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Full text of "The history and construction of the Chesapeake Beach Rail Road / J. William Steiner."

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file:///X|/Special%20Collections/purgatory/Phi%20Mu/Steiner,%20J.%20W/Blueprint.txt[5/16/2011 1:26:18 PM] 



THE HISTORY AND CONSTRUCTION OF THE 
CHESAPEAKE BEACH RAIL ROAD. 



A thesis presented to MARYLAND BETA CHAPTER of 
TAtI BETA PI by J. W. Steiner as an initiation 

requirement. 



April 27, 1933 



SUMMARY 

The construction of the Chesapeake Beach Rail Road 
was started in 189£ by the Washington and Chesapeake Railway Com- 
pany. It was completed in 1896 by the Chesapeake Beach Railway 
Company. David Moffat supervised the construction. The company 
has operated at a loss until today and is kept running now only 
in hope that traffic will improve with the completion of the pro- 
posed ferry from Chesapeake Beach to Trippes Bay on the Eastern 
Shore of Maryland. Power to build this ferry has been granted, 
but capital is not forthcoming as yet. Experiments with gas 
electric cars have proven them unsatisfactory for work on this 
road. 

The line itself consists of 30 miles of single track 
extending from Chesapeake Beach, Maryland to Chesapeake Junction, 
D. C. The roadbed is rather poor, and rolling stock is old 
requiring a 30 mile per hour limit. The conpany does its own 
repair work in shops near District Line Station here a roundhouse 
and storage yards are located. 

Due to high operating expenses and to lessening traffic 
revenues the Chesapeake Beach Railroad is in danger of abandonment 
unless the proposed ferry is successful. 



BIBLIOGRAPHY 

A great part of this material was obtained from the 
annual reports of the Chesapeake Beach Railway Company to the 
Interstate Commerce Commission, the first of which was made in 
1900. 

Moody's "Manual of Railroads" for 1932 furnished some 
information. 

The "Encyclopedia Americana" furnished information as 
to the life of David Moffat. 

The "Centennial History of Washington, D. C." by 
H. W. Crew, the "Washington Post," February 11, 1^12, and the 
"Evening Star," January 2, 1929, obtained from the Washington 
Public Library were of considerable aid as to the history of the 
road. 

Mr. Hart, auditor of the company, and Mr, Wilson, District 
Line station agent must be thanked for much of the structural in- 
formation and general facts about the railroad. 

A personal trip ovsr the line furnished details and 
photographs. 



- 1 _ 



In the year 1882, a group of Washington, D. C, and 
Denver, Colorado, men obtained a charter to construct a rail- 
road from Chesapeake Junction, D. C. , to Chesapeake Beach, 
Maryland. These men had in mind the building of a summer sea- 
side resort and excursion railroad line to this resort. These 
men organized the Washington and Chesapeake Hallway Company in 
1S8E with a total capital of f 100, 000. They then set about 
endeavoring to obtain power to establish the seaside resort. 
However, here they met unforeseen difficulties and since the 
prosperity of the proposed railroad woulfl depend on the exis- 
tence of the summer resort, the railroad was not started. 
Finally, in 189S, the power was granted them, and work started 
simultaneously on the resort and railroad. Of course, there 
were in existence two separate companies for these projects 
since a railway company is not allowed to operate such an 
enterprise as a summer resort. However, the railway company 
owned a controlling interest and held mortgages on the Chesa- 
peake Beach Hotel and 798 acres of land of the summer resort. 
Also, the two companies were operated by the same men. These 
two connections held the two companies close together until 
very recently, and now the acquiring of ferry rights by the 
railway company has tended to help them both and to tie them 
more closely together. 

Work on the line started in 1893 under the direction 
of David Hall i day Moffat, American capitalist and railroad builder. 
He was born in 1839 in Washingtonville , New York, and grew up 



- 2 - 
among railroad people. He was associated with the building of 
several railroads, and became president of the Rio Grande Railroad 
in 1884. He also became president of the First National Bank of 
Denver, Colorado. In 1891 he left the Rio Grande Railroad and 
became interested in the proposed Chesapeake Beach line. He had 
almost completed the line when foreclosure of a mortgage in 1895 
forced the Washington ind Chesapeake Railway Company into the 
hands of the receivers. 

The property, franchise, etc., were purchased by 
Robert E. Todd of New York City, and in 1896 a new company was 
organized. This was the Chesapeake Beach Railway Company, char- 
tered March 7, 1896, under Maryland Public General Law. This 
company put the road into operation and became just as closely 
tied up with the resort as the former company had been. The 
capital of the new company consisted of $1,000,000 in common 
stock issued for completion of construction, and $1,000,000 in 
gold bond mortgage dated 1898, and due in 1923. 

