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THE TRANSFER TABLEThe Wilmington Chapter NRHS Official NewsletterInternet Edition

VOLUME 27 NO. 9 DECEMBER 2005

Back To Wilmington Chapter Web Site

OCTOBER 20, 2005 MEETING NOTES

     OCT. 20, 2005 MEETING NOTES At 7 PM, President Phil Snyder called the meeting to order. The minutes were approved as read by Secretary Dan Frederick. Ralph Steven's Treasurer's report was also approved as read. Nothing to report from National Director Tom Posatko. This year's Election Committee of "volunteers" led by Allan Patterson also includes Jared Downs and Len Arcus. The current ballot includes no new names, just the current officers.

    Excerpts of the October 2005 article in RAILPACE magazine on Chapter Member Bruce Barry's court appearance were read by Editor Greg Ajamian at the request of President Phil Snyder. Since the authorities could not produce any documents, guidelines, or policies restricting the taking of photographs, the case was dismissed. Joe Reed reported on a very good, two part article appearing in New Yorker magazine entitled "Coal Train." Bill Folger reported on Darby's observance of the 100th Anniversary of Transportation. Bob O'Connor's reported that his daughter, Karry Hannah, who has presented at one of our Chapter meetings appeared in pictures and articles in the Wilmington News Journal and Trains magazine.

    After a short break, those present were treated to another extraordinarily exquisite exhibition of superb scenic slides, fantastic freight cars, and lovely locomotives - mostly in central PA including Mifflin, Lewistown, Longfellow, Cresson, Gallitzen, Lilly, Cassandra, Conemaugh, Petersburg, and Warrior Ridge. Greg Ajamian was only able to get through about half of the 5 trays he brought and the crowd was so enthused, program scheduler Phil Snyder invited him back to finish the show early next year! Mr. Ajamian has accepted.

NOVEMBER 17, 2005 MEETING NOTES

    Even though this may sound familiar, at 7 PM, President Phil Snyder called the meeting to order. The minutes were approved as read by Secretary Dan Frederick. Ralph Steven's Treasurer's report was also approved as read. On behalf of the Election Committee, chairman Allan Patterson reported that no additional volunteers had stepped forward to be on the ballot and therefore the names were limited to those of the current officers. As per our by-laws and following a motion, Secretary Dan Frederick cast a single ballot for the current offices.

    We welcomed two guests from the Philadelphia Chapter and two new members; Paul & Chris Kovacs. National Director Tom Posatko had no news at that time to report.

    Chapter Member Richard Hall's book is now providing additional funds to the Chapter Treasury! After donating copies to the Hagley Museum, Wilmington Historical Society, Railroad Museum of PA, and the PRRT&HS as well as the NRHS Library and covering the printing and binding costs for all of the books produced to date, Richard handed over the first "surplus" check to Treasurer Stevens. More "surplus" donations are expected. [see the ad in this issue to help the Chapter!]

    After a short break, Frank Ferguson presented the second half of his program on "2004." We started with Iowa Traction and Iowa Northern, saw the Cedar Rapids & Iowa City (a.k.a. the Crandic), and even a 45 ton Whitcomb with side rods. We got to see the last Alco T-6 ever (built in January 1969). There were views of Kutztown, Idaho, and Ely (NV). There were beautiful views in the Columbia River Gorge, the SP&S 700 on the Montana Daylight, the East Broad Top, and even Oxford and Lincoln University. Another fantastic photographic presentation from Frank Ferguson!

CHAPTER HOLIDAY DINNER

    Chapter Holiday Dinner will be on Sunday, December 11 at Maximillian's with the usual 5 PM start. This is in lieu of the normal monthly meeting. Next regular Chapter meeting will be Jan. '06.

IN CASE OF BAD WEATHER

    If our normal "THIRD THURSDAY" NRHS meeting is canceled due to inclement weather, it will be postponed and held on the FOURTH THURSDAY.If it must again be canceled, it will NOT be rescheduled. We will simply wait for the next month's normal "third Thursday" meeting. If the weather looks bad or is predicted to be bad, you may telephone the Claymont Community Center to see if it will be open that evening for our meeting.

FROM THE EDITOR

This is indeed the promised "mega holiday issue" and brings this year's totals to 9 issues totaling 206 pages. Chapter Member Richard Hall was part of the ribbon cutting ceremony for the newly restored PRR Air Brake Instruction Car at Strasburg, PA. Your Editor was able to obtain these photos of the momentous event.

PUBLIC NOTICE

    Richard E. Hall of the Wilmington Chapter of the National Railway Historical Society has prepared a book of over 160 pages on Company Service Cars of the PW&B, PB&W, and PRR.

    The work presents a selection of car numbers and history with many drawings representing the work train, wreck train, cabin, and other company service equipment of the PW&B, PB&W, and PRR which were maintained at the Wilmington Shops and / or saw service in our general area, primarily on the PW&B, PB&W main line, Media Division (the old P&BC which later became the Octoraro Branch), Delaware Division, and the former Norfolk Division (NYP&N).

    Detailed lists include: Car Numbers, Tools For Maintenance Of Way Tool Cars, Supplies For Camp Trains, Materials to Equip a Pay Car, Tools & Supplies for Cabin Cars, & more. Drawings include: Pay Cars, Business Cars, Maintenance of Way Equipment, Dynamometer Cars, Cranes, Clearance Car, hand cars, & more.

    Proceeds support the Wilmington Chapter. Price only $ 16.00 Plus $3.95 Postage (for each copy) Please make checks payable to: G. Ajamian and send orders with your complete mailing address to: Wilmington Chapter NRHS, P.O. Box 1136, Hockessin, DE 19707-5136.

   NEWS BITS   

East highlights: Ridership on all trains in the Northeast Corridor was 8 percent higher in September 2005 than it was in September 2004, excluding Clocker service, which is reverting to operation by New Jersey Transit this month. While Acela Express service began to return in the last few months of the fiscal year, Regional ridership continued to rise, with double-digit increases in the last three months of the fiscal year. More than 7 million passengers rode Regional trains in FY 2005, an increase of 9.7 percent. For FY2005, the combination of the major Northeast Corridor services - Acela Express, Metroliner and Regional - serving Boston, New York, Washington and other destinations carried 9,476,923 passengers, showing an increase of one percent over the 9,371,630 passengers in FY2004. Among state-supported services in the Northeast, the New York-Harrisburg, Penn., Keystone Service topped one million passengers (up 18.6 percent) and the Boston-Portland, Maine, Downeaster Service was up 10 percent.

Midwest highlights: The Chicago-Milwaukee Hiawatha Service trains topped the half-million mark by carrying 525,239, an increase of 14.1 percent in ridership on the trains supported by the states of Wisconsin and Illinois. Elsewhere in the Midwest, all three routes in Michigan showed strong increases, including the Chicago-Detroit/Pontiac Wolverines (up 11 percent) and the state-supported Chicago-East Lansing/Port Huron Blue Water (up 18.3 percent) in its first full year of service and the Chicago-Grand Rapids Pere Marquette (up 9.9 percent) in its 21st year of service. Other state-supported trains in the Midwest showing double-digit increases are the Oklahoma City-Fort Worth Heartland Flyer (up 23.1 percent) and the Chicago-Carbondale Illini in Illinois (up 10.3 percent).

