Edited by Hank Mummert
The story of PRR's Delmarva branch starts in 1827 with the state of Maryland giving permission for a railroad to be built. A condition of Maryland's permission was that the state of Delaware also give permission for the line to be built. This railroad, the New Castle & Frenchtown Railroad really didn't get going until about 1831. The line was 16.19 miles long and basically ran between, as you can guess, New Castle, Del., and Frenchtown, Md. It terminated at the Elk River just south of Frenchtown. The first locomotive was built in England and named "Delaware".
Over the years many other short lines operated on the Delmarva peninsula. Two of the better known ones were the Maryland, Delaware & Virgina RR and The Baltimore, Chesapeake & Atlantic Ry.
The Philadelphia, Wilmington & Baltimore RR (which became part of the PRR's NEC Main Line) took control of the various short lines on the Delmarva over the years until it more or less controlled all lines North of Delmar Delaware. After the Civil War a gentleman named William L. Scott of Erie, Pa., tried to have a line built that would run from Delmar south to Cape Charles, Va., and then via carfloat over to Norfolk, Va., to connect to other lines. He talked to officials of the PRR,but no one seemed interested... Then he met A. J. Cassatt.
A. J. Cassatt had worked for the PRR and had become independently wealthy. Mr Cassatt had left the PRR in 1882, for one reason, his distaste for the operating policies of George B. Roberts and so it was said to take a break from railroading. Cassatt realized the potential of such a line and in 1880 the Peninsula Railroad Co. of Maryland was formed along with the Peninsula RR Co. of Virginia in 1882. Mr. Cassatt surveyed the line himself on horseback from Pocomoke City, Md., to Cape Charles, Va. The two independent companies were just a formality, for in 1882 the two were united and named the New York,Philadelphia & Norfolk RR Co. The line between Pocomoke City, Md., and Cape Charles was finished in 1884 (A connecting line..the Eastern Shore RR -- not to be confused with the present day Eastern Shore RR) ran the gap between Delmar, Del., and Pocomoke City, Md. This line was acquired by the N.Y.P.&N. also in 1884. Although not backed by the PRR, the N.Y.P.& N. did have a agreement with the P.W.& B. to route as much traffic as possible over the N.Y.P.&N.
Thus by the late 1880's there was a thru line from near Newark, Del., on down to Cape Charles, Va., and via carfloat across the bay to Norfolk, Va. The main line of P.W.& B.'s Delmarva line ran mostly through Delaware to Delmar, then across Maryland to Pocomoke City, Md., where it made a straight line almost due south to Cape Charles. The railroads on the Delmarva looked like a inverted Christmas tree. The base of the tree being in Northern Delaware, with the top near Cape Charles...and just like a tree there were branches to either side. Branches ran to the west to Chestertown, Md.; Centerville, Md.; Love Point, Md.; Cambridge, Md.; Queenstown, Md.; and Crisfield, Md. On the east side there were branches to Smyna,Del.; Rehobeth Beach, Del.; Ocean City, Md.; Snow Hill, Md.; and Kiptopeake, Va.
After the PRR gained control of the P.W.& B. things more or less stayed the same on the Delmarva...although engines of the N.Y.P.& N. more and more were either ex-PRR engines or were built for the N.Y.P.& N by the PRR. Equipment and operating policies of the two roads became more and more entwined until were the N.Y.P.& N. was more or less another branch of the PRR. then in 1920 the N.Y.P.& N. was leased to the PRR. This lease didn't take affect until 1922 because of the time lag due to the USRA giving control back to the railroads. At this time all Delmarva lines became the Delaware and Norfolk Division of the PRR. Later in 1930 both became the Delmarva Division. Then yet again in 1955 with the merging of the Maryland division it became part of the Chesapeake Region.
As was mentioned in the last section, the PRR had taken over the P.W.& B. and later leased the N.Y.P.& N. in 1920. Clayton, Del., became the headquarters for the Delaware Div. and Cape Charles headquarters for the Norfolk Div. With the merger of the two Divisions in 1930, Harrington, Del., became the headquarters for the then new Delmarva Div.(note: Armstrong, Del., is as far north as the Delmarva Div. ran. Points north were part of the Maryland Div.) The PRR operated many thru and local passeneger and freight trains on the Delmarva. Two of the better known passenger trains were the "Cavalier" and the "Del-Mar-Va Express". the "Del-Mar-Va Express" was a day time train and the "Cavalier" an over night train with cars coming out of New York. The "Del-Mar-Va Express" carried a diner and the "Cavalier" had sleepers, usually older Pullman cars. Some of the other trains were "The Sailor", "The Mariner" and a local named train, "The Bullet" on which a brill gas-electric was used. One other train, "The Furlough", ran on Sunday only southbound to handle the heavy traffic of sailors returning to Norfolk from weekend leave. Another train was a daily mail and express train which carried no passengers. These trains (except "The Bullet") were usually coach-only trains with baggage cars. Most passenger trains were hauled by various E class Atlantics over the years, then the K-4 class engines later on. It has been mentioned that at one time after the war sometimes EMD E units were used, but usually Baldwin road switchers were used for passenger service. There were various local freight trains on all the branches at one time. One of these branches played host to PRR's last three D-16 class engines, No's 1035,1223 and 5079. 5079 was the last one used there until the early 1950's when it was scrapped. No's 1035 and 1223 had been sent to Wilmington, Del., to be saved, but 1035 was later scrapped. Today 1223 is at the Railroad museum of Pennsylvania, the last PRR 4-4-0 left.