By 1900, the Chesapeake Beach Railway Company had 
acquired 5 engines, 32 passenger, combination, and baggage cars, 
and 18 freight cars. They had obtained a government mail contract 
to supply car and agent for $868,500 a year, and were doing an 
excellent summer excursion passenger business and a fair freight 
business. However, due largely to inefficiency of the inexperi- 
enced management, a deficit of over $15,000 had accumulated. Up 
to this time, there had been no serious accidents, and but one 
fatality, that being a trespasser on an unprotected section of 
track. 



- 3 - 

Daring the next five years, no dividends were paid on 
stock, and the deficit mounted to nearly $119,000. In addition, 
interest on the bonds had been defaulted. The company still 
carried a government mail contract and had obtained an express 
contract for the Chesapeake Beach to Hyattsville run. However, 
increasing operating expenses forced the company to give up 
rolling stock till, in 1905, they had but 2 engines, 22 passenger 
and combination cars, 7 road cars, and no freight cars. During 
all these periods the Company employed an average of 70 men, the 
number gradually decreasing. 

By the year 1910, the company had been forced to give 
up 1.88 miles of its track extending from Chesapeake Junction, D« C-, 
to the District Line Station. This section had been sold to the 
Washington, Potomac, and Chesapeake Railway and was under lease 
to the Chesapeake Beach Railway Company. They had also given up 
their trackage rights on the Shepherds Creek Branch of the Balti- 
more and Ohio Railroad. 

During the next five-year period, the road just about 
cleared expenses being able to obtain several additional engines, 
the number in use in 1915 being five. In the Washington Post on 
February 11, 1912, there appeared an article stating that the 
Pennsylvania Railroad had purchased property at 13th and H Sts., 
in Washington, D. C. , and proposed to build a terminal and office 
there for several lines it proposed to obtain control of and 
electrify. These roads were the Washington, Baltimore and Anna- 
polis; the Washington Virginia Railway Company; the Washington, 
Arlington, and Falls Church Railroad; and the Chesapeake Beach 
Railroad. However, the Chesapeake Beach line was omitted from 
this plan due to difficulty of electrification. 



- 4 - 

In 1918, the company bought back the track to Chesapeake 
Junction. From 1918 to 1925, the company operated at a loss, 
showing a steadily mounting deficit. Apparently, those people 
interested in the road continued to operate It because of profits 
or possibility of profits from the company operating the reso*t 
at Chesapeake Beach. However, by this time the automobile became 
a serious menace to the bare existence of the railroad and it may 
have been abandoned had it not been that negotiations with a New 
York concern made it desirable to keep the franchise. The "Evening 
Star" of Washington on January 2, 1929, stated that the sale of 
the Chesapeake Beach Railway was practically completed. The 
New York concern proposed to operate gas electric cars over the 
line. When this deal was abandoned, the company endeavored to 
start use of this type car and obtained one from the J. G. Brill 
Company of Philadelphia. Operation of this car throughout the 
1930 season proved it unsatisfactory and it was returned to the 
makers. 

By this time, 1930, a new plan had originated and in 
August, 1930, the Interstate Commerce Commission authorized thd 
building of docks, etc., for a ferry to operate from Chesapeake 
Beach across Chesapeake Bay to Trippes Bay near Hudson, Maryland. 
This decision was contested by the Annapolis Claibourne Perry 
Company, but on April 11, 1932, the Supreme Court upheld the 
decision. Since then the railroad has been operated largely in 
the hope that the completion of this ferry will bring business to 
the line. The company has made application to the Interstate 
Commerce Commission for permission to issue $1, 850 ,000 in trust 
certificates for construction, gold bonds, and second mortgage 



- 5 - 
to operate this ferry. It has also applied for a loan from the 
Reconstruction Finance Committee. However, neither of the above 
capital sources are to date available, though the company had hoped 
to complete the ferry this summer. 

The officials of the company have today more hope for 
the future, due to the prospective ferry project, and to favorable 
legislation passed by Maryland and exempting the company from taxes 
for a stated .period, than they have had for many years. 



The Washington and Chesapeake Railway as originally 
constructed in 1892 consisted of 30 miles of single track road 
and 5.2 miles of sidings and yards. The line extended from a 
point 200 feet from the bay at Chesapeake Beach, Calvert County, 
Maryland through the South West corner of Anne Arundel County, 
across the Patuxent River into Prince Georges County, and thenee 
northwest into the District of Columbia, where it ended at Chesa- 
peake Junction and made freight connection with the Baltimore and 
Ohio Railroad. The Company also owned trackage rights for 4.2 miles 
of the Shepherds Creek Branch (now the Alexandria Branch) of the 
Baltimore and Ohio Railroad, extending from Chesapeake Junction, 
District of Columbia, to Hyattsville, Prince Georges County, 
Maryland. In addition to the Baltimore and Ohio connection at 
Chesapeake Junction, the Washington and Chesapeake Railway made 
freight connection with the Popes Creek Branch of the Pennsylvania 
Rail Road at Pennsylvania Junction where the former crosses the 
latter on an overhead trestle. 



