CHAPTER XVII
FIRST MEETING OF THE BALTIMORE AND
OHIO RAILROAD COMPANY
The first meeting for the purpose of forming a railroad company
in the United States, to connect the waters of the East with the
waters of the West, was held in the city of Baltimore, on the
12th day of February, 1827. The practicability of the project
was left to a committee who soon after reported at the second
meeting, on the 19th, and a resolution was passed to obtain a
charter from the Legislature. The charter was obtained, and on
April 24, 1827, the company was organized, and the first board
of directors elected.
The construction of the road was commenced by laying a corner-stone,
July 4, 1828, attended by one of the most magnificent processions
of the military and civil associations, trades, and professions,
ever witnessed on any occasion in the United States. The author
was in Baltimore at that time, and participated as one in the
vast crowd assembled to take part in the imposing ceremonies of
that eventful day. Never in his life (and he has been present
on many demonstrations on other occasions) has he witnessed a
more magnificent display than divas made on that day.
The venerable Charles Carroll, of Carrollton, then over ninety
years of age, the only survivor of the signers of the Declaration
of Independence, was present on the occasion and laid the corner-stone
of this stupendous fabric, with appropriate ceremonies. It is
related that, on this occasion, after the imposing ceremonies
were over, the venerable patriot made use of the expression to
one of his friends present: "I consider this among the most
important acts of my life, second only to my signing the Declaration
of Independence, if even it be second to that" and to the
end of his life he continued a firm friend of the work.
The construction of the Baltimore and Ohio Railroad was commenced
in 1828, and completed in 1852. On January 12, 1853, in honor
of the completion of the road, a magnificent banquet took place
in Wheeling, its western terminus. At that time it was the longest
railroad in the world. At this banquet Mr. Swann, the president
of the company, in his address, made this beautiful allusion to
the venerable and patriotic Carroll: "There are those present
who witnessed the enthusiasm which attended the laying of the
first stone, by the illustrious Charles Carroll, of Carrollton.
He then produced the trowel which had been used by Mr. Carroll,
and was still preserved by the company, with this memorandum on
it: "This trowel was used by Charles Carroll, of Carrollton,
to lay the first stone of the Baltimore and Ohio Railroad, July
4, 1828." This interesting relic was received by the assembled
company with rapturous applause. Mr. John B. Morris, who delivered
the address for the president and directors, took occasion to
remark of Mr. Carroll, in connection with the interesting event:
" In the full possession of all his mental powers, with his
feelings and affections still buoyant and warm, he now declares
that the proudest act of his life, and the most important in its
consequences to his country, was the signature of the Declaration
of Independence; the next, the laying of the corner-stone of the
work which is to perpetuate the union of the American States,
and to make the East and the West as one household in the facilities
of intercourse and the feelings of mutual affection." Benjamin
H. Latrobe, Esq., then followed in a few brief
remarks, in reply to the beautiful and flattering allusion made
to his services by the president of the road. Mr. Latrobe was
the chief engineer of the long work just completed, and to his
great energy and ability, as well as to his indomitable perseverance
in overcoming all obstacles, the success of this stupendous undertaking
is largely to be attributed. To the kindness of Mr. Latrobe, also,
is the author indebted for much of the valuable information contained
in these pages, and also for the pen-and-ink drawing of the Peter
Cooper engine, of which we will speak in its proper place, and
the sketch and experiments of Mr. Thomas's sailing-car and several
other machines that succeeded it.
As soon as the corner-stone of the road was laid, preparations
were made to push the work through with as much energy and expedition
as could be exercised in the manner of construction for a railroad
deemed absolutely necessary at that early day. The amount of expense
involved in the prosecution of this work, when compared with the
construction of railroads at the present day, only fills our minds
with the more wonder and admiration at the boldness displayed
by the projectors of such a stupendous undertaking as the Baltimore
and Ohio Railroad. We will briefly describe the mode of construction
of this early road, as it will no doubt prove interesting to our
readers who are only conversant with the present method of building
railroads. The method of construction was reported to the author
by a gentleman now living in Baltimore, who was engaged in one
of the branches of the enterprise at the time, thus:
"After the ground was brought to a level for the track,
two square holes were dug, four feet apart, twenty inches wide,
two feet long, and two feet deep. In these holes broken stones
were put, sufficient to fill to the surface. They were then securely
rammed down. Each particle of stone was tested and passed through
an iron ring, to insure its proper dimensions. On this point great
care was taken that every stone should be of the uniform size
required. After the foundation is made, a trench six inches deep,
and filled with stone, broken and tested with the ring as at first,
is extended across the track from one of the filled-up holes to
another opposite, upon which a sleeper made of cedar, seven feet
long, is laid. By this process the foundation of the rail is protected
from the effects of dampness or frosts, and firmness and stability
are imparted to it. These cedar crosspieces were laid with great
accuracy and care; a split-level was used to adjust them properly.
In each end of these cedar crosspieces, immediately above the
stone foundation, notches were cut and carefully leveled; into
these notches were laid wooden rails or string-pieces, and securely
kept in their places by wedges. These string-pieces were of yellow
pine, from twelve to twenty-four feet long and six inches square,
and slightly leveled on the top of the upper side, for the flange
of the wheels, which at that time was on the outside. On these
string-pieces iron rails were placed and securely nailed down
with wrought-iron nails, four inches long. The earth between these
cedar sleepers was carefully removed, so as not to come in contact
with the bottom of the string-pieces, and thus the decay, which
otherwise might take place, was prevented. Fret, with all these
difficulties to contend with, our pioneers of the Baltimore and
Ohio Railroad persevered until they brought their work to a successful
termination. After several miles of this description of road had
been made, long granite slabs were substituted for the cedar crosspieces
and the yellow-pine stringers. Beyond Vinegar Hill, these huge
blocks of this solid material could be seen deposited along the
track, and gangs of workmen engaged in the various operations
of dressing, drilling, laying, and affixing the iron.
"When the track was finished to Vinegar Hill, a distance
of about seven miles, cars were put upon it for the accommodation
of the officers, and to gratify the curious by a ride."
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