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Home , Admiral (train), Broadway Limited, Liberty Limited, Maryland Line, Maryland Line (CSA), Northern Central Railway

Layout and Editing: ADAM J. Y0USSI and ANN BL0USE

V0L. 40 AUTUMN-WINTER 2008 Numbers 1 & 2

The Northern Central Railroad and Parkton

Frank A. Wrabel

A view of Parkton prior to 1912, looking northeast and showing the railroad station, since demolished. Source: HSBC collection, accession #P001185

Parkton is an agricultural community in northern County, located 18 miles from Towson and 5.5 miles south of the line. It takes its name from Margaret Parke, who divided the land she inherited from her father James Calder, and began selling building lots c1854. York Road, one of the first public turnpikes, passes through Parkton, where a tollgate was established in 1859 (in later years, there were two tollgates — one on either side of the railroad crossing). Farmers raised wheat, corn, and oats; bred cattle; and produced milk and cream for the Baltimore markets. There was also a grist mill (Roser's) and a small paper mill. The fortunes of the town rose and fell with those of the Northern Central Railroad, as described in this double issue of History Trails. PAGE 2 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

It is a rarity in contemporary America for a Railroad development also offered new promise to community to have a rail line with an agency a smaller, local transportation challenge. office or station. In our past, however, the railroad Businessmen in Baltimore were seeking a method station was as much a part of a town's economic, to channel -bound traffic from central cultural, and emotional center as were its house of Pennsylvania to Baltimore. 0n August 15, 1827, worship and store. The depot was an George Winchester was assigned to survey economic necessity for solid communities and potential routes. The Baltimore & Susquehanna often served as a doorway to a greater world. This Railroad (B&S) was incorporated on February 13, was especially well demonstrated in Parkton, 1828 to link Baltimore and York with an . anticipated extension east to the canal interchange point at Wrightsville, PA on the Susquehanna The Birth of American Railroading River. The long-range goal was to add coal traffic from the Shamokin region to the traffic base of The relationship between the railroad and Parkton this new line to the Port of Baltimore. Passenger was the product of a once common but now service was also added to the mix. largely forgotten epic of American capitalism and determination to harness the "Iron Horse' on The B&S was completed in stages: to Relay behalf of national commerce. This is also a story House (at present , later called that recalls earliest forms of transportation in the Hollins) in 1831; to 0wings Mills and to U.S. and appropriately, it begins in Baltimore, the Timonium in 1832, to Texas in 1834, to "Birthplace of American Railroading." Cockeysville in 1835, to Parkton in 1837, and to York in 1838. An engine house may have been The Nation became much more focused on built at Parkton as early as 1854. commerce in the early 1800s as , Philadelphia, and Baltimore worked to expand The B&S originally used horses to pull primitive their economic marketplaces. Early rail promoters four-wheeled freight cars. The B&S executives developed the iron highway to serve freight traffic. decided to import a from 0riginally, early short-haul rail applications relied England rather than attempt to perfect the new on horses to haul modest four-wheeled freight steam technology locally. The Herald arrived cars, similar to wagons. In 1825 Britain's from England in 1832 and immediately entered Stockton & Darlington Railway demonstrated that service. the steam locomotive could be reliable in daily service. Although this line was a short-haul The Northern Central Railroad tramway, the world now began to see expanded transportation possibilities. The route to Pennsylvania was challenging. To protect local business interests, the These early experiments captured the attention of Commonwealth of Pennsylvania stipulated that a Baltimore merchants who viewed the railroad as new, Pennsylvania-based operating entity was much more than a short-haul solution to serve required to extend the railroad north of the limited interests. Their remarkably broad vision Maryland line. Thus was born the York & was responsible for the founding of the Baltimore Maryland Line Railroad. This same maneuver & 0hio Railroad in 1827. The supporters of the was used when the railroad pushed east to the B&0 looked at this new technology as a long-haul canal town of Wrightsville. By 1837, steam solution that was far superior to any canal or road locomotives powered the first through service system. from Baltimore to York over the original B&S and York & Maryland Line Railroad and then east Wrightsville over the grandly named Wrightsville, York, and Gettysburg Railroad. PAGE 3 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

The B&S expanded and strengthened its franchise DC on February 21, 1861. The was rerouted by merging with these two early affiliates and two to Philadelphia and then to Washington, as newer ones to form the opposed to the more direct NCR route from (NCR) in 1854. The line was extended to reach Harrisburg to Baltimore. Harrisburg and later Sunbury, Pennsylvania, Figure 1. Several of the earlier challenges that The attack at Ft. Sumter on April 12, 1861 faced the independent railroads continued to be signaled the start of the Civil War. The President problematic for the NCR. The route had a high Street Station in Baltimore would be the backdrop operating ratio due to the number of steep grades, for the first bloodshed of this unwanted conflict. curves, and bridges that characterized its route. 0n April 19 the famous Battle of Pratt Street This rail line was capital-intensive, with pressing demonstrated the conflicting values of the era and needs to improve and upgrade its right of way, how complex the relationships between the locomotive fleet, and facilities. unstructured and unpredictable groups of sympathizers could be. These problems did not deter the aggressively- managed (PRR) from This local conflict descended on all the regional acquiring a controlling interest in the NCR in railroads as NCR bridges at Melvale, Relay 1861. The PRR astutely believed that by adding House, and Cockeysville were burned and telegraph lines severed on April 20. John the NCR, via a junction at Harrisburg, the st Philadelphia-based line would have access to Merryman of Hayfields, a 1 Lieutenant in the markets in Baltimore, Washington, and points Baltimore County Horse Guards, burned NCR south. Their vision enabled the PRR to later use bridges further north at Mile Run, 0wl Brook, Bee the NCR as a base to acquire other regional Tree, and Little Falls to prevent Northern troops railroads to complete the through-Washington-to- from reaching Baltimore. Rebuilt, temporary New York route. bridges allowed rail service to be restored by 13 May (permanent bridges were completed by May More importantly the PRR had ample resources, of 1863). both in management and capital, to correct the primary deficiencies with the NCR route. In April Another round of unrest swept the line in June of of 1861 PRR moved quickly to promote through 1861 when 33 NCR bridges were burned. The service from the coalfields to Baltimore. bridges were completely rebuilt in record time for Additional improvements were placed on hold as traffic by June 29 and the intensified presence of the Civil War erupted. Federal troops again restored law and order. Detachments of Federal soldiers were stationed in The Civil War and the NCR camps along the NCR, from the state line to Baltimore City. Parkton was initially the site of Tensions between values and cultures of the North th and South were evident as early as 1850 when several small guard camps, until the 140 three B&S trackmen, working near Parkton, Pennsylvania Infantry established their camp in captured several runaway slaves from what September 1862. The camp was named Camp became Howard County, Maryland in 1851. 0ral Seward and was located on a hill below the NCR tradition claims that the NCR was a popular station. After they departed in December of 1862, for Underground Railroad activity. It was forecast Parkton was used only for small camps. that due to the placement of its route, the NCR Two last bridges, at Cockeysville and Gunpowder, would be in the midst of any prolonged conflict. were consumed by fire on July 9, 1864 in the The unruly nature of Southern sympathizers in Johnson-Gilmor raid, but then quiet was restored. Maryland made it necessary to reroute the special Apparently the war was good to the carpenter- train carrying President-elect bridge builders along the NCR! from to his inauguration in Washington, PAGE 4 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

