Early History
The Baltimore and Susquehanna Railroad Company was chartered by an act of the legislature of Maryland on February 13, 1828, with authority to construct a railroad from Baltimore to the Susquehanna River. To reach the Susquehanna at any commercially useful point, the new line would have to cross the state line into York County, Pennsylvania. However, the Pennsylvania legislature did not look favorably on the prospect of the trade of its southern counties being tapped for the benefit of Baltimore, instead of Philadelphia, and would not grant a charter for a connecting railroad. Construction had begun in 1829, and reached as far north as the York Road at Cockeysville by 1831. At that time, the Baltimore & Susquehanna obtained an amendment to its charter from the Maryland legislature which allowed it to be built via Westminster into the headwaters of Monocacy Creek, intending to reach Gettysburg, Pennsylvania. New construction began at Hollins and ran west through the Green Spring Valley. The line reached the Reistertown Road at Owings Mills on June 13, 1832. However, despite fierce opposition from Philadelphia interests, the Pennsylvania legislature finally chartered the York and Maryland Line Rail Road on March 14, 1832, authorizing it to connect the Baltimore & Susquehanna, at the state line, with York, Pennsylvania, a commercial center on Codorus Creek.
The directors of the Baltimore & Susquehanna did not immediately give up their planned route via Westminster, the terms of the new charter being somewhat onerous. The Adams County Railroad was chartered on April 6, 1832, in Pennsylvania, to run from Gettysburg to the Maryland state line, but was never constructed, nor was the line to Westminster (later the Green Spring Branch) extended. A further amendment to the York & Maryland Line's charter in 1837 allowed it the unlimited use of the Wrightsville, York and Gettysburg Railroad, which it had aided financially. The Baltimore & Susquehanna, and York & Maryland Line had completed the line from Baltimore to York by 1838. This line included the Howard Tunnel, the earliest railroad tunnel in the U.S. still in use today.
In 1832 the railroad purchased its first locomotive, the Herald, which was run along the route from Baltimore to Owings Mills. This purchase was a major undertaking, for it was built in England and transported by ship The America's. Also, because the age of railroading was new to America, an engineer was sent with the locomotive to ensure that he could teach others the finer art of locomotive engineering. John Lawson, (b. Makerfield, November 27, 1810) went on to own, captain and be first engineer to the Cherokee steamboat, which helped with the Confederate Army effort during the American Civil War.
In April 1840, the Wrightsville, York & Gettysburg had been completed between York and Wrightsville, on the Susquehanna. There a connection was made to the Columbia-Wrightsville Bridge, allowing trains to cross the river and reach the Philadelphia and Columbia Railroad and later, the Pennsylvania Railroad just prior to the Civil War. The railroad provided an alternative method of shipping cargo from central Pennsylvania to the Maryland seaports versus the Tide Water and Susquehanna Canal. However, the cost of expansion and inconsistent tariff policies plagued the Baltimore & Susquehanna and limited further growth.
The York and Cumberland Railroad Company was chartered on April 21, 1846 to connect the York & Maryland Line with the Cumberland Valley Railroad somewhere north of Mechanicsburg. It was opened on February 10, 1851, running north from York to the Susquehanna and then following the river to Lemoyne, across the river from Harrisburg. It was briefly operated by the Cumberland Valley, but the Baltimore & Susquehanna took over operations on June 7. Work also began on the Hanover Branch Railroad, a line connecting Hanover with the York & Maryland Line at Hanover Junction.
On April 14, 1851, the Susquehanna Railroad was chartered to build north from the York & Cumberland or the Pennsylvania Railroad up the Susquehanna through Halifax, Millersburg and Sunbury, where it would fork into two branches reaching Williamsport and Wilkes-Barre. It was an ambitious enterprise, badly in need of capital, and as yet unorganized. The charter was amended on April 24, 1852, to allow the York & Cumberland and Wrightsville, York & Gettysburg to subscribe or loan up to $500,000 to the company, and to permit the counties and boroughs along the way to contribute funds. The Maryland legislature authorized the City of Baltimore to contribute the same amount on May 14. The Susquehanna RR finally elected officers on June 10, and was soon embroiled in a dispute with the Sunbury and Erie Railroad over right-of-way.
Meanwhile, on May 27, the Baltimore, Carroll and Frederick Railroad (renamed the Western Maryland Railroad in 1853) was incorporated to build from the end of the line at Owings Mills towards Hagerstown. On July 4, a serious accident occurred on the Baltimore & Susquehanna when a special picnic excursion collided with a York local, killing thirty-one persons. The Hanover Branch Railroad was opened to Hanover on October 22 and operated by the Baltimore & Susquehanna. On May 10, 1853, the Baltimore & Susquehanna's charter was amended to permit it to build two branches to the Patapsco River (the Canton Extension), but this was stymied by legal problems and difficulties in tunneling.
On the northward extension, the Susquehanna RR let contracts for the line from Lemoyne to Sunbury in November 1852, and construction began on February 22, 1853. A financial crisis beginning in the fall of 1853 proved a severe embarrassment to the Baltimore & Susquehanna and associated railroads, and on March 10, 1854, the Maryland legislature authorized the Baltimore & Susquehanna, York & Maryland Line, York & Cumberland, and Susquehanna Railroads to merge, writing off its investment in the lines in exchange for a mortgage on the new railroad. Construction halted on the Susquehanna RR. The Pennsylvania legislature authorized the merger on May 3, and articles of consolidation were signed on December 4 (filed December 16, 1854), forming the Northern Central Railway Company.
On April 1, 1855, the Northern Central stopped operating the Hanover Branch RR, which began independent operation. On December 20, 1855, construction resumed on the northward extension, and by December 28, 1856, the line had bridged the Susquehanna at Dauphin and reached Millersburg, connecting with the Dauphin and Susquehanna Railroad and the Lykens Valley Railroad, respectively. These were lateral lines tapping coal mines east of the Susquehanna, and the extension afforded them a direct outlet by rail rather than by canal boat. In 1857, it reached Herndon and the Trevorton Coal and Railroad Company, another mining line. On June 28, 1858, the line was opened to Sunbury, where it connected with the Shamokin Valley and Pottsville Railroad, to Shamokin, and the Sunbury and Erie Railroad, to Williamsport.
In 1861, the PRR acquired a controlling interest in the Northern Central's stock to compete with the rival B&O. Thereafter, the Northern Central operated as a subsidiary of the Pennsylvania Railroad until the latter's demise in the late 20th century.
Read more about this topic: Northern Central Railway
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