Relic Raider's Guide to the Light Rail Line

One of the most historically interesting journeys to take in the Baltimore Transit System has nothing to do with the buses or streetcars of the city's past, but rather the railroads of the city's past and present.  The following guide and track map will point out items of interest along the light rail line, primarily those of historical interest.  Journey with us, as we take a fascinating voyage to uncover the keys of the past:

Starting from Hunt Valley, the line follows tight curves along a newly laid out right of way until it reaches the Gilroy Road stop.  After curving to the left, the line joins the right of way of the Northern Central's spur trackage.  To the right (1) is a disconnected spur just before the arrival into the Warren Road stop.  Upon leaving and crossing Beaver Dam Road, the train comes in contact with a live spur on the left (2) apparently used on occasion, perhaps by AAI.  Immediately after the junction with this track, there is a well overgrown connection curving to the left that connects with the original NCRR main line (3).  After curving to the right, another track comes from the Northbound track to create a Wye.  After joining the main line right of way, the track returns to single.  On the left is the right of way for the future track, part of which was laid in at construction and partially ballasted.  The clear section of the unused right of way gives an interesting glimpse to the line's past.  Careful observation will reveal many spots in which the original stone ties are visible poking through the dirt (4).  On the right, the two active GENSTAR spurs (5) diverge into the line.

Arriving at Timonium, the line resumes double track.  At the Timonium Road Crossing is a remnant of a spur (6) to the left that once served a lumber yard, now vanished.  Just before the Timonium Business Park Station, another Lumber Dealer spur (7)- connected, although inactive for quite some time, meets the Southbound track.  About 1-2 minutes past Lutherville is perhaps the most intriging of the relics on the line - the old Lutherville Station (8), converted to a private residence, but still sporting some nicely maintained brick platforms.  At the beltway, the line returns to single track.  A few minutes beyond here is the old Riderwood Station (9), which is a bit less obvious, and lacks any platform evidence.

At Ruxton Road, the line resumes double track. Shortly following this, astute observers may catch a glimpse of the right of way of the proposed Towson cut-off (10), proposed and graded, but never laid.  As the train begins it's jouney alongside Lake Roland, one can note the culverts visible on the opposite shore.  These are from the old Greenspring Branch (11), another fascinating relic - the right of way is mostly intact, and contains about a half a mile of rail that's still there, despite being abandoned in 1962.  The line met the Northern Central about 150 feet south of the bridge over Lake Roland.  After the Falls Road stop, a short disconnected spur (12) that once served the BG&E facility still remains.  The spare right of way is on the right.

Before Cold Spring Lane, double track returns, and the Southbound track is joined by the only other spur on the line besides Genstar that sees regular service: The Fleischmann's Vinegar Plant (13). Just before crossing the Jones Falls, the grade of an old spur (14) is clearly visible swaying off to the left and passing under the JFX.  Another section of rail pokes through on the driveway that parralels the line on the East after crossing the bridge, while other spur rail (15) can be seen on Clipper Mill Road on the right as the train crosses Union Avenue.

After the curving stretch that borders the JFX and Druid Hill Park, the line rounds a right curve and begins along the most interesting stretch.  Rubberneckers be ready!  On the right is the lead track to the NS (ex-Conrail etc.) "FlexiFlow" terminal (16). While in this stretch, careful obersvation will yield old PRR catenary posts on both sides of the track that extend as far North as Wyman Park Drive.  On the right, after passing the freight terminal, is the Light Rail central operations and maintenance facility (17), in its IKEA style blue and yellow color scheme.  On the left, across the falls, is the former Maryland & Pennsylvania right-of-way (18), now home to the streetcars of the Baltimore Streetcar Musuem, down the steep hill from the CSX Baltimore Beltline.

Passing the North Avenue stop, the line comes within view of Pennsylvania Station (19), home of Amtrak and MARC trains, and served as well by a branch of the light rail line.

