delaware, Maryland & Virginia Railroad between the Maryland state line and Franklin City, Va. (MB)

October 8, 1956 - PB&W Board authorizes the abandonment of the former Delaware, Maryland & Virginia Railroad from Snow Hill, Md., to the Virginia state line; approve the sale of the stock of the Terre Haute & Peoria Railroad to the PRR. (MB)

Source: "PRR Chronology," by Christopher T. Baer, PRR Technical & Historical Society.

"Rails Along the Chesapeake," John C. Hayman, Marvadel Publishers, 1979.

Baltimore, Chesapeake and Atlantic Railway Company 1894 - 1928

 

BC&A System Map in June 1930

Baltimore, Chesapeake & Atlantic Railway Company 1894 - 1928

July 6, 1837 - Willard Thomson (1837-1917), founder of Eastern Shore Steamboat Company and VP of Baltimore, Chesapeake & Atlantic Railway, born at Southport, Maine. (MB - obit)

October 13, 1840 - Future Baltimore, Chesapeake & Atlantic Railway Pres. John Ennis Searles (1840-1908) born at Bedford, Westchester County, N.Y., the son of a Methodist minister of the same name. (NYT)

November 7, 1866 - Steamer City of Norfolk arrives at Norfolk on first overnight run from Crisfield; through line established between Philadelphia, Crisfield and Norfolk connecting with Seaboard & Roanoke Railroad for points south (Wilm. paper); Willard Thomson (1837-1917), future General Manager of Baltimore, Chesapeake & Atlantic Railway, named Captain of City of Norfolk. (MB)

May 1891 - Future Baltimore, Chesapeake & Atlantic Railway Pres. Turnbull Murdoch (1869-1927) becomes clerk to the receiver of the Baltimore & Eastern Shore Railroad. (PRRBio)

August 30, 1894 - Baltimore, Chesapeake & Atlantic Railway incorporated as reorganization of Baltimore & Eastern Shore Railroad; John E. Searles, Secretary of the American Sugar Refining Company (aka the “Sugar Trust”), elected Pres.; other major directors are William F. Havemeyer of the Bank of North America, J.S. Ricker of Portland, Maine, Pres. of the Baltimore & Annapolis Short Line, and Nicholas P. Bond of the Baltimore house of Morrison, Nuuikhuysen & Bond; acquires property of Baltimore & Eastern Shore for $1.5 million in preferred stock and $1 million common. (MB, Val, RyW)

August 31, 1894 - Baltimore, Chesapeake & Atlantic Railway acquires stocks of Maryland Steamboat Company of Baltimore City, Choptank Steamboat Company of Baltimore City and Eastern Shore Steamboat Company of Baltimore City for $1.25 million in bonds; includes boats Cambridge, Avalon, Ida, Chowan, Joppa, Tivoli, Enoch Pratt, Kent, Tred Avon, Choptank, Pocomoke, Eastern Shore, Tangier, Maggie and Helen. (MB)

September 1, 1894 - Willard Thomson (1837-1917) named General Manager of Baltimore, Chesapeake & Atlantic Railway, Albert J. Benjamin Superintendent of Railway Division. (MB)

October 20, 1894 - Baltimore & Eastern Shore Railroad Company property deeded to Baltimore, Chesapeake & Atlantic Railway Company. (B&K)

October 20, 1894 - Maryland Steamboat Company and Eastern Shore Steamboat Company, operating steamboat lines between Baltimore and Eastern Shore points, deed all property to Baltimore, Chesapeake & Atlantic Railway. (memo)

December 1, 1894 - Baltimore, Chesapeake & Atlantic Railway Company begins operation of property of former Baltimore & Eastern Shore Railroad and steamboat lines. (GO, Guide)

May 1, 1895 - Bay Ridge & Annapolis Railroad, running from Short Line Jct. to dock at Bay Ridge, becomes part of B&O system; is to form link with Baltimore & Eastern Shore Railroad/BC&A. (B&O AR)

1895 - Baltimore, Chesapeake & Atlantic Railway repaints passenger cars from light green to Tuscan red; steamer Cambridge rebuilt from night boat to day boat for Baltimore-Claiborne ferry. (AR)

April 1896 - Grover renamed Willards on Baltimore, Chesapeake & Atlantic Railway; Leacock renamed Leola on Downingtown & Lancaster Branch. (Guide)

April 26, 1897 - John S. Wilson (1832-1911) is to be Pres. of the Baltimore, Chesapeake & Atlantic Railway, replacing John E. Searles, who is to remain Chairman. (NYT)

