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The Reading Company
Reading Company
(/ˈrɛdɪŋ/ RED-ing) was a company that was involved in the railroad industry in southeast Pennsylvania
Pennsylvania
and neighboring states from 1924 until 1976. Commonly called the Reading Railroad
Railroad
and logotyped as Reading Lines, the Reading Company
Reading Company
was a railroad holding company for the majority of its existence and was a (single) railroad during its later years. It was a successor to the Philadelphia
Philadelphia
and Reading Railway Company founded in 1833. Until the decline in anthracite loadings in the Coal Region after World War II, it was one of the most prosperous corporations in the United States. Competition with the modern trucking industry that used the Interstate highway system for short distance transportation of goods, also known as short hauls, compounded the company's problems, forcing it into bankruptcy in the 1970s. Its railroad operations were merged into Conrail
Conrail
in 1976, but the corporation lasted into 2000, disposing of valuable real estate holdings.

Contents

1 History

1.1 Philadelphia
Philadelphia
and Reading Rail Road: 1833–1896

1.1.1 1833-73: Expansion

1.1.1.1 1873: Chester Branch

1.1.2 1875-96: Competition

1.2 Philadelphia
Philadelphia
and Reading Railway: 1896–1923

1.2.1 Reading Shops 1.2.2 Passenger Operations

1.3 Reading Company: 1924–1976

1.3.1 Commuter lines 1.3.2 Bankruptcy protection 1.3.3 Electrification

1.4 Post-railroad: 1976-present

2 Major named passenger trains 3 Company officers 4 Heritage Unit 5 See also 6 References 7 Further reading 8 External links

History[edit] Philadelphia
Philadelphia
and Reading Rail Road: 1833–1896[edit]

Original Philadelphia
Philadelphia
& Reading logo

The Philadelphia
Philadelphia
and Reading Railroad
Railroad
(P&R) was one of the first railroads in the United States. Along with the Little Schuylkill, a horse-drawn railroad in the Schuylkill River
Schuylkill River
Valley, it formed the earliest components of what became the Reading Company. Primarily, the P&R was constructed to haul anthracite coal from the mines in northeastern Pennsylvania's Coal Region
Coal Region
to Philadelphia.[2]

Philadelphia
Philadelphia
and Reading Railroad
Railroad
daily passenger train time table, 1854

The original P&R mainline extended south from the mining town of Pottsville to Reading and then onward to Philadelphia, following the gently graded banks of the Schuylkill River
Schuylkill River
for nearly all of the 93-mile journey.[2][3] The line contained double track upon its completion in 1843. The P&R became profitable almost immediately. Energy-dense coal had been replacing increasingly scarce wood as fuel in businesses and homes since the 1810s, and P&R-delivered coal was one of the first alternatives to the near-monopoly held by Lehigh Coal & Navigation Company since the 1820s. Soon the P&R bought or leased many of the railroads in the Schuylkill River
Schuylkill River
Valley and extended westward and north along the Susquehanna into the southern end of the Coal Region. In Philadelphia, the Reading also built Port Richmond, the self-proclaimed "Largest privately owned railroad tidewater terminal in the world",[3] which burnished the P&R's bottom lines by allowing coal to be loaded onto ships and barges for export. In 1871, the Reading established a subsidiary called the Philadelphia
Philadelphia
and Reading Coal and Iron Company, which set about buying anthracite coal mines in the Coal Region. This vertical expansion gave the P&R almost full control of coal from mining through to market, allowing it to compete successfully with like-organized competitors such as Lehigh Coal & Navigation and the Delaware
Delaware
& Hudson Canal Company. The heavy investment in coal paid off quickly. By 1871, the Reading was the largest company in the world, with $170,000,000 in gross value,[4] and may have been the first conglomerate in the world. In 1879, the Reading gained control of the North Pennsylvania
Pennsylvania
Railroad and gained access to the burgeoning steel industry in the Lehigh Valley.[3] The Reading further expanded its coal empire by reaching New York City by gaining control of the Delaware
Delaware
and Bound Brook Railroad
Railroad
in 1879, and building the Port Reading Railroad
Railroad
in 1892 with a line from Port Reading Junction to the Port Reading on the Arthur Kill. This allowed direct delivery of coal to industries in the Port of New York and New Jersey in northeastern New Jersey
New Jersey
and New York City by rail and barge instead of the longer trip by ships from Port Richmond around Cape May. Instead of broadening its rail network, the Reading invested its vast wealth in anthracite and its transport in the mid-19th century. This led to financial trouble in the 1870s.[clarification needed] In 1890, Reading president Archibald A. McLeod saw that more riches could be earned by expanding its rail network and becoming a trunk railroad. McLeod went about trying to control neighboring railroads in 1891. He was able to gain control of the Lehigh Valley
Lehigh Valley
Railroad, Central Railroad
Railroad
of New Jersey, and the Boston and Maine Railroad. The Reading almost achieved its goal of becoming a trunk road, but the deal was scuttled by J.P.Morgan
J.P.Morgan
and other rail barons, who did not want more competition in the northeastern railroad business.[2][5] The Reading was relegated to a regional railroad for the rest of its history. 1833-73: Expansion[edit] The Philadelphia
Philadelphia
and Reading Rail Road was chartered April 4, 1833, to build a line between Philadelphia
Philadelphia
and Reading, along the Schuylkill River. The portion from Reading to Norristown opened July 16, 1838, the full line December 9, 1839. Its Philadelphia
Philadelphia
terminus was at the state-owned Philadelphia
Philadelphia
and Columbia Railroad
Railroad
(P&C) on the west side of the Schuylkill River, from which it ran east on the P&C over the Columbia Bridge and onto the city-owned City Railroad
Railroad
to a depot at the southeast corner of Broad and Cherry Streets.