West highlights: In the California Corridors, the San Diego-Santa Barbara Pacific Surfliner service carried more than 2.5 million passengers, an increase of 7.5 percent. The Oakland/San Jose Capitol Corridor service had more than 1.2 million passengers, a gain of 8.1 percent, while the San Joaquins service had more than three-quarter-million passengers, a 2.3 percent increase. The states of Washington and Oregon support the Cascades service, which was up 4.4 percent. (from Amtrak, 10/19 via American Rail Link for October 26, 2005 - George Read via Ed Mayover)

This copyrighted article was written for the "Transfer Table", the newsletter of the Wilmington Chapter of the National Railway Historical Society by Chapter Member Richard E. Hall © Richard E. Hall 2000

THE CONCORDVILLE STATION AREA by Richard E. Hall

    It has often been said the railroads were insensitive the requests, suggestions and comfort of their passengers and to some extent, to their freight customers. There many examples which may be cited to support such a statement, some involving the involving the Philadelphia & Baltimore Central, the line involved here. Starting with when the line was still being built, the first passenger trains operating from Kennett Square were not scheduled for the convince of the passengers, but for when it was most convenient to have the locomotive available for the construction trains. The early Philadelphia, Wilmington & Baltimore had developed a reputation of disregarding the public, as if they were providing a service and it was up to the public to adapt to what the railroad provided. It took years and a steady increase in the complaints from both passengers and the increasing number of shippers before the Susquehanna River Car Ferry was replaced with the first railroad bridge.

    Another example was when Mr. Joseph S. Keen of The American Pipe Mfg. Co. in Philadelphia, who lived near the Bellevue Station north of Wilmington in the early 1900's, was disappointed with the conditions after the station was moved. On the morning of May 16, 1904, Mr. Keen spoke to Mr. Atterbury, regarding the appearance and facilities of Bellevue Passenger station after being moved for building the passenger jump over track. Mr. Atterbury was William Wallace Atterbury who President A.J. Cassett had been promoted over several of his seniors as the General Manager of the Lines East of Pittsburgh and Erie on January 1, 1903 and who on October 1, 1925 became the Tenth President of the PRR.

    Later the same day Mr. Keen wrote to Mr. Richards, Chief Engineer of the PRR regarding the Bellevue Station and stated it had given him a cold chill when Mr. Atterbury had said the railroad did not have any money to spend to improve the station and grounds. No wonder Mr. Keen got a cold chill when Mr. Atterbury said that, his company was working on contracts for PRR projects which were worth many thousands of dollars to his company. Mr. Richards did manage to provide some sod for the Bellevue Station grounds, but he did not enclose the shelters.

    Sometimes the right combination of circumstances could get results. In one case on the PB&C it might be credited as good public relations to let a customer think his suggestion had brought about an improvement which a railroad official already had under consideration. Such was the case with the Concordville, Penna., passenger station, where it had originally been located, where it was in 1911 and where we remember it being located in our time

    On August 18, 1911, Mr. J.T. Richards, Chief Engineer M of W, PRR, PB&W, NCRY and WJ&S, wrote a letter to Mr. E.B. Temple, assistant Chief Engineer, opening with brief remarks about attending the August 16th celebration by the Friends of the 225th Anniversary of the Concord Monthly Meeting. He said he was sorry Mr. Temple was not there but he did have the pleasure of meeting his mother and brother. He then dealt at some length about his observations of the Concordville Station area and sidings and outlined the faults as observed from the standpoint of both passengers and operation. He stated the freight station was about one quarter the size it should be for the business which was being done there.

    A train stopped at the station blocked the Concord Road grade crossing, freight trains shifting also frequently blocked the grade crossing because all of the shifting was done across it. The entrance to the passenger station was from Concord Road and passed a string of manure cars and coal cars being unloaded. Between the smell from the manure and coal dust, Mr. Richards didn't think it could be much worse for the passengers. Mr. Richards thought the freight sidings might be extended and the passenger station put on rollers and moved to a point he indicated on a drawing which was enclosed. The freight station might be enlarged and moved if necessary. He estimated the work could be done for $2,000. It would be even better if the grade crossing could be eliminated.

    In closing, he stated Mr. was so familiar with the neighborhood he would ask him to make a study of it. The thought was they could work together in shaping up something to improve the operations and to please Mr. Sharpless. They could then present the plan to Mr. Brooks or the Division Superintendent for approval.

    What a coincidence it might seem when Mr. Richards received a letter the following day from Mr. P. E. Sharpless expressing his desire to take up the location of the Concordville Station with Mr. Richards. The first point made by Mr. Sharpless made was the Concordville Station had been moved in 1887 from its original location to a point 150 yards to the south where it was presently located. Mr. Sharpless stated the patrons of the railroad had objected very strenuously to the move, claiming that it was not the proper place for the station. The local people felt the station should have remained in its original location. Mr. Sharpless pointed out it had become necessary for the railroad to hire a flagman for the grade crossing at Concordville at an added expense of $50.- per month.

    One letter wasn't enough for Mr. Sharpless, he sent another letter on the same day to Mr. Edward Temple, the Assistant Chief Engineer, saying he had also written to Mr. Richards about moving the Concordville station. The second paragraph started with; "We understand that Mr. Richards is favorable to this change,..". Interesting he knew Mr. Richards thoughts when he had not been talking to Mr. Sharpless about the station situation, but we later learn the answer to that. Mr. Sharpless obviously knew Mr. Temple from the Friends Meeting. He finished the paragraph with "as you know the facts and well remember when the station used to be at the road crossing'.

    On August 22, Mr. Richards sent a brief note to Mr. Temple with a copy of his letter sent to Mr. Sharpless in response to his letter of the 19th in regard to the Concordville situation. The second line explains the "coincidence" of the receiving the letters from Mr. Sharpless the day following Mr. Richards letter to Mr. Temple. Mr. Richards stated "For your information would say that I asked the agent a good many questions when at the station, and I suppose he has been talking with Mr. Sharpless, which brought our this letter." He suggested when they were through with some of their fall work they might see what might be done at Concordville.

    Mr. Richards letter to Mr. Sharpless stated he had been talking to the agent when he was at Concordville on the 16th and had noted the miserable approach to the station. He mentioned cars of manure and coal were being unloaded while he was there and the odor form one and the dust from the other made it very disagreeable. He stated there were some problems which needed to be addressed and which they might not be able to overcome, but they would check when there was time. He told Mr. Sharpless a copy of the letter was "sent to Mr. Temple, our Assistant Chief Engineer, whose home is in your beautiful neighborhood.." At a later date when they had a suitable plan they and meet with Mr. Sharpless.