May 17, 1897 - John S. Wilson, former Freight Traffic Manager of PRR, elected Pres. of Baltimore, Chesapeake & Atlantic Railway; John E. Searles to Board Chairman. (RRGaz, circ)

October 13, 1898 - Baltimore, Chesapeake & Atlantic Railway authorizes building a pedestrian bridge over Light Street at Pier 3½; authorizes the purchase of the Sinepuxent Bridge from the Ocean City Bridge Company on the expiration of the lease. (MB, Burgess)

September 4, 1899 - Baltimore, Chesapeake & Atlantic Railway Pres. John S. Wilson confirms reports that the PRR has purchased a controlling interest from John E. Searles of New York and Scott & Co. of Wilmington for $2.25 million; Searles, who had wanted a 30-year tax exemption, sold after an adverse decision of Baltimore Tax Court; road has never paid a dividend. (RyW, NYT)

September 12, 1899 - Finance committee reports that it has acquired the Baltimore, Chesapeake & Atlantic Railway recently for $952,000; done to maintain monopoly of transportation on Delmarva Peninsula. (MB - Vexler has acq. 9/4)

September 20, 1899 - PW&B Board authorizes purchase of BC&A Railway stock. (MB)

October 13, 1899 - Samuel Rea and John P. Green, first PRR directors, elected to Board of Baltimore, Chesapeake & Atlantic Railway. (MB - check)

November 1, 1899 - PRR takes control of Baltimore, Chesapeake & Atlantic Railway and elects full PRR/PW&B Board; Sutherland M. Prevost Pres. and Willard Thomson, only holdover from old Board, named VP & General Manager; NYP&N takes 5,000 shares common, and 3,000 shares preferred stock. (MB, AR)

June 15, 1900 - Baltimore, Chesapeake & Atlantic Railway executes a new five-year lease of the Ocean City Bridge Company for $250 per year without tolls. (MB)

1900 - Baltimore, Chesapeake & Atlantic Railway sells the steamboat Kent to Washington, D.C., interests. (Burgess)

March 1, 1901 - Baltimore, Chesapeake & Atlantic Railway assumes operation of former Wheeler Transportation Line of steamers to Choptank River points and to Waymans on the Tuckahoe River. (WEJ - note sale was 4/1 - WEJ says sale was 2/12, may have been rumor - NYT dispatch 3/3 says BC&A has made bid, Burgess says only 1901)

March 5, 1901 - Former Baltimore, Chesapeake & Atlantic Railway Pres. John E. Searles fails and makes an assignment with debts over $1 million; he also resigns as Pres. of the American Cotton Company; he is later able to rebuild part of his fortune. (NYT)

April 1, 1901 - Baltimore, Chesapeake & Atlantic Railway purchases Wheeler Transportation Line from executors of Wheeler Estate for $79,000; Estate had tried to sell business for $200,000; includes vessels Easton, Chesapeake and Minnie Wheeler and wharves; at same time, BC&A buys Pier 5 Light Street, formerly used by Wheeler Line. (MB - see above)

December 5, 1901 - Baltimore, Chesapeake & Atlantic Railway contracts with Harlan & Hollingsworth for steel sidewheeler Maryland for Pocomoke River service. (MB)

1901 - Baltimore, Chesapeake & Atlantic Railway sells the steamboat Easton to the H.W. Williams Transportation Company for use between South Haven, Mich., and Chicago. (Burgess)

January 1, 1902 - Baltimore, Chesapeake & Atlantic Railway leases rights to the Crisfield, Md., wharf from the NYP&N for its steamboats. (MB)

May 23, 1902 - Baltimore, Chesapeake & Atlantic Railway steamboat Maryland launched at the Harlan & Hollingsworth yard at Wilmington, Del., for Pocomoke River service. (BethStl, Burgess)

October 9, 1902 - Baltimore, Chesapeake & Atlantic Railway Pres. Sutherland M. Prevost reports the sale of the ex-Wheeler Line steamboat Easton to the H.W. Williams Transportation Line of South Haven, Mich. (MB)

October 16, 1902 - Baltimore, Chesapeake & Atlantic Railway contracts with the Maryland Steel Company of Baltimore County at Sparrows Point for the Virginia, a sister ship to the Maryland of 1902. (MB, Burgess)

April 9, 1903 - Baltimore, Chesapeake & Atlantic Railway Board reports sale of the steamboat Nanticoke to the Albemarle Steam Navigation Company. (MB, Burgess)

