Philadelphia and Delaware County Railroad (1831–36)

The Philadelphia, Wilmington and Baltimore Railroad (PW&B), based in Philadelphia, operated from 1836 until 1902, serving Pennsylvania, Delaware, and Maryland. It was created through the 1838 consolidation of four state-chartered railroads, forming an uninterrupted rail connection between Philadelphia and Baltimore. Through acquisitions and leasing agreements, the company expanded its reach to include routes across the Delmarva Peninsula.

In 1881, the PW&B was purchased by the Pennsylvania Railroad (PRR), which was then the largest railroad company in the United States. By 1902, PRR integrated PW&B into its subsidiary, the Philadelphia, Baltimore and Washington Railroad.

The original PW&B right-of-way continues in use today as part of Amtrak's Northeast Corridor and Maryland's MARC commuter rail system extending northeast from Baltimore. Freight services transitioned from Conrail to Norfolk Southern.

History

Origins in Four Railroads

The PW&B traces its origins to four railroads chartered between 1831 and 1832: the Philadelphia and Delaware Counties Rail-Road Company (P&DC), the Wilmington and Susquehanna Rail Road Company (W&S), the Baltimore and Port Deposite Rail Road Company (B&PD), and the Delaware and Maryland Rail Road Company (D&M). These entities were established by legislatures of Pennsylvania, Delaware, and Maryland with the goal of linking Philadelphia and Baltimore by rail.

Pennsylvania launched the P&DC in 1831 with an initial funding of $200,000 to construct toward Delaware. Delaware authorized the W&S with $400,000 to build southward from Wilmington. Maryland legislated for B&PD with $1 million to develop a line northeast from Baltimore following the western bank of the Susquehanna River, while D&M received $3 million to construct northward along the river’s eastern side toward Delaware.

In 1835, W&S engaged architect William Strickland to survey an economical southwestern route from Wilmington. That same year, B&PD commenced train operations between Baltimore Harbor and Canton. Investor Matthew Newkirk advocated for stronger management to accelerate progress, prompting leadership changes in 1835.

By 1836, P&DC inaugurated its first segment of track, doubled its capital to $400,000, and rebranded as The Philadelphia, Wilmington and Baltimore Railroad Company. Construction efforts included a key bridge spanning the Schuylkill River at Gray's Ferry, finalized in 1838.

Concurrently in Delaware and Maryland, D&M merged with W&S to form the Wilmington and Susquehanna Railroad Company in 1836. By mid-1837, continuous track connected Baltimore to Wilmington except for crossing the Susquehanna River at Havre de Grace via steam ferryboats. During this time, the railroad augmented its locomotive roster with engines from Norris Locomotive Works.

Passenger service between Wilmington and Gray's Ferry near Philadelphia began on January 15, 1838; travelers completed their journey into Philadelphia by omnibus.

Consolidation

The complications arising from tri-state ownership of the Philadelphia-Baltimore corridor led to a merger on February 12, 1838. The three state-chartered railroads unified under the name Philadelphia, Wilmington and Baltimore Railroad Company (PW&B), dropping "The" from its title.

That year also saw notable passenger Frederick Douglass escape enslavement by boarding a PB&W train from Baltimore to Philadelphia—an event underscoring early social tensions connected with the railroad. Subsequently, PW&B implemented discriminatory policies requiring black passengers to have bonds signed by white individuals before travel.

In December 1838, PW&B completed construction of the Newkirk Viaduct over the Schuylkill River at Gray's Ferry. This enabled uninterrupted rail travel between downtown Philadelphia and Baltimore, with only a ferry crossing remaining at the Susquehanna River until it was bridged during the Civil War era by 1866. That same year saw the Baltimore and Ohio Railroad (B&O) begin using PW&B tracks for service between Baltimore and Philadelphia.

The Baltimore terminus was situated at President and Fleet Streets near where President Street Station would later stand; in Philadelphia, it ended at Broad Street and Prime Avenue (now Washington Avenue), linking to Southwark Rail-Road and access points on the Delaware River waterfront.

In 1839, PW&B expanded into Delaware by acquiring the New Castle and Frenchtown Railroad but required thirteen years to connect it fully through construction of the New Castle and Wilmington Railroad (opened in 1852). By 1866, strategic acquisitions had established PW&B as dominant across Delmarva Peninsula rail traffic.

By that year’s end, daily mail-and-passenger trains operated between Baltimore’s Pratt Street station and Philadelphia’s Market Street depot. Leadership evolved when Matthew Newkirk resigned as president in 1842; his successor Matthew Brooke Buckley played a key role in establishing telegraph lines along PW&B routes. In 1844, Samuel Morse granted B&O access to Washington via PW&B right-of-way in exchange for telegraph privileges.

