The Philadelphia, Wilmington and Baltimore Railroad (PW&B) was an American railroad that operated independently from 1836 to 1881. Headquartered in Philadelphia, it 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.
On April 2, 1831, the General Assembly of Pennsylvania, seeking to improve transportation between Philadelphia and points south along 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 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 the western bank of the Susquehanna River.[3] 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.[4][5]
In 1835, the W&S hired architect/surveyor William Strickland to make a preliminary survey to the southwest between Wilmington and North East, Maryland.[6] That same year, 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.[7]:418n16 But Matthew Newkirk, who had invested $50,000 in the B&PD including funds borrowed from the United States Bank,[8] 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 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.[6]
In 1836, P&DC opened its first segment of track; saw its allowable expenditures upped by the State to $400,000; and changed its name, on March 14, to The Philadelphia, Wilmington and Baltimore Railroad Company.[4][9] 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.[10] Meanwhile, on April 18, the D&M merged with the W&S, forming the Wilmington and Susquehanna Railroad Company.
On January 15, 1838, the PW&B opened service from Wilmington to Gray's Ferry, then a few miles south of Philadelphia's city limits. Passengers debarking at Gray's Ferry were taken by omnibus into the city.[12]
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.[1] (The new company's name differed from its predecessor's in that "The" at the beginning of the titled name was not part of its formal incorporated name.[9])
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 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.[13] 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.[14]
In December, the PB&W completed its Schuylkill bridge at Gray's Ferry. Named 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 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.[4]
The Baltimore and Ohio Railroad (B&O) began using the tracks that same year to offer service northeast of Baltimore to Philadelphia.[15]
In Baltimore, the PW&B's terminus and business office sat at 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.[13]
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 9:30a.m., stopped for lunch in Wilmington, Delaware, and reached the Market Street depot in Philadelphia at 4 p.m.[16]
In 1842, Newkirk resigned as PW&B president. He was replaced by Matthew Brooke Buckley (1794-1856),[17] 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.[18] As president, Buckley helped create the first telegraph line.
In 1844, Samuel F. B. Morse arranged for 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.[19]
On January 12, 1846, Buckley was replaced by Edward C. Dale,[20] a grandson of Richard Dale, one of the U.S. Navy's first commodores.[21]
Between 1846 and 1849, the railroad ordered five more locomotives, likely 4-4-0s, from the Norris Works.[11]
In February 1850, the PW&B improved its Baltimore terminus by completing erection of a new station, with a 208-foot (63 m) barrel-vaulted train shed.[7] Service onward to Washington, D.C., was facilitated by drawing the coaches by horse down Pratt Street to the B&O terminal, first at East Pratt and South Charles Streets, later after 1857, to the new Camden Street Station.[22]:32 (In 1861, one week after the American Civil War began with the Confederate firings on Fort Sumter, in Charleston harbor, in South Carolina, an angry mob of Southern sympathizers attacked a trainload of future Union Army soldiers of the 6th Massachusetts volunteer state militia, joined in Philadelphia by the "Washington Brigade" of Pennsylvania state militia, heading to Washington, D.C. to protect the national capital and respond to President Abraham Lincoln's call for 75,000 troops and declaring a state of rebellion. Because locomotives were not allowed to transfer through the city possibly for fire safety reasons during their transfer: the "First Bloodshed" of this famous "Pratt Street Riot" set the nation irrevocably on the path to war.) 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.[23]
From 1863 to 1865, the railroad ordered ten 4-4-0 locomotives from the Norris Works.[11]
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[24]– but it took 13 years to connect the line to the rest of the PW&B. The "New Castle and Wilmington Railroad" 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.[15]
In November 1866, the Susquehanna River 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.[9] The new inland track opened on November 18, 1872.[25] The PW&B dispensed with 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.[26] (The Reading dubbed the line, along with some connecting track, its Philadelphia and Chester Branch;[27] southbound trains reached it via the Junction Railroad (jointly controlled by PW&B, Reading, and PRR) and continued on to 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, 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 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 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 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 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 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 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 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.[28]
Map of the Philadelphia, Wilmington and Baltimore Railroad, c.1850
Augustine Mill: Also called the Brandywine Branch, it was built in 1882 from Landlith north along the Brandywine Creek to reach the Augustine Mills of the Jessup & Moore Paper Company, and was later extended further north to serve the Kentmere and Rockford Mills of Joseph Bancroft & Sons.
