Baltimore and Susquehanna Railroad
| Company type | Subsidiary |
|---|---|
| Industry | Railroad |
| Predecessor | Baltimore and Susquehanna Railroad, York and Maryland Line Railroad, Wrightsville, York, & Gettysburg Railroad, York and Cumberland Railroad |
| Founded | 1858 |
| Fate | Acquired by Pennsylvania Railroad (1861) |
| Successor | Pennsylvania Railroad, later Conrail and Norfolk Southern Railway |
| Headquarters | Baltimore , United States |
Area served | Maryland, Pennsylvania |
Key people | George Winchester (president of predecessor B&S) |
| Products | Rail transport services (passenger and freight) |
The Northern Central Railway (NCRY) was a Class I Railroad that linked Baltimore, Maryland with Sunbury, Pennsylvania, running alongside the Susquehanna River. Completed in 1858, it became a subsidiary of the Pennsylvania Railroad (PRR) in 1861 when PRR acquired a controlling stake to rival the competing Baltimore and Ohio Railroad (B&O).
Under PRR ownership for more than one hundred years, much of the railway’s Maryland tracks were devastated by Hurricane Agnes in 1972. The successor to PRR, Penn Central, opted not to restore the damaged segments, which contributed to the line’s decline. Subsequently, the route was managed by Conrail and later by the Norfolk Southern Railway.
Today, portions from Camden Station in Baltimore to Timonium, Maryland continue to operate as part of the Baltimore Light RailLink. In Pennsylvania, Norfolk Southern maintains freight operations on selected sections of the line. Additionally, the Northern Central Railway of York operates a heritage railroad between New Freedom and Hanover Junction, Pennsylvania.
The stretch from York, Pennsylvania to the Pennsylvania-Maryland border has been converted into the York County Heritage Rail Trail, which runs adjacent to active rail tracks. This trail connects with the Torrey C. Brown Rail Trail, extending into Baltimore along former rail corridors or rural roads.
The demand for a railroad
Agricultural producers and manufacturers in central and southern Pennsylvania required efficient transportation to market grain, coal, lumber, and other commodities. Meanwhile, Baltimore and Philadelphia vied for control over this regional trade. The rugged terrain of the Piedmont and Appalachian regions obstructed direct routes to coastal ports. Although navigation was possible on the upper Susquehanna River, obstacles such as Conewago Falls impeded passage toward Chesapeake Bay, restricting upstream shipping. Transporters relied on rafts and flatboats that frequently suffered damage downstream; most successful shipments were delivered to Baltimore, much to the frustration of Philadelphia merchants. Although Pennsylvania and Maryland agreed in 1802 to construct a canal linking the Delaware River with Chesapeake Bay, progress stalled, leaving Philadelphia without direct waterway access to the Susquehanna. Beginning in 1826, Pennsylvania developed a canal system known as the "Main Line of Public Works" aimed at directing trade toward Philadelphia; however, mountainous terrain, slow transit speeds, inconvenient terminal locations, and seasonal closures limited its effectiveness.
The Baltimore and Susquehanna Railroad
In 1827, toll-road operators from York County, Pennsylvania partnered with Baltimore businessmen to establish what would become the Baltimore and Susquehanna Railroad Company (B&S). Frustrated by challenges reaching Philadelphia markets and low prices offered by Philadelphia traders, local producers pursued alternative transportation options. After conducting feasibility studies, Maryland granted a railroad charter on February 13, 1828, backed by an initial stock capitalization of $800,000. The B&S was Maryland's second authorized railroad company and was permitted to construct a line from Baltimore northeastward to York Haven on the Susquehanna River.
George Winchester served as president of B&S and repeatedly petitioned Pennsylvania’s legislature for approval of a charter allowing cross-state operations. However, legislators from Pennsylvania—particularly those representing Philadelphia—resisted efforts that might divert commerce away from their city. They favored railroads owned within Pennsylvania that would keep profits local. As a result, Pennsylvania initially denied authorization for B&S.