Figure 1. NCR System Map Source: From the collection of Frank Wrabel PAGE 5 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

President Lincoln journeyed over the war-torn promising north-county town for freight NCR on November 18, 1863 on his way north to (incoming farming supplies and outbound Gettysburg. He probably did not pay much shipments of agricultural products) and offered attention to the ravaged NCR region since, modest passenger potential as well. A station, a according to some historians, he was likely at 54-foot iron turntable, and a single-stall engine work in his private coach perfecting the address house were constructed northwest of the mainline that would later endure for presidential at Parkton to support this service. Much of this statesmanship and oratorical impressiveness. property was originally acquired from Parkton Unfortunately, President Lincoln did not live to resident Talbot Denmead (Figure 2). see the resumption of peace in the nation. The NCR had the distinction of being one of the railroads that transported the remains of the martyred President home to Illinois on April 21, 1865. Local accounts relay that entire towns and villages stood -side along the NCR. Alert Parkton residents spotted the locomotive from the Lincoln in service several days later, before the black drape and Presidential tributes could be respectfully removed.

Somehow, between continuing raids and rebuilding the burned bridges, NCR management started the massive task of rebuilding the track structure and installing double track lines in 1861. Philip Cross of Rayville records in his "account of my life" that the line was double-tracked at Parkton in 1864, with the ties laid on crushed stone from on-line quarries.

After peace was restored in 1865, the PRR increased its ownership in the NCR and poured vast sums of capital into the line. By 1868 the crude, single track main line was finally double tracked for traffic eastward and westward (railroad timetable direction). Figure 2. NCR engine terminal at Parkton The PRR Takes Over Source: From the collection of Frank Wrabel

When the PRR acquired the NCR in 1861, The PRR intended to increase the volume of in Parkton, at milepost 28.8 (from the Calvert Station and out-bound freight (car loading) at Parkton. in Baltimore), had already been chosen by the Their investment in Parkton's future increased NCR to be a locomotive terminal because there with higher train frequency that required improved was sufficient land to build the locomotive facilities that in turn created additional jobs for the turntable and engine house. This station would be local economy. Figure 3 shows an 1868 timetable the base for the helper locomotives that pushed for the NCR, "the shortest and most picturesque heavy freight up the New Freedom hill. The line....for tourists and business men" between engines then drifted back down the hill to await Baltimore and points north and west. the next assignment. Parkton was also the most PAGE 6 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

By the time the nation celebrated its Centennial in 1876, the PRR had virtually rebuilt the NCR—locomotives and cars of standard PRR- design replaced the hodge- podge of the pre-1860 period. To further polish its image, the PRR printed and distributed along its route impressive booklets that described the in Philadelphia and how attractive and convenient the PRR-NCR train service was to that memorable event. As the PRR increased its ownership in the NCR, the Northern Central Railway identification gradually disappeared. Locally, however, the route would always be called the Northern Central.

0n 24 July 1888, The Sun published an article describing a trip on the NCR in the flowery language of the day. Entitled "Hillside and Stream. From Baltimore to Parkton. A Trip Up the Valley," the reporter provided readers with description and commentary on the topography, industry, and homes of prominent citizens seen along the route.

0n reaching Cockeysville, the narrative continues: "Above Ashland, along the valley of the Gunpowder River, which the road follows very closely, the country becomes higher and Figure 3. NCR schedule 1868 Source: From the collection of Frank Wrabel more broken. The hills PAGE 7 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

are steeper and sharper, and are covered with forest flooding of the main line and station facilities and to along the scope of the valley. The road, which has "straight line" the yard tracks. been tolerably straight, follows the winding of the valley, and the curves become much sharper. The A brief tour of the completed project is helpful to land beyond this is not so well adapted for farming, understand the importance of how the community but its grazing capabilities are seen for the quantities and rail line were intertwined. The original of milk shipped to the city. Milk cans are piled mainline of the NCR made a gentle arc through the upon every platform. The little station of Parkton center of town, directly following the Little Falls of ships about a thousand gallons daily, while the Gunpowder. The mainline was relocated to the Whitehall sends off nearly three thousand gallons west, aligned to a straight tangent for almost the each day. length of the town, and at a slightly higher elevation (Figure 4). This improved the basic operation and "Passing by Phoenix, with another of Mr. Hooper's switching of trains in the yard. Flooding was more large cotton mills, and Sparks, Glencoe, Corbett, controlled but, much to the dismay of the PRR, it Monkton, Blue Mount and Whitehall, Parkton is would never be eliminated. reached. It is at a point where the York Road pike crosses the railroad, and is dependent chiefly on the milk shipped to the city. It is a fairly good country for wheat, but the two mills near the station grind most of the wheat and make it into a fine grade of four. There is a large forest on one side of the town, and in the little streams that flow through the town the bare footed village boys wade and fish. The little stone church stands in a thick cluster of woods on a slight knoll above the stream and alongside the railroad."

