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Contents
1. History
2. Photos
3. Ithan Substation
4. Documents
5. Links
6. Sources
History
The Philadelphia and Western Railway Company was founded in 1902, and was intended to be part of Jay Gould's proposed intercontinental electric railway. The branch from Philadelphia was intended to extend west of the city 44 miles to Parkesburg, through Haverford, Radnor and Tredyfferin Townships. Gradually the plan became less glamorous, and the plan to make the line intercontinental was eventually dropped. It was decided to end the line at Strafford, and construction began a few years after the company's founding. Many lower-class workers labored to build the line, with the aid of a small steam engine. On their paysheets, most of these workers were only named only by their race. In May 1905, when construction was underway, the plan was to be completed by October 1. The company in charge of the work was The Southeastern Construction Company
The line ended just east of Sugartown Road in Strafford, where the tracks looped around an old farmhouse. This farmhouse was used temporarily as the first Strafford Station. The other stations were built of wood on concrete pillars, so that the stations could easily be moved back if the line was enlarged to accommodate four tracks. The stations were built with platforms at car level, so passengers wouldn't have to climb up into the trolleys. The tracks were 85 pound rails, and employed automatic semaphore block signals. There were a total of 34 bridges on the line. Power for the trolleys was supplied by a third-rail instead of an overhead wire (though overhead wires were used in the carbarns for employee safety). Electricity was generated at a facility at Beechwood Park in Haverford Township (The park, a curiosity within itself, was one of the P&W's main attractions, with roller coasters and a huge gateway entrance. Somehow the park only lasted a few short seasons). Many sub-stations were planned along the line for supplementary electricity, yet only one was ever built, in Ithan. In fact the P&W found they had an excess of electricity, and played around with the idea of selling some of it to local homeowners. This plan never took off. The whole project cost P&W $400,000 per mile. Adjusted for inflation, that would cost $7.69 million per mile today.
The first trolleys to be ordered by the P&W were 12 motor cars and 4 trailers from the St. Louis Car Company in 1905. They were numbered 1-16. St. Louis finished the cars right on time, yet the P&W wasn't ready for them yet. After the disastrous San Francisco earthquake of 1906, Patrick Calhoun of the United Railroads of San Francisco, in need of new cars, visited St. Louis, saw the waiting P&W cars and decided to buy them for $12,500 each. He bought them for his San Mateo line, and interestingly kept the original P&W numbers on them. The trailers were sold to the Sacramento Northern Railway. When the P&W was finally ready, they bought 22 new cars from St. Louis, numbered 25-46. They were extremely ornate and luxurious, with separate smoking compartments, stained glass windows, lavatories and high-back reversible seats. They were 51 feet long, and were painted dark green with gold letters and striping.
The first trolley to run on the line from Philadelphia to Strafford left 69th Street Station at 6 a.m. on the 22nd of May, 1907. Though it left the city with just one passenger (Joseph McWilliams of Rosemont), by the time it reached Strafford it was packed with people eager to see this new railroad marvel. Trains ran every 15 minutes at first, and the trip lasted 29 minutes westbound, 30 eastbound. This was one of the many advantages the P&W had over the rival Pennsylvania Railroad. A PRR trip from Strafford to Philadelphia was 47 minutes long. A P&W ticket to Strafford cost 27¢; a PRR ticket to Strafford cost 39¢. PRR trains also ran every half hour, half as frequent as the P&W.
The first stations on the line after 69th Street were, from east to west, Beechwood Park, Ardmore Junction, Ardmore Avenue, Haverford, Bryn Mawr, Rosemont, Garrett Hill, Villanova, and in the Wayne area:
| Radnor |
Radnor-Chester Road |
| Ithan |
Conestoga Road West of Ithan Substation |
| St. Davids (later Wayne-St. Davids Station) |
Brooke Road |
| Wayne (later West Wayne Station) |
West Wayne Avenue |
| Strafford (later Sugartown Road Station) |
Sugartown Road |
In 1908 West Overbrook, Penfield, and Wynnewood Road stations were added, and Haverford College station was added in 1909.