    There were actually two locations on the former P&BC from which the P.E. Sharpless Co. shipped their products. Their main plant on the line was at Concordville, but they also operated a plant in Rising Sun, Md., from which they shipped dairy products in cans carried in the baggage cars of the passenger trains. Old post card views of the Rising Sun Station from the early 1900 era when there were two buildings along the freight platform show the platform full of milk cans. Considering the instructions required each can to be tagged and have its own shipping papers, Rising Sun may have been one of the stations having a special milk clerk for those shipments. In the era of those views there is little doubt the milk cans contained cream destined for Sharpless at Concordville to be churned into butter of made into cheese. The plant at Rising Sun had been a condensery and was still referred to as "the condensery" or "the creamery" long after it was sold and converted to a Sheffield Farms bottling plant shipping bottled milk by the car load. They were one of five milk and dairy product shippers on the line in the early to mid 1900's.

    The Supplee, Willis Jones Milk Co. had a plant and siding in Kennett Square and Abbotts Alderney Dairies had plants and sidings in Kelton and Oxford and with the Sharpless plant in Rising Sun and an unidentified shipper at Nottingham (Mrs. L.H. Kirk?), and an unidentified shipper of dairy products had regular carload shipments from Toughkenamon scheduled on the Monday and Thursday milk trains. Nine cars were picked up along the line on a daily basis, some days ten or more cars picked up by one or the other of two northbound mild trains on what was then the Media Division. The number of milk cars from the Media Division was such Lewis Neilson, Secretary, PB&WRR, submitted the following request for funds charged to the P&BCRR for approval by the PB&W Directors in 1913. "Additions & Betterments - Extraordinary Expenditure Fund - Approval of expenditure of $3,386. for charging facilities for milk cars at 31st and Chestnut Streets, Philadelphia".

    In his letter to Mr. Richards, Mr. Sharpless had stated "We are very extensive shippers on your road, and it would be quite an accommodation to us...". Saying they were extensive shippers may been somewhat of an overstatement considering the other dairy plants and other shippers on the line at the time. The map prepared by the engineers for the proposed relocation of the station did not show any siding for Mr. Sharpless or his dairy at Concordville at the time. There was a plot of ground across the tracks from the station which was owned by the Concord Creamery Co., but there in no building shown. There is what may have been a platform for loading milk cans along the siding near the road, then called Concord Road, now Rt. 322.

    One such platform for loading milk cans was located on the platform a few yards north of the passenger station down at Colora, the next station south of Rising Sun. The platform is shown inside the covers of the book "COLORA" edited by Nancy Balderston Conrad, Sally A. McKee and Hazel E. Jenkins, published in 1997. It was positioned so it would be next to the baggage car when a northbound passenger stopped with the coaches in front of the station. It was somewhat unique in that it was mounted on wheels funning on two wooden planks for rails so it could be moved next to the open baggage door, then rolled back a few feet away from the track.

    No doubt the movable platform was for use by the Balderston brothers who shipped butter and cream from their Colora Creamery and produce in season from Colora Farm to Philadelphia to be sold in the Reading Terminal Market. Cream and no doubt produce were also shipped from Sunnyslope, the other Balderston family farm. Considering the mechanical ingenuity of Lloyd Balderston of a later generation, it would not be surprising if one of the Balderston brothers had had built the movable loading platform. John and Elwood Balderston had started the creamery not only for the milk from Colora Farm, but the milk from several other local farms, the number eventually growing to 40. When Sharpless opened the larger creamery in Rising Sun, the Balderston's Colora Creamery was sold in 1909. The Colora Creamery was closed in 1912 and the work taken over by the Sharpless Creamery in Rising Sun in 1912.

    Most of the later era refrigerated milk cars over the PB&W Media Division from Rising Sun, and still later when it was the Octoraro Branch, went to Philadelphia, one to west Philadelphia, but one car from Oxford continued on to Atlantic City and one from Rising Sun was switched to a Baltimore train in Philadelphia.

    It is not clear when the Sharpless siding was placed at Concordville, located 2/10 mile north of the station. His products of butter, evaporated milk, Neufchatel and cream cheese apparently were not shipped in car load lots in milk trains the 1911 era. Had there been a siding in 1911, Mr. Sharpless would hardly have continued the above quoted sentence with "we could send all of our goods from the plant to the station by tramway". The tramway idea would have been an interesting operation if it had been carried out by Mr. Sharpless.

    Although all of the letters and drawings are not available to provide us with the details, Mr. Sharpless did have the satisfaction of seeing his request to move the station carried out. The fact it had been made based on Mr. Richards idea does not matter, the railroad had a satisfied patron, at least for awhile. The passenger station was moved to a point far enough beyond the road the train did not block the grade crossing while it was stopped at the station. The freight house was also moved to a point north of the passenger station, with a water tub and a standard type "B" 16'6"x 20'10" tool housebeyond the water tub and there was still a short distance from the tool house to the Concord Road grade crossing.

    Back in the earlier time before the station had been moved the first time, it has been some distance south of the siding for the one customer located there. Back then the station was named Concord, not Concordville as we know it, which is why the road which crossed the track there was called The Concord Road.

    It would be most interesting to know more of what cars were used for shipping mild and other dairy products on the Media Division in 1911. The refrigerated cars used were all PRR cars, but there were only 55 refrigerator cars equipped as passenger refrigerator express cars. There were 25 freight class Rd cars in series 5701 to 5726, number 5713 had been dropped, equipped as refrigerator express cars. There were also 30 passenger class BDr refrigerator express cars in number series 5901 to 5930 which outside were indistinguishable from the class BD baggage express cars except for the ice hatches at the end of the roof, before it curved down over the open platform. They even had the baggage doors and windows of the BD, but inside there was a bulkhead on both sides of the baggage door, dividing the car into two insulated compartments with ice bunkers at the ends of the body.

    The PRR refrigerator cars assigned specifically for the shipment of dairy products were 2,568 class Rf double wood sheathed steel underframe cars in series 100501 to 103076, 58 class Re cars in series 108256 to 108314 and 307 class Rd cars in series 180315 to 108358. PRR class Rd and Re were wooden underframe refrigerator cars which were to be replaced by the steel framed, single wood sheathed class R7 which used the same body framing as the X23 box car and K7 stock car.

    The class Rf was built on the same under frame and body framing as used for the XL and sub classes box, ventilated box cars, automobile cars, Xm insulated produce cars and Kf stock cars. The class Rf cars survived in dairy products and passenger service until replaced by the class R50b steel express refrigerator cars. The dairy product passenger equipped cars were not transferred to Fruit Growers Express on May 1, 1922 with the Re, in two number series, Rf and R7 freight refrigerators. The Re cars were 27 in series 112273 to 112339 and 242 in series 614785 to 625313, class Rf cars were 2,508 in series 100501 to 110020 and 628 class R7 cars in series 614785 to 615313. Fruit Growers Express did not renumber all of the cars to FGEX, some were condemned. The 248 class Re became FGEX 40000 to 40370, but they were off the roster by 1930. The class Rf cars were renumbered FGEX 40500 to 43207, many class Rf cars were later transferred to the FGEX subsidiary, The National Car Company, as NX 2500 to 2529 about 1930 and as FGEX, NX or NX leased with shippers reporting marks, these cars lasted into the World War II era. The class R7 cars became FGEX 43500 to 46349.