Later, a more somber image emerged. Government officials remembered the strategic location of the NCR when routing the funeral trains of deceased Presidents. Residents of Parkton viewed with sadness the black-draped locomotives, private cars, and Pullman cars of funeral trains for President's Figure 4. NCR facilities at Parkton, February 1913 Source: From the collection of Frank Wrabel Harrison in 1841, Taylor in 1850, Lincoln in 1865, McKinnley in 1901, and Harding in 1923. The PRR was recognized for investing heavily in Parkton Grows with the PRR key suburban stations and Parkton was no exception. In 1903 the noted Philadelphia The rail scene in Parkton reached its apex between architectural firm of Furness and Evans completed 1900 and 1920. Beginning in 1899 the PRR was an intriguing design for a station that featured ample under the stewardship of Alexander Johnson office and waiting room space for rail patrons and Cassatt, brother of American artist, . upstairs living quarters for the station agent and his President Cassatt aggressively increased capital family (Figures 5 & 6). The turntable was removed expenditures to improve key PRR routes. The PRR and the new passenger station built on its site. initiated a ten-year plan in 1900 to revise the When the new stationed opened in 1903, the 1882 alignment of the mainline through Parkton and to passenger station was rebuilt as a freight office for replace or rebuild every structure there. The goals the PRR and the Adams Express Company and later, of this work were to reduce the all-too-frequent American Railway Express. PAGE 8 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

location. Most of the work done by the work train was heavy track and signal relocation. However, because this train set was often called on to re-rail cars or clear major derailments, local residents named it the "wreck train" (Figure 7).

Figure 5. NCR station plan, 1903 Source: From the collection of Frank Wrabel

Figure 7. Parkton work train (the "wreck train") c 1920s at the York Road grade crossing at Parkton Source: Baltimore County Public Library Legacy Web (used by permission). Available online at http://external.bcpl.lib.md.us/hcdo/lw_home.html. Reference photo #12614044

An outdoor car repair facility was added to the east side of the yard. At the extreme east side, a siding known as the ashpit was built to clean the fireboxes of the steam locomotives. The ashpit was a trench between the gauge of the rails measuring 3.5 x 15/20 feet. The trench was filled with water and hot ash from the locomotive's firebox dumped into it.

The yards, adjacent to the passenger station, were also expanded to store sets of four passenger Figure 6. A view of the NCR Station at Parkton coaches each, for the daily local passenger or Source: HSBC collection, accession #P004328 "accommodation" service to Baltimore. This local passenger service remained the lifeline of the A "Y" track replaced the turntable for turning the community for almost 60 years. helper and commuter locomotives near the west end of the yard tracks, above Dairy Road. Within the Watering the steam locomotive was a primary "Y" track, the PRR constructed a siding to store a concern. Quality water service was an essential work train. A typical work train set consisted of one part of all rail terminals until the diesel age. The steam derrick, several flat cars (including one that PRR added a reservoir on the hillside west of the carried extra "trucks" for freight cars), and one tool mainline, behind the passenger station, in 1907. To car that resembled a caboose. The railroad did not supply water to the reservoir, a dam was constructed assign a locomotive to the train, however, because a on a tributary that fed the 0wl Branch 3,648 feet "helper" locomotive was based at Parkton. This west of the reservoir. "helper" usually hauled the work train to a specific PAGE 9 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

tenders that featured increased coal capacity and the "coaling" of locomotives at Parkton ceased.

Parkton was a major control point for signaling and switching. Before advanced train control methods, the PRR was required to build block stations (or towers) to support block operators wherever interlocked connections between tracks were located. These towers were identified by telegraphic "call letters." The original call letter for Parkton was "P" and the first tower was located at the York Turnpike grade crossing, near the watch Figure 8. Reservoir at NCR station at Parkton with view of Parkton box for the crossing watchman. This was replaced Source: HSBC collection, accession #P004329 by a larger, two story tower that was located to the west of the passenger station. By that time (c1902- The reservoir supplied water to twin water tubs (or 3), the call letter had been changed to "N". water towers) that were located to the east of the passenger station (Figure 9). Water from the tubs Just beyond that location a small four-room was released via twin 12" pipes to two standpipes structure served as the base for the area supervisor that served eastbound and westbound main line and track foreman and as drafting office for the tracks. After this tortuous path, the thirst of a track department. At various times this office and working steam locomotive was finally quenched! the nearby tool house served as the base for the track gangs that inspected all the main line tracks, between block stations, twice daily. The area supervisor was responsible for coordinating the activities of the train crews, helper locomotives, freight and passenger operations, and water service. He also managed the PRR-owned park used for recreational events for the employees of the Baltimore Division. This tract of land was located at Hillcrest Avenue and once featured a picnic pavilion, baseball diamond, and rifle range.

People made all of this come to life. Direct and indirect railroad employment climbed during this time period to an all-time high of 150 men (although Figure 9. NCR terminal at Parkton showing (from left to some women were employed as coach cleaners). right) water tower, station, and signal tower (c1927). Job classifications included station agent, Source: HSBC collection, accession # P000170 baggageman, block operator, area supervisor, freight agent, laborers (station services, car repair and track Coal for locomotives was also "essential" and was department), car inspectors, coach cleaners, engine shipped to Parkton from PRR-affiliated mines. hostlers, and draftsman. Normally coal was unloaded to the west of the yard and piled for future use. A series of small The operating needs of the railroad were supported conveyors moved the coal from coal piles to the by engineers, fireman, brakeman, and conductors tenders of the steam locomotives. However, by (freight and passenger), all based at Parkton (Figure 1920 most locomotives were equipped with larger 10). Some of these positions required three shifts of employees for each day of the week. Several PAGE 10 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

generations of local families including the wait for the next assignment. Both heavy, long- Fredericks, Stifflers, Swams, Underwoods, and distance passenger trains and heavy freight trains Walkers were employed by the PRR. required this assistance. Bentley Springs resident and former PRR foreman Clint Harmon recalled that in 1929, as many as five locomotives were required to move the long, heavy perishable trains "up the hill" with three locomotives at the head of the train and two more on the rear pushing.