April 26, 1903 - Baltimore, Chesapeake & Atlantic Railway begins daily year-round service to Ocean City, Md.; previously ran only twice a week east of Berlin in off season. (Guide)

1903 - Steamboat Virginia built by the Maryland Steel Company for the Baltimore, Chesapeake & Atlantic Railway to replace the Tivoli on the Wicomico River line. (Burgess - verify BethStl)

1903 - Baltimore, Chesapeake & Atlantic Railway sells the steamboat Nanticoke to the Albemarle Steam Navigation Company. (Burgess)

January 1, 1904 - BC&A sells steamer Ida to Saugerties & New York Steamboat Company. (MB)

August 9, 1904 - BC&A agrees with Baltimore Transfer Company for transfer of freight and baggage between its steamboat piers and PRR stations in Baltimore. (MB)

November 21, 1904 - Baltimore, Chesapeake & Atlantic Railway appoints Thomas Benton Chief Engineer of Floating Equipment. (MB)

December 29, 1904 - Henry P. Scott of Scott & Co., bankers, and Nicholas B. Bond inform BC&A that they have purchased all the stocks of the Weems Steamboat Company of Baltimore City and the Chester River Steamboat Company of Baltimore City and all the First Mortgage bonds of the Queen Anne's Railroad; are to be reorganized as the Maryland, Delaware & Virginia Railway; offer BC&A all $1.5 million common stock and $300,000 of preferred in return for guarantee of bond interest; report notes Weems Line in good shape with 5 of 10 steamers less than 5 years old; Chester River owns 4 older steamers. (MB)

January 3, 1905 - Weems Steamboat Company of Baltimore City, Chester River Steamboat Company of Baltimore City, and Queen Anne's Railroad Company acquired by a syndicate for purpose of control in interest of PRR; the Weems sisters receive $1.03 million for the properties and 10 steamboats. (Holly has this as closing date at which properties transferred or date of re-enrollment of vessels - BC&A MB says in 12/1904!)

January 26, 1905 - BC&A stockholders approve guarantee of bonds of MD&V. (MB)

January 30, 1905 - Maryland, Delaware & Virginia Railway Companies of Md. and Del. consolidated as reorganization of Queen Anne's Railroad Company; last independent railroad on Eastern Shore comes under PRR control; stock owned and bonds guaranteed by Baltimore, Chesapeake & Atlantic Railway; PRR discontinues summer Lewes-Cape May ferry, which competes with its own all-rail route; reorganization is effective Feb. 1; MD&V placed under same officers as BC&A, which owns all common and one half preferred stock of MD&V. (AR, Val, C&C)

February 1, 1905 - Maryland, Delaware & Virginia Railway absorbs Chester River Steamboat Company of Baltimore City, which becomes its Chester River Line (to Crumpton), and Weems Steamboat Company of Baltimore City, which becomes its Patuxent (to Bristol), Potomac (to Washington) and Rappahannock River (Fredericksburg & Norfolk) Lines; A.J. Benjamin of BC&A named Superintendent of Railway and Freight & Passenger Agent; T.A. Joynes Superintendent of Steamboat Lines; Willard Thomson Vice Pres. & General Manager. (AR - note this was sale of assets, not merger)

February 1, 1905 - PRR discontinues summer Lewes-Cape May ferry, which competes with its own all-rail route.

March 15, 1905 - Turnbull Murdoch (1869-1927) named General Freight & Passenger Agent of BC&A Railway and MD&V Railway. (MB - PRRBio says for BC&A since 1899?)

June 15, 1905 - Baltimore, Chesapeake & Atlantic Railway renews five-year lease of Ocean City Bridge Company. (MB)

October 1, 1906 - Masters, Mates & Pilots union strikes the Baltimore, Chesapeake & Atlantic Railway and Maryland, Delaware & Virginia Railway steamer lines out of Baltimore for a 50% increase; four routes are maintained for the duration of the strike: Claiborne with Tred Avon and later Cambridge; Wicomico River with Virginia; Pocomoke River with Maryland; Choptank River with Avalon. (Burgess)

October 11, 1906 - Albert J. Benjamin ( -1906), Superintendent of the Baltimore, Chesapeake & Atlantic Railway, Railway Division, dies. (MB)

October 13, 1906 - Baltimore, Chesapeake & Atlantic Railway/Maryland, Delaware & Virginia Railway steamboat strike ends after the companies grant the increase, and the captains remain in the union. (Burgess)