Construction commenced in 1829 following the Jones Falls valley corridor and reached Roland Run (present-day Lake Roland) by 1831. The difficult landscape necessitated frequent stream crossings and steep inclines; on average there were about two bridges per mile along this route. On July 4, 1831, horse-drawn passenger service began operating between Belvedere Station in Baltimore and Roland Run. By 1832, a relay station was established near Roland Run for changing fatigued horses; this station was named "Relay," sometimes confused with another nearby station on the Baltimore and Ohio Railroad line that later developed into Relay, Maryland.
The Green Spring Branch
In 1830, the B&S obtained an amendment to its Maryland charter permitting a route to the "headwaters of the Monocacy River near Westminster," although the true headwaters are situated further north in Pennsylvania. Initially, the company focused solely on reaching Owings Mills, where local mills desired enhanced market connectivity. By August 1832, the line extending from Relay House through Green Spring Valley arrived at Owings Mills, linking with the turnpike and enabling partnerships with stagecoach operators to carry U.S. mail from Baltimore. Additionally, the B&S established the Green Spring Hotel near Garrison to draw visitors from Baltimore.
During the construction phase, B&S acquired its first steam locomotive, named Herald, manufactured by Robert Stephenson in England. Delivered in the fall of 1832, it was adapted to navigate the sharp curves along the Jones Falls route and commenced twice-daily services to Green Spring Valley and Owings Mills by October of that year. This segment became known as the Green Spring Branch, eventually evolving into a distinct division within the network.
The York and Maryland Line Rail Road
In pursuit of access to Pennsylvania, B&S benefited from Governor George Wolf’s mediation in 1831, culminating in an agreement that mandated Maryland's approval for a Chesapeake Bay-to-Susquehanna canal facilitating railroad access. Pennsylvania required a state-based operator, leading to the incorporation of the York & Maryland Line Railroad Company (Y&ML) on March 14, 1832.
B&S obtained limited operational rights in Pennsylvania and extended its track northward to Timonium during 1832. That same year saw infrastructure investments including the Green Spring Hotel, Bolton Station and Yard (which later became Mt. Royal Station), as well as a shared track with the Baltimore and Ohio Railroad (B&O) connecting Bolton Yard to freight terminals at Baltimore Harbor. However, city regulations limited freight movement on harbor lines exclusively to horse-drawn cars.
Although the Green Spring Branch generated some income, financial difficulties impeded further expansion. A charter provision allowing customers to use their own freight cars at reduced rates constrained profitability. Consequently, investor enthusiasm waned due to modest returns; nonetheless, Maryland and Baltimore supported B&S by purchasing nearly half of $450,000 in shares and providing loans totaling $2.7 million.
Strategically positioned near streams that powered watermills along the route, each additional mile extended service to new industrial clients such as mines and farms. Construction advanced sporadically: reaching Cockeysville by 1835 and extending to the Maryland-Pennsylvania border near Freeland by 1837.
At this juncture, Y&ML formally took over construction northward but lacked sufficient funding until 1837; meanwhile, B&S crews continued work financed through Y&ML stock and bonds—a financial arrangement that effectively placed Y&ML under B&S control after it purchased $200,000 in stock and received $350,000 for construction-related debts. Under this corporate structure, the York-Baltimore line was completed in 1838, featuring the Howard Tunnel near Seven Valleys—the oldest railroad tunnel in continuous use in the United States.
The Wrightsville, York, & Gettysburg Railroad
Initially intended to extend to the Susquehanna River at York Haven, the B&S leadership redirected their efforts to construct a line from York to Wrightsville. This change aligned with the Susquehanna and Tidewater Canal’s objective of connecting Chesapeake Bay with the upper Susquehanna at Wrightsville. The existing Columbia-Wrightsville Bridge provided a link to Columbia, an important hub where Pennsylvania’s canal network met the Philadelphia and Columbia Railroad. This strategic adjustment resulted in the establishment of the Wrightsville, York, & Gettysburg Railroad (WY&G) under Pennsylvania law in 1837.