Local passenger service was a primary part of operations and usually three early morning departures from Parkton to Baltimore were offered (Figure 11). The train stoppepd at Graystone, White Hall, Blue Mount, Monkton, Corbett, Glencoe, Sparks, Phoenix, Ashland, Cockeysville, Texas, Padonia, Timonium, Lutherville, Riderwood, Ruxton, Lake Roland, Bare Hills, Mount Washington, and Woodberry. Children used these "locals" to attend Sparks Elementary or Towson High School. Throughout the day various local trains also provided mid-day service for shoppers and for tradesmen who made calls on towns along the way. Each evening those workers, students and shoppers made the reverse trip home. For many years, a late-night local served passengers who "stayed in town" to view a motion picture or stage show, or take advantage of evening shopping at the better department stores that once made city life so Figure 10. PRR Employees at Parkton station, from attractive. 0ften the conductor on the "last train" left to right: Clarence Talbott, George Smith, Walter made one last stop in the Calvert Station yards to Lau (note the large PRR collar insignia). accommodate a late passenger. Source: HSBC collection, accession 0000350

This large and diverse employment base reflects the substantial rail activity in and through Parkton. There were more than 50 regularly scheduled trains in a 24-hour period. Holiday weekends and seasonal shipments of produce required extra trains and second sections of regularly-scheduled trains.

As train lengths increased, the need to base helper locomotives at Parkton also increased. Helpers would patiently wait on a siding for heavy westbound trains to make a station stop. The helper would couple on to the rear of the train and push the train up the New Freedom Hill. At Summit Grove ("NF" tower below New Freedom) the helper would Figure 11. The Parkton Local uncouple from the train and drift back to Parkton to Source: HSBC collection, accession 0002273 PAGE 11 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

Long-distance passenger trains captured the cars, owned by private companies like 0ld Dutch attention of residents along the line. It was the era Cleanser, Morrell Meat Packing, Swifts, Merchant's when luminaries, business executives, politicians Dispatch and the various beer companies and stars of the stage and later big screen traveled represented the apex of bold rail graphics. the limited and express trains that once made railroading such a great show. Favorites along the The lyric qualities of the Parkton area managed to NCR were PRR train numbers 58 and 59, linking shine through the daily hectic and gritty business of Washington, Baltimore, and Harrisburg with railroad operation to captivate several prominent and . The train was originally photographers. In 1891 the PRR commissioned the named the Washington-, but in renowned Philadelphia photographer William H. 1925 was re-christened with the more distinctive Rau to capture images of most of the principal name of the . In the prosperous structures, junctions and scenic vistas over its vast times of the 1920s, numbers 58 and 59 were solid system. True to form the PRR spared no expense at Pullman trains (sleeping cars) without coach service. accomplishing this task and supplied the eminent At the rear, 10 to 14 cars back, an observation car artist with a dedicated "Photographer's Car" for with a brass railing displayed a large, illuminated processing his work as he traveled the line. The -shaped sign with the train name in bold Little Gunpowder Falls near Parkton held a special letters. Westbound 59 called on Parkton just after interest to Rau. 0ne of the several exposures he supper and two K4 passenger locomotives made at that tranquil spot was later included in a were normally required to lift this train up the New massive (463 views) volume entitled Pennsylvania Freedom hill. Rail Road Scenery.

Freight trains, both local and long-distance also Jacob W. Wolf, PRR Baltimore Division Train added a level of excitement to train watching. Each Dispatcher and Photographer from1910 to 1953, morning the local freight made its way up the line was equally impressed with the scenic splendor of picking up or setting off cars at each station. 0ne or Parkton. Wolf believed that a photograph at Parkton two boxcars and several coal cars were often would be good advertising for the passenger service, handled at the more prosperous stops including Wolf made several striking action photographs of Parkton. The freight local from Baltimore would the westbound Liberty Limited in 1926 just west of meet the freight local from York at New Freedom the Parkton Station. Unfortunately public relations and interchange cars at that point too. The schedule were becoming more sophisticated and competitive of the local was casual enough for the locomotive and increasingly managed by established, PRR- crew to exchange in conversation, or perhaps share a endorsed agencies that maintained sizeable quick inspection of the locomotive cab with youths corporate travel accounts. The Baltimore Division along the way. Passenger Agent, being a loyal corporate servant, did not share Wolf's aesthetic appreciation or In an age when railroads dominated commerce and enthusiasm for the Parkton views and they remained held the attention of the public at large, most young private keepsakes among select railroad managers. men wanted to be connected in some way with railroading. This feeling was reinforced by the The PRR and Parkton during the 1920 long-distance freight train that would storm up the line with one or two heavy freight locomotives at its All of this was in full motion when the decade of the head. After the locomotive passed, train-watchers 1920s opened. The country was trying to regain the would be captivated by the many logos and the momentum that was lost during the "Great War" colorful identification of the passing cars that and the resulting recession. Rail traffic, however, instantly brought forth images of far away locations. remained at peak volumes and all indications The colorful "billboard" boxcars and refrigerator forecast that this trend would continue. The PRR PAGE 12 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

employed more than 110,000 people and was elimination along all of the primary PRR routes. recognized as the largest industrial employer in the Facing this challenge with characteristic US. That power and dominance was cherished by determination and large sums of capital, PRR the PRR, and casting aside any form of corporate developed a greatly improved signal system and modesty the line touted its slogan "The Standard train control program by 1925. Railroad of the World." Unfortunately, however, the decade saw sharp decline in the fortunes of the PRR Installation of the new "position light" signals and and Parkton felt the negative, unrelenting effects of devices on the NCR became a a more aggressive management team, new priority with the PRR because the line still had a technology, and new transportation options. respectable volume of traffic and was plagued with regular dense fog and many blind curves. The PRR executives realized that the PRR was so Irrespective of the actual operating and safety large that it was becoming inefficient. They looked improvements, the NCR and Parkton would for ways to consolidate facilities to reduce expense immediately see employment shrink further after the and improve the operating ratio. In this process, introduction of the new signal system and advanced Parkton would loose the coaling facilities, drafting train control. office, the base for the work train and helper locomotive pool, the car repair service, and the The position light signal approximately replicated position of the area supervisor. the regular aspects of a traditional semaphore signal board but used rows of lights. A smaller version of the signal was also installed in the cab of the locomotive cab. The cab-signal, automatic train stop device sent electric charges through track circuits in the rails to a control on the locomotive. These devices would sound an alarm in the cab to alert the engineer if a "stop" signal was passed. This greatly increased the continuous speed of passenger and freight trains and improved passenger safety as well. In 1925, the 50 passenger and freight locomotives in regular service on the NCR were equipped with cab-signal, train stop controls.

