2017년 3월 18일 토요일

Baltimore and Ohio railroad

Baltimore and Ohio railroad

Route map of 1876

The Baltimore and Ohio railroad (Baltimore and Ohio Railroad, B&O) is one of the American oldest railroads. It is 1826 that the first railroad was inaugurated. 西進 was a route to do for West Virginia ホイーリング which was a port of the Ohio River from the port of Maryland Baltimore. After all, several years later, I extended to West Virginia parkas Bergh facing the Ohio River.

This route is incorporated in the network of the CSX transportation now. The world's oldest carol ton bridge is included in that for a railway bridge offered open, too. The lei gone railroad considered to be United States oldest railroad laid constantly is included in B&O. The lei gone railroad is inaugurated as a carriage track in 1810 and is taken place for a canal in のち 1829 and revives as a railroad more in 1852.


Table of contents

History

I it until the company establishment

As for Philip Thomas (Philip E. Thomas) and George Brown (George Brown), the person of two is the pioneer of the railroad in the United States. They still investigated railway business in the U.K. which was speculative existence in (the next year when the world's first public railroad by locomotion started a business) in 1826. After an investigation, they mainly performed a company foundation general meeting with 25 citizens consisting of a merchant of Baltimore and people concerned with bank on February 12, 1827.

"Maryland state law [1] about B&O" was approved on February 27 and passed Virginia on March 8, and permission of the B&O establishment was given. I was required that the railroad did 西進 from Baltimore and built it to appropriate somewhere in Ohio riverside. B&O was made a company organization on April 24 and not only it became the substitute of the route from the United States of America middle western district to the East Coast, but also aimed at it being in the fastest route. As for the distribution means of the route, a part was inaugurated seven years ago and was finally only all Erie Canal where I put it through in those days two years ago. And, as for Thomas, the brown became accounts position (treasurer) in President Hatsuyo (president). I planned the capital with 5 million dollars.

Early construction

The construction of the railroad was started on July 4, 1828. It was on the day when the Charles Carol オヴ carol ton that was the only survivor of the United States Declaration of Independence signer on that day installed the cornerstone of the carol ton Bridge, and it was the public action in his last.

On May 24, 1830, the Baltimore - Maryland Ellicott interval that was the first opening of business section was inaugurated. I sail up the パタプスコ riverside to the neighborhood of par ridge and am a route going down there to the valley of モノカシー river and the Potomac across a fall line. After that it is extended as follows.

In addition, in 1831, Maryland gave the authorization of railroad construction from Baltimore to Washington D.C. in B&O, and Washington branch line opened it in 1835. This route diverged by a relay with the main line which did 西進 from Baltimore and I went over the パタプスコ river with Thomas Bridge and left for Washington D.C., and was built by the fund of the state partially. Therefore 25% of passenger incomes were considered to be the income of the state until the 1870s. Furthermore, in the route of this relay - Washington D.C ... point of locks, a name became the virtual main line in spite of being "a branch line" when a capital branch line to Washington D.C. ... point of locks was inaugurated in 1873. Improvement was given early in the 1900s and was become a double track in 1928. The route via the southern part of conventional Frederick became the spare route, and "an old main line" was called OML for short.

I was changed in Bormann trass () first without the stone bridge used in OML being washed for the record flood of the パタプスコ river, and lasting a long time.

In 1840, Annapolis and elk ridge railroad was connected to this Washington branch line in a junction of Annapolis.


Civil War

In 1861, the Civil War breaks out. The train service of the Northern U.S. develops approximately southern double, and it is the Civil War, and because a railroad played an important role, the surprise attack of the railroad by the southern part (American allied powers) often produces it, and, what was considered to be a symbol of the capitalism, B&O will be rolled up in supply division transportation again, too.

西進 by the merger

 
Change (1842 through 1865) of the coal volume of shipment from B&O or the Cumberland coal mine shipped to via Chesapeake & Ohio canal

The bridge which linked Berea of the opposite bank to ホイーリング in 1871 was completed in the Ohio River, and central Ohio railroad (CO) was connected to B&O. CO was leased from 1866 by B&O. Columbus and the East Coast were directly connected to by this connection, and train service was a chance to be extended to the west and the north.

The train service complicated with in B&O is as follows (except the branch line of the short section)

In 1931, I purchase the Chicago and Alton railroad and dissolve with Alton railroad. I ran it as the other company, but was succeeded on gulf mobile and Ohio railroad in 1947 after I was placed under the property management with the court in 1942.

On July 20, 1877, the riot by the employee of B&O happened in Baltimore, and nine people were killed by the military of Maryland (railroad size strike of 1877). The employee of Pittsburgh went on a strike the next day and was surrounded again in the county. This was an opportunity, and the riot spread throughout Pittsburgh.

The competition with the Pennsylvania railroad and the first failed

As previously described, B&O built the new line between Baltimore - Washington D.C., and the business of the route changed smoothly, but it was the 1880s, and a fierce fight began between Pennsylvania railroad (PRR) and B&O in around Baltimore.

PRR plans to recapture a route around Baltimore where B&O lasts. At first large amount of purchased Philadelphia Wilmington and Baltimore railroad (PW&B) which B&O used in 1884 to cut off a route toward the north from Baltimore namely the route which reached New York via Philadelphia.

