53-651: The Northern Pacific Depot in Hinckley, Minnesota , United States, is a wood-framed depot built in 1895, the year after the previous depot was destroyed in the Great Hinckley Fire on September 1, 1894. The depot was built from the plans of the previous depot. It was listed on the National Register of Historic Places in 1973. The building was originally built by the St. Paul and Duluth Railroad , which
106-488: A "seaman's protection", a document obtained by his future wife, a free black woman, which was normally carried by free black sailors, of which there were many in the merchant fleets and the navy. Later, the railroad would require black passengers to have "a responsible white person" sign a bond at the ticket office before allowing them to board. In December, the PB&;W completed its Schuylkill bridge at Gray's Ferry. Named
159-578: A few miles south of Philadelphia's city limits. Passengers debarking at Gray's Ferry were taken by omnibus into the city. The disadvantages of tripartite ownership of the Philadelphia-Baltimore line became obvious, and the three remaining state-chartered railroads merged on February 12, 1838, to form the Philadelphia, Wilmington and Baltimore Railroad Company. (The new company's name differed from its predecessor's in that "The" at
212-579: A logging and railroad expansion. Hinckley was founded as the Village of Central Station in 1885, the village was re-incorporated as the City of Hinckley in 1907. Both names were after Hinckley Township where the city is located within. Surrounding Hinckley Township was known as Central Station by the railroads because of its position halfway between the Twin Ports of Duluth and Superior as well as
265-617: A majority of the stock at the price specified. Meanwhile, Garrett's maneuver became known to the PRR, which quickly bought out a majority of the stock at a somewhat higher price, preemptively taking control of the PW&;B. Garrett and the Baltimore and Ohio were forced later to construct an independent separate northeast line to Philadelphia, the Baltimore and Philadelphia Railroad , while paying
318-566: Is located 16 miles (26 km) east of Hinckley on Highway 48. The Ojibwe Indians were the first people to settle the Hinckley area. They trapped and hunted on the land and traded furs at the Mille Lacs and Pokegama trading posts. When European settlers came to the Hinckley area, it was a heavily forested area with thick forests of white pine, some of the largest in the state. The first railroad arrived in Hinckley in 1869; and so began
371-691: Is now Washington Avenue, where it connected with the Southwark Rail-Road , built in 1835, to reach the Delaware River . In 1839, the railroad's ticket agents advertised daily mail-and-passenger trains that left Baltimore's old original Pratt Street station at South Charles Street of the B&;O (before 1857-65 construction of the now-famous Camden Street Station ) at 9:30 a.m., stopped for lunch in Wilmington, Delaware , and reached
424-563: The American Civil War began at Fort Sumter , an angry mob of Southern sympathizers attacked a trainload of future Union Army soldiers at the PW&B's President Street Station , starting a street battle that spread to the Camden Street Station. This Pratt Street Riot produced the war's first deaths of Union volunteers by hostile action and set the nation irrevocably on the path to war. From 1863 to 1865,
477-480: The Hinckley Fire Museum , nine blocks west of Interstate 35 in downtown Hinckley, tells the devastating story of what came to be called the Great Hinckley Fire and the town's recovery from it. The museum is located in a restored railroad depot downtown, an exact replica of the pre-fire depot, built just after the fire. After the fire, the burned stumps of the forests were cleared to take advantage of
530-517: The Hinckley Fire Museum . The museum interprets the history of the fire that destroyed six towns and burned over 400 square miles (1,000 km). It also explains how the town was rebuilt and how the area shifted to agricultural use after the lumbering era ended. Hinckley, Minnesota Hinckley is a city in Pine County , Minnesota , United States, located at the junction of Interstate 35 and Minnesota State Highway 48 . The population
583-699: The Mason–Dixon line , the Delaware and Maryland legislatures , were doing their part to create a rail link to Wilmington and Baltimore . On January 18, 1832, the State of Delaware chartered the Wilmington and Susquehanna Rail Road Company (W&S, $ 400,000) to build from Wilmington to the Maryland state line. On March 5, the State of Maryland chartered the Baltimore and Port Deposite Rail Road Company (B&PD) (with $ 1,000,000) to build from Baltimore northeast to