    Many class Rf and R7 were transferred to the NX subsidiary and some of them were leased to shippers. National Car Co. reduced the marked capacity of the former PRR class Rf cars from 90,000# to 75,000#. Some NX class R7 cars were leased to Mathieson and adapted for use as type LRC dry ice cars.

    A rather rare and most unusual post war sight was a 1913 era steel framed, wood sheathed former PRR class R7 ice refrigerator car NX 6580 rebuilt by the National Car Co. and converted from a RS to a RB type car. The ice bunkers and roof ice hatches had been removed, increasing the inside length from 32'7" to 40'. Modern steel plug doors in a 7' wide by 6'8" high door opening had been installed in place of the old 4'2" by 6'2" door opening of the R7. The change required moving the vertical side stakes and modifying the adjacent diagonal and horizontal side framing. A geared hand brake was placed on the "B" end but the ORER listing still carried the height for the vertical hand brake staff.. The truck sideframes had been modified for roller bearing journals and the journal capacity increased to 100,000#.

    It would be nice to know more about what refrigerator cars were used for milk and dairy products on the old Media Division and Octoraro Branch. I remember seeing from two to four class R50b cars on the siding in Rising Sun in the 1930's, but don't remember the other locations. Abbotts #1 siding in Oxford was just north of the station and was served by the same track as Oxford Hay & Grain #1 siding, reached by a grade which could cause wheel slip on BS10a #5550 pushing a loaded box car up it to the Oxford Hay & Grain warehouse.

    We do not have an older copy of the PRR "Make-Up of Trains" available, the oldest is for 1923, but it provides us with the following information on cars used then. Some milk or dairy product cars picked up by both milk trains from the following points, Rising Sun 3 class R7, Nottingham 1 class R7 listed as "milk", Oxford 1 class R7 to Atlantic City, 1 class R60 and 2 class R7 listed as "milk", Kelton 1 class R7 on Monday and Thursday for Baltimore and Kennett Square 1 R60. Although there are a few old photos and postcards of some of those stations and trains, none have been found in which any of the old milk or dairy product cars may be identified. There are a few photos of the later era taken by the late Dave Cope and a couple others who photographed trains with R50b milk cars the Octoraro Branch in the 1930's and 1940's.

    Although it was not directly related to the shipment of milk, the P.E. Sharpless Co. had a small coal unloading facility alongside a spur of the long siding at Concordville. For the modelers among our members, it offered a unloading facility which would not take up much space. The PB&W, through the PRR Real Estate Department, leased to the P.E. Sharpless Co. enough space in a short spur at Concordville for the P.E. Sharpless Co. to install a coal pocket and conveyor to unload coal for his milk plant power house. The coal was dropped from hopper cars into the pocket, the elevator rose at a steep angle to load the coal into a wagon or truck to carry it to the power house at the milk plant. Although the drawing is dated 1918 and the lease is dated Nov. 1919. Another PRR document dated 5/14/1931lists P.E. Sharpless Co. lease of space on the Concordville as one of five which had been cancelled and the improvements, as the coal pocket and conveyor were termed, had been removed.

© 2000, Richard E. Hall

LEWIS & CLARK EXPLORER TRAIN ENDS RUN by Tom Smith

    The Lewis & Clark Explorer, the RDC train sponsored by the Oregon DOT and operated by the Portland & Western RR between Portland and Astoria, Ore. , made its final run on October 3, closing out its third season of operation. The train was budgeted to operate for 3 years as part of the bicentennial celebration of the Lewis & Clark Corps of Discovery, which reached the Pacific Ocean at Astoria in 1805. In an ironic twist, the final train had barely returned to Portland when Ft. Clatsop, a replica of the fort built by L&C in which to spend the winter of 1805, and which was a prime attraction for Explorer riders, caught fire and burned to the ground. The fire was believed to have been started by a stray ember from the cooking fire used to interpret life at the fort operated by the National Park Service.

    What will happen next is in question. The Explorer was very popular and was almost always filled to capacity, although it seemed to carry few tourists since almost all the tickets were snapped up in advance by local residents. The RDC's were perfectly suited for the operation, which lacks a turntable, wye, or runaround track at Astoria. The westernmost 26 miles of the Astoria branch has no freight traffic and will probably revert to the dormant status in which it existed for about 10 years before the trackage was rehabbed to permit passenger operations. The Astoria line had 3 hand-operated swing bridges which had to be lined before the train passed. Only one of them is used on the part of the line used for freight traffic.

This copyrighted article was written for the "Transfer Table", the newsletter of the Wilmington Chapter of the National Railway Historical Society by Chapter Member Richard E. Hall © Richard E. Hall 2003

A CONFUSED MARKET TRAIN by Richard E. Hall

    In a way I am not sure if I should call this a confused train, or a confusing train. Either title might be regarded as being appropriate, all facts considered. Why do I consider it to be a confused or confusing train? Read on and form your own opinion.

    It was listed with a passenger train number, it was in the public timetable but it did not carry many passengers and did not terminate in one of the main passenger stations. It only ran in one direction, there was no return schedule. It ran northward but was listed in one document as a southward train. It operated daily except Sunday, but on Friday of each week it picked up cars at points south of its originating terminal. The cars from the train were returned in a regular southward train, but the cars from the Friday train were listed as returning more empty cars of one type car than were shipped loaded to Philadelphia.

    The figure was also more of the particular type car than the passenger register showed existed at the time. It actually ran in a northward direction, the railroad considered it as running eastward, which would make it northward on the timetable, but the No. 8 Make-Up of Trains listed the train number and consist under the heading for southward trains. But apparently the last item was just a minor printing error. Confused? Welcome to the domain of the big Tuscan red keystone, the "Standard Railroad of the World", otherwise known as the late, great Pennsylvania Railroad.

    The Rising Sun market train goes back in the history of the P&BC, to shortly after the railroad was opened for service to Rising Sun in 1967. The 1868 "Official Railway Guide" shows one daily train from Rising Sun to Philadelphia, departing at 5:15 AM and returning at 8:11 PM. Soon after the first passenger service began operating from Rising Sun to Philadelphia, a twice a week market train was introduced. The market train continued to operate after the P&BC became the Central Division of the PW&B and later the Media Division of the PB&W.

    The daily Rising Sun to Philadelphia market train was still being operated on the line when it was the Octoraro Branch of the PRR in the early 1920 era. The Friday market train also carried a stock car originating at the stock pen at Rising Sun. In addition to the market train, there were milk trains which were also operated as a passenger extra, and milk cars were also moved in trains operating as passenger extras. In the years before there were refrigerated cars, milk was often carried by the market trains or express cars in passenger trains. Before the refrigerator cars were used for milk and after the creamery, better known locally as the condensery which it had originally been, was opened in Rising Sun. The large open platform in front of the freight house was often filled with cans of milk or cream waiting to be loaded into the baggage car on the local passenger trains.

