Baltimore & Ohio Railroad – Legends of America
Alright, history buffs and train enthusiasts, let’s talk about a true American legend: the Baltimore & Ohio Railroad, or B&O as it’s affectionately known. This wasn’t just any railway; it was the first steam-operated railroad in the U.S. that was chartered for commercial use. We’re talking freight, passengers, the whole shebang!
Why Bother with a Railroad?
Back in the 1820s, Baltimore was a happening city, but it was feeling the pressure from New York City and its shiny new Erie Canal. The canal was snatching up all the Western trade, and Baltimore needed a way to compete. So, a group of forward-thinking folks decided that a railroad was the answer. They also needed to compete with existing and proposed turnpikes and canals, including the Chesapeake and Ohio Canals. Enter the B&O! Baltimore banker George Brown served as treasurer from 1827 until 1834 and had Ross Winans build the first real railroad car.
The Masterminds Behind the Iron Horse
The masterminds behind this ambitious project were Philip E. Thomas and George Brown. These guys weren’t just dreamers; they were doers. They studied railway systems in England, saw the potential, and brought the idea back to Baltimore.
On February 12, 1827, they gathered about 25 citizens, mostly Baltimore merchants and bankers, for an organizational meeting. These pioneers weren’t messing around – they wanted to build one of the world’s first commercial railroad lines. And despite some political roadblocks from canal supporters and other railroads, they made it happen.
Laying the First Stone
The Commonwealth of Virginia gave the green light on March 8, 1827, chartering the Baltimore and Ohio Rail Road Company to build a railroad from the port of Baltimore west to a suitable point on the Ohio River. The railroad was formally incorporated on April 24. The idea was simple: create a faster route for goods from the Midwest to the East Coast than the Erie Canal could offer. Philip Thomas became the first president, and George Brown took on the role of treasurer. They started with a hefty $3,000,000 stock issue to get the ball rolling.
Construction kicked off on July 4, 1828 – talk about a patriotic start! The honor of laying the first stone went to Charles Carroll, the last surviving signer of the Declaration of Independence. Talk about a connection to American history!
Early Days and the "Tom Thumb"
The first stretch of track, a 13-mile run to Ellicott’s Mills (now Ellicott City), Maryland, opened on May 24, 1830. In the beginning, a horse was used to pull the first car 26 miles and back. Then came Peter Cooper, an inventor and businessman who developed a small, coal-burning steam locomotive perfect for the B&O. It was called the "Tom Thumb," and it was a game-changer.
On August 28, 1830, Peter Cooper’s Tom Thumb locomotive carried the B&O directors in a passenger car to Ellicott’s Mills. The little engine zipped along at an impressive 10-14 miles per hour, proving that steam traction was the real deal.
Expansion and Challenges
Building westward was no easy feat. By 1834, the B&O reached Sandy Hook, Maryland. When completed in 1837, the Cumberland Road, later the beginning of the federally financed National Road, provided a road link for animal-powered transport between Cumberland, Maryland, on the Potomac River and Wheeling, West Virginia. It was the second paved road in the country.
There was no rail link between Maryland and Virginia until the B&O opened the Harpers Ferry bridge in 1839.
One cool thing the B&O did was partner with Samuel Morse in 1843 to build a telegraph line along its right-of-way. On May 24, 1844, Morse sent the first telegraph message from Washington, D.C., to Baltimore, using the B&O’s infrastructure.
It wasn’t until 1852, a full 24 years after construction began, that the B&O finally reached the Ohio River at Wheeling, West Virginia. This was the goal all along – connecting Baltimore to the Midwest. The railroad quickly became a major employer in towns like Harpers Ferry, Martinsburg, and Wheeling.
John Brown’s Raid
The B&O found itself in the middle of history again during John Brown’s raid on Harpers Ferry in 1859. Brown and his men cut telegraph lines and stopped a B&O passenger train as part of their attack on the U.S. arsenal. B&O president John W. Garrett quickly alerted President James Buchanan and other officials about the insurrection.
Troops were dispatched, and eventually, Brown and his men were captured. The event further fueled the tensions that would lead to the Civil War.
The Civil War Years
The B&O played a critical role during the Civil War. At the outset of the Civil War on April 12, 1861, the B&O possessed 236 locomotives, 128 passenger coaches, 3,451 rail cars, and 513 miles of railroad, all in states south of the Mason-Dixon line.
On April 18, 1861, the day after Virginia seceded from the Union, the Virginia militia seized the federal arsenal at Harpers Ferry, an essential workstation on the B&O’s main westward line. The following day, Confederate rioters in Baltimore attempted to prevent Pennsylvania volunteers from proceeding from the North Central Railway’s Bolton station to the B&O’s Mount Clare station. Maryland’s Governor Hicks and Baltimore Mayor George W. Brown ordered three North Central and two Philadelphia, Wilmington, and Baltimore Railroad bridges destroyed to prevent further federal troop movements and riots through the city.
Confederate forces, led by Stonewall Jackson, repeatedly targeted the B&O, destroying tracks, bridges, and equipment. This caused significant disruptions to the Union war effort. However, the B&O remained a vital transportation artery for the Union, carrying troops, supplies, and messages.
John W. Garrett, president of the B&O during the war, was a key figure in supporting the Union cause. His efforts to keep the railroad running earned him praise from President Abraham Lincoln.
Post-War Expansion and Labor Troubles
After the Civil War, the B&O expanded westward, reaching Chicago, St. Louis, and Cleveland. By 1869, the Central Pacific and the Union Pacific Railroads had joined to create the first transcontinental railroad. Although pioneers continued to travel west via covered wagon, settlements grew quickly as rail transport increased the frequency and speed with which people and supplies could move across the vast continent.
The railroad industry in the 1870s underwent a significant struggle between management and labor. This peaked during the economic depression of the mid-1870s when anti-union efforts and wage cuts increased significantly. A series of national strikes began in Martinsburg in 1877 when B&O employees seized control of the railroad. Local police and the state militia could not handle the situation.
The B&O faced financial difficulties in the late 19th century and went bankrupt in 1896. However, it recovered and continued to expand in the early 20th century.
The Later Years
Daniel Willard became president of the B&O in 1910 and led a major modernization effort. The railroad thrived during World War II but faced challenges in the post-war era due to declining coal traffic and increased competition.
In 1963, the B&O was acquired by the Chesapeake and Ohio Railway Company. The Chessie System, a holding company headquartered in Cleveland, Ohio, was created in 1873. The company owned the Chesapeake and Ohio Railway, the Baltimore and Ohio Railroad, the Western Maryland Railway, and the Baltimore and Ohio Chicago Terminal Railroad.
The railroad’s long-distance passenger trains were discontinued in 1971 when the National Railroad Passenger Corporation (Amtrak) took over intercity passenger service.
Legacy
Today, the B&O is part of the CSX Transportation (CSX) network. The B&O Railroad Museum in Baltimore preserves the history of this legendary railroad.
The B&O wasn’t just a railroad; it was a symbol of American ingenuity, perseverance, and the relentless pursuit of progress.