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and notified John
Garrett that trains would only be allowed to pass through Harpers Ferry at first only during daylight hours, but within a few days demanded a tighter timetable restriction between the hours of 11 a.m. and 1 p.m. in order to ensure their rest was not disturbed. Delagrange notes "He complained strongly that the trains were disturbing the rest of his tired troops at Harper's Ferry. Garrett agreed to run as many trains as possible through around noon." Thus only two hours in the day, centered around noon, were allowed for train traffic through the Harpers Ferry area after the middle of May. 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
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for these trains to make it only part way into their forty-four mile stretch without reaching the other end on the doubled-up tracks of that main stem section. Then, "at the end of the busy noontime traffic," just as all these trains had filled up the east and westbound lanes, practically coupler to coupler, "Imboden and Harper suddenly halted traffic at midday" by emerging forth and not allowing the trains now coming toward each of their positions to pass and get out of this double-track stretch. Thus
Colonel Jackson had now "bagged" the "largest single haul of rolling stock taken intact during the war" on the very first day of the war from Virginia's perspective: May 23, 1861.
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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.
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destruction had occurred, the Union government would have screamed in protest and initiated retribution. No such reactions are recorded. For
Jackson to have severed the B&O would have been a large and direct act of war against civilian commerce. The struggle between North and South had not yet reached that stage. Jackson was under strict orders not to interrupt civilian life. Further, it is inconceivable that the B&O's brilliant and hard-working president, John W. Garrett, or its indefatigable master of transportation, William Prescott Smith, would not have immediately seen through such a transparent ploy... .
812:, 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 30, 1862, and once again the transportation path from Baltimore to Ohio was finally clear, after ten full months of closure.
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moving down the famous Valley Pike" as they "were dragged painfully southward behind multiple teams of horses. Under the direction of Thomas R. Sharp ... the locomotives arrived safely in
Strasburg early in September, where they were hoisted onto Confederate rails." Black also mentions the little-known Leesburg raid in August, 1862 when "Just before the Alexandria, Loudoun & Hampshire had been swallowed up within the Federal lines, two of its engines had been laboriously salvaged and, appropriately rechristened the General Beauregard and the General Johnston".
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and dining and wash house, coalbins, sandhouses, blacksmith shop and tool houses, pumping engine for water station and connecting pipes were all destroyed. The destruction of tracks also commenced and continued ... making a total of 37½ miles of track ", including twenty miles (32 km) of track between
Harpers Ferry and North Mountain. "This time Jackson's men did not move the torn-up iron south for use on their own lines, but rather heated it over bonfires of ties and fenceposts" so that the rail line could be traced "by a continuous line of fires."
514:, "where they burned for two months, the intense heat melting axles and wheels." The 52 remaining locomotives and various rail cars left in Martinsburg were thus left stranded by this uncoordinated action, and this ended the ability to move the remaining locomotives "by rail to the south". "This destruction was carried out in accordance with Lee's order of May 6 to Jackson to destroy the railroad bridges in order to frustrate the Union armies then advancing upon Harper's Ferry", says Johnston referencing Official Records, II, 806.
223:, became "outspoken" against the Confederacy, using "some strong adjectives to lend stress" to the word "rebel". Delagrange notes "As war seemed to be approaching, B&O President John Garrett tried to appear neutral (his sympathies were with the North), a good business practice because people weren't certain if Maryland would go Union or, even if it did, whether the line could be kept from the Confederates. Also, West Virginia had not separated from Virginia yet, so technically most of the B&O tracks lay in the South."
631:. In an incredible and historic feat of engineering, the Virginia militia soldiers pulled the first four locomotives with 40-horse teams, rigged artillery-style, through downtown Winchester south on the Valley Pike to the rail-head at Strasburg. "Colonel Jackson helped himself to four small locomotives not too heavy for the flimsy flat-bar rails of the Winchester & Potomac , and had them sent to Winchester whence they were dragged down the Valley turnpike to the nearest railroad at Strasburg", says historian Johnston.
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847:
948:...Imboden's postwar writings must be ignored in most instances or handled with extreme caution in the other cases. The impeccable Jed Hotchkiss in later years wrote of Imboden (whom he had known in prewar Staunton): 'I do not like to say that my friend is unreliable; and yet the truth of the matter is that his statements will not bear the tests of criticism. ... He writes from a confused memory and never takes the trouble of verifying his statements by a reference to documents.'
262:
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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 13 when Jackson was ordered to abandon Harper's Ferry. This is when Jackson, according to Weber, decided to "spring the trap" by blocking any trains from leaving a 54-mile (87 km) stretch of track after they were allowed, from either end, to enter. This resulted in a large capture of locomotives and cars.
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364:, allowing Jackson an opportunity to try and move his captured rail assets quickly to Winchester. The entire forty-four mile railline 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.
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The main stem of the B&O which ran mostly in or near
Virginia was severed and cut off from the rest of the line by blasting a "massive rock formation onto the track at Point of Rocks." Johnston made the determination that in fact no rail traffic passed the B&O main stem west of Point of Rocks after the end of May, and west of Opequon Creek Bridge two miles (3 km) east of Martinsburg after June 2.
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bridge upon our line was destroyed at nine o'clock this morning, near
Martinsburg, but as four of those previously destroyed have been restored already, and as we are determined to continue to working the road to fullest extent wherever it is all safe to do so, we hope the Department will understand that we are not disposed to suspend our operations for any cause whatever that we can possibly control.
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178:, then of the Virginia State Militia, was ordered to relieve Colonel Harper. He began the task of organizing the defense of Virginia at that location. During his first day commanding forces, on April 27, 1861, Colonel Jackson's men arrested one of the only four general officers in the regular army at that time, Brigadier General
761:. From there it was remounted onto the teamsters heavy duty wagon trucks and hauled overland on the Valley Turnpike again another 70 miles (110 km) to Staunton. The trip took four days, and when Engine 199 reached Staunton early in the morning, a majority of the towns population turned out to witness the incredible sight.
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locomotives – including a Hayes Camel 198, a Mason locomotive, and a "dutch wagon" – over forty miles of dirt roads from
Martinsburg to Strasburg, Virginia. When the indispensable William Prescott Smith died prematurely at age forty-seven in 1872, Garrett hired Sharpe to replace him as master of transportation
1473:, accessed November 9, 2008: "It was here the wholesale destruction of railroad property of the Baltimore & Ohio Railroad by Stonewall Jackson took place. His army carried away eight B. & O. engines, hauling them by men and horses thirty miles to be placed on Southern roads and used by his army."
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destruction of the railroad did not begin until "early June", culminating in the destruction of the "800-foot combined highway-railroad bridge at Harpers Ferry" on June 14. Stover writes, "With this dramatic action, the main line of the B&O was to be effectively closed down for nearly ten months."
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On May 28, 1861, general possession was taken by the Confederate forces of more than one hundred miles of the Main Stem, embroiling chiefly the region between Point of Rocks and Cumberland. Occasional movements were also made, accompanied by considerable destruction upon the roads between Cumberland
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Pursuant to orders, but against his better judgment that railroad equipment should always be saved, Jackson began a systematic destruction of the Martinsburg yards. Details ripped up track and burned cross-ties; other groups of soldiers set fire to the round houses and machine shops. Some fifty-six
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This initial long term service outage and blow to the B&O Railroad and Union effort finally received more attention from the War Department under Stanton, who placed more interest in restoring the line. By early March 1862 Major General McClellan's advance on the Peninsula was bringing pressure
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Many of the rail cars that had been captured were hidden in barns and farms throughout the Winchester area, and Confederate forces along with citizens continued to move these up the valley through the summer months of 1861, and for a period of the next two years. By the 25th of July, Captain Thomas
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The story of the captured locomotives was told by John Imboden, who said that he himself took part in the raid, but there are disturbing elements to his story. Such a dramatic event ought to have stimulated many accounts, as did the later transfer of the locomotives from Martinsburg to Strasburg.
