Western Maryland Railway
A former Appalachian Class I railroad that hauled coal and heavy freight across Maryland, West Virginia, and Pennsylvania from 1852 to 1983.
Last updated November 4, 2026
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Overview
The Western Maryland Railway was an American Class I railroad whose routes crossed the Allegheny region of Maryland, West Virginia, and Pennsylvania. Known by its reporting mark WM and the informal nickname “Wild Mary,” the company developed from a mid-nineteenth-century proposal to connect Baltimore with western Maryland communities. Its network eventually extended from Baltimore through Hagerstown and Cumberland into the Appalachian coal and timber districts, while also reaching Pennsylvania destinations including Hanover, Gettysburg, Shippensburg, York, and Connellsville, and West Virginia locations such as Elkins, Thomas, Davis, Parsons, Durbin, and Webster Springs. The railroad’s commercial identity was defined primarily by coal, coke, timber, and heavy freight rather than passenger service. It built or controlled important facilities at Baltimore’s Port Covington, Hagerstown, Cumberland, Elkins, and other points. Port Covington provided coal, grain, merchandise, warehouse, yard, and marine-transfer facilities, while the Hagerstown complex became a major maintenance and classification center. The railway also participated in a number of connecting and controlled companies, including the West Virginia Central and Pittsburgh Railway, the Coal and Iron Railway, the Potomac Valley Railroad, the Cumberland and Pennsylvania Railroad, and the Greenbrier, Cheat and Elk Railroad. The company expanded rapidly in the late nineteenth and early twentieth centuries. Under President John Mifflin Hood and later the Fuller Syndicate associated with George Gould, it pursued routes into Pennsylvania and the West Virginia highlands. The expansion created valuable access to mines, forests, industrial centers, and interchange partners, but the syndicate’s broader railroad ambitions contributed to financial overextension. Western Maryland entered receivership in 1908; a successor Western Maryland Railway Company acquired the assets in 1909, and the receivership ended in 1910. The railroad remained independent in day-to-day identity for much of the twentieth century, even as larger systems gained influence over it. It developed connections with the Baltimore and Ohio Railroad, Chesapeake and Ohio Railway, Pittsburgh and Lake Erie Railroad, Pittsburgh and West Virginia Railway, and other carriers. In 1931, its connection with the Pittsburgh and West Virginia Railway helped establish the Alphabet Route, a cooperative through-freight arrangement designed to compete with larger eastern railroads. The WM modernized its motive power from steam to diesel, beginning diesel yard operations in 1941, regular line service in 1949, and ending steam operations in 1954. Passenger service, which had existed since 1859, gradually declined as automobile and other transportation competition reduced demand. The railroad ended its principal Baltimore–Hagerstown passenger service in 1957, discontinued Cumberland–Elkins service around 1957–1958, and ended its last mixed-train passenger operation between Elkins and Durbin in 1959. Freight, especially coal, remained the core business. The Chesapeake and Ohio Railway and Baltimore and Ohio Railroad jointly sought control of the WM in 1964. The Interstate Commerce Commission approved the transaction in 1968. In 1973, the railway became part of the Chessie System holding company and was operated by the B&O while retaining a measure of separate operating identity until 1975. After that point, many WM routes were abandoned or consolidated in favor of parallel B&O lines. The Western Maryland Railway was fully merged into the B&O in 1983. The B&O and C&O were subsequently combined within the Chessie System, which merged with the Seaboard System in 1987 to create CSX Transportation. Although the corporate railroad disappeared, its infrastructure and identity remain visible. Surviving former WM routes are operated by CSX Transportation and regional or short-line railroads including the Maryland Midland Railway, Durbin & G…
History
The Western Maryland Railway originated with the chartering of the Baltimore, Carroll and Frederick Railroad in 1852. In 1853, Maryland lawmakers changed the company’s name to the Western Maryland Rail Road Company. Construction began from Owings Mills in 1857, using a connection with a Northern Central Railway branch to reach the Baltimore area. The railroad reached Westminster in 1861 and Union Bridge in 1862, but further progress was interrupted by the Civil War. Construction resumed in 1868 under chief engineer Joseph S. Gitt, and the line reached Hagerstown in 1872. The company established its own route from Owings Mills to Fulton Junction in Baltimore in 1873 and used trackage rights to reach downtown railroad facilities. A branch to Hillen Station opened in 1876, and Hillen became an important company headquarters location. The railroad also built a connection from Hagerstown to Williamsport, giving it access to Chesapeake and Ohio Canal traffic and, indirectly, to western Maryland coal movements. During the 1880s, the railway expanded into Pennsylvania. In 1881, under the leadership of John Mifflin Hood, it leased a line from Edgemont, Maryland, toward Waynesboro and Shippensburg; this became the Lurgan Subdivision. In 1886, it gained control of the Baltimore and Hanover Railroad and Gettysburg Railroad, creating