    At this point we do not have any information regarding what equipment was used for the early P&BC market train operation other than a rider coach. When the P&BC came under the direct control of the PW&B, it also came under the PRR and changes were made. The old rolling stock of the P&BC was rapidly replaced by equipment built to the standard designs of the PRR. The P&BC received a number of PRR class Xa box cars and four of them were equipped for assigned service on the Rising Sun to Philadelphia market trains, along with a coach. Market cars were picked up at other points and additional produce and market goods were loaded at stations along the line.

    The P&BC box cars were in number series 9001 to 9094 in 1882, with the market cars being numbered 9081 to 9084. They had been renumbered with two series of box cars on the P&BC in 1888, 30 cars numbered 6001 to 6030 and 63 cars numbered 6101 to 6179. Of the 63 box cars in the P&BC series 6001 to 6179, the four class Xa market cars were numbered 6170 to 6173. When the 184 freight cars on the P&BC were transferred to PW&B ownership in October, 1890, there were 88 box cars, 4 vacant numbers and the number of market cars had been reduced to three class Xa box cars.

    We do not have a description for the box cars assigned as market cars other than they were equipped with meat hooks for hanging dressed sides of beef, pigs, sheep and calf carcasses and dressed poultry. They also carried live poultry in crates, eggs, butter and in season, fruit and produce. The box cars fitted as market cars may have had one or two small windows added in the sides and some form of ventilation. Most cars were ventilated by small openings fitted with louvers, most of the louvers were adjustable. We occasionally see such louvers high on the sides of the PRR ventilated box cars found in old photos.

    By the early 1900's, there were older wooden express and baggage cars being equipped and used for the then weekly market train on the Media Division. In the January 1919 PRR register of passenger train cars, we find only two market cars listed, both assigned to the Media Division Market train which ran from Rising Sun, a short distance south of the Maryland State Line. Both were wooden class Bd baggage and express cars, #5832 built in 1903 , and #6954 built in 1899.

    There were two versions of the class Bd baggage and express car design adopted as PRR standard in 1892, a baggage-express car and a baggage-mail car. The PRR Form 146-D, dated 11/27/1916, provides the following data, capacity of baggage compartment 20,000#, capacity mail compartment 10,000#, IL 45' 10-1/2", IW 9' 1-1/4", OL 46 '7-1/2", OW 9' 10-1/4", length over drawbar 49' 8", height to top of roof 13'' 7-7/8", 4 wheel trucks with 36" wheels, truck wheelbase 7', total wheelbase of car 36' 10", total weight of car 57,800#. Although there was a baggage-mail version of the class Bd car listed in PRR Form 146, it did not show it as having an RPO compartment.

    Chapter members wanting a first hand look at a class Bd baggage car may go up to the Pennsylvania State Railroad Museum in Strasburg and see PRR car #6076 in the Exhibit Hall. PRR class Bd #6076 was the last number on a list of 44 wooden class Bd baggage cars which were to be replaced by new steel class B60 baggage cars. The replacement was part of a 1917 program to replace the remaining wooden passenger service cars on the PRR with new all steel cars. Although #6076 was still in service in 1919, it was soon retired and transferred to M-of-W service and renumbered as M-of-W car #489631 which is how it survived to be restored for the 1939 New York Worlds Fair. When restored, it become part of the PRR Relic Car Collection now on display in the PHMC Pennsylvania State Railroad Museum at Strasburg, PA. As seen in the PHMC Museum, class Bd #6076 has ventilating louvers located above the outboard journal of each truck.

    There is no sure clue to when it was transferred to M-of-W service and renumbered, but I am inclined to think it was about 1920. The car numbers below 489631 are mostly former NYP&N class XL and XLh cars transferred in 1929 and 1930, the numbers above are mostly class XL cars transferred to M-of-W service in 1936 and 1937. There was an insulated and refrigerated version of the Bd baggage car, class Bdr adopted in 1899 for milk service. No class Bdr have been found used on the Octoraro Branch, but some are known to have been used in New Jersey. The removal of wooden cars from passenger service on the PRR which was underway in the teens was not completed until the last eight wooden coaches were retied in 1933.

    Because the movement of milk cars and market cars was often closely related, with milk cars handled in market trains, perhaps some mention of the PRR milk cars should be given here. In the early 1900 era the PRR operated a large fleet of both freight and refrigerator cars equipped for operation in passenger trains to carry milk and other dairy products. For those poor souls not versed in the PRR car classes, it may be advisable to present a very brief description of the various PRR refrigerator cars equipped for shipping dairy products which existed in the early 1920 era.

    The older class Re wood underframe, 70,000 lb. capacity car adopted in 1902, and Rf steel underframe 90,000 lb. capacity refrigerator cars also adopted in 1902, were being transferred to the Fruit Growers Express Company along with the class R7 freight service cars. The larger passenger equipped class R7 cars which are mentioned here would follow in a few years when they were replaced by the new 50 foot class R50b all steel cars.

    Some class Rf cars were transferred to company ice service and renumbered into the MW series. Class Rf was a PRR standard 36 foot wood body on a steel underframe, the same basic body being used for the XL box cars, ventilated box cars, automobile cars, Xm & Xma produce cars, an insulated version for the class XL box and Rf refrigerator cars and the same underframe and body framing was used for the Kf and Kfa stock cars.

    There were only a hand full of class Xm cars built and they were dropped from freight equipment roster in the mid 1920's, some are known to have been transferred to work service. The class Xm was an identical body to that of the XL and Rf and was insulated like a refrigerator car, had refrigerator type hinged doors, but no ice bunkers. The were ARA type RB cars and there only a few built as produce cars. There is no record of them being used for produce on the PW&B Central Division, PB&W Media Division, the old P&BC.

    When the class XL box cars and passenger train equipped class Rf were retired in the 1920's and 1930's, many of the XL cars were transferred to company supply cars or work cars. The passenger train equipped class Rf cars were replaced by the new R50b refrigerator cars and some were transferred to company ice service, others were scrapped. Some class XL box car underframes were later rebuilt to work cars such as FXL flat cars and GXL steel material distribution gondolas like the one scrapped by the W&W.

    The class R7 mentioned here was adopted in 1912 as a refrigerator car version of the PRR 40 foot standard single sheathed box car having heavy pressed steel truss body framing which was also used with an angle extension on the top chord for the X24 automobile car and the framing for the K7 stock car and K7a stock cars using old X24 automobile car framing. The class R60 cars were 60 feet long all steel cars designed for milk service, primarily for loading milk cans. The class R60 cars were designed as a two compartment car with insulated partitions on both sides of the center door so only one end of the car was opened when loading and unloading which helped to keep the car cool. The center area between the compartments was not cooled and the side doors had glass windows giving the car the appearance of a baggage car rather than a refrigerator car, except for the four ice hatches in the car roof.

    The importance of the revenue from market train #4516 is why old PRR drawings and some post card views of the station area in Rising Sun show the extensive freight facilities needed to serve the market trade. There was the freight station which at this writing still exists, although barely, and additional structures along the freight house siding. Back in the late 1890, early 1900 era it had a wide high level platform with a ramp down to the low passenger station platform. The freight house siding dead ended against the end of the wide freight house platform, with a narrow platform extending down along the freight house spur in front of a second building. The freight house roof extended on to cover an open platform area as wide and almost as long as the freight house and the second building.

