63-664: The Potomac Steamboat Company served as the direct water link between the Richmond, Fredericksburg and Potomac Railroad (at Aquia Creek ) and the Baltimore and Ohio Railroad (at Washington, DC ) from 1845 and 1872. Its predecessor was the Washington and Fredericksburg Steamboat Company , renamed after the RF&;P acquired majority control. After May 1, 1872, the connection was made at Quantico Creek. This article related to
126-463: A bridge line owned equally by six companies including the PRR and B&O (which obtained trackage rights over the PRR to reach the bridge on July 1, 1904). A new railroad bridge was constructed in 1904 and the 1872 Bridge remained in use for vehicles and trolley cars until the 14th Street road bridge was complete. On January 11, 1906, the first streetcars used the 14th Street Bridge southbound, while
189-473: A United States ship transport company is a stub . You can help Misplaced Pages by expanding it . Richmond, Fredericksburg and Potomac Railroad The Richmond, Fredericksburg, and Potomac Railroad ( reporting mark RFP ) was a railroad connecting Richmond, Virginia , to Washington, D.C. The track is now the RF&P Subdivision of the CSX Transportation system; the original corporation
252-545: A new, stronger bridge, built by the Washington, Alexandria and Georgetown Railroad Company was completed about 100 feet (30 m) downriver. Work on the 5,104 ft long (1,556 m) bridge began in June 1863 and built a bridge with 203 spans and two 82 ft long (25 m) draws, completed without rails. On February 18, 1865, the U.S. Military railroad engine Charles Minot was crossing the old bridge when its weight caused
315-403: A treacherous crossing when the river froze as the river was very wide. The bridge was 36 ft (11 m) wide, with 29 ft (8.8 m) for the broad carriageway in the center. The rest was for walkways on each side, protected from center traffic by a guardrail. It was built on 201 piers, with 20 lamps, a 25 ft (7.6 m) wide draw on one side and a 35 ft (11 m) wide one on
378-778: Is no longer a railroad company. The RF&P was a bridge line , with a slogan of "Linking North & South," on a system that stretched about 113 miles. Until around 1965, RF&P originated less than 5% of its freight tonnage, probably less than any other Class I railroad. For much of its existence, the RF&;P connected with the Chesapeake and Ohio Railway , the Atlantic Coast Line Railroad and Seaboard Air Line Railroad at Richmond. At Alexandria and through trackage rights to Washington Union Station in Washington, D.C. , where connections were made with
441-498: Is now part of Norfolk Southern and does not use the former RF&P; the former Pennsylvania Railroad, in its later incarnation as Conrail, has been split between CSX and Norfolk Southern with most of PRR's routes becoming part of Norfolk Southern. However, the portion of the former PRR that connected to the very north of the RF&P's former Potomac Yard, across the Long Bridge and into Washington DC, became part of CSX following
504-410: Is owned by CSX Transportation . The bridge is used by CSX freight trains, Amtrak intercity trains and Virginia Railway Express commuter trains. Norfolk Southern Railway also has trackage rights on the bridge but does not currently exercise those rights. In 2019, Virginia announced that it would help fund and build a new rail bridge parallel to the existing one to double its capacity, following
567-475: Is the common name used for three successive bridges connecting Washington, D.C. , to Arlington, Virginia , over the Potomac River . The first was built in 1808 for foot, horse and stagecoach traffic, and bridges in the vicinity were repaired and replaced several times in the 19th century. The current bridge was built in 1904 and substantially modified in 1942. It has only been used for railroad traffic and
630-630: The B&;O Railroad New Jersey Avenue Station located on Capitol Hill to the Long Bridge on the north shore by 1855 and in Alexandria by the end of 1857. However, the Virginia legislature had banned any other connections and tracks were not placed on the bridge. Goods were offloaded, transported over the bridge in omnibuses over the bridge and reloaded on the other side. In 1860, the President of
693-583: The Baltimore and Ohio Railroad was provided by the Washington and Fredericksburg Steamboat Company , later renamed the Potomac Steamboat Company , controlled by the railroad after 1845. Badly damaged during the Civil War , on October 11, 1870, an extension to the north toward Quantico was authorized at a special meeting of the company's stockholders. The company's charter limited this branch to 10 miles, leaving it 1.7 miles short of
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#1732781190150756-555: The Battle of Bladensburg during the War of 1812 the President, officers of the country and American troops used it to retreat to Virginia and burnt the south end of the bridge behind them. The next day, British troops burned the north end of the bridge as they entered the City of Washington. The bridge was repaired by 1818. On February 22, 1831, high water and ice carried away several spans of
819-558: The Pennsylvania Railroad , Baltimore and Ohio Railroad , and the Southern Railway . The railine connected to the Washington and Old Dominion Railroad at Potomac Yard and interchanged with the Chesapeake and Ohio Railway at Doswell . Until 2024, it (along with the former Conrail properties) was the only CSX line to have cab signal requirements on their entire system; the railroad ended this practice on
882-799: The Philadelphia, Baltimore and Washington Railroad , created in 1902 by a merger of the B&;P and Philadelphia, Wilmington and Baltimore and thus the owner, began planning to reconstruct the bridge. They sought to build 11 new supplemental piers between the original truss spans and replacing the iron and steel truss spans with steel plate girders . Work on bridge reconstruction began in mid-1942 and completed on November 9, 1943. It allowed heavily loaded trains to cross at 45 miles per hour (72 kilometres per hour), whereas before they were limited to 15 mph (24 km/h) for freight and 20 mph (32 km/h) for passenger trains. The through-truss swing span