Philadelphia
Philadelphia
and Reading Rail Road route map (1873)

An extension northwest from Reading to Mount Carbon, also on the Schuylkill River, opened on January 13, 1842, allowing the railroad to compete with the Schuylkill Canal. At Mount Carbon, it connected with the earlier Mount Carbon Railroad, continuing through Pottsville to several mines, and would eventually be extended to Williamsport.[6][7][when?] On May 17, 1842, a freight branch from West Falls to Port Richmond on the Delaware
Delaware
River north of downtown Philadelphia
Philadelphia
opened. Port Richmond later became a very large coal terminal. On January 1, 1851, the Belmont Plane on the Philadelphia
Philadelphia
and Columbia Railroad, just west of the Reading's connection, was abandoned in favor of a new bypass, and the portion of the line east of it was sold to the Reading, the only company that continued using the old route. The Lebanon Valley Railroad
Railroad
was chartered in 1836 to build from Reading west to Harrisburg. Reading financed the construction of the Rutherford Yard
Rutherford Yard
to compete with the PRR's nearby Enola Yard. The Reading took it over and began construction in 1854, opening the line in 1856. This gave the Reading a route from Philadelphia
Philadelphia
to Harrisburg, for the first time competing directly with the Pennsylvania
Pennsylvania
Railroad, which became its major rival. In 1859 the Reading leased the Chester Valley Railroad, providing a branch from Bridgeport west to Downingtown. It had formerly been operated by the Philadelphia, Germantown and Norristown Railroad. A new Philadelphia
Philadelphia
terminal opened on December 24, 1859, at Broad and Callowhill Streets, north of the old one at Cherry Street. The Reading and Columbia Railroad
Railroad
was chartered in 1857 to build from Reading southwest to Columbia on the Susquehanna River. It opened in 1864, using the Lebanon Valley Railroad
Railroad
from Sinking Spring east to Reading. The Reading leased it in 1870. The early Philadelphia
Philadelphia
and Reading Railroad
Railroad
named all of their locomotives with names such as Winona or Jefferson, as did most American railroads following in the British precedent, but in December 1871 the P&R replaced all the names with numbers.[8] The Port Kennedy Railroad, a short branch to quarries at Port Kennedy, was leased in 1870. Also that year, the Reading leased the Pickering Valley Railroad, a branch running west from Phoenixville to Byers, which opened in 1871. 1873: Chester Branch[edit] In 1873, the P&R extended its reach southward by leasing 10.2 miles of track from the Philadelphia, Wilmington and Baltimore Railroad. Dubbed the Philadelphia
Philadelphia
& Chester Branch, the line extended from the Gray's Ferry Bridge
Gray's Ferry Bridge
across the Schuylkill River
Schuylkill River
in West Philadelphia
Philadelphia
to Ridley Creek in Ridley Park in Delaware County.[9] The segment included 4.9 miles of double track and 16.7 miles of single track, including sidings and turnouts.[10] The segment was part of the original 1838 line of the PW&B, which in 1872 opened a new stretch of track further inland to serve more populated areas and reduce flooding. On July 1, 1873, the PW&B agreed to lease the freight rights to the P&R for "$350,000 payable at the time the lease was made and $1 a year thereafter"[9] for a term of 999 years with the stipulation that no passenger trains would use it.[11] The Reading dubbed the line, along with some connecting track, its Philadelphia
Philadelphia
and Chester Branch;[12] southbound trains reached it via the Junction Railroad, jointly controlled by PW&B, Reading, and PRR, and continued on to the connecting Chester and Delaware
Delaware
River Railroad. 1875-96: Competition[edit] During 1875, four members of the Camden and Atlantic Railroad
Railroad
board of directors resigned to build a second railroad from Camden, New Jersey, to Atlantic City by way of Clementon. Led by Samual Richards, an officer of the C&A for 24 years, they established the Philadelphia and Atlantic City Railway (P&AC) on March 24, 1876. A 3-foot-6-inch narrow gauge was selected because it would lower track laying and operating costs. Work began in April 1877, and the track work was completed in a remarkable 90 days. On July 7, 1877, the final spike was driven and the 54.67 miles (87.98 km) line was opened in time for summer tourism season. However, on July 12, 1878, the P&AC Railway slipped into bankruptcy; on September 20, 1883, it was jointly acquired by the Central Railroad
Railroad
of New Jersey
New Jersey
(CNJ) and the Philadelphia
Philadelphia
and Reading Railway for $1 million. The name was changed to Philadelphia
Philadelphia
and Atlantic City Railroad
Railroad
on December 4, 1883. The first major task was to convert all track to standard gauge, which was completed on October 5, 1884. The Philadelphia
Philadelphia
and Reading Railway acquired full control on December 4, 1885.

