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{{Short description|Historical railroad in Maryland and Pennsylvainia}}
{{Infobox SG rail
{{Infobox rail | gauge={{Track gauge|ussg|allk=on}}
| railroad_name = Maryland and Pennsylvania Railroad
| railroad_name = Maryland and Pennsylvania Railroad
| logo_filename = Ma and Pa RR logo.png
| logo_filename = Ma and Pa RR logo.png
Line 8: Line 9:
| start_year = 1901
| start_year = 1901
| end_year = 1999
| end_year = 1999
| hq_city = [[York, Pennsylvania]]<br/>formerly [[Baltimore, Maryland]]
| hq_city = [[York, Pennsylvania]]<br />formerly [[Baltimore, Maryland]]
| predecessor_line = York Southern Railroad, Baltimore and Lehigh Railway
| predecessor_line = York Southern Railroad, Baltimore and Lehigh Railway
| successor_line = [[York Railway]]
| successor_line = [[York Railway]]
| length = '''Baltimore&ndash;York''' line:<br/> {{convert|77.2|mi|km}}<br/>'''York&ndash;Hanover''' line:<br/>{{convert|19|mi|km|0}}<ref>''[[Official Guide of the Railways]]''. New York: National Railway Publication Co., February 1956, p. 347.</ref>
| length = '''Baltimore&ndash;York''' line:<br /> {{convert|77.2|mi|km}}<br />'''York&ndash;Hanover''' line:<br />{{convert|19|mi|km|0}}<ref>''[[Official Guide of the Railways]]''. New York: National Railway Publication Co., February 1956, p. 347.</ref>
| system_map = Ma and Pa RR map.png
| system_map = Ma and Pa RR map.png
| map_caption = The original Ma and Pa, with the former [[Pennsylvania Railroad|PRR]]'s [[York, Pennsylvania|York]]&ndash;[[Hanover, Pennsylvania]] branch highlighted
| map_caption = The original Ma and Pa, with the former [[Pennsylvania Railroad|PRR]]'s [[York, Pennsylvania|York]]&ndash;[[Hanover, Pennsylvania]] branch highlighted
Line 17: Line 18:
}}
}}


The '''Maryland and Pennsylvania Railroad''' {{Reporting mark|MPA}}, familiarly known as the '''"Ma and Pa"''', was an American [[short-line railroad]] between [[York, Pennsylvania|York]] and [[Hanover, Pennsylvania]], formerly operating passenger and freight trains on its original line between York and [[Baltimore, Maryland]], from 1901 until the 1950s. The Ma and Pa was popular with railfans in the 1930s and 1940s for its antique equipment and curving, picturesque [[Right-of-way (transportation)|right-of-way]] through the hills of rural [[Maryland]] and [[Pennsylvania]]. Reflecting its origin as the unintended product of the merger of two 19th-century [[narrow gauge railway]]s, the meandering Ma and Pa line took {{convert|77.2|mi|km|0}} to connect Baltimore and York, although the two cities are only {{convert|45|mi|km|0}} apart in a straight line.<ref name=Moed>{{cite book|author=Frank P. Donovan, editor|title=Railroads of America |publisher=Kalmbach Publishing|location=Milwaukee, WI|year=1949|chapter=''The Ma & Pa'' by William Moedinger Jr.|lccn=49048570}}</ref>
The '''Maryland and Pennsylvania Railroad''' {{Reporting mark|MPA}}, colloquially known as the '''"Ma and Pa"''', was an American [[short-line railroad]] between [[York, Pennsylvania|York]] and [[Hanover, Pennsylvania]], formerly operating passenger and freight trains on its original line between York and [[Baltimore, Maryland]], from 1901 until the 1950s. The Ma and Pa was popular with [[Railfan|railfans]] in the 1930s and 1940s for its antique equipment and curving, picturesque [[Right-of-way (transportation)|right-of-way]] through the hills of rural [[Maryland]] and [[Pennsylvania]]. Reflecting its origin as the unintended product of the merger of two 19th-century [[Narrow-gauge railway|narrow-gauge railways]], the meandering main line took {{convert|77.2|mi|km|0}} to connect Baltimore and York (via [[Bel Air, Harford County, Maryland|Bel Air, Maryland]] and [[Delta, Pennsylvania]]), although the two cities are only {{convert|45|mi|km|0}} apart.<ref name=Moed>{{cite book|editor=Frank P. Donovan|title=Railroads of America |publisher=Kalmbach Publishing|location=Milwaukee, WI|year=1949|chapter=''The Ma & Pa'' by William Moedinger Jr.|lccn=49048570}}</ref>


Passenger service was discontinued on August 31, 1954, and the section from Baltimore to Whiteford, Maryland (just south of the [[Mason-Dixon line]] demarcating the Pennsylvania-Maryland border) was abandoned in June 1958. Most of the remaining original railroad line was abandoned by 1984. The Maryland and Pennsylvania Railroad acquired a former {{convert|19|mi|km|0|adj=on}} [[Pennsylvania Railroad]] (PRR) branch line between York and Hanover in the 1980s, now operated by a successor corporation, [[York Railway]].<ref name=MaPaHist>{{cite web|author=Craig Sansonetti|title=A History of the Maryland & Pennsylvania Railroad|date=1997-06-05|publisher=Maryland and Pennsylvania Railroad Preservation Society|url=http://www.maandparailroad.com/mapahistory.html |accessdate=2008-05-25 |archiveurl = https://web.archive.org/web/20051230233324/http://www.maandparailroad.com/mapahistory.html |archivedate = December 30, 2005}}</ref>
Passenger service on the railroad was discontinued on August 31, 1954, and its trackage in Maryland was abandoned in June 1958. The Maryland and Pennsylvania Railroad acquired a former {{convert|19|mi|km|0|adj=on}} [[Pennsylvania Railroad]] (PRR) branch line between York and Hanover in 1976, now operated by a successor corporation, [[York Railway]]. Most of the remaining original line in Pennsylvania was abandoned by 1984.<ref name="MaPaHist">{{cite web |author=Craig Sansonetti |date=1997-06-05 |title=A History of the Maryland & Pennsylvania Railroad |url=http://www.maandparailroad.com/mapahistory.html |archive-url=https://web.archive.org/web/20051230233324/http://www.maandparailroad.com/mapahistory.html |archive-date=December 30, 2005 |access-date=2008-05-25 |publisher=Maryland and Pennsylvania Railroad Preservation Society}}</ref>