Most trains running north or south would stop at Delmar, Del., to change crews and engines (except passenger engines which ran thru). In steam days a thru freight usually had a L-1s 2-8-2. Most locals had H-6sb engines early on with the larger H-9s and H-10s engines used later. Also after the war the G-5s class engines appeared on the Delmarva. Some H-6 class engines were used on local passenger train runs just before the war. And the B-6 and earlier B-8 classes were also used where needed. Most diesels didn't get to the Delmarva until the mid to late 1950's Steam ran on the Delmarva until 1957. Some of the diesels were Alco RS-3's, EMD F-3 and F-7 engines, Baldwin S-6, S-7, S-10, S-12, RS-10, RS-12 and RF-16 engines. (The Delmarva was one of the last places the sharks ran in the 1960's.) It also has been reported that Baldwin transfer units were used at one time also. Baldwin switchers lasted into PC years, with the Alco RS-3 engines being used on road freights.Baldwin RS-10 and RS-12 units were used on passenger trains up until there discontuance.
After WWII both freight and passenger service on the Delmarva started to decline. The Delmarva was not heavily industrialized and most freight traffic was related to its many farms, lumber and seafood industries. Many of theses switched to trucks after the war. Passenger service had its problems too. After the war "The Sailor" and "The Mariner" were taken off. With the last run of the passenger steamers between Cape Charles and Norfolk the daily mail train and "The Furlough" were taken off. Only "The Cavalier" and the "Del-Mar-Va" remained. "The Cavalier" became coach only after 1955, then was dropped in 1956. The "Del-Mar-Va" ran until early 1958 when its mail contract ran out. The PRR still ran one daily train between Delmar, Del., and the connection at Wilmington. Then in 1965 this train was dropped. When it was dropped folks on the Delmarva asked the PRR to give a try to one more train. The PRR agreed and tried it for six months and then dropped that train, the "Blue Diamond", passenger service was no more.
Freight service continued to slowly die off. During the PRR years very few branches were abandoned. (One exception was the end of the Ocean City branch, which had to be abandoned when part of it was lost to a Hurricane in 1933). With the coming of the Penn Central years the Delmarva also suffered from the lack of maintainance which was rampant all over the huge PC system. Branch service suffered the worst. Some branches were embargoed. In 1973 the bridge over the Chesapeake and Delaware canal was damaged and out of service for 7 months after being hit by a freighter. This severed the Delmarva main line with nothing being able to move except by the carfloats at Cape Charles. The former main line to Cape Charles was at one time double tracked and later reverted to a single track line with various speed limits along the line. With the PC bankruptcy and the coming of Conrail in 1976, Conrail decided to abandon some of the branches outright. Some of these branches were taken over by local rail groups (such as what was left of the Ocean City branch). Some never saw rail service again, but most remained intact, mostly branches north of Delmar, Del. The main line thought was to be abandoned south of Pocomoke City, Md., (Including the carfloat operation to Norfolk). In 1977, local Virginia and Maryland counties worked out an agreement with Conrail to take over this part of the line, with Rail Service Associates of New York operating it. This became the Virginia and Maryland Railroad. Later there was a change of management and ownership. Two Virgina counties took this over and had Canonie Atlantic Inc.(?) takeover operations. It was at this time it became known as the Eastern Shore RR. As of this writing (1998) Conrail still operates the line from Pocomoke City, Md., to the north, with the Eastern Shore RR running the operation from Pocomoke City, Md., south to the carfloats at Cape Charles and across the bay to its yard on the Va. mainland at Little Creek, Va., in Norfolk. Here as in PRR days it interchanges with the Norfolk-Portsmouth Beltline RR (another A.J.Cassatt idea) and hence to the NS and CSX lines.
At one time the Southern Railway had made plans to buy the Delmarva lines, but this fell through when an agreement with rail labor couldn't be worked out. This was just before the NS merger. It's interesting to note that with the CSX/NS/Conrail mergers that NS will control lines on both sides of the Eastern Shore RR.
