Hold the Line: Reports of the B&O at War for Survival

1861

April 18: A detachment of United States regulars guarding the arsenal at Harper's Ferry, after setting fire to the buildings, evacuated at that point. At 10 PM, Virginia State troops from Winchester and Charles Town marched in and took possession, placing a guard of infantry and artillery upon or bridge, and from that time throughout the year losses by fire and flood were frequent.

May-September: The large and costly machine shops and engine houses at Martinsburg were greatly damaged. Fourteen locomotives and tenders, and a large number of cars, much machinery (estimated $63,000) from the shops, and portions of nine additional engines, were taken from the road and transported, by animal power, over turnpikes to Southern railways, and thus entirely lost to the Company.

Forty-two locomotives and tenders, 386 cars (including four passenger cars and one mail and baggage car), chiefly coal; 23 bridges (including 3 between Cumberland and Wheeling, 3 on the Northwestern Virginia Road, and the great bridge at Harper's Ferry,) embracing 127 spans, and a total length of 4,713 feet, were also destroyed or damaged to a great extent by fire, and numerous engines and cars were thrown into the Potomac, the Opequon and other streams. Thirty-six and a half miles of track were torn up, and the iron and track fixtures removed for use on Southern roads. The lines of telegraph for 102 miles, two water-stations, and much other valuable property were also destroyed.

May 24: Telegraph line destroyed near Grafton.

May 28: General possession was taken by the Confederate forces of more than one hundred miles of the Main Stem, embracing chiefly the region between the Point of Rocks and Cumberland.

May 28: Patterson's Creek bridge, two spans, 72 feet 6-in. each, 170 miles from Baltimore; also pump house and Engine adjoining, and Canal span, North Branch Bridge, one span, 131 feet, 172 miles from Baltimore, were burned. These were covered wooden bridges, and were in excellent condition.

June 2: Opequon Bridge, one span, 147 feet 8 inches, 56 feet high, 97 miles from Baltimore, destroyed, and more than fifty loaded coal cars run into the chasm. These continued to burn for two months, and so intense was the heat that wheels and axles were melted.

June 13: Pillar Bridge at Martinsburg, 9 spans, 40 feet each, destroyed, and one engine and a number of cars run into it. Also two small bridges burned.

June 13: Great Cacapon, two spans, 132 feet 6 inches Each, 132 miles from Baltimore, burned.

June 14: Harper's Ferry covered wooden bridge, 7 spans, one of 122 feet, one of 76; four of 127, and one of 131 feet in length. Also flooring, rail-joist, crossties, double track and iron hand railing of 70 spans, 15 feet each, on iron trestling, through arsenal yard, destroyed.

June 18: Little Cacapon Bridge, one span, 131 feet, 157 miles from Baltimore, burned.

June 19: 21st Section Bridge was destroyed (originally omitted from timeline)

June 20: Tuscarora Bridge, 1 span, 39 feet 6 inches, 99 miles from Baltimore, burned.

June 20: Winchester iron span, at Harper's Ferry, (wood work) burned, and engine 165 run through the bridge into Potomac River.

June/July: Engines and Cars burned at Martinsburg, and Engine, Riggers' Car and two Gondolas burned at Piedmont.

June 25: Cherry Run iron bridges, two of 25 feet span, 13 miles from Baltimore, thrown off the abutments, arid one Camp car, one Derrick car and five Ballast cars burned.

June 27: Back Creek. The magnificent and costly stone arch, 80 feet span, 110 miles from Baltimore, blown up.

July 21: The trestling of 21st section bridge was commenced, and on the 25^th trains run through from Wheeling to Cumberland.

August: The trestling of Potomac at Harper's Ferry was commenced, but progressed with difficulty, owing to the high stage of water. The work was stopped on the 19th on account of with1drawal of the United States forces from vicinity.

July: Water Station at Martinsburg destroyed.

August/September: Thirty-six and a half miles track torn up between Harper's Ferry and Paxton's Cut, and the iron and several thousand ties and track fixtures were being transported by animal power to Southern roads.

September 27: Telegraph Line between Adamstown and Point of Rocks destroyed. Five trestles washed out 21st section bridge.

September 29: All the trestling of Potomac river at Harper's Ferry, erected up to August 19, 1861, was carried away by a freshet, with the exception of two trestles adjoining Maryland shore.

September: Two Derricks to work by horse power were erected on bank of Canal at Sandy Hook, to transfer coal from the Canal boats into our cars. Other Derricks were being put up sufficient to load fifty cars per day. This had become necessary, owing to the continued closing of our line between Harper's Ferry and the coal regions, and the great demand for Cumberland coal, also for the Gas coal from Newburg and Fairmont. Arrangements were also being made to get supplies of cross-ties and lumber from the west end of the road, via Chesapeake & Ohio Canal.

October 3: At the time of closing this table in the last Annual Report, five trestles had been washed out of the Potomac River trestling, on 21st Section, West of Cumberland.