1884 map of the Pennsylvania
Pennsylvania
Railroad, Reading and Lehigh Valley Railroads, soon after the Reading jointly acquired the Philadelphia and Atlantic City Railway with the Central Railroad
Railroad
of New Jersey

The Reading leased the North Pennsylvania
Pennsylvania
Railroad
Railroad
on May 14, 1879. This gave it a line from Philadelphia
Philadelphia
north to Bethlehem, and also the valuable Delaware
Delaware
and Bound Brook Railroad, the descendant of the National Railway project, providing a route to New York City in direct competition with the Pennsylvania
Pennsylvania
Railroad's United New Jersey Railroad
Railroad
and Canal Company. At the New York end it used the Central Railroad
Railroad
of New Jersey's Jersey City
Jersey City
Terminal from which passengers could board ferries to Liberty Street Ferry Terminal, Whitehall Terminal, and West 23rd Street in lower Manhattan.[13] The Reading Terminal
Reading Terminal
opened in Philadelphia
Philadelphia
in 1893. On May 29 the Reading leased the Central Railroad
Railroad
of New Jersey. The Reading eventually bought a majority of the CNJ's stock in 1901. Effective April 1, 1889, the Philadelphia
Philadelphia
and Reading Railway consolidated the Philadelphia
Philadelphia
and Atlantic City Railway, Williamstown & Delaware
Delaware
River Railroad, Glassboro Railroad, Camden, Gloucester and Mt. Ephraim Railway, and the Kaighn's Point Terminal Railroad
Railroad
in southern New Jersey
New Jersey
into The Atlantic City Railroad. The Port Reading Railroad
Railroad
was chartered in 1890 and opened in 1892, running east from a junction from the New York main line near Bound Brook to the new port of Port Reading, on the Arthur Kill
Arthur Kill
near Perth Amboy. The Lehigh Valley
Lehigh Valley
Railroad
Railroad
was leased on December 1, 1891 under the presidency of Archibald A. McLeod, but that lease was canceled on August 8, 1893 when the Reading went into receivership, an event associated with the Panic of 1893. The Reading also relinquished control of the Central New England Railroad
Railroad
and the Boston and Maine Railroad. Amid the turmoil of the Panic of 1893, Joseph Smith Harris was elected president. Under his leadership, the Reading Company
Reading Company
was formed and the P&R was absorbed into it on November 30.[14] Also in 1893, the Philadelphia
Philadelphia
and Reading Railroad
Railroad
built its most famous structure, Reading Terminal
Reading Terminal
in Philadelphia. Reading Terminal
Reading Terminal
served as the terminus for most of the Reading's Philadelphia
Philadelphia
bound trains, as well as the headquarters for the Company.[5] Philadelphia
Philadelphia
and Reading Railway: 1896–1923[edit] After the Panic of 1893, and the failure of Archibald A. McLeod's efforts to turn the Reading into a major trunk line, the Reading was forced to reorganize under suspicions of monopoly. The Reading Company was created to serve as a holding company for the Reading's rail and coal subsidiaries: the Philadelphia
Philadelphia
and Reading Railway, and the Philadelphia
Philadelphia
and Reading Coal and Iron Company, respectively.[15] However, in 1906, with the support of the Roosevelt Administration, the Hepburn Act
Hepburn Act
was passed. This required all railroads to disinvest themselves of all mining properties and operations, and so the Reading Company was forced to sell the P&R Coal and Iron Company.[2] Even though moving and mining of coal was its primary business, the P&R eventually became more diversified through the development of many on-line industries, averaging almost five industries per mile of main line at one point, and the expanding role of the Reading as a bridge route. This included its important role on the Alphabet Route, from Boston and New York to Chicago, with traffic from the Lehigh Valley
Lehigh Valley
Railroad and Jersey Central entering the Reading System in Allentown, traveling over the East Penn Branch to Reading, where trains then traveled west over the Lebanon Valley Branch to Harrisburg, and then onward over the Philadelphia, Harrisburg and Pittsburg branch, or PH&P to Shippensburg, Pennsylvania. There trains connected with the Western Maryland
Maryland
Railroad
Railroad
to continue westward. This route became known as the “Crossline” and became very important. Therefore, the Reading started to pool locomotive power between its connecting railroads to provide a more seamless transfer of freight and passengers.[5]

Vauclain compound
Vauclain compound
Atlantic engaged in "the fastest regular service in the world", circa 1907.

Even though the Reading was never again to regain its powerful position of the 1870s, it still was a very profitable and important railroad. From the turn of the 20th century to the outbreak of World War I, the Reading was among the most modern and efficient railroads. In keeping with the standards of much larger railroads, The Reading embarked on many improvement projects which typically were not attempted by smaller railroads. This included triple and quadruple tracking many of its major routes, improving signaling and track quality, as well as expanding system capacity and station facilities.[5] The Reading invested in the construction of new cut-offs, bypasses, and connections, much like the Pennsylvania
Pennsylvania
Railroad's "Low-grade" lines and the Lackawanna Cut-off. The completion of the Reading belt line in 1902, a 7.2 mile long westerly bypass of downtown Reading, alleviated the heavy rail congestion in the busy city.[2][16] In Bridgeport, a new bridge was constructed over the Schuylkill River in 1903. The bridge connected the P&R main line on the west (south) bank of the river with the Manayunk/Norristown Line
Manayunk/Norristown Line
on the opposite side, allowing passenger service to Norristown, and a bypass of the old main line, known as the West Side Freight line.[2] The Ninth Avenue branch—the main thoroughfare into Reading Terminal—was also improved. Between 1907-1914 the old double track and street level route was replaced by an elevated quadruple track route that offered greater capacity and safety.[3] In 1901, the Reading gained a controlling interest in the Central Railroad
Railroad
of New Jersey, allowing the Reading to offer seamless, one-seat rides from Reading Terminal
Reading Terminal
in Philadelphia
Philadelphia
to the CNJ's Jersey City
Jersey City
Communipaw Terminal by way of Bound Brook onto the CNJ mainline. The Baltimore and Ohio Railroad
Railroad
was also looking for access to the New York market, and in 1903 the B&O gained control over the Reading and thus ensured its trains track rights over the Reading and CNJ to Jersey City.[17]