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#1732782661865636-483: The census of 2010, there were 1,800 people, 736 households, and 409 families living in the city. The population density was 476.2 inhabitants per square mile (183.9/km ). There were 785 housing units at an average density of 207.7 per square mile (80.2/km ). The racial makeup of the city was 82.4% White , 1.1% African American , 10.3% Native American , 0.8% Asian , 0.3% from other races , and 5.1% from two or more races. Hispanic or Latino of any race were 3.5% of
689-618: The " Newkirk Viaduct " after PW&B president Matthew Newkirk , it allowed trains to run from downtown Philadelphia to downtown Baltimore, with only the Susquehanna River steam railroad ferry interrupting the ride. (The railroad marked this achievement by erecting the Newkirk Viaduct Monument , a 15-foot marble obelisk designed by Thomas Ustick Walter , a future Architect of the Capitol .) That interruption
742-555: The 9.9-mile old alignment less than a year later, leasing it on July 1, 1873, to the Philadelphia and Reading Railway for 999 years with the stipulation that it would be used solely for freight. (The Reading dubbed the line, along with some connecting track, its Philadelphia and Chester Branch; southbound trains reached it via the Junction Railroad (jointly controlled by PW&B, Reading, and PRR) and continued on to
795-566: The Atlantic coast and Eastern seaboard, chartered the Philadelphia and Delaware County Rail-Road Company . The legislature allotted $ 200,000 to build a rail line from America's largest city to the Delaware state line. In July 1835, surveyors began to look at possible routes, and in October, they reported that the best option, a 17-mile line, would cost $ 233,000 to build. Further south, across
848-428: The B&O line to reach Washington, D.C. , from Philadelphia and Baltimore by agreeing to allow the builder to use the PW&B right-of-way in exchange for the use of the communications equipment. On January 12, 1846, Buckley was replaced by Edward C. Dale, a grandson of Richard Dale , one of the U.S. Navy's first commodores. Between 1846 and 1849, the railroad ordered five more locomotives, likely 4-4-0s , from
901-700: The B&PD began operating trains between Baltimore harbor's basin at the present-day Inner Harbor waterfront and its Canton industrial, commercial and residential neighborhood to the southeast. But Matthew Newkirk , who had invested $ 50,000 in the B&PD including funds borrowed from the United States Bank, grew impatient. On Oct. 6, he wrote to the Company Board "demanding that Pres. Finley resign and be replaced by someone who will be more aggressive in collecting from delinquent subscribers and pushing project forward." As alternates, he suggests
954-553: The Market Street depot in Philadelphia at 4 p.m. In 1842, Newkirk resigned as PW&B president. He was replaced by Matthew Brooke Buckley (1794-1856), who had become a PW&B board member on Jan. 10, 1842, and one week later had taken over leadership of one of the railroad's three executive committees, the Northern one. As president, Buckley helped create the first telegraph line. In 1844, Samuel Morse arranged for
1007-504: The Norris Works. In February 1850, the PW&B improved its Baltimore terminus with a new station with a 208-foot (63 m) barrel-vaulted train shed. Because locomotives were not allowed to transfer through the city—possibly for fire safety reasons—service onward to Washington was facilitated by drawing the coaches by horse down Pratt Street to the B&O terminal, first at East Pratt and South Charles Streets, and, after 1857, to
1060-404: The PRR had this to say about the significance of the PW&B, which it had acquired and gained control of fourteen years before: An important constituent of a great North and South line of transportation, it challenges ocean competition and carries on its rails not only statesmen and tourists but a valuable interchange of products between different lines of latitude. As a military highway, it is of
1113-583: The PRR substantial fees to continue service further north to New York City over their lines. The new line opened in 1886; the Reading also used it to avoid the Junction Railroad. A number of branches were built, bought and sold from 1881 to 1891, as described below. In 1895, the main line was realigned and straightened at Naaman's Creek in Delaware. The old line would become sidings for Claymont Steel . The PRR's Baltimore and Potomac Rail Road