This improved signal system and train control eliminated the need for most of the block station and telegraph offices along the NCR. By 1929, 17 offices were permanently closed and the towers were later demolished. Lineside telephone boxes now served as the primary instruments for NCR helper engine in Parkton (Plowman house in communication between enginemen and train background). dispatchers at key terminals. Source: HSBC collection, accession no. pending

Beginning in 1915 and continuing through 1929, The block operator at Parkton was relocated to a PRR management was also intent on improving portion of the Agents' office in the passenger station train operation and safety following a series of although the functions of the block operator position major wrecks and grade crossing accidents, several were greatly reduced. In addition, the third shift of which occurred in Maryland. Contemporary (11:00 pm to 7:00 am) for this position was investigation of these mishaps cited the need for eliminated and it became a two-shift operation. The better signaling, train control, and grade crossing block office at Parkton now controlled the alignment PAGE 13 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

of switches that governed the Parkton Yard and along the , between Perryville, daily local passenger trains to and from Baltimore Maryland via Columbia through to Harrisburg. The and the few remaining helper locomotive water level "Port Road," as it is known to assignments. (Fewer helper engines were needed as railroaders, was being rebuilt and upgraded to allow train frequency decreased and heavier freight trains the Philadelphia Electric Company to construct were transferred to the Port Road along the hydroelectric power generation dams. Despite Susquehanna River.) Additionally, this office adding over 40 miles to the route of through-freight remotely controlled (at various times) access to the service, management quickly seized this cost- Green Spring Branch on the west side of Lake effective route up the Susquehanna River valley Roland, at Hollins Station near milepost 7. rather than spending increasingly scarce capital on the venerable NCR. Though not completely The PRR management also looked at ways to reduce apparent at the time, this transfer of service, the expense of operating steam locomotives on beginning in 1924 and increasing through 1929, left lightly used, mid-day passenger schedules. the NCR with the traffic that would erode the Beginning in 0ctober of 1926 the PRR introduced fastest—long distance and local passenger service self-propelled gasoline-electric coaches (known as and local freight service. gas-electric cars or simply gas-cars) on the Baltimore Division. These cars, either singly or The public highways that crossed the PRR and NCR hauling one extra coach, would be used for at least at grade continued to be hazardous in light of the four of the daily Parkton Local trains until the end number of scheduled trains and the increasing of service. Steam locomotives continued to haul the highway traffic. In one day alone in 1918, there longer early morning and late evening commuter were 12 grade crossing fatalities in the Baltimore trains that exceeded two passenger coaches in Division. This presented a double whammy for the length. PRR because it was now losing traffic to automobiles, buses, and motor trucks; and at the Management also embraced motor coaches, same time had to spend increasingly larger sums of operating on public highways, as a method to offer capital for improving crossings to accommodate this lower cost transportation to serve semi-local unwanted competition. Therefore, the PRR initiated schedules between Baltimore, York, and Harrisburg a major grade crossing elimination project on the via the roadways that paralleled the NCR for most Baltimore Division. Parkton residents and the PRR of the entire journey. The early motor coaches management would soon be painfully reminded lettered for the Pennsylvania Greyhound Lines however, that engineering expertise and capital quickly became familiar sights at Parkton and other improvements could not offset driver error. selected stations along the NCR. Finally, the PRR also introduced motor freight service to replace As part of this project, the PRR decided that Dairy some of the cost-intensive less-than- carload-freight Road, to the north and west of the station yard services handled by the local way freight. trackage, did not need to have the grade crossing eliminated or automatic crossing signal protection The NCR remained an operating challenge, because it was a lightly used rural road. irrespective of earlier improvement projects because Unfortunately this exception turned deadly for one the number of sharp curves and steep grades made Baltimore family that was returning to the city after operation and maintenance expensive. Annually the visiting relatives in Parkton. At 12:13 AM on number of derailments and mishaps on the NCR January 14, 1929, a Chevrolet sedan driven by D. E. exceeded statistics on other comparable PRR routes. Hannigan crossed the path of westbound express train #51 at the Dairy Road crossing. The train, Accordingly, the PRR 0perating Department known as the Duquesne Express, often exceeded 10 recommended transferring the major portion of passenger cars and offered popular overnight freight traffic from the NCR to the underused line PAGE 14 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

Pullman service from Washington and Baltimore to York Road crossing at Parkton became an instant the "Steel City." memory. Sadly this reduced the Parkton work force even more on the eve of the worst economic disaster That night the train, headed by two large, class K4 in our Nation's history. passenger locomotives, had slowed to an estimated speed of 35 mph as it moved through the Parkton yards when the collision occurred. Driver Hannigan, his wife Minnie and sons Edward and Robert were killed almost instantly. A third child, eight-year-old daughter Edith, was thrown clear of the automobile and eventually recovered.