On July 22, 1907, trolleys were reduced from once every 15 to once every 20 minutes. Express service from Haverford to Strafford was enacted on October 7. Though it shortened the ride to 23 minutes, express service was not successful, and only lasted to the end of the year. The planned extension of the line to Parkesburg was officially abandoned on March 22, 1912, though some construction may have taken place. The end of the line at Strafford was extended over Lancaster avenue, made a 180º loop and ended across Old Eagle School road to the Strafford Pennsylvania Railroad station. Curiously, the platforms of the two competitors connected to each other. The extension and station cost $90,000 and officially opened on October 11, 1911, although the station building was completed 19 days later. An unusual part of this extension was a freight siding which linked the P&W rail to the PRR tracks. This was intended to increase revenue but it never got much use.
The P&W decided to make a large extension to their line, from Radnor to Norristown. This now became the main P&W route, and the line to Strafford became a branch. The Norristown route began service on December 12, 1912 (12/12/12). The P&W's original 22 trolley cars were enough to run on both lines. Though the Norristown route probably saved the Company from ruin, it may have done the Strafford route in. There was a large opposition to the extension to Norristown. Martha J. Chew and Martha M. Brown, owners of the "Vanor" estate in Radnor, were especially vocal because the tracks would run right through their property. Other Radnor estates which were affected were "Glenvale" and Isaac H. Clothier Jr.'s "Sunnybrook." Other Main Liners didn't want "up-staters" going through their elite towns.
A company separate from the P&W called the Phoenixville, Valley Forge and Strafford Electric Railway, planned a trolley route servicing the towns in their name. The company said they would connect with the P&W at Strafford and ferry passengers to Valley Forge Park and Phoenixville. They tried to sell bonds to complete their goal, yet were eventually unsuccessful, and never got east of Valley Forge. Instead, the P&W commissioned touring cars from the Norristown City Garage Company in September 1910 to take passengers from Strafford P&W station to Valley Forge Park. Though the trolley route never worked, the bussing was successful for several years.
Competition grew in 1915 when the Pennsy electrified their railroad. Restructuring in 1928 changed the names of Wayne Station to West Wayne and St. Davids to Wayne-St. Davids on April 29 of that year. The P&W almost went under during the depression, yet unlike most other electric railways, the company was able to save itself. For the most part, anyway: in the 1950's the Strafford route cost the P&W $38,000 a year. The abandonment of the Strafford Route was announced in June, 1955. On March 23, 1956, the last trolley ran to Strafford, and bus service began. The bridge which extended across Lancaster Avenue in Strafford was taken out in the late 1950's when the pike was upgraded.
The abandoned rail line in the backyards of Wayne and Ithan residents sat abandoned and unnoticed until around 1995, when the residents of Radnor Township voted for a bike trail to be installed on the old Strafford line right-of-way. Since then very little has happened except for the painting of some bridges. In February, 2003, Radnor Township announced work on the trail would begin in April and be completed in the fall.
Some of the information in this article came from Ronald DeGraw's 1972 book The Red Arrow. For more information on the P&W, you can find this out-of-print book at some online book search services, and it's also available at the Radnor Memorial Library. It's an extremely extensive source of great information.
Photos
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Wayne-St. Davids Station
The station at Brooke Road had a pedestrian bridge and small enclosed shelter.
Radnor Historical Society Collection |
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Construction : Wayne-St. Davids Station
These rare photographs, part of a scrapbook, show Wayne-St. Davids Station under construction. This shows that some of the stations were built after the trains started running in 1907.
Radnor Historical Society Collection |
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The original Strafford Station
The first Strafford station, located near Sugartown Road, was actually a converted farmhouse. The trolleys looped around the building to go east. The car shown is #46, which is the sole survivor of the first P&W cars to run from 69th Street to Strafford. It was converted into a work car mid-century, and then was restored to its original appearance. It can be seen today in Scranton.
Radnor Historical Society Collection |
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Car #38
The number "38" is visible on this car as it crosses a bridge on the Strafford Route.
Radnor Historical Society Collection |
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Radnor Station
The Radnor Station was located at Radnor-Chester Road. Today, there are no traces left of this station, and the land beneath the bridge has been filled in.
Radnor Historical Society Collection
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The Strafford extension
It might be confusing to try to visualize where the Strafford branch ended. Originally, from 1907-1911, the branch looped around the station (which was the old farmhouse) and then continued east. In 1911 the branch was extended, curiously enough to connect to the Strafford Pennsylvania Railroad station. A bridge crossed Lancaster Pike and the tracks curved around to meet the PRR station. There was also a freight siding that actually linked up with the PRR, though it does not appear that it got much use.
