Jackson's operations against the B& O Railroad (1. Colonel Stonewall Jackson's operations against the Baltimore and Ohio Railroad in 1. Union Army as a major supply route. A second goal was to capture the maximum number of locomotives and cars for use in the Confederate States of America. During this point in the war, the state of Maryland's stance was not yet determined. The B& O Railroad, then owned by the state of Maryland, ran through Maryland and along the Potomac River Valley in its pass through the Appalachian Mountains, but took a crucial turn at Harpers Ferry and passed south, through Virginia and Martinsburg while crossing the Shenandoah Valley. The railroad then continued on through much of present- day West Virginia, which then was still part of Virginia, meaning that the railroad continued for a major portion of its route through a state which later seceded. Welcome to GJ Golf, Grand Junction’s Premier Golf Shop. GJ Golf, Grand Junction’s premier golf shop has everything you need for all of your golf ventures. From tee to green and everything in between. To help you with your. The Good Fight: CBS' Good Wife Spinoff Title Announced, Justified Star Joins Cast October 31, 2016; The Odd Couple: Garry Marshall Tribute to Include Stars of His Shows October 31, 2016; Teen Wolf: Sibo Mlambo to.
With the commercial and critical success of Gunfight at the O.K. Corral (1957) in his back pocket, producer Hal Wallis teamed up again with one of the stars of that picture, Kirk Douglas (now owner of his own outfit, Bryna. DVD Train videos from Broken Knuckle,Pentrex,Charles Smiley,Greg Scholl,and more CSX content. Industry information at your fingertips. Over 200,000 Hollywood insiders. Enhance your IMDb Page. Many historians have written that the events began when the Virginia militia initiated a military raid that started in western Virginia at the end of busy noontime traffic on May 2. Colonel Thomas Jackson had convinced railroad officials to limit their passage through Virginia territory between the hours of 1. He denies that the raid occurred and questions whether the communication between Jackson and railroad officials ever happened. Robertson claims that historians who promote the accuracy of the raid place too much reliance on an 1. General John D. Imboden, a source that Robertson considers to be unreliable. In any event, from late May through June Confederate forces controlled the railroad and destroyed track and bridges throughout the Virginia portion of the railroad. Believing that Harper. As part of this retreat, a major bridge was destroyed at Harper. In a major engineering feat, fourteen locomotives from Martinsburg were disassembled and moved across country by horse drawn teams to Strasburg, Virginia. Eventually the locomotives were moved to Richmond where they were put to use by the Confederacy. Background. He began the task of organizing the defense of Virginia at that location. He was commanding the Department of the West, and was traveling from his headquarters in St. Imboden's (later a CSA Brigadier General) assigned post, possessing the bridge across the Potomac River at Point of Rocks, Maryland. As the war approached, the president of the B& O Railroad, John W. Garrett, who was sympathetic to the Union, became . Also, West Virginia had not separated from Virginia yet, so technically most of the B& O tracks lay in the South. Navy warships attempting to blockade the more southern states. Garrett agreed to run as many trains as possible through around noon. This timetable bottleneck caused the B& O Railroad to pile up trains in yards and along the lines on the double tracks on either side of Harpers Ferry in order to maximize their throughput during this new curfew. Imboden's cavalry to Point of Rocks, east of Harpers Ferry. Thus Col Jackson had now . The entire forty- four mile railine between Cherry Run and Harper's Ferry, with the huge railyard at Martinsburg, and the thirty- two mile Winchester spur was now entirely isolated as a whole and separate system of seventy- six miles of railroad, apart from the western and eastern runs of the main B& O Railroad stem. Hauling away the bounty. Hayes Camelback 0- 8- 0. No. Historian Edward Hungerford, in his centennial history of the B& O Railroad published in 1. May capture as follows. These engines, once obtained, were hauled by horses over the famous Valley Turnpike to Strasburg, but twenty miles (3. Winchester, where they were placed on rails - - on the track of the Manassas Gap Railway, which connected with the Virginia Central and the entire railroad system of the Confederacy. Weber does not mention the May 2. May 2. 8 Confederate forces occupied 1. B& O line. Jackson, reluctant to antagonize Confederate sympathizers in the area, continued to allow the trains to move through the entire area for another two weeks until June 1. Jackson was ordered to abandon Harper's Ferry. This is when Jackson, according to Weber, decided to . This resulted in a large capture of locomotives and cars. Mc. Clellan and Robert Patterson from using the road, the Confederates . Here they lit 5. 