The carfloat operation had four carfloats running during PRR years towed by PRR's own tugs and two passenger steamboats. The steamboats were taken during the 1950's. The tugs and carfloats were passed on to PC at the time of the merger then Conrail then to the Eastern Shore RR. While the railroad continues to own two carfloats (one the last and largest PRR carfloat ever built) and an ex-C&O carfloat (out of service at present) the tugs were sold off or scrapped, with the tug work subcontracted out to the Norfolk Towing Company of Norfolk. As of this writing at least two runs are still made every day six days a week (please see tug and car float roster below).
Rail service is starting to rebound on the Delmarva. Carloadings, while not like the peak years of the PRR, are slowly creeping up. With Norfolk Southern taking over the lines north of Pocomoke City due to the NS/CSX/Conrail merger, it will be interesting to see what happens in the future.
At one time the PRR was one of the largest owners and operators of what amounted to a railroad navy. One of the better known operations were in New York's harbor between Jersey City, Manhattan, and Brooklyn. Also the PRR had a large marine operation in Philadelphia. The Delmarva pennisula over the years presented many opportunities and challenges to the PRR and the predecessor companies which later became part of the PRR. The Delmarva it self is surrounded almost entirely by water. The Atlantic Ocean and the Delaware Bay to the east and northeast,the Chesapeake Bay and Cape Charles to the west and southwest and the Chesapeake and Delaware Canal to the north which bisects the Delmarva between the Chesapeake and Delaware Bays.
Operations over the years were many and varried. Railroad owned steamboats met the railroad at many places (mainly on the Chesapeake Bay side) which then ran to the other side of the Bay to Baltimore, Washington, Richmond and Norfolk. Most of these operated up until the mid 1950's. In later years the PRR also operated a auto car ferry service between Cape Charles and Norfolk and also between Baltimore and points on the Chesapeake Bay side of the Delmarva. the two operations were closed down with the opening of the Chesapeake Bay bridge during the mid 1950's and the Chesapeake Bay bridge tunnel that runs between Norfolk and Cape Charles in the early 1960's.
But the best known and longest lasting operation is the tug and railroad carfloat run which still operates today. When the N.Y.P.& N. was finished in 1884 cross Bay operations started with railroad owned steamboat runs for freight and passengers until the first tugs and carfloats were ready. Tug and carfloat operations started in 1885. During the early years the carfloats ran between Cape Charles and the carfloat slip near downtown Norfolk (not too far from NS's huge Lambert's Point yards). Later the railroad realized it could make a shorter run if it built a yard and carfloat slip on the other side of town at Little Creek (near the present day U.S. Navy Little Creek Amphib base). This the railroad did in the early 1920's. For a while both were used,but later the location near downtown Norfolk was abandoned. This carfloat slip was later used by the Southern Ry. (and possibly the C&O) for a short time. Although no longer in use as a carfloat slip it is still there. Although todays Delmarva railroads don't own anymore tugs they do still have two carfloats and yards at both ends of the carfloat operation. Below is some information on some of the tugs, carfloats, steamboats and auto ferries used over the years.
The PRR set up two companies to run its steamboat and auto ferry operations. One of the Delmarva's predecessor companies operated steamboats under the name of "The Baltimore and Virginia Steamboat Company". This was in turn owned by the B.C.& A. R.R. The N.Y.P.& N. naturally had a company called "N.Y.P.& N. Ferry Company". With the takeover of both Companies by the PRR in the 1920's the PRR decided to keep the N.Y.P.& N. Ferry Co. name for its steamboat operation. In 1933 the PRR formed the "Virginia Ferry Corp." to own and operate passenger and auto ferries to run to various stops on the Chesapeake Bay.
steamboats owned by the B.C.& A.
Cambridge
steamboats owned by the N.Y.P.& N.
Maryland-scrapped 1950
Pennsylvania-scrapped 1940
New York-sold off
steamboats owned by N.Y.P.& N.(PRR ownership years)
Maryland,Pennsylvania,New York(see above)
Virginia Lee-built 1928 only steamboat built for
Chesapeake service by the PRR
During WW II this boat was taken by the U.S.
Maritime adminstration for war service
Elisha Lee- Former New Haven R.R. Richard Peck
scrapped 1954
this boat was bought to replace the Virginia Lee
during WW II and was the last PRR Chesapeake
steamboat to run in 1953.
ferries owned by Virginia Ferry Corp.
Philadelphia
Wilmington
Cape Charles
All registered as homeported at Wilmington,Del.?
but ported in Norfolk and Cape Charles,Va.
Last runs probably in 1964
carfloats owned by PRR either used or probably used
in the Delmarva operations.
