Baltimore Belt Line

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B&O's overhead third-rail system at Guilford Avenue in Baltimore, 1901, part of the Baltimore Belt Line. The central position of the overhead conductors was dictated by the many tunnels on the line: the -shaped rails were located at the highest point in the roof to give the most clearance[1]

The Baltimore Belt Line was constructed by the Baltimore and Ohio Railroad (B&O) in the 1890s to connect the railroad's newly constructed line to Philadelphia (with trackage rights to New York City) with the rest of the railroad at Baltimore, Maryland. It included the Howard Street Tunnel, the Mount Royal Station and the first mainline railroad electrification in the United States. The line is currently operated by CSX Transportation as part of its Baltimore Terminal Subdivision.

Origins[edit]

The B&O's original connection to New York in Baltimore was through surface street transfers to the Philadelphia, Wilmington and Baltimore Railroad (PW&B), pulled by horses along Pratt Street between the B&O's Camden Station and the PW&B's President Street Station.[2] In 1884, the PW&B was purchased by the Pennsylvania Railroad (PRR), a major rival of the B&O, and the PRR cut off the connection. The B&O then proceeded to build its Philadelphia Branch (formally known as the Baltimore and Philadelphia Railroad) to connect to the Philadelphia and Reading Railroad, in turn connecting with the Central Railroad of New Jersey for B&O's New York service. The combination also provided a connection to the Staten Island Railway, which served as the terminal switching company for the B&O's New York freight service.

Construction[edit]

Connecting the new Philadelphia Branch to the rest of the B&O system was a considerable engineering challenge. A new surface line across the center of town was politically impossible and prohibitively expensive. Building around the outskirts of town would have required massive regrading and bridging, as the terrain is extremely hilly and the line would cut across every watershed flowing into the harbor. As a temporary expedient, traffic was handled through Baltimore on carfloats, but it was clear that a direct connection would have to be built.

Mount Royal Station (in 1961)

The route the B&O chose started from the existing end of track at Camden station, at the west end of the Inner Harbor. A tunnel was constructed directly under Howard Street, heading north until just before it crossed the existing PRR line.

At the north portal of the tunnel, Mount Royal Station was constructed. The track then curved around to the east, passed through six other (much shorter) tunnels, continued across town, finally heading southeast to meet the already constructed line just north of the Canton neighborhood. The cost of construction drove the railroad into bankruptcy shortly after the line opened in 1895.

Initially there were plans to build three new stations, but concern for interference with freight haulage and expense reduced this to a single station at Mount Royal, which opened on September 1, 1896. Lower-level platforms were added at the east end of B&O's Camden Station in 1897.[2][3]

Howard Street Tunnel[edit]

Howard Street Tunnel
Baltimore & Ohio Railroad, Howard Street Tunnel, 1300 Mount Royal Avenue (Baltimore, Maryland).jpg
Howard Street Tunnel
Baltimore Belt Line is located in Maryland
Baltimore Belt Line
Location Beneath Howard St. from Mt. Royal Station to Camden Station, Baltimore, Maryland
Coordinates 39°18′17″N 76°37′15″W / 39.30472°N 76.62083°W / 39.30472; -76.62083Coordinates: 39°18′17″N 76°37′15″W / 39.30472°N 76.62083°W / 39.30472; -76.62083
Area 3 acres (1.2 ha)
Built 1890
Governing body Private
NRHP Reference # 73002187[4]
Added to NRHP July 2, 1973

The Howard Street Tunnel, originally a 1.4-mile (2.3 km) long tunnel under Howard Street in downtown Baltimore, took four and a half years to build (1890–95) and was the longest tunnel on the B&O's system.[5] The tunnel is brick-lined with iron-arched centerings. At the time of completion it was considered innovative for its use of electricity for illumination and powering of locomotives. Inside the tunnel, there was an underground platform for trains serving Camden Station. The Howard Street Tunnel is listed on the National Register of Historic Places.[6]

Electrification[edit]

Baltimore & Ohio electric engine
Interior of the B&O's powerhouse in 1910, supplying 675 volts DC to the Baltimore Belt Line

By this time the Pennsylvania Railroad line through Baltimore and points south had been in operation for twenty years. Due to the built-up nature of the area traversed and the hilly terrain, much of its line through town was in tunnels, which posed severe ventilation problems. Large chimneys were constructed above the Pennsylvania line, in a not entirely successful attempt to disperse the fumes from the coal-fired locomotives. However by 1890 electric locomotion was beginning to appear possible, and in 1892 the B&O thus contracted with General Electric (GE) for electric locomotives, powerhouse equipment, and an electrical distribution system.[3] This equipment was delivered beginning in 1895, and the first train pulled by an electric locomotive operated through the Howard Street Tunnel on June 27, 1895.[7]

The grade on the electrified portion was downhill to Camden Station; therefore traffic heading southbound ("westbound", in B&O timetables), from Mount Royal Station, simply drifted through the tunnels. Since the engine was not working, the smoke produced was relatively light. Going upgrade northbound ("eastbound", in B&O timetables) the electric locomotives were coupled to the front of the train at Camden Station and pulled the entire train, including the steam locomotive, through the Howard Street tunnel. When northbound passenger trains stopped at Mt. Royal Station at the north end of the tunnel, the electric locomotive was uncoupled. Northbound freight trains were pulled by electric locomotives for another two miles, until reaching Huntingdon Avenue in east Baltimore. There the steam locomotive closed its cylinder cocks, took up the load, and the electric locomotive uncoupled on the fly, accelerating ahead to a pocket siding between the tracks.[3]

