Southampton Station History and Significance History Newtown Branch

History and Significance

Long after the Reading had completed their electrification project in the early 1930’s the Newtown Branch remained as the only steam operated commuter line in the Philadelphia area. It was one of the last rail lines built in the 19^th Century and it had a very rural atmosphere. Another 30 years would pass before the Reading would install catenary on the Newtown Branch to Fox Chase, electrifying all passenger service within the city of Philadelphia.

In the days just prior to the American Civil War, a group of investors had received permission by special act of the General Assembly of the Commonwealth of Pennsylvania to incorporate the Philadelphia and Montgomery County Railroad. It was hoped that the line would be built from Philadelphia to Newtown. The financial instability of the times and a depression following the end of the Civil War had delayed the start of construction until 1872. During 1873 the road was renamed the Philadelphia and Newtown Railroad Company. It wasn’t until October of 1876 that the first train had operated from Second Street and Erie Avenue to Fox Chase. Following a foreclosure sale on October 4, 1876 and reorganization on November 28^th, the company was named “The Philadelphia, Newtown, and New York Railroad Company”. It would take another two years for the rails to reach Newtown, with service opening February 2, 1878.

In its early years of operation, the Newtown Branch would have the distinction of being one of the few rail lines that could claim operation by both Philadelphia & Reading and the Pennsylvania Railroads. Initially the line was operated by the Pennsylvania, with trains operating via the New York Main Line to the West Philadelphia Station and 32^nd and Market Streets. This arrangement was short lived and the PN&NY was soon under lease to the P&R by 1879. Under control of the Philadelphia and Reading, Newtown Branch trains began using the station at Third & Berks Streets for their Philadelphia terminus. The opening of the Reading Terminal and the desire to consolidate his passenger operations led Archibald McLeod to construct the Philadelphia & Newtown Connecting Railroad. Incorporated March 1, 1892, the line was built, opened and merged with the P&R system all within the time period of several months. This allowed Newtown trains to be routed from the PN&NY at Olney, travel over the new branch to Newtown Junction on the Tabor Branch and then onto the Ninth Street Branch to reach downtown.

In the early part of the 20^th Century, the P&R was looking for a shortcut for their New York traffic to avoid the route through Jenkintown. Laying out a route cross country, they would connect the Newtown Branch at Cheltenham, with Neshaminy Falls on the New York Branch. Organized May 6, 1903, the New York Short Line Railroad would give Reading a faster route to New York. Construction proceeded through 1904-1905, with the line opening for traffic May 27, 1906. While building the new cutoff, part of the branch was extensively rebuilt and double tracked between Newtown Junction and Cheltenham Junction. The Philadelphia & Newtown Connecting and a section of the Newtown Branch from Olney to Cheltenham became the New York Short Line. Saving 1.9 miles, the 9.38 mile line was operated by trackage rights until it could be formally leased by the P&R on February 1, 1907.

Long after the other lines had been electrified and diesel locomotives had arrived on the scene, steam engines still pulled their trains along the Newtown Branch. It was the last Reading suburban line to use steam, with the last engine being withdrawn from service May 6, 1952. By the late 1950’s, increasing auto traffic was causing the City of Philadelphia to explore alternatives to the highways. Under Mayor Richardson Dilworth, the Passenger Service Improvement Corporation was organized to help commuter rail lines within the city. As part of the program, starting in September 1959, under "Operation Northeast” the PSIC began to subsidize service to Fox Chase.

The resurgence in riders led the PSIC to propose, in 1960, to electrify the Newtown Branch to the city line at Fox Chase. Funding was approved on January 23, 1963 for the project at a price tag of two million dollars. The cost of the project would be recovered by leasing the use of the catenary system to the Reading Co., and using its annual lease fees to retire the city’s construction bonds. At a brief ceremony October 5, 1965 at Crescentville, work finally started as officials from the city and the Reading watched the first 136 catenary structures being erected on the 5.3 mile extension. Almost a year later, after the trackwork was also rebuilt, the catenary system was ready for service in late September 1966. On Sunday September 25^th, passengers along the branch were surprised to see the electric in service. To allow for a shakedown period, the Reading had started service four days early, before the official opening later in the week. The inaugural train left Reading Terminal for Fox Chase at 9:10 am on September 29, 1966 with Philadelphia’s Mayor Tate and Reading Company President Betrand aboard to autograph souvenir tickets issued for the occasion. A few days later, on October 3, 1966, the Reading revamped service along the branch. On the average weekday, the number of trains increased substantially to Fox Chase, from 18 to 22, and to Reading Terminal, from 12 to 24. Saturdays it had risen to 15 round trips from a previous 8 and Sundays from 3 to 4 round trips. The completion of the electrification to Fox Chase left only the remaining 15 miles to Newtown in diesel operation.
Southampton Station

The inauguration of the train line between Philadelphia and Newtown in 1878 was a decisive moment in the development of the Upper Southampton Township. Local farmers abandoned traditional crops for dairy farming now that they had quick access to markets in the city. The village of Southampton, previously little more than a crossroads with a store and a post office, developed rapidly. Local residents began to commute to jobs in the city: city dwellers came to the “country” to stay in a nearby hotel (“The White Hotel”) or board with local families. Not surprisingly, the passenger station, constructed in 1892, was a focal point in this community.

