There is a blueprint too large to scan. 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.