Irony often accompanies tragedy and Dairy Road was no exception. The Hannigan family had a history of employment with the PRR and was reportedly smart about rail operations. Hannigan's late father was employed as an engineer on the helper locomotives that were once used between Figure 12. Crossing watchman shack at York Road in Hanover Junction and New Freedom on the NCR. Parkton D. E. Hannigan, prior to his employment as a Source: HSBC collection, accession 0004999 Baltimore City Police 0fficer in 1921, was also a fireman on the PRR and originally lived in nearby The Great Depression New Freedom. Witnesses stated that he was th assigned to the runs between Baltimore and York During the early part of the 20 century, the PRR and knew the line well including the characteristics and labor enjoyed a fairly productive and of the grade crossings. harmonious alliance but with the corporate downsizing of the 1920s and the start of the Great Sadly, Hannigan's wife Minnie had lost her brother Depression, this changed. The PRR suddenly closed at that same crossing 14 years earlier when the the Parkton picnic park sometime in 1930. 0ther youth alighted from a moving train and was crushed benefits and social outings became victims of by the wheels of the car he was riding in. The final corporate belt-tightening as well. Moreover, the accident report concluded that driver error was PRR steadfastly refused to allow organized labor to solely responsible although it recommended that the establish even a modest presence within the PRR install electric warning lights and a bell at the operating crafts that felt increasingly threatened by Dairy Road crossing. This was never done and the changes within the railroad industry and the cast-iron, oval-shaped Stop, Look and Listen worsening economy. Instead, PRR continued to crossing sign remained the sole safety sentinel at promote a company-sponsored "union" that was that crossing. supposed to be neutral. Unfortunately the objective effectiveness of that organization was compromised The decade of the 1920s was closing and the by extreme cases of cronyism and nepotism, both massive grade crossing elimination project was long-standing deficiencies associated with PRR finally in progress. The most dangerous NCR employment practice and to a lesser extent, railroad crossings that had extreme blind spots and high employment in general. volumes of motor traffic at Falls Road, Bare Hills, York Road, Cockeysville, and York Road at Parkton Throughout the dark period of 1931-1935, Parkton (Figure 12) were eliminated. The overpass at residents watched the railroad employment base Parkton was completed by 1931 and the grade shrink further or seek disruptive transfers to larger, crossing watchman and watch box that protected the unfriendly terminals in Baltimore, York, Harrisburg, PAGE 15 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

or Wilmington. 0ften workmen from smaller, Interstate Commerce Commission (ICC) accident remote locations like Parkton were treated like report concluded that excessive speed caused this "intruders" at these terminals and were often disaster, but railroad employees quietly suggested assigned the worst shifts or lowest level that #1387 was "jinxed" and that the trailing truck of assignments. Many furloughed employees returned the locomotive was defective. to agriculture, if possible, or pursued piecemeal opportunities at various canneries and factories, never to return to railroading. 0rganized labor finally was allowed full access to PRR employees in the late 1930s but as PRR veteran Wilbur Swam recalled, "After the 1930s the men never had the same feeling for the P-double-R." As Parkton residents coped with all of this, tragedy struck close to home once more.

0n the evening of June 6, 1934 the PRR dispatched an "extra train" to Parkton for the purpose of hauling railroad workers and temporary laborers to Baltimore the next day for special duty. Locomotive #1387, a class K2 passenger engine, left Calvert Station hauling one passenger coach and one combination passenger-baggage car (combine) for that purpose. Although "extra 1387" was an unscheduled train, several local passengers were on board including Margaret Frederick of Parkton, the daughter of a veteran NCR crossing watchman.

The train made an exceptionally fast run up the NCR. Approaching the Graystone Station stop, just Figure 13. Graystone wreck in June 1934 Source: HSBC collection, accession #P002288 below Parkton at approximately 8:13 P M, the locomotive, and the coach left the rails on the Relief for the PRR in that troublesome decade bridge that spanned the Little Gunpowder Falls. seemed unattainable as well. By 1932 the railroad This trio of equipment plunged 26 feet and upon was having difficulty financing the completion of its impact at the water's edge, steel twisted and steam massive New York to Washington electrification lines ruptured (Figure 13). Engineer T.F. Bossom project. Worse yet the PRR executives disliked and and Fireman J.A. Blauser were killed instantly under distrusted the new Democratic Administration in the falling coach, and Miss Frederick, the last Washington, viewing any form of Federal relief as a passenger on the train, was exposed to severe threat to conservative capitalist individualism that scalding from steam and later died in Union built the US. This dislike was returned since New Memorial Hospital in Baltimore. The combine Dealers' viewed PRR executives as stubborn and remained on the rails, sparing the lives of the greedy capitalists that were hampering any form of conductor, brakeman, and baggageman. The yards economic recovery. Fortunately for the betterment at Parkton became the base for communications, of the Nation, both sides eventually tolerated each rescue teams, and the laborers who restored the other to the point that a PWA loan was finally mainline for traffic. The loss of the popular Miss approved in late 1933. This loan enabled the PRR Frederick was a severe blow to Parkton. It was to complete the electrification project by January of rumored that her grief-stricken father felt betrayed 1935. Many of the unemployed railroaders in by the railroad he had devoted his life to. The PAGE 16 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

