Western Maryland Railway

Overview
Headquarters	Baltimore, Maryland, U.S.
Reporting mark	WM
Locale	Maryland,Pennsylvania andWest Virginia
Dates of operation	1852–1983
Successor	Baltimore and Ohio (laterCSX)
Technical
Track gauge	4 ft 8+1⁄2 in (1,435 mm)standard gauge
Length	835 miles (1,344 km)[1]

TheWestern Maryland Railway (reporting markWM) was a small AmericanClass I railroad (1852–1983) that operated in 3Southern US States,Maryland (Western Region),West Virginia (Eastern Region), andPennsylvania (Southern Region) in theAllegheny Regions of theAppalachian Mountains. It was primarily acoal hauling andfreight railroad, with a smallpassenger train operation until 1958 when the WM discontinue all of its passenger service. The railroad was headquartered inBaltimore, Maryland.

The WM became a property of theChessie Systemholding company in 1973, although it continued independent operations until May 1975 after which many of its lines were abandoned in favor of parallelBaltimore and Ohio Railroad (B&O) lines.^[2]

In 1983, it was fully merged into the B&O, which later was also merged with the formerChesapeake and Ohio Railway into theChessie System in 1987, which then merged with the Seaboard System to formCSX Transportation.^[3]

The original main line began with the chartering of theBaltimore, Carroll and Frederick Railroad in 1852, with the intent of building a rail line fromBaltimore west toWashington County, Maryland. TheMaryland General Assembly changed the name of the company to theWestern Maryland Rail Road Company in 1853, and construction began fromOwings Mills in 1857.^[1] An existingNorthern Central Railway branch line terminating at Owings Mills was used to connect into Baltimore.

The railroad was completed toWestminster in 1861 andUnion Bridge in 1862. Further expansion was delayed because of theCivil War. Westward construction resumed in 1868 under Chief EngineerJoseph S. Gitt, and the line was completed toHagerstown in 1872. This section became the East Subdivision. The company's first major car shops were established at Union Bridge.^[5]

In 1873, the WM built its own line from Owings Mills to Fulton Junction in Baltimore, and obtainedtrackage rights from theBaltimore and Potomac Railroad (B&P) for the remaining two miles of the route eastward toCalvert Street Station (Later replaced byUnion Station (which still later was called Penn Station)). It built a branch east of Union Station to Hillen Station, which opened in 1876 and became the company headquarters. The WM built a connection from Hagerstown toWilliamsport, in order to access coal traffic from theChesapeake and Ohio Canal.^[5]

Under the leadership of company presidentJohn Mifflin Hood, the railway made its first extension intoPennsylvania by leasing a line fromEdgemont, Maryland, toWaynesboro andShippensburg. This line became theLurgan Subdivision and was leased from the Baltimore and Cumberland Valley Railroad in 1881, and was connected to the Harrisburg and Potomac Railroad in 1886.^[1]: 41

A second route intoPennsylvania, theHanover Subdivision, was acquired by the WM when it gained control of theBaltimore and Hanover Railroad, and theGettysburg Railroad, in late 1886. This line connected to the WM main at Emory Grove, proceeded north toHanover andGettysburg, then southwest to connect again to the WM atHighfield, Maryland, near the Pennsylvania border. A branch fromPorters toYork, Pennsylvania was completed in 1893; this became the York Subdivision.^[1]: 42

TheWest Virginia Central and Pittsburgh Railway (WVC&P) began as anarrow gauge line in 1880, its name and gauge changed in 1881 and in the ensuing years it opened a huge swath of timber and coal territory in the Allegheny Highlands of West Virginia. The railroad was directly responsible for the creation of such towns asDavis,Thomas, andParsons.