the Hanover Subdivision. A branch from Porters to York, Pennsylvania, was completed in 1893. These routes broadened the railroad’s regional reach and added agricultural, industrial, and interchange traffic to its coal-oriented business. The West Virginia Central and Pittsburgh Railway opened access to timber and coal territory in the Allegheny Highlands. It helped stimulate the development of communities including Davis, Thomas, and Parsons. The Western Maryland acquired the company in 1905, and its routes became associated with the WM’s Thomas and Durbin subdivisions. The Potomac Valley Railroad, controlled by the WM, opened between Williamsport and Big Pool in 1892 and connected the system with the Baltimore and Ohio Railroad, producing a substantial increase in through-freight traffic. The WM then extended west from Hagerstown toward Cumberland, completing the route in 1906. A major shop and yard complex was developed at Hagerstown in 1909. The Fuller Syndicate, led by George Gould, obtained control of the WM in 1902 and sought to create a broad western railroad system. The WM completed a large terminal at Port Covington in Baltimore in 1904, with coal, grain, and merchandise facilities, multiple yards, warehouses, cranes, and locomotive-service infrastructure. The syndicate also acquired or influenced several other railroads. Its ambitious expansion, combined with competition from established systems such as the Pennsylvania Railroad and the Baltimore and Ohio, left the enterprise financially strained. The WM entered receivership in 1908. A new Western Maryland Railway Company purchased the assets in 1909, and the receivership concluded in 1910. Expansion continued in the Appalachian coal fields. The railroad acquired the West Virginia Central and Pittsburgh system in 1905 and incorporated the Coal and Iron Railway, which crossed the Allegheny highlands toward Durbin and a connection with the Chesapeake and Ohio Railway. The Connellsville Extension was built from Cumberland to Connellsville between 1910 and 1912, connecting with the Pittsburgh and Lake Erie Railroad. In 1915, trackage rights over a B&O route provided access to additional coal territory near Fairmont, West Virginia. The WM later purchased the Cumberland and Pennsylvania Railroad in 1944 and formally merged its operations in 1953. The company also acquired the Greenbrier, Cheat and Elk Railroad in 1927 and extended related operations toward Webster Springs in 1929. Originally developed partly as logging lines, these routes were also used for coal traffic. In 1931, the Pittsburgh and West Virginia Railway reached Connellsville and connected with the WM. Together with other carriers, the two railroads participated in the Alphabet Route, a cooperative through-freight network intended to compete with larger eastern systems. Passenger service began in 1859, but it became increasingly secondary. The WM operated passenger trains on its main routes and opened stations in Cumberland and Hagerstown in 1913. The company’s Baltimore passenger facilities changed as the original Hillen Street station was demolished in 1954. Passenger demand fell sharply during the automobile era. Main-line service ended in 1957, Cumberland–Elkins service ended between 1957 and 1958, and the final mixed train between Elkins and Durbin ended in 1959. The WM began dieselization with yard locomotives in 1941 and regular road operations in 1949. Steam service ended in 1954, notwithstanding the delivery of new steam locomotives as late as 1947. Coal and heavy freight continued to dominate the system, but the railroad faced growing pressure from parallel routes and changing industrial patterns. The Chesapeake and Ohio Railway and Baltimore and Ohio Railroad filed jointly in 1964 for authority to acquire control of the WM. The Interstate Commerce Commission approved the acquisition in 1968. In 1973, the WM became part of the Chessie System holding company alongside the B&O and C&O. It continued operating with a distinct identity for a period, but after May 1975 many of its lines were abandoned or de-emphasized in favor of parallel B&O routes. The WM was fully merged into the B&O in 1983. The B&O and C&O were later combined within the Chessie System, and the Chessie System merged with the Seaboard System in 1987 to form CSX Transportation. The former railroad’s legacy survives through active short-line operations, scenic railroads, preserved stations and bridges, rail trails, and portions of the CSX network. The Western Maryland Railway Station in Cumberland is associated with the C&O Canal National Historical Park, while former rights-of-way have become recreational trails in Maryland, West Virginia, and Pennsylvania. The Baltimore Metro Subway also uses part of the former WM corridor between downtown Baltimore and Owings Mills. CSX’s 2024 Western Maryland heritage unit provided a modern public tribute to the railroad.
- 1987
CSX successor formed
[1]The Chessie System and Seaboard System combined to form CSX Transportation, the principal corporate successor associated with the former WM network.
- 1983
Western Maryland Railway merged into B&O
[1]The WM ceased to exist as a separate railroad through a full merger into the Baltimore and Ohio Railroad.
- 1973
WM becomes part of Chessie System
[1]Ownership moved into the Chessie System holding company, with operations handled by the B&O.
- 1968
ICC approves C&O and B&O control
[1]The Interstate Commerce Commission approved the Chesapeake and Ohio and Baltimore and Ohio acquisition of control over the WM.
