Object Details
- Creator
- Baltimore and Ohio Railroad Company
- Author
- Garrett, John W. (John Work), 1820-1884
- Latrobe, Benj. H. (Benjamin Henry), 1807-1878
- Collector
- National Museum of American History (U.S.). Division of History of Technology
- National Museum of American History (U.S.). Division of Mechanical and Civil Engineering
- Topic
- Bridges
- Construction
- Engineering -- 19th century
- Railroads
- Repairing -- Railroads
- Railway engineering -- 1860-1890
- Provenance
- This collection was donated to the National Museum of American History by the Baltimore and Ohio Railroad in the 1960s.
- Creator
- Baltimore and Ohio Railroad Company
- Author
- Garrett, John W. (John Work), 1820-1884
- Latrobe, Benj. H. (Benjamin Henry), 1807-1878
- See more items in
- Baltimore and Ohio Railroad Records
- Sponsor
- Digitization of Series 9: Negatives was made possible by Andrew and Anya Shiva.
- Summary
- The collection consists of correspondence, invoices, drawings, photographs, and negatives and other printed literature documenting the Baltimore and Ohio Railroad from its inception in 1827 to its merger with the Chesapeake and Ohio Railroad in the 1960s.
- Accruals
- The John W. Garrett Collection (AC0171) of approximately .6 cubic feet was combined with the Baltimore and Ohio Railroad Records (AC1086). The John W. Garrett Collection was donated by the Baltimore & Ohio Railroad through Lawrence W. Sagle, Public Relations Representative.
- Biographical / Historical
- The Baltimore and Ohio Railroad (B&O) was the nation's first extensive steam powered railroad. It was founded by Baltimore merchants in 1827 as a means of promoting trade and making Baltimore competitive with other east coast ports. The original intent of the founders was to provide direct and fast access to the Ohio River, and the markets that the river reached. The railroad, however, went beyond the Ohio River and its lines went as far west as St. Louis and Chicago. The B&O was also known for its use of an electric locomotive in the mid 1890s. It also had a completely air conditioned train, and it was a forerunner in the use of diesel-electric locomotives. Company activities paralleled those of other American railroads and over the course of its life included expansion, near bankruptcy, innovations, regulations, and finally buy out. In February 1963, the Chesapeake and Ohio (C&O) completed its purchase of the B&O. Today, B&O is part of the CSX Transportation (CSX) network. John Work Garrett president of the Baltimore and Ohio Railroad 1858-1884, was born in Baltimore, Maryland July 31, 1820. He was the second son of Elizabeth Stouffer and Robert Garrett. He married Rachel Ann Harrison, the daughter of Thomas Harrison, a Baltimore merchant. They had one daughter, Mary and two sons Robert and Thomas Harrison Garrett. After attending Lafayette College (Pennsylvania) for two years John W. Garrett left in 1836 to become associated with his father's commission business in Baltimore. The commission house which dealt in wholesale groceries, produce, forwarding and a commission business expanded to establish direct connections with Latin America, seek outlets in Europe and develop its own banking operations. In time its financial operations overshadowed the commission and shipping business. When John W. Garrett began to invest heavily in Baltimore and Ohio Railroad stock, the road was in competition with the Chesapeake and Ohio Canal and the stock was not popular. Its value rose steadily over the years. Mr. Garrett was elected a director of the railroad in 1855. His report as chairman of a subcommittee on the need for additional funds to complete the line to the Ohio River led to his election to the presidency of the road on November 17, 1858, a position he held for 26 years. New policies with emphasis on economy, personal supervision and gradual expansion were inaugurated and consistently maintained, in spite of a general financial crisis, Mr. Garrett's first year in office showed a net gain in