Shellpot: Also called the Shellpot Cutoff, it was built in 1888 from Edgemoor (near the crossing of the Shellpot Creek) around the south side of Wilmington to a point on the main line between Wilmington and Newport. It served as a freight bypass, to avoid what was then street running on the main line through Wilmington.
Delaware Branch: Formed from the old New Castle & Frenchtown and New Castle & Wilmington trackage between Wilmington and Rodney, via New Castle. It was sold to the Delaware Railroad in 1891.
New Castle Cut-off: Built in 1888 from a point on the Shellpot Branch just across the Christina River from Cherry Island, south to New Castle and a connection with the Delaware Branch. It was sold with the Delaware Branch to the Delaware Railroad in 1891.
Port Deposit is a town in Cecil County, Maryland, United States. It is located on the east bank of the Susquehanna River near its discharge into the Chesapeake Bay. The population was 653 at the 2010 census.
MARC is a commuter rail system in the Washington–Baltimore area. MARC is administered by the Maryland Transit Administration (MTA) and operated under contract by Alstom and Amtrak on track owned by CSX Transportation (CSXT) and Amtrak. In 2023, the system had a ridership of 3,860,600, or about 12,400 per weekday as of the fourth quarter of 2023, less than pre-COVID-19 pandemic weekday ridership of 40,000.
The Southwark Rail-Road was a small part of the Pennsylvania Railroad system in Philadelphia, Pennsylvania.
The Junction Railroad was a railroad created in 1860 to connect lines west of downtown Philadelphia, Pennsylvania, and allow north-south traffic through the metropolitan area for the first time. The railroad consisted of 3.56 miles of double track and 5.3 miles of sidings. It owned no locomotives or rolling stock. The line connected the Philadelphia and Reading Rail Road line at the west end of the Columbia Bridge over the Schuylkill River, crossed the Pennsylvania Railroad line, ran parallel to Market Street, and turned south to connect with the Philadelphia, Wilmington and Baltimore Railroad at Gray's Ferry.
The Baltimore and Potomac Railroad (B&P) operated from Baltimore, Maryland, southwest to Washington, D.C., from 1872 to 1902. Owned and operated by the Pennsylvania Railroad, it was the second railroad company to connect the nation's capital to the Northeastern U.S., and competed with the older Baltimore and Ohio Railroad.
The New Castle and Frenchtown Turnpike and Rail Road (NC&F) was opened in 1831, was the first railroad in Delaware and one of the first in the United States. About half of the route was abandoned in 1859; the rest became part of the Pennsylvania Railroad (PRR) route into the Delmarva Peninsula and is still used by Norfolk Southern Railway. The abandoned segment from Porter, Delaware, to Frenchtown, Maryland, the New Castle and Frenchtown Railroad Right-of-Way, was listed on the National Register of Historic Places in 1976.
The Baltimore and Philadelphia Railroad was a railroad line built by the Baltimore and Ohio Railroad (B&O) from Philadelphia, Pennsylvania, to the Maryland-Delaware state line, where it connected with the B&O's Philadelphia Branch to reach Baltimore, Maryland. It was built in the 1880s after the B&O lost access to its previous route to Philadelphia, the Philadelphia, Wilmington and Baltimore Railroad (PW&B). The cost of building the new route, especially the Howard Street Tunnel on the connecting Baltimore Belt Line, led to the B&O's first bankruptcy. Today, the line is used by CSX Transportation for freight trains.
The Northern Central Railway (NCRY) was a Class I Railroad in the United States connecting Baltimore, Maryland, with Sunbury, Pennsylvania, along the Susquehanna River. Completed in 1858, the line came under the control of the Pennsylvania Railroad (PRR) in 1861, when the PRR acquired a controlling interest in the Northern Central's stock to compete with the rival Baltimore and Ohio Railroad (B&O).