    There were five bays under the roof in the open platform area. The second building was as wide and a bit longer than the freight house, 20' wide and about 80' long, with the narrow freight platform ending at the far end of the second building. Post card views show a small dormer in the roof over the open platform and another much larger and higher one in the second freight building as if there may have been a second floor office there. The building is listed on some drawings as freight house, on others as warehouse.

    The buildings extended down to where the later building for the Biles & Cameron warehouse eventually extended up to the tracks. Originally Biles & Cameron only had the long narrow former shoe factory building acquired in 1904 and which housed their office in the east end. There are documents available showing Biles & Cameron had a contract with the railroad granting them permission to install a long movable platform from their warehouse across railroad owned land up to the freight house siding at the far end of the long freight house and produce platform, in 1904. The warehouse platform is visible in at least one old photograph dating to before the warehouse building was added to, extending the building to the siding. By the mid to late 1920 era, the second freight house building was gone, along with part of the large open platform and all of the platform roof.

    Although not shown on the available drawings, there was also a stock pen and loading chute across from the freight station along the track known as the station siding. From the post card views and my memory, the cattle loading chute appeared to conform to PRR drawing #61130. The station siding was not used as a meeting point for trains, but served as a public delivery siding for carload freight, the hay warehouse and a cannery. For many years in the early 1900's, there was a switch trailing southward for a very short spur off the station siding used exclusively for tank car unloading. It was still in use well into in the 1930's, but the traffic went to tank trucks. The unloading standpipes and short spur track were soon removed. There were regular scheduled meets for passenger trains at Rising Sun, but they were made at the 930 foot long, 22 car capacity passing siding located about a mile south (west) of the passenger and freight stations.

    The Daily except Sunday market train departed Oxford at 6:30 AM and was scheduled for a 9:18 AM arrival at 41st. Street. It carried market cars from Rising Sun and Nottingham, and on Friday, the stock car from Rising Sun. I have not been able to determine how the Market cars from Rising Sun and Nottingham were in Oxford for the 6:30 AM departure of the market train. The first train out of Perryville was #4524 at 6:37, seven minutes after the departure of the market train from Oxford. No clue to their movement has been found in available public or employee timetables. Passenger train #5088 departed Baltimore at 4:15 PM for a scheduled 7:00 PM arrival in Oxford. Although train #5088 had what seems to be an unusually long time scheduled for its stop in Rising Sun, it hardly would have picked up the market car. Not only did it have a heavier train than most running on the branch consisting of a PB70 combine and three P70 coaches, rather than mP54 equipment as might have been expected. There would also have been serious union problems with the passenger train from Baltimore making such a pick up.

    In addition to the Market train in the 1923 era, northward train #4558 originated at Perryville at 4:00 PM and picked up two class R7 milk cars at Rising Sun and took them to Philadelphia. The consist of train #4558 when it left Rising Sun at 4:43 PM was the two R7 refrigerator cars from Rising Sun, 1 baggage-mail car, 1 baggage car and 2 coaches and it picked up a class R60 milk car in Oxford. One of the cars from Rising Sun was delivered in Philadelphia, the second car was forwarded to Baltimore on train 145 and the empty cars were returned to Rising Sun on train MD-59. Another class R7 milk car for West Philadelphia was picked up at Rising Sun by MD-58, making three cars of milk per day shipped from there. One of the cars went to the Milk Shed at the old P&BC 31st Street Passenger Station.

    By the time train #MD-58 made its last pick up at Kennett Square, it had a MP54 steel coach as a crew car and seven milk cars, including class R60 cars from Oxford and Kelton. The car for Rising Sun was returned on train #4509 but other empty cars were returned to various points on trains numbered MD-37, MD-50, 4521 and 4622.

    When you consider the milk cars were the first cars on the freight house siding which was a facing point switch for the northward trains which picked them up, there was quite a bit of switching at Rising Sun just for the milk cars. The facing point switch was convenient for setting out the empty milk cars, but it complicated picking up the loaded cars. When there were cars at the creamery loading dock, those cars had to be moved to spot cars for the warehouse or an occasional hopper which was unloaded with a tray conveyor under the hopper pockets. When the hopper gates were opened, the coal fell on the tray conveyor which carried it to the elevating conveyor which dumped into a waiting truck for delivery.

    The siding was at a much higher elevation than the creamery, a conveyor was used to carry the cases of bottled milk up to the loading dock. It was also used to return the empty bottles down to the plant. Hoppers loaded with coal for the creamery were unloaded on the siding and the coal pushed over the bank behind the creamery power house. Old coal embedded in the embankment has been the source of some fires in recent years where even the earth in the old fill seemed to be burning .

    Empty box cars with grain doors in place also filled the freight house end of the track in the summer time. Add local freight switching for the freight house siding which included cars for the warehouse, public delivery, hay house, stock pen, tank cars and the canning house and the local passenger trains making station stops, some with mail and express work, it was quite a different town then than what we remember.

    So why did I say the 1923 market train was confused or confusing? Sometimes its mostly a matter of how you read some things. Start with the listing for train #4516 Daily Except Sunday, departing from Oxford at 6:30 A.M. with one R60 milk car and an old coach and scheduled for a 9:18 A.M arrival at 49th St. in Philadelphia. It seems simple enough until you look at the listing for train #4516 in the PRR Eastern Region, Southern Division, Make-Up of Passenger Trains for September 1923. The listing for the make-up of train #4516 shows the number of cars, kind of cars and the points moved from and the destination for the cars. For this train, all of the cars were moved to Philadelphia.

    We find the consist for #4516 is 1 R60 from Oxford, 1 Coach from Oxford, 1 Market car from Rising Sun, 1 Stock car from Rising Sun, 1 Market car from Nottingham, with a note (K), and advising the equipment was to be returned on train #MD-59. Looking up note (K) we find the listed consist is for Friday only, the afore mentioned Friday market train from Rising Sun. If the train originated in the yard in Oxford, how could it have cars from Rising Sun and Nottingham?

    Looking further, we find the reason all of the equipment from northward train #4516, including the one coach, was returned on #MD-59 was because there was no southward counterpart for train #4516. I failed to point out the listing for northward train #4516 was found under the heading "Md.Div.-Octo.& W.C.Br.-Local Southward Trains". Slight error, the entire page was for northward trains.

    If #4516 originated in Oxford, how could it have cars from Rising Sun and Nottingham in its consist on Friday morning when it ran as the market train? It was necessary to dig around a bit to find the answer to that one. Remember it was mentioned the milk trains were operated as a passenger extra, even though they had a designated train number. A milk train was dispatched from Perryville early on Friday morning, picked up the market car and stock car in Rising Sun and the market car in Nottingham and continued on to Oxford Yard.. At Oxford, it picked up the cars for #4516 and assumed its train number and schedule, running from Oxford to Philadelphia with the market cars as train #4516 on Friday only.