==History==
==History==

===19th-century predecessors===
===19th-century predecessors===
The Maryland and Pennsylvania Railroad was formed from two earlier 19th-century 3&nbsp;ft (914&nbsp;mm) narrow gauge railways: the Baltimore & Delta Railway, later the '''Baltimore & Lehigh Railway''', and the [[York and Peach Bottom Railway]], later the '''York Southern Railroad'''.<ref name=Hilton>{{cite book|author=George W. Hilton|title=The Ma & Pa &mdash; A History of the Maryland & Pennsylvania Railroad|publisher=Howell-North Books|location=Berkeley, CA |year=1963|lccn=63017444}}</ref>{{rp|61}} Construction of the Baltimore & Delta Railway started in 1881, and passenger trains between Baltimore and [[Towson, Maryland]] began on April 17, 1882. Later that year the company was merged into the [[Maryland Central Railroad]]. The line was extended northward to [[Bel Air, Harford County, Maryland|Bel Air, Maryland]] on June 21, 1883,<ref name=Hilton />{{rp|22}} and the following January, the line was completed to [[Delta, Pennsylvania]].
The Maryland and Pennsylvania Railroad was formed from two earlier 19th-century 3 ft (914 mm) narrow gauge railways: the Baltimore & Delta Railway, later the '''[[Baltimore and Lehigh Railroad]]''', and the [[York and Peach Bottom Railway]], later the York Southern Railroad.<ref name=Hilton>{{cite book|author-last=Hilton |author-first=George W. |author-link=George Hilton (historian) |title=The Ma & Pa &mdash; A History of the Maryland & Pennsylvania Railroad|publisher=Howell-North Books|location=Berkeley, CA |year=1963|lccn=63017444}}</ref>{{rp|61}} Construction of the Baltimore & Delta Railway began in 1881, and passenger trains between Baltimore and [[Towson, Maryland]], began on April 17, 1882. Later that year the company was merged into the [[Maryland Central Railroad]]. The line was extended northward to [[Bel Air, Harford County, Maryland|Bel Air, Maryland]], on June 21, 1883,<ref name=Hilton />{{rp|22}} and the following January, the line was completed to [[Delta, Pennsylvania]].


In Pennsylvania, the [[Peach Bottom Railway]] was incorporated in 1871. The railway's Middle Division laid narrow gauge track between York and [[Red Lion, Pennsylvania|Red Lion]] by August 1874 and completed its line southward to Delta in 1876.<ref name=Hilton />{{rp|11}} It went bankrupt in 1881 and was reorganized as the York and Peach Bottom Railway (Y&PB) in 1882. The Y&PB merged with the Maryland Central Railway (successor to the Maryland Central RR) in 1891, becoming the Baltimore and Lehigh, and the new company operated trains on the combined track between York and Baltimore.
In Pennsylvania, the [[Peach Bottom Railway]] was incorporated in 1871. The railway's Middle Division laid narrow gauge track between York and [[Red Lion, Pennsylvania|Red Lion]] by August 1874 and completed its line southward to Delta in 1876.<ref name=Hilton />{{rp|11}} It went bankrupt in 1881 and was reorganized as the York and Peach Bottom Railway (Y&PB) in 1882. The Y&PB merged with the Maryland Central Railway in 1891, becoming the Baltimore and Lehigh, and the new company operated trains on the combined track between York and Baltimore.


[[File:Baltimore and Lehigh Rwy station.jpg|thumb|left|Baltimore and Lehigh Railway's Baltimore passenger station in the 1890s, later the Ma and Pa's station until demolished in 1937]]
[[File:York Depot, Ma and Pa RR 2012.jpg|thumb|right|Ma and Pa depot and freight shed in York, Pennsylvania]]Both railroads struggled with light freight traffic and financial difficulties in the 1890s. Because of their narrow gauge construction, the Baltimore & Lehigh Railway and York Southern Railroad could not interchange freight cars with other lines.<ref name=Moed /> The two companies finally converted to [[standard gauge]] between 1898&ndash;1900 and subsequently merged to form the Maryland and Pennsylvania Railroad on February 12, 1901.<ref name=Hilton /> The result was the circuitous, {{convert|77.2|mi|km|0|adj=on}} "Ma and Pa" route between Baltimore and York, compared to the competing Pennsylvania Railroad's more direct {{convert|56|mi|km|0|adj=on}} distance between the two cities on its [[Northern Central Railway]] division.<ref name=Moed /> The completed line had grades up to 2.3&nbsp;percent and 55&nbsp;sharp curves of {{nowrap|16&ndash;20&nbsp;degrees}} (most mainline railroads seldom exceed six&nbsp;degrees, and even the former [[Denver and Rio Grande Western Railroad]]'s mainline through the Rocky Mountains does not exceed 12&nbsp;degrees).<ref name=Moed />
Both railroads struggled with light freight traffic and financial difficulties in the 1890s. Because of their narrow gauge construction, the Baltimore and Lehigh Railway and York Southern Railroad could not interchange freight cars with other lines.<ref name=Moed /> The two companies finally converted to [[standard gauge]] between 1898&ndash;1900 and subsequently merged to form the Maryland and Pennsylvania Railroad on February 12, 1901.<ref name=Hilton /> The result was the circuitous, {{convert|77.2|mi|km|0|adj=on}} "Ma and Pa" route between Baltimore and York; in comparison, the competing Pennsylvania Railroad's [[Northern Central Railway|Northern Central]] line between the two cities was {{Convert|56|mi|km}}.<ref name=Moed /> The completed line had grades of up to 2.3 percent, and 55 sharp curves of {{nowrap|16&ndash;20&nbsp;degrees}}; most mainline railroads at the time seldom exceed six degree turns.<ref name=Moed />