- 6 - 
At present the Chesapeake Beach Railway Company, suc- 
cessor to the above company, owns twenty eight and three tenths 
miles of single track road extending from Chesapeake Junction to 
Chesapeake Beach. 

At the east end of the road, there is a yard and passen- 
ger and freight station for the town of Chesapeake Beach, There 
are coal dumps and a water tank located at this point. About one 
quarter mile from the station there is a siding leading about one mile 
solith to the power house which supplies the town and resort of 
Chesapeake Beach with electricity. This siding also serves as 
one arm of a X for turning the engines around. From this point 
the road runs southeast for five -eighths of a mile, thence west 
for five-eighths of a mile, this section of the road being built 
through flat and very swampy land through an inlet from the Bay. 
At this point the road emerges from the salt swamps and travels 
almost directly northwest for 8.2 miles, through slightly hilly 
country. There are many fills and cuts on this stretch of road 
and only slight grades. Two and one-tenih miles from Chesapeake 
Beach the line passes Pushaw, and 3.4 miles out, at Mt. Harmony, 
the trains will stop on signal for passengers ob freight. At this 
point there is a four-car siding. One and four-tenths miles 
further on at Swings, a regular stop, there is a 17-oar siding 
and passing track. The next two towns, Wilson and Chaney are 
not regular stops, but the train stops on signal. At Fischer, 
9.4 miles from Chesapeake Beach, there is a 12 -car siding and 
passing track. At this point, the track turrs almost westward 
and continues to the Patuxent River which it crosses on a wooden 
trestle. In this section is located Pindell; and, just across the 



- 7 - 
river, Mt. Calvert, a regular stop, provides a 13-car aiding and 
passing track. At Mt. Calvert the road again turns northwest to 
continue in a straight line for 7 miles through fairly flat and 
dry country. At Pennsylvania Junction, just 1.7 miles from 
Mt. Calvert and 14.6 miles from Chesapeake Beach, there is a trestle 
which carries the Chesapeake Beach Rail Road over the Popes Creek 
Branch of the Pannsylvania. There is a freight connection at this 
point with that railroad. Marlboro, 15.9 miles from Chesapeake 
Beach, is a regular stop, and provides a IE-car siding and passing 
track. There is also a dangerous grade crossing of the Washington 
and Marlboro Turnpike at this point. Clagett, Hills, Brown, and 
Marr, make up the rest of this straight stretch, only Brown pro- 
viding a passing track and 11 -ear siding. At Marr, SO. 5 miles 
from Chesapeake Beach, the track turns again almost westward and 
continues along a winding path to the District Line Station. 
Along this section are located Ritchie, Berry, Behrend, Brooks, 
and Seat Pleasant. At Berry, there is a 9-car siding and passigg 
track and at Seat Pleasant, 0.7 miles from the District line, 
there is a 12-car siding and passing track. 

Just a littld outside the District Line Station are 
the company's yards for storage and shopwork. Here there are 
four sidings, storage sheds for 3 engines, workhouses, coal 
storage dumps, a water tank, and a roundhouse section of four 
tracks with a hand -powered turn table. The company does its own 
repair work at these shops. The station at District Line as well 
as that at Chesapeake Beach is typical of an excursion road. 
They are one -story stations of frame construction with over- 
hanging eaves, magazine stands and outdoor benches. Very small 
indoor waiting rooms are provided. 



- 8 - 

From District Line, the single track continues 4.2 Miles 
to Chesapeake Junction where the Chesapeake Beach Railroad shifts 
freight for the Baltimore and Ohio to the Benning power and light 
plant of the Potomac Electric Power Company of Washington, D. C» 