These were replaced, and trains crossed over.

October 8: Rail joist and crossties on E span, South Branch iron bridge, burned by Confederate forces.

October 23: Water station, engine house and pumping engine, at Little Cacapon burned. Also, two water stations at No. 12, and the pump house, pumping engine, wood house, sand house and blacksmith shop.

November 2: A portion of the Potomac River, or 21st Section, trestling swept out by freshet, and five flat cars, with which it was weighted, carried down the river. The driftwood was within three feet of the track, and the water higher than at any previous period.

November 2: The George's Creek Road was greatly damaged by a freshet, and a number of Baltimore and Ohio iron hopper cars, weighing 4 1/2 tons each, were carried by the current down the stream, some of them a distance of two miles. These cars were sent up this road for safety at the time of the raid upon Piedmont.

November 2: This freshet also carried away the platforms at Sir John's Run.

November 6: Commenced restoring the trestling on 21st Section; the passenger trains between Cumberland and Wheeling continued to run regularly by transferring passengers and baggage at this point.

November 10: All trains crossed over, and business west of Cumberland fully resumed.

November 10: Commenced removing debris of canal span of bridge over North Branch of the Potomac, six miles east of Cumberland. Since the burning of this bridge, in May 1861, it had not been in the power of the Company to effect repairs east of Cumberland.

November 12: Completed trestling of the canal span, North Branch Bridge, and restored wood work and track upon the three iron spans.

November 14: Completed Patterson’s Creek trestling, 8 miles east of Cumberland, and military trains ran to Green Spring, 16 miles east of Cumberland.

November 25: The two water stations, blacksmith shop, sand houses and coal bins at Sir John's Run, burned.

November 26: Commenced restoring wood work on east span, South Branch iron bridge.

November 27: Finished South Branch Bridge.

November 30: Sent an engine and train, with lumber, to Little Cacapon.

December 1: Finished trestling Little Cacapon.

December 11: Moving eastward as rapidly as military protection is afforded. Six months had elapsed since a car had passed Little Cacapon. The track was covered in many places by washes from the hillsides; also, obstructed by rocks and trees; the train went as far as Great Cacapon, 46 miles east of Cumberland. The unexpected appearance of a locomotive and train was hailed with demonstrations of joy by the inhabitants along the road.

December 12:, Commenced trestling Great Cacapon.

December 16: Finished the trestling, and trains ran to Hancock.

December: During this month trestled Potomac River, at Piedmont; also, put George's Creek Road in such order as to get the engines and cars from it. The destruction of tracks between Harper's Ferry and Back Creek, removal of rails, crossties, track fixtures, & c., continued; four miles were removed after date of last Chronological table, making a total of 40 miles, 2,261 feet of track torn up, and the iron for nearly thirty-seven miles taken away. The destruction of the telegraph line and removal of the wires also continued.

1862

January 2: Water Station at North Mountain burned.

January 4: Passenger train from Hancock arrived in Cumberland on time but did not return on account of fighting at Bath, near Sir John's Run.

January 5: Attack on Hancock; no trains running east of Green Spring.

January 5: Great Cacapon trestling, burned; also, two houses adjacent, belonging to the Company.

January 8: A train went to Great Cacapon.

January 11: No trains running cast of Patterson’s Creek.

January 31: Running to Patterson's Creek, and military train to South Branch since 11th January.

January 31: United States troops burned six pens for loading cattle at Patterson's Creek, and used the Railroad, between Patterson's Creek and North Branch, as a wagon road.

February 7: United States forces, under Col. Geary, crossed over into Harper's Ferry, and burned the Company's hotel, warehouse, ticket office and water station; also, 38 panels, 570 feet in length, of wood work on the double track iron trestling through Arsenal Yard and Boat way bridge. This was the remainder of the Company's property in Harper's Ferry, not destroyed by the enemy.

February 7: These troops also destroyed the blacksmith shop at Calico Rock, and the skiffs and flatboats built for use in trestling.

February 8: Inspection train went as far cast as Great Cacapon Bridge, the trestling of which was found to be badly burned and cut.

February 11: Commence retrestling Great Cacapon. Finished it on 14th. This opened the road eastward to Hancock.

February 13: Meyer's water station, burned.

February 26: Guards were taken from Patterson's Creek, and at night the rail joist on trestling over said stream was burned, and the track destroyed, cutting off communication between Gen. Lander's forces at Paw Paw and Cumberland.  Repaired,

and trains crossed over on 27th.

March 1: Commenced trestling Sleepy Creek; weather very, severe; snow, rain, sleet and ice. Finished it on 5th; also, repaired the bridge at Cherry Run.