The upstairs living quarters were used until ca. 1960 by a retired Reading RR employee. The ground floor continued to be used as a waiting room until service on the line was abandoned in the 1980’s. Since then, the building has suffered from vandalism and lack of maintenance. However, a recent inspection, performed by the township’s Historical Advisory Board, code enforcement officials and representatives of SEPTA found the building to be structurally sound.

Although the freight station and outhouses which once formed part the same complex no longer exist, the Southampton Train Station remains essentially intact, retaining such features such as the ticket window and benches in the waiting room and decorative shingles on the exterior.

It is from this station that local residents embarked on the morning of December 5, 1921, for an anticipated uneventful trip to the city. A collision with an oncoming train north of Bryn Athyn resulted in 30 deaths, largely through fire in the wooden coaches. The disaster touched virtually every family in the community and provided the impetus for a national ban on wooden railway passenger cars.

Chronology
1833 December 5^th Philadelphia and Reading Charter signed by Governor Wolfe

1851 April 8 Philadelphia, Easton and Water Gap Railroad incorporated

1853 April 18 Title of the P, E & WG changed to North Penn Railroad

1872 Philadelphia and Montgomery County Railroad, Philadelphia to Newtown. Start of construction

1855 Formal opening of the North Penn with a train from Front & Willow Sts in Philadelphia to present day Ambler

1873 The Philadelphia and Montgomery County Railroad was renamed the Philadelphia and Newtown Railroad Company

1876 October 4, Foreclosure

1876 November 28, the company reorganized as The Philadelphia, Newtown, and New York Railroad Company

1876 Operations begin from Second Street and Erie Avenue to Fox Chase

1878 February 2, Service begins to Newtown

1879 P&R leases the North Penn RR and the Philadelphia Newtown and New York

1893 Reading Company is formed

1921 December 5, the Bryn Athyn Train Wreck

1923 December 31, Reading Company merges its holdings, Philadelphia and Reading becomes the Reading Company

1931 July 26 Inauguration of electric train service to West Trenton and Doylestown. The Newtown Branch is left out of this improvement.

1966 September 29 Electric Service to Fox Chase formally inaugurated

1971 Reading Company Declares bankruptcy

1976 Reading Company is absorbed into Conrail

In addition to his body of work, Chandler’s contribution to the architectural profession in Philadelphia was significant. He served as president of the Philadelphia. Chapter of the American Institute of Architects (AIA) and received fellowship status in 1886. He served on the Board of Trustees of the Spring Garden Institute. During the 1890’s, he worked to organize the University of Pennsylvania’s Department of Architecture, then part of the Towne Scientific School. Chandler was also active in the Philadelphia community outside of his profession with memberships in the Union League, The Philadelphia Club, the Pennsylvania Academy of Fine Arts, and the Radnor Hunt Club. His pedigree enabled membership in the Society of Mayflower Descendants and the Sons of the Revolution. He died on August 16, 1928.

The context for Southampton includes the SEPTA Newtown Branch from Fox Chase to the terminal in Newtown, Bucks County. The Philadelphia and Reading engaged the architect of Southampton Station, Theophilus Parsons Chandler, Jr, to design two other stations along the line: Fox Chase, which was demolished in 1964 and Churchville, a twin of Southampton which is still standing. Other demolished stations along the Newtown Branch of this period shared similar details from the roof brackets at Woodmont to the 45 degree rectangular agent’s bay at George School.

1980

Thomas, George E. (1990) Elkins Park Station, National Register of Historic Places Registration Form, Washington, D.C. National Park Service

THE ROELOF'S STATION f'Lizette"-

"Lizette" was the stop for passengers coming out to tle country for a vacation and fresh air. There was a wooden "Board

Walk" from the Roelofs Station to the Palmer Boarding House (later called the Roelof Hotel). Ovrners include McClisters

and today Heiu. On the north side of the tracks was a two story building. The ticket agent could sleep upstairs. There were

freight scales, and storage sheds. The ticket agent could sell candy and direct one to pump fresh water from a hand dug

well and where to find the outdoor privies- The station was also once the post office. Mail was dropped offtwice a day.

On the south side of the tracks was an enclosure for fresh produce going out and for lmssengers arriving or departing.

When there was a "pick-up" of either product or 1xrsengers, zteLflagwas pulled down to signal the engineer to stop. A

round trip ticket was 25 ar 26 cents.