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On May 12, 1861 Lee wrote to Jackson, "I am concerned at the feeling evinced in Maryland, & fear it may extend to other points, besides opposite Sheperdstown. It will be necessary, to allay it, if possible to confine yourself to a strictly defensive course." In a May 22, 1861 letter to General
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in Maryland. This time, not wanting to leave anything of use to the Federals, he ordered the Martinsburg roundhouse and all the shops burned." "The polygonal engine house, the half round engine house, the large and costly machine shops, warehouse, ticket and telegraph offices, the company's hotel
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Robert C. Black has yet a different view. He notes that "nine miles of rail" plus "five well-furbished steam locomotives, plus $ 40,000 worth (U.S.) of machine tools and other materials removed from the Martinsburg shops." The five locomotives presented a "strange procession" that "could be seen
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For some time after May 28, Jackson allowed all trains to run back and forth, probably because he was trying to win as many Confederate sympathizers in the area as he could, and hence did not want to indulge in too much property destruction. For more than two weeks, B & O East-West trains were
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Historian Angus James Johnston, II, "To make sure the trains stayed trapped and to prevent Union armies under George B. McClellan and Robert Patterson from using the road, the Confederates began destroying bridges and track on May 25," taking down seventeen bridges over the next thirty-day period.
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Upon an appointed day in that month of May, he held up all trains moving through Harpers Ferry and helped himself to four small locomotives; which were not too heavy to go safely over the poorly built branch line to Winchester, thirty miles away. These engines, once obtained, were hauled by horses
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About the middle of May Jackson then devised a covert plan to destroy B&O Railroad operations while simultaneously benefiting Virginia and possibly the Confederacy. Jackson complained to the B&O Railroad that the "noisy night railroad traffic" of the trains disturbed the rest of his troops,
182:, at Harpers Ferry, while he was taking a train to Washington, D.C. He was commanding the Department of the West, and was traveling from his headquarters in St. Louis, Missouri. Sometime following this, Colonel Jackson, while familiarizing himself with the B&O Railroad line, inspected Captain
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in his biography of Stonewall Jackson calls the May 23 raid and the subterfuge engaged in by Jackson as "the most intriguing anecdote of the first weeks of the war." He states, however, that "John. D. Imboden manufactured it, Jackson biographer G. F. R. Henderson gave it credence, and writers over
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Sept. 16th. Another of the Engines was brought from Martinsburg today, besides other things on Saturday. It is said that the reason the U. S. 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
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I have to advise you that the Southern forces at Harper's Ferry took the Mail matter from our Mail train, bound east from Wheeling for Baltimore, during the night. This is the first instance, as far as my reports advise, wherein the mail has been disturbed at any point of our lines . ... Another
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The following morning, May 23, the trains waiting to the east and west of this forty-four mile section "arrived on schedule" and began moving across this curfewed span at 11:00 a.m. "freely entering the zone for an hour after eleven o'clock." This one-hour period allowed for just enough time
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of this massive capture of railroad stock, although William Prescott Smith's personal records on the war do record a small seizure of a train of cars on May 14 in Harper's Ferry. In analyzing the way the Imboden "fable" has spread, Robertson states that both railroad historians and later general
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Garrett always remembered Stonewall Jackson's destruction of the B&O properties at Martinsburg, Virginia in June 1861, and he admired how Confederate colonel Thomas R. Sharpe, with just thirty-five men comprising six machinists, ten teamsters, and twelve laborers had moved fourteen of his big
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Sept. 2nd. Weather quite warm again. 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 32 horses, to be taken on to Richmond. It was quite a sight as it passed by -- looking very much like an iron
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Jackson was conflicted over supervising the destruction of material badly needed by the Confederacy. 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 13 least damaged locomotives, dismantle the engines, and
1185:, accessed November 10, 2008; "In May 1861, Col. Thomas J. (later Gen. "Stonewall") Jackson convinced the railroad to consolidate its coal shipments at a specific time period." - Civil War Trails sign at Point of Rocks railroad station, corroborating the timetable restriction starting in May 1861
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Milledge L. Bonham at Manassas Junction, Lee further elaborated Virginia's policy, "But it is proper for me to state to you that the policy of the State at present is strictly defensive. No provocation for attack will therefore be given, but every attack resisted to the extent of your means."
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Delightful as the story is, it is totally fictional. Jackson could not have committed these actions on his own, and he had no orders to disrupt the B&O completely. The Confederate government would not have issued such a directive while making overtures of cooperation with Maryland. If such
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had become too risky. The last time that Captain Sharps "railroad corps" moved any of the captured locomotives was when the last of the engines to have been taken from Martinsburg to Strasburg was stranded by Johnston's evacuation. The same night of the evacuation, the B&O camelback Engine
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On June 19, while Johnston and Jackson were on the road, Colonel "Jeb" Stuart was in Martinsburg, twenty miles (32 km) north of Winchester, and Johnston was concerned that Union troops might be advancing towards Martinsburg. Johnston ordered Jackson to join Stuart and destroy the important
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This was real strategy and Jackson undoubtedly would have repeated it, had it not been that Harper's Ferry was beginning to be untenable for him." After the evacuation of Harper's Ferry, beginning on June 20, Jackson fell back to Martinsburg and "forty-two locomotives and their tenders at that
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was given permission to abandon the post. As part of this retreat, a major bridge was destroyed at Harper's Ferry and the railroad works at Martinsburg were destroyed. In a major engineering feat, 14 locomotives from Martinsburg were disassembled and moved across country by horse drawn teams to
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and occasionally the B&O would push work crews in to restore and repair portions of the main stem, having considerable bridge repairs to perform. The repair languished, however, and the plight of the B&O "was sufficient to make many recall that the problems of the B&O were helping
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Railroad historian Thomas Weber presents a different scenario regarding the dates and the events culminating in the capture of significant rail stock. Weber does not mention the May 23 raid but does state that on May 28 Confederate forces occupied 100 miles (160 km) of the B&O line.
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The Virginia legislature had ratified the Confederate constitution on May 2, and General Joseph Johnston had been given the Confederate command over the area covering Harper's Ferry. Johnston arrived in Harper's Ferry on the afternoon of the 23rd and informed Jackson of the change. From the
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Historian John F. Stover notes that John W. Garrett, President of the B&O Railroad acknowledged that by May 28 the Virginia forces (called Confederate by Garrett) had taken control of 100 miles (160 km) of the main stem from Point of Rocks westward. However, Stover indicates that the
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Slowly a great idea formulated itself within his mind. 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
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At Martinsburg, as Jackson proceeded with this "wreckage", he started to have doubts as "word from his beloved Southland of the desperate need of locomotives." He noted that "some of these Baltimore and Ohio engines had not been so very badly burned; after all, there is very little about a
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The total amount of repair work facing the B&O was extraordinary, including 26 bridges (127 spans with a total length of 4,713 feet), 102 miles (164 km) of telegraph line and a pair of water stations. "This was in addition to all the rolling stock lost and burnt at Martinsburg."
