30
Las Vegas. Unseen by most outside Maryland’s maritime commun-
ity — sitting west of Fort McHenry — is Locust Point’s marine termi-
nal, one of the largest sea and rail complexes ever built, a grain and
coal colossus instrumental in putting Baltimore on the world map.
Garrett’s empire-building strategy — driven by his determi-
nation to maximize the Port’s yield — had a profound impact on
Maryland’s economy.
First there was the rolling stock: Just between 1848 and 1851,
Mt. Clare turned out 190 locomotives alone. Hundreds of railroad
bridges needed to be built; Wendel Bollman, after working as
an engineer for B&O, developed America’s first cast-iron bridge.
Shops, offices, rail stations and operational buildings were con-
structed, which necessitated street improvements and more
employee housing. Finally, supplier and support industries were
also required. All of this activity created demand for brick and
iron, for engineers and architects, and general labor.
The B&O was not the only game in town. At the same time the
Western Maryland was developing, the Northern Central Railroad,
controlled by the Pennsylvania Railroad, also began, while the
Canton Company, through Alexander Brown and Co., had built
the Union Railroad.
Of course, this competitive frenzy of railroad-building was
driven by the presence and commercial appeal of the Port, and
the inevitable sequel was the railroads’ subsequent attempts to
tighten their grip on Baltimore’s maritime commerce through
increased investment and construction of massive marine ter-
minals, which provided thousands of new jobs and intensified the
Port’s multiplier effect on Maryland’s economy.
The Port’s rail rivalry had indirect benefits, opening up places
such as Ocean City in Worcester County on the Eastern Shore.
For years, its trickle of visitors had to hire small boats to cross
Sinepuxent Bay until it was bridged by a rail trestle in 1876. By
1891, Baltimoreans could reach the resort just six hours after
boarding a departing steamer at Light Street.
The Port acquired a second access route to international
sea lanes with the completion of the 14-mile Chesapeake and
Delaware Canal in 1829, a real time-saver for deepwater North
Atlantic traffic or northern East Coast ports.
Above: A ship navigates the
Chesapeake and Delaware
Canal, trailed by an oil barge
under tow. The canal connects
the Port of Baltimore with
Philadelphia’s oil refineries
and cargo facilities.
Left: Two American-flag
steamships are loaded with
grain in 1929 at theWestern
Maryland Railroad pier at
Port Covington.