The WY&G charter permitted mutual track usage rights with the York and Maryland Line Railroad. Beginning in 1838, Baltimore and Susquehanna financed construction extending from York, reaching Wrightsville by 1840. Utilizing its own stock to settle debts, B&S gained control of WY&G by 1839. The York-Wrightsville route realized the original vision of transporting goods from the Susquehanna River down to Baltimore—a lucrative corridor that stimulated growth in towns along the B&S line despite resistance from some Pennsylvania officials. During this period, B&S significantly expanded its locomotive fleet, increasing from a single engine in 1837 to eleven by 1839.
The York and Cumberland Railroad
After completing WY&G amid an economic downturn, further railroad expansion stalled temporarily. Nevertheless, B&S pursued connections to York Haven and planned extensions toward Harrisburg—the capital of Pennsylvania—where critical railroads such as the Lancaster and Philadelphia Railroad (to the east) and the Cumberland Valley Railroad (to the southwest) converged. Harrisburg’s prominence rose following the incorporation of the Pennsylvania Railroad in 1846.
In April 1846, the York and Cumberland Railroad Company (Y&C) was chartered to connect the York & Maryland Line with the Cumberland Valley Railroad near Mechanicsburg. Due to financial difficulties within Pennsylvania, Y&C shares were sold on public markets; investors from Baltimore purchased over $700,000 in stocks and bonds, most of which were later acquired by B&S. By January 1850, B&S had secured operational control of Y&C through a formal agreement. Construction commenced that year on tracks extending northward from York to York Haven and along the Susquehanna River to link with Cumberland Valley Railroad at Lemoyne. Service began in 1851. Unlike previous arrangements, B&S leased Y&C’s tracks for use—incurring additional operational expenses as its network grew.
The Susquehanna Railroad and financial difficulties
While B&S acquired control over three railroads, it also bore responsibility for funding their construction. Support primarily came through loans from Maryland and Baltimore authorities, creating a heavy repayment obligation; interest owed to Maryland totaled $113,000 annually, though B&S could only manage payments of $40,000 per year. Furthermore, carrying customers’ privately owned freight cars at below-cost rates limited profitability. Seeking further expansion, B&S chartered the Susquehanna Railroad (SRR) in 1851 to extend upstream along the Susquehanna River toward Williamsport.
Initial stock offerings for SRR were weak, leading to loans from B&S and York and Cumberland in exchange for equity stakes. Pennsylvania authorized up to $500,000 in loans or subscriptions from regional railroads and municipalities to support SRR’s capital needs. With Baltimore’s backing secured, construction began in 1853 but ceased in 1854 after grading reached Sunbury and rails were laid only as far as Maryville.
B&S faced substantial costs due to traffic volumes exceeding the capacity of its original wooden rails, resulting in frequent derailments. The company initially prioritized rapid and economical construction methods over durable infrastructure to avoid delays experienced by competitors such as the Baltimore and Ohio Railroad. However, heavier locomotives—starting with robust 0-8-0 “Camel” engines introduced in 1851—required extensive upgrades including bridge reconstruction, curve realignment, and replacement of wooden rails with imported rolled iron “T”-rails from England. Rail improvements commenced in 1852 with legislative financial support and continued through 1854; bridge work extended over several subsequent years.
To accommodate surging passenger volumes that overwhelmed Belvedere Station in Baltimore, B&S constructed Calvert Street Station (completed 1850), designed by architects Niernsee and Neilson. Its Italianate architecture became an iconic representation of both B&S and its successor Northern Central Railway.
Beginning in 1840, B&S undertook an expensive project aiming to extend lines into Baltimore Harbor, including relocating tracks off city streets for locomotive use. From 1850 onward, land acquisitions in Canton supported harbor track expansions; however, legal challenges and an injunction filed by Baltimore and Ohio Railroad halted progress. Consequently, freight movement to City Dock continued relying on horse-drawn transport.