    Train #4516 was a one way passenger train carrying few if any passengers and having a stock car in the consist. It stopped at every station for express and market traffic. A box car in a passenger consist is not unusual, but a stock car? Well it was a market train and the stock car was to accommodate meat on the hoof going to market. This explains a couple of things, but how did train #4516 have two cars from Rising Sun and one from Nottingham if it originated in Oxford? Don't look for the answer in the "Make-Up of Trains", it is not there.

    Another interesting question arises from looking at the consist of #MD-59 returning the cars from #4516 to Oxford. Remember the 1919 PRR Passenger Register listed only #5832 and #6954 as the remaining market cars and #4516 had one market car from Rising Sun and one market car from Nottingham? My old math says 1 + 1 = 2, or at least it did way back when I went to school. The "Make-Up of Trains" shows #MD-59 was to return three market cars from Philadelphia to Oxford on Saturday. Where did the third market car come from if there were only two? Clerical error and the Form-8 not proof read? Or was there also an Xm car operated from Oxford or one of the other stations and overlooked in the listing? According to some accounts, there had been a time when almost a carload of Philadelphia market produce would be brought to Oxford once a week on the little LO&S.

    By the early 1930 era there was no longer a market train on the Octoraro Branch, but train #4516 was still on the schedule in quite a different form. Train #4516 was then an 8:21 A.M. West Chester to Philadelphia MU train which stopped at every station except Oakbourne and Locksley, and they were both flag stops.

    There was a fair amount of "moo-juice" moved to market by way of the Octoraro Branch with Philadelphia, West Philadelphia, Baltimore and Atlantic City as its destination points. Train #4516 with one 60' class R60, #4558 with three 40' class R7, one of them Oxford to Atlantic City and one Rising Sun to Baltimore by #145 from Philadelphia, and #MD-58 with five class R7 and two class R60 milk cars, handled a lot of milk. Milk train #MD-58 carried a total of seven milk cars, but it was not the longest milk train entering Philadelphia from the south in the same era, that distinction goes to train #D-466 off the Delaware Division.

    Perhaps we should address the old Delaware Division in another issue, it might be as surprising to others as it was to me. The Delaware Division and Norfolk Division, the old NYP&N, and the area they served, too often seem to get overlooked anyway.

    The PRR Manual No. 5, Instructions for Agents, Baggage Masters, etc, and Milk Receivers, dating to the period from the 1890's to the early 1900's when the market trains were at their peak, has many paragraphs dealing with milk and marketing shipments on passenger trains and market trains. In addition to the PW&B, market trains were also operated on the Schuylkill Division and West Penn Division. That pre-dated the operation of milk trains with passenger equipped refrigerator cars, milk was shipped in cans in baggage cars. There were "Milk Receivers" at certain points on the railroad, but station agents were responsible at most of the stations. The milk cans moved on "Milk and Cream Tickets" issued for each milk can. Much of the marketing was also transported on tickets for each basket, case or crate of produce, eggs, butter, any dressed meat or poultry and crated live poultry.

    There was a Market Agent for the market trains which was the same as a Baggage Agent and the Baggage Master for the passenger trains. There was no reference to a situation such as the stock car in the market train from Rising Sun. We do not know if the livestock was carried on a market ticket or if it was handled the same as a livestock carload shipment in a freight train. As with practically any facet of railroad operations, there were many regulations for the market trains, forms and reports, both daily and monthly, to be dealt with by the station agents at both the shipping and receiving stations and on the train.© 2003, Richard E. Hal

SCHEDULE NOTES

Notices, announcements, schedules, etc. are provided here as a service to the members. The Chapter has no affiliation with any commercial operation, museum, or tourist line.

November 25 through January 8, 2006 All Aboard the Holiday Express to A Brandywine ChristmasCHADDS FORD, PA - Brandywine River Museum includes an extensive model train layout, a Victorian dollhouse, Ann Wyeth McCoy's antique doll display and "critter" ornaments made by the museum's volunteers. This year, A Brandywine Christmas includes The Night before Christmas. This special exhibition examines many interpretations of Clement C. Moore's famous poem, Account of a Visit from St. Nicholas. It presents paintings, prints, drawings and other imagery from the 1800s to the modern day. As in years past, the museum's well-known and expansive O-gauge model railroad features non-stop action on over 2,000 feet of track. Five moving trains operate at all times and include a seemingly endless 60-car freight train winding past a village, stone quarry, oil refinery, mountains, Herr Foods plant, running waterfall and animated skating scene. With the "rail cam," visitors can view the scenery along the railway from the perspective of a miniature locomotive driver. Additionally, Thomas the Tank Engine and his friends, Clarabel and Annie, return to the tracks. New to the display this year are trains from The Ives Manufacturing Company of Bridgeport, Connecticut, a well-known U.S. company that manufactured miniature trains between 1868 and 1929. Charming critter ornaments return to decorate holiday trees, wreaths and diorama settings throughout the museum. These cleverly designed ornaments made from all-natural materials by museum volunteers have filled trees at the White House and the Smithsonian Institution. Brandywine River Museum on US Route 1 in Chadds Ford, PA 9:30 a.m. to 4:30 p.m., except Christmas Day. Admission is $8 for adults; $5 for seniors ages 65 and over, students, and children over six; free for children under six and members. info 610-388-2700 or www.brandywinemuseum.org.

Now thru Monday, April 10, 2006 EXHIBIT -- CATASTROPHE ON THE RAILS: TRAIN WRECKS OF THE NORTHEAST UNITED STATES The face of railroading changed in 1853, when President-elect Franklin Pierce lost his son in a train derailment, a tragedy that generated international publicity and shocked the nation. This exhibit will explore why wrecks occurred, display photographs of some of the most infamous disasters and include artifacts related to accidents. Also featured will be examples of important safety equipment and government regulations introduced as a result, making railroads today one of the safest modes of travel. Included in regular Museum admission.

December 2-4 - Strasburg, PA - Thomas the Tank Engine at Strasburg Railroad

December 2-4 - Strasburg, PA - The Norfolk Southern Exhibit Car visiting 18 Communities will tour the company's rail network from New York to Georgia in 2005, making stops in 18 communities where it will be open to the public. The car's 10-state May-December itinerary will include a special five-city whistle-stop train operated by Norfolk Southern to promote safe transportation of hazardous materials. The Exhibit Car is a rebuilt passenger rail car with interactive displays highlighting Norfolk Southern's transportation network. Among the displays, guests can take the engineer's seat of a locomotive simulator and operate throttle, brake and horn. Some 1.5 million people in more than 360 communities have viewed the traveling showcase since 1971. 2005 Exhibit Car tour schedule: For further information, contact: Rick Harris, 757-629-2718 [from http://www.nscorp.com]

Saturday & Sunday, Dec. 3 & 4, 2005 Greenberg's Train Show - Timonium 10am to 4pm both days, Timonium, MD - Maryland State Fairgrounds for info http://www.greenbergshows.com/

Saturday & Sunday, Dec. 3 & 4, 2005 Santa Claus Specials - Roundtrip ride from Jim Thorpe, PA, for info (570) 325-8485 or http://www.lgsry.com/schedule.html