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If it occurred, Jackson did not report it to Lee, and that would have been a direct violation of Jackson's orders not to disturb commerce and not to cross into Maryland unless it was absolutely necessary. The story is, however, repeated as gospel in every other biography.
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until the last one had arrived. The threat imposed on Richmond by Major General McClellan's advance up the Peninsula in May 1862 caused Captain Sharp to direct the movement of the locomotives further south to Allamance County, North Carolina, about fifty miles west of
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and notes that things had been "thrown in the river at Martinsburg" in reference to the destruction of the Opequon Creek B&ORR bridge. Several historians note that the actual quantities of horse involved in pulling any one locomotive varied between 32 and 40.
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and Wheeling, and Grafton and Parkersburg, during the fiscal year. The Protection of the Government was not restored throughout the line until March, 1862, when the reconstruction was pressed with great energy, and the line reopened on the 29th of that month.
783:. Here the large shop buildings of the Raleigh and Gaston Railroad were leased, much of the Martinsburg shop equipment installed, and the "Confederate States locomotive shops" were established and began operating, first to refit and repair the locomotives.
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over the famous Valley Turnpike to Strasburg, but twenty miles (32 km) from 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.
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The B&O Railroad's main stem now filled with "dozens of wrathy, impatient locomotive engineers wondering what was causing the tie up." Locomotives and trains were caught in various places all along this section, and this trapped a large quantity of
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For the immediate time being, "B&O trains continued to run, with many interruptions and only with the consent of Virginia." Colonel Jackson realized that Harper's Ferry held not only important arms production factories, but was a choke-hold on the
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Homestead of wagoneer Joseph Keeler off Old Charles Town Road near Stephenson, Virginia, who was contracted to build all the wagons and dollies which hauled the 14 locomotives from Martinsburg and Winchester, and the two locomotives taken at Leesburg,
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Clark, p.37, says Jackson "took as much B&O property as he could with him, including 14 locomotives and 36 miles (58 km) of rails ... His men destroyed 42 locomotives, burned 23 bridges and pulled down 102 miles (164 km) of telegraph
808:, who just happened to be using six miles (10 km) of the B&O's rail bars that had been seized in this raid and stored in Winchester, Virginia. The Great Train Raid bounty had supplied the Confederate Army with the materials to build the
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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's Ferry was indefensible against a Union advance, General
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became too risky for potential re-capture by Union forces, and so those ten locomotives and additional rail cars were moved by the same carriage and dolly method 125 miles (201 km) south from Martinsburg through Winchester and on to the
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623:, and Joseph Keeler and his son Charles Keeler—wagoneers living near Stephenson's Depot—special carriages and dollies were constructed and used to transport the first four small locomotives south from Winchester along the
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Johnston, p. 23, states "When the Opequon bridge was demolished on June 2, fifty loaded coal cars were set on fire and run into the chasm. They continued to burn for two months with such intense heat that the car wheels and axles
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Historian Thomas Weber also indicates that the trains continued to run from May 28 for another 17 days until June 14, and gives his account of the raid by Jackson as occurring coincidentally with his view of a June 14 shutdown:
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After the Virginia Secession Convention reconvened and voted on April 17, provisionally, to secede, on the condition of a future ratification by a statewide referendum, the Governor of Virginia immediately began mobilizing the
553:, then of the Virginia State Militia, relieved Colonel Jackson and took command at Harpers Ferry on May 24. Shortly afterward, on June 8, all Virginia State troops were transferred to the authority of the Confederate States.
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Following the war, all but one of the locomotives taken were returned to full service in the B&O Railroad. The one locomotive not returned, Engine No. 34, had been damaged by a Union cavalry raid, and so the
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In the weeks following this, Jackson decided to salvage ten of the burnt locomotives at Martinsburg and move them into the Confederate rail system. The evacuation of any more locomotives or rail cars by the
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William Prescott Smith, master of transportation for the railroad and the "good man Friday" to Garrett, who notes that at least through June 2 the railroad was still operating through the Virginia stretch:
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Biographer Byron Farwell echoes Robertson's views, stating the Imboden story is, "A wonderful tale, it illustrates Jackson's aggressiveness. But it almost certainly never happened." He adds:
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and finally occupied all of Baltimore on May 13, shortly before his promotion to Major General on May 16. He "started to arrest citizens known for their open Confederate support" including "
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On June 2, 1861, due to a combination of miscommunications and over-zealousness, Confederate forces continued destroying B&O Railroad assets, including the B&O Railroad bridge over
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Samuel Cooper, Johnston was authorized, if he felt the enemy "is about to turn position", to "destroy everything at Harper's Ferry" and "retire upon the railroad towards Winchester."
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Harpers Weekly 1861 article entitled "Destruction of Locomotives at Martinsburg, Va." and woodcut illustration entitled "Locomotives dismantled by the rebels at Martinsburg, Va."
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865:, which was later destroyed. CSX, the current owner of the B&O Railroad claims that this May 1861 raid was "one of the most notorious raids in railroad history."
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Civil War Trails sign at Point of Rocks railroad station, corroborating the train raid in May 1861, with specific enforce time tables used to bottleneck the trains
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number 199 was put on the Manassas Gap Railroad tracks at Strasburg and moved south 25 miles (40 km) up the Shenandoah Valley to the very end of the line at
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about the same time that General Johnston was evacuating Manassas in the spring of 1862. Mounting any more of the locomotives at Strasburg for evacuation on the
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locomotives and tenders, as well as at least 305 coal cars, were either set afire, heaved into the Opequon river, or dismantled to the point of uselessness.
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contests this version of events, saying that such a raid never occurred and that the story grew out of an unreliable 1885 account of the events by General
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619:. With the assistance of the chief engineer of the Winchester and Potomac Railroad, Thomas R. Sharp, Hugh Longust, an experienced railroad engineer from
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One of the pro-Union Winchester diarists, Julia Chase gave the following eyewitness accounts of "secesh" activities concerning these 10 locomotives:
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1862:
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July 20, 1861 Harper's Weekly News Illustration: Camel back locomotive which had been left on the north end of the Winchester & Potomac Railroad
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at the end of busy noontime traffic on May 23, 1861, "the eve of Virginia's ratification of her secession ordinance", during the early days of the
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beginning Johnston felt that Harper's Ferry was indefensible, and he soon began pleading his case with Richmond. On June 13, in a telegram from
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On May 5, 1861, Federal forces seized control of the B&O Relay House nine miles (14 km) west of Baltimore, so that Brigadier General
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Hungerford states that "In this way, fourteen Baltimore and Ohio engines, of every sort and variety, 'made the Gap' that summer of '61."
316:'s cavalry to Point of Rocks, east of Harpers Ferry. The 5th Virginia positioned themselves at a bridge spanning the Potomac River near
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Hungerford, historian of the B&O Railroad is one source of this information in his centennial history of the B&O, volume II, p.7
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B&O railroad shops before they fell into Union hands. Jackson arrived in Martinsburg on the afternoon of June 20. Robertson wrote:
285:. "During early May, dozens of heavy coal and freight trains were moving daily over the double-track line in the Harpers Ferry area."
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Sources disagree on both the number of locomotives and railroad cars captured and the dates that the captures occurred. Historian
1320:, July 20, 1861, and woodcut print entitled "Locomotive and tender thrown from the railway bridge at Harpers Ferry by the rebels"
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the past century have delighted in recounting it in detail." After reviewing the documentation for the raid, Robertson asserts:
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During the early portions of the summer of 1861, Major General McClellan was able to gain control of the B&O RR northwest of
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77:'s stance was not yet determined. The B&O Railroad, then owned by the state of Maryland, ran through Maryland and along the
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186:'s (later a CSA Brigadier General) assigned post, possessing the bridge across the Potomac River at Point of Rocks, Maryland.