January 1, 1907 - A.H. Seth named Assistant to General Manager of BC&A and MD&V; W.U. Polk named Superintendent of Railway Division, replacing A.H. Benjamin, deceased. (MB)

Summer 1907 - BC&A purchases steamer Old Point Comfort from NYP&N for potato business. (MB)

July 1, 1907 - T.A. Joynes, Superintendent of Steamers for BC&A and MD&V, resigns, and his duties given to VP & General Manager Willard Thomson. (MB)

August 16, 1907 - NYP&N sells passenger steamer Old Point Comfort to Baltimore, Chesapeake & Atlantic Railway; Maryland and Pennsylvania hold down ferry with New York as relief boat (Mason); BC&A buys light-draft steamer Old Point Comfort for potato trade. (AR)

December 17, 1907 - BC&A Board approves purchase of steamer Neuse from Norfolk Southern Railway. (MB)

June 15, 1908 - Baltimore, Chesapeake & Atlantic Railway agrees to use bridge of Ocean City Bridge Company free of toll in return for maintenance.

1908 - Baltimore, Chesapeake & Atlantic Railway extends branch of Tuckahoe Division of Choptank River Line up to Trappe, Md. (AR)

1908 - Baltimore, Chesapeake & Atlantic Railway buys steamer Neuse from Norfolk Southern Railway. (AR)

March 28, 1911 - Baltimore, Chesapeake & Atlantic Railway places former Norfolk Southern Railway steamer Neuse in service on Piankatank River Line after lengthening by nine feet and renaming Piankatank. (AR)

January 19, 1912 - BC&A Board authorizes sale of four old steamboats and purchase of two new ones. (MB)

November 1912 - Baltimore, Chesapeake & Atlantic Railway places new steamers Dorchester and Talbot in service on Choptank River Line. (AR)

February 1, 1913 - Baltimore, Chesapeake & Atlantic Railway dismantles and sells relief and freight boat Maggie. (AR)

1913 - Baltimore, Chesapeake & Atlantic Railway installs block signals. (AR)

January 22, 1915 - Baltimore, Chesapeake & Atlantic Railway steamer Maryland burns while northbound off the mouth of the Magothy River; no loss of life; vessel is not rebuilt because of poor traffic conditions and impending threat of Panama Canal Act. (AR)

February 11, 1915 - BC&A Board asks Pres. to report on possible abandonment of boat lines under Panama Canal Act. (MB)

July 30, 1915 - ICC rules on PRR ownership of Chesapeake Bay steamboat lines of Maryland, Delaware & Virginia Railway and Baltimore, Chesapeake & Atlantic Railway under Panama Canal Act; finds Love Point and Claiborne lines are extension of rail operations; Western Shore lines are not in violation of Panama Canal Act, but ownership of other Eastern Shore lines is not in public interest and must be sold by April 1, 1916. (AR, memo)

November 26, 1915 - Baltimore, Chesapeake & Atlantic Railway steamer Tivoli destroyed by fire while southbound to Crisfield off south end of Kent Island; five killed, including young son and daughter of Capt. Richard Heward, who were traveling with him because of Thanksgiving. (MB, Mason).

December 27, 1915 - BC&A/MD&V Railway committee reports on status of steamboats; recommends discontinuing all lines except Love Point if can sell boats for at least $1.3 million. (MB)

1915 - ICC orders Baltimore, Chesapeake & Atlantic Railway to discontinue its steamer operations and Maryland, Delaware & Virginia Railway to discontinue its Chester River Line effective Apr. 1, 1916.

1915 - Baltimore, Chesapeake & Atlantic Railway cuts Occohannock Line from Rues to Shields. (AR)

1915 - Baltimore, Chesapeake & Atlantic Railway cuts Tuckahoe River Line from Waymans to Cowards. (AR)

March 15, 1916 - Industrial Corporation of Baltimore City declines to meet PRR's price of $2 million for Chesapeake Bay steamboat operation as earnings do not justify price; preferred stockholders of MD&V have filed for foreclosure, which PRR interests will oppose. (MB)

March 23, 1916 - BC&A committee recommends disposal of Chesapeake Bay boats except for Claiborne ferry and Piankatank River Line; Board agrees to seek extension of deadline for sale to January 1, 1917. (MB)

March 1916 - Baltimore shippers petition ICC to permit MD&V and BC&A to continue to operate Chesapeake Bay steamboat lines. (MB)