March 4: Orders given for the vigorous prosecution of the work at reopening from each end of burnt district. The forces working eastward, under W. E. Porter, Assistant Master of Road, came to Back Creek on 5th inst. This bridge was originally a stone arch of eighty feet span. The opening made by its destruction was 130 feet in length and 67 feet deep. A temporary wire suspension bridge was at once thrown across the chasm, and over this the iron and crossties were carried, and the work at track laying commenced. At the same time the bridge forces, under W. Allee, Supervisor of Bridges, commenced clearing the ruins, preparatory to the erection of the heavy and difficult work of trestling, and crossed trains over it on 10th of said month, at 3 P. M., when the track laying was pressed rapidly by the forces under Geo. W. Cromwell, Wm. R. Mudge, John M. Harman, Bryan Healey, John B. Stewart and Jas. Dawson, Supervisors of Track, and W. Zumbro, Supervisor of Water Stations; reaching Martinsburg on 14th.  Another force, under W. C. Quincy, then Acting Master of Road, with Thos. Heskett, Supervisor of Bridges, and W. M. Shawen, J. P. Williams, C. H. Mayers and Geo. Henthorn, Supervisors of Track, and Benjamin Uncles, Supervisor of Water Stations-repaired to Harper's Ferry on the 4th, to commence working westward. Owing to the great depth of water and the swiftness of the current, it was found impossible to raise the trestles in the Potomac River. A dangerous and difficult task was performed. Large cables were stretched across the river, by means of which the heavy timbers to re-store the line of woodwork 1620 feet in length upon the original iron trestling through the arsenal yard in Harper's Ferry, and to trestle the Tilt Hammer Bridge, also the iron rails, track fixtures and crossties, were rafted over the river, and hoisted to their position. Frequent efforts were made by lashing boats to the cables and to the masonry, to raise trestles in the river.  On the 5th, one was placed in position, but in consequence of the excessive cold, the ropes becoming stiffened by ice, the force was again sent to the work through arsenal yard, and upon the Tilt Hammer Bridge. This bridge was completed on the 6th. On the 9th, the forces were put upon four of the river spans, but their most energetic efforts were unequal to the power of the elements. On the 10th, heavy rain all day, but trestling in river progressed. From the rain of the 10th, the river continued to full, and the current too swift, to accomplish much at the main bridge on the 11th.

March 12: On the 12th, work was resumed on the main bridge and pressed with all possible energy until the night of the 18th, when the: first locomotive, for nine months, went over into Harper's Ferry.

March 19: On the 19th, the track was completed on iron trestling through Arsenal yard. All this work in Harper's Ferry, including the Tilt Hammer Bridge, would have been done in much less time if the main bridge could have been completed: first; but the time saved fully repaid all the disadvantages in getting the materials for it across the river, and for the additional labor required to accomplish the work.

March 20: On the 20th, track laying was commenced near the 83rd mile post and progressed rapidly. The track was joined and the road reopened on the 29th March. As an evidence that all this work was carefully performed, although with so much rapidity, on the 30th nearly eight hundred cars passed safely over it. The water stations at Harper's Ferry, Martinsburg, North Mountain, Sir John’s Run, No. 12, Little Cacapon and Patter-son's Creek were rebuilt, and water in abundance provided. The telegraph line was fully restored, and sufficient side tracks for facilitating the movement of trains were laid, and all the arrangements for prompt working were complete, and the road ready for the immense business at once thrown upon it. The burnt engines at Duffield’s, and those at Martinsburg, as also portions of the burnt cars, were sent to the different shops for repairs.

April 9: High water and seven inches of snow, with heavy accumulations of drift against all the bridge trestling on the line, requiring great exertions to save it. Two trestles were washed out at Patterson's Creek. Repaired on the 10th, and trains passed over.

April 13-16: Water again very high. It was necessary to stand loaded cars upon the Potomac  trestling at Harper's Ferry, to weigh it down.

April 22: River again very high, and cars put upon trestling at Back Creek, Opequon, Sleepy Creek, Great Cacapon and Patterson's Creek, to keep water from raising them from their foundation. At 11.30 A.M. the curved span of Harper's Ferry trestling, adjoining the Maryland shore, and two contiguous spans, were swept out, and fourteen loaded coal cars went into the river.  At 3:15 P.M. a canal boat having floated over the tow path, came against the next span and swept it out with ten loaded cars, and at 7.45 P.M. one-half of the wide span with 12 cars went out. The water continued at such great height that trestling could not be commenced until April 28th. Passengers and baggage were transferred by boats.

May 4: On the 4th day of May it was finished, and 400 loaded cars passed over it.

May 18: Commenced relaying 2d track from Martinsburg westward.

May 25: Federal forces retreated from Winchester through Martinsburg. The Company's employees also left this vicinity.

May 28: Opequon, Pillar and Back Creek trestling burned.

June 2: Trestling at Great Cacapon damaged by high water but repaired in a few hours.

June 2-3: Forces repaired to Opequon and Back Creek.