===20th century===
===20th century===
[[File:Red Lion, Pennsylvania.jpg|thumb|right|Former Ma and Pa Station in Red Lion, Pennsylvania]]
[[File:York Depot, Ma and Pa RR 2012.jpg|thumb|right|Ma and Pa depot and freight shed in [[York, Pennsylvania]]]]
[[File:Red Lion, Pennsylvania.jpg|thumb|right|Former Ma and Pa Station in [[Red Lion, Pennsylvania]]]]
Following the merger, the Ma and Pa operated through passenger and freight trains between York and Baltimore, as well as local trains at each end of the line, hauling mail and express, [[slate]], [[marble]], [[Anthracite|anthracite coal]], lumber, furniture, and agricultural products to market.<ref name=Moed /> Particularly on the Pennsylvania Division (Delta&ndash;York), slate from Delta and manufactured goods from Red Lion and York were mainstays of the railroad's outbound freight traffic in the early years. On the Maryland Division, inbound anthracite coal deliveries accounted for a significant volume of carloadings, along with milk from the many dairy farms in the area.<ref name=Hilton />{{rp|83}}<ref name=Times03>{{cite news |last=Allen |first=Bob |title=Recalling the little engine that could |work=The Towson Times|date=October 15, 2003 |page=34}}</ref> One early morning train from [[Fallston, Maryland|Fallston]] boarded more than 1,100&nbsp;gallons of milk daily and was dubbed the "Milky Way".<ref name=Times03 /> The line was profitable and traffic volume was such that additional locomotives were necessary. [[File:Ma and Pa locomotive 30.jpg|thumb|left|upright=1.2|[[Baldwin Locomotive Works|Baldwin]] [[0-6-0]] locomotive #30, built in 1913 and owned by the {{nowrap|Ma & Pa}} until 1956, was typical of the line's aged equipment.]]The Ma and Pa acquired two [[0-6-0]] [[Baldwin Locomotive Works|Baldwin]] [[switcher]]s in 1913, #29 and #30 ''(pictured)'', called "jewels of engines, in some respects the most attractive the road had", by writer George Hilton in ''The Ma & Pa &ndash; A History of the Maryland & Pennsylvania Railroad''. The next year, three [[2-8-0]] "Consolidations" by Baldwin were added to the roster, providing more powerful locomotives for the Baltimore&ndash;York through freights.<ref name=Hilton />{{rp|87}} At its peak, the railroad had 16&nbsp;locomotives and 160&nbsp;pieces of rolling stock, with 573&nbsp;employees.<ref name=lion>{{cite web|title=The Red Lion Train Station History|date=2007-06-25|publisher=Red Lion (Pa.) Area Historical Society|url=http://www.redlionpa.org/history.htm|accessdate=2008-07-07 }}</ref>
Following the merger, the Ma and Pa operated through passenger and freight trains between York and Baltimore, as well as local trains at each end of the line, hauling mail and express, [[slate]], [[marble]], [[Anthracite|anthracite coal]], lumber, furniture, and agricultural products to market.<ref name=Moed /> Particularly on the Pennsylvania Division (Delta&ndash;York), slate from Delta and manufactured goods from Red Lion and York were mainstays of the railroad's outbound freight traffic. On the Maryland Division, inbound anthracite coal deliveries accounted for a significant volume of car loadings, along with milk from the many dairy farms in the area.<ref name=Hilton />{{rp|83}}<ref name=Times03>{{cite news |last=Allen |first=Bob |title=Recalling the little engine that could |work=The Towson Times|date=October 15, 2003 |page=34}}</ref> One early morning train from [[Fallston, Maryland|Fallston]] boarded more than 1,100 gallons of milk daily, and was dubbed the "Milky Way".<ref name=Times03 /> The line was profitable, and traffic volume was such that additional locomotives became necessary. [[File:Ma and Pa locomotive 30.jpg|thumb|left|upright=1.2|[[Baldwin Locomotive Works|Baldwin]] [[0-6-0]] locomotive #30, built in 1913 and owned by the {{nowrap|Ma & Pa}} until 1956, was typical of the line's aged equipment.]]The Ma and Pa acquired two [[0-6-0]] [[Baldwin Locomotive Works|Baldwin]] [[Switcher locomotive|switcher locomotives]] in 1913. The next year, three [[2-8-0]] Baldwin "Consolidation" locomotives were added to the roster.<ref name=Hilton />{{rp|87}} At its peak, the railroad had sixteen locomotives, 160 pieces of rolling stock, and 573 employees.<ref name=lion>{{cite web|title=The Red Lion Train Station History|date=2007-06-25|publisher=Red Lion (Pa.) Area Historical Society|url=http://www.redlionpa.org/history.htm|access-date=2008-07-07|url-status=dead|archive-url=https://web.archive.org/web/20080830081009/http://www.redlionpa.org/history.htm|archive-date=2008-08-30}}</ref>


[[File:Ma and Pa RR timetable.jpg|thumb|upright|Final "Ma and Pa" passenger timetable, 1954]]
[[File:Ma and Pa RR timetable.jpg|thumb|upright|Final "Ma and Pa" passenger timetable, 1954]]
With increasing competition from trucks and automobiles in the 1920s, passenger volume began to decline along with [[less-than-carload]] freight, such as milk from the many dairy farms along the Ma and Pa's pastoral route. The Ma and Pa substituted more economical, self-propelled gas-electric passenger cars for steam-powered passenger trains in 1927&ndash;1928. Carload freight volume increased in the 1920s, however, as more industries located along the line, and earnings were strong enough for the company to declare dividends in 1930 and 1931.<ref name=Hilton />{{rp|111}} The Ma and Pa's relative prosperity ended with the economic downturn during the [[Great Depression]], which cut the railroad's gross revenues by half from 1932 to 1935.<ref name=Hilton />{{rp|114}}
With increasing competition from trucks and automobiles in the 1920s, passenger and [[less-than-carload]] freight volume began to decline. The Ma and Pa substituted more economical, self-propelled gas-electric passenger cars for steam-powered passenger trains in 1927&ndash;1928. Carload freight volume increased in the 1920s, however, as more industries appeared along the line, and earnings were strong enough for the company to declare dividends in 1930 and 1931.<ref name=Hilton />{{rp|111}} This period of relative prosperity ended during the [[Great Depression]]; the railroad's gross revenues fell by half from 1932 to 1935.<ref name=Hilton />{{rp|114}}


In the mid-1930s, the Ma and Pa became an early favorite of railfans, attracted by its hilly, curving line through rural Maryland and Pennsylvania. The railroad offered several popular fan excursions pulled by its elderly steam locomotives.<ref>{{cite web|author=Herbert H. Harwood, Jr. |title=Maryland & Pennsylvania Railroad: The 'Ma & Pa' |date=2004–2005 |publisher=Maryland Online Encyclopedia |url=http://www.mdoe.org/md_penn_railroad.html |accessdate=2008-07-07 |deadurl=yes |archiveurl=https://web.archive.org/web/20080720141106/http://www.mdoe.org/md_penn_railroad.html |archivedate=July 20, 2008 }}</ref>
In the mid-1930s, the Ma and Pa became a favorite of [[Railfan|railfans]], who were attracted to its hilly, curving line through rural Maryland and Pennsylvania. The railroad offered several popular fan excursions pulled by its elderly steam locomotives.<ref>{{cite web|author=Herbert H. Harwood Jr. |title=Maryland & Pennsylvania Railroad: The 'Ma & Pa' |date=2004–2005 |publisher=Maryland Online Encyclopedia |url=http://www.mdoe.org/md_penn_railroad.html |access-date=2008-07-07 |url-status=dead |archive-url=https://web.archive.org/web/20080720141106/http://www.mdoe.org/md_penn_railroad.html |archive-date=July 20, 2008 }}</ref>