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#17327826618651166-682: The PW&B formally absorbed the New Castle and Frenchtown and New Castle and Wilmington railroads, forming a branch line from Wilmington to Rodney. On May 21, 1877, it then absorbed the Southwark railroad, extending its main line to the Delaware River waterfront. In 1880, a conflict began between the PRR and the B&O, both of which operated over the PW&B. The B&O was working to reduce its reliance on PRR tracks; it had recently arranged to switch its Philadelphia-New York trains to
1219-642: The PW&B line is still in use today as part of Amtrak 's Northeast Corridor and the Maryland Department of Transportation's MARC commuter passenger system from Baltimore to Maryland's northeast corner. Freight is hauled on the route; formerly by the Conrail system and currently by Norfolk Southern . On April 2, 1831, the General Assembly of Pennsylvania , seeking to improve transportation between Philadelphia and points south along
1272-691: The State to $ 400,000; and changed its name, on March 14, to The Philadelphia, Wilmington and Baltimore Railroad Company . On July 4, the PW&B began building its bridge over the Schuylkill River , the most significant obstacle on its part of the route. The bridge would cross at Gray's Ferry Bridge , south of the city. Meanwhile, on April 18, the D&;M merged with the W&;S, forming the Wilmington and Susquehanna Railroad Company . Work also proceeded in Delaware and Maryland . By July 1837, there
1325-493: The Twin Cities of Minneapolis and St. Paul . Hinckley Township was named in 1870 after Isaac Hinckley , president of the Philadelphia, Wilmington and Baltimore Railroad . By 1894, Hinckley was a prosperous community that had everything needed to serve residents and the fast-expanding lumber industry. On September 1, 1894, everything changed with a firestorm wiping out Hinckley and many northeastern Minnesota towns. Today
1378-405: The average family size was 2.95. In the city, the population was spread out, with 28.4% under the age of 18, 8.7% from 18 to 24, 29.0% from 25 to 44, 19.8% from 45 to 64, and 14.2% who were 65 years of age or older. The median age was 34 years. For every 100 females, there were 82.6 males. For every 100 females age 18 and over, there were 71.9 males. The median income for a household in the city
1431-554: The beginning of the titled name was not part of its formal incorporated name. ) Among the passengers that year was Frederick Douglass , a slave who escaped his Baltimore owner by boarding a PB&W train, perhaps at Canton or somewhere east of where the President Street Station would be built in 1849, and riding it northeast to Philadelphia. To avoid detention, Douglass, a future world-famous abolitionist, statesman, Federal official, orator and publisher, borrowed
1484-399: The city. The population density was 454.3 inhabitants per square mile (175.4/km ). There were 614 housing units at an average density of 216.0 per square mile (83.4/km ). The racial makeup of the city was 91.87% White , 0.15% African American , 5.81% Native American , 0.70% Asian , 0.08% from other races , and 1.39% from two or more races. Hispanic or Latino of any race were 1.08% of
1537-522: The connecting Chester and Delaware River Railroad .) The PW&B, which had competed so fiercely with the Pennsylvania, began to see their interests align. In 1873, the PRR opened the Baltimore and Potomac Rail Road (founded 1853, organized 1858), from Baltimore to Washington. The PW&B agreed to allow the PRR to use its track between Philadelphia and Baltimore, helping the PRR offer a shorter and more direct trip to Washington. On May 15, 1877,
1590-513: The greatest strategic importance to the national, industrial, and commercial capitals – Washington, Philadelphia and New York. It presents some of the very best transportation facilities to the commerce of the cities after which it is named and could not be obliterated from the railroad map of the United States without materially disturbing its harmony. The PW&B merged with the Baltimore and Potomac on November 1, 1902, to form
1643-481: The halfway point on Interstate 35 between Minneapolis–Saint Paul and Duluth . According to the United States Census Bureau , the city has a total area of 3.83 square miles (9.92 km ), of which 3.78 square miles (9.79 km ) is land and 0.05 square miles (0.13 km ) is water. Interstate Highway 35 and Minnesota Highway 23 ( co-signed ); and Minnesota Highway 48 are two of