174:, arrived on April 18, the Federal troops guarding the arsenal evacuated and burned it. Nine days later, on 27 April, Colonel
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105:, which then was still part of Virginia, meaning that a major portion of the route went through a state which later seceded.
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Strasburg, Virginia. Eventually, the locomotives were moved to Richmond where they were put to use by the Confederacy.
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On May 23, the Commonwealth of Virginia conducted its popular vote, and secession was formally ratified. Immediately
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increase the profits of the Pennsylvania Railroad and the Northern Central, in which Cameron had a major interest."
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238:, long-time inventor and locomotive builder." Political instability began to mount, as martial law was declared in
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Railroad Station, final destination of several locomotives taken further south to avoid Manassas Gap Railroad risks
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1911:, Confederate Publishing Company, 1899, Atlanta, Ga., facsimile reprint by The National Historical Society, 2008.
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as a major supply route. A second goal was to capture the maximum number of locomotives and cars for use in the
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The Point of Rocks signal tower (2008), location of Colonel Imboden's cavalry raid to cut the B&O rail line
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historians used it as their source in their own works. The works Robertson cites as examples are Hungerford's
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via Harpers Ferry to Winchester, disassemble them and mount them on special wagons, and move them overland to
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two miles (3 km) east of Martinsburg. Here they lit 50 coal cars on fire and ran them off the destroyed
475:, in his centennial history of the B&O Railroad published in 1928, describes the May capture as follows:
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Historic Martinsburg railyard (2008) where over 56 locomotives and trains were captured by Stonewall Jackson
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Some reports vary such as this July 1901 report from the Passenger Department of the B&O Railroad at
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July 20, 1861 Harper's Weekly News Illustration:Rail cars destroyed by Mississipans at Harper's Ferry
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748:
Eyewitnesses living along the Valley turnpike witnessed some locomotives being moved all the way to
261:
108:
Many historians have written that the operations began when the Virginia militia launched a raid in
2280:
1819:, Winchester, Virginia, CWEA, August 2008, 17-page pamphlet for historical field tours through the
612:
547:
204:
150:
Photo of Virginia Militia raid base at Harpers Ferry taken later in 1865, looking east (downstream)
38:
215:
and interior of the United States. As the war approached, the president of the B&O Railroad,
2343:
2300:
2196:
834:
775:
749:
741:
674:
620:
550:
230:
could "inspect and stop any further freight headed for military forces of Virginia." Butler was
129:
113:
489:
important railroad center, in addition to 305 cars, chiefly coal gondolas, were given the torch.
2652:
2647:
2585:
2545:
2353:
2315:
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2219:
2177:
2160:
2146:
2138:
2114:
2081:
2065:
2055:
2038:
2024:
2008:
1993:
1963:
1922:
1892:
1878:
1851:
1837:
1798:
1752:
1629:
1131:
722:
650:
642:
296:
256:
The events as described in this section are contested in the "Raid controversy" section below.
175:
98:
58:
654:"Locomotives Dismantled By the Rebels at Martinsburg, Virginia" in August 1861 Harpers Weekly
2632:
2238:
1902:
563:
208:
156:
634:
339:
2622:
2402:
1642:
1229:
1138:
935:
624:
313:
216:
183:
121:
1074:
17:
1812:, article, Bulletin No. 104, The Railway and Locomotive Historical Society, April, 1961.
269:
Colonel Jackson, gathering intelligence on freight passing on the line, determined that
2667:
2657:
2392:
1317:
944:
Robertson writes of the reliability of Imboden as a source for information on the war:
511:
282:
2005:
Destroyer of the Iron Horse: General Joseph E. Johnston and Confederate Rail Transport
2748:
2637:
1914:
1797:, Heidler, David S., and Heidler, Jeanne T., eds., W. W. Norton & Company, 2000,
507:
349:
321:
309:
160:
109:
102:
86:
78:
1338:
Thirty-Fifth Annual Report of the Baltimore and Ohio Railroad Company 1861, pp.46-49
65:
in 1861 were aimed at disrupting the critical railroad used heavily by the opposing
2698:
2617:
1614:
2172:
2109:
2049:
1918:
1833:
1794:
Encyclopedia of the American Civil War: A Political, Social, and Military History
1793:
1784:
1867:
690:
Sharp reported that 80 cars had been successfully moved on to Confederate rails
591:
transport overland by forty-horse teams the 38 miles (61 km) to Strasburg.
235:
212:
42:
1985:, University of North Carolina Press for the Virginia Historical Society, 1961.
1668:
737:
573:
B&O Roundhouse where Colonel Jackson burned the original on June 23, 1861,
569:
462:
30:
2130:
1749:
Civil War Railroad: A Pictorial Story of the War Between the States, 1861-1865
965:
920:
721:
As late as 1863 many of the railroad cars were still being hauled away up the
274:
66:
2157:
Victory Rode the Rails: The Strategic Place of the Railroads in the Civil War
1580:
2069:
1182:
1169:
861:
278:
243:
239:
1990:
The Civil War Paintings of Mort Kunstler, Volume 1: Fort Sumter to Antietam
1655:
1941:. New York, Van Rees Press; Longmans, Green and Co., 1898, Reprinted 1955.
1834:
Railroads in the Civil War: The Impact of Management on Victory and Defeat
163:
to Virginia's "Forces In and About Harper's Ferry, Virginia" on April 18.
159:
to strategic points around the state, including the assignment of Colonel
90:
74:
2037:, Stephens City, VA, Commercial Press Inc., third printing 2005 (1976).
2020:
Winchester Divided: The Civil War Diaries of Julia Chase & Laura Lee
725:
to Staunton for service on Confederate rail lines all throughout the
595:
locomotive that can ever be destroyed by fire.". Hungerford writes:
290:
2188:
2099:
Tales from McClure's War: Being True Stories of Camp and Battlefield
328:. Imboden's cavalry staged themselves at the signal tower west of
1946:
War Time Diary of Miss Julia Chase, Winchester, Virginia 1861-1864
859:
from that engine was installed in a Confederate ironclad, the CSS
845:
736:
649:
641:
633:
338:
295:
260:
29:
375:
B&O locomotives captured during the Great Train Raid of 1861
352:
in between, which "was soon concentrated in the big rail yard at
232:
eager to assume authority in the absence of official instructions
1751:, Superior, 1961. Reprinted by Indiana University Press, 1999,
270:
2469:
2192:
833:
Jackson returned to Martinsburg in October 1862, following the
2790:
Military operations of the American Civil War in West Virginia
1772:, from the papers of William Prescott Smith, Sage Books, 1966.
1579:
Civil War Trails Marker, from the Historical Marker Database:
273:
was being shipped in large quantities from the Ohio Valley to
101:. The railroad then continued on through much of present-day
2760:
Accidents and incidents involving Baltimore and Ohio Railroad
41:, where between 14 and 19 locomotives were brought over the
819:
of the B&O Railroad for 1861, President Garrett wrote:
615:, where they were to be reassembled and moved south on the
1817:
The Great Train Robbery - or The Confederates Gather Steam
2795:
Military operations of the American Civil War in Virginia
804:
on the Confederate Army of the Potomac to pull back from
360:
ran as a spur off the B&O Railroad mainline south to
1960:
The Story of the Baltimore & Ohio Railroad 1827-1927
1953:
The Story of the Baltimore & Ohio Railroad 1827-1927
312:
to Cherry Run, west of Martinsburg, and he sent Captain
1592:
Stover, p.109 citing the B&O Annual Report for 1863
142:
Virginia Militia forces deploy and defend Harpers Ferry
1788:, University of North Carolina Press, originally 1952.