The whole line of the Chesapeake Beach Rail Road is made 
up of 70, 80, and 85 pound rails set at standard gage (4 ft.,8&in.) 
on a cinder roadbed. It consists of 6 ascending grades (District 
Line to Chesapeake Beach) totalling 10.1 miles and climbing 455 
feet, and 7 descending grades totalling 9.9 miles and dropping 
470 feet. There are two overhead road bridges, 23 trestles, and 
one iron bridge over another railroad. There are also 20 unpro- 
tected and 2 protected grade crossings. The rolling stock of 
the company includes five 8-wheel American type C-2 engines, 
26 first-class day coaehes, 2 combination baggage and passenger 
cars, and 8 roadwork cars. In addition the company handles con- 
siderable freight stock of other companies. During the season of 
1930, the Chesapeake Beach Railroad Company obtained from the 
J. G. Brill Company of Philadelphia a 73-foot Oombination Passen- 
ger and Baggage, gas electric car, powered by a 6-cylinder, 300- 
horse power gas engine, and a generator motor system. However, 
this ear proved entirely unsatisfactory and was returned to the 
Brill Company. The car had insufficient capacity for excursion 
work and was not sufficiently powerful to handle extra cars on 
the grades of the line. The locomotives in use include three 
Baldwins built in 1898 and 1899, one engine built in 1901, and 
two rebuilt In 1926 (originally built in 1888 and 1890}. These 
last two engines were purchased from the Atlantic Coast Line. 
At one time during its history the company owned 6 engines (1925), 



- 9 - 
and at another it owned 18 freight cars (1900) in addition to 

its passenger stock. 

In general the road today, though picturesque, is in 
an obviously depreciated condition. If the proposed Trippes Bay 
to Chesapeake Beach Perry does not stimulate sufficient traffic 
to put the Chesapeake Beach Railway Company on a paying basis, 
it is probable that Maryland will lose a long established but 
somewhat impractical railroad, and there are many who will miss it. 




YOU have heard the story of the 
street car motorman who goes 
for a tram ride whenever he gets 
a day ofl\ 

Well, way back In October. 19pf , it 
thing to do, wi 
the above photo oJ the ( 

ii their it 11 - 
mi,.; o ■■■■<• Beach, 25 

years ago! 



The distinguished group in the 
round is made up of officials of 
the railroad company, employes and 
their families, The gentleman on the 
Ith the GrouchoMarx moustathe 
probably Is the engineer, going for a 
htilc train trip i off. 

As for !■ rrkcd 

OUt 111 Aim- 

Bhiaed up lor Uu Is "Old 

B8," which used to knock oil the 30 



some odd miles between Chesapeake 
Beach Junction and the beach in 
record time. 

The railroad still Is an Institution 
closely tied up wlib the life o[ the 
: and of "the beach," thooi h 
18" in all probability has 
run over the bills and valleys 
that used to reverberate to the n 
^i Lta firiving wheels and the shrill 
tones of its whistle. 



Photograph from* The Washington Post ' of 
one of The ofdtst e/ifwcs used during 
the early days of the road. (1906) 



( 



Summer On ly. 



THE 



Chesapeake Beach Railway Company 

TIME TABLE No. 98 

Taking Effect at 12.01 A.M., Saturday, May 23, 1931 

EASTERN STANDARD TIME 



For the information and guidance of employes only. 



W. J. HAYWAED, R. N. HULFISH, 

Superintendent. Chief Dispatcher. 



/ 



SPECIAL RULES 



1. The General Rules and Regulations of the Operating 
Department arc published in book form. Employees whose 
duties are affected thereby will provide themselves with «opy. 

2. Trains in either direction are not superior over trains of the 
same class in the opposile direction, but will meet such trains as 
per Time Table unless otherwise directed by train order. West- 
ward trains will take siding for Eastward trains of the same class. 
Second class trains have no rights over first class trains and will 
not meet first class trains as per time table, but will clear 1 first 
class trains according to rule. 

3. Register Stations, and Bulletin Boards : District Line, Ches- 
apeake Beach. 

4. Block Limits — Between Chesapeake Junction and District 
Line. Trains must procure Clearance Card (form 407) before 
entering the Block, 

5. Eastward trains will not leave District Line and trains will 
not leave Chesapeake Beach without a Clearance Card (form 
407), except trains will not he required to get a clearance card 
at District Line or Chesapeake Beach before 1:15 P. M.l 

6. Trains will not exceed (6) miles per hour when missing 
the tracks of the W. B. & A. Ry. at District Line. Track must 
be known to be absolutely safe to proceed before crossing, j Un- 
less absolutely necessary, trains will not back into the west end 
of the passing track at District Line. If necessary to back in 
they will see that W. B. & A. Ry. trains arc protected in, both 
directions, 

7. All trains will reduce speed to six (6) miles per hour over 
Grant's Crossing, west of Marlboro and over State Road Crossing 
east of Marlboro and at Owings. 

8. Trains in each direction will reduce speed to six (6) miles 
per hour crossing Patuxent River Drawbridge. 

9. The maximum speed for passenger trains is thirty (30) miles 
per hour, and for oiher trains twenty-five (25) miles per jhour 
when conditions permit. 