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1696-503: The main routes in Hinckley. Interstate 35 runs north–south; and Highway 48 (Fire Monument Road) runs east–west. Pine County 61 passes through downtown Hinckley. Hinckley is along the Grindstone River. The Kettle River is also nearby. Hinckley is the home of Grand Casino Hinckley , sister casino to Grand Casino Mille Lacs; which holds an associate count equal to the population of the city of Hinckley itself. Camp Nathanael
1749-537: The new Camden Street Station . Unwieldy as it was, the arrangement allowed the railroads to temporarily compete with the Philadelphia and Columbia Railroad (renamed Pennsylvania Railroad after 1857) on routes going west from Philadelphia. By 1853, the Camden and Amboy Railroad and New Jersey Railroad were also part of this agreement, providing through service from New York City to the West. In 1861, one week after
1802-416: The new Reading -controlled "Bound Brook Route," which had recently broken the PRR's monopoly on travel to New York via New Jersey. At the time, northbound B&O trains left the PW&B at Gray's Ferry Bridge in southwest Philadelphia and traveled over the Junction Railroad to Belmont, where they reached Reading rails and continued north. However, a mile of the Junction Railroad's track through Philadelphia
1855-484: The noted lawyer, artist and civic activist, John H. B. Latrobe, brother of Chief Engineer Benjamin H. Latrobe, II (grandson of famous architect Benjamin Henry Latrobe ), or Roswell L. Colt . Six days later, Colt became railroad line president, but his term lasted just five weeks; he was soon replaced by Lewis Brantz . In 1836, P&DC opened its first segment of track; saw its allowable expenditures upped by
1908-419: The now nutrient-rich soil. Hinckley's recovery would hinge on agriculture. Some of the main crops were potatoes, fruits and vegetables. The early harvests were bountiful. Abundant clover helped feed milk cows for a brisk dairy industry. Following the national trend in farming , Hinckley has lost most of its agricultural underpinnings. The Mille Lacs Band of Ojibwe opened Grand Casino Hinckley in 1992. As of
1961-408: The population. There were 551 households, out of which 33.9% had children under the age of 18 living with them, 39.2% were married couples living together, 17.2% had a female householder with no husband present, and 39.7% were non-families. 34.5% of all households were made up of individuals, and 16.0% had someone living alone who was 65 years of age or older. The average household size was 2.33 and
2014-440: The population. There were 736 households, of which 33.4% had children under the age of 18 living with them, 31.0% were married couples living together, 17.0% had a female householder with no husband present, 7.6% had a male householder with no wife present, and 44.4% were non-families. 35.1% of all households were made up of individuals, and 19.2% had someone living alone who was 65 years of age or older. The average household size
2067-463: The railroad ordered ten 4-4-0 locomotives from the Norris Works. The PB&W also extended its reach into Delaware – on March 15, 1839, it bought the New Castle and Frenchtown Turnpike and Rail Road running from New Castle, Delaware , to Frenchtown, Maryland – but it took 13 years to connect the line to the rest of the PW&B. The "New Castle and Wilmington Railroad"
2120-560: The southwest corner of President and Fleet Streets, east of the Jones Falls , the eventual future site of the President Street Station . The line ran east along Fleet Street, turned southeast onto Boston Street and ran along the waterfront past Canton before turning northeast and leaving the city limits, heading east, then northeast towards the Susquehanna. In Philadelphia , the line ended at Broad Street and Prime Avenue, which
2173-442: The western bank of the Susquehanna River . On March 12, the Delaware and Maryland Rail Road Company (D&M) was chartered for $ 3,000,000 to build from Port Deposit or any other point on the Susquehanna's eastern river bank north to the Delaware line. In 1835, the W&S hired architect/surveyor William Strickland to make a preliminary survey to the southwest between Wilmington and North East, Maryland . That same year,
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2226-408: Was $ 29,338, and the median income for a family was $ 37,313. Males had a median income of $ 29,167 versus $ 21,375 for females. The per capita income for the city was $ 15,537. About 12.5% of families and 12.4% of the population were below the poverty line , including 17.8% of those under age 18 and 11.6% of those age 65 or over. It is a part of Hinckley-Finlayson Public Schools . The school district