The combined financial strain from Susquehanna Railroad development and other expansion efforts led B&S and affiliated companies into bankruptcy. In response, Maryland and Pennsylvania legislatures authorized consolidation of Baltimore & Susquehanna Railroad, York & Maryland Line, York & Cumberland Railroad, and Susquehanna Railroad into the Northern Central Railway Company (NCRY) in 1854. Maryland restructured debts into a single mortgage requiring annual payments of $90,000 or $1.5 million over ten years for full repayment. The merger was completed on December 4, 1854; NCRY assumed operations on January 1, 1855. Meanwhile, the Wrightsville, York, and Columbia Railroad remained independent but was operated by NCRY until its sale to Pennsylvania Railroad in 1870—by which time PRR had also gained control over NCRY.
The Western Maryland Railroad
A significant result of corporate reorganization was the emergence of the Western Maryland Railway (WM). Following the Baltimore and Susquehanna Company's expansion into Pennsylvania and its connection with the York and Maryland Line Railroad, maintenance of the Green Spring Branch was discontinued, reducing it to seasonal horse-drawn traffic. Responding to local needs, the Maryland legislature in 1846 approved restoration efforts from Relay to Owings Mills. This development led to the establishment of the Baltimore, Carroll and Frederick Railroad in 1852, which was renamed the Western Maryland Railway in 1853. The railway’s objective was to extend the line from Owings Mills to Hagerstown, thereby linking with the Cumberland Railroad.
In 1857, Western Maryland acquired the Green Spring Branch from B&S along with trackage rights into Baltimore on the Baltimore and Susquehanna lines, subject to reversion if not utilized. The company undertook refurbishment and extended the route through Westminster and Union Bridge, reaching Hagerstown by 1872. After constructing its own Baltimore connection from Garrison in 1873, control of the Green Spring Branch reverted to the Northern Central Railway.
Moreover, B&S operated the Hanover Branch Railroad between 1852 and 1855; this line later became part of a merger with the Gettysburg Railroad and was ultimately absorbed by Western Maryland in 1886.
Consolidation and expansion
Following consolidation of four railroads, Northern Central Railroad (NCRY) assumed most outstanding debts except for Baltimore’s loan to B&S, which was forgiven under conditions that included completing the Sunbury line and building a new route into Baltimore harbor to circumvent legal challenges. The charter required double tracking due to a fatal collision in 1854.
With an initial stock offering of $8 million supplemented by an additional $2.5 million, NCRY resumed construction on the Sunbury line in 1856. By August 1858, it had completed a bridge over the Susquehanna River at Dauphin and reached near Sunbury. Before full rail service commenced on August 18, 1858, trains were temporarily transferred via canal boats between Herndon and Sunbury.
This extension linked NCRY with feeder railroads such as the Lykens Valley Railroad and Trevorton Coal & Railroad Company that transported coal from mines near Susquehanna to canals connected with Pennsylvania’s mainline network. Additionally, the Shamokin Valley and Pottsville Railroad served coal mines around Shamokin and Mount Carmel, providing substantial revenue for NCRY.
Local opposition arose at Sunbury from officials aligned with Philadelphia interests who resisted NCRY’s success in diverting Pennsylvania goods toward Baltimore. The Sunbury and Erie Railroad, chartered in 1852 to reclaim trade routes, attempted to obstruct NCRY’s progress but was thwarted by key stakeholders including future Pennsylvania governor William Fisher Packer. As a result, passengers and freight had to transfer between NCRY and Sunbury and Erie terminals at Sunbury.
By late 1858, NCRY had taken over operation of the Sunbury and Erie Railroad after assuming its contract for rail service due to financial difficulties faced by that company. They arranged shared use of tracks between Williamsport and Harrisburg once Sunbury and Erie secured sufficient rolling stock.
Financial growth and foreclosure struggles
Between 1856 and 1860, the Northern Central Railway (NCRY) saw its business expand by 80%, fueled by enhanced operational practices, uniform scheduling, and the extension of telegraph lines along its corridor. The company developed a lucrative transportation network linking Baltimore to Lake Erie through connections with other railroads and Pennsylvania’s canal systems.
Despite this expansion, NCRY encountered serious financial difficulties. Substantial debt combined with ongoing construction expenses placed considerable pressure on its finances. Additionally, deferred upkeep from previous operators necessitated expensive improvements, such as replacing wooden and strap-iron rails with rolled-iron “T” rails and reconstructing over 75 bridges between 1855 and 1859.
