In March 1867 the Maryland General Assembly passed an Act to incorporate the Frederick and Pennsylvania line railroad.

The F&PL was authorized to connect with or cross over any railway in Frederick or Montgomery counties as well as construct one or more branches, none of which could exceed 15 miles (24 km) in length.

[10] This target schedule for starting construction was revised in 1874 to 1876 and complete one track by 1882,[11] but the railroad was never extended south of its 1872 terminus.

[13] In 1874 F&PL was authorized by the Maryland General Assembly to lease its railroad to any party or group of persons it saw fit, subject to the assent of a stockholder majority.

[14] Legislation was passed allowing Frederick county to purchase stock of any turnpike built or starting construction after 1868.

[21] The first route south of Walkersville terminated opposite the Court House, at Church Street, in Frederick, Md.

Gitt and Irwin conducted a second survey, this time starting in Frederick at the Baltimore and Ohio Railroad (B&O) depot at South Street in downtown Frederick, Maryland on the east end heading north out to intercept the line established by their first survey at Worman's Mill and intercept the first line near the river crossing.

[21] Gitt estimated that the cost of constructing the railroad, independent of right of way, was $604,752 ($2025=13,184,000 at today's prices) approximately $20,000 ($2025=436,000) per mile or $12,400 ($2025=271,000) per kilometer.

[25] On July 29, 1869, the railroad celebrated the start of construction near Woodsboro, Maryland roasting an Ox whole in barbecue style.

[32] During 1871, construction had progressed to the point where the road bed throughout the three divisions was practically completed including work in Frederick itself in Biser's field north end of Love Lane or East Street.

[33] Track-laying of the iron rail purchased from Lochiel had been carried from the State line to Little Pipe Creek eleven miles.

Going into 1872, the railroad had five turnouts (switches), 3 miles of iron rail and 27,000 cross ties on hand for the work that year, but overall, progress on the road had been slowed for .."want of labor".

Local citizens were offered rides on the newly completed line, noting the good substantial bridges over the Monocacy & Tuscorora built of iron.

[39] The line was completed and ready for revenue service and on September 29, 1872, the first regular passenger train left Frederick (corner of East & Eighth Street) for Westminster (where they now have the Carroll County Cattle Show) with a round trip fare costing $1.35 ($2025=25.4).

At that time, no connection had been made with the B&O railroad to the south and no station had been built in Frederick but a local citizen wished the road success because it had been met with great opposition.

[41] The Frederick and Pennsylvania Line itself was completed and ready for revenue service by the Hanover and York Railroad Company on September 29, 1872.

[24] The first regular passenger train left Frederick (corner of East & Eighth Street) for Westminster on September 29, 1872 with a round trip fare costing $1.35 ($2025=34).

At that time, no connection had been made with the B&O railroad to the south and no station had been built in Frederick but a local citizen wished the road success because it had been met with great opposition.

[42] By July, 1872, the railroad directly connected with the B&O trackage on the Frederick branch at Pyfer's coal yard, lower depot.

[Minutes 7][44] On February 13, 1872, Charles Trail would be elected president and serve in that capacity until the roads demise twenty-four years later.

[Minutes 9] On March 31, 1874, Board authorizes a statement that it is unable to pay interest on the first mortgage series due to winter damages and a lack of aid from the city and county.

[Annual Report 1] In early 1876, the Pennsylvania Railroad made plans for a depot in Frederick, purchasing the following real property fronting on East Street (or Love Lane) between Church & Second Streets: Going into 1896, the year of its bankruptcy and sale, the railroad still only had two scheduled trains a day northbound to Philadelphia coming out of Frederick going through Walkersville and Woodsboro with five trains out of York, Pennsylvania; travel time from Frederick to Walkersville was 16 minutes and 27 minutes to Woodsboro.

With little attendance and no other bidders present, in nine minutes, the road was sold to George Massey,a lawyer for the Pennsylvania Railroad for $150,000.

At that time, it was reported that the predecessor line was barely able to cover operating expenses and rarely turned a profit.

Unsatisfied with Western Maryland's freight tariffs, Tidewater approached the York, Hanover and Frederick Railroad in order to secure an extension to its plant, a distance of 5.146 miles.

[55][56] As an incentive to build the spur, Tidewater agreed to guarantee a minimum shipment of 500,000 tons of cement over the line.

[56] In 1914, this newly built Central Railroad of Maryland was merged into the York, Hanover and Frederick Railway Company and renamed as the Union Bridge branch.

[56] The York, Hanover and Frederick Railway remained a wholly owned stock subsidiary of the PRR into the creation of the PennDel company on December 31, 1953[1] and then the Penn Central merger in 1968 and then bankruptcy in 1970.