Following the end of [[World War II]], the Ma and Pa acquired four [[diesel locomotive]]s for more economical operations, but traffic declined significantly. When the Ma and Pa's mail contract was cancelled by the U.S. postal service, the railroad discontinued all passenger service on August 31, 1954.<ref name=Hilton />{{rp|141}} One person on the last passenger train recalled that many riders came from as far away as [[Boston, Massachusetts]], and [[Washington, D.C.]], to participate in the historic event, along with members of the [[National Railway Historical Society]].<ref>{{cite news|author=John R. Eicker|title=The Ma and Pa's Last Run from Baltimore to York|publisher=''[[The Baltimore Sun]]''|date=August 30, 1964}}</ref> The picturesque line's last steam engine dropped its fire for the final time on November 29, 1956.<ref name=lion />
Following the end of [[World War II]], the Ma and Pa acquired four [[diesel locomotive]]s for more efficient operations, but traffic declined significantly. After the Ma and Pa's mail contract was cancelled by the [[United States Postal Service]], the railroad discontinued all passenger service on August 31, 1954.<ref name=Hilton />{{rp|141}} A passenger on its last passenger train recalled that riders came from as far away as [[Boston]] and [[Washington, D.C.]], to participate in the historic event, along with members of the [[National Railway Historical Society]].<ref>{{cite news|author=John R. Eicker|title=The Ma and Pa's Last Run from Baltimore to York|newspaper=[[The Baltimore Sun]]|date=August 30, 1964}}</ref> The line's last steam engine was retired on November 29, 1956.<ref name=lion />


[[File:Ma & Pa RR at Towson.jpg|thumb|left|upright=1.2|The last "Ma and Pa" train departs [[Towson, Maryland]], on June 11, 1958]]
[[File:Ma & Pa RR at Towson.jpg|thumb|left|upright=1.2|The last "Ma and Pa" train departs [[Towson, Maryland]], on June 11, 1958]]
The lack of traffic on the railroad's {{convert|44|mi|km|adj=on}} Baltimore&ndash;Whiteford Maryland Division in the 1950s was particularly acute. One of the last major shipments to occur was [[Indiana Limestone|Indiana limestone]] for the construction of Baltimore's [[Cathedral of Mary Our Queen]] in 1956.<ref name=Hilton />{{rp|151}} The Baltimore&ndash;Whiteford segment in Maryland was finally abandoned altogether on June 11, 1958, leaving only the stone abutments where the tracks crossed [[Maryland Route 45|York Road]] in Towson on a steel girder bridge. A local group of history buffs placed a bronze plaque on the west abutment in 1999, commemorating the departed railroad's place in Towson history.<ref>{{cite news|author=Loni Ingraham|title='Ma and Pa' railroad abutments get HTI plaque|publisher=''The Towson Times''|date=May 26, 1999}}</ref>
The lack of traffic on the railroad's {{convert|44|mi|km|adj=on}} Baltimore&ndash;[[Whiteford, Maryland]] division in the 1950s was particularly acute. One of the last major shipments to occur on the division was of [[Indiana Limestone|Indiana limestone]] for the construction of the [[Cathedral of Mary Our Queen, Baltimore]] in 1956.<ref name=Hilton />{{rp|151}}The Baltimore&ndash;Whiteford segment was finally abandoned altogether on June 11, 1958, leaving only the stone abutments where the tracks crossed [[Maryland Route 45|York Road]] in Towson on a steel girder bridge; a commemorative plaque was placed on one of the abutments in 1999.<ref>{{cite news|author=Loni Ingraham|title='Ma and Pa' railroad abutments get HTI plaque|publisher=The Towson Times|date=May 26, 1999}}</ref>


In the 1960s, the Ma and Pa Railroad continued to solicit business along its line for its remaining {{convert|34.8|mi|km|1|adj=on}} Whiteford&ndash;York segment, almost entirely in Pennsylvania. In 1964, it added a siding {{convert|905|ft|m|0}} long near Red Lion to serve a new cigar box factory.<ref>{{cite journal|author=Paul Kulishek|date=Spring 2008|title=White Flag Extra|journal=Timetable|publisher=Maryland and Pennsylvania Railroad Historical Society|volume= 23|issue= 2|pages=16}}</ref> In 1971, the Maryland and Pennsylvania Railroad was acquired by Emons Industries.<ref name=HistSoc>{{cite web |title=About the Maryland and Pennsylvania Railroad |publisher=The Maryland and Pennsylvania Railroad Historical Society |date=2008-01-25 |url=http://www.maparailroadhist.org/history.htm |accessdate=2008-05-30 }}</ref> [[File:Maryland & Pennsylvania F-20.png|thumb|Maryland & Pennsylvania F-20 operating in York, Pa.]]Primarily hauling slate from a [[quarry]] at Delta, and furniture from a factory in Red Lion, the Ma and Pa's Pennsylvania Division continued in operation until June 14, 1978, when the line was further reduced to the {{convert|9|mi|km|0|adj=on}} York&ndash;Red Lion section.<ref name=lion /> The Red Lion freight station was closed on November 1, 1980; when the Pennsylvania town's furniture manufacturer shuttered its doors in 1984, the Red Lion section of the railroad was also abandoned.<ref name=MaPaHist /><ref name=lion />
In the 1960s, the Ma and Pa Railroad continued to solicit business along its line for its remaining {{convert|34.8|mi|km|1|adj=on}} Whiteford&ndash;York segment, almost entirely in Pennsylvania. In 1964, it added a siding {{convert|905|ft|m|0}} long near Red Lion to serve a new cigar box factory.<ref>{{cite journal|author=Paul Kulishek|date=Spring 2008|title=White Flag Extra|journal=Timetable|publisher=Maryland and Pennsylvania Railroad Historical Society|volume= 23|issue= 2|pages=16}}</ref> In 1971, the Maryland and Pennsylvania Railroad was acquired by Emons Industries.<ref name=HistSoc>{{cite web |title=About the Maryland and Pennsylvania Railroad |publisher=The Maryland and Pennsylvania Railroad Historical Society |date=2008-01-25 |url=http://www.maparailroadhist.org/history.htm |access-date=2008-05-30 |archive-url=https://web.archive.org/web/20130923100518/http://maparailroadhist.org/history.htm |archive-date=2013-09-23 |url-status=dead }}</ref> [[File:Maryland & Pennsylvania F-20.png|thumb|Maryland & Pennsylvania F-20 operating in York, Pa.]]Primarily hauling slate from a [[quarry]] at Delta, and furniture from a factory in Red Lion, the Ma and Pa's Pennsylvania Division continued to operate until June 14, 1978, when it was reduced to the {{convert|9|mi|km|0|adj=on}} section between York and Red Lion.<ref name=lion /> The Red Lion freight station was closed on November 1, 1980; when the town's furniture factory closed in 1984, the Red Lion section of the railroad was also abandoned.<ref name=MaPaHist /><ref name=lion />
{{clear}}
{{Clear}}