In addition, PRR has built it through Baltimore and potto Mick railroad even if I arrived between Baltimore - Washington D.C. Maryland maintained a tacit promise not to give permission for route construction to conflict between Baltimore - Washington D.C. of B&O, but PRR went south by lobbying skillful in it parallel to the east side of the route of B&O from Baltimore and got the construction permission of the route that reached the Pope creek via Bowie once. It was not exhibited whether it was the branch line which was accompanied by the construction permission of the branch line to 20 miles there when the legal affairs person in charge of PRR saw the permission article well and left for where from where. Using this article, PRR has built the route toward Washington D.C. as a branch line from Bowie on the way. In other words, I made a new line with form to be parallel to the east side of the route of B&O and bound both cities together. In the Baltimore - Washington D.C. interval that was a branch line, the principle top started business on July 2, 1872 and it was originally a main line, but, in the Bowie - Pope creek interval who was a branch line, opened it substantially on January 1 in the next year.

Against a stratagem of these PRR, B&O started Philadelphia branch line and the construction of the Baltimore and Philadelphia railroad in parallel with PW&B and completed it in 1886. Baltimore belt line started a business in 1895 and linked the main line to the Philadelphia branch line without depending on a ferry for パタプスコ river. However, it was a chance, and B&O reached the bankruptcy in the next year because I passed northern downtown of Philadelphia and cast a vast fund into the construction of the Howard street tunnel toward Camden Station.

Route construction of the late 19th century

In addition, two routes to the south side was extended. The Alexandria branch line built in one, 1874 of those linked the ferry platform of the shepherd to the high Attu building. The navigation of the ferry was carried out until 1901 when Washington Union Station was established. PRR and B&O have an individual station in Washington D.C., and Washington Union Station unifies things and is the station where I installed by combination in.

The route to the shepherd of the Alexandria branch line played a very important role in World War II. Because the transport volume of the long bridge across the Potomac was tight, this is because the U.S. Army military engineer headquarters built the bridge which links Alexandria (Virginia) to the shepherd as well as what B&O planned at first.

 
Route map of B&O in 1891

There were other routes built in the west of Washington D.C. before both routes of B&O and PRR were connected. In the 1880s, B&O reorganized Virginia Midlands railroad (VM) of failed Virginia. The route of VM leaves from Alexandria for the Virginia Dan Building. There was the plan of the route that did 西進 across the potto Mick River in these outskirts. I advanced southwest at first through the north side of the D.C. line and was connected to VM by fair fax (Virginia) and I postponed it to クアンティコ if possible and was going to connect it to Richmond Fredericksburg and potto Mick railroad.

Construction began in 1892, and this branch line reached Maryland シェビー Chase in the same year. Because a financial problem occurred in B&O and the VM both sides, the construction was suspended, and B&O has lost the control right of VM more. After the bankruptcy, the construction is entrusted to PRR and is completed in 1910. I made the part across the river nowhere. This route became the Georgetown branch line. This route crossed many brooks, and the tunnel shortened it and hung a bridge longest in history which put wood together in the lock creek. Most of these routes are abolished in 1986 by CSX transportation.

B&O of the 20th century

 
A stock certificate of B&O. 1903.

The management of B&O which escaped from the bankruptcy fell into the hands of PRR in 1901, and young vice-president of PRR, Leo Noah Raleigh (Leonor F. Loree) took office as the president. Raleigh assumed infrastructure of PRR and B&O common use. I patted the head very much more, and a new locomotive was constructed for a higher-speed train. The old main line improved a curve part on a straight line, and a handle such as changing a timeworn iron bridge for the bridge of the stone was stocked. Such a measure by Raleigh still leaves the figure. PRR liked bridges of the stones, and the Redding railroad and the lacquer trap railroad liked concrete bridges.

 
An office of B&O in the north チャールス street of Baltimore.

In 1963, Chesapeake and Ohio railroad (C&O) acquired management of B&O and was corporatized alone. In 1973, C&O became the Che sea system with western Maryland railroad and was complicated with the Che sea system more with sea board system railroad in 1980, and it was CSX transportation. B&O existed as a company, but, in 1986, it merged with C&O formally and closed the history as the company. In the same year, C&O merges with CSX.

Early engineering works technology

 
Carrollton Viaduct

In the 1820s when construction of B&O began in, the technique of the railroad was unripe. B&O made many buildings with granite without knowing what kind of materials satisfied a demand. The roadbed of the rail which stuck an obi of iron on the surface was a stone.

The granite is unsuitable for such a use immediately, and it became clear that the expense also hangs, but many bridges of B&O leave the still even now figure, and a train of CSX passes the top. As previously described, a carol ton bridge of Baltimore is the B&O's first bridge and is the world's oldest railway bridge offering open. リレイのトーマス橋は1835年の完成時点ではアメリカ一の長い橋だったものであり、やはり現在も供用中である。 B&Oは1800年代半ばまでボルマントラス鉄橋も広範囲で使用した。 その耐久性と、組み立ての容易さで、鉄道建設をおおいに早めた。

1830年にB&Oがボルチモアから西をめざして建設を始めた時、ポタプスコ川の堤防沿いに遡り、現在のマウント・アイリーに達した。その当時、まだ蒸気機関車の運転についてのノウハウの集積は少なく、鉄車輪が鉄の軌条の上を走ってパース・リッジまで登ることができるのか確信を持てなかった。B&Oは2つのインクラインを尾根の両側に設置し、馬、あるいは蒸気機関によるウインチで列車を押し上げるのをアシストした。すぐに、この部分が運営上のボトルネックとなることが判明し、10年もたたないうちにB&Oは5.5マイル（約8.8km）の、現在マウント・アイリー・ループとして知られる代替ルートを建設した。インクラインは早々に廃止され、現在は遺物が残るのみである。

脚注

関連項目

外部リンク

  ウィキメディア・コモンズには、ボルチモア・アンド・オハイオ鉄道に関連するカテゴリがあります。
  ウィキソースにMaryland state laws relating to the Baltimore and Ohio Rail Roadの原文があります。
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