Baltimore and Potomac Railroad

The Baltimore and Potomac Railroad (B&P) was an American railway company that operated principally between Baltimore, Maryland, Washington, D.C., and southern Maryland. Chartered by the Maryland General Assembly in 1853, it was initially intended to extend from Baltimore through Upper Marlboro and Port Tobacco to the Potomac River in southern Maryland, with authority to construct short branches. The company was organized in 1858, but surveying and construction were disrupted by the American Civil War. The project gained strategic importance after the Pennsylvania Railroad and its ally, the Northern Central Railway, sought an independent route into Washington and connections toward Virginia and the South. Congress authorized an enlarged Washington branch in 1867, and the Pennsylvania Railroad acquired control of the B&P. Construction accelerated in the late 1860s and early 1870s. The railroad built a route from the Baltimore area through Bowie and into Washington, together with major engineering works including the Baltimore and Potomac Tunnel beneath north Baltimore, the Virginia Avenue Tunnel in Washington, bridges over the Anacostia and Potomac Rivers, and a replacement Long Bridge connection toward Virginia. Passenger service between Baltimore and Washington began on July 2, 1872, initially using temporary facilities and ending short of the completed Baltimore tunnel. The tunnel opened on June 29, 1873, providing a direct connection with the Northern Central Railway and Baltimore's Calvert Street Station. The route was significant because it gave Washington a second railroad connection to the Northeast, competing with the older Baltimore and Ohio Railroad. It also formed part of a broader Pennsylvania Railroad network linking the Mid-Atlantic, the Northeast, and the South. The B&P operated a branch to Pope's Creek, with service extending into southern Maryland, and later leased the Catonsville Short Line. The Pope's Creek route supported freight and passenger activity and subsequently developed additional branches serving locations including Mechanicsville, Indian Head, Cedar Point, and industrial facilities. The railroad also participated in a growing network of connections with other railways, including the Western Maryland Railway and lines associated with the Baltimore and Ohio system. The company's Washington station, opened in a permanent brick-and-stone form in 1873 at Sixth Street and B Street NW, stood on what is now the site of the West Building of the National Gallery of Art. On July 2, 1881, President James A. Garfield was shot in the station's waiting room. He died in September of that year from complications associated with the wound and its treatment, making the station one of the most historically prominent locations associated with the railroad. On November 1, 1902, the B&P was consolidated with the Philadelphia, Wilmington and Baltimore Railroad, bringing its corporate identity to an end within the Pennsylvania Railroad system. Passenger operations were later reshaped by the opening of Washington Union Station in 1907 and the rerouting of trains onto the Magruder Branch. After the Pennsylvania Railroad's 1968 merger into Penn Central, the former B&P infrastructure passed through Penn Central's bankruptcy and Conrail. Amtrak acquired the Washington Branch in 1981 and took over intercity passenger service in 1971; Maryland's MARC system later assumed commuter operations. Freight operations on surviving portions are associated with Norfolk Southern on the Washington Branch and CSX Transportation on the Pope's Creek route. Portions of the former B&P route now form part of Amtrak's Northeast Corridor and MARC's Penn Line.