The WM established a connection with the B&O in 1892 with the opening of the Potomac Valley Railroad, controlled by WM, between Williamsport andBig Pool, Maryland. This connection brought a major increase in through-freight traffic.^[5]: 42 Construction of an extension from Hagerstown toCumberland began in 1903 and completed in 1906. This became the West Subdivision. To service the expanded system, the WM built a major shop complex at Hagerstown in 1909, with aroundhouse, machine shops and related facilities.Rail yards at Hagerstown were also expanded.^[5]

The WVC&P established theCoal and Iron Railway (C&I) in 1899 to reach logging operations and a connection with theChesapeake and Ohio Railway (C&O). The route left Elkins and the Tygart Valley River drainage by way of a tunnel underCheat Mountain, followed theShavers Fork river upstream and then theWest Fork Greenbrier River down from its headwaters toDurbin inPocahontas County, where it connected with the C&O Greenbrier Division.

TheFuller Syndicate, led byGeorge Gould, purchased a controlling interest in the WM in 1902 and made plans for westward expansion of the system.^{[1]: 42–43}In 1904, the WM completed construction of a large marine terminal atPort Covington, on thePatapsco River inBaltimore, to support the Gould organization's expansion plans. The terminal facilities included coal, grain and merchandise piers, overhead cranes, eleven rail yards, warehouses, a roundhouse, a turntable and a machine shop. During the 1920s, rotary dumpers for coal and coke were installed, and a large grain elevator.^{[5]: 13–14}

Construction to Durbin was complete by 1903. With the acquisition of the WVC&P in 1905, the C&I became part of WM and this line became the Durbin Subdivision.^{[1]: 46–47}

In 1907, the syndicate acquired several railroad companies, including theGeorge's Creek and Cumberland Railroad (GC&C), which had built a line west through theCumberland Narrows, and then south toLonaconing, Maryland.^{[1]: 47–48} Using the portion of the line through the Narrows, the Connellsville Extension was built west from Cumberland toConnellsville, Pennsylvania, beginning in 1910, and it was completed in 1912. At Connellsville the WM connected with thePittsburgh and Lake Erie Railroad (P&LE).^{[5]: 64–67}

In 1915, the WM obtained trackage rights on a B&O line from Bowest Junction, 2 miles south of Connellsville, to Chiefton, West Virginia, which provided access tocoal mines in the area west ofFairmont, West Virginia.^{[5]: 64–67}

The GC&C line provided the WM with access to mines in theGeorges Creek Valley. In 1927, the WM abandoned some of the GC&C track and accessed additional mines in the area through trackage rights on theCumberland and Pennsylvania Railroad (C&P).^[1]: 51 In 1944 the WM purchased the C&P, and formally merged the operations in 1953.^[5]: 68

Although never a giant, the Connellsville subdivision of WM handled through-midwest fast freight traffic and coal from company-owned mines near Fairmont andSomerset, Pennsylvania.

WM opened apassenger station in Cumberland and one inHagerstown in 1913. The Cumberland station contained the offices for the Western Division.^[6] The building, which is calledCanal Place, is operated by theNational Park Service and includes the station for theWestern Maryland Scenic Railroad and a visitors center for theC&O Canal National Historic Park. It was added to theNational Register of Historic Places in 1973. The Hagerstown station was added to the National Register of Historic Places in 1976.^[6]

Also in 1913, WM changed the name of theirFinksburg station to "Asbestos" in respect for the localBaltimore Roofing and Asbestos Company, to the consternation of local residents.^[7] This led to the area by the station (a half mile from town) and factory being called Asbestos, Maryland at least into the 1930s.

In the large valley near the mouth of Leading Creek and theTygart Valley River, the WVC&P constructed the city ofElkins, West Virginia. Named after investorStephen Benton Elkins, Elkins was home to a large rail yard for the railroad and served as the hub of Western Maryland and Chessie System operations in the region well into the 1980s.^{[citation needed]}

The WVC&P was sold to the Fuller Syndicate in 1902 and was merged into the Western Maryland in 1905. Known as theThomas Subdivision, the line connected to the Western Maryland mainline at Maryland Junction, south of Cumberland. This line, famous for its Black Water Grade inBlackwater Canyon, became an important part of the Western Maryland's success until its eventual abandonment in the 1970s.^{[citation needed]}