PRR No.602 1257 tons official No. ? built 1902
PRR no 605 1483 tons official No. 2600361 built 1926
" " 608 " " " " 2600379 " 1926
" " 614 1467 tons official No. ? built 1905
" " 617 1288 tons official No. ? built 1910
" " 618 1505 tons official No. 1400241 built? former C&O?
PRR Capt.Edward Richardson 2105 tons official No. 4900397 built
1948
note: this carfloat was the largest and last carfloat built
by the PRR. Now owned by the Eastern Shore R.R. it is
called the "Nandua" and is the last former PRR
carfloat in existance still in use.
tugs owned by PRR either used or probably used in the
Delmarva operations.
Norfolk: built 1885 ABS No.? USCG No.?
205 tons disp.? 116'3"x23'x10' single screw steam tug
originally N.Y.P.& N. owned
most likely built by Harland & Hollinsworth ?
Delmar: built 1900 ABS No. 2460 USCG No. 157568
294 tons disp. 122'3"x26'9"x11'7" single screw steam tug
originally N.Y.P.& N. owned
built by T.S.Marvel Co. Hull No.116
Portsmouth: built 1886 ABS No.7109 USCG No. 150375
214 tons disp. 116'3"x23'0"x12'0" single screw steam tug
originally N.Y.P.& N. owned
built by Harland and Hollinsworth rebuilt 1903
Cape Charles: built 1910 ABS No.1417 USCG No. 207392
296 tons disp. 125'0"x25'0"x12'6" single screw steam tug
originally N.Y.P.& N. owned
built by J.H.Dialogue & Son hull No. 434
Wicomico: built 1926 ABS No.9313 USCG No. 225672
258 tons disp. 117'4"x24'2"x10'5" single screw steam tug
built under N.Y.P.& N. ownership
built by Sun Shipbuilding& DD Corp.
Pocomoke:(former battleboro) built 1919
ABS No. 7022 USCG No. 218908
426 tons disp. 141'3 1/2"x27'6"x16'8" single screw steam tug
PRR owned
built by Providence Engineering Corp.
Baltimore: (former PRR No.35) ABS No.797 USCG No. 225282
375 tons disp. 106'5"x32'0"x15'0" twin screw steam tug
(later diesel powered)
PRR owned
built 1911 by Pusey & Jones Co. Wilmington Del.
note: this tug was used in New York for many years
before going to the Delmarva operation.
Former U.S. Army tugs
Note : These tugs were built for the U.S. Army during
WW II and were sold to the PRR in the early
1950's. They replaced some of the older steam
tugs which were then either scrapped or
converted to diesel power and transfered to other
PRR operations.Some were built in 1944,some in 1945.
Bloxom USCG No. 251109 twin screw diesel tug
Cheriton " " 251110 " " " "
Tasley " " 251044 " " " "
Exmore " " 251043 " " " "
Dover " " 257150 " " " "
Note : the Exmore was sold in later years and is now called
the "Epta" it is in service(as of 1997) in Greece
Most of these tugs were still in service into
Penn Central years.
Note : ABS(American Bureau of ships) numbers and USCG
U.S. Coast Guard numbers given are helpful to trace
histories of various vessels.(one example would be
the "Exmore").All information given here is by no
means complete and as i get more info will pass
it on to Jerry for corrections and posting.
Note : Dimentions given above...such as 100x10x10
are as follows....first=lenth,second=width,third=
depth from keel to water line.
Today only the former PRR carfloat Capt. Edward Richardson (now "Nandua") and a former C&O carfloat (Hughes 400?) (former PRR before C&O?) are the only Delmarva railroad owned equipment in service. All tug towing is contracted out to the Norfolk Towing Company of Norfolk, Va.
Delmarva marine equipment painting
Norfolk Towing tugs are painted in hull red below the water line, black from the waterline up to the cabins and red with white trim on the cabin decks. Most Norfolk Towing Co. tugs are named...Bay King...Bay Tide...Etc. Bay Tide often has the carfloat run.
PRR carfloats had a black hull and black iron work above the hull with the cabin above the main deck being a version of a darker Tuscan red. Most trim was in white. All names and numbers were white.wood decking was between the rails on the main car deck.
PRR steamboats were hull red below the water line,and all white with black trim above the water line all the way up. stacks were painted black.
PRR tugs were hull red below the water line,black from the water line up to the cabin decks,dark red from the cabin decks up and the stacks were black with a PRR keystone centered on each side.
For a look at a accident that happened to the Capt. Edward Richardson here is a link for some pictures of it. I'd like to know how they raised it and how they got the rail cars off. This happened in the early 1980's. Later during the mid 1980's it was given a new main(rail car) deck.
This roster is based on the roster from "Rails along the Chesapeake" with a few addisions i have made to it and corrections. This is by no means a complete roster and feel free to contact me if you have anything to add.