As a key transporter of coal, NCRY required additional investments in locomotives, freight cars, and passenger coaches. Nonetheless, the harbor facilities in Baltimore were limited due to dependence on horse-drawn trains operating on city streets. Efforts to establish an off-street rail line to Canton harbor were obstructed by legal challenges and right-of-way disputes.
By late 1860, NCRY carried debts amounting to $2.85 million but had only $283,000 accessible for interest payments—insufficient to meet the $90,000 annual mortgage owed to Maryland. The state moved toward foreclosure late that year; however, this was temporarily postponed when NCRY president John Sterett Gittings’s private firm extended a $120,000 loan. After renewed foreclosure pressures in 1861, the Pennsylvania Railroad secured a controlling interest in NCRY’s stock. From then on, Northern Central functioned as a subsidiary of the Pennsylvania Railroad until the latter's dissolution in the late 20th century.
Civil War buildup and PRR acquisition
Prior to the Civil War, the Northern Central Railway (NCRY) was involved in the Underground Railroad network, with some employees and local citizens assisting escaped slaves despite official adherence to the Fugitive Slave Act of 1850.
Due to its strategic location near anticipated conflict zones, NCRY’s financial position appeared precarious, causing investors to hesitate. In 1860, Senator Simon Cameron, a significant shareholder and former Susquehanna Railroad president, advocated for the Pennsylvania Railroad (PRR) to purchase stock for joint control. Following Abraham Lincoln’s election that year, Baltimore and Ohio Railroad president John W. Garrett sold his NCRY shares; PRR president J. Edgar Thomson and his company acquired them, ultimately gaining a controlling 33.79% stake by 1863.
Cameron, appointed Secretary of War under Lincoln, used his influence to channel contracts toward NCRY and appointed PRR vice-president Thomas Scott as Assistant Secretary of War. Although Cameron was removed in 1862 amid corruption allegations, wartime contracts strengthened NCRY’s finances sufficiently to avoid Maryland foreclosure and repay debts.
Initially included in Lincoln’s 1861 inaugural train route, concerns about assassination attempts in slave-holding Maryland led to an abrupt rerouting via the Philadelphia, Wilmington and Baltimore Railroad. This precaution ensured Lincoln’s secure arrival in Washington, D.C., bypassing NCRY’s Baltimore stations.
The Civil War
Throughout the Civil War, the Northern Central Railroad, controlled by the Pennsylvania Railroad, served as a crucial corridor for transporting troops, equipment, and supplies from Northern training sites such as Camp Curtin. During the 1863 Gettysburg Campaign, Confederate Major General Jubal A. Early launched a raid on the NCRY facilities in York, setting fire to rolling stock and machine shops, and demolishing bridges to interrupt the Baltimore-Harrisburg route. These damages were promptly repaired by Herman Haupt in coordination with the U.S. Military Railroad alongside the NCRY, allowing operations to resume swiftly and facilitating the evacuation of thousands of wounded soldiers from Gettysburg to hospitals located in Harrisburg, Baltimore, and York.
On July 10, 1864, Confederate cavalry under General Bradley T. Johnson engaged Union forces near Cockeysville, severing telegraph lines and exchanging fire before withdrawing westward.
President Abraham Lincoln traveled via the Northern Central Railroad on his way to deliver the Gettysburg Address in November 1863. Following his assassination, his funeral train retraced this route from Washington, D.C., stopping at Baltimore's Camden Station before proceeding on the Northern Central line toward Harrisburg and Springfield, Illinois.
In 1873, Charles Street Station was inaugurated by NCRY in Baltimore, linking through the Union Railroad of Baltimore to a shipping terminal located in Canton on the Inner Harbor. This connection finalized an essential link among NCRY, PW&B, and the Baltimore and Potomac Railroad. The Northern Central acquired ownership of the Union Railroad in 1882, enabling the Pennsylvania Railroad to operate continuous trains between Philadelphia, Baltimore, and Washington, D.C.—a corridor now incorporated into the Northeast Corridor.