The Baltimore and Potomac Railroad originated in a plan to improve rail access between Baltimore and southern Maryland. Walter Bowie, writing under the name Patuxent Planter, joined Thomas Fielder Bowie, William Duckett Bowie, and Oden Bowie in advocating a railroad through the region. Maryland granted the company a charter on May 6, 1853. The charter contemplated a route from Baltimore through Upper Marlboro and Port Tobacco to the Potomac River in St. Mary's County, as well as short branch lines. Preliminary surveying began in 1855, and the company was formally organized on December 19, 1858. More extensive surveying began in 1859, but the Civil War delayed construction. After the war, the project attracted the Pennsylvania Railroad and the Northern Central Railway, which wanted an alternative route to Washington and a connection toward Virginia. In 1866 the B&P sought authority to build a Washington branch, and Congress approved the expanded plan on February 5, 1867. The Pennsylvania Railroad acquired a controlling interest, turning the B&P into an important component of its regional strategy. Construction began in earnest in 1868, including work from the Annapolis and Elk Ridge Railroad connection toward Upper Marlboro and from Bowie toward the District of Columbia. The company obtained permission to cross Baltimore and build a tunnel linking its route with the Northern Central Railway. It also received congressional authority to extend its Washington branch across the Potomac River toward Virginia, subject to maintaining the bridge. When flooding damaged the existing Long Bridge in October 1870, the B&P undertook replacement work. Construction during 1870–72 included the Virginia Avenue Tunnel, the Anacostia Railroad Bridge, the replacement Long Bridge, numerous smaller bridges, and extensive grading and track laying. Track reached Bowie by August 1871, and freight trains were operating on portions of the route by October. The Virginia Avenue Tunnel was completed in January 1872, while the Washington track and associated bridges were finished in stages. Passenger service between Baltimore and Washington began on July 2, 1872. At first, the Baltimore tunnel was incomplete, so passengers used a transfer arrangement involving the Lafayette and Calvert Street stations. The line to Pope's Creek was completed at the end of 1872 and formally opened in January 1873, after freight and limited passenger operations had already begun. The Baltimore and Potomac Tunnel opened on June 29, 1873. A month later, the Union Railroad opened another connection through Baltimore, tying the B&P and Northern Central system to the Philadelphia, Wilmington and Baltimore Railroad. These projects created a continuous rail network connecting Baltimore and Washington with northern cities and routes toward Richmond and the South. The B&P also connected with the Western Maryland Railway in 1873 and later leased the Catonsville Short Line Railroad. The company's Washington station became a major civic and transportation landmark. A permanent structure opened in 1873 at Sixth Street and B Street NW, on land now occupied by the West Building of the National Gallery of Art. On July 2, 1881, President James A. Garfield was shot in the station. He died in September after complications from the wound and infection. The event was not a corporate scandal, but it permanently linked the railroad's Washington terminal with a major episode in United States political history. The B&P's corporate independence ended on November 1, 1902, when it was consolidated with the Philadelphia, Wilmington and Baltimore Railroad under Pennsylvania Railroad control. The opening of Washington Union Station in 1907 changed the route of Baltimore trains, which were diverted onto the Magruder Branch on the approach to the new terminal. The former B&P system later passed to Penn Central in 1968 and, after Penn Central's bankruptcy, to Conrail. Amtrak assumed intercity passenger operations in 1971 and purchased the Washington Branch in 1981. Maryland's MARC system later took over commuter service in the Baltimore–Washington area. After Conrail's 1999 breakup, Norfolk Southern handled freight on the Washington Branch and CSX Transportation handled the Pope's Creek freight route. Surviving sections remain part of important modern passenger and freight corridors.

1. 1999Former B&P freight routes divide between new operators

   Following the breakup of Conrail, Norfolk Southern assumed freight service on the Washington Branch and CSX Transportation handled Pope's Creek freight traffic.

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2. 1981Amtrak acquires the Washington Branch

   Amtrak purchased the Washington Branch, while commuter operations were subsequently transferred to local and state transportation authorities.

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3. 1971Amtrak assumes intercity passenger service

   Amtrak took over intercity passenger operations on the Washington Branch.

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4. 1968Penn Central control

   The former B&P infrastructure entered the Penn Central system following the merger of the Pennsylvania Railroad and New York Central.

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5. 1907Washington Union Station changes passenger routing

   The opening of Washington Union Station moved former B&P passenger trains onto the Magruder Branch approach to the new terminal.

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6. 1902Corporate consolidation

   The B&P was consolidated with the Philadelphia, Wilmington and Baltimore Railroad, ending its separate corporate existence.

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7. 1881Garfield assassination attempt at the Washington station

   President James A. Garfield was shot in the station waiting room on July 2 and died in September from complications associated with the injury.

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8. 1873Baltimore and Potomac Tunnel completed

   The tunnel opened on June 29 and connected the B&P route with Baltimore's Northern Central Railway system.

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9. 1872Baltimore–Washington passenger service opens

   Passenger trains began operating between Baltimore and Washington on July 2, establishing the B&P as a direct competitor to the Baltimore and Ohio Railroad.

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10. 1871Major construction reaches the Baltimore–Washington corridor

    Track laying and bridge construction advanced rapidly, with track reaching Bowie and freight operations beginning on completed sections.

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11. 1867Congress authorizes the Washington branch

    Federal authorization enabled the B&P to build a branch into Washington, supporting the Pennsylvania Railroad's effort to establish its own route to the capital.

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12. 1858Company organized

    The railroad company was formally organized on December 19, although construction was later delayed by the Civil War.

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13. 1853Maryland grants the original charter

    The Maryland General Assembly chartered the Baltimore and Potomac Rail Road Company to build from Baltimore through southern Maryland to the Potomac River, with authority for limited branches.

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A Pennsylvania Railroad-controlled Mid-Atlantic railway that provided a competing Baltimore–Washington route and extended rail access into southern Maryland and toward Virginia.

