A brief background: The Greenspring Branch was originally built as an intended mainline from just North of Baltimore to Owings Mills and points North and West, and was originally completed to Owings Mills in 1832, using strap rail construction and horse pulled consists.  The line was never really all that busy, and quickly fell off into a state of near abandonment, only seeing horse drawn service in the Summer.  Later, in the 1850's, there was interest in renewing the idea of the Westminster extension, and the line was finally rebuilt to heavier standards.   Altogether, the railroad did enjoy two "heydays" in particular.  The first began in about 1859, as the Western Maryland Railroad began extension of the line North of Owings Mills to Reisterstown, and then West to Westminster and Western Maryland.  This would end in 1873, when the WM completed a "Gwynns Falls" route travelling directly into the PB&W Mainline at a location located near Fulton and Laurens Streets, known as Fulton Junction (most of this route is still in use by CSX today).  After a period of decline, the route received another period of temporary glory beginning in 1916, when tunnel work in the B&P Tunnels west of Penn Station required the rerouting of most WM trains as well as the detour of through freights on the Pennsylvania Railroad mainline to use the Greenspring Branch as a detour through use of a new connection at the Western End of the trackage, so as to access the Southbound WM tracks.  This arrangement lasted until November of 1917, at which point the Greenspring Branch once again reverted to a branch operation.

This map from about 1870 shows the Greenspring Branch in its heyday, listed as the "North Western Md. RR," Note the lack of the present day alignment South of Owings Mills following the Gwynns Falls along the left side of the map.

Passenger service on the Greenspring Branch ended in August of 1933, victim to both the "Great Depression" and the Automobile.  By this time, freight service had thinned out to a mere three trains per week, which by the end of the 1930's was not interchanging traffic with the WM, and as such found trains rarely, if ever, travelling West of the Turnpike Station at Reisterstown Road.  However, the route remained valuable should any detour be needed for the B&P tunnel, and this remained a possibility as late as the early 1950's.  The Greenspring continued to die however, and by 1955, operated no further West than Rockland, near Ruxton Road.  Even this remnant quit in 1962, and the Greenspring Branch was no more.  For a time, between 1961 and 1966, there was active involvement in starting a Streetcar Museum on the stretch of the line within Robert E. Lee Park.  Community opposition combined with extensive vandalism forced the relocation of this project however, and all possibilities of wheels along the Greenspring Branch died, apparently forever.

In the decades following the end of service, the Greenspring Branch has continued its reversion to nature.  Much of the Southern/Eastern portion of the line is used as an unofficial trail through the grounds of Robert E. Lee park as far as Falls Road.  Interestingly, almost a half a mile of rail remains in place today, completely impassible as a result of the growth of new trees between the rails.  Several bridge traces also remain to tell of the line's past, one of which carries quite bizarre markings (SEE BELOW).  In addition, two station houses remain, in well preserved condition that still retain their otherwise useless platforms!

FOR MORE ON THE GREENSPRING BRANCH, I STRONGLY SUGGEST ACQUIRING A COPY OF "GREENSPRING ACCOMODATION" by MARTIN K. VAN HORN and ROBERT L. WILLIAMS, (c) 1996 by TRANSPORTATION TRAILS.  THIS BOOK IS A WEALTH OF INFORMATION ON THIS LINE AND WAS INVALUABLE IN COMPILING THIS BRIEF!

1893 Greenspring Branch Schedule

Stevenson Station just west of Stevenson Road carries shorter platforms than its Brooklandville cousin, but a better maintained right-of way.  It is now home to an Architect's offices. Right of way stands along the eastern end of photo.	The small Stevenson Freight House just West of the station once stood at the Eastern end of a siding.
These abutments just East of Hillside Road and Greenspring Avenue, once carried Bridge #4.21 across this brook, and was just slightly east of the Rogers Station.	Another set of abutments were the base for Bridge #3,81, and are easily visible from Hillside Road in non-leaf seasons.
The Brooklandville Station at Falls and Hillside Roads is among the most interesting of the Greenspring Branch Relics.  It truly belies the fact that it hasn't seen a passenger train in nearly 70 years!	Although all the rail was supposed to have been removed West of Rockland, this jutting piece of rail still haunts Falls Road as it intersects Hillside Road.  One the right of the photo, hints of the companion rail are clearly visible as well.
Bridge #1.18, near Sorrento survives today, and is used as a walking bridge for the trail through Robert E. Lee Park that follows much of the old Greenspring Branch right of way.  This view looks at the trestle from the South.	Top view of the bridge.  Planks and safety rails were only added after the mid-1980's.
Pulling a fast one on future generations...  If you look at the enlargement of the photo above, you'll notice that the bridge is very neatly lettered for the PENN CENTRAL.  This baffled me for years, since I knew this line was abandoned in '62, while the PC did not come into being until the end of the decade.  It seemed too odd to me that a cash strapped railroad would paint its lettering on one of its abandoned bridges.	PC logo on bridge #1.18.  After being baffled by this enigma for years, I finally got the answer to how the mysterious markings appeared, thanks to the culprit, a railfan gentleman named Todd who lived near here as a child.  He and his brother created the stencils for the lettering with their father's shirt cardboards, and painted the letters on the bridge deck, with one suspending the other off the side of the bridge.  While I don't usually condone vandalism, in this case, I must say it was truly a job well done!  It certainly fooled me!
Little bridge #1.09 is perhaps the prettiest of the bridges on the line, carrying an attractive stone arch face with it.  The entire interior of the bridge is lined with stonework.	Although set just off the main hiking trail, milepost 1 has survived to the present day,continuing to look in vain for passing trains!
What at first appears to be an innocuous clearing is instead the original site of both the Baltimore and National Capitol museums.  Note the foundation blocks along the left portion of the photo which once supported steel structural columns.	The rail heritage of the line becomes obvious upon reaching this spot, where nearly 1/2 a mile of rail runs from here South.
It has been remarked that the Western edge of the line (abandoned first) in the 1940's looked much like this stretch does today.	Pretty much about the clearest segment of rail from which a photo can be taken.
This box culvert is the best preserved of four that exist along the West shore of Lake Roland.	This foundation once supported a signal bridge 880 feet west of the junction with the mainline at "Hollins."
Final shot shows proximity of line's Southern end to old Northern Central line.  Although difficult to make out, object in backdrop through trees is an MTA Light Rail vehicle.

MORE ON THE GREENSPRING BRANCH?  CONTACT ME!