The Millersburg Passenger Rail Station was constructed by NCRY in 1898 as part of its expanding infrastructure.
20th century
By the time of World War I, the Pennsylvania Railroad’s Northern Central route featured double tracks and block signaling between Baltimore and Harrisburg, accommodating heavy passenger and freight movement well into the 1950s. Freight shipments included commodities such as flour, paper products, milk, agricultural goods, coal, and less-than-carload freight serving communities including White Hall, Parkton, Bentley Springs, Lutherville, and Baltimore.
Local commuter service known as the "Parkton local" operated over a 28-mile stretch between Calvert Station in Baltimore and Parkton. Additionally, PRR ran long-distance passenger trains equipped with sleeping cars and dining services from Baltimore Penn Station to destinations like Buffalo, Toronto, Chicago, and St. Louis; some through-sleeping car services extended as far as Houston. Most westbound through freight traffic was routed via the electrified Port Road Branch leading to Enola Yard in Harrisburg instead of using the Northern Central mainline.
The decline in rail usage during the 1950s—exacerbated by Interstate 83’s completion—resulted in terminating the "Parkton locals" in 1959 and reducing track capacity from double to single track. The Washington D.C. segment of the Red Arrow train to Detroit was discontinued in 1960.
Long-distance passenger trains such as the General (to Chicago), Penn Texas (to St. Louis), and Buffalo Day Express continued operation until the late 1960s. Complete cessation of operations occurred after Hurricane Agnes struck in 1972 causing extensive bridge destruction and track washouts. At that point, the line had been functioning for 134 years.
Penn Central and subsequent developments
In 1968, the Pennsylvania Railroad combined with the New York Central to create Penn Central (PC), which declared bankruptcy two years later in 1970. The company remained under judicial oversight until 1976, when its routes were incorporated into Conrail as part of the Railroad Revitalization and Regulatory Reform Act.
Following damage caused by Hurricane Agnes, Penn Central sought permission to discontinue operations on the line south of York. In June 1973, the Pennsylvania Department of Transportation acquired the segment between York and New Freedom. Meanwhile, Baltimore County purchased the abandoned portion within Maryland during the mid-1970s.
A branch of the Spirit of St. Louis, subsequently known as Amtrak’s National Limited, served the corridor connecting Washington D.C. and Harrisburg until its discontinuation in 1979.
Present-day legacy
Norfolk Southern operated a 13-mile stretch of the former Northern Central Railway from Baltimore to Cockeysville until 2005. This corridor was reconstructed and electrified in the late 1980s to accommodate the double-tracked Baltimore Light Rail system. Under an agreement with the Maryland Transit Administration, Norfolk Southern maintained rights to operate local freight trains during late-night hours.
Rail trails
The Pennsylvania Department of Transportation took ownership of the line segment from York to New Freedom in 1973. The York County Heritage Rail Trail, initially utilized by cyclists beginning in 1978, underwent paving improvements during the 1990s.
North of Cockeysville, the Maryland Department of Natural Resources transformed the corridor into the Torrey C. Brown Rail Trail (also known as the NCR Trail), which opened in 1984. This trail links with the York County Heritage Rail Trail at the Mason–Dixon line.
Within York County, several structures—including Bridge 182+42, Bridge 5+92, Bridge 634, South Road Bridge, Howard Tunnel, and New Freedom Railroad Station—are recognized on the National Register of Historic Places.
Heritage railway
Between the mid-1990s and early 2000s, a heritage railroad operated a dinner train service along the NCRY line. In 2013, Northern Central Railway of York (formerly Steam Into History) commenced excursions featuring a Civil War-era replica steam locomotive running between New Freedom and Hanover Junction.
See also
References
- Gunnarsson, Robert L. (1991). The Story of the Northern Central Railway: From Baltimore to Lake Ontario. Sykesville, MD: Greenberg Pub. Co.
- Williams, Robert L. (2021). Northern Central Railway: Images of Rail. Charleston, SC: Arcadia Publishing.