Key
Railroads
P.R.R. = Pennsylvania RR
PR-SL = Pennsylvania-Reading-Seashore Lines
N.C. = Northern Central
P & E = Philadelphia & Erie
N.Y.P. & N. = New York,Philadelphia & Norfolk
W.J. & S. = West Jersey and Seashore
P.W. & B. = Philadelphia,Wilmington & Baltimore
C.V.RR = Cumberland Valley RR
M.D. & V. = Maryland,Delaware & Virginia
B.C. & A. = Baltimore,Chesapeake & Atlantic
B & P = Baltimore & Potomac
Builders
A = Altoona
B = Baldwin
J = Juniata
This roster will cover four parts....The Maryland,Delaware & Virginia,
the Baltimore,Chesapeake & Atlantic, the New York,Philadelphia & Norfolk
and known classes of P.R.R. engines used on the Delmarva after 1922.
PRR built Engines on the
Maryland,Delaware and Virginia RR
------------------------------------------------------------------------------
M,D&V No.| built|builder no.|class|type |notes |scrapped
------------------------------------------------------------------------------
12 |6-1893| A-1863 |D-13c|4-4-0|org.PRR no.816,then P&E 2035| ?
| | | | |in 1895,P&E 1697 in 1898,to |
| | | | |M.D.&V. 1916 |
------------------------------------------------------------------------------
13 |9-1892| A-1786 |D-13a|4-4-0|org.PRR no.698,then W,J&S 98|
| | | | |in 1899,W,J&S 6013 in 1903, | ?
| | | | |to M.D.&V. 1917 |
------------------------------------------------------------------------------
? |4-1890| A-1487 |D-13a|4-4-0|org.PW&B? no.129 as class |
| | | | |D-12a,renumbered 5129 when | ?
| | | | |reclassed D-13a,to M.D.&V. |
| | | | |1913 |
------------------------------------------------------------------------------
? |4-1890| A-1491 |D-13a|4-4-0|org.PW&B? no.132 as class |
| | | | |D-12a,renumbered 5132 when | ?
| | | | |reclassed D-13a,to M.D.&V. |
| | | | |1913 |
----------------------------------------------------------------------------
? |7-1898| A-2036 |D-13c|4-4-0|org.C.V.RR? no.33 then 3784 | ?
| | | | |in 1920,to D.M.&V. 1922 |
----------------------------------------------------------------------------
P.R.R. built engines of the
Baltimore, Chesapeake and Atlantic R.R.
--------------------------------------------------------------------------------
B,C&A No.|Built |Builder No.|Class|type |notes |scrapped
--------------------------------------------------------------------------------
? |8-1871| A-92 | D-3 |4-4-0|org.PRR 5033,then PW&B 97 of |
| | | | |1882,PW&B 5397 in ?, to BC&A | ?
| | | | |in 1906 62" drivers |
--------------------------------------------------------------------------------
? |7-1884| A-915 | D-8?|4-4-0|PW&B 2cd.No.85,then 5085 ?, |
| | | | |then 5585 ?,to BC&A 1908 62" | ?
| | | | |drivers |
--------------------------------------------------------------------------------
? |8-1884| A-925 | D-8 |4-4-0|B&P No.307,then PW&B 165 in |
| | | | |1891, then 5165 in ?,then 5665| ?
| | | | |in ?, to BC&A in 1908 62" |
| | | | |drivers |
--------------------------------------------------------------------------------
? |9-1892| A- ? |D-13a|4-4-0|PW&B No.214,then 5214 in ?, to|
| | | |BC&A 1911 68" drivers | ?
--------------------------------------------------------------------------------
2cd BC&A |10-97 | A-2017 |D-13c|4-4-0|PW&B 2cd.No.140,then N.C.No. |
No.3 | | | | |3074 in 1899,N.C. 4074 in 1903| ?
| | | | |to BC&A 1914 68" drivers |
--------------------------------------------------------------------------------
3rd BC&A |11-97 | A-2020 |D-13c|4-4-0|PW&B 2cd.No.162,then N.C.No. |
No.4 | | | | |3076 in 1899,N.C. 4076 in 1903 | ?
| | | | |to BC&A 1914 68" drivers |
| | | | |wrecked for movie in 1928 |
--------------------------------------------------------------------------------
2cd BC&A |10-97 | A-2019 |D-13c|4-4-0|N.C. No.3107,then 4107 in 1903 | ?
No.5 | | | | |to BC&A 1914 |
--------------------------------------------------------------------------------
2cd BC&A |8-1889| A-1425 |D-13a|4-4-0|built as class D-12a,PW&B 2cd. |
No.10 | | | | |No.25,then 5025 when reclassed | ?
| | | | |,to BC&A 1913 |
--------------------------------------------------------------------------------
2cd BC&A |5-1893| J-231 |D-13a|4-4-0|PW&B No.224,then 5224 in ?, to |
No.11 | | | | |BC&A 1913, new boiler in 1922 | ?