June 4: Back Creek trestling repaired, and force from there moved to Pillar Bridge, but on account of heavy rains they were sent west-ward to save other trestling between Martinsburg and Cumberland, and the force from Opequon sent to Harper's Ferry to keep drift clear.

June 5: Great Cacapon trestling, and one trestle in Little Cacapon, carried away by freshet; also, four-and-a-half spans at Harper's Ferry. Back Creek also damaged.

June 6: Back Creek, Little Cacapon and Opequon repaired.

June 7: Remainder of Potomac River trestling at Harper's Ferry, from shore to shore, carried out by high water.

June 8: Great Cacapon retrestled; also, Pillar Bridge at Martinsburg finished. Road again open from Harper's Ferry to Wheeling. Through passenger trains ran regularly. The passengers and baggage transferred by boats. Stock trains were also run, the stock being likewise transferred by boats.

June 9: Forces from East and West commenced retrestling Potomac River at Harper's Ferry, all completed it on the 15th.

June 22: Resumed work on 211 track west of Martinsburg, and completed it to Paxton’s; Cut, July 9th.

July 17: Constructed track from top of bank to water in Opequon to recover the wrecked cars. They were all taken out during the month.

July 24: Commenced raising iron bridge at Harper's Ferry with No. 4 span. In consequence of the frequent delays at this point by trestling washing out, it was determined to risk the iron bridge.

August 21: United States troops left Berlin, cut 26 telegraph poles and destroyed the wire. Two iron spans, Nos. 3 and 4 of the magnificent bridge at Harper's Ferry completed during the month, and preparations made to erect span No. 5. The cars lost in the river at the time the trestling was swept away, were also taken out during this month and sent to Baltimore and Piedmont for repairs.

September 6: United States forces retreated from Martinsburg.

September 8: The splendid iron suspension bridge at Monocacy blown up by the enemy. This bridge consisted of three spans of 115 feet each. The water station at Monocacy, including pump house and engine, also burned.

September 13: Pillar Bridge at Martinsburg again destroyed.

September 15: Commenced removing debris of Monocacy bridge. This vicinity was the camping ground of the Confederate army, and before operations could be commenced at the bridge, dead men, horses and cattle had to be buried.

September 16: Opequon trestling again destroyed.

September 17: Government Canal Bridge at Harper's Ferry destroyed. This was a covered wooden bridge, 148 feet span, and the only one between Monocacy and Cumberland that had remained intact up to this period.

September 17: Monocacy trestling commenced; crossed trains over at 11 A. M.,

Sept. 21.

September 22: Back Creek trestling destroyed.

September 24: Reconstruction train went to Harper's Ferry. The iron spans Nos. 3 and 4, also Winchester iron span, blown up, and laying in confused masses in the river. The trestling in other spans all destroyed, also 24 spans of wood work on iron trestling, Boatway bridge, Wasteway 12 spans, two bridges of 13½ spans at Beck's Quarry, and carpenter shop at Harper's Ferry, tool house and blacksmith shop, burned. Also, ten house cars burned in Harper's Ferry, and 14 in Quarry Siding, 3 gondola cars run into the river, 4 house and 2 crane cars thrown into the Chesapeake and Ohio Canal. Engine No. 30 burned, and hanging in trestlework at west end of bridge, and engine No. 166 burned in Harper's Ferry tunnel. Information of great destruction to road Company’s property at Martinsburg.

September 25: Workmen commenced removal of wrecks of cars, engines and Iron bridge at Harper's Ferry; also, restoring damage to iron trestling, Boatway Bridge, Waste-way; also, retrestling the Main and Government Canal Bridge. The water station at Monocacy was re-built during the month. The transfer of coal from canal boats into B & O cars at Sandy Hook continued from close of last fiscal year. Additional derricks were erected, and by this means the supply of coal for Company's use east of Harper's Ferry, and upon the Washing-ton Branch, was fully maintained.

Large quantities of gas coal from Newburg were also transferred. 14,425 crossties, and the lumber for relaying the Howard Street track, were also brought from the Western portion of the road via canal from Cumberland to Sandy Hook.

October : The trestling in Potomac River at Harper's Ferry completed.

October 4, Little Cacapon trestling burned, also the water station adjoining it, and the water station at No. 12.

October 7: Little Cacapon trestling rebuilt.

October 7: Finished trestling Government Canal span, also Waste-way Bridge and bridge at Beck's Quarry.

October 8: Completed trestling the curve spans at Harper's Ferry; also the Boatway Bridge. Main line restored as far west as United States troops had possession.

October 9: Commenced getting debris of iron spans out of the Potomac River at Harper's Ferry; this was attended with much labor, as many of the iron rods had to be disconnected while under water; the wrecks of the cars thrown into the River and Chesapeake and Ohio Canal were also being taken out.