General Electric installed rotary converters in B&O's powerhouse near Mt. Royal Station, having a combined capacity of 5,000 kW to convert 13,200-volt, 3 phase, 25-cycle AC to 675 volts DC. In 1936, these rotary converters were replaced by mercury arc rectifiers.[8]

Initially power was supplied through a unique system in which a pickup shoe rode in a channel above and to one side of the track. This proved vulnerable to contamination from coal smoke, and after a short time it was replaced by a conventional third rail system. When the Howard Street track was made into a gantlet to allow higher clearances, the pickup contacts on one side were mounted on swinging arms to accommodate the varying distance to the third rail. The electrification was finally discontinued in 1952 when dieselization made it unnecessary.[3]

Latter day operation[edit]

Throughout much of its history until the end of passenger trains in 1958, the line had relatively low passenger traffic, averaging six daily New York–Washington trains each way. Freight traffic was also limited by the scarcity of online industry east of Baltimore and B&O's lack of a connection across the Potomac River at Washington, D. C., to the southern railroads. The massive Pennsylvania main line carried most traffic to the northeast.

By the 1970s, however, both railroads were failing financially. The PRR had been merged into Penn Central in 1968, and two years later the new company declared bankruptcy.[9] The B&O became part of the Chessie System in 1973, which in turn was merged into CSX in 1980.[10]

In 1976 the PRR line became part of the newly formed Amtrak system. The line was subsequently called the Northeast Corridor (NEC), and its role as a freight line became relatively minor. The 1987 accident at Chase, Maryland, involving a Conrail locomotive led to further reductions in freight traffic on the NEC. The Belt Line (now operated by CSX) is therefore a key link in what has now become the principal rail freight line from Baltimore to Philadelphia and beyond. This segment of the CSX network is considered a chokepoint for freight train service from the Port of Baltimore to East Coast and Midwest markets.[11] See Baltimore Terminal Subdivision.

Howard Street Tunnel fire[edit]

On July 18, 2001, a 60-car CSXT freight derailed in the Howard Street Tunnel, sparking a fire that burned for six days and blocked traffic for much longer. The Howard Street Tunnel fire called attention to the Belt Line, both as a risk to the surrounding structures and as a link in rail traffic. CSXT has implemented various improvements to increase the integrity of the link, but is limited by the shallow depth of the bore (only three feet below the surface at the south end) and the instability of the surrounding soil.

Retaining wall collapse[edit]

On April 30, 2014, a block-long portion of a retaining wall in a below-grade stretch of the Belt Line in southern Charles Village collapsed after a heavy rainstorm, sending part of the 26th Street and a number of cars onto the tracks. No one was injured but the tracks were blocked by debris, shutting down railroad operations.[12] On May 2, 2014, freight trains once again began running through the tunnels along this stretch of the Baltimore Belt Line.

See also[edit]

References[edit]

  1. ^ "A ninety-six ton electric locomotive". Scientific American (New York). 10 August 1895. 
  2. ^ a b Herbert W. Harwood, Jr., Impossible Challenge. Baltimore, Md.: 1979. (ISBN 0-934118-17-5)
  3. ^ a b c d Herbert H. Harwood, Jr., Royal Blue Line. Sykesville, Md.: Greenberg Publishing, 1990. (ISBN 0-89778-155-4)
  4. ^ "National Register Information System". National Register of Historic Places. National Park Service. 2010-07-09. 
  5. ^ Harwood, Royal Blue Line, p. 86. In the mid-1980s, the tunnel's original length of 1.4 miles or 7,340 feet (2,237 m) was extended an additional three-tenths of a mile (480 m) further south of its original Camden Station portal when the B&O successor CSX Transportation's mainline track east of the B&O warehouse was covered over for construction of Interstate 395 (ref: Stephen J. Salamon, David P. Oroszi, and David P. Ori, Baltimore and Ohio – Reflections of the Capitol Dome. Silver Spring, Md.: Old Line Graphics, 1993 (ISBN 1-879314-08-8), pp. 26–28).
  6. ^ United States. National Park Service. Washington, DC. National Register of Historic Places. Listed 1973-07-02. No. 73002187.
  7. ^ F.G. Bennick, "B&O was first U.S. railroad to use electric locomotives", Baltimore & Ohio Magazine, April, 1940.
  8. ^ J.H. Davis, "B&O Substation for Main Line, through Baltimore", Baltimore & Ohio Magazine, April, 1940.
  9. ^ Stover, John F. (1997). American Railroads (2 ed.). University of Chicago Press. p. 234. ISBN 978-0-226-77658-3. 
  10. ^ Solomon, Brian (2005). CSX. MBI Railroad Color History Series. St. Paul, MN: MBI Publishing. p. 62. ISBN 978-0-7603-1796-9. 
  11. ^ Halsey III, Ashley (March 28, 2012). "Aging Baltimore tunnel a threat to shipping economy for the city and Maryland". The Washington Post. Retrieved March 29, 2012. 
  12. ^ Hermann, Peter (April 30, 2014). "Street collapses in Baltimore, washing away cars". Washington Post. 
  • "The Howard Street Tunnel- Moving the Freight Through Baltimore", Smith, Jeffrey, The National Railway Bulletin, Volume 66, Number 5, 2001
  • "Baltimore's Unseen Artery: A Brief History of the Baltimore Belt Railroad and Its Howard Street Tunnel", Lee, J. Lawrence, ASCE Civil Engineering Conference and Exposition 2004
  • B&O Power: Steam, Diesel and Electric Power of the Baltimore and Ohio Railroad 1829 - 1964, Sagle, Lawrence W., Alvin F. Staufer, 1964

External links[edit]