2279-612: Was 1,800 at the 2010 census . Hinckley's name in the Ojibwe language is Gaa-zhiigwanaabikokaag , meaning "the place abundant with grindstones" due to being located along the Grindstone River . Portions of the Mille Lacs Indian Reservation are located within and adjacent to Hinckley. On September 1, 1894, the Great Hinckley Fire killed more than 400 people. Hinckley is generally considered
2332-432: Was 2.44 and the average family size was 3.05. The median age in the city was 32.5 years. 28.4% of residents were under the age of 18; 9.5% were between the ages of 18 and 24; 26.3% were from 25 to 44; 21.4% were from 45 to 64; and 14.5% were 65 years of age or older. The gender makeup of the city was 48.5% male and 51.5% female. As of the census of 2000, there were 1,291 people, 551 households, and 332 families living in
2385-541: Was acquired by the Northern Pacific Railway in 1900. The building had separate men's and women's waiting rooms, a freight room, a restaurant known as the "Beanery", and a stationmaster's living quarters on the second floor. Passenger train service to Hinckley station ended on January 4, 1967, when trains 65 and 66 were discontinued between the Twin Cities and Duluth . The depot is now known as
2438-697: Was bridged at last by the PW&;B Bridge , a 3,269-foot (996 m) wooden truss , finally creating a continuous rail connection between Philadelphia and Baltimore. To avoid swampy areas and serve more populated ones, the PW&B built the Darby Improvement, which diverged from its existing main line just south of the Grays Ferry Bridge , passed through Darby , and rejoined it at Eddystone , just upriver from Chester . The new inland track opened on November 18, 1872. The PW&B dispensed with
2491-677: Was chartered to do so, and opened in 1852. The line also provided a connection with the Delaware Railroad , which the PW&B took over and began to operate on January 1, 1857. In 1859, the NC&;F was abandoned west of Porter , the junction with the Delaware Railroad. By 1866, these moves and others allowed the PW&B to dominate the Delmarva Peninsula rail market. In November 1866, the Susquehanna River
2544-410: Was continuous track from Baltimore to Wilmington, broken only by the wide Susquehanna River , which trains crossed by steam-powered ferryboats at Havre de Grace to Perryville . That year, the railroad ordered seven 4-2-0 steam locomotives from Norris Locomotive Works ; it ordered two more in or about 1840. On January 15, 1838, the PW&B opened service from Wilmington to Gray's Ferry , then
2597-521: Was established in 1994 through the consolidation of the Hinckley and Finlayson school districts. The following list includes those who were either born in, or who have resided (or presently reside) in Hinckley: Philadelphia, Wilmington and Baltimore Railroad The Philadelphia, Wilmington and Baltimore Railroad (PW&B) was an American railroad that operated independently from 1836 to 1881. Headquartered in Philadelphia , it
2650-479: Was eventually bridged under pressure of the heavy traffic needs in 1864–5, the later days of the Civil War . After a disastrous storm damaged the new spans, reconstruction began anew and was completed by 1866. The Baltimore and Ohio Railroad (B&O) began using the tracks that same year to offer service northeast of Baltimore to Philadelphia. In Baltimore , the PW&B's terminus and business office sat at
2703-503: Was formally leased to the PW&B on November 1, 1891. The Elkton and Middletown Railroad , opened in 1895, was planned as a cutoff between the main line at Elkton, Maryland , and the Delaware Railroad at Middletown, Delaware . However, only a short piece of track, serving industries in Elkton, was ever constructed. It was consolidated into the Philadelphia, Baltimore and Washington Railroad on September 15, 1916. An 1895 historian of
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#17327826618652756-489: Was greatly enlarged in 1838 by the merger of four state-chartered railroads in three Mid-Atlantic states to create a single line between Philadelphia and Baltimore . In 1881, the PW&B was purchased by the Pennsylvania Railroad (PRR), which was at the time the nation's largest railroad. In 1902, the PRR merged it into its Philadelphia, Baltimore and Washington Railroad . The right-of-way laid down by
2809-502: Was owned and used by the PRR, which showed great ingenuity in arranging delays to B&O trains. The irate John W. Garrett (1820–84), the Civil War -era president of Baltimore and Ohio Railroad, decided to counter-attack by quietly buying out the PW&B, which would have cut off the Pennsylvania Railroad from its Baltimore & Potomac subsidiary . However, his agent encountered unexpected difficulties in buying up
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