0 coal cars on fire and ran them off the destroyed trestle, . Stover notes that John W. Garrett, President of the B& O Railroad acknowledged that by May 2. Virginia forces (called Confederate by Garrett) had taken control of 1. Point of Rocks westward. For more than two weeks, B & O East- West trains were literally run through the lines of both armies. This is the first instance, as far as my reports advise, wherein the mail has been disturbed at any point of our lines . Immediately Major- General. Joseph E. Johnston, then of the Virginia State Militia, relieved Colonel Jackson and took command at Harpers Ferry on May 2. Shortly afterward, on June 8, all Virginia State troops were transferred to the authority of the Confederate States. Jackson moves to Martinsburg. Johnston arrived in Harper's Ferry on the afternoon of the 2. Jackson of the change. On June 1. 3, in a telegram from Adjutant General Samuel Cooper, Johnston was authorized, if he felt the enemy . Johnston ordered Jackson to join Stuart and destroy the important B& O railroad shops before they fell into Union hands. Jackson arrived in Martinsburg on the afternoon of June 2. Details ripped up track and burned cross- ties; other groups of soldiers set fire to the round houses and machine shops. Some fifty- six locomotives and tenders, as well as at least 3. Opequon river, or dismantled to the point of uselessness. Within a few days Jackson worked out a plan with the assistance of two railroad employees, Hugh Longust and Thomas R. Sharp, to select the 1. Strasburg. If only some of the best of the locomotives could be moved down upon those Southern railways. Over the turnpike; as he had done with the little Harpers Ferry engines, from Winchester to Strasburg. True it was that the distance from Martinsburg through Winchester to Strasburg (thirty- eight miles) was considerably longer, but the highway was good and the thing was possible. At any rate, one bright morning in July, he arranged to take the first of the engines out over the turnpike. A picked group of about thirty- five men, including six machinists, ten teamsters and about a dozen laborers, had been told of the task. They were placed under the immediate charge of Hugh Longust, an experienced and veteran railroader from Richmond. Longhust reported in turn to Colonel Thomas R. Sharp, at that time ranked as captain and also as acting quartermaster- general in the Confederate Army. With the assistance of the chief engineer of the Winchester and Potomac Railroad, Thomas R. In an incredible and historic feat of engineering, the Virginia militia soldiers pulled the first four locomotives with 4. Winchester south on the Valley Pike to the rail- head at Strasburg. Black has yet a different view. Under the direction of Thomas R. By the 2. 5th of July, Captain Thomas Sharp reported that 8. Confederate rails. Eyewitness Julia Chase. One of the Engines that was thrown in the river at Martinsburg, when the Confederate Army was at Harper's Ferry, has been brought into town today by 3. Richmond. It was quite a sight as it passed by - - looking very much like an iron monster. It is said that the reason the U. Government does not interfere in this case is because the leading Managers of the Balto & Ohio Railroad are Secessionists and they let them do as they please. Several historians note that the actual quantities of horse involved in pulling any one locomotive varied between 3. As late as 1. 86. Shenandoah Valley to Staunton for service on Confederate rail lines all throughout the South. Final locomotive moved to Staunton. Mounting any more of the locomotives at Strasburg for evacuation on the Manassas Gap Railroad had become too risky. The last time that Captain Sharps . The same night of the evacuation, the B& O camelback Engine number 1. Manassas Gap Railroad tracks at Strasburg and moved south 2. Shenandoah Valley to the very end of the line at Mount Jackson, Virginia. From there it was remounted onto the teamsters heavy duty wagon trucks and hauled overland on the Valley Turnpike again another 7. Staunton. The trip took four days, and when Engine 1. Staunton early in the morning, a majority of the towns population turned out to witness the incredible sight. The threat imposed on Richmond by Major General Mc. Clellan's advance up the Peninsula in May 1. Captain Sharp to direct the movement of the locomotives further south to Allamance County, North Carolina, about fifty miles west of Raleigh, North Carolina. Here the large shop buildings of the Raleigh and Gaston Railroad were leased, much of the Martinsburg shop equipment installed, and the . The repair languished, however, and the plight of the B& O . The Great Train Raid bounty had supplied the Confederate Army with the materials to build the Centreville Military Railroad, where Captain Sharp was once again managing much of the effort. After Centreville was abandoned and the lower Shenandoah Valley was left lightly defended, the B& O Railroad came under Federal control, and B& O work crews were able to repair bridges and lay track during the entire month of March. A new wooden bridge at Harpers Ferry was built on a rushed accelerated schedule and the B& O Railroad officially reopened for service on March 3. Baltimore to Ohio was finally clear, after ten full months of closure. Occasional movements were also made, accompanied by considerable destruction upon the roads between Cumberland and Wheeling, and Grafton and Parkersburg, during the fiscal year. The Protection of the Government was not restored throughout the line until March, 1. This time, not wanting to leave anything of use to the Federals, he ordered the Martinsburg roundhouse and all the shops burned.
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