GP Graphic |
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Car #30 at Strafford, 1907
According to the caption, this is P&W car #30 approaching Strafford station. The photograph was taken the same year that the line opened, 1907. The platform visible is likely the porch to the old farmhouse station at the end of the line.
GP Collection |
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St. Davids Station, 1908
Passengers board a P&W car at St. Davids in 1908. This photograph was used in SEPTA publicity in 2007 to commemorate the P&W's centennial..
Tredyffrin-Easttown Historical Society Collection |
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Bridge crossing, 1914
An early P&W car crosses a bridge in St. Davids on August 23, 1914.
Radnor Historical Society Collection |
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Strafford Station : Two platforms
The end of the line at Strafford Station. This photo was taken from the platform of the Pennsylvania Railroad Station. You can tell where the properties split from the change in railing. Note the large sign telling passengers where they can go.
From "The Red Arrow" |
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A "Strafford" in Strafford
"Strafford Cars" were so named because they frequently ran the route to Strafford. After the line closed, they remained in service to Norristown. Pictured here is a Strafford car at Strafford station.
From "The Red Arrow" |
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Two Strafford Stations
A rare view showing the Strafford P&W station with the PRR station in the background. The photo appeared as part of the article "Every 2 1/2 Minutes" by Ronald DeGraw, in the Winter 2003 issue of "Classic Trains" magazine.
From "Classic Trains" magazine |
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Sugartown Road Station
A Wawa market was later built to the right of the station after the line was abandoned.
From "The Red Arrow" |
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Bullet in Strafford
This photo proves that the famed Brill "Bullet" cars ran on the Strafford route from time to time. Here a Bullet is stopped at Strafford Station.
Online Source |
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1942 Timetable
A typical P&W timetable card. This schedule went into effect October 16, 1942.
GP Collection |
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Phoenixville, Valley Forge & Strafford
Strafford wasn't only in the sights of the P&W. Several stock certiicates such as this were sold for the Phoenixville, Valley Forge & Strafford Electric Railway, although the company never built any of its proposed railroad. Things pertaining to this Railway are sometimes confused with the P&W, though the two were not related.
Online Source |
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Bullet publicity run
According to the caption, P&W car #120 is seen on a publicity run in the 1950s. This Bullet was probably actually #210.
Radnor Historical Society Collection |
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Ithan Substation
One of the most fascinating parts of the Strafford branch that is still extant is the Substation at Ithan. The building once produced electric power for the P&W, but was abandoned after a short time. Surprisingly, most of the building's details were retained after its sale. The building was used by Edward Fenno Hoffman as his sculpture studio, and it is still owned by his family. In recent years the building was completely restored to its original appearance, and is easily visible from the Radnor Trail.
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Substation Interior
The interior of the substation seen during its brief time of operation.
From "The Red Arrow" |
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Restoration: June 2005
In the summer of 2005, a much-needed renovation of the Ithan Substation began.
GP Photo |
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Restoration: June 2005
The extensive renovation included window and stucco repair.
GP Photo |
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Restoration: August 2005
The windows were accurately reproduced and installed in August.
GP Photo |
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Restoration: August 2005
The front and side of the building.
GP Photo
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Restoration: August 2005
The rear of the building under restoration.
GP Photo |
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Documents
The following documents, reprinted exclusively here, were taken from the Suburban and Wayne Times of 1956. They cover the closing of the Strafford line, and as primary sources give a unique insight into the abandonment and aftermath of the old trolley branch. All but the last are journalistic accounts of the abandonment. The last is a very interesting personal story of a commuter. The articles are from the 1956 bound volume of the Suburban in the collection of the Radnor Historical Society.
Friday, February 24, 1956
Commissioners to Drop Fight on Trolley Line
The Radnor Township Board of Commissioners will not contest abandonment of the P. & W. Railway line by the Philadelphia Suburban Transportation Company, it was learned Wednesday.
The informal action was taken at a caucus session of the Board on Tuesday night, following the advice of Township Solicitor Edward H. P. Fronefield.
The Commissioners' reluctance to continue the legal contest, is expected to have considerable effect on the protesting property owners of the area, whose position was unsettled early this week.
The tangled threads of the controversy took an interesting new twist this week, when it was disclosed that Delaware county officials are scrutinizing deed records for tax purposes.