Parkton were fortunate enough to land temporary transportation and was no longer merely an positions completing the electrification project. adventure for wealthy eccentrics. Smart business The PRR had less success in Washington however executives and stylish travelers now viewed the perfecting the motor coach and motor airlines as the preferred mode of long-distance freight service that was sorely needed to compete. transportation, casting rail patrons as "out of step" Regulators felt that the PRR was already a or "old fashioned." monopoly and stubbornly refused the authority to allow diversification. This frustrated the all-to bleak The PRR belatedly embraced diesel locomotives as operating revenue outlook further and by the late a method to reduce expense and remain 1940s the PRR had for the most part divested itself operationally competitive. Diesel power on of such service to avoid continuing litigation. This mainline passenger trains through Parkton also limited the railroads' ability to replace commenced in 1945 and by 1951, the famous unprofitable services with a full spectrum of Parkton Local was also diesel powered. The PRR competitive transportation services to retain its assigned locomotives number 5906 and 8776 to the increasingly fickle passenger and shipper base in Parkton trains. Locomotive number 5906 was the more remote locations including Parkton. first so-called diesel-electric "road-switcher" on the PRR. Number 8776 was unique because it was one Somehow throughout the 1930s the PRR maintained of a small order of six of its class. Gas electric rail a daily schedule of five trains each way between car numbers 4666 and 4667 continued to protect this Baltimore and Parkton, even though they were often service as well by operating as a single coach or empty. All of this became secondary as worldwide hauling one "rider" coach. The water station at conflict dominated the start of the next decade. Parkton was retired in 1953 although the drained reservoir remained on the hill above the passenger The Railroad Becomes "Old Fashioned" station as an isolated reminder of the days of the steam locomotive. Although PRR could not justify World War II dramatically increased traffic levels the purchase of new commuter coaches they did for both freight and passenger trains. Most seats on refurbish five of their older, non-air conditioned, the Parkton Local trains were now often occupied long-distance coaches (numbers 830, 1041, 1069, because gas rationing forced many drivers to use the 3701 and 3365) for Parkton Local service. railroad once more. The station at Parkton was again busy with young men going off to serve their Despite the relative newness of the diesels and fresh Nation or workers reporting to defense-related jobs paint on the refurbished coaches, the train sets in Baltimore. The duration of the War was in reality looked "old" because they wore the same PRR dark profitless prosperity for the PRR because the "Brunswick Green" (almost black) locomotive deferred maintenance of the 1930s left the line in a enamel and "Tuscan Red" coach paint that had been weakened condition. Expenses related to the war- the standard PRR color pallet for decades. related heavy traffic exceeded revenue for most of Admittedly, introducing a more contemporary, eye- this period. catching livery would have been a cost-intensive and daunting task given its huge fleet. The post-war years were challenging for the PRR as The PRR was painfully aware that passenger service it tried to hold on to the passengers who remained was bleeding the line and it would take much more loyal to its long distance limiteds. Not only was than enhanced "visual impact" to reverse this there ever-increasing competition from decline. automobiles, buses, and trucks, but the PRR had to invest large sums of capital to purchase new The reduction of traffic and the need to reduce streamlined passenger equipment needed to replace expense forced the PRR to single track the NCR its dated, war-weary passenger fleet. Worse yet, from York to Parkton in 1954. The Parkton block commercial aviation had become a reliable form of operation increased in importance because that PAGE 17 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

position controlled train movements to and from the would further drain passenger and freight traffic single track portion of the line. This importance from the floundering NCR. By 1962 these proved to be short-lived, however, The continuing deliveries at Parkton had ceased. drop in traffic of all classes allowed the PRR to extend the single track operation further south to In the spring of 1959 PRR was finally given Glencoe in 1957 and the Parkton block operator was permission to discontinue all Parkton Local service. moved to that location. The removal of the once- The daily schedule was reduced to three morning famous Liberty Limited in April of 1957 further trains and three evening trains. By this time the underscored the plight of long-distance passenger PRR, now in serious system-wide decline, was also service. The bad news continued for Parkton pursuing its ill-fated "takeover" of the competing residents and commuters as the automobile proved New York Central (NYC) and this proposed to be more popular than riding the big red coaches conglomerate could not afford to prolong the of the PRR. Accordingly, passenger schedules were operation of money-losing passenger trains. The reduced to the point where the PRR finally lobbied final Parkton Local, train #527, operated on for permission to discontinue all of the Parkton Saturday, June 27, 1959 and more than 100 years of Local service. local passenger service to Parkton and other towns along the NCR was history! In an uncommonly Local freight service was also under attack due to courteous gesture, PRR Superintendent John D. the low cost and flexibility offered by independent Morris issued a letter to each passenger stating in local truckers. The PRR stubbornly promoted the part "The action to discontinue this service was not cost-intensive LCL (less-than-carload freight) taken lightly or without due consideration to our business because it had been a staple of traditional long standing friends and customers." In proud railroad freight service but by the mid- 1950s, railroad fashion, news coverage noted that management finally conceded that to the truckers. engineman Samuel Eaton and conductor Donald The passenger agent at Parkton was now idle Keeney had the honor of being called for this last enough to manage both local passenger and freight run. accounts. With the continued reductions in service For a brief time after local passenger service ended, and facilities, railroad employment at Parkton was the PRR pondered the idea of keeping the agency at down to six or seven positions. The long distance Parkton open on a part-time basis to serve the freight picture was somewhat brighter but that was remaining freight customers, but this became merely eroding as well. Bulk, trainload shipments fleeting optimism. Throughout the 1950s the PRR including coal, stone, and cement offered the aggressively removed structures to lower taxes and brightest hope for the now struggling PRR. expenses and sold non-essential parcels of land to 0ccasionally, however that service offered cover operating losses. The prospect of prolonged unpleasant, ironic twists for the PRR. agency service and the Parkton station itself were 0ne such incident occurred at Parkton beginning in sacrificed in this desperate process. 1959. The PRR was handling increased carloads of cement products destined for the public delivery The End of the Line siding at Parkton. Parkton residents thought this continuing sight offered economic promise but alas, The Parkton station was almost 60 years old when the PRR knew better since these cars belonged to events finally sealed the fate of this one-time "heart" the competing B&0. The contractor that needed of the community. In truth, the structure was a these carloads purchased this material from a dealer shadow of its pristine past and its noble, eclectic that was located at a remote location on B&0. The architecture was clearly out of favor with the masses PRR received only the "short haul" revenue from in the "swinging sixties." Aside from a modest these bulk deliveries and to add insult to injury, the stabilization effort in 1949, the PRR had spent product in these cars was destined for the frugally on any form of maintenance, upgrade, or construction of , the highway that improvement. Several attempts at stabilization, like PAGE 18 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