==Currently==
==Current status==
[[File:Ma n Pa 81.JPG|thumb|right|Locomotive #81, an [[EMD NW2]] acquired in 1946, now at the [[Railroad Museum of Pennsylvania]]]]
[[File:Ma n Pa 81.JPG|thumb|right|Locomotive #81, an [[EMD NW2]] acquired in 1946, now at the [[Railroad Museum of Pennsylvania]]]]
[[File:Md & Pa RR coach-20.jpg|thumb|Maryland & Pennsylvania Coach #20 at the [[Strasburg Railroad]] in 2017]]
[[File:Md & Pa RR coach-20.jpg|thumb|Maryland & Pennsylvania Coach #20 at the [[Strasburg Railroad]] in 2017]]
The Emons-controlled Maryland and Pennsylvania Railroad acquired {{convert|19|mi|km|0}} of a former PRR branch line between York and Hanover, Pennsylvania in the 1980s.<ref name=MaPaHist /> In December 1999, Emons merged its M&P subsidiary with another area short-line, Yorkrail, forming the [[York Railway]].<ref>{{cite web|title=Emons Transportation kicks off new growth plan |publisher=''[[Railway Age]]''|date=2000-01-01|url=http://www.highbeam.com/doc/1G1-59363032.html |accessdate=2008-05-30 }}</ref> In 2002, [[Genesee and Wyoming Inc|Genesee and Wyoming]] gained control of the {{convert|42|mi|km|0|adj=on}} York Railway, including the former M&P Railroad trackage between York&ndash;Hanover.<ref name=HistSoc /> The York Railway currently serves 40&nbsp;online rail customers and connects with the [[Norfolk Southern Railway|Norfolk Southern]] and [[CSX Transportation|CSX]] railroads.<ref>{{cite web|title=York Railway Company|publisher=[[Genesee and Wyoming Inc]] |url=http://www.gwrr.com/default.cfm?action=rail&section=3B16a |accessdate=2008-05-30 }}</ref>
The Emons-controlled Maryland and Pennsylvania Railroad acquired {{nowrap|{{convert|19|mi|km|0}}}} of a former PRR branch line between York and Hanover, Pennsylvania in 1976 from Penn Central.<ref name=MaPaHist /> In December 1999, Emons merged its M&P subsidiary with another area short-line, Yorkrail, forming the [[York Railway]].<ref>{{cite magazine|title=Emons Transportation kicks off new growth plan |magazine=[[Railway Age]]|date=2000-01-01|url=http://www.highbeam.com/doc/1G1-59363032.html |archive-url=https://web.archive.org/web/20121020044125/http://www.highbeam.com/doc/1G1-59363032.html |url-status=dead |archive-date=2012-10-20 |access-date=2008-05-30 }}</ref> In 2002, [[Genesee and Wyoming Inc|Genesee and Wyoming]] gained control of the {{convert|42|mi|km|0|adj=on}} York Railway, including the former M&P Railroad trackage between York&ndash;Hanover.<ref name=HistSoc /> The York Railway currently serves 40&nbsp;online rail customers and connects with the [[Norfolk Southern Railway|Norfolk Southern]] and [[CSX Transportation|CSX]] railroads. Most of the former PRR Hanover branch between the village of Bair and Hanover is now out-of-service, but a small portion is still used to serve a BAE Systems factory in Bair occasionally. The out-of-service section from Bair to Hanover will be removed sometime in 2021 to become a rail trail.<ref>{{cite web |title=York Railway Company |publisher=[[Genesee and Wyoming Inc]] |url=http://www.gwrr.com/default.cfm?action=rail&section=3B16a |access-date=2008-05-30 |archive-url=https://web.archive.org/web/20070807200836/http://gwrr.com/default.cfm?action=rail&section=3B16a |archive-date=2007-08-07 |url-status=dead }}</ref>


A small, {{convert|3|mi|km|0|adj=on}} fragment of the original railroad line still exists between Laurel and Muddy Creek Forks in [[York County, Pennsylvania]], maintained by the Maryland and Pennsylvania Railroad Preservation Society.<ref name=MaPaHist /><ref name=Times03 /> Founded by enthusiasts and former employees in 1986, the group has restored the Muddy Creek Forks station and also has a small collection of rolling stock there.<ref name=Times03 /> The preserved Red Lion station is now a museum operated by the Red Lion Area Historical Society.<ref name=lion /> Another section of the Ma and Pa's old right-of-way was converted in 1998 to a [[rail trail]] in [[Harford County, Maryland]]. Now {{convert|6|mi|km|0}} long, the [[Ma and Pa Trail|MA & PA Heritage Trail]] through Bel Air is used for hiking and biking.<ref>{{cite news|title=Bel Air trail chugs along|date=2008-06-02|publisher=''[[The Baltimore Sun]]''|page=2B }}</ref>
A small, {{convert|3|mi|km|0|adj=on}} fragment of the original railroad line still exists between Laurel and [[Muddy Creek Forks Historic District|Muddy Creek Forks]] in [[York County, Pennsylvania]], maintained by the Maryland and Pennsylvania Railroad Preservation Society.<ref name=MaPaHist /><ref name=Times03 /> Founded by enthusiasts and former employees in 1986, the group has restored the Muddy Creek Forks station and maintains a small collection of rolling stock there.<ref name=Times03 /> The preserved [[Red Lion, Pennsylvania]], station is now a museum operated by the Red Lion Area Historical Society.<ref name=lion /> Other remaining structures along the old right-of-way include scattered bridge abutments and some station buildings, such as the former railroad station and general store in [[Hydes, Maryland]]. [[File:Hydes_Md.jpg|thumb|left|The former [[Hydes, Maryland|Hydes station]]]] [[File:Glen Arm Station.jpg|thumb|left|The [[Glen Arm, Maryland|Glen Arm]] station]] Another Maryland station, at [[Glen Arm, Maryland|Glen Arm]], still stands. Built in 1909, it was designated by the Baltimore County Council on August 5, 2019, as a protected historical landmark.<ref>{{cite news|author=Montcalmo, Chris|title=
Glen Arm Railroad Station becomes historical landmark|work=NottinghamMD.com|date=August 5, 2019|url=http://www.nottinghammd.com/2019/08/05/glen-arm-railroad-station-becomes-historical-landmark|access-date=2019-08-06}}</ref> A {{nowrap|{{convert|6|mi|km|0|adj=on}} long}} section of the Ma and Pa's old right-of-way was converted in 1998 to a [[rail trail]] in [[Harford County, Maryland]], now designated as part of the [[Ma and Pa Trail|Ma & Pa Trail]].<ref>{{cite news|title=Bel Air trail chugs along|date=2008-06-02|newspaper=[[The Baltimore Sun]]|page=2B }}</ref>