- 1959
Final passenger service ends
[1]The last mixed-train passenger operation between Elkins and Durbin was discontinued.
- 1954
Steam operations end
[1]The WM completed its transition away from steam locomotives.
- 1941
Diesel yard operations begin
[1]The railroad began using diesel locomotives for yard work.
- 1931
Alphabet Route connection established
[1]The Pittsburgh and West Virginia Railway reached Connellsville and connected with the WM, enabling the Alphabet Route partnership.
- 1912
Connellsville Extension completed
[1]The route from Cumberland to Connellsville was completed, connecting with the Pittsburgh and Lake Erie Railroad.
- 1910
Receivership ends
[1]The railroad’s reorganization was completed and receivership concluded.
Products and positioning
A regional Appalachian heavy-freight railroad focused on coal, industrial commodities, interchange traffic, and access to the Allegheny highlands.
Freight transportation
Coal freight service
Coal hauling was the Western Maryland Railway’s central commercial activity. Its routes reached mining districts in western Maryland, West Virginia, and Pennsylvania, while facilities such as Port Covington supported loading, storage, and transfer to marine traffic. The railroad also handled coke and related mineral traffic, making its Allegheny routes strategically important to regional heavy industry.
Freight transportation
Timber and forest-products freight
The railroad’s West Virginia lines opened access to timber-producing areas in the Allegheny Highlands. Several predecessor routes were originally built as logging railroads, and the WM retained them for forest products as well as coal. Its operations helped sustain or stimulate communities including Elkins, Davis, Thomas, and Parsons.
Freight transportation
General merchandise and through freight
Beyond bulk commodities, the WM carried merchandise and interchange freight across its Mid-Atlantic network. Connections with the B&O, C&O, Pittsburgh and Lake Erie, Pittsburgh and West Virginia, and other railroads supported through movements and gave the company a role in competitive routing across the eastern United States.
Passenger transportation · 1859
Passenger rail service
Passenger service operated from 1859 until the late 1950s. Routes included the Baltimore–Hagerstown main line and the Cumberland–Elkins corridor, with the final remaining mixed train running between Elkins and Durbin three days per week. The WM ended its principal passenger services in 1957 and discontinued the last service in 1959.
Rail and marine logistics · 1904
Port Covington terminal services
Completed in Baltimore in 1904, Port Covington combined rail yards, coal and grain facilities, merchandise piers, warehouses, cranes, and locomotive-service assets. The terminal allowed the WM to transfer bulk and general cargo between railroad and marine transportation and served as a major eastern gateway for the system.
Brand decisions
1983
Full merger into the Baltimore and OhioM&ABackground
The WM had operated within the Chessie System environment and was increasingly integrated with the B&O.
Action taken
The Western Maryland Railway was fully merged into the Baltimore and Ohio Railroad.
Aftermath
The WM ceased to exist as a separate railroad. Its successor corporate structures ultimately led to CSX Transportation in 1987.
1975
Consolidation and abandonment of parallel routesStrategyBackground
After the WM entered the Chessie System structure, overlapping routes and changing freight economics reduced the rationale for maintaining the full network.
Action taken
Many former WM lines were abandoned or de-emphasized in favor of parallel Baltimore and Ohio routes.
Aftermath
The network contracted significantly before the WM was fully merged into the B&O in 1983.
1968
C&O and B&O control approvedM&ABackground
The Chesapeake and Ohio Railway and Baltimore and Ohio Railroad had jointly sought authority to acquire control of the WM.
Action taken
The Interstate Commerce Commission approved the acquisition after the companies’ 1964 filing.
Aftermath
The WM remained a recognizable operating entity for a time but moved toward integration with the B&O and the Chessie System.
1959
Withdrawal from passenger serviceStrategyBackground
Passenger traffic had declined substantially as automobiles and competing forms of transportation reduced demand for railroad travel.
Action taken
The WM discontinued its principal passenger routes in 1957 and 1958 and ended the final Elkins–Durbin mixed train in 1959.
Aftermath
The company became almost entirely focused on freight, especially coal and heavy industrial traffic.
1941
Dieselization of railroad operationsStrategyBackground
The WM sought to modernize locomotive operations and reduce reliance on steam power.
Action taken
Diesel locomotives were introduced for yard operations in 1941 and for regular line service in 1949; steam operations ended in 1954.
Aftermath
The transition modernized the fleet and ended the company’s steam era, although the WM had received new steam locomotives as late as 1947.
1902
Pursuit of western expansion under the Fuller SyndicateStrategyBackground
The Fuller Syndicate, led by George Gould, sought to assemble a broad railroad system and used control of the WM to pursue additional Appalachian and western connections.
Action taken
The WM expanded through acquisitions, leased lines, new construction, and major terminal investment, including Port Covington and routes toward Connellsville and West Virginia.
Aftermath
The expansion increased the railroad’s geographic reach and freight potential but contributed to financial overextension and the 1908 receivership.
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