10. Yard limits extend from B, & O. switch at west et^d of 
yard at Chesapeake Junction to a point one-quarter mile east of 
Seat Pleasant, and from Chesapeake Beach to one-quarter mile 
west of Wye switch. Engine hell must be continuously rung 
while passing through these limits. All Westward trains must 
approach Seat Pleasant yard limits under full control. Regular 
trains will not exceed ten (10 miles per hour and extra trains 
six (6) miles per hour in yard limits. See General Rule 9$ 

11. All trains will use ten (10) minutes between Chesapeake 
Junction and District Line, 

12. Conductors of passenger trains will give a signal by I air- 
whistle of one (1) short and one (1) long blast approaching 
schedule or train order meeting stations. Enginemen will acknowl- 



edge with (2) short blasts of the whistle. Enginemen of freight 
and work trains will give two (2) short and one (1) long blasts 
of the whistle approaching schedule or train order meeting sta- 
tions. This signal will be given one (1) mile distant from the 
meeting station. Should the engineman fail to answer or give 
the signal every effort must be made by the trainman to stop the 
train before reaching that station. Failure to give the signal will 
not relieve the Conductor and Engineman from responsibility. 
In addition to ringing of engine bell, two short blasts of engine 
whistle will be sounded immediately before trains start from Dis- 
trict Line and Chesapeake Beach. 

13. Trainmen must see that due care is exercised in handling 
passenger cars. When attaching such cars to a train, or to other 
cars on a siding, stop them about ten (10) feet distant and then 
move slowly to make the coupling. This applies also when a 
train is backed to take on a coach. 

14. The Company Telephones are for the exclusive use of Em- 
ployes on Company business. The telephones at Berry, Mt. Cal- 
vert and Mt. Harmony are located on poles near the side track, 
at Owings on outside and inside of station and at other points in 
the depot buildings. 

TELEPHONE CALLS 

Chesapeake Junction 1 long and 6 short 

District Line, Dispatcher 2 short 

District Line, Freight & Tkt. Office 1 short, 1 long, 1 short 

Seat Pleasant ,1 long and 4 short 

Berry 1 long and 5 short 

Brown 2 long and 1 short 

Marlboro 4 short 

Mt. Calvert 3 long and 1 short 

Chauey. 5 short 

Owings 1 long and 2 short 

Mt. Harmony 7 short 

Chesapeake Beach Ticket Office 3 short 

Chesapeake Beach Telegraph Office.......! long and 1 short 

15. Explanation of Characters: 

f Stop on signal to take on or let off passengers. 

s Regular stop. 

p Passing track. 

a Stop on signal to pick up passengers only. 

b Stop to let off passengers only. 

D Day Train Order Station. 

16. When passenger cars are out of service in a train, or left 
at stations, trainmen will sec that all windows and doors are 
closed and locked. 



17 Standard time is shown by clock in Ticket Office at District 
Line Station. 

18. The doors of box cars in trains must he kept closed. 

19. Trains in same direction must keep ten (10) minutes apart- 

20. Stationmen, Conductors, Enginemen, Firemen, and Train- 
men are under the immediate direction of the Chief Dispatcher, 
and will obey his orders. 

21. Trains will stop at the west end of Pennsylvania Junction 
Bridge to receive and discharge passengers." 

22. Trains will not exceed 20 miles per hour on reverse curve 
at Pennsylvania Junction. 

23. Loaded passenger trains will not stop with any part of a 
train on a bridge or trestle unless absolutely necessary. When 
necessary to stop on a bridge or trestle trainmen will use extraor- 
dinary precaution to prevent passengers from stepping off the 
train. 

24. Trains 9, 12, 30, 31 and all first class locals will handle 
colored passengers. 

25. No 7 will take siding for No. 6; No. 9 will take siding for 
No. 8; No, 27 will take siding for No. 24; No. 29 will take siding 
for No. 26. 

26. No, 3 — pass No. 1 if overtaken. 

27. Train Order stations open less than 24 hours : 

District Line 11 a. nt to 12 mid. 

Marlboro 9.4S a. m. to 10.45 p. m. 

Owings 10.15 a. m. to 11 p. m. 

Chesapeake Beach 10.45 a. m. to 11 p. m. 

SURGEONS 

Dr. Edward Larkin Washington Office, 1801 I St. N. W. 
Phone NAtional 7200 or Wisconsin 3053. 

Dr. J. Lester Brooks Washington Office, Munsey Building. 
Phone National 0437 or Cleveland 0203 

Dr. Reverdy Sasscer, Upper Marlboro, Md. Phone Marlboro 70. 

Dr. J. W. Leitch, Huntingtown, Md. Phone Pr. Frederick 6-11. 

Dr. Grafton D. P. Bailey, North Beach, Md. 

Dr. Hugh W. Ward, Owings, Md. 