Saturday & Sunday, Dec. 3 & 4, 2005 Santa Claus Specials - 30-minute roundtrip ride from Temple to Leesport, PA, Santa will visit with each child, Photo opportunities on the train and at the station, for info (610) 929-9902 or http://www.readingrailroad.org/info/info_trips1005.html

Saturday & Sunday, Dec. 3 & 4, 2005 Greenberg's Train Show - Ft. Washington 10am to 4pm both days, Ft. Washington, PA - Ft. Washington Expo Center for info http://www.greenbergshows.com/

Saturday, December 10, 2005 - HOME FOR THE HOLIDAYS Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 Sundays Nostalgic glimpse at holiday rail travel - costumed engineers, conductors, ticket agents and passengers representing the past century and enjoy seasonal music, festive decorations, Jack Frost Station and a Polar Express party for young children among our world-class collection of trains. Included in the regular Museum admission. Ride the Santa trains on the Strasburg Rail Road with the jolly old elf on both days. Home for the Holidays program. Santa train tickets are sold separately by the Strasburg Rail Road on line at www.strasburgrailroad.com

Saturday & Sunday, Dec. 10 & 11, 2005 Santa Claus Specials - Roundtrip ride from Jim Thorpe, PA, for info (570) 325-8485 or http://www.lgsry.com/schedule.html

Saturday & Sunday, Dec. 10 & 11, 2005 Santa Claus Specials - 30-minute roundtrip ride from Temple to Leesport, PA, Santa will visit with each child, Photo opportunities on the train and at the station, for info (610) 929-9902 or http://www.readingrailroad.org/info/info_trips1005.html

Sunday, Dec. 11, 2005 - Annual - Chapter Holiday Dinner - 5:00 PM cocktails. Location same as last year: Maximillian's. Buffet available 5:30-8 PM followed by a Special Program by Steve Barry.

Saturday, December 17, 2005 - HOME FOR THE HOLIDAYS Railroad Museum of Pennsylvania, Strasburg, PA, Regular Museum hours = 9 - 5 Mon. thru Sat; 12 - 5 Sundays Nostalgic glimpse at holiday rail travel - costumed engineers, conductors, ticket agents and passengers representing the past century and enjoy seasonal music, festive decorations, Jack Frost Station and a Polar Express party for young children among our world-class collection of trains. Included in the regular Museum admission. Ride the Santa trains on the Strasburg Rail Road with the jolly old elf on both days. Home for the Holidays program. Santa train tickets are sold separately by the Strasburg Rail Road on line at www.strasburgrailroad.com

Saturday & Sunday, Dec. 17 & 18, 2005 Santa Claus Specials - Roundtrip ride from Jim Thorpe, PA, for info (570) 325-8485 or http://www.lgsry.com/schedule.html

February 4, 2006 - Wilmington Chapter NRHS Streetcar Trips - Super Saturday Streetcar Special XIII - A Wilmington Chapter tradition! Join us for our 13th pre-Super Bowl trip on Saturday, February 4th. Ride a newly rebuilt PCC-2 over the recently re-opened Route 15 line on Girard Avenue. Plenty of photo stops will be held during the five-hour excursion. Trip departs Callowhill Depot (directions sent with order) at 10:00 a.m. with an additional passenger stop at 53rd & Malvern (better parking) at 10:10. Seating Strictly Limited to 40 Passengers -- A Second Streetcar Will NOT be added!!! Fare $35.00. Fare $35 from Wilmington Chapter NRHS, c/o Steve Barry, 117 High Street, Newton, NJ 07860; MC/VISA accepted at www.daylightimages.com/streetcar; Can't order via Internet? Make checks payable to Wilmington Chapter NRHS and mail your order to: Wilmington Chapter NRHS Trips, c/o Steve Barry, 117 High Street Newton, NJ 07860.

Saturday & Sunday, Feb. 4 & 5, 2006 SCALE TRAIN SHOW, TIMONIUM, MD9 am to 4 pm Sat., 10 am to 4 pm Sun. DOUBLE SHOW Great Scale Model Train Show & All-American Hi-Rail & Collectors Train Show, Maryland State Fairgrounds, Timonium MD http://www.gsmts.com

July 2-9, 2006 Independence Junction 2006 Philadelphia, PA NMRA Convention The convention will be held at the Pennsylvania Convention Center in center city Philadelphia. An entrance to the center is the beautiful Headhouse of the ex Reading Railroads' Center City Passenger Terminal.

July 18-23, 2006 Buckeye Rails New Philadelphia, Ohio 2006 NRHS Convention - The convention will be held at the Pennsylvania Convention Center in center city Philadelphia. An entrance to the center is the beautiful Headhouse of the ex Reading Railroads' Center City Passenger Terminal.

CHAPTER EVENTS  

Sunday Dec. 11, 2005, 5 PM Holiday Dinner in lieu of normal monthly meeting program by Steve Barry

Thursday Jan. 19, 2006, 7 PM Chapter Meeting program by Allan Patterson entitled "A Year of Steam Photo Charters"

Thursday Feb. 16, 2006, 7 PM Chapter Meeting program by Greg Ajamian the remaining half of "Central PA Summer" and "some interesting miscellaneous"

Thursday Mar. 16, 2006, 7 PM Chapter Meeting program by Frank Ferguson entitled "2005 Review"

Thursday Apr. 20, 2006, 7 PM Chapter Meeting program by Mike Burkhart

Thursday May 18, 2006, 7 PM Chapter Meeting Annual Doug Weaver Memorial Photo Contest, 2006 special category: TBD

Thursday June 15, 2006, 7 PM Chapter Meeting program by Dan Frederick

Thursday July 20, 2006, 7 PM Chapter Meeting program by Dave Warner

The Wilmington Chapter of the National Railway Historical Society (NRHS) meets at 7:00 PM on the third Thursday of each month [except August & December] in the Darley Room at the Claymont Community Center on Green Street in Claymont, Delaware.  Visitors are always welcome. Admission to regular meetings is free. Check out our Website, thanks to Russ Fox at:   http://www.WilmingtonNRHS.com

    The Transfer Table is published six to ten times per year as the newsletter of the Wilmington Chapter of the National Railway Historical Society.  Items in this publication do not represent the official position of either Officers or Members of the Wilmington Chapter or the Editor of this publication.

    Permission to reprint articles and news items appearing herein is granted to NRHS Chapters and other newsletters provided appropriate credit is given.   Contributions are always welcome and should be sent to the editor at SD40GMA@aol.com or send to: P.O. Box 1136, Hockessin, DE 19707-5136. Deadline for entries is the 25th of the month.

Chapter OfficersPresident: Phil SnyderVice President & Historian: Ron CleavesTreasurer: Ralph Stevens, Jr.Secretary: Dan FrederickNational Director: Tom Posatko Editor: Greg AjamianEducation Fund: Ed ThorntonPublic Relations: Frank Ferguson, Jr.Trip Director: Ralph Stevens, Jr.Event Photographer:  Ron CleavesWeb Master: Russ Fox

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