The Amtrak Susquehanna River Bridge is a Howe deck truss structure, opened in 1906, that carries two tracks of Amtrak's Northeast Corridor line across the Susquehanna River between Havre de Grace and Perryville, Maryland.
The CSX Susquehanna River Bridge is a railroad bridge that carries CSX's Philadelphia Subdivision across the Susquehanna River between Havre de Grace and Perryville, Maryland, via Garrett Island. It was built in 1907-10 by the Baltimore and Ohio Railroad (B&O) on the same alignment as an 1886 B&O bridge. Like its predecessor, it was the longest continuous bridge on the B&O system.
The Harrisburg Subdivision is a railroad line owned by CSX Transportation in Pennsylvania. The line is located in Philadelphia, and connects Greenwich Yard and the Philadelphia Subdivision with the Trenton Subdivision along a former Pennsylvania Railroad line. Much of the Harrisburg Subdivision is the High Line' or West Philadelphia Elevated along 31st Street over the 30th Street Station area.
The Delaware Extension was a rail line owned and operated by the Pennsylvania Railroad in Philadelphia, Pennsylvania.
The P.W. & B. Railroad Bridge was the first bridge over the Susquehanna River, built by the Philadelphia, Wilmington and Baltimore Railroad in 1866, as part of the first mainline railroad between Philadelphia and Baltimore. The bridge was replaced by the Susquehanna River Movable Bridge in 1906.
The Wilmington Rail Viaduct is a series of fills and bridges, about 4 miles (6.4 km) long, that carries the Northeast Corridor through the city of Wilmington, Delaware, above street level. Constructed between 1902 and 1908, the structure consists principally of fills supported by heavy stone retaining walls, punctuated with plate girder bridges over streets, and augmented by a few sections of brick arch viaduct. Its construction is typical of the Pennsylvania Railroad's architectural practices at the time, and the viaduct has been documented by the Historic American Engineering Record and listed on the National Register of Historic Places. Built by the Pennsylvania Railroad (PRR) as part of a series of grade crossing eliminations along the Northeast Corridor, the elevation of the rail line necessitated several other changes to rail infrastructure in Wilmington, including the construction of the Wilmington Shops at the east end of the viaduct, and the construction of the Wilmington Station and adjacent Pennsylvania Railroad Office Building along the elevated right-of-way.
Gray's Ferry Bridge has been the formal or informal name of several floating bridges and four permanent ones that have carried highway and rail traffic over the Schuylkill River in Philadelphia. The bridge today is a four-lane divided highway bridge, built in 1976, that carries Grays Ferry Avenue from the Grays Ferry neighborhood on the east bank, over the river and the Northeast Corridor railroad tracks, to the Southwest Philadelphia neighborhood of Kingsessing.
The Newkirk Viaduct Monument is a 15-foot (4.6 m) white marble obelisk in the West Philadelphia neighborhood of Philadelphia, Pennsylvania. It was installed in 1839 to mark the completion of the Newkirk Viaduct, the first permanent railroad bridge over the Schuylkill River. It is inscribed with the names of 51 railroad builders and executives, among other information.
The Philadelphia and Baltimore Central Railroad (P&BC) was a railroad that operated in Pennsylvania and Maryland in the 19th and early 20th centuries. It operated a 110-mile (180 km) main line between West Philadelphia and Octoraro Junction, Maryland, plus several branch lines.
The Columbia and Port Deposit Railroad (C&PD) was a railroad that operated in Pennsylvania and Maryland in the 19th and early 20th centuries. It operated a 34-mile long (55 km) main line between Columbia, Pennsylvania, and Port Deposit, Maryland, generally along the eastern shore of the Susquehanna River. It later acquired a branch line to Perryville, Maryland. The C&PD was subsequently purchased by the Pennsylvania Railroad (PRR) and, since the 1999 breakup of Conrail, is owned by Norfolk Southern Railway.