Dr. Win. E. Whitson, North Beach, Md. 

Dr. W. W. Jones, 409 58th St. N. E. Phone Lincoln 2925. 



Summer Only. 
DAILY EXCEPT SUNDAY 



EASTWARD 



1st Class 



P. M. 



8.00 



8.02 



b 8.06 



8.15 



b 8.23 



8.30 s 



8.38 



8.48 



9.00 
P. M. 



Local 
1st, Class 



P.M. 

5.20 

Ar. 5.30 
Lv. 5.40 



5.42 
5.44 
6.46 
5.48 
5.51 
5.55 
5.58 



6.00 
6,02 
6.06 
6.10 
6.14 



f 6.19 

f 6.22 6 

f 6.26 

f 6.29 

s 6.34 



6,37 



6.45 
P. M. 



1st Class 



P. M. 

2.30 



2.32 



2.36 



2.45 



2.53 



3.00 



3.08 



3.1S 



3.30 
P. M. 



1st Class 



A. M. 
10.30 



10,32 



10.36 



10.45 



10.53 



11,00 



11,08 



11.20 



11.30 
A. M. 



Local 
1st Class 



A. M. 
8.30 

9.00 



9.02 
9, 04 
9.06 
9.07 
9.12 
9.17 
9.22 



9.24 
9.26 
9.30 
9.34 
9.38 



f 9.43 

f 9.46 

f 9.51 

f 9.55 

a 10.15 



10.20 



10.30 
A. M. 



U 



Yard 
8 



12 



11 



12 



13 



3 

12 

4 



17 



4 

2 

10 



o s 

a c 



.0 
1.8 



2.5 
3,4 
4.0 
4.6 
5.7 
7.8 
8.7 



9.7 
10.4 
12.4 
13.7 
15.4 



17.5 
18.9 
20.4 
21.5 
23,5 



24.9 
26.2 
28.3 



Time Table No. 98 



EFFECTIVE 



12.01 A.M., 
Saturday, May 23, 1931 



Lv... CHESAPEAKE JUNC....AR 
DISTRICT LINE D 



.SEAT PLEASANT P 

BROOKS 

....BEHREND. 

BERRY P. 

RITCHIE 

MARR 

BROWN P. 



HILLS 

. . , CLAGETT 

.. MARLBORO d-p. 

.PENNA. JUNC. 

,MT, CALVERT P. 



.PINDELL 

.FISCHER p. 

.CHANEY 

.WILSON 

.OWINGS D-P, 



MT. HARMONY 

PUSHAW 

ae. CHESAPEAKE BEACH. . \ JJ 



■Si 

= ~ 

^3 



28.3 
26.5 



25.8 
24.9 
24.3 
23.7 
22.0 
20.5 
19.6 



18.6 
17.9 
15.9 
14.6 
12.9 



10.8 
9.4 
7.9 
6.8 
4.8 



3.4 

2.1 

.0 



0) 
JO 

£ 

% 

a 
a 



3 
3a 

4 
5 
6 
8 
9 



10 

10a 

12 

14 

15 



18 
19 
20 
22 
24 



25 
26 
28 



Local 
1st Class 



Lv. 
Ar. 



A.M. 

8.15 

8.05 
7.50 



7.48 
7.46 
7.45 
7.43 
7.40 
7.34 
7.31 



7.29 
7.26 
7.21 

7.16 
7.12 



7.07 
7.03 
6.58 
6.56 
6.51 



6.47 



6.40 
A. M. 



CHESAPEAKE BEACH RAILWAY 

Schedule of Local Passenger Trains- Effective Monday, Sept. 12, 1932 

SUBJECT TO CHANGE WITHOUT NOTICE 



EASTBOUND -To Buck 
(read down) 



Snodiy Only 



13 



P.M. 

6 46 
6 49 

6 51 
u 52 

6 55 

7 02 
7 OS 

t m 

7 08 
7 16 
7 19 
7 24 

7 29 
7 32 
7 37 
7 40 
7 45 

7 49 

8 00 



II 



Diily aiccpt 
SuudiT 



900 
9 04 
9 06 

9 m', 
a 10 

9 17 

S 20 

9 22 

9 24 

9 30, 

9 34 

51 39 

9 44 

9 41 

9 62 

9 56 

10 00 

10 04 

10 15 



P.M. 

5 40 
5 44 
5 46 
5 43 
5 61 

5 57 

6 00 
6 02 
6 04 
6 10 
6 14 
6 19 

n :■;; 

6 27 
6 32 
6 84 
6 40 

5 44 

6 55 



A.M. 