October 19-20: Great destruction of Company's property at Martinsburg. The polygonal engine house, the half round engine house, the large and costly machine shops, warehouse, ticket and telegraph offices, the Company's hotel and dining and wash house, master mechanic's house, coal bins, sand houses, blacksmith shop and tool houses, pumping engine for water station and connecting pipes were all destroyed. The destruction of tracks also commenced and continued until the main track from near the 87th to the 108½ mile, and the second track from Martinsburg to 108½ mile, and all the sidings and switches at Duffield's, Kearneysville, Vanclievesville (sic), Martinsburg and other points destroyed, making a total of 37½ miles of track, the crossties from which were burned to heat and bend the iron.

October 29: Some loose hay under iron trestling in Harper's Ferry, (caused by Government men cooking,) caught fire, which communicated to a train of twenty-three cars loaded with hay; 550 feet of the wood work upon the iron trestling was burned, and to prevent greater destruction the train was run over on to the Maryland side of River, where it continued to burn until the cars were entirely destroyed; eight hundred feet of track were also burnt.

November 1: Construction train went to Back Creek; the trestling was found to be badly burned. The enemy were in vicinity-, and at night surrounded the bridge; fortunately, the bridge force had returned to Cumberland. Iron span No. 5 of Harper's Ferry Bridge was erected during this month.

December 5: Construction train again went to Back Creek, and trestling commenced. Trains crossed on the 8th.

December 9: Track laying eastward commenced half mile west of 108th mile post.

December 25: Road opened for passenger and military trains eastward to Martinsburg.

December 27: Pillar Bridge trestling completed.

December 28: Rattling Bridge trestling completed, and track laying progressing eastward from one mile to one mile and a quarter per day.

December 29: Military lines extended west of Harper's Ferry to cover working parties, and track laying commenced 86¾ miles from Baltimore.

1863

December 30/January 1: Opequon trestling begun at 10 A.M., and completed at I P.M. on 1st, and track laying resumed eastward.

January 5: Tracks joined at 92d mile post at 5.15 P.M. It will thus be seen that the time occupied in reopening the line was equivalent to nineteen days work for both construction corps.

January 6: Freight and Coal trains commenced running through, and passenger trains on 7th. Large forces were at once put to work re-laying the sidings at Martinsburg. The water stations at North Mountain and Martinsburg were also rebuilt.

January 14: The large reservoir at Martinsburg, also pumping engine and all connecting pipes fully repaired.

February 9: Commenced the erection of No. 6 iron span Harper's Ferry Bridge, and completed it on 14th, and commenced No. 4 iron span, but had to stop it on account of severity of the weather and high stage of the water. During this month the siding at Paxton's Cut was extended two thousand feet. Quincy's siding (a new siding of seven thousand eight hundred and seventy-five feet) was also laid.

February 28: High water at Harper's Ferry; had to stand loaded cars upon trestling at 5 P. M., and transferred passengers of express trains east and west over Pontoon Bridge at daylight on the 1st of March, and at 12 M. passed six delayed freight trains over the trestling, but in consequence of one trestle leg becoming loosened from the force of the current, and the wind blowing with such power until dark that men could not stand upon the trestling to repair it, trains following were further delayed until 9 P. M.

March 10: High water at Harper's Ferry; after east bound freight passed over trestling, loaded cars were put upon it, and the passengers and baggage of mail trains east and west transferred over Pontoon Bridge; water receded, and all delayed trains crossed over safely at 11 A.M. on the 11th.

March 11: Commenced erecting iron span No. 4, Harper's Ferry Bridge, and completed it on the 18th.  

April 13: Commenced erecting iron span No. 3, Harper's Ferry Iron Bridge, and completed it on the 22nd. Four spans of this magnificent structure completed.

April 16: High water at Harper's Ferry; loaded coal cars were put on trestled spans at

11.20 P.M.; passengers of express trains east and west were transferred at daylight on 17th, and the cars taken off on the 18th at 5 A.M., when express trains passed over safely followed by delayed stock and tonnage trains. The drift was kept clear of all trestles between Harper's Ferry and Cumberland, so that trains -were not delayed between those points.

April 24: Monocacy River higher than for many years, also the Potomac River and Bush Creek; passengers, mails and baggage were transferred between Monrovia and Monocacy in stages; express train did not leave Baltimore at night. Monocacy River fell eleven feet on the 25th, but trains were further delayed by a large slip near Point of Rocks, and again at Harper's Ferry by a fl.at boat lodging against trestle spans; mail trains passed slip at 7.30 P.M., and Harper's Ferry at 11.30 P.M.