In 1927, the WM purchased theGreenbrier, Cheat and Elk Railroad, which ran from Cheat Junction, on the Durbin sub, toBergoo. This line became the GC&E Subdivision. In 1929, WM's purchase of a line from the West Virginia Midland Railway extended the GC&E sub southward toWebster Springs. While these lines were originally built aslogging railroads, the WM also used them for coal operations.^[5]

The Fuller Syndicate attempted to assemble its owntranscontinental railroad system beginning around 1902, by acquiring various rail lines. It faced stiff competition from thePennsylvania Railroad (PRR), the B&O and others, and became financially overextended in its expansion plans. As a result, the WM enteredreceivership in 1908. A new corporation, the Western Maryland Railway Company, was formed and purchased the WM assets in 1909, and the receivership ended in 1910.^{[1]: 47–48}

In 1931, thePittsburgh and West Virginia Railway (P&WV) reached Connellsville to connect with the WM.^[1] The connection enabled the formation of theAlphabet Route, a partnership involving the WM, P&WV and six other railroads that provided competition with larger railroads including the PRR. Today the P&WV is leased by theWheeling and Lake Erie Railway.

The major rail yards on the WM were Jamison Yard at Hagerstown, capacity 3,000 cars, mainly for west-bound traffic;^[8] and Knobmount Yard, capacity 1,600 cars, south ofRidgeley, West Virginia, mainly for east-bound traffic.^[9][10][11]

The WM began usingdiesel locomotives in 1941 for yard operations,^[1] and for regular line use in 1949. It discontinued use ofsteam locomotives in 1954, despite receiving new ones as late as 1947 with its J-1 class4-8-4s, the last new design of the wheel arrangement to be developed.^[5]

Passenger service on the WM began in 1859. The WM's original Hillen Street Station in downtown Baltimore was demolished in 1954. A smaller replacement Baltimore station was briefly used between 1954-1957.^[12]

Revenue passenger-miles declined from 26 million in 1925 to 2 million in 1956.^[1]: Chp.V The WM ended its passenger service on its Baltimore-Owings Mills-Thurmont-Hagerstown mainline route in 1957.^[13][14] Service on its Cumberland-to-Elkins line ended between 1957 and 1958.^[15][16] Passenger service on its final remaining line, a three day a week mixed train between Elkins andDurbin, West Virginia, ended in 1959.^{[17][1]: Chp.V}

In 1964, the C&O and the B&O jointly filed for permission to acquire control of the Western Maryland Railway with theInterstate Commerce Commission (ICC). The ICC approved the acquisition in 1968.^[18]: 364

In 1973, as part of the Chessie System, Western Maryland ownership went to C&O and it was operated by the B&O. The B&O itself merged with the C&O in 1987, which itself became part of CSX Transportation.

Much of the original WM west ofBig Pool has been abandoned including the 2,375-foot (724 m) summit of theAllegheny Mountains and theEastern Continental Divide nearDeal, Pennsylvania. In addition to CSX, portions of the former WM are now operated byDurbin & Greenbrier Valley Railroad, theMaryland Midland Railway (MMID),Western Maryland Scenic Railroad,Pennsylvania & Southern Railway andYork Railway. A portion of the former WM roadbed in Baltimore is now used by theBaltimore Metro Subway going northwest from downtown toOwings Mills, Maryland inBaltimore County.

Other portions are nowrail trails. These include theWestern Maryland Rail Trail in Maryland; the Blackwater Canyon Trail and Allegheny Highlands Trail in West Virginia, and theGreat Allegheny Passage in Maryland and Pennsylvania.

InAllegany County, Maryland, theChesapeake and Ohio Canal National Historical Park includes theWestern Maryland Railroad Right-of-Way, Milepost 126 to Milepost 160, listed on theNational Register of Historic Places in 1981, and theWestern Maryland Railway Station in Cumberland which provides tourist orientation and historical exhibits.^[19]

A former WM warehouse is still standing on Hillen Street in downtown Baltimore, next to theOrleans Street Viaduct; it is now occupied byPublic Storage, which also owns and operates the building.