--------------------------------------------------------------------------------
2cd BC&A | ? | ? |D-13a|4-4-0|PW&B No.14,then 5014 in ?, to | ?
No.12 | | | | |BC&A with boiler of PW&B No. |
| | | | |5220 in 1911 |
--------------------------------------------------------------------------------
Note: BC&A ended up owning some the oldest former PRR engines on the
Delmarva. The fact that 1223 was still around in the early 1950's was that it
was on a former BC&A branch. BC&A also was one of the last independant R.R.'s
on the Delmarva until taken over by the PRR.
PRR Built or Designed engines of the
New York,Philadelphia and Norfolk R.R.
----------------------------------------------------------------------------
NYP&N No.|Built |BuilderNo.|Class|type |Notes |Scrapped
----------------------------------------------------------------------------
No.13 of |3-1872| B-3173 | G-1 |4-6-0| former PRR No. 808 | ?
1890 | | | | | 56" drivers |
----------------------------------------------------------------------------
No.14 of |7-1873| B-3326 | G-1 |4-6-0| former PRR No. 85 | ?
1890 | | | | | 56" drivers |
----------------------------------------------------------------------------
No.15 of | 12 | B-3071 | G-1 |4-6-0| former PRR No. 568 | ?
1891 | 1872 | | | | 56" drivers |
----------------------------------------------------------------------------
N0.16 of |2-1870| B-2070 | G-1 |4-6-0| former PRR No. 482 | ?
1891 | | | | | 56" drivers |
----------------------------------------------------------------------------
No.17 of | 12 | B-3043 | G-1 |4-6-0| former PRR No. 558 | ?
1891 | 1872 | | | | 56" drivers |
----------------------------------------------------------------------------
2cd.NYP&N|2-1896| B-14683 |G-? |4-6-0?| former PRR No. 6514 sold | 1942
No.14 | | | | | as No.1039,later sold to |
| | | | | Chesapeake Beach Rwy. as |
| | | | | No.7 |
----------------------------------------------------------------------------
No.4 |8-1884| B-7401 | D-8 |4-4-0| built new as NYP&N No.4 | ?
| | | | | 62" drivers |
----------------------------------------------------------------------------
No.5 |8-1884| B-7402 | D-8 |4-4-0| built new as NYP&N No.5 | ?
| | | | | 62" drivers |
----------------------------------------------------------------------------
No.6 |8-1884| B-7408 | D-8 |4-4-0| built new as NYP&N No.6 | ?
| | | | | 62" drivers |
----------------------------------------------------------------------------
No.7 |8-1884| B-7409 | D-8 |4-4-0| built new as NYP&N No.7 | ?
| | | | | 62" drivers |
----------------------------------------------------------------------------
2cd.No.11|4-1910| J-2019 | B-8 |0-6-0| new for NYP&N ? renumbered| 1938
| | | | | 6511 in 1918, 56" drivers |
----------------------------------------------------------------------------
No.35 |4-1910| J-2020 | B-8 |0-6-0| new for NYP&N ? renumbered| 1929
| | | | | 6535 in 1918, 56" drivers |
----------------------------------------------------------------------------
No.37 |4-1912| J-2411 | B-8 |0-6-0| new for NYP&N ? renumbered| ?
| | | | | 6537 in 1918, 56" drivers |
----------------------------------------------------------------------------
No.41 |3-1913| J-2604 | B-8a|0-6-0| reclassed to B-8a 9-1915 | ?
| | | | | former PRR No. 3453 |
----------------------------------------------------------------------------
No.42 |3-1913| J-2603 | B-8a|0-6-0| reclassed to B-8a 6-1911 | ?
| | | | | former PRR No. 3452 |
----------------------------------------------------------------------------
3rd No.1|2-1906| B-27436 |H-6sb|2-8-0| former PRR No.2966, to | ?