[

v t e

]

New York Short Line

Legend

New York Branch

to Bound Brook

Newtown Branch

Cheltenham Junction

Lawndale

Frankford Branch

Frankford Junction

Crescentville

Olney

Bethlehem Branch

to Third and Berks

Newtown Junction

Ninth Street Branch

To the north, the New York Short Line was completed in 1906, and was a cut-off for New York Bound through freights and the B&Os Royal Blue.[5] Reading Shops[edit]

A 1914 picture of Reading Class M1sa showing the cab behind the wide Wootten Firebox, a first for the Reading

Reading Railway 2-10-2
2-10-2
no. 3000

In 1900, the Reading Shops began construction along the Reading yards and North 6th street, facilitating the maintenance and construction of a greater locomotive and rolling stock fleet. The shops were completed four years later, with their imposing brick architecture, they were the largest railroad shops in America, and unlike most railroads, allowed the Reading to make its own engines. They still stand today in non RR use.[2] Larger steam locomotives were introduced to haul the increasing traffic, including the massive N1 class 2-8-8-2 (Chesapeake) Mallet, and Reading made one M1 class 2-8-2
2-8-2
freight hauler, Baldwin locomotive Works built the rest. Big freight haulers were the massive K-1 2-10-2
2-10-2
locomotives, some were built in Reading, Pennsylvania
Pennsylvania
from the mallets, others were built by Baldwin. The G1 class 4-6-2
4-6-2
were passenger locomotives. These classes were an important break of tradition of the Readings motive power fleet. The M1s were the first Reading locomotives to include a trailing truck, and the first engine with the cab behind the Wootten firebox. Engines with the name "lessor" in its title meant some steam power was owned by a second party and leased to the P&R. The G1s were the first Reading passenger locomotives with three coupled driving wheels.[2] In 1945-47 the company took 30 class I-10, 2-8-0
2-8-0
locomotives and rebuilt them at the 6th street facility into the modern T1 class 4-8-4 locomotives at a cost of 6 million dollars. This was a move to offset the fact that EMD FT diesel locomotives (first choice of Reading management) were very hard to obtain, and in order to have faster up to date modern power. The steamers never ran long enough to pay back this major investment, had some major problems, but it did keep men employed. The Reading built or bought numerous smaller 4-4-0s, 2-8-0s and switchers for its fleet.[18] Passenger Operations[edit]

A Reading train departs Reading Terminal, September 1964

The Reading Company
Reading Company
did not operate extensive long distance passenger train service, but it did field a number of named trains, most famous of which was the streamlined Crusader, which connected Philadelphia and Jersey City. Other trains in the fleet included the Harrisburg Special
Special
(between Jersey City
Jersey City
and Harrisburg), King Coal (between Philadelphia
Philadelphia
and Shamokin, Pennsylvania), North Penn (between Philadelphia
Philadelphia
and Bethlehem), Queen of the Valley (between Jersey City and Harrisburg), Schuylkill (between Philadelphia
Philadelphia
and Pottsville), and Wall Street (between Philadelphia
Philadelphia
and Jersey City).[2] The Reading participated in the joint operation of The Interstate Express with the Central Railroad
Railroad
Company of New Jersey
New Jersey
and the Delaware, Lackawanna & Western Railroad, with service between Philadelphia
Philadelphia
and Syracuse, New York.[19] Reading also offered through passenger car service with the Lehigh Valley
Lehigh Valley
Railroad
Railroad
via their connection at Bethlehem. Like most railroads the Reading had contracts with the US Post Office to haul and sort mail en route. After the Second World War the Reading looked at dropping the mail and in 1961 notified the Govt. that it intended to stop mail service on their passenger trains. On July 1, 1963, the Post Office let them out of the contracts (valued at $2,137,000), and the railroad switched to Budd RDC self-propelled cars, instead of locomotive hauled passenger trains, to save money.[20]

A Reading electric at Reading Terminal, Philadelphia
Philadelphia
in September 1964

The Reading operated an extensive commuter network out of Reading Terminal in Philadelphia. In the late 1920s most of the suburban system was electrified (the first lines electrified were the Ninth Street Branch, New Hope Branch, the Bethlehem Branch as far as Lansdale, the Doylestown Branch, and the New York Branch
New York Branch
to West Trenton).[21] Reading ordered 150 electric multiple units from Bethlehem Steel
Bethlehem Steel
which were supplemented by twenty unpowered coach trailers converted from existing coaches[22] and electrified services began on July 26, 1931.[21] Reading Company: 1924–1976[edit]

Reading ALCO C424
ALCO C424
5202 at Rutherford Yard
Rutherford Yard
in Harrisburg, Pennsylvania in 1970