Edward C. Dale assumed presidency in 1846. From 1846 through 1849, PW&B expanded its locomotive fleet by acquiring five engines built by Norris Works.

February 1850 marked opening of a new President Street Station in Baltimore featuring an expansive barrel-vaulted train shed. Due to restrictions preventing locomotives from transferring within Baltimore city limits, passenger cars were drawn by horses between stations connecting with B&O services bound for Washington. By 1853, agreements with Camden and Amboy Railroad plus New Jersey Railroad enabled through-routing of trains from New York City westward.

The Civil War affected operations significantly; notably in April 1861 when Pratt Street Riot occurred at PW&B’s President Street Station resulting in early Union volunteer casualties. Between 1863 and 1865 ten additional locomotives were ordered to support wartime demands.

In November 1866 completion of a bridge over the Susquehanna River eliminated ferry dependence creating a continuous rail link between Philadelphia and Baltimore. To serve growing communities better while avoiding swampy terrain near Darby Creek in Pennsylvania, PW&B constructed a new alignment known as Darby Improvement in 1872; older tracks were leased for freight purposes.

PW&B’s relationship with Pennsylvania Railroad (PRR) deepened after PRR opened its Baltimore and Potomac Rail Road line connecting Baltimore to Washington in 1873; PW&B permitted PRR use of tracks between Philadelphia and Baltimore facilitating more direct Washington service connections.

On May 15 and May 21 of 1877 respectively, PW&B absorbed several smaller lines including New Castle and Frenchtown Railroad, New Castle and Wilmington Railroad, plus Southwark Railroad extending its network along Delaware River waterfront.

Competition between PRR and B&O intensified around control of PW&B during 1880. B&O sought independence by rerouting but faced delays caused by PRR-owned track sections. B&O president John W. Garrett attempted a hostile takeover but was thwarted when PRR acquired controlling stock first. Consequently B&O constructed an independent line—the Baltimore and Philadelphia Railroad—opened in 1886 but continued paying PRR fees for onward access toward New York.

Between 1881–1891 PW&B grew through various branch line acquisitions. In 1895 realignment occurred near Naaman's Creek Delaware; former alignments repurposed as sidings serving Claymont Steel works. On November 1, 1891 PRR formally leased its Baltimore and Potomac Rail Road to PW&B.

The Elkton and Middletown Railroad commenced operations in 1895 intended as a cutoff but remained incomplete; it was consolidated into Philadelphia, Baltimore and Washington Railroad in 1916.

An historian writing in 1895 emphasized PW&B’s strategic role as a vital north-south corridor linking major industrial hubs—Washington DC, Philadelphia, New York City—providing competitive advantage over maritime transport while facilitating substantial commercial interchange along its route.

Philadelphia, Baltimore and Washington Railroad

On November 1, 1902, the Philadelphia, Wilmington and Baltimore Railroad combined with the Baltimore and Potomac Railroad to establish the Philadelphia, Baltimore and Washington Railroad, thereby broadening its regional market presence and operational scope.

Branches

Southwark
60th Street/Chester: This line, inaugurated in 1918, linked South 58th Street in Philadelphia, Pennsylvania to Hog Island, facilitating industrial freight transport.
South Chester
Edgemoor
Augustine Mill: Known alternatively as the Brandywine Branch, it was constructed in 1882 beginning at Landlith and extending northward along the Brandywine Creek to Augustine Mills of Jessup & Moore Paper Company; subsequently lengthened to reach Kentmere and Rockford Mills operated by Joseph Bancroft & Sons.
Shellpot: Built in 1888 from Edgemoor near Shellpot Creek, this branch served as a freight bypass circumventing Wilmington’s main line to improve operational flow.
Delaware Branch: Formed from former New Castle & Frenchtown and New Castle & Wilmington lines running between Wilmington and Rodney via New Castle; divested to the Delaware Railroad in 1891.
New Castle Cut-off: Established in 1888 from the Shellpot Branch near Cherry Island southward to New Castle, connecting with the Delaware Branch; also transferred to the Delaware Railroad in 1891.
Delaware City: Acquired in 1881 from the Newark and Delaware City Railroad, this route extended from Newark to Delaware City, supporting freight operations within the region.
Port Deposit: Laid out in 1866 along the Susquehanna River between Perryville and Port Deposit; sold in 1893 to the Columbia and Port Deposit Railway, a company under PRR control.
Baltimore Union