2497:
Frederick County, Virginia, in the American Civil War
1779:, National Railway Historical Society Bulletin, 1966.
2694:
Cedar Creek and Belle Grove National Historical Park
2078:
Stonewall Jackson: The Man, The Soldier, The Legend.
2681:
2610:
2594:
2559:
2503:
2447:
2372:
2324:
2299:
2266:
2226:
1919:
Stonewall: A Biography of General Thomas J. Jackson
770:
Creation of the Confederate States Locomotive Works
332:, twelve miles (19 km) east of Harpers Ferry.
2173:The Northern Railroads in the Civil War, 1861-1865
1791:Browne, Gary L., "Baltimore & Ohio Railroad",
1517:
1515:
607:Jackson's plan was to move these assets down the
1829:, article in Civil War Magazine, December, 1991.
1615:http://www.nchistoricsites.org/neuse/history.htm
1563:
1561:
1559:
1414:
1412:
903:Robertson writes that there is no record in the
659:Remaining engines hauled all summer to Strasburg
320:, thirty-two miles west of Harpers Ferry on the
1948:, The Handley Library, reference edition, 1931.
954:
946:
892:
867:
821:
700:
597:
583:
534:
527:literally run through the lines of both armies.
524:
477:
265:Sign at Point of Rocks mentioning May 1861 raid
2101:, New York, Doubleday & McClure Co., 1898.
1096:
1094:
1092:
27:Confederate military attack on Union logistics
2481:
2249:Second Corps of the Army of Northern Virginia
2204:
1205:
1203:
1193:
1191:
984:Baltimore and Ohio Railroad Martinsburg Shops
326:Baltimore and Ohio Railroad Martinsburg Shops
73:. During this point in the war, the state of
8:
2023:. Mechanicsburg, PA: Stackpole Books, 2002.
1938:Stonewall Jackson and the American Civil War
1348:
1346:
1344:
1239:
1237:
1060:
1058:
1056:
1054:
1015:
1013:
1011:
1009:
1007:
1005:
1003:
712:pro-Unionist Winchester diarist, Julia Chase
1575:
1573:
1108:
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1052:
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1048:
1046:
1044:
1042:
1040:
1038:
1036:
1034:
203:, and key telegraph trunk lines connecting
2488:
2474:
2466:
2211:
2197:
2189:
2110:History of the Baltimore and Ohio Railroad
1549:
1547:
1545:
1437:
1435:
1433:
627:to Strasburg and then to Richmond via the
166:Hours before Virginia Militia forces from
2167:(Originally University of Nebraska, 1953)
1218:As seen in Mort Kunstler's 1999 painting
774:All of the locomotives were collected at
542:Secession and retreat from Harper's Ferry
304:On the night of May 22, Jackson sent the
2775:Battles and conflicts without fatalities
2104:Smith, William Prescott, Personal Diary
1962:, Ayer Company Publishing, Inc., 1993.
1667:CSX Corporation, Inc. online history at
914:The Northern Railroads in the Civil War,
568:
461:
373:
145:
2719:Stonewall Jackson's Headquarters Museum
2234:Instructor, Virginia Military Institute
2127:, Stan Clark Military Books, 1993, ISBN
2125:The Baltimore and Ohio in the Civil War
1887:Dowdey, Clifford and Manarin, Louis H.
999:
2551:Battle of Cedar Creek (or Belle Grove)
1975:Battles & Leaders of the Civil War
1638:
1627:
829:Jackson returned again in October 1862
2048:Reynolds, Kirk; Oroszi, Dave (2000).
2007:, Kent State University Press, 1992,
1992:. Cumberland House Publishing, 2006.
176:Thomas J. (later "Stonewall") Jackson
7:
2755:Rail transportation in West Virginia
1955:, New York, G.P. Putnam's Sons, 1928
1921:. W. W. Norton & Company, 1992.
1889:The Wartime Papers of Robert E. Lee.
1877:, Greenwood Publishing Group, 1974,
989:Winchester in the American Civil War
918:Virginia Railroads in the Civil War,
37:sign at the historic train depot in
2398:Stone Mountain Memorial half dollar
2135:Stonewall Jackson: The Good Soldier
1983:Virginia Railroads in the Civil War
926:Stonewall Jackson: The Good Soldier
787:B&O Railroad eventually reopens
2709:Shenandoah Valley Civil War Museum
2572:John Brown's Raid on Harpers Ferry
2176:, Indiana University Press, 1999,
850:Civil War Trails sign at Strasburg
733:Final locomotive moved to Staunton
25:
2724:Third Winchester Battlefield Park
2113:, Purdue University Press, 1987,
1073:New York Herald, April 28, 1861:
685:80 rail cars moved by end of July
283:blockade the more southern states
2257:
2137:, J.S. Sanders & Co., 1991,
1785:The Railroads of the Confederacy
1220:Jackson Commandeers the Railroad
968:
2770:Raids of the American Civil War
2704:Museum of the Shenandoah Valley
1821:Civil War Education Association
609:Winchester and Potomac Railroad
358:Winchester and Potomac Railroad
277:in Baltimore that were fueling
81:Valley in its pass through the
2714:Stonewall Confederate Cemetery
1763:Civil War Railroads and Models
910:Baltimore & Ohio Railroad,
1:
2051:Baltimore & Ohio Railroad
2035:Occupied Winchester 1861-1865
810:Centreville Military Railroad
219:, who was sympathetic to the
85:, but took a crucial turn at
71:Confederate States of America
2734:Winchester National Cemetery
1908:Confederate Military History
1716:Robertson pp. 827-828 fn 46.
1658:, accessed November 14, 2008
1181:Historical Marker Database:
1172:, accessed November 10, 2008
1168:Historical Marker Database:
557:Jackson moves to Martinsburg
35:The Great Train Raid of 1861
2531:Battle of Rutherford's Farm
2521:Second Battle of Winchester
1866:, Publication: The Bent of
1863:Baltimore and Ohio Railroad
1671:, accessed November 9, 2008
1583:, accessed November 9, 2008
356:." From Harpers Ferry, the
197:Baltimore and Ohio Railroad
63:Baltimore and Ohio Railroad
2816:
2729:Winchester Medical College
2546:Third Battle of Winchester
2536:Second Battle of Kernstown
2516:First Battle of Winchester
2364:Battle of Chancellorsville
2349:Northern Virginia Campaign
1981:Johnston II, Angus James,
1777:Railroads in the Civil War
932:They Called Him Stonewall,
916:Angus James Johnson III's
575:Martinsburg, West Virginia
417:Tyson 4-4-0 "Dutch Wagon"
354:Martinsburg, West Virginia
190:Tensions build in May 1861
168:Charlestown, West Virginia
89:and passed south, through
47:Martinsburg, West Virginia
2526:Battle of Snicker's Ferry
2511:First Battle of Kernstown
2255:
2239:Colonel, Virginia Militia
2094:Stealing Railroad Engines
1848:They Called Him Stonewall
1810:Confederates Gather Steam
1765:, Crown Publishers, 1977.