of 1915 | | | | | NYP&N as No.1 1915,then |
| | | | | 6501 in 1918, back to PRR |
| | | | | as 6501 after 1922,sold to|
| | | | | Norfolk-Portsmouth Belt |
| | | | | line RR as their No.40 in |
| | | | | 1929 |
-----------------------------------------------------------------------------
3rd No.2|5-1906| B-28077 |H-6sb|2-8-0| former PRR No.3294 | 1936
of 1916 | | | | | renumbered by NYP&N from |
| | | | | No.2 to No.6502 in 1918, |
| | | | | back to PRR as 6502 after |
| | | | | 1922 |
-----------------------------------------------------------------------------
3rd No.3| 11 | B-26749 |H-6sb|2-8-0| PRR number not known, | 1936
of 1916 | 1904 | | | | renumbered from 3 to |
| | | | | 6503 in 1918,back to PRR |
| | | | | as 6503 after 1922 |
-----------------------------------------------------------------------------
2cd No.5|5-1910| J-2032 |H-6sb|2-8-0| PRR number not known, | 1934
of 1915 | | | | | renumbered from 5 to |
| | | | | 6505 in 1918,back to PRR |
| | | | | as 6505 after 1922 |
-----------------------------------------------------------------------------
2cd No.7|5-1910| J-2033 |H-6sb|2-8-0| PRR number not known, | 1938
of 1915 | | | | | renumbered from 7 to |
? | | | | | 6507 in 1918,back to PRR |
| | | | | as 6507 after 1922 |
-----------------------------------------------------------------------------
No.44 |1-1906| B-27187 |H-6sb|2-8-0| former PRR No.2937 , | 1936
| | | | | renumbered from 44 to |
| | | | | 6509 in 1918,back to PRR |
| | | | | as 6509 after 1922 |
-----------------------------------------------------------------------------
No.45 |4-1906| B-27971 |H-6sb|2-8-0| former PRR No.3076 ,then | 1937
| | | | | NYP&N 45,then No.10 ?,then|
| | | | | 6510 in 1918, back to PRR |
| | | | | as6510 after 1922. One of |
| | | | | few former NYP&N engines |
| | | | | to stay on the Delmarva |
| | | | | after 1922 |
-----------------------------------------------------------------------------
2cd No.12|4-1906| B-28017 |H-6sb|2-8-0| former PRR No.3079 , | 1936
of 1915 | | | | | renumbered from 12 to |
| | | | | 6512 in 1918, back to PRR |
| | | | | as 6512 after 1922 |
-----------------------------------------------------------------------------
3rd No.14| 11 | B- ? |H-6sb|2-8-0| former PRR No.2911 , | 1928
of 1916 | 1905 | | | | renumbered from 14 to |
| | | | | 6514 in 1918, back to PRR |
| | | | | as 6514 after 1922 |
-----------------------------------------------------------------------------
3rd No.15|3-1906| B-27737 |H-6sb|2-8-0| former PRR No.3053 , | 1927
of 1916 | | | | | renumbered from 15 to |
| | | | | 6515 in 1918, back to PRR |
| | | | | as 6515 after 1922 |
-----------------------------------------------------------------------------
3rd No.16|?-1905| B- ? |H-6sb|2-8-0| former PRR number not | 1934
of ? | | | | | known,renumbered from 16 |
| | | | | to 6516 in 1918, back to |
| | | | | PRR as 6516 after 1922 |
-----------------------------------------------------------------------------
2cd No.20|8-1906| B-28816 |H-6sb|2-8-0| former PRR N0. 356 , | 1937
| | | | | renumbered from 20 to |
| | | | | 6520 in 1918, back to PRR |
| | | | | as 6520 after 1922 |
-----------------------------------------------------------------------------
No.33 |5-1910| J-2034 |H-6sb|2-8-0| former PRR number not | 1936
| | | | | known,renumbered from 33 |
| | | | | to 6533 in 1918, back to |
| | | | | PRR as 6533 after 1922 |
-----------------------------------------------------------------------------
No.34 |5-1910| J-2035 |H-6sb|2-8-0| former PRR number not | 1933
| | | | | known,renumbered from 34 |
| | | | | to 6534 in 1918, back to |
| | | | | PRR as 6534 after 1922 |
-----------------------------------------------------------------------------
No.39 |7-1913| J-2660 |H-6sb|2-8-0| former PRR number not | ?
| | | | | known,renumbered from 39 |
| | | | | to 6539 in 1918, back to |
| | | | | PRR as 6539 after 1922 |
-----------------------------------------------------------------------------
No.40 |7-1913| J-2661 |H-6sb|2-8-0| former PRR number not | ?
| | | | | known,renumbered from 40 |
| | | | | to 6540 in 1918, back to |
| | | | | PRR as 6540 after 1922 |
-----------------------------------------------------------------------------
2cd No.6|4-1911| J-2225 | E-5s|4-4-2| former PRR number not | 1939
| | | | | known. could have been |
| | | | | new for NYP&N. renumbered |
| | | | | from 6 to 6506 in 1918, |
| | | | | back to PRR as 6506 after |
| | | | | 1922 |
-----------------------------------------------------------------------------
No.36 |4-1911| J-2226 | E-5s|4-4-2| former PRR number not | ?