April 26: All trains on good time between Baltimore and Cumberland, but not so favorable west of Cumberland. Raid into Western Maryland and Virginia by Jones and Imboden's men, one party of which captured leading stock train at Altamont, took the engine-man and started the engine with the train westward, after having made prisoners of those in charge of it; another party displaced the track upon the Youghiogheny Bridge, and the engine ran off on the abutment without damaging the structure; they afterwards set fire to and entirely destroyed the bridge. This was a fine wood and iron structure of 180 feet span. The water station at Altamont was burned, also a portion of the track at that point, and the track upon Little Youghiogheny Bridge, and the water station and engine house at Cranberry Summit. On the same night an attack was made upon the guards at Cheat River Bridge, but attacking party were repulsed, after which they advanced upon Newburg, and there, on the 27th, burned the machine shop, engine house, sand house and 300 feet of track, and blew up Raccoon Iron Bridge, No. 2, then passed through Kingwood and Morgantown, and thence to Fairmont on 28th; after capturing the guard at the Monongahela Bridge they blew it up. This beautiful structure, which had been erected at immense cost, consisted of three spans of 205 feet each; it was the largest iron bridge upon the Road. They also burned the following named bridges: Coal Run, Buffalo Creek, No. 1, two spans, Finche's Run, Cappo Fork and Church's Fork, No. 2, two spans; these were all wood and iron bridges.  The telegraph line was also destroyed. The construction party followed from Altamont on the 27th, after having repaired the track at that point and on Little Youghiogheny Bridge; they also restored the telegraph line to Oakland. On the 28th they put engine on the track at Big Youghiogheny and commenced cleaning out wreck preparatory to trestling; also repaired the telegraph line west to Cheat River.

April 29: Construction party started eastward from Grafton with train and materials. They restored telegraph line to Cheat River, also trestled Raccoon Bridge, No. 2, and moved on to Big Youghiogheny Bridge and joined party already at work there and completed the trestling on 30th. This re-opened road west to Monongahela Bridge. A party also started westward from Grafton to repair bridges and telegraph line on 29th.

May 2: Telegraph line fully restored on Main Stem.

May 2/May 4: Commenced trestling Monongahela River. The wreck of the iron bridge was partly under water and buried in the mud. Coal Run, Buffalo Creek, No. 1, Finche's Run, Cappo Fork and Church's Fork, No. 2, Bridge trestling all completed, and Road opened from Baltimore to Wheeling, excepting Monongahela Bridge; arrangements made to transfer passengers, mails, baggage and freight by wagons and Pontoon Bridge. Express trains east and west resumed.

May 6-7-8: Potomac River very high, but by great efforts drift was kept clear at all trestlings, and trains passed on time.

May 14: Monongahela trestling completed, and main line fully reopened.

June 3: Rumors of an advance of the enemy; no freight trains ran West of Monocacy until night.

June 5: Enemy reported crossing at Point of Rocks, but trains were worked through cautiously.

June 13: Rumors of past week assume a tangible form.  The threatened northward movement of Lee's army commenced. Engines and cars were all sent East from Martinsburg.

June 14: United States Forces from Winchester fell back to Martinsburg, then to Duffield's and Williamsport. Considerable fighting at Martinsburg and vicinity. Telegraph

communication destroyed west of Harper's Ferry at 8 P.M.

June 15: Mail train running only to Sandy Hook.

June 16-17: Passenger trains running between Baltimore and Monocacy; military trains to Sandy Hook.

June 17: Enemy crossed the Potomac River near Point of Rocks and captured and burned engine 108 and train, consisting of seventeen cars. This wreck was all cleared up, and road reopened from Baltimore to Sandy Hook on 20th, and all engines and cars sent from Sandy Hook to Baltimore. The city of Cumberland was also occupied by the enemy, and Harper's Ferry evacuated by United States forces. These events were preliminary fa, great destruction to the bridges, tracks, &c.  It will be remembered that this was the beginning of the Gettysburg campaign, and until the advance of the United States army after Lee's retreating columns, the line of our road was occupied by the enemy, at intervals, from Sykesville, 30 miles from Baltimore, to Rawling's water station, a distance of 160 miles. The destruction was as follows:

June 18: Evatt's Creek bridge, trestling of canal span, and one span of the iron bridge over the North Branch of the Potomac; Patterson's Creek trestling; the engine

houses and pumping engines at Patterson's Creek, Green Spring Run and Little Cacapon; the iron bridge at South Branch, 3 spans of 131 feet each, and Little Cacapon trestling. The track was torn up near French's Depot, also two hundred feet of track destroyed on 187th mile. This was repaired on 19th, and trains were again run between Cumberland and Wheeling.

June 18: All the engines and cars sent from Frederick to Baltimore. Frederick train went into Frederick and returned to Plane No. 1 for safety and went again to Frederick on morning of 19th for passengers.

June 20: Frederick train went only to Mount Airy; the enemy in Frederick.

June 21: Enemy at Mount Airy.

June 21: Track torn up at Mount Airy, and telegraph wires cut at midnight and repaired next morning.

June 22: Telegraph line repaired to Point of Rocks; mail train run only to Mount Airy. Train of Government supplies went to Mount Airy, and held there until 6 P.M. and moved cautiously to Sandy Hook, and returned on 23rd.