1279:Hungerford, v. 2, pp. 8-9
976:American Civil War portal
940:The Land They Fought For.
671:Virginia Central Railroad
201:Chesapeake and Ohio Canal
18:User:Grayghost01/Sandbox1
2643:Frederick W. M. Holliday
2567:Great Train Raid of 1861
2359:Battle of Fredericksburg
2334:First Battle of Manassas
2311:Great Train Raid of 1861
2076:Robertson, James I. Jr.
1875:The Land They Fought for
1770:B&O in the Civil War
414:(CSA name "Lady Davis")
2663:Cornelia Peake McDonald
2415:Stonewall Jackson's arm
2409:Stonewall Jackson's Way
2388:Winchester Headquarters
2381:Thomas Jonathan Jackson
2017:Mahon, Michael G., Ed.
1860:Delagrange, Arthur D.,
1827:The Great Train Robbery
1612:www.nchistoricsites.org
1539:Handley Reference, p.15
1509:Handley Reference, p.13
1223:civilwarenthusiasts.com
1077:, accessed Nov 14, 2008
781:Raleigh, North Carolina
759:Mount Jackson, Virginia
498:Closure of the railroad
368:Hauling away the bounty
281:warships attempting to
61:operations against the
2785:1861 in rail transport
2689:Belle Grove Plantation
2602:33rd Virginia Infantry
2578:Virginia v. John Brown
2291:Battle for Mexico City
2155:Turner, George Edgar,
2033:Quarles, Garland, R.,
1782:Black, Robert C., III
1725:Robertson p. 827 fn 41
1406:Robertson, pp. 245-246
1388:Robertson, pp. 242-243
1379:Robertson, pp. 236-237
1270:Hungerford, v. 2, p. 7
1141:, accessed August 2008
959:
950:
897:
887:James I. Robertson Jr.
878:
851:
826:
793:Grafton, West Virginia
745:
715:
694:Eyewitness Julia Chase
655:
647:
639:
602:
588:
577:
539:
529:
491:
482:
468:
433:Hayes Camelback 0-8-0
344:
324:north and west of the
301:
266:
157:Virginia State Militia
151:
118:James I. Robertson Jr.
54:
2560:Raids and expeditions
2327:battles and campaigns
2304:raids and expeditions
2286:Battle of Chapultepec
2159:, Bison Books, 1992,
1825:Candenquist, Arthur,
1815:Candenquist, Arthur,
1761:Alexander, Edwin P.,
849:
806:Centreville, Virginia
754:Manassas Gap Railroad
740:
666:Manassas Gap Railroad
653:
645:
637:
629:Manassas Gap Railroad
617:Manassas Gap Railroad
572:
541:
486:
465:
342:
306:5th Virginia Infantry
299:
264:
149:
83:Appalachian Mountains
33:
2765:Winchester, Virginia
2541:Battle of Berryville
2268:Mexican–American War
2123:Summers, Festus P.,
2054:. Osceola, WI: MBI.
1958:Hungerford, Edward,
1951:Hungerford, Edward,
1418:Hungerford, pp. 9-10
1121:Imboden, pp. 122–123
835:Battle of Sharpsburg
362:Winchester, Virginia
180:William Selby Harney
172:Winchester, Virginia
51:Winchester, Virginia
2281:Battle of Contreras
2003:Lash, Jeffrey, N.,
1836:. LSU Press, 2004.
1747:Abdill, George B.,
1252:Stover, pp. 104–105
1086:Imboden, p. 122-123
613:Strasburg, Virginia
484:Hungerford writes,
376:
246:-sympathetic city.
242:, which was a very
205:Baltimore, Maryland
97:while crossing the
59:Stonewall Jackson's
39:Strasburg, Virginia
2682:Places and tourism
2344:Seven Days Battles
2325:American Civil War
2301:American Civil War
1972:Imboden, John D.,
1873:Dowdey, Clifford,
1808:Burns, Edward B.,
1768:Bain, William E.,
1228:2004-08-27 at the
1137:2008-05-17 at the
852:
776:Richmond, Virginia
750:Staunton, Virginia
746:
742:Staunton, Virginia
675:Staunton, Virginia
656:
648:
640:
621:Richmond, Virginia
578:
551:Joseph E. Johnston
469:
374:
345:
302:
267:
152:
130:Joseph E. Johnston
114:American Civil War
55:
2800:Stonewall Jackson
2742:
2741:
2653:Mary Greenhow Lee
2648:Stonewall Jackson
2586:Romney Expedition
2463:
2462:
2438:Stonewall Jackson
2354:Maryland Campaign
2316:Romney Expedition
2276:Siege of Veracruz
2244:Stonewall Brigade
2220:Stonewall Jackson
2184:(Originally 1952)
2107:Stover, John F.,
2091:Shriver, Ernest,
1944:Handley Library,
1933:Henderson, G.F.R.
1903:Evans, Clement A.
1775:Barringer, John,
1689:Robertson p. 229.
1637:Missing or empty
1427:Hungerford, p. 12
1397:Robertson, p. 245
1100:Delagrange, p. 14
1028:Candenquist, p. 3
842:Following the war
723:Shenandoah Valley
473:Edward Hungerford
453:
452:
275:Union naval bases
250:May 23, 1861 Raid
99:Shenandoah Valley
16:(Redirected from
2807:
2780:1861 in Virginia
2633:John A. Copeland
2490:
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1988:Kunstler, Mort.
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1329:Johnston, p. 262
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1288:Weber, pp. 76-77
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978:
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905:Official Records
881:Raid controversy
876:
713:
564:Adjutant General
441:Camelback 0-8-0
425:Camelback 0-8-0
407:Camelback 0-8-0
377:
209:Washington, D.C.
110:western Virginia
21:
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2623:Nathaniel Banks
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2455:Lee–Jackson Day
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2403:Monument Avenue
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2339:Valley Campaign
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2253:
2222:
2217:
2187:
2170:Weber, Thomas,
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2018:
1870:, Spring, 2000.
1850:, Wings, 2000,
1832:Clark, John E.
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1680:Browne, p. 173.
