In 1832 a few adventurous men obtained a charter for a railroad from Baltimore to Port Deposit: other charters were granted by Delaware and Pennsylvania in succeeding years, and at last in 1838 all were consolidated as the Philadelphia, Wilmington and Baltimore Railroad Company, and became a through all-rail line, interrupted only by the Susquehanna and some minor water-courses, under one management, beginning at Philadelphia and ending at Baltimore. But the country was too young and weak to make this a strong road, either in capital or business. It struggled along with a heavy debt, poor road-bed, imperfect rail (in some parts the old strap rail), few locomotives and cars, and inconvenient dépôts, making but little progress up to 1851, when Mr. Samuel M. Felton was brought from Boston to assume the presidency.
Seeing the actual and future importance of the line, some Eastern men bought up the stock, put in the necessary money and encouraged Mr. Felton to begin an entire revolution in the road. The road-bed was perfected and widened for a double track, new dépôts erected in Baltimore and Philadelphia, new rails laid, new branches opened; and whereas Mr. Felton found the road with only a single track, 25 locomotives and 308 cars, he left it with many miles of double track, its dépôts rebuilt, 49 locomotives and 1145 cars. When he took the road its locomotives traveled 312,840 miles per year, and earned $718,010, at a cost of $252,184.54: when he left it, borne down by disease, the locomotives traveled 780,537 miles per year, at a cost of $1,960,649. The capital stock in 1851 was $3,850,000, and paid three and a half per cent.: it is now $13,486,250, and pays eight per cent.
When the war broke out in 1862 this road was the key of the continent, and the fact that it was officered and controlled by Northern and energetic men saved it from destruction or becoming an engine in the hands of our enemies. Over it hundreds of thousands of soldiers and citizens were carried to the front, and millions of tons of merchandise and supplies were poured into the quarter-master's, commissary's and medical departments all along the line.
In 1864, worn out by disease, the able manager laid down his authority, to be taken up by another vigorous New England man, who in his turn has given almost life-blood to carry the road on to greatness.
Since 1864 the advance in earnings has not been so great as in the four preceding years, because of the necessary reduction in travel and transportation since the war. But enormous improvements have been made, thousands of steel rails have been laid, locomotives, freight cars and passenger cars of the most beautiful description have been added to the stock, new dépôts made (some of the finest in the country), a new line planned and executed, carrying the road from the meadows and marshes of the Delaware through the valleys and beautiful rolling uplands of Delaware county to Chester, avoiding all danger from floods, and going over or under twenty-seven streets to enter the city without possible peril to life or limb. A whole railroad system subsidiary to this road has been developed in Delaware, and to-day, with the best road-bed, double tracks, steel rails, the best locomotives, the best passenger cars in the country, supplied with all the modern improvements of brake, platform and signal, and a perfectly drilled corps of subordinates, this road may challenge the attention of the country, and be pointed out as one of the best evidences of the growth and prosperity of Philadelphia.
The dépôt in Philadelphia, at the corner of Broad street and Washington avenue, is a large and spacious building, which does not pretend to be a model of domestic architecture, but is roomy and reasonably well ventilated. The bell rings, we take our seats and move out through the usual coal-yards and shanties and suburbs, passing the United States Arsenal, until we reach Gray's Ferry, where we see the Schuylkill, beautiful at high tide, the high banks opposite once a famous estate, now the seat of the Almshouse, where four thousand paupers live in the winter and about fifteen hundred in the summer. So mild and pleasant is this climate that the majority of the paupers creep out, like the blue bottleflies, with the coming of spring, preferring to sleep in barns or under the green trees all the summer, rather than endure the hard beds, discipline and regular habits of the Almshouse. The rains of summer may fill their old bones with rheumatism for winter, but there are charms in the life of the stroller, who feeds to-day at a farm-house, or works a few hours to-morrow for a trifle to get whisky and tobacco, but has no notes to pay, no house to maintain, no servants to support.
Gray's Ferry is an old historic name, for here Washington and the men of the Revolution crossed again and again. The old rope ferry was succeeded by the old horse ferry, and now there are three railroads here—the Darby Improvement, the Junction (which goes to West Philadelphia and makes the connection for the great Southern Air-line), and the old line, which leads us out, through the old Bartram Gardens, where an enthusiastic botanist made the first and best collection of trees and plants in this country, on to the marshes of the Delaware. The mighty river, widening into a bay, flows on to the ocean, its bosom furrowed by thousands of keels and whitened by myriad sails. We look over wide acres of marshes, now green with the tender colors of spring, the corn-fields of the higher portion giving by their brown earth beautiful contrasts of color, the rows of corn just coming into sight. All over these meadows stand huge oak trees and elms, amongst whose branches the vessels seem to glide. But beautiful as the scene is, it is a bad place for a railroad, for when the great river rushes down swollen by some freshet, and is met by the incoming tide, the water sets back over the marshes and threatens to sweep away the track or put out the fires of the locomotives; and to cross streams and tideways many draw-bridges, with their attendant dangers, must be maintained. To avoid all these difficulties, Mr. Hinckley planned the change which is known as the Darby Improvement, carrying the road from Gray's Ferry to Chester over and through the high lands of Darby and Ridley. We shall no longer hear the brakeman shout out "Gibson's," "Lazaretto,", "Tinicum" (called by the Indians Tenecunck), "Crum Creek." We shall no longer wonder that the train should be stopped for so few passengers to get on or off, for in future our car will take us over a road-bed so perfectly laid with steel rails that a full glass of water will not spill as the train hurries on through a thickly settled country. Look quickly from the window at the country you are traversing: see the beautiful station at Bonnaffon, and the magnificent oak tree, worth a hundred stations, that stands in a field just beyond. We cannot enumerate all the beauties and objects of interest that line the road: every valley opens a pleasant view, every hill is covered with handsome houses, comfortable farmeries or superb trees. Before the road was made, these lands, lying on a ridge high above the river, perfectly healthy and offering the most desirable homes for city people, were inaccessible, but now they can be reached, and have been already appreciated. Most of the land has grown too valuable for farming, and has been bought up and laid out with different degrees of care for suburban residences.