On the assumption that the Philadelphia Suburban Transportation Company will abandon its trolley service on March 9, in accordance with the Public Utilities Commission decree, both the county officials and Radnor township treasurer Albert H. Swing are calculating the amount of acreage controlled by the transportation firm, in order to assess and levy taxes at the earliest possible moment.
At present, the entire right-of-way is tax free, because the company is a public utility. It is expected to be shown that the right of way constitutes the largest single piece of property in the township. The tax bill to the company could run to many thousands of dollars.
Complicating the procedures, however, are indications that the PSTC actually owns none, or very little, of the land on which the trolley tracks are located. At this point, it seems likely that most of the land will revert ot the original owners, since the Philadelphia & Western Railway Company apparently never purchased the land, but merely acquired the right-of-way.
In that case, such original landowners as the Chews, the Fallons and the Campbells may wind up with large slices of land of no value except for tax purposes.
Present property owners along the right-of-way have been busy calling township officials and others to see if they could purchase the portions of the right-of-way adjoining their land.
Among the interesting items of information turned up is that the right-of-way goes directly through the site of the original Radnor School, which was located off West Wayne avenue, between Highland avenue and Conestoga road. Other title changes are apparently not clear at this time.
Despite the setback caused by the township's withdrawal, the opposition was heartened by what it considered the weakness of the case made by the P.U.C. One spokesman for the group said that the P.U.C. had avoided answering the charges made by the opposition and, in its order of approval, ahd merely summarized the case and made a decision.
In its opinion, the P.U.C. made much of the fact that Tredyffrin township, "where one-third of the traffic originates" had not entered a formal protest. It was not brought out, however, that much of the traffic originating at the Strafford stations actually emanates from the western portions of Wayne. The Lancaster avenue station, in Strafford, for instance, is approximately 100 yards from the Radnor township line, while the terminal, next ot the Strafford P.R.R. station, is only one-eighth of a mile from Radnor township.
The P.U.C. merely noted that there was disagreement between the traffic experts who testified for both sides, as to the traffic hazards existing on Conestoga road. Its members made no "on the spot" study of conditions which have caused 51 accidents on the treacherous highway during the past year.
According to the P.U.C. report, the only factors given serious consideration were the fact that the P.S.T.C. had lost $38,000 during the past year, and that usage has dropped off considerably during the past six years. No rebuttal was made to the opponents' claims of hazardous conditions for motorists and pedestrians.
Friday, March 2, 1956
P.&W. Suit Action Reversed By Board
Appeal Set on Abandonment of Trolley Line After Weekend Protests by Area Residents
Reversing their informal action of the previous week, the Board of Commissioners of Radnor Township, meeting Tuesday night, agreed to initiate an appeal to the State Superior Court against the Public Utilities Commission.
The latter body recently granted permission to the Philadelphia Suburban Transportation Company to abandon the P. & W. trolley line, between Villanova and Strafford, and substitute bus service on Conestoga road.
The Board acted after receiving numerous protests from residents of the area over the weekend. Some of them had even agreed to underwrite the cost of the appeal, it was learned this week, but the Board did not consider this offer Tuesday night.
It is expected that the filing of the appeal will delay abandonment of the line, originally scheduled for March 9, but later pushed back until the 23d.
The "P. & W. Story," reported in this newspaper last Friday, was responsible for introduction of a measure ordering administrative officials of the township to give no information to the press, unless previously approved by the Commissioners.
Later in the evening, however, Solicitor E. H. P. Fronefield explained to the Board that all public records, as well as public meetings of the Board and its subsidiary Commissions, must be open to the public and press.
Previously, William Plummer, Jr., had asked the Board to describe the duties of the new Assistant Secretary for Public Relations, whose appointment be has opposed. He was told by Mr. Weightman that a study of his duties is now being made.
Commissioner John H. Foster then read a release, recently published for second class townships, relating the "need for telling the public about the things their governing body does for them." He added that it showed the need for a public relations assistant to aid the public in obtaining information.
In other action the Board commended the Radnor Township Highway Department for its work during the winter, and at the same time sharply rapped the inefficiency of the State Highway Department, which controls most of the major roads in this area. The Board also gave a complete resume of dealings with the members of the Police Department in recent weeks. Both reports will be found in another column of this week's issue.