At the peak in the early 20th century, WM operated the following lines:^[5]

In April 2024CSX Transportation unveiled their 12th heritage unit CSX #1852 Western Maryland.

• Category: Predecessors of the Western Maryland Railway
• List of defunct Maryland railroads
• List of defunct Pennsylvania railroads
• List of defunct West Virginia railroads

Wikimedia Commons has media related toWestern Maryland Railway.

• Photo tour of Western Maryland Railway
• Western Maryland StoryArchived 2017-06-28 at theWayback Machine 1952. Written by Harold H. Williams, Contemporary Photography by A. Aubrey Bodine
• Western Maryland Railway Historical Society andWestern Maryland Railroad Collection 1857-1961, MS. 2190 Archival materials on the railroad.
• Northern West Virginia's RailroadsArchived 2008-05-09 at theWayback Machine - Descriptions of Thomas Subdivision and connecting lines
• Baltimore Ghosts: Westward Ho! on the WM - Photos of Hillen Station & Other WM Facilities in Baltimore & Vicinity
• The Western Maryland Railway, 'The Fast Freight Line'
• List and Family Trees of North American Railroads
• Historic American Engineering Record (HAER) No. MD-115, "Western Maryland Railway Bridge, Spanning Maryland Route 51 at Spring Gap, Cumberland, Allegany County, MD", 12 photos, 8 data pages, 2 photo caption pages

v t e WM East Subdivision
Legend
mi to Jamison Yard & West Subdivision YD Tower to South Yard andN&W to WM freight station andB&O station Academy Junction 86.6 Hagerstown 86.1 NC Tower Interlocking PRR Lurgan Subdivision 85.7 Potomac Avenue B&O Security Branch 84.2 Security 81.3 Chewsville 77.9 Smithsburg 75.3 Edgemont 71.7 Pen Mar 70.4 Camp Ritchie 70.0 Highfield Junction Hanover Subdivision 69.8 Highfield 69.1 Blue Ridge 68.5 Sanatorium 66.0 Sabillasville 63.9 Deerfield 59.1 Thurmont 57.6 Graceham 55.8 Loy's 54.2 Rocky Ridge 51.1 Detour 49.3 Keymar 48.3 Middleburg 45.4 Union Bridge 43.5 Linwood 41.2 New Windsor 37.8 Medford 36.6 Avondale 33.7 Westminster 30.7 Tannery 28.7 Carrollton 26.8 Patapsco 25.1 Lawndale 23.4 Cedarhurst 20.2 Glen Morris Hanover Subdivision Emory Grove Tower 19.4 Glyndon 18.5 St. George's 16.4 Gwynnbrook 14.7 Owings Mills 12.4 McDonogh 11.8 Mount Wilson 10.7 Pikesville 9.8 Sudbrook 9.4 Howardville 6.8 Arlington 3.9 Walbrook 3.5 Walbrook Junction Tide Subdivision 3.0 Fulton Junction PRR toWashington, D.C. Baltimore and Potomac Tunnel 1.4 B&P Junction PRR toHarrisburg 1.3 B&O 1.0 Baltimore (Pennsylvania Stn) PRR 0.7 Union Junction PRR toPhiladelphia 0.0 Baltimore (Hillen Stn.)

• Western Maryland Railway
• 1989 disestablishments in Maryland
• 1909 establishments in Maryland
• Allegany County, Maryland
• Chesapeake and Ohio Railway
• Companies affiliated with the Baltimore and Ohio Railroad
• Cumberland, Maryland
• Defunct Maryland railroads
• Defunct Pennsylvania railroads
• Defunct West Virginia railroads
• Former Class I railroads in the United States
• Hagerstown, Maryland
• Predecessors of CSX Transportation
• Railway companies disestablished in 1989
• Railway companies established in 1909
• Standard-gauge railways in the United States
• Washington County, Maryland

• Articles using NRISref without a reference number
• Articles with short description
• Short description is different from Wikidata
• All articles with unsourced statements
• Articles with unsourced statements from November 2008
• Commons category link from Wikidata
• Webarchive template wayback links
• Pages using the Kartographer extension