After the first World War, and the return of the Reading from government control, the Reading decided to streamline their corporate structure. For twenty years the Reading Company, the holding company created for the P&R and the P&R Coal and Iron Company, only controlled the P&R after the sale of the P&R Coal and Iron Company. To simplify corporate structure the P&R ceased operation in 1924 and the Reading Company
Reading Company
took over operating the Railroad.[23] The period just after World War I may have been the Reading Company's best, with traffic on the Reading at its peacetime high. Annual volume was about 15 million tons of Anthracite, 25 million tons of Bituminous Coal, with a further 30 million tons of industrial traffic.[3] The Reading had taken great strides to wean itself of anthracite dependency but it still relied heavily on coal revenue, and Pennsylvania
Pennsylvania
anthracite production had peaked in 1917 with 99.7 million tons produced.[24]

Revenue Freight Ton-Miles (Millions)

Reading Cornwall B&S

1925 6,775 9 0.8

1933 3,943 3 (incl in RDG)

1944 9,303 13

1960 5,685 8

1970 4,329 (incl in RDG)

Revenue Passenger-Miles (Millions)

Reading Cornwall B&S

1925 418 0.6 0.6

1933 150 0.01 (incl in RDG)

1944 541 0

1960 173 0

1970 195 (incl in RDG)

The 1925 "Reading" totals above include all the subsidiaries (C&F, G&H, P&CV etc.) that were operating roads in 1925 but whose totals were included in Reading's after 1929. None of the totals include Atlantic City RR or PRSL. Commuter lines[edit] In the 1920s, the Reading operated a dense network of commuter lines branching off of the Ninth Street Branch
Ninth Street Branch
mostly powered by small 4-4-0s, 4-4-2s and 4-6-0
4-6-0
camelbacks. Bankruptcy protection[edit] The Reading Company
Reading Company
was forced to file for bankruptcy protection in 1971.[25] The bankruptcy was a result of dwindling coal shipping revenues, freight being diverted to highways by trucking companies, and strict government regulations that denied railroads the ability to set prices, required fair taxes, and forced the railroads to continue to operate money-losing lines as a common carrier.[citation needed] Electrification[edit]

Electrified Reading commuter train led by Silverliner II
Silverliner II
9002 in Philadelphia
Philadelphia
in 1964

The railroad also had an extensive commuter operation centered around Philadelphia, the hub of which was Reading Terminal. The following suburban lines were electrified during the onset of the Great Depression:

Norristown Line Chestnut Hill Lansdale/Doylestown Hatboro (extended to Warminster in 1974) West Trenton

Reading electric commuter trains at Reading Terminal, September 1964

The notable exception was the Fox Chase/Newtown branch. With the aid of public funding from the city of Philadelphia, the line was electrified as far as Fox Chase (the last station within city limits) in September 1966.[26] Electrification was to be completed through to Newtown in the 1970s, but government subsidies were not readily available, leaving the Fox Chase-Newtown section as the lone non-electrified suburban commuter route on the Reading system. Passenger service between Fox Chase and Newtown was terminated on January 14, 1983 under the auspices of SEPTA. To further complicate matters, the Reading was forced to continue paying its debts to the Penn Central Railroad, however, Penn Central (also in bankruptcy at the time) was not required to pay its debts to the Reading Company. Post-railroad: 1976-present[edit] On April 1, 1976, the Reading Company
Reading Company
sold its current railroad interests to the newly formed Consolidated Railroad
Railroad
Corporation (Conrail), leaving it with 650 real estate assets, some coal properties, and 52 abandoned rights-of-way. As of 1999, most former Reading lines are now part of Norfolk Southern
Norfolk Southern
Railway (NS), as a result of the Conrail
Conrail
split between NS and CSX
CSX
Transportation. It had sold 350 of the real estate tracts by the time it left bankruptcy in 1980.[citation needed] In the late 1980s a Los Angeles-based lawyer named James Cotter gained control of the corporation through his holding company, the Craig Corporation, and liquidated the rest of its assets to finance his movie theater chains in Puerto Rico, Australia and New Zealand. The company sold one of its last railroad-related assets, the Reading Terminal Headhouse, in 1991. In 1996, Cotter reorganized the company as Reading Entertainment. The Craig Corporation merged in 2001 with Citadel Holding Corporation, another Cotter company, and became Reading International
Reading International
Inc. RDI still ownes 317 acres of former railroad property, mostly in upper Pennsylvania, along with the Reading Railroad
Railroad
publicity files of approximately 300-600 lin. feet (as of 2011).[citation needed] Major named passenger trains[edit]

Crusader -- Jersey City
Jersey City
to Philadelphia
Philadelphia
(Reading Terminal), via West Trenton Queen of the Valley (eastbound: called Harrisburger)-- Jersey City
Jersey City
to Harrisburg (Harrisburg Central Sta., also known as Pennsylvania Station) King Coal -- Philadelphia
Philadelphia
to Shamokin, via Reading (Reading Franklin Street Terminal) and Pottsville on the Reading's Main Line

Company officers[edit] The presidents of the Reading were:

Elihu Chauncey 1834–1842

William F. Emlen 1842–1843

John Cryder 1843–1844

John Tucker 1844–1856

Robert D. Cullen 1856–1860

Asa Whitney 1860–1861

Charles E. Smith 1861–1869

Franklin B. Gowen 1869–1884

Frank S. Bond 1881–1882 (elected when Gowen's leadership was contested)