earnings. Sympathetic to his southern friends during the Civil War, Mr. Garrett nevertheless supported the Union. He recognized the inevitability of Confederate defeat by superior northern resources. Confederate leaders blamed him for their inability to seize Washington and he received warm appreciation for his services to the Union cause from President Lincoln. The railroad stretched along the theater of war and twice crossed Confederate territory. It was, therefore, a main objective for southern attack. Branches were frequently damaged by Confederate raids, but the main line to Washington became important for the transport of troops and supplies. The Baltimore and Ohio carried out the first military rail transport in history and the transfer of 20,000 men from the Potomac to Chattanooga in 1863 was a major triumph for its president. With the advent of peace Mr. Garrett turned to rebuilding and strengthening the railroad. He replaced equipment and track damaged by the war, then extended the system by securing direct routes to Pittsburgh and Chicago and arranging an independent line into New York. Wharves were built at Locust Point for ocean liners and a system of elevators erected. The B&O. built its own sleeping and dining cars, established hotels in the mountains and created its own express company. By 1880, after battles over rates with other trunk lines, a costly rivalry with the Pennsylvania Railroad over the eastern route and charges of discrimination against local shippers Mr. Garrett was at the height of his success. He cooperated in establishing the B. and 0. Employees Relief Association for accident and life insurance, a hospital system, saving and building funds, and arrangements for improving sanitation in the work place. He was on friendly terms with Johns Hopkins, a trustee of John Hopkins Hospital, and with George Peabody, founder of the Peabody institute of which he was also a trustee. Garrett County, Maryland was named in his honor. John W. Garrett died on September 26, 1884 within a year of his wife's death in a carriage accident. During his connection with the railroad the stock increased from $57 to $200; at the outbreak of the Civil War the railroad was operating 514 miles of rail, gross earnings were $4,000,097 and net per mile was $4246.1 By 1864 gross earnings were $10,138,876 and net per mile, $7113.2 By the end of his presidency mileage had increased to 1711 miles and net earnings were $4535 per mile.3 References 1 -- National Cyclopedia of American Biography -- Vol. 18:3 2 -- National Cyclopedia of American Biography -- Vol. 18:3 3 -- National Cyclopedia of American Biography -- Vol. 18:3
- Extent
- 33 Cubic feet (76 boxes, 46 map-folders)
- Date
- 1827-1987
- Custodial History
- The Baltimore and Ohio Railroad Records were transferred to the Archives Center from the Division of Work and Industry, 2007. The John W. Garrett Collection (AC0171) was donated to the Division of Transportation, now the Division of Work & Industry by Lawrence W. Sagle.
- Archival Repository
- Archives Center, National Museum of American History
- Identifier
- NMAH.AC.1086
- Type
- Collection descriptions
- Archival materials
- Annual reports
- Correspondence
- Drawings
- Glass plate negatives
- Negatives (photographic)
- Photographs
- Tracings
- Citation
- Baltimore and Ohio Railroad Records, Archives Center, National Museum of American History
- Arrangement
- The records are arranged into ten series. Series 1, Historical Background, 1827-1987 Series 2, Bridge Histories, 1867-1966 Series 3, President's Office, 1826-1880 Series 4, Correspondence, 1826-1859 Series 5, Business Records, 1894-1914, and undated Series 6, Agreement, 1870 Series 7, Drawings, 1858-1957, and undated Subseries 7.1, Indices and Lists, 1924-1943, undated Subseries 7.2, Bailey's Station, 1887; 1899; 1901 Subseries 7.3, Baltimore Belt Railroad, 1895, undated Subseries 7.4, Bay View and Canton Bridges, 1884-1885 Subseries 7.5, Big Seneca Creek Viaduct, 1905 Subseries 7.6, Bollman Bridges, undated