Philadelphia Reflections

Railroading Haddonfield

Haddonfield Map

For a century or more, Haddonfield has had a railroad. Both the Reading and the Pennsylvania railroads ran through Haddonfield on their way from Philadelphia to Atlantic City, and later on, they were combined in the Pennsylvania-Reading Seashore Line. In 1950, the coal-fired steam locomotives still made a grade crossing on Kings Highway and tooted at the outskirts of town. A little awkward, dirty and dangerous, perhaps, but it had to be admitted that regular train service to the Shore was nice, as was regular commuting to Philadelphia. At least once a day, an elegant old train named the Nelly Bly made a round trip to New York, for those who occasionally wanted to take in a show, or do Christmas shopping in style. From the looks of some of the larger Victorian houses in town, there might even have been a few bankers going to Wall Street for important matters. Haddonfield was sleepy, but it had made things very convenient for itself.

And then, around 1970 the price of Haddonfield real estate tripled overnight. The Delaware Port Authority announced its plans for PATCO, a high-speed regular subway-surface line. Now that it is in existence, we have clean comfortable safe trains every seven minutes to the Center of Philadelphia. The express trains used to take eight minutes to Philadelphia, but now we only have locals who take twelve minutes. The main complaint is that there is not quite enough time to read the newspaper.

There's a personal story here. In the articles about the coming high-speed line, I noticed two things: there was to be an elevated overhead track through Haddonfield, and the director of the Port Authority had been a West Point classmate of my uncle. Having spent four years in New York City, my image of an elevated train was highly unfavorable. They were noisy, and the noise created slums all along their path. Not what was wanted in tree-lined Haddonfield, at all. And the General, who among other things was a neighbor up my street a few houses, created a means to change the plans. We held a mass meeting in my house, and among those present was a former regular-Army major, who had been the track engineer for the Illinois Central. He said that he had been through such arguments many times, had usually beaten down the opposition, but as a matter of fact, putting the rail line below grade was perfectly feasible. With that, one thing led to another, and General Casey finally one day was heard to say, "All right, I'll do it. But don't tell Collingswood." Collingswood is two stops closer to Philadelphia, and the main point was that a very popular religious radio station was located a hundred yards from the proposed line. One day, the minister of this station woke up to see an elevated -- an elevated -- being built outside his window. You can imagine all the rest, the radio broadcasts, the protests, the confrontation. But unfortunately, it was too late to make a change of plans.

As an epilogue, it can now be seen that there would have been advantages to the original design. The trains from Philadelphia to Atlantic City run immediately alongside the tracks of the high-speed line for a mile in Haddonfield. If they weren't all squeezed in a ditch, there might have been room for an interchange between the two at Haddonfield. But we don't care, we don't care. When we want to go to the shore, or to New York, we will drive.

Originally published: Friday, June 23, 2006; most-recently modified: Monday, June 03, 2019