After passing the Mount Royal Avenue Stop, the line passes the former B&O Mount Royal Station (20), easily visible on the left, and proceeds past the Cultural Center stop for its street running jaunt down to Pratt Street.  Upon arrival at Pratt Street, externally preserved Camden Station (21) and it's impressive warehouse are visible on the right side for the ride from Pratt Street down to Camden Yards stop.  The station no longer actively serves commuters as it once did.  Instead it has been earmarked for renewal as an expansion to the Babe Ruth Birthplace Museum, while the Warehouse serves as the Orioles offices and Club.

After travelling the impressive elevated structure traversing the Middle Branch, one will note two active rail lines on the right side (23), one ex-B&O, and one ex-WM, both now owned by CSX, and both of which converge as they pass under the track to parrallel the line on the East for a short distance.  On the left is Baltimore's only surviving rail swing bridge (22), an ex-WM structure now disconnected on the West Side, yet still occasionally used to back cars onto from the East Side in order to clear lead switches in the now greatly reduced Port Covington yard.

Passing the Cherry Hill stop, one should pay Close attention to the Right side of the train, where the ex-Wahington, Baltimore & Annapolis grade begins to show (24) once the train passes under another CSX line.  This grade originates from the Baltimore-Washington Parkway, and will now either parrallel the line, or run directly beneath the line for the ride to Linthicum.  One the left side, the CSX Curtis Bay Branch heads East (25), while a layover spur sometimes holds a handful of Boxcars destined for the Quebecor printing plant at the Cromwell end of the line.

After leaving Baltimore Highlands, the ex-WB&A grade gradually works over so that the Light Rail line is operating directly on it, while a new grade become visible to the left of the train (26), slightly lower than that of the train.  This is the grade of the Annapolis Short Line, rival company of the WB&A before the lines merged to become the B&A.  Exact location of the grade is marked by the bridge abutments visible on the left as the line passes over the Patapsco River.  This grade elevates at times, below this, visible by the line-up of telephone poles to the East of the train, and even deviates from the LRT grade by as many as 300 feet.

After leaving North Linthicum Station the ASL grade begins to converge back onto the line, although the exact point of its meeting is blurry due to the Beltway, whose constrction obliterated many traces of the flow of the grades.  However, upon passing the street crossing at Maple Avenue, one will notice a distinct even grade (27) once again to the right of the train.  This is the WB&A grade again, as the LRT line has resumed its stint on the ASL grade.  The WB&A grade gradually elevates to be about 20 feet higher than the train once it reaches South Linthicum Station (often denoted simply as "Linthicum") and diverges off in the direction of Washington DC, only to be obliterated along the airport property due to development.  It appears that the original route of this line passed directly through what is now the BWI Airport Passenger Terminal.

Passing through the cut in Ferndale, the train has only one more vestige of its heritage to visit, a recently active freight spur (28) (complete with parked Locomotive) just before Cromwell Station, visible to the right of the train just after it passes the grade of a former spur.  This is the Quebecor printing plant, the sole remaining customer of the old B&A freight railroad, operated by the Canton Railroad until about 2000.  Easily visible, this "relic" is the fitting finish to a ride full of relics and sights from the past and present - and to think - all this sightseeing for $1.60!!!!

KEY TO MAP COLORING:
BLUE LINES - CURRENT ACTIVE LIGHT RAIL LINE
BLACK LINES - CURRENTLY ACTIVE FREIGHT LINES, OR NON-ELECTRIFIED SPURS
GREY LINES - CURRENTLY INACTIVE OR ABANDONED RAIL TRACKAGE
YELLOW LINES - VISIBLE GRADES OF ONCE ACTIVE RAIL OPERATIONS
GREEN NUMBERS - POINTS OF INTEREST DETAILED IN THE TEXT

Much of this info would not be known by me, if not for the excellent book "Baltimore's Light Rail Line" by noted Rail Historian Herbert H. Harwood, Jr.   This book is an excellent source on information on the progression of the Light Rail line's construction, as well as a detailed look at its rich heritage.  This book is still available, and offers a very fascinating read of this most interesting line.