George DeBenneville Keim 1884–1887

Austin Corbin 1887–1890

Archibald A. McLeod 1890–1893

Joseph Smith Harris 1893–1901

George Frederick Baer 1901–1914

Theodore Voorhees 1914–1916

Agnew Dice 1916–1932

Charles H. Ewing 1932–1935

Edward W. Scheer 1935–1944

Revelle W. Brown 1944–1952

Joseph A. Fisher 1952–1960

E. Paul Gangewere 1960–1964

Charles E. Bertrand 1964–1976

Heritage Unit[edit] As a part of Norfolk Southern's 30th anniversary in 2012, the company painted 20 new locomotives into predecessor schemes. NS #1067, an EMD SD70ACe locomotive, was painted into the Bee Line Service paint scheme of the Reading. See also[edit]

Railways portal

Great Railroad
Railroad
Strike of 1877 Schuylkill Canal

References[edit]

^ Drury, George H. (1994). The Historical Guide to North American Railroads: Histories, Figures, and Features of more than 160 Railroads Abandoned or Merged since 1930. Waukesha, Wisconsin: Kalmbach Publishing. pp. 275–277. ISBN 0-89024-072-8.  ^ a b c d e f g h i Plant (1996). ^ a b c d e Pennypacker (2002), p. 38. ^ Reading Railroad ^ a b c d e Plant (1998). ^ Williamsport is located at 41°14′40″N 77°1′7″W / 41.24444°N 77.01861°W / 41.24444; -77.01861 (41.244428, −77.018738),"US Gazetteer files: 2010, 2000, and 1990". United States Census Bureau. February 12, 2011. Retrieved April 23, 2011.  and is bordered by the West Branch Susquehanna River
Susquehanna River
to the south... As the crow flies, Williamsport in Lycoming County is about 130 miles (209 km) northwest of Philadelphia
Philadelphia
and 165 miles (266 km) east-northeast of Pittsburgh. ^ "2007 General Highway Map Lycoming County Pennsylvania" (PDF) (Map). 1:65,000. Pennsylvania
Pennsylvania
Department of Transportation, Bureau of Planning and Research, Geographic Information Division. Retrieved December 27, 2009.  ^ Bernhart (2006), p. 3. ^ a b Basalik, Kenneth J. & Philip Ruth (March 2, 2015). " Philadelphia
Philadelphia
& Reading Railroad: Chester Branch" (PDF). Historic Resource Survey Form. PENNSYLVANIA HISTORICAL AND MUSEUM COMMISSION, Bureau for Historic Preservation. Retrieved April 27, 2016.  ^ "Report of the Operations of the Philadelphia
Philadelphia
& Reading Railroad Co. and the Philadelphia
Philadelphia
& Reading Coal & Iron Co". Philadelphia
Philadelphia
& Reading Railroad
Railroad
Co. 1881. Retrieved April 27, 2016.  ^ Morlok, Edward K., University of Pennsylvania
Pennsylvania
(2005). "First Permanent Railroad
Railroad
in the U.S. and Its Connection to the University of Pennsylvania." Transportation Data. Accessed April 23, 2013. ^ "The Railway World". United States Railroad
Railroad
and Mining Register Company. January 1, 1880 – via Google Books.  ^ Railroad
Railroad
Ferries of the Hudson: And Stories of a Deckhand, by, Raymond J. Baxter, Arthur G. Adams, pg. 45-60 ,1999, Fordham University Press, 978-0823219544 ^ Holton (1989), p. 339. ^ [1] Archived September 23, 2008, at the Wayback Machine. ^ Reading Eagle
Reading Eagle
Quote: “1902: Reading Belt Line, which runs through West Reading and bypasses the city, is dedicated, 1900: Construction of new rail shops in Reading begins” ret>6/17/09 ^ " Philadelphia
Philadelphia
NRHS - Reading". Trainweb.org. Retrieved July 29, 2010.  ^ "Reading Steam roster". Northeast.railfan.net. Retrieved July 29, 2010.  ^ Greenberg, Jr., William T. "The Interstate Express" Railroad
Railroad
Model Craftsman, August 2003: pp. 86-97. ^ READING EAGLE NEWSPAPER thurs.2-13-63."The Erie-Lackawanna Limited". Generaljim1-ivil.tripod.com. Retrieved July 29, 2010.  ^ a b Williams 1998, p. 47 ^ Coates 1990, p. 23 ^ Alecknavage II, Albert (June 12, 2002). " Reading Company
Reading Company
History". Philadelphia
Philadelphia
PA: The Philadelphia
Philadelphia
Chapter of the National Railway Historical Society. Retrieved July 17, 2009. After World War One, it became desirable for the P&R to simplify its corporate structure. The Reading Company, which had existed earlier as a holding company, became an operating company in 1923. Many previously-leased railroads which the Philadelphia
Philadelphia
& Reading RR had taken over—as well as the original P&R itself—were now providing service as the Reading Company.  ^ Waston, Kathie (September 16, 1997). "The Use of Historical Production Data to Predict Future Coal Production Rates". USGS. Retrieved July 18, 2009. 70-year long period of rapid growth until 1917, when annual production reached 99.7 million tons during World War I  ^ Treese, Lorett (2003). Railroads of Pennsylvania: fragments of the past in the Keystone landscape. Mechanicsburg, PA: Stackpole Books. p. 114. ISBN 978-0-8117-2622-1. OCLC 50228411.  ^ "Light Rail Now.org". Light Rail Now.org. Retrieved July 29, 2010. 