April 1, 1916 - ICC orders the sale of PRR ownership of the Chesapeake Bay steamboat lines of Maryland, Delaware & Virginia Railway and Baltimore, Chesapeake & Atlantic Railway under Panama Canal Act because it is not in the public’s interest. (AR, memo)

April 17, 1916 - Baltimore, Chesapeake & Atlantic Railway sells steamers Enoch Pratt and Helen. (AR)

May 29, 1916 - Lewes & Baltimore RPO cut to Lewes & Love Point RPO. (Kay

May 1, 1916 - BC&A sells steamboats Chesapeake, Enoch Pratt, Helen and Minnie Wheeler for scrap. (MB)

June 15, 1916 - BC&A charters gasoline boat Evadna from Charles Hopkins. (MB)

1916 - On petitions of local residents, ICC reopens case ordering PRR to cease operating steamboats between Baltimore and the Eastern Shore under the Panama Canal Act and grants extensions; no alternate operators had come forward and railroads were unsuccessful in attempts to sell boats. (AR)

1916 - Maryland, Delaware & Virginia Railway defaults on interest payments; deficiency made up by Baltimore, Chesapeake & Atlantic Railway. (AR)

January 1, 1917 - BC&A committee’s March 23, 1916, extension of deadline for sale of Chesapeake Bay boats except for Claiborne ferry and Piankatank River Line. (MB)

April 17, 1917 - Willard Thomson (1837-1917), VP & General Manager of Maryland, Delaware & Virginia Railway and Baltimore, Chesapeake & Atlantic Railway, dies. (MB)

June 15, 1917 - BC&A agrees with Atlantic Transport Company of W.Va. for furnishing tug and six covered barges for use between Crisfield and Onancock, Pungoteague and Nandua Creeks; charters gasoline boat Somerset from S. Irwin Austin. (MB)

July 1, 1917 - Turnbull Murdoch named General Manager of Baltimore, Chesapeake & Atlantic Railway; A.H. Seth named Superintendent of Steamer Lines. (AR)

July 6, 1917 - Turnbull Murdoch elected VP of Baltimore, Chesapeake & Atlantic Railway as well as General Manager. (AR)

September 19, 1917 - BC&A contracts with Baltimore Transfer Company for truck service between piers and PRR stations in Baltimore. (MB)

June 1, 1918 - MD&V and BC&A Railway uses Atlantic Transport Company for lighterage in Baltimore harbor. (MB)

August 2, 1918 - BC&A and MD&V inform USRA Regional Director C.H. Markham that income based on three-year test period is insufficient to meet their expenses. (MB)

August 13, 1918 - USRA Regional Director C.H. Markham writes that BC&A and MD&V are not under USRA control, leaving them to face inflating costs alone; PRR refuses to make further advances, creating a crisis for these lines. (MB)

January 10, 1919 - Turnbull Murdoch named Federal Manager of Baltimore, Chesapeake & Atlantic Railway and Maryland, Delaware & Virginia Railway under USRA; gives up corporate office of VP; both lines placed in Allegheny Region. (AR)

March 19, 1919 - BC&A stockholders approve draft agreement with USRA covering operation. (MB)

March 27, 1919 - MD&V Railway stockholders approve draft agreement with USRA covering compensation. (MB)

1919 - Baltimore, Chesapeake & Atlantic Railway cuts service on Occohannock Line from Shields to Morleys. (AR)

1919 - Baltimore, Chesapeake & Atlantic Railway discontinues Tuckahoe River Line, including Trappe Creek branch. (AR)

February 11, 1920 - Special Committee on Organization reports on plan for post-USRA arrangements; believe that growth of country requires executives at places other than Philadelphia and Pittsburgh; recommend dividing whole PRR System (excluding LIRR, BC&A, MD&V) into four regions headquartered in Philadelphia, Pittsburgh, Chicago and St. Louis, each to be headed by a V.P. with a full staff of officers; recommend complete decentralization similar to divisional organization recently developed by manufacturing companies such as Du Pont and General Motors; each region to be autonomous with own Treasury, Accounting, Purchasing and Traffic officers; headquarters staff to coordinate activities as a whole; also recommend creating a central Personnel Dept. incorporating the Voluntary Relief Dept. and Pension Dept. (MB)

March 24, 1920 - Turnbull Murdoch named Pres. & General Manager of Baltimore, Chesapeake & Atlantic Railway and Maryland, Delaware & Virginia Railway, replacing W. Heyward Myers as Pres. (AR)