In Baltimore, near [[Pennsylvania Station (Baltimore)|Pennsylvania Station]], Ma and Pa track remnants and the old [[roundhouse]], freight shed, and yard shed are still extant.<ref>{{cite web|author=Adam Paul|title=Ghosts of the Maryland and Pennsylvania |url=http://www.monumentalcity.net/railroads/mpa/|archive-url=https://web.archive.org/web/20120812044504/http://www.monumentalcity.net/railroads/mpa/|archive-date=2012-08-12|accessdate=2017-12-22}}</ref> The [[Baltimore Streetcar Museum]] now operates in this area.
In Baltimore, Ma and Pa track remnants and the old [[Railway roundhouse|roundhouse]], freight shed, and yard shed remain along [[Maryland Route 25|Falls Road]] near [[Baltimore Penn Station]].<ref>{{cite web|author=Adam Paul|title=Ghosts of the Maryland and Pennsylvania |url=http://www.monumentalcity.net/railroads/mpa/|archive-url=https://web.archive.org/web/20120812044504/http://www.monumentalcity.net/railroads/mpa/|archive-date=2012-08-12|access-date=2017-12-22}}</ref> The [[Baltimore Streetcar Museum]] now operates in this area.


In York County, the [[Muddy Creek Bridge, Maryland and Pennsylvania Railroad|Muddy Creek Bridge]], [[Delta Trestle Bridge, Maryland and Pennsylvania Railroad|Delta Trestle Bridge]], and [[Scott Creek Bridge-North, Maryland and Pennsylvania Railroad|Scott Creek Bridge-North]] were added to the [[National Register of Historic Places]] in 1995.<ref name="nris">{{NRISref|version=2010a}}</ref>
In York County, the [[Muddy Creek Bridge, Maryland and Pennsylvania Railroad|Muddy Creek Bridge]], [[Delta Trestle Bridge, Maryland and Pennsylvania Railroad|Delta Trestle Bridge]], and [[Scott Creek Bridge-North, Maryland and Pennsylvania Railroad|Scott Creek Bridge-North]] were added to the [[National Register of Historic Places]] in 1995.<ref name="nris">{{NRISref|version=2010a}}</ref>

[[File:Ma and Pa Abutment Commemorative Plaque in Towson.jpg|thumb|Ma and Pa Abutment Commemorative Plaque in Towson]]


==See also==
==See also==
Line 65: Line 70:


==External links==
==External links==
{{commons category|Maryland and Pennsylvania Railroad}}
{{Commons category|Maryland and Pennsylvania Railroad}}
*[http://www.gwrr.com/operations/railroads/north_america/york_railway York Railway], official [[Genesee and Wyoming Inc|Genesee and Wyoming]] website
*[http://www.gwrr.com/operations/railroads/north_america/york_railway York Railway], official [[Genesee and Wyoming Inc|Genesee and Wyoming]] website
*[http://www.maparailroadhist.org/history.htm The Maryland and Pennsylvania Railroad Historical Society]
*[http://www.maparailroadhist.org/ The Maryland and Pennsylvania Railroad Historical Society]
*[http://www.mapatrail.org/rr.htm Ma and Pa Railroad History in Harford County] (MA & PA Heritage Trail website)
*[https://baltimoreheritage.org/programs/ma-pa-railroad-and-the-falls-road-roundhouse-a-history-of-the-changing-jones-falls-valley/ Ma & Pa Railroad and the Falls Road Roundhouse] (Baltimore Heritage website)
*[https://www.mapatrail.org/www.mapatrail.org/trail-history The History of the Ma & Pa Trail] (Ma & Pa Heritage Trail website)
*[http://www.maandparailroad.com/ Maryland and Pennsylvania Railroad Preservation Society]
*[http://www.maandparailroad.com/ Ma & Pa Railroad Heritage Village]
*[https://www.youtube.com/watch?v=dfXymTYrNh0 Film of steam-powered excursion train on the Ma & Pa, powered by Canadian Pacific 4-6-2 engine #1286.]
*[https://www.youtube.com/watch?v=dfXymTYrNh0 Film of steam-powered excursion train on the Ma & Pa, powered by Canadian Pacific 4-6-2 engine #1286.]


{{Good article}}
{{Good article}}
{{Pennsylvania railroads}}
{{Pennsylvania railroads}}
{{Authority control}}

{{DEFAULTSORT:Maryland Pennsylvania Railroad}}
{{DEFAULTSORT:Maryland Pennsylvania Railroad}}
[[Category:Defunct Maryland railroads]]
[[Category:Defunct Maryland railroads]]
[[Category:Pennsylvania railroads]]
[[Category:Pennsylvania railroads]]
[[Category:Genesee & Wyoming Inc.]]
[[Category:Genesee & Wyoming]]
[[Category:Railway companies established in 1901]]
[[Category:Railway companies established in 1901]]
[[Category:Non-operating common carrier freight railroads in the United States]]
[[Category:Non-operating common carrier freight railroads in the United States]]