the poorly applied shingle roof, had actually Mount were the only sources of freight traffic north compromised the desired protective benefits and of Cockeysville. When Baker closed the quarry expensive repairs now faced any future tenant or operation, freight service to White Hall was reduced owner. Although several private parties contacted to one train per week that operated beyond the PRR with intentions of purchasing the structure Cockeysville each Wednesday. The PRR stated that for other purposes, these evaporated one by one. Parkton would be served "as needed." Sadly, that Behind the scenes, however, PRR itself had need seldom developed. misgivings about selling the facility because the only highway access to the station was via a private In a textbook example of being consumed by grade crossing to the east of the structure. Perhaps attaining something desired, the PRR finally forced the nightmare of the Dairy Road accident flashed in the NYC into the ill-fated Penn Central (PC) merger the minds of the senior real estate agents or perhaps in February 1968. The new company was forced to the insurance department expressed concern over eliminate unprofitable lines as soon as possible to liability but the station was quietly removed form make this risky, shotgun marriage work. In the inventory of salable PRR property. This action prosperous times this would have been a challenge only postponed its day of reckoning. but times were difficult and by 1969 this system was clearly failing. Service on the NCR had been The PRR found a convenient but heartless method reduced to one passenger train and one through- of ridding itself of this unused and unwanted freight train in each direction and the local freight to structure. By chance, the Parkton and Maryland Cockeysville and White Hall. The competent and Line fire companies needed to offer volunteers jovial Edward McGarity, the last remaining freight hands-on firefighting experience. The result was an agent on the NCR in Maryland, continued to serve unfortunate example of one company's problem gallantly the shipping needs of customers in becoming another's solution. In late 1963, a date northern Baltimore County but with little success. was set for the controlled burning and PRR Sadly, the PC marketing and operating managers did dispatchers prepared a timetable for the event to not share his determination or enthusiasm in this ensure that rail traffic would not be disrupted. 0n quest and service to that area deteriorated even 0ctober 14th, shortly after westbound train #575 (the further. combined , Penn-Texas, Northern Express) passed, the station was ignited and a significant part The PC finally announced bankruptcy in June of of Parkton's past went up in smoke. 1970 and this record failure underscored the plight of the redundant railroad structure in the East. The PRR acted quickly to remove the remaining Congress acted quickly to preserve the tattered station facilities, platforms, and excess track in the remnants of US passenger service and relieve freight Parkton Yard. The passing siding and telephone carriers of this unprofitable burden by establishing box remained in service at Parkton to facilitate on May 1, 1971. The last two trains on the multi-train movement on the single track line. The NCR, numbers 548 and 549, were not included in occasional sight of two passing trains reminded the initial passenger scheme of Amtrak and Parkton senior residents of the prosperous times of the PRR was finally without any form of railroad passenger and the community. These sights became less service. Slightly one year later, in June of 1972, frequent as the increased competition that began 30 Tropical Storm Agnes destroyed the NCR in several years earlier relentlessly continued, and more freight locations including Parkton, just below the York and passenger trains were removed from the NCR. Road underpass, and freight traffic was re-routed. This unfortunate devastation highlighted the fact Parkton also lost daily local freight service when the that the NCR was now superfluous and could be PRR moved the terminal east to White Hall. This abandoned between Cockeysville and York without move underscored the fact that the White Hall Feed economic hardship to the communities in between Mill and the J. E. Baker quarry operation at Blue the two points. PAGE 19 Historical Society of Baltimore County's History Trails AUTUMN-WINTER 2008

Many new residents were also building houses along Northern Central Railway the dormant, NCR line and this transformation sealed its permanent demise as a rail route. These Various annual reports and engineering documents, new residents fought any efforts to restore NCR rail 1859-1914. service. This gentrification process often provided Pennsylvania Railroad insight regarding the market value of the scenic vistas that surrounded the NCR and the low opinion Interviews with managers and staff 1969-1980: George the public harbored about any form of "scruffy" Dorwart, F.I Doebber, E.P. Alexander, Russell L. railroad heritage. 0nce the fires of public process Wilcox, Edward McGarity, Wilbur Swam, Clinton consumed the prospect of renewed rail service, the Harmon, George Dietz, and Abram D. Burnett residents of Corbett celebrated this shallow victory by promptly discarding the "Railroad Avenue" Various issues of the following: legend and substituting the more opulent "Corbett Baltimore Division Employees' Timetables, Village Lane" label. In final analysis, the receding 1911-1937. floodwater not only eradicated a large portion of rail Maryland Division Employees' Timetables, 1938-1955. heritage at Parkton, but along the greater NCR route Region Employees' Timetables, 1957 - as well. 1961. Today the Northern Central name graces the former rail route now transformed into the popular bike- The author wishes to thank the following people for their help in preparing this article: hike trail, but that legend too may be short lived. In a rare testimonial, the trail was dedicated in Abram D. Burnett December 2007 to honor former Secretary of The Clemens Family Natural Resources Torrey C. Brown. This change Milton A. Davis should not erase the rich heritage of rail service on Herbert A. George the NCR in northern Baltimore County and its one- Herbert H. Harwood, Jr time presence in Parkton. Dr. E. H. Hinrichs, Jr. Carl Landeck BIBLIOGRAPHY Charles T. Mahan, Jr. Dr. R. E. Rambo Burgess, George H. and Kennedy, Miles C. Centennial E. L. Roberts History of the Pennsylvania Railroad 1846-1946. David M. Stauffer Philadelphia: Pennsylvania Railroad Company, Wilbur Swam 1949. Martin K. Van Horn Russell L. Wilcox Gunnarsson, Robert, L. The Story of the Northern Central Railway. Sykesville, Md.: Greenberg Frank A. Wrabel, the author, is a member of the Publishing Company, 1991. Pennsylvania Railroad Technical, Historical Society, Railway and Locomotive Historical Society and the Harwood, Herbert H., Jr. Baltimore's Light Rail: Then Chesapeake & 0hio Railway Historical Society. Mr. and Now. New York: Quadrant Press, Inc., 1995. Wrabel's focus in history includes the PRR/Northern Central Railway, the C&0/B&0 Railroads, railroad Wilson, William Bender. History of the Pennsylvania engineering, structures, passenger service and selected Railroad Company. Philadelphia: H. T. Coates & steamboat and steamship subjects Co., 1895. Contact: Frank A. Wrabel: [email protected] Davis, Erick F. "Civil War Camps in Baltimore County," History Trails 15, no. 1. Cockeysville, Md.: Historical Society of Baltimore County, Autumn 1980.