Subseries 7.7, Boyds, Maryland Station, 1886; 1927 Subseries 7.8, Bridewell Station, undated Subseries 7.9, Bridges (general), 1893-1917 Subseries 7.10, Brunswick, Maryland, 1890-1907 Subseries 7.11, Building Materials List, undated Subseries 7.12, Building Signs, 1911-1912 Subseries 7.13, Camden Station, 1881-1942 (not inclusive) Subseries 7.14, Camden Station (related), 1881-1915 Subseries 7.15, Centenary Bridge Models, 1927 Subseries 7.16, Central Office Building, undated Subseries 7.17, Chestnut Street Station, 1925-1952 Subseries 7.18, Coaling facilities, water tanks, turntables, and miscellaneous structures, 1888-1912 Subseries 7.19, Cumberland Station, 1910-1955 Subseries 7.20, Curtis Bay Branch, 1900-1911 Subseries 7.21, Frederick Station, 1908-1915 Subseries 7.22, Hyattsville Station, 1913 Subseries 7.23, Keedysville Station, undated Subseries 7.24, Laurel Station, undated Subseries 7.25, Ledger, undated Subseries 7.26, Lieperville Station, 1889 Subseries 7.27, Locust Point, 1881-1957 Subseries 7.28, Maps, 1862; 1918 Subseries 7.29, Martinsburg, West Virginia, 1913-1927 Subseries 7.30, Miscellaneous Buildings, 1875-1956 Subseries 7.31, Miscellaneous Large Photographs, undated Subseries 7.32, Miscellaneous Structures, 1890-1916 Subseries 7.33: Mt. Clare (general) Subseries 7.34, Mt. Clare New Blue Line Stable, 1899; 1905 Subseries 7.35, Mt. Clare New Car Shops, undated Subseries 7.36, Mt. Royal Station, undated Subseries 7.37, Newton Falls and Fairpoint, Ohio, 1909 Subseries 7.38, Patapsco River Bridge, 1883 Subseries 7.39, Plans for house no. 1846 (N. Gay Street, Baltimore, Maryland), undated Subseries 7.40, Point of Rocks Station, 1951 Subseries 7.41, Scales, 1903 Subseries 7.42, Signal towers, 1900-1908 Subseries 7.43, Stations (general), 1866-1907 Subseries 7.44, Sykesville Station, undated Subseries 7.45, Untitled, undated Subseries 7.46, Warnings, 1894-1911 Subseries 7.47, Woodstock Station, undated Subseries 7.48, Miscellaneous (rolled), 1858-1930 (not inclusive) Series 8, Photographs and Copy Prints, 1872-1980s (not inclusive) Subseries 8.1, Photographs, 1872-1980s Subseries 8.2, Copy prints, 1901-1931, undated Subseries 8.3, Indices and Lists, 1909-1920 Series 9, Negatives, 1850-1983 (bulk 1920s-1930s) Subseries 9.1, Glass plate negatives (unidentified), undated Subseries 9.2, Glass plate negatives (numbered), 1850-1957 (bulk 1920s-1930s) Subseries 9.3, Negatives by number, undated Subseries 9.4, Negatives by location, 1870; 1978-1983 Subseries 9.5, Negatives by subject, 1922-1930s, undated Series 10, Stations and Buildings, 1884-1982
- Processing Information
- Collection processed by Alison Oswald, archivist, January 2010. A portion of Series 9: Negatives, digitized by Noah Stewart, digital imaging technician, 2022-2023.
- Rights
- Collection items available for reproduction, but the Archives Center makes no guarantees concerning copyright restrictions. Other intellectual property rights may apply. Archives Center cost-recovery and use fees may apply when requesting reproductions.
- Existence and Location of Copies
- Series 9: Negatives digitized in 2023. Researchers must use digital copies. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
- Genre/Form
- Annual reports
- Correspondence -- 19th century
- Drawings -- 1860-1890
- Glass plate negatives
- Negatives (photographic)
- Photographs
- Tracings
- Scope and Contents
- The collection consists of correspondence, engineering drawings, notes, photographs, transparencies, negatives, glass plate negatives, printed materials, and newspaper clippings documenting the Baltimore and Ohio railroad from its inception in 1827 to its merger with the Chesapeake and Ohio in the 1960s.
- Restrictions
- Collection is open for research but is stored off-site and special arrangements must be made to work with it. Contact the Archives Center for information at archivescenter@si.edu or 202-633-3270.
- Record ID
- ebl-1562768324885-1562768325032-0
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