June 1, 1920 - MD&V and BC&A Railway contracts with Atlantic Transport Company for lighterage in Baltimore harbor for five years from July 1, 1918. (MB)

June 16, 1920 - BC&A Board approves acquisition and dissolution of subsidiary Ocean City Bridge Company, as state of Maryland has built a public road bridge to Ocean City; existing bridge to be converted to railroad use exclusively. (MB)

July 27, 1920 - Baltimore, Chesapeake & Atlantic Railway purchases property of Ocean City Bridge Company, consisting of rail-highway bridge leading to Ocean City, Md. (AR)

September 1, 1921 - Baltimore, Chesapeake & Atlantic Railway is unable to meet interest payments; PRR refuses to advance funds but does agree to buy coupons from bondholders; continues this practice for several years. (MB)

1921 - Baltimore, Chesapeake & Atlantic Railway unable to continue payment of Maryland, Delaware & Virginia Railway's interest; Delmarva traffic now goes directly by truck to various cities rather than being sent to Baltimore for redistribution; state has also granted subsidies to vehicular ferries across Chesapeake Bay. (AR)

February 17, 1922 - Baltimore, Chesapeake & Atlantic Railway Board votes to dissolve subsidiary Kirby Wharf Company, which is now abandoned. (MB)

March 1, 1922 - Baltimore, Chesapeake & Atlantic Railway defaults on interest payments. (AR)

January 8, 1924 - BC&A sells steamboat Choptank for scrap. (MB)

May 1, 1924 - BC&A contracts with Fred P. Jump for bus and truck service between Queenstown and Centreville, Md., replacing train service on Centreville Branch. (MB - date of contract 5/16)

May 14, 1924 - BC&A signs trackage rights agreement with PRR covering use of line between Queen Annes Jct. and Easton, so that Ocean City trains may be rerouted from Claiborne to Love Point. (MB)

December 12, 1924 - BC&A abandons wharves at Seaford, Travers, Md., Saxis Wharf, Va., Powells Wharf on Pocomoke River, and Double Mills Wharf on Tred Avon River. (MB)

1925 - Baltimore, Chesapeake & Atlantic Railway abandons Nanticoke River Line. (AR)

June 30, 1926 - BC&A VP A.J. County reports on financial situation; company does not earn money for either interest or dividends because of heavy truck and bus competition; PRR has refused to continue to buy coupons. (MB)

July 16, 1926 - Special PRR committee reports on future of PRR's relations with BC&A; authorizes no further payments of BC&A coupons. (MB)

September 1, 1926 - PRR refuses to pay Baltimore, Chesapeake & Atlantic Railway interest due this date, as it has done since 1921, precipitating BC&A into bankruptcy. (memo)

September 15, 1926 - PRR Board resolves to make no further purchases of BC&A Railway first mortgage bond coupons, precipitating it into bankruptcy. (MB)

April 14, 1927 - Turnbull Murdoch (1869-1927), Pres. & General Manager of Baltimore, Chesapeake & Atlantic Railway and Baltimore & Virginia Steamboat Company, dies. (AR - see below)

June 3, 1927 - BC&A sells steamboat Tangier for scrap. (MB)

August 14, 1927 - Turnbull Murdoch (1869-1927), Pres. & General Manager of BC&A and Baltimore & Virginia Steamboat Company, dies. (MB – see above)

October 24, 1927 - BC&A Board authorizes sale of Bellevue Wharf on Tred Avon River. (MB)

November 1927 - Foreclosure proceedings begin against Baltimore, Chesapeake & Atlantic Railway. (AR)

April 27, 1928 - Baltimore & Virginia Steamboat Company approves purchase of Baltimore, Chesapeake & Atlantic Railway steamer and wharf properties for $350,000; Baltimore & Eastern Railroad approves purchase of rail properties. (MB)

November 28, 1928 - Baltimore & Eastern Railroad acquires properties of former Baltimore, Chesapeake & Atlantic Railway between Claiborne and Ocean City, Md., plus Claiborne pier (and ferry?) from Trustees; other steamboats and certain docks of BC&A sold to Baltimore & Virginia Steamboat Company. (C&C)

July 1930 - ICC sets final valuation of the Baltimore, Chesapeake & Atlantic Railway at $3,167,309. (RyAge)

Source: "PRR Chronology," by Christopher T. Baer, PRR Technical & Historical Society.

"Rails Along the Chesapeake," John C. Hayman, Marvadel Publishers, 1979.

New Castle and Frenchtown Rail Road 1809 - 1877

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.

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