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Friday, March 23, 1956
Buses Take Over On Conestoga Rd. As Trolleys Quit
The Philadelphia & Western trolley has taken its last ride. Service on the old line was discontinued with the final trip last night, and bus service on Conestoga road was scheduled to begin at 4:53 o'clock this morning.
Merritt H. Taylor, Jr., vice-president of the Philadelphia Suburban Transportation Company, owner of the Red Arrow bus line, said yesterday that the buses would operate on a 20-minute schedule, providing between 48 and 50 trips per day. He asked that residents of the area give the bus service a chance to prove its worth.
Locations of bus stops were to be determined yesterday morning in a tour of the area by PSTC and township officials.
The start of bus service has no effect on the appeal, taken by Radnor township in the courts, against abandonment of the trolley line and institution of bus service.
However, there is little hope that the township can win its case - and if it does, the PSTC cannot again provide service, since it was announced yesterday that the State Highway Department has already condemned the trolley line right-of-way.
E. J. Kinney, who heads the State Highway Department office in Ardmore, said yesterday that, while the State has condemned the right-of-way, it is holding it "in abeyance, pending a study of future possibilities of extending a limited access route to the city." He said that at the present time, however, no plans have been made, since PSTC officials do not wish to abandon their Norristown trolley branch.
Mr. Kinney also stated that, if a highway were built on the right-of-way, it undoubtedly would eventually connect with the proposed Mid-County Expressway, as well as the Schuylkill Expressway.
He issued a word of reassurance ot officials worried about the route of the Mid-County Expressway. "We are not going through any school, or through the Wyeth laboratory building," he stated flatly. He added, however, that it is entirely possible that the Expressway would take portions of both the school and Wyeth properties, as indicated recently in this newspaper. The site is the 88-acre school property in Radnor, on which the School Board proposes to build its new $2,500,000 high school. How much of the property would be taken by an expressway route and an interchange at Lancaster avenue was not disclosed.
Service on the new bus route on Conestoga road will be as follows: Monday through Saturday, first trip east (from Strafford), 5:36 A.M.; last trip 2:11 A.M.; Sunday, first trip east, 6:36 A.M., last trip, 12:56 A.M. First trip west (from 69th street), weekdays, 4:53 A.M.; last trip, 1.28 A.M. Sunday, first trip, 5:53 A.M., last trip, 12:13 A.M. Schedules during the day, on both Saturday and Sunday, will differ from the regular weekday hours.
Friday, March 30, 1956
Board Asks Writ To End Bus Line
In a unanimous action on Tuesday night, the Radnor Township Board of Commissioners authorized acting Solicitor Edward Cantlin to seek a writ of "supersedeas" in District Court, Philadelphia, against the Philadelphia Suburban Transportation Company.
Two representatives of the firm heard the Commissioners call for the action, which would, if granted, require the PSTC to restore trolley service and abandon, at least temporarily, the bus line which went into operation on Conestoga road last Friday morning.
One member of the Board, who said he traveled the new line on Friday, was outspoken in his fears that the new service would be responsible for many traffic accidents. He pointed out that, each time a bus stops, cars following must also stop, or else violate the law by going over the white line on the highway. He also stated that, at the dangerous intersection of Conestoga road and Brookside avenue, at least three cars had swung around the bus while it stopped to pick up a passenger.
The action of supersedeas follows the original appeal of the Board to the court, asking it to set aside the ruling of the Public Utilities Commission, which granted permission for the bus line on Conestoga road. Under that appeal, the action taken by the PSTC in starting the new bus service is legal. However, if the supersedeas is granted, PSTC would be forced to suspend bus service, and again operate the trolleys until the case is settled.
Board members indicated their disapproval of the means used by the PSTC in starting the bus service. It was pointed out that no prior notice of the changeover was given to the public. (The story of the new service appeared in Friday's "Suburban" and was obtained as the result of a friendly "tip.").
At the same time, skepticism was voiced at the claim that the State has already condemned the old trolley line right-of-way, despite confirmation of the story by E. J. Kinney, head of the Ardmore office of the State Highway Department. It was indicated that condemnation proceedings must be public, and that several owners of parts of the right-of-way have not been notified of any such action as yet.