Further reading[edit]

Bernhart, Benjamin L. (2006). Reading Railroad: Steam in Action. 2. Outer Station Project. ASIN B008I5LKEO.  Coates, Wes (1990). Electric trains to Reading Terminal. Flanders, NJ: Railroad
Railroad
Avenue Enterprises. OCLC 24431024.  Holton, James L. (1989). The Reading Railroad: History of a Coal Age Empire. Volume 1 : The Nineteenth Century. Laury's Station, PA: Garrigues House. ISBN 0-9620844-1-7.  Holton, James L. (1992). The Reading Railroad: History of a Coal Age Empire. Volume 2 : The Twentieth Century. Laury's Station, PA: Garrigues House. ISBN 0-9620844-3-3.  Losse, Bobb. Reading Company
Reading Company
Freight Cars: Volume 1, Covered Hopper Cars. Lumberton, NJ: David Carol Publications. ISBN 978-1-8825-5901-5.  Pennypacker, Bert (2002). Reading Company
Reading Company
in Color Volume 2. Scotch Plains, New Jersey: Morning Sun Books Inc. ISBN 1-58248-079-6.  Plant, Jeremy F (1996). Reading Steam in Color, Volume 1. Edison, New Jersey: Morning Sun Books Inc. ISBN 1-878887-70-X.  Plant, Jeremy F. (1998). Reading Company
Reading Company
in Color, Volume 1. Edison, New Jersey: Morning Sun Books, Inc. ISBN 1-878887-95-5.  Reading Company
Reading Company
(1958). Building a Modern Railroad. Reading Company. OCLC 17181292. 

External links[edit]

Wikimedia Commons has media related to Reading Company.

Reading Company
Reading Company
Technical and Historical Society North East Rails (Reading to Pottsville, Pennsylvania
Pennsylvania
and the Anthracite
Anthracite
Coal Region
Coal Region
of Schuylkill County, Pennsylvania) http://www.schuylkillhavenhistory.com Reading Company
Reading Company
photograph collection (1873-1945) at Hagley Museum and Library Reading Company
Reading Company
photographs (circa 1984-1960) at Hagley Museum and Library PRR Chronology SEC filings of Reading Entertainment Inc. SEC filings of Reading International
Reading International
Inc.

v t e

Class I railroads of North America

Current

United States

AMTK BNSF CP- D&H, SOO CSXT CN- GTC KCS NS UP

Canada

CN CP VIA

Mexico

FXE KCSM

Former (1956–present)

AA ACL AC&Y AGS ASAB AT&N AT&SF AUT A&WP B&AR B&M BN B&O CAR&NW CB&Q C&EI CG CGW C&IM CNJ CNO&TP C&NW C&O CPME CR CRR C&S CS CSPM&O CV C&W C&WC DL&W DM&IR D&RGW DSS&A DT&I D&TSL DW&P EJ&E EL ERIE FEC FW&D GA GB&W G&F GM&O GN GS&F GTW IC ICG ITC KO&G L&A L&HR LI L&M L&N L&NE LS&I LV MEC MGA MI MILW/CMStP&P MIS MKT MN&S MON MP M&STL NC&STL NH NKP/ NYC&StL NYS&W NO&NE NP NS N&W NWP NYC NYCN NYO&W PC P&LE P&N PRR PRSL P&WV RDG RF&P RUT QA&P RI/CRIP S&A SAL SBD SCL SD&AE SI SIRT SLSF SLSFTX SN SOU SP SP&S SSW TC TFM TM T&NO T&P TP&W VGN WA WAB WC WM WP

(pre–1956)

A AB&A AB&C AC A&D AE A&NM A&STL A&V BA&P BC&A B&G BRI BR&P B&S BSL&W C&A CA&C C&C CC&CS CCC&STL CD&C C&E C&G CH&D C&I CINN CI&S CI&W CL&N CM CM&PS CNE CNNE CNOR C&OIN CP&STL CPVT CRI&G CR&NW CRP CS CTH&SE CV&M CVRR DGH&M D&IR D&M DM&N DNW&P D&SL EI&TH EP&SW E&TH F&CC FJ&G FS&W FW&RG GC&SF GH&SA GM&N GR&I G&SI HE&WT H&TC HV ICRY IGN ISRR KCM&O KCM&OTX K&M LA&SL LA&T LE&W LH&STL LR&N LR&NTX LS&MS LW M&A MC MD&V M&I MKTTX MLR ML&T M&NA M&O MO&G MSC MSP&SSM MTR MV NAL NCRY NJ&NY NN NOGN NOM&C NOT&M NYP&N OCAA OE OR&L OSL OWRN PB&W PCC&STL PCO PE P&E PERK PM P&NT PRDG P&S P&SF PS&N QO&KC SA&AP SAU&G SB&NY SD&A SFP&P S&IE SIND SJ&GI SKTX SLB&M SLIM&S SOUMS SSWTX SUN T&BV T&FS T&N T&OC TSTL&W U&D UTAH VAND VS&P V&SW WF&NW WF&S WJ&S W&LE WPT WSN WV Y&MV

Timeline

1910–29 1930–76 1977–present

Railroads in italics meet the revenue specifications for Class I status, but are not technically Class I railroads due to being passenger-only railroads with no freight component.