9 00 
9 04 
9 06 
9 07 
9 12 
9 17 
9 20 
9 24 
9 26 
9 30 
9 34 
9 33 
9 43 
9 46 
9 51 
9 55 
10 15 
10 20 
10 30 



Winter 5chtd.uk. 



STATIONS 



.Ar. 



Wellington, D. C. 

Lv District Lino*... 

/ Brooks 

,....,,,,.,..,,.., ,/Behrend , 

/ Berry 

/Ritchie 

. /Marr. ,,,,.,., 



./Brown 

/Hills 

j"ClnBett 

« Marlboro. . . . 

, . ,/Penna Junction. 

/ML Calvert. . . 

/Pindell 

,/Fischer , 

,/Chaney 

./Wilson 

sGwings 

J°Mt. Harmony. . 

AR. . .Chcsa. Beach . . 

a North Beach 



,I.v. 



WKSTEOUND-Froa. Bucb 

(llB AD UP) 

Daily «ctpt SmsVOiIt 

»~nfo rs 



A. H 

7 50 
7 46 
7 46 
t 43, 
7 40 

v :;■! 

7 31 
7 29 
7 26 

7 21 
7 16 
7 12 

7 (J7 
7 03 
6 53 
56 
i! ,->l 
6 47 
6 40 



P. M. A. H. 

7 50 
7 « 
7 45 
7 43 
7 40 
7 34 
7 31 
' 2i< 
7 26 
7 21 
7 16 
7 12 
7 07 
7 03 
6 58 
6 56 
6 51 
6 47 
6 40 



4 30 

4 24 
4 23 
4 23 
4 1!) 
4 13 
4 10 
4 08 
4 (5 

4 00 

3 46 
3 41 
3 SS[ 
3 52 

3 23 
3 25 
3 20 
3 10i 
3 00 



P.M. 

6 16 
6 10 
6 OS 
6 07 
6 04 
5 53 
5 56 
5 63 
5 50 
5 45 
5 40 
636 

5 31 

6 27 
5 23 
5 2U 

5 16 

6 11 
5 00 



s Regular stop. 

/Stop on signal or notice to conductor. 

* Connection with W. B. & A. Eke. R.R. 

a North Beach busses connect with all trains. 

Washington Railway & Electric Co. cars 
marked "District Line." from 15th and New 
York Avenue N.W.. operate direct U» our 
District Line Station, 

An over-night Fast Freight Service is op- 
erated between Baltimore arid points on Chesa- 
peake Reach Railway via Baltimore &■ Ohio 
Railroad. 



This time table shows the time at which 
trains may be expected to arrive at and depart 
from the stations named, but their arrival «r 
departure at the time stated is not guaran- 
teed, nor does the company hold itself re- 
sponsible for any delay or any con sequences 
arising therefiom. 

J. M. RECTOR. 
Vice-President and General Manager. 



12.21 
12.16 

12.10 
12 08 
12.03 



11.57 



11.50 
A. M. 



6.22 7 



6,12 



6.00 
P. M. 



8.22 



8.12 



8.00 
P. M. 



8 



11,22 



11.12 



11.00 
P. M. 

12 



















I 














• 




( . 


\ -^ 


SUNDAY ONLY 


EASTWARD 


QD 

5 

O as 

a. 

4 

U 

Yard 

8 


ij 

& u 


Time Table No. 98 

EFFECTIVE 
12.01 A.M., 

Saturday, May 23, 1931 


*J3 

jz a 

h 

s 


O qj 


WESTWARD 


1st Class 

31 


Local 
1st Class 

29 


1st Class 

27 


1st Class 

25 


1st Class 

23 


Local 
1st Class 

21 


Local 
1st Class 

20 


1st Class 

22 


1st Class 

24 


Local 
1st Class 

26 


1st Class 

28 


1st Class 

30 

A. M. 


P. M. 


P. M. 


P. M. 


P. M. 


A. M. 


A. M. 



1.8 


Lv.. ..CHESAPEAKE JUNC . ,Ar 
DISTRICT LINE D 


28.3 
26.5 



2 


A. M. 


P.M. 


P. M. 


P. M. 


P. M. 


9.00 


3 6.45 


5.00 


2.30 


11 00 


o 't 9fl 


s 7.50 


1 30 


k in 


8 00 


10.00 


12.00 








9.02 


6.47 
f 6.49 
£ 6.51 
f 6.53 
f 6.56 
£ 7.00 
f 7.02 


5.02 


2.32 


11.02 


9.32 
i 9.34 
t 9.36 
f 9.38 
f 9.41 
f 9.47 
i 9.50 


12 

9 
3 

11 


2.5 
3.4 
4.0 
4.6 
5.7 
7.8 
8.7 


SEAT PLEASANT P 

BROOKS fT . 