Latest revision as of 02:25, 3 October 2023

Maryland and Pennsylvania Railroad
The original Ma and Pa, with the former PRR's York–Hanover, Pennsylvania branch highlighted
Overview
HeadquartersYork, Pennsylvania
formerly Baltimore, Maryland
Reporting markMPA
LocaleYork County in Pennsylvania, and Baltimore and Harford counties and Baltimore City in Maryland
Dates of operation1901–1999
PredecessorYork Southern Railroad, Baltimore and Lehigh Railway
SuccessorYork Railway
Technical
Track gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
LengthBaltimore–York line:
77.2 miles (124.2 km)
York–Hanover line:
19 miles (31 km)[1]

The Maryland and Pennsylvania Railroad (reporting mark MPA), colloquially known as the "Ma and Pa", was an American short-line railroad between York and Hanover, Pennsylvania, formerly operating passenger and freight trains on its original line between York and Baltimore, Maryland, from 1901 until the 1950s. The Ma and Pa was popular with railfans in the 1930s and 1940s for its antique equipment and curving, picturesque right-of-way through the hills of rural Maryland and Pennsylvania. Reflecting its origin as the unintended product of the merger of two 19th-century narrow-gauge railways, the meandering main line took 77.2 miles (124 km) to connect Baltimore and York (via Bel Air, Maryland and Delta, Pennsylvania), although the two cities are only 45 miles (72 km) apart.[2]

Passenger service on the railroad was discontinued on August 31, 1954, and its trackage in Maryland was abandoned in June 1958. The Maryland and Pennsylvania Railroad acquired a former 19-mile (31 km) Pennsylvania Railroad (PRR) branch line between York and Hanover in 1976, now operated by a successor corporation, York Railway. Most of the remaining original line in Pennsylvania was abandoned by 1984.[3]

History[edit]

19th-century predecessors[edit]

The Maryland and Pennsylvania Railroad was formed from two earlier 19th-century 3 ft (914 mm) narrow gauge railways: the Baltimore & Delta Railway, later the Baltimore and Lehigh Railroad, and the York and Peach Bottom Railway, later the York Southern Railroad.[4]: 61  Construction of the Baltimore & Delta Railway began in 1881, and passenger trains between Baltimore and Towson, Maryland, began on April 17, 1882. Later that year the company was merged into the Maryland Central Railroad. The line was extended northward to Bel Air, Maryland, on June 21, 1883,[4]: 22  and the following January, the line was completed to Delta, Pennsylvania.

In Pennsylvania, the Peach Bottom Railway was incorporated in 1871. The railway's Middle Division laid narrow gauge track between York and Red Lion by August 1874 and completed its line southward to Delta in 1876.[4]: 11  It went bankrupt in 1881 and was reorganized as the York and Peach Bottom Railway (Y&PB) in 1882. The Y&PB merged with the Maryland Central Railway in 1891, becoming the Baltimore and Lehigh, and the new company operated trains on the combined track between York and Baltimore.

Baltimore and Lehigh Railway's Baltimore passenger station in the 1890s, later the Ma and Pa's station until demolished in 1937

Both railroads struggled with light freight traffic and financial difficulties in the 1890s. Because of their narrow gauge construction, the Baltimore and Lehigh Railway and York Southern Railroad could not interchange freight cars with other lines.[2] The two companies finally converted to standard gauge between 1898–1900 and subsequently merged to form the Maryland and Pennsylvania Railroad on February 12, 1901.[4] The result was the circuitous, 77.2-mile (124 km) "Ma and Pa" route between Baltimore and York; in comparison, the competing Pennsylvania Railroad's Northern Central line between the two cities was 56 miles (90 km).[2] The completed line had grades of up to 2.3 percent, and 55 sharp curves of 16–20 degrees; most mainline railroads at the time seldom exceed six degree turns.[2]

20th century[edit]

Ma and Pa depot and freight shed in York, Pennsylvania
Former Ma and Pa Station in Red Lion, Pennsylvania

Following the merger, the Ma and Pa operated through passenger and freight trains between York and Baltimore, as well as local trains at each end of the line, hauling mail and express, slate, marble, anthracite coal, lumber, furniture, and agricultural products to market.[2] Particularly on the Pennsylvania Division (Delta–York), slate from Delta and manufactured goods from Red Lion and York were mainstays of the railroad's outbound freight traffic. On the Maryland Division, inbound anthracite coal deliveries accounted for a significant volume of car loadings, along with milk from the many dairy farms in the area.[4]: 83 [5] One early morning train from Fallston boarded more than 1,100 gallons of milk daily, and was dubbed the "Milky Way".[5] The line was profitable, and traffic volume was such that additional locomotives became necessary.

Baldwin 0-6-0 locomotive #30, built in 1913 and owned by the Ma & Pa until 1956, was typical of the line's aged equipment.

The Ma and Pa acquired two 0-6-0 Baldwin switcher locomotives in 1913. The next year, three 2-8-0 Baldwin "Consolidation" locomotives were added to the roster.[4]: 87  At its peak, the railroad had sixteen locomotives, 160 pieces of rolling stock, and 573 employees.[6]

Final "Ma and Pa" passenger timetable, 1954

With increasing competition from trucks and automobiles in the 1920s, passenger and less-than-carload freight volume began to decline. The Ma and Pa substituted more economical, self-propelled gas-electric passenger cars for steam-powered passenger trains in 1927–1928. Carload freight volume increased in the 1920s, however, as more industries appeared along the line, and earnings were strong enough for the company to declare dividends in 1930 and 1931.[4]: 111  This period of relative prosperity ended during the Great Depression; the railroad's gross revenues fell by half from 1932 to 1935.[4]: 114 

In the mid-1930s, the Ma and Pa became a favorite of railfans, who were attracted to its hilly, curving line through rural Maryland and Pennsylvania. The railroad offered several popular fan excursions pulled by its elderly steam locomotives.[7]

Following the end of World War II, the Ma and Pa acquired four diesel locomotives for more efficient operations, but traffic declined significantly. After the Ma and Pa's mail contract was cancelled by the United States Postal Service, the railroad discontinued all passenger service on August 31, 1954.[4]: 141  A passenger on its last passenger train recalled that riders came from as far away as Boston and Washington, D.C., to participate in the historic event, along with members of the National Railway Historical Society.[8] The line's last steam engine was retired on November 29, 1956.[6]

The last "Ma and Pa" train departs Towson, Maryland, on June 11, 1958

The lack of traffic on the railroad's 44-mile (71 km) Baltimore–Whiteford, Maryland division in the 1950s was particularly acute. One of the last major shipments to occur on the division was of Indiana limestone for the construction of the Cathedral of Mary Our Queen, Baltimore in 1956.[4]: 151 The Baltimore–Whiteford segment was finally abandoned altogether on June 11, 1958, leaving only the stone abutments where the tracks crossed York Road in Towson on a steel girder bridge; a commemorative plaque was placed on one of the abutments in 1999.[9]

In the 1960s, the Ma and Pa Railroad continued to solicit business along its line for its remaining 34.8-mile (56.0 km) Whiteford–York segment, almost entirely in Pennsylvania. In 1964, it added a siding 905 feet (276 m) long near Red Lion to serve a new cigar box factory.[10] In 1971, the Maryland and Pennsylvania Railroad was acquired by Emons Industries.[11]

Maryland & Pennsylvania F-20 operating in York, Pa.