• Baltimore–Washington main linePassenger and freight railway1872

  The B&P's principal route connected Baltimore with Washington, D.C., through the Bowie area. It provided passenger and freight service and became an important Pennsylvania Railroad approach to the capital. Surviving portions now form part of Amtrak's Northeast Corridor and Maryland's MARC Penn Line.

• Pope's Creek BranchBranch railway1873

  The Pope's Creek route extended south from Bowie into southern Maryland. Although included in the original chartered concept, it was operated as a branch after opening. Additional lines later served locations such as Mechanicsville, Indian Head, Cedar Point, and industrial facilities including Chalk Point.

• Baltimore and Potomac TunnelRailway tunnel1873

  Opened in 1873 beneath north Baltimore, the tunnel completed the B&P's direct connection into the city and linked its route with the Northern Central Railway. The historic tunnel remained in railway use for many years and formed part of the route later used by successor passenger services.

• Washington–Virginia connectionRailway infrastructure1872

  The B&P developed the Virginia Avenue Tunnel, the Anacostia crossing, and a replacement Long Bridge connection to support movement through Washington toward Virginia. These works helped connect the railroad with routes serving Richmond and the broader South.

• Catonsville Short Line leaseBranch railway1884

  The Catonsville Short Line Railroad opened in 1884 and was immediately leased by the B&P. The line provided a short branch connection from the Baltimore area to Catonsville.

• 1907Passenger trains move to the Union Station alignmentStrategy

  Washington Union Station was developed to consolidate services from multiple railroads, including the Pennsylvania Railroad system and the Baltimore and Ohio Railroad.

  What changed. Former B&P passenger trains from Baltimore were diverted from the old downtown station approach onto the Magruder Branch toward Union Station.

  Aftermath. The original B&P Washington station lost its role as the principal terminal for the route, while the new alignment became part of the capital's consolidated rail network.

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• 1902Consolidation with the Philadelphia, Wilmington and Baltimore RailroadM&A

  Pennsylvania Railroad control had made the B&P part of a wider network, reducing the need to preserve it as a separate corporate entity.

  What changed. On November 1, 1902, the B&P was consolidated with the Philadelphia, Wilmington and Baltimore Railroad.

  Aftermath. The resulting railroad operated under Pennsylvania Railroad control, and the B&P name disappeared as an independent corporate identity.

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• 1870B&P replaces the damaged Long BridgeOther

  A flood on October 1, 1870, damaged the existing Potomac crossing used for rail access toward Virginia.

  What changed. The B&P chose to build a replacement bridge and began construction in November 1870 while also developing the Virginia Avenue Tunnel and Anacostia crossing.

  Aftermath. The new Long Bridge opened in May 1872 and enabled the B&P to move supplies and trains through Washington toward Virginia.

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• 1867Pennsylvania Railroad takes control to build a Washington routeStrategy

  The Pennsylvania Railroad and Northern Central Railway sought an independent connection to Washington and routes toward Virginia, while the B&P needed capital and federal authorization to expand beyond its original charter.

  What changed. The Pennsylvania Railroad acquired a controlling share of B&P stock after congressional authorization for the Washington branch and directed the project's expansion.

  Aftermath. The B&P became a major Pennsylvania Railroad route into Washington and a competitor to the Baltimore and Ohio Railroad.

  • Baltimore and Ohio Railroad — The B&P's opening created direct competition for Baltimore–Washington and Washington–Northeast traffic.
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• 1971Former B&P passenger service passes into the Amtrak and MARC era

  Amtrak assumed intercity passenger service on the Washington Branch, while commuter operations continued through later ownership and operating changes before becoming part of Maryland's MARC system.

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• 1902Baltimore and Potomac Railroad consolidated into Philadelphia, Wilmington and Baltimore Railroad

  The B&P was consolidated with the Philadelphia, Wilmington and Baltimore Railroad under Pennsylvania Railroad control, ending the B&P as a separate corporate entity.

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• 1881President James A. Garfield is shot at Baltimore and Potomac Station

  President Garfield was shot in the Washington station's waiting room on July 2. He died in September from complications related to the injury and subsequent infection.

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• 1873Baltimore and Potomac Tunnel opens

  Completion of the tunnel under north Baltimore connected the B&P route with the Northern Central Railway and allowed through rail movement into Baltimore's established railroad network.

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• 1872Baltimore and Potomac Railroad begins Baltimore–Washington passenger service

  The B&P inaugurated passenger operations between Baltimore and Washington, creating a new rail connection between the national capital and the Northeast. The service initially operated before completion of the Baltimore tunnel and used temporary stations.

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1. Baltimore and Potomac Railroad