25.8 
24.9 
24.3 
23.7 
22.0 
20.5 
19,6 


3 

3a 

4 

5 

6 

8 

9 


7.48 
f 7.46 
£ 7.45 
£ 7.43 
f 7.40 
f 7.34 
f 7.31 


1.28 


6.08 
f 6.06 
t 6.04 
f 6.01 
f 5.58 
f 6 52 


7.58 


9.58 


11.58 











BEHREND 




b 9.06 
9.15 


5.06 


2.36 


11.06 


.BERRY p 


1.24 


7.55 


9.52 


11.52 

b 11.50 


..RITCHIE "^ 








MARR 




7.46 


9.43 


5,15 


2.45 


11.15 


brown ,yf. F 


1.15 


f 6.50 


b 11.43 










f 7.04 
f 7.06 
s 7.10 . 
f 7.13 
f 7.17 






11.23 


i 9.52 
f 9.54 
s 10.00 
t 10.04 
t 10.09 


12 
13 


9.7 
10.4 

12.4 
13.7 
15.4 




18,6 
17.9 
15.9 
14.6 
12.9 


10 
10a 

12 
14 
15 


f 7.29 
f 7.26 
B 7.21 
f 7.16 
f 7.12 




f 6.47 
f 6.44 
s 5.40 
f 5.34 
f 5.30 27 














CLAGETT. 

. , MARLBORO . Y'. d-p 

PENNA. JUNC.'C' 










£ 9.23 


f 5.23 


2.53 


11.23 


f 1.07 
1.00 


7.38 


9.35 


f 11.85 


b 9.3 28 


5.30 24 


3.00 


11.30 


MT CALVERT p 


7.32 


9.3 31 


a 11.28 


b 9.38 


f 7.22 

f 7.26 26 

f 7.30 
£ 7.33 
s 7.37 








f 10.14 

t 10.17 
t 10.22 
£ 10.25 
s 10.30 


3 

12 
4 

17 


17.5 
18.9 
20.4 
21.5 
23.5 


. PINDELL.... 


10.8 
9.4 
7.9 
6.8 
4.8 


18 
19 
20 
22 
24 


£ 7.07 
f 7.03 
f 6.58 
£ 6.56 

s 6.51 




f 5.23 

f 5.20 
f 5.16 
f 5.14 
s 5.10 






b 11.24 
b 11.20 
b 11.17 

f 11.10 


5.38 


3.08 


11.38 


FISCHER P 


f 12.52 
f 12.42 


7.2G 24 


9.20 


CHANEY 


f 9.48 








WILSON 


7.10 


9.10 


f 6.48 


3.18 


11.60 


OWINGS d-f 




f 7.41 








f 10.34 


4 

2 

10 


24.9 

26.2 
28.3 




3.4 

2.1 

.0 


25 

26 
28 


f 6.47 




f 5.07 
















TUSHAW 










10.00 
P. M. 


7.50 
P. M. 


6.00 
P.M. 


3.30 
P. M. 


12.00 
A. M. 


10.45 
A. M. 


Ak.. CHESAPEAKE BEACH.. Lv. 


6.40 
A. M. 


12.30 
P. M, 


5.00 
P.M. 


7.00 
P.M. 


9.00 
P. M. 


11.00 
P. M. 


31 


29 


27 


25 


23 


21 












20 


22 


24 


26 


28 


30 






The line Thru the 
smmps of a Gesqpeafe 
Bay m/et near tht> 
Cast tndof /tie road- 



"1 



Chesapeake Beach 

Ratf Road hr/dfe over 

tht fltw automobile, 

road to tht, b&y$icle> 
resorts. 





The Pofti CreeA Branch 

Of /At fe/JMSflifan/q from 
the Chesapeake BeqcM 
overhead at Pen n. Jet. 




Mo- II onz of Me 
two UTest type enpttes 
in ust on /4e read. 



View of th e engine 
$heds and ha rid -power- 
ed turn tabic in th& 
yards a t Dh foe t Line.. 








% 

■. "* ■ 




Loo kit j info Ae yards at 
th e Pis Trie t Line, from the 
Ctnlral Aver> Me a u 'To h ridge. 




The Station at the 
District Lthe stop- 



LoohtnQ out of the 
yards at the Pbtr/cT 
Line. Centra ( Avenue 
auto ni o kite bridge in 
the background- 





Part/on of tie District 
Lfpt yards sfofr/nf the 
roundhouse, turft table, 
$hd water ta/jH- 




1 



The station at the 
east e/)d of the, 
tine. 



~^\ 




■ 
** : ■,-... 



Mo- Z2. /n /he yarcts 
at Chesapeake Bea&/> 
ready for the Cise/jTf- 
e/ftt mitt run.