Mr. Cantlin said that the supersedeas case, now being brought, would be given added force because it is now possible to show the court the conditions as they actually exist. Previously, the objections of the Board were rejected by the P.U.C. on the grounds that the dangers of Conestoga road were merely hypothetical and conjectural, and had not been established.
Click on the image for a larger version
Here are two reasons why Radnor township is continuing its fight to compel abandonment of bus service on Conestoga road, and seek restoration of trolley service which was ended last Friday by the Philadelphia Suburban Transportation Company. In the top (left) photo, two buses find it impossible to navigate the narrow Garrett avenue bridge in Rosemont, at the same time. The truck and cars packed at left add to the fonfusion. The second picture shows heavy traffic at the West Wayne intersection of Conestoga road and Lancaster avenue in Wayne. Township officials have expressed the opinion that use of buses on the highway will cause serious accidents.
Some weeks later
Lament of a Commuter
I live on Robins Lane, Daylesford Village, P.O. Berwyn, Pa. I work in Upper Darby, Center Building, near the 69th Street Terminal.
Prior to the long to be remembered (and disliked) date, March 23, I left home each morning, Monday through Friday, at 7:20 A.M., drove to the P.&W. station at Strafford, boarded the 7:32 trolley (bless it and its rattling bones) and arrived at the 69th Street Terminal in plenty of time to report for duty at the Center Building (office hours 8:15 A.M. to 4:45 P.M.).
Then on the evening of March 21, we were informed by printed notices and sorrowfully by our trolley conductors (bless them) that the Strafford line would be abandoned on March 22. And it was, by the somewhat crude method of nailing strips of lumber across the entrance to the Strafford station stairway.
On March 22 I was able to dig up some newly-prepared time tables, from which I gleaned the idea that I could board a bus at the Strafford station, leave there at 7:41, make a three-minute connection with a trolley at Garrett Hill and arrive at 69th Street at 8:08, just about right for my 8:15 date with my boss at the office. Looked fine and I truly did my part to carry out the arrangement.
In the meantime "The Bulletin" published a front page item by the Red Arrow Company boasting about the fine connections which had been provided between Strafford and Upper Darby, a mere 24 minutes. I arrived at the Strafford station and boarded the bus, trusting that I would leave at 7:41, make the three-minute connection with the trolley at Garrett Hill and be on time at the office. Well, for reasons (if any) difficult to understand we left Strafford five minutes late, missed the Garrett Hill trolley, and I started being late for work.
On the return trip that evening a mixup of some kind at 69th Street caused the trolley to miss the bus and I returned home later than the new time table said I should. Next morning we left Strafford on time and just about made a trolley at Garrett Hill. As it started out almost in our faces an official of the company (he looked like one) told us, "That wasn't your car. Yours is late." He was right! Again I reported late for work.
I am (I mean was) a trusting soul and figured that Red Arrow must now be lined up and shooting straight like the time table promised. Tried the Strafford again and now have a record for consistency in lateness. Not so good.
In the meantime I learned that a Red Arrow bus from Paoli (every 20 minutes) offered some hope. By leaving Berwyn at 7:06 (kinder soon in the day) I could spend 17 minutes at Villanova and surely reach the office on time. I tried it and did. The return trip by the same route got me home safely but somewhat late.
Now, says I, I am all fixed. Hours rather long but I can make out and the Red Arrow P.&.W. hasn't quite got me down.
Probably the company officials read my mind for, after two days on this new route the drivers have been advised not to give me transfers at Villanova! Must pay two fares?
There remains in the common carrier category the possibility of using the Pennsylvania Railroad to 30th Street and then the Subway. Takes money. For money also I might drive clear to the office. No place to park nearby.
Should I try to work up a car pool?
Red Arrow folks, what do YOU think?
Dorothy B. Shields
Links
Wayne History Online : Railroad Postcards
Wayne History Online : Beechwood Park The P&W's lost amusement park in Haverford Township
P&W 160-series "Strafford" Cars Roster
http://www.phillytrolley.org/straffordroster.html
P&W 160-series "Strafford" Cars
http://www.phillytrolley.org/strafford.html
Rockhill Trolley Museum : Home of "Strafford" car #162
http://www.rockhilltrolley.org
Electric City Trolley Museum Association : Home of P&W car #46, the only surviving original car from the Strafford branch
http://www.ectma.org/
Sources
DeGraw, Ronald: The Red Arrow, Haverford Press, 1972.
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