Primarily hauling slate from a quarry at Delta, and furniture from a factory in Red Lion, the Ma and Pa's Pennsylvania Division continued to operate until June 14, 1978, when it was reduced to the 9-mile (14 km) section between York and Red Lion.[6] The Red Lion freight station was closed on November 1, 1980; when the town's furniture factory closed in 1984, the Red Lion section of the railroad was also abandoned.[3][6]

Current status[edit]

Locomotive #81, an EMD NW2 acquired in 1946, now at the Railroad Museum of Pennsylvania
Maryland & Pennsylvania Coach #20 at the Strasburg Railroad in 2017

The Emons-controlled Maryland and Pennsylvania Railroad acquired 19 miles (31 km) of a former PRR branch line between York and Hanover, Pennsylvania in 1976 from Penn Central.[3] In December 1999, Emons merged its M&P subsidiary with another area short-line, Yorkrail, forming the York Railway.[12] In 2002, Genesee and Wyoming gained control of the 42-mile (68 km) York Railway, including the former M&P Railroad trackage between York–Hanover.[11] The York Railway currently serves 40 online rail customers and connects with the Norfolk Southern and CSX railroads. Most of the former PRR Hanover branch between the village of Bair and Hanover is now out-of-service, but a small portion is still used to serve a BAE Systems factory in Bair occasionally. The out-of-service section from Bair to Hanover will be removed sometime in 2021 to become a rail trail.[13]

A small, 3-mile (5 km) fragment of the original railroad line still exists between Laurel and Muddy Creek Forks in York County, Pennsylvania, maintained by the Maryland and Pennsylvania Railroad Preservation Society.[3][5] Founded by enthusiasts and former employees in 1986, the group has restored the Muddy Creek Forks station and maintains a small collection of rolling stock there.[5] The preserved Red Lion, Pennsylvania, station is now a museum operated by the Red Lion Area Historical Society.[6] Other remaining structures along the old right-of-way include scattered bridge abutments and some station buildings, such as the former railroad station and general store in Hydes, Maryland.

The former Hydes station
The Glen Arm station

Another Maryland station, at Glen Arm, still stands. Built in 1909, it was designated by the Baltimore County Council on August 5, 2019, as a protected historical landmark.[14] A 6-mile (10 km) long section of the Ma and Pa's old right-of-way was converted in 1998 to a rail trail in Harford County, Maryland, now designated as part of the Ma & Pa Trail.[15]

In Baltimore, Ma and Pa track remnants and the old roundhouse, freight shed, and yard shed remain along Falls Road near Baltimore Penn Station.[16] The Baltimore Streetcar Museum now operates in this area.

In York County, the Muddy Creek Bridge, Delta Trestle Bridge, and Scott Creek Bridge-North were added to the National Register of Historic Places in 1995.[17]

Ma and Pa Abutment Commemorative Plaque in Towson

See also[edit]

References[edit]

  1. ^ Official Guide of the Railways. New York: National Railway Publication Co., February 1956, p. 347.
  2. ^ a b c d e Frank P. Donovan, ed. (1949). "The Ma & Pa by William Moedinger Jr.". Railroads of America. Milwaukee, WI: Kalmbach Publishing. LCCN 49048570.
  3. ^ a b c d Craig Sansonetti (1997-06-05). "A History of the Maryland & Pennsylvania Railroad". Maryland and Pennsylvania Railroad Preservation Society. Archived from the original on December 30, 2005. Retrieved 2008-05-25.
  4. ^ a b c d e f g h i j Hilton, George W. (1963). The Ma & Pa — A History of the Maryland & Pennsylvania Railroad. Berkeley, CA: Howell-North Books. LCCN 63017444.
  5. ^ a b c d Allen, Bob (October 15, 2003). "Recalling the little engine that could". The Towson Times. p. 34.
  6. ^ a b c d e "The Red Lion Train Station History". Red Lion (Pa.) Area Historical Society. 2007-06-25. Archived from the original on 2008-08-30. Retrieved 2008-07-07.
  7. ^ Herbert H. Harwood Jr. (2004–2005). "Maryland & Pennsylvania Railroad: The 'Ma & Pa'". Maryland Online Encyclopedia. Archived from the original on July 20, 2008. Retrieved 2008-07-07.
  8. ^ John R. Eicker (August 30, 1964). "The Ma and Pa's Last Run from Baltimore to York". The Baltimore Sun.
  9. ^ Loni Ingraham (May 26, 1999). "'Ma and Pa' railroad abutments get HTI plaque". The Towson Times.
  10. ^ Paul Kulishek (Spring 2008). "White Flag Extra". Timetable. 23 (2). Maryland and Pennsylvania Railroad Historical Society: 16.
  11. ^ a b "About the Maryland and Pennsylvania Railroad". The Maryland and Pennsylvania Railroad Historical Society. 2008-01-25. Archived from the original on 2013-09-23. Retrieved 2008-05-30.
  12. ^ "Emons Transportation kicks off new growth plan". Railway Age. 2000-01-01. Archived from the original on 2012-10-20. Retrieved 2008-05-30.
  13. ^ "York Railway Company". Genesee and Wyoming Inc. Archived from the original on 2007-08-07. Retrieved 2008-05-30.
  14. ^ Montcalmo, Chris (August 5, 2019). "Glen Arm Railroad Station becomes historical landmark". NottinghamMD.com. Retrieved 2019-08-06.
  15. ^ "Bel Air trail chugs along". The Baltimore Sun. 2008-06-02. p. 2B.
  16. ^ Adam Paul. "Ghosts of the Maryland and Pennsylvania". Archived from the original on 2012-08-12. Retrieved 2017-12-22.
  17. ^ "National Register Information System". National Register of Historic Places. National Park Service. July 9, 2010.

External links[edit]

Wikimedia Commons has media related to Maryland and Pennsylvania Railroad.

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