June 23: Mail train went to Frederick.

June 24-25: Mail train went to Sandy Hook; Frederick train to Frederick.

June 27: McNeill's Cavalry destroyed water station, blacksmith shop, wood-house, sand-house and supervisor's office at Sir John's Run; the water stations at Rockwell's and Willett's Run, and Great Cacapon trestling, and a number of sand and tool-houses, hand and truck cars, were also destroyed.

June 29: Piney Run Bridge, 34 miles from Baltimore, burned by Stewart's Cavalry, also telegraph line destroyed. This bridge was rebuilt in twenty-five minutes on the 30th, and Road reopened to Monocacy. The telegraph line was also repaired.

June 29: Mail train went only to Marriottsville, 27 miles from Baltimore. Stewart's Cavalry

crossed the Railroad at Hood's Mill, going towards Westminster.

June 30: Harper's Ferry occupied by the enemy; mail train went to Monocacy.

June 30: Maryland Heights evacuated, and the enemy occupied Harper's Ferry.

July 2: Trains running to Frederick.

July 3: Enemy at Sandy Hook and Berlin.

July 5: The trestle work over the Chesapeake and Ohio Canal, and all the woodwork upon the four iron spans of Harper's Ferry Bridge burned by Major Henry A. Cole's United States Cavalry. The trestling at Opequon, 55 feet high, Tuscarora Creek, Pillar Bridge, nine spans, the two small bridges in Martins-burg, Dry Run Bridge, Back Creek trestling, 65 feet high, Sleepy Creek trestling, two spans, also Sleepy Creek water station and engine house all burned, and the track torn up and the ties burned and iron bent from the Opequon to near 104th mile post, making 5 miles 4,701 feet of main track, and 1 mile 3183 feet of the sidings in Martinsburg destroyed. The exact dates of all this destruction could not be ascertained, but it was subsequent to June 16th.

July 6: Commenced rebuilding telegraph line cast of Cumberland.

July 7: Troop trains running to Handy Hook, and passenger trains to Frederick.

July 9: Mail train went to Sandy Hook, and construction party proceeded to repair Harper's Ferry Bridge, but enemy held the Virginia side and fired upon them. Heavy troop movement to Frederick.

July 14: Repairs commenced eastward from Cumberland by removal of wreck of Evatt's Creek Bridge and erection of trestling, which was finished on 16th.

July 18: Canal span of North Branch trestle, and telegraph line repaired east to North Mountain. General Kelley's forces skirmishing with enemy in vicinity of Back Creek, North Mountain and Martinsburg. The erection of trestling in canal span of Harper's Ferry Bridge was commenced, also the removal of burned woodwork and track upon the four iron spans of said bridge; the work was completed at 9 A.M. on 20th. Several army corps were crossing over into Harper's Ferry during the progress of this work, occupying the Railroad and county road so that it was almost impossible to get the necessary materials to the bridge.

July 22: Trestling in place of the iron span of North Branch Bridge completed, and working party moved to Patterson's Creek. The two spans of this bridge were completed on 23rd, and further repairs deferred until military protection could be given at South Branch.

July 23: Iron-clad train went from Harper's Ferry to Opequon. The road found to be in order to that point.

July 28: Party working eastward resumed operations at South Branch by getting wreck of iron spans out of the way preparatory to trestling. They crossed trains on the 3d August, and moved on eastward, finishing Great Cacapon trestling on the 5th, and Sleepy Creek on the 7th, and commenced Back Creek trestling.

July 29: Military guard furnished to cover working party westward. Opequon trestling commenced, and construction cars crossed on 31st, at 3 P. M. Bridge carpenters were sent to Rattling Bridge and Pillar Bridge, and track layers commenced relaying track westward from Opequon; the enemy were reported advancing to capture the working party, and the guard were ordered to fall back to Williamsport; the construction trains were run back to Harper's Ferry on the night of August 1st; on the 3d work was resumed and track laid to east end of Pillar Bridge on the 4th.

August 6: Passenger and local freight trains commenced running eastward as far as Hancock, at which point passengers were taken over the Potomac River in boats, and thence by stages to Frederick. Livestock was also brought to the same point by the Railroad and driven thence to Frederick.

The enemy made their appearance at Bath, in Berkley County, but were driven off. The trestling of Pillar Bridge was completed at 10 A.M; also the two small bridges in Martinsburg; this reopened the road from Baltimore to that point. Track laying westward progressed rapidly; numbers of the men were overcome by the heat, as the weather was intensely hot.

August 9: Back Creek trestling completed by party working eastward. Telegraph line was connected and worked through, and road again fully restored. The Supervisors of Water Stations, with their gangs of experienced men, faithfully performed their duties, and had completed the Water Stations at Patterson's Creek, Green Spring Run, Rockwell's Run, Sir John's Run, and Sleepy Creek, thus furnishing an abundant supply of water.