v t e

Reading in Berks County, Pennsylvania

Attractions

The Pagoda Historic Places GoggleWorks Reading Public Museum Historical Society of Berks County Berkshire Mall Fairgrounds Square Mall Santander Arena

Transportation

BARTA Reading Railroad
Railroad
Franklin Street Station Reading Railroad
Railroad
Outer Station Reading Regional Airport Schuylkill Valley Metro
Schuylkill Valley Metro
(cancelled)

Entertainment

Reading Symphony Youth Orchestra Reading Choral Society Berks Youth Chorus

Education

Reading School District

Reading High School Reading Intermediate High School

Albright College Alvernia University Reading Area Community College Penn State Berks

Industry

Boscov's Carpenter Technology Corporation Penske Truck Leasing Redner's Markets Reading Railroad
Railroad
(defunct) Philadelphia
Philadelphia
and Reading Railroad
Railroad
(defunct) Daniels Motor Company (defunct) VF Corporation
VF Corporation
(former)

Sports

Reading Fightin Phils Reading Royals Reading United A.C.

Newspapers

Reading Eagle

Radio

W207AE W222BY W225CF W249AT W253AC W257DI W279BS W279CB W296CL W300BZ WAVT-FM WEEU WBYN-FM WIOV WIOV-FM WMGH-FM WRAW WRFY-FM WXAC WYBQ WYTL WZMV WZXB

v t e

Railroads of Pennsylvania

Common carriers

ALLN AOR AVR BDRV BLE (CN) BPRR BVRY CP CHR CNYK CORY CSXT DL EBGR EEC ESPN EV GET JVRR KRL KJR LRWY LS LVR LVRB LVRR MIDH MKC MMID MSUB NBER NCIR NDCR NHRR NS NSHR NYSW OCTL PAM PN POHC PSCC PSWR RBMN RJCN RJCP SBR SH SLRS SRC SVRR SWP TMSS TYBR UCIR UMP URR WCOR WE WNYP YRC YSRR

Passenger carriers

ALLN AMTK DI EBT ECTM FCR JIP KJR LGSR MI NHRR NJTR OCTT PAT PATC PREX PTM RMP RTM SPAX SRC TIOC WCRL WKS

Private carriers

CSAO CUMB EASO PBL

Former carriers

ALY APRR BO CNJ CR DH DLW DV ERIE EL GBRY GETY KKRR LNE LV MCLR MCRR MGA MPA MTR NCR NKP NYC OCTR OHPA OW NW PLE PC PRR PSN PSR PWV RDG SBRR TCKR WM YKR Y&PB

See also: List of United States railroads by political division

v t e

Railroads of Delaware

Common carriers

CSXT DCLR DCR ESPN MDDE NS WWRC

Miscellaneous

AMTK CSAO SPAX

Former

B&P BO BVRY CO CR DV EPRY NC&FT OCTR P&R PC RDG P&N PB&W PRR W&N

See also: List of United States railroads by political division

v t e

SEPTA
SEPTA
(Southeastern Pennsylvania
Pennsylvania
Transportation Authority)

City Transit Division

     Market–Frankford Line      Broad Street Line      Subway–Surface Trolley Lines      Route 15      Trackless trolley routes      City surface routes

Suburban Division

     Norristown High Speed Line      Routes 101 and 102      Suburban bus routes

Regional Rail

     Airport      Chestnut Hill East      Chestnut Hill West      Cynwyd      Glenside Combined      Fox Chase      Lansdale/Doylestown      Manayunk/Norristown      Media/Elwyn      Paoli/Thorndale      Trenton      Warminster      West Trenton      Wilmington/Newark

Major stations

30th Street Station 69th Street Transportation Center Darby Transportation Center Fern Rock Transportation Center Frankford Transportation Center Jefferson Station Norristown Transportation Center Olney Transportation Center Suburban Station

Former services

Route 6 trolley Route 23 trolley Route 50 trolley Route 53 trolley Route 56 trolley Route 60 trolley Route 103 trolley Route 104 trolley      Bethlehem Line Cynwyd-Ivy Ridge service Elwyn-West Chester service Fox Chase Rapid Transit Line

Miscellaneous

Roosevelt Boulevard Subway SEPTA
SEPTA
Key SEPTA
SEPTA
Transit Police Silverliner Station lists

Regional Rail Ex-Regional Rail Rapid transit Trolley and Interurban

v t e

Historical train terminals in Philadelphia

Extant

Reading Terminal
Reading Terminal
(rerouted to Jefferson Station) Suburban Station

Defunct

West Philadelphia
Philadelphia
Station (replaced by 30th Street Station) Broad Street Station Baltimore & Ohio Railroad
Railroad
Station (24th Street) North Pennsylvania
Pennsylvania
Railroad
Railroad
terminal (Willow and Front Streets) Philadelphia
Philadelphia
and Trenton Railroad
Railroad
terminal (B and Cambria Streets) Philadelphia, Wilmington and Baltimore Railroad
Railroad
terminal (Broad Street and Washington Avenue) Philadelphia, Germantown and Norristown Railroad
Railroad
terminal (9th and Green Streets) Willow Street Railroad
Railroad
terminal (Front and Willow Streets) Philadelphia
Philadelphia
and Columbia Railroad
Railroad
terminal (Broad

.