Philadelphia, Wilmington and Baltimore Railroad Bridge No. 1 was a swing steel through truss that spanned the Schuylkill River between Philadelphia, Pennsylvania's Kingsessing and Grays Ferry neighborhoods.
Matthew Newkirk was an American businessman, railroad magnate, banker and philanthropist. He was president of the Philadelphia, Wilmington and Baltimore Railroad (PW&B) and led the integration of four railroad companies to establish the first direct rail service between Philadelphia and Baltimore. He was a director of the Second Bank of the United States; and an investor in the Little Schuylkill Navigation, Railroad and Coal Company and the Cambria Iron Company.
↑ Maryland General Assembly. Chapter 296 of the 1831 Session Laws of Maryland.
1 2 "1835 (June 2004 Edition)"(PDF). PRR CHRONOLOGY. The Pennsylvania Railroad Technical & Historical Society. June 2004. Archived(PDF) from the original on 14 February 2012. Retrieved 23 July 2013.
1 2 Dilts, James D. (1996). The Great Road: The Building of the Baltimore and Ohio, the Nation's First Railroad, 1828–1853. Palo Alto, CA: Stanford University Press. ISBN978-0-8047-2629-0.
1 2 Albert J. Churella (2012). The Pennsylvania Railroad, Volume 1: Building an Empire, 1846-1917, Volume 1. Philadelphia: University of Pennsylvania Press. p.976. ISBN9780812243482.
↑ "1842 (May 2004 Edition)"(PDF). PRR CHRONOLOGY. The Pennsylvania Railroad Technical & Historical Society. May 2004. Archived(PDF) from the original on 14 October 2013. Retrieved 13 September 2013.
↑ "1846 (April 2005 Edition)"(PDF). PRR CHRONOLOGY. The Pennsylvania Railroad Technical & Historical Society. April 2005. Archived(PDF) from the original on 14 October 2013. Retrieved 13 September 2013.
↑ Harwood, Herbert H. Jr. (1994). Impossible Challenge II: Baltimore to Washington and Harpers Ferry from 1828 to 1994. Baltimore: Barnard, Roberts. ISBN0-934118-22-1.
↑ Baer, Christopher (March 2005). "1853 (March 2005 edition)"(PDF). PRR CHRONOLOGY. Philadelphia Chapter Pennsylvania Railroad Technical & Historical Society. Archived(PDF) from the original on October 14, 2013. Retrieved October 24, 2013.
↑ "1839 (June 2004 Edition)"(PDF). PRR CHRONOLOGY. The Pennsylvania Railroad Technical & Historical Society. June 2004. Archived(PDF) from the original on 3 November 2004. Retrieved 23 August 2013.
The Philadelphia, Wilmington and Baltimore Railroad Company Baltimore and Port Deposite Rail Road Company The Wilmington and Susquehanna Railroad Company
The Philadelphia and Delaware County Rail-Road Company chartered April 2, 1831 organized May 23, 1831 name changed March 14, 1836
Succeededby
Philadelphia, Wilmington and Baltimore Railroad Company
Precededby
The Philadelphia and Delaware County Rail-Road Company
The Philadelphia, Wilmington and Baltimore Railroad Company name changed March 14, 1836 merged February 12, 1838
Succeededby
Philadelphia, Wilmington and Baltimore Railroad Company
Precededby
Baltimore and Port Deposite Rail Road Company chartered March 5, 1832 merged February 12, 1838
Succeededby
Philadelphia, Wilmington and Baltimore Railroad Company
Precededby
The Wilmington and Susquehanna Rail Road Company chartered January 18, 1832 merged April 18, 1836
Succeededby
The Wilmington and Susquehanna Railroad Company
Precededby
Delaware and Maryland Rail Road Company chartered March 14, 1832 merged April 18, 1836
Succeededby
The Wilmington and Susquehanna Railroad Company
Precededby
The Wilmington and Susquehanna Rail Road Company Delaware and Maryland Rail Road Company
The Wilmington and Susquehanna Railroad Company formed by merger April 18, 1836 merged February 12, 1838
Succeededby
Philadelphia, Wilmington and Baltimore Railroad Company
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