August 10: Road fully reopened, and trains running through. Track layers restoring sidings in Martinsburg. The bridges at Coal Run, Finche's Run, Cappo Fork, and Churches Fork, No. 2, were restored to their original condition during the months of July and August.

September: During this month the middle span of Monocacy iron bridge was erected. Preparations were also in progress to put up the middle span of South Branch bridge.

The debris of all the iron bridges were taken out of the rivers and sent to the Company's shops at Mount Clare, to be used in buildi.ng new bridges to replace them.

The transfer of coal from canal boats into B & O cars at Sandy Hook continued until close of navigation in December 1862. By this means the supply of coal for Company's use east of Harper's Ferry and Washington Branch was fully kept up. 

Large quantities of lumber and crossties were also brought from the western portion of the road, via canal from Cumberland to Sandy Hook.

PARKERSBURG BRANCH

1861

May 27: Simpson's Creek bridge, No. 6, 100 ft. span, eighteen miles from Grafton, Hughes' River bridge No. 25, 80 feet span, 58 miles from Grafton, and Goose Creek bridge No. 41, 100 feet span, 83 miles from Grafton were burned. These bridges were wood and iron truss.

May 30: Simpson's Creek repaired.

June 2: Goose Creek, No. 41, trestled.

June 4: Hughes' River, No. 25, trestled. Four trestles washed out of Goose Creek, No. 41, re-trestled June 6th.

June 20: Hughes' River, No. 25, trestling, and Goose Creek, No. 41, partly washed away.

June 21: Trains passed over Hughes' River, No. 25.

June 22: Trains passed over Goose Creek, No. 41.

September 27: Heavy rains. Hughes' River and Goose Creek trestling partly washed out.

August/September, Hughes' River, No. 25, and Goose Creek, No. 41, rebuilt as before

destroyed.

1862 

January 21: Trestles washed out of Nos. 4 and 3 from No. 11 bridge. This high water has been very disastrous, causing heavy slips in the cuts, washing out embankments, and greatly delaying trains; also, much damage by water in the months of February and April. 

During the fiscal year of 1862 the cattle pens at Berlin, Sandy Hook, Cherry Run, Patterson's Creek, and other points upon the Main Stem and Parkersburg Branch, were carried away by United States forces and used in the construction of their win-ter quarters; a number of tool houses were also carried away for similar purposes.

The hand and truck car equipment of this Department was seriously impaired by its seizure by these troops, and left in such positions on the Road as exposed them to danger by the regular trains.

From this cause this description of car was almost totally destroyed on the Parkersburg Road,

1863

March 2: Goose Creek bridges, Nos. 35 and 36, set on fire and slightly burned. They were promptly repaired. The Jones' and Imboden raid into West Virginia extended to the line of this road, causing much damage.

April 25: Simpson's Creek bridge, No. 6, was burned by United States forces; whilst the men were trestling this bridge, a detachment of Jones'- cavalry captured and made prisoners seventeen of them. They also run the engine and three cars into the stream and burned all the work which had been erected. They also burned the bridge at Joe's Run, one house car at Bridgeport, and a portion of the trestle work upon the 18th section.

May 4: Buckeye Fork bridges, No. 19 and No. 29, burned.

May 7: Hughes' River bridges, Nos. 32, 33 and 34, burned. All the bridges upon this line were in good condition previous to their destruction. Timbering in No. 18 tunnel burned. The trestling in bridges No. 6 and 7 completed, previous to which the engine and cars were taken out of the Creek and sent to shops for repairs. The repairs of trestling upon the 18th section were commenced.

May 17: Road opened from Grafton to Clarksburg.

May 21: Buckeye Fork, No. 19, trestled, and No. 20, commenced.

May 25: Hughes' River bridges, Nos. 32 and 33, trestled and work commenced in the burnt tunnel; the trestling and wood packing fell in this tunnel when partly burned, and owing to the extreme heat, the rock foll six hundred and fifty feet in length, an<l from ten to sixteen feet in depth. The heat was so intense in this tunnel, the forces working in it by day and night were changed every half hour, many of them being almost suffocated by the smoke and heat from the burning timbers under the immense masses of rock. Passenger trains commenced running. The passengers and baggage were speedily transferred by a road around the tunnel and No. 34 bridge.

June 7: All trains passed through the tunnel, and road fully reopened. Telegraph line had previously been restored. Trestling on Hughes' River, Nos. 32, 33 and 34 swept out by freshet on 5th. These bridges were re-trestled on 7th and 8th, and road was again all right.

Master of Road: John L. Wilson

Principal Assistants: W.C. Quincy, W.E. Porter, T. Perkins

"It will be noticed that at the same time that the enemy were destroying such portions of the Road as they held, the Company's forces were rebuilding at all points where possession could be had and military protection afforded,"

- John L. Wilson, Master of Road, Baltimore & Ohio Railroad Report of Road to company shareholders.