| | | | | known. could have been |
| | | | | new for NYP&N. renumbered |
| | | | | from 36 to 6536 in 1918, |
| | | | | back to PRR as 6536 after |
| | | | | 1922 |
-----------------------------------------------------------------------------
No.38 |4-1911| J-2669 | E-5s|4-4-2| former PRR number not |evidence
| | | | | known. could have been |suggests
| | | | | new for NYP&N. renumbered |post-war
| | | | | from 38 to 6538 in 1918, |scrapping
| | | | | back to PRR as 6538 after |
| | | | | 1922. Picture of this |
| | | | | engine on page 65 of |
| | | | | Pennsy Power II,fan trip |
-----------------------------------------------------------------------------
No.46 |4-1914| J-2808 | E-6s|4-4-2| former PRR No. 1649 , |
of 1917 | | | | | then NYP&N 46 in 1917, | ?
| | | | | then NYP&N 13 ? ,then |
| | | | | 6513 in 1918,back to PRR |
| | | | | as 6513 after 1922. One of|
| | | | | few former NYP&N engines |
| | | | | to stay on the Delmarva |
| | | | | after 1922. picture in |
| | | | | Pennsy PowerI page 135.went|
| | | | | to New Jersey post WWII |
=============================================================================
Note: E-5s engines may have stayed on the Delmarva after NYP&N was
merged in to PRR system in 1922 at least until WWII.
D-8 engines of 1884 were most likely new for start-up of NYP&N.
PRR Steam Engines and Gas Electrics
known to have operated on the Delmarva after 1922
=============================================================================
Class | Type | Numbers | Notes
-----------------------------------------------------------------------------
B-6sb | 0-6-0 | | known to have been used,but
| | | no.s not known at this time.
| | | One is still on the Delmarva
| | | stored by private owner
-----------------------------------------------------------------------------
B-8 | 0-6-0 | | known to have been used,but
| | | no.s not known at this time.
| | | used at least up to WWII
-----------------------------------------------------------------------------
D-16sb| 4-4-0 |1035,1223,5079 | Delmarva was home to last PRR
| | | 4-4-0 classes,1035 & 1223 saved
| | | but 1035 later scrapped.1223
| | | is a RR museum of PA.
-----------------------------------------------------------------------------
E-3sd | 4-4-2 |5046 |
-----------------------------------------------------------------------------
E-5s | 4-4-2 |6538 | may have lasted to post WWII
-----------------------------------------------------------------------------
E-6s | 4-4-2 |6513 | to New Jersey post WWII
-----------------------------------------------------------------------------
G-5s | 4-6-0 |1112,5719,5725 | used on Delmarva post WWII
-----------------------------------------------------------------------------
H-6sb | 2-8-0 | 6510 | see NYP&N list. Others may have
| | | used
-----------------------------------------------------------------------------
H-9s | 2-8-0 | 5156 | known to have been used pre and
| | | post WWII plus others.
-----------------------------------------------------------------------------
L-1s | 2-8-2 | 3277 | heavy steam freight power for
| | | Delmarva. Others used also.
| | | see notes
-----------------------------------------------------------------------------
K-4s | 4-6-2 | 3732,5429 | heavy passenger power for
| | | Delmarva.Others used also.
| | | see notes
-----------------------------------------------------------------------------
gas- | | 4655 | used for train "Bullet"
elec | | | pre and post WWII.
=============================================================================
Notes: Classes L and K were the heaviest steam classes used on the Delmarva.
Most L classes ran from Cape Charles,Va. to Dover,Del. where they
would be changed for another L class which then ran to Wilmington,
Del. the same would happen southbound.
K classes were based at Wilmington,but might have been based also
at Cape Charles in pre-WWII years. K's would run thru from and
to Wilmington from Cape Charles. At Wilmington they would change
out for electric power for the rest of a passenger run. Some
would also run to Philadelphia depending on train and power
availibility.
L and K classes did'nt go to the Delmarva until the mid-1930's.
Most Delmarva engines were either Maryland Division (after Delmarva
division merger into Maryland division) or Philadelphia division
based engines, it is possible Harrisburg Division engines were
assigned from time to time.
Last steam on Delmarva was in 1957. Probably H-9 class or L-1 class.
B classes were used at Dover,Del.,Cape Charles,Va. and Little Creek,
Va. plus other smaller yards.
G classes were used for both local freight and local passenger
services.
B and H classes were known to ride the bay car-floats with trains.
Some H classes were sold to Norfolk-Portsmouth Belt Line and
lasted into post war years until replaced by EMD SW series engines
on that road.
I will again mention here that as with any list or roster of this type it is near impossible to get a complete list or roster. If you are aware of any engines or engine numbers or any other roster information you can provide,please do....this poster is for the use of all of us.
Copyright 1996 - 2008
Last modified: November 24 2007.
Keystone Crossings has served 4865264 pages since June 1, 1997.