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1230:Wayback Machine
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1209:Johnston, p. 24
1208:
1201:
1197:Imboden, p. 123
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1150:Imboden, p. 122
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1145:
1139:Wayback Machine
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1019:Johnston, p. 23
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1001:
997:
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964:
936:Clifford Dowdey
912:Thomas Weber's
883:
877:
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711:
696:
687:
661:
625:Valley Turnpike
559:
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460:
458:Initial capture
413:
370:
314:John D. Imboden
252:
217:John W. Garrett
192:
184:John D. Imboden
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122:John D. Imboden
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2679:
2678:
2676:
2675:
2673:Richard Parker
2670:
2668:Hunter McGuire
2665:
2660:
2658:James M. Mason
2655:
2650:
2645:
2640:
2635:
2630:
2625:
2620:
2614:
2612:
2608:
2607:
2605:
2604:
2598:
2596:
2592:
2591:
2589:
2588:
2583:
2582:
2581:
2569:
2563:
2561:
2557:
2556:
2554:
2553:
2548:
2543:
2538:
2533:
2528:
2523:
2518:
2513:
2507:
2505:
2501:
2500:
2495:
2493:
2492:
2485:
2478:
2470:
2461:
2460:
2458:
2457:
2451:
2449:
2445:
2444:
2442:
2441:
2433:
2425:
2417:
2412:
2405:
2400:
2395:
2393:Stone Mountain
2390:
2385:
2376:
2374:
2373:Historic items
2370:
2369:
2367:
2366:
2361:
2356:
2351:
2346:
2341:
2336:
2330:
2328:
2322:
2321:
2319:
2318:
2313:
2307:
2305:
2297:
2296:
2294:
2293:
2288:
2283:
2278:
2272:
2270:
2264:
2263:
2256:
2254:
2252:
2251:
2246:
2241:
2236:
2230:
2228:
2224:
2223:
2218:
2216:
2215:
2208:
2201:
2193:
2186:
2185:
2168:
2153:
2128:
2121:
2105:
2102:
2089:
2074:
2060:
2045:
2031:
2015:
2001:
1986:
1979:
1970:
1956:
1949:
1942:
1930:
1915:Farwell, Byron
1912:
1900:
1885:
1871:
1858:
1846:Davis, Burke,
1844:
1830:
1823:
1813:
1806:
1789:
1780:
1773:
1766:
1759:
1744:
1742:
1739:
1737:
1736:
1734:Farwell p. 158
1727:
1718:
1709:
1700:
1691:
1682:
1673:
1660:
1656:cssneuseii.com
1648:
1603:
1594:
1585:
1569:
1555:
1541:
1532:
1523:
1521:Quarles, p. 40
1511:
1502:
1493:
1484:
1475:
1462:
1452:
1443:
1429:
1420:
1408:
1399:
1390:
1381:
1372:
1363:
1354:
1352:Stover, p. 106
1340:
1331:
1322:
1318:Harpers Weekly
1309:
1300:
1290:
1281:
1272:
1263:
1254:
1245:
1243:Stover, p. 105
1233:
1211:
1199:
1187:
1174:
1161:
1152:
1143:
1123:
1114:
1112:Stover, p. 103
1102:
1088:
1079:
1066:
1064:Stover, p. 104
1030:
1021:
998:
996:
993:
992:
991:
986:
980:
979:
963:
960:
882:
879:
875:Gary L. Browne
872:
843:
840:
830:
827:
788:
785:
771:
768:
766:
763:
734:
731:
709:
695:
692:
686:
683:
660:
657:
558:
555:
543:
540:
499:
496:
459:
456:
455:
454:
451:
450:
447:
443:
442:
439:
435:
434:
431:
427:
426:
423:
419:
418:
415:
409:
408:
405:
401:
400:
397:
393:
392:
389:
385:
384:
381:
369:
366:
330:Point of Rocks
259:
258:
251:
248:
191:
188:
143:
140:
138:
135:
26:
24:
14:
13:
10:
9:
6:
4:
3:
2:
2812:
2801:
2798:
2796:
2793:
2791:
2788:
2786:
2783:
2781:
2778:
2776:
2773:
2771:
2768:
2766:
2763:
2761:
2758:
2756:
2753:
2752:
2750:
2735:
2732:
2730:
2727:
2725:
2722:
2720:
2717:
2715:
2712:
2710:
2707:
2705:
2702:
2700:
2697:
2695:
2692:
2690:
2687:
2686:
2684:
2680:
2674:
2671:
2669:
2666:
2664:
2661:
2659:
2656:
2654:
2651:
2649:
2646:
2644:
2641:
2639:
2638:Shields Green
2636:
2634:
2631:
2629:
2626:
2624:
2621:
2619:
2616:
2615:
2613:
2609:
2603:
2600:
2599:
2597:
2593:
2587:
2584:
2580:
2579:
2575:
2574:
2573:
2570:
2568:
2565:
2564:
2562:
2558:
2552:
2549:
2547:
2544:
2542:
2539:
2537:
2534:
2532:
2529:
2527:
2524:
2522:
2519:
2517:
2514:
2512:
2509:
2508:
2506:
2502:
2498:
2491:
2486:
2484:
2479:
2477:
2472:
2471:
2468:
2456:
2453:
2452:
2450:
2446:
2440:
2439:
2434:
2432:
2431:
2426:
2424:
2423:
2418:
2416:
2413:
2410:
2406:
2404:
2401:
2399:
2396:
2394:
2391:
2389:
2386:
2384:
2382:
2378:
2377:
2375:
2371:
2365:
2362:
2360:
2357:
2355:
2352:
2350:
2347:
2345:
2342:
2340:
2337:
2335:
2332:
2331:
2329:
2323:
2317:
2314:
2312:
2309:
2308:
2306:
2302:
2298:
2292:
2289:
2287:
2284:
2282:
2279:
2277:
2274:
2273:
2271:
2269:
2265:
2260:
2250:
2247:
2245:
2242:
2240:
2237:
2235:
2232:
2231:
2229:
2225:
2221:
2214:
2209:
2207:
2202:
2200:
2195:
2194:
2191:
2183:
2182:0-253-21321-5
2179:
2175:
2174:
2169:
2166:
2165:0-8032-9423-9
2162:
2158:
2154:
2152:
2151:1-879664-13-5
2148:
2144:
2143:1-879941-02-3
2140:
2136:
2132:
2129:
2126:
2122:
2120:
2119:1-55753-066-1
2116:
2112:
2111:
2106:
2103:
2100:
2096:
2095:
2090:
2087:
2086:0-02-864685-1
2083:
2079:
2075:
2071:
2067:
2063:
2057:
2053:
2052:
2046:
2044:
2043:0-923198-07-5
2040:
2036:
2032:
2030:
2029:0-8117-1394-6
2026:
2021:
2016:
2014:
2013:0-87338-423-7
2010:
2006:
2002:
1999:
1998:1-58182-556-0
1995:
1991:
1987:
1984:
1980:
1977:
1976:
1971:
1969:
1968:0-405-04706-1
1965:
1961:
1957:
1954:
1950:
1947:
1943:
1940:
1939:
1934:
1931:
1928:
1927:0-393-31086-8
1924:
1920:
1916:
1913:
1910:
1909:
1904:
1901:
1898:
1897:0-306-80282-1
1894:
1890:
1886:
1884:
1883:0-8371-7328-0
1880:
1876:
1872:
1869:
1865:
1864:
1859:
1857:
1856:0-517-66204-3
1853:
1849:
1845:
1843:
1842:0-8071-3015-X
1839:
1835:
1831:
1828:
1824:
1822:
1818:
1814:
1811:
1807:
1804:
1803:0-393-04758-X
1800:
1796:
1795:
1790:
1787:
1786:
1781:
1778:
1774:
1771:
1767:
1764:
1760:
1758:
1757:0-253-33536-1
1754:
1750:
1746:
1745:
1740:
1731:
1728:
1722:
1719:
1713:
1710:
1704:
1701:
1695:
1692:
1686:
1683:
1677:
1674:
1670:
1664:
1661:
1657:
1652:
1649:
1644:
1631:
1616:
1613:
1607:
1604:
1601:Stover, p.109
1598:
1595:
1589:
1586:
1582:
1576:
1574:
1570:
1567:Stover, p.107
1564:
1562:
1560:
1556:
1550:
1548:
1546:
1542:
1536:
1533:
1527:
1524:
1518:
1516:
1512:
1506:
1503:
1497:
1494:
1488:
1485:
1479:
1476:
1472:
1466:
1463:
1456:
1453:
1447:
1444:
1438:
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1434:
1430:
1424:
1421:
1415:
1413:
1409:
1403:
1400:
1394:
1391:
1385:
1382:
1376:
1373:
1367:
1364:
1358:
1355:
1349:
1347:
1345:
1341:
1335:
1332:
1326:
1323:
1319:
1313:
1310:
1304:
1301:
1294:
1291:
1285:
1282:
1276:
1273:
1267:
1264:
1258:
1255:
1249:
1246:
1240:
1238:
1234:
1231:
1227:
1224:
1221:
1215:
1212:
1206:
1204:
1200:
1194:
1192:
1188:
1184:
1178:
1175:
1171:
1165:
1162:
1156:
1153:
1147:
1144:
1140:
1136:
1133:
1130:Candenquist,
1127:
1124:
1118:
1115:
1109:
1107:
1103:
1097:
1095:
1093:
1089:
1083:
1080:
1076:
1070:
1067:
1061:
1059:
1057:
1055:
1053:
1051:
1049:
1047:
1045:
1043:
1041:
1039:
1037:
1035:
1031:
1025:
1022:
1016:
1014:
1012:
1010:
1008:
1006:
1004:
1000:
994:
990:
987:
985:
982:
981:
977:
966:
961:
958:
953:
949:
945:
942:
941:
937:
933:
930:Burke Davis'
929:
927:
922:
919:
915:
911:
906:
901:
896:
891:
888:
880:
871:
866:
864:
863:
858:
848:
841:
839:
836:
828:
825:
820:
818:
817:Annual Report
813:
811:
807:
801:
797:
794:
786:
784:
782:
777:
769:
764:
762:
760:
755:
751:
743:
739:
732:
730:
728:
724:
719:
708:
704:
699:
693:
691:
684:
682:
678:
676:
672:
667:
658:
652:
644:
636:
632:
630:
626:
622:
618:
614:
610:
605:
601:
596:
592:
587:
582:
576:
571:
567:
565:
556:
554:
552:
549:
548:Major-General
538:
533:
528:
523:
519:
515:
513:
509:
508:Opequon Creek
504:
497:
495:
490:
485:
481:
476:
474:
464:
457:
448:
445:
444:
440:
437:
436:
432:
429:
428:
424:
421:
420:
416:
411:
410:
406:
403:
402:
398:
395:
394:
391:Norris 4-2-0
390:
387:
386:
382:
379:
378:
372:
371:
367:
365:
363:
359:
355:
351:
350:rolling stock
341:
337:
333:
331:
327:
323:
322:Potomac River
319:
315:
311:
310:Kenton Harper
307:
298:
294:
292:
286:
284:
280:
276:
272:
263:
257:
254:
253:
249:
247:
245:
241:
237:
233:
229:
224:
222:
218:
214:
210:
206:
202:
198:
189:
187:
185:
181:
177:
173:
169:
164:
162:
161:Kenton Harper
158:
148:
141:
136:
134:
131:
125:
123:
119:
115:
111:
106:
104:
103:West Virginia
100:
96:
92:
88:
87:Harpers Ferry
84:
80:
79:Potomac River
76:
72:
68:
64:
60:
52:
48:
44:
40:
36:
32:
19:
2699:Fort Collier
2628:Watson Brown
2618:Turner Ashby
2576:
2566:
2437:
2429:
2421:
2380:
2171:
2156:
2134:
2124:
2108:
2098:
2092:
2077:
2050:
2034:
2019:
2004:
1982:
1978:, 1887–1888.
1973:
1959:
1952:
1945:
1936:
1906:
1888:
1874:
1861:
1847:
1826:
1816:
1809:
1792:
1783:
1776:
1769:
1762:
1748:
1730:
1721:
1712:
1707:Dowdey p. 33
1703:
1698:Dowdey p. 27
1694:
1685:
1676:
1663:
1651:
1639:|title=
1618:. Retrieved
1611:
1606:
1597:
1588:
1535:
1526:
1505:
1496:
1487:
1482:Evans, p. 78
1478:
1465:
1455:
1446:
1441:Black, p. 89
1423:
1402:
1393:
1384:
1375:
1366:
1361:Weber, p. 76
1357:
1334:
1325:
1312:
1307:Weber, p. 78
1303:
1293:
1284:
1275:
1266:
1257:
1248:
1219:
1214:
1177:
1164:
1155:
1146:
1126:
1117:
1082:
1069:
1024:
955:
951:
947:
943:
939:
931:
924:
917:
913:
909:
902:
898:
893:
884:
868:
860:
853:
832:
822:
816:
814:
802:
798:
790:
773:
747:
720:
716:
705:
701:
697:
688:
679:
662:
606:
603:
598:
593:
589:
584:
579:
560:
545:
535:
530:
525:
520:
516:
505:
501:
492:
487:
483:
478:
470:
399:Mason 4-4-0
346:
334:
303:
287:
268:
255:
228:B. F. Butler
225:
193:
165:
153:
126:
116:. Historian
107:
56:
34:
2383:(sculpture)
2131:Tate, Allen
1868:Tau Beta Pi
1500:Black, p.88
1471:archive.org
1370:Bain, p. 35
236:Ross Winans
213:Ohio Valley
95:Martinsburg
43:Valley Pike
2749:Categories
2227:Leadership
2061:0760307466
1741:References
1530:Mahon, p.8
1261:Hungerford
921:Allen Tate
885:Historian
318:Cherry Run
137:Background
67:Union Army
2436:USS
2430:Stonewall
2428:USS
2422:Stonewall
1316:Article,
1075:pddoc.com
765:Aftermath
703:monster.
279:U.S. Navy
244:secession
240:Baltimore
2070:42764520
1630:cite web
1581:hmdb.org
1226:Archived
1183:hmdb.org
1170:hmdb.org
1135:Archived
1132:cwea.net
962:See also
873:—
710:—
707:please.
467:Virginia
446:No. 201
438:No. 199
430:No. 198
422:No. 193
404:No. 187
91:Virginia
75:Maryland
57:Colonel
2504:Battles
2448:Related
2097:, from
2080:(1997)
1891:(1961)
1669:csx.com
1620:Nov 14,
1553:Shriver
815:In his
512:trestle
412:No. 188
396:No. 34
388:No. 17
211:to the
2611:People
2180:
2163:
2149:
2141:
2117:
2084:
2068:
2058:
2041:
2027:
2011:
1996:
1966:
1925:
1895:
1881:
1854:
1840:
1801:
1755:
1298:melted
857:boiler
380:Engine
308:under
291:curfew
199:, the
170:, and
49:, and
2595:Units
995:Notes
862:Neuse
727:South
383:Type
221:Union
45:from
2420:CSS
2178:ISBN
2161:ISBN
2147:ISBN
2139:ISBN
2115:ISBN
2082:ISBN
2066:OCLC
2056:ISBN
2039:ISBN
2025:ISBN
2009:ISBN
1994:ISBN
1964:ISBN
1923:ISBN
1893:ISBN
1879:ISBN
1852:ISBN
1838:ISBN
1799:ISBN
1753:ISBN
1643:help
1622:2008
1460:line
934:and
271:coal
207:and
93:and
938:'s
923:'s
673:in
2751::
2145:,
2133:,
2064:.
1935:,
1917:.
1905:,
1634::
1632:}}
1628:{{
1572:^
1558:^
1544:^
1514:^
1432:^
1411:^
1343:^
1236:^
1202:^
1190:^
1105:^
1091:^
1033:^
1002:^
729:.
677:.
449:?
293:.
124:.
2489:e
2482:t
2475:v
2411:"
2407:"
2212:e
2205:t
2198:v
2088:.
2072:.
2000:.
1929:.
1899:.
1805:.
1645:)
1641:(
1624:.
928:,
53:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