945-719: The Washington Metropolitan Area Transit Authority opened a surface-level section of Metrorail 's Blue Line that replaced most of the section of the Rosslyn Connecting Railroad's line that had traveled within the Alexandria Canal's grade. The section of the Blue Line parallels Virginia State Route 110 where passing Arlington National Cemetery . Long Bridge (Potomac River) Long Bridge
1008-646: The Washington Southern Railway . Until November 1, 1901, it was operated by the Baltimore and Potomac Railroad and its successor the Philadelphia, Baltimore and Washington Railroad (part of the Pennsylvania Railroad system). The Potomac Railroad lease was transferred to the Washington Southern on June 30, 1904. On February 24, 1920, the Washington Southern was formally merged into the RF&P. The Richmond-Washington Company
1071-694: The Alexandria and Fredericksburg Railroad. This split from the existing line at Brooke and ran north to Quantico, also on the Potomac. The old line to the Aquia Creek wharf was abandoned on the opening of the Quantico wharf on May 1, 1872. On the other end of the line, the Alexandria and Washington Railroad was chartered on February 27, 1854, to build from the south end of the Long Bridge over
1134-520: The Army Corps of Engineers, decided that Potomac River bridges upstream of Hains Point would no longer require a lift or draw span and that once the Mason Bridge was completed, the existing draws would be sealed. Construction of the Mason Bridge was completed in 1962 and the Long Bridge ceased opening except for a few exceptions. The last time it was opened was March 1969 to allow barges used in
1197-492: The B&O company had requested, and been denied, permission to reinforce or replace the bridge. The beginning of the Civil War in 1861, and the secession of the state of Virginia on May 23, 1861, made the military value of the bridge evident. On May 25, 1861, 13,000 Union troops moved in to take control of the bridge along with Alexandria and its railroad. Under the command of Colonel John G. Barnard , Fort Jackson (Virginia)
1260-502: The B&P Railroad granted the use of the bridge to the Washington, Alexandria, and Mount Vernon Electric Railway (streetcars). Power cables were hung and the rent set to $ 25,000 a year. On February 19, 1898, the Washington Terminal Railway Company incorporated in Virginia, a joint venture of the PRR, RF&P , ACL , Southern Railway and C&O but not the B&O. It acquired the property of
1323-551: The Long Bridge. The bridge acted as a sort of dam and created conditions that could lead to a flood. It had cost the District Government $ 5,000 to clear the ice in 1893. Within 30 years, the railroad and regional leaders began making plans for a replacement. On June 30, 1891, the B&P Railroad granted the Chesapeake & Ohio Railway trackage rights over the bridge to its Washington station On August 1, 1895,
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#17327811901501386-535: The Potomac River south to Alexandria . That line opened in 1857. The railroad went bankrupt and was sold July 9, 1887, being reorganized November 23, 1887, as the Alexandria and Washington Railway . In 1873 the Baltimore and Potomac Railroad 's branch over the Long Bridge opened, giving a route into Washington, D.C. , over which the A&;W obtained trackage rights . The Alexandria and Fredericksburg Railway
1449-621: The RF&P at Doswell west to Louisa . At first it was operated as a branch of the RF&P, but it was reorganized as the Virginia Central Railroad in 1850 and merged into the Chesapeake and Ohio Railroad in 1868 as its oldest predecessor. In 1896, the Washington Southern Railway opened a 1.13 miles (1.82 km) branch that connected the south end of the Long Bridge in Jackson City to
1512-608: The Washington Channel, a 2,000 ft long (610 m) bridge over the Virginia Channel and a 1,980 ft long (600 m) earth causeway between masonry walls on the flats between the channels. On July 2, 1872, the Alexandria and Fredericksburg Railway opened, providing the first direct all-rail connection between the north and Richmond, Virginia . Despite the new design the 1872 bridge continued to be damaged by freshets, it blocked river traffic and
1575-433: The Washington Southern Railway, the B&P Railroad terminals in Washington and Long Bridge. Two years later, on July 31, 1900, a New Jersey holding company was formed between PRR, ACL, Southern Railway, C&O, Seaboard Air Line Railway and B&O to control the line between Richmond, VA and the Long Bridge. In 1901, trackage rights over the bridge were obtained by the Richmond, Fredericksburg and Potomac Railroad ,
1638-570: The bridge to hospitals set up all over the city. The closest was Armory Square Hospital , a few blocks from the bridge. Both the Turnpike Bridge and the Railroad Bridge were damaged in the 1870 flood. Railroad Bridge was partially repaired and continued to be used until May 14, 1872, when a new bridge replaced it. It was then removed in late 1872. An October 1, 1870, flood damaged the existing bridges beyond repair, with much of
1701-623: The bridge was sold to the new Consolidated Rail Corporation (Conrail). In 1991, the RF&P was merged into CSX Transportation , which acquired the bridge itself in 1998, after the Conrail breakup. In 2011 the District Department of Transportation (DDOT), in coordination with the Federal Railroad Administration (FRA), began a High Speed Intercity Passenger Rail grant-funded comprehensive study for
1764-400: The bridge, leading to closure and bankruptcy of the bridge company. The following year, Congress purchased the bridge for $ 20,000 (equal to $ 572,250 today), and appropriated $ 60,000 to repair it. However, more funds would be needed to complete the project and the total cost was $ 114,126. On October 30, 1835, the bridge was reopened with President Andrew Jackson and his Cabinet present. It
1827-444: The causeway, wooden superstructure and spans carried away. Prior to the flood, the Baltimore and Potomac Railroad Company had been given the rights to the bridges on the condition that they maintain them. Immediately following the flood they chose to build a replacement bridge which they worked on from November 1870 until it opened on May 15, 1872. The day the new bridge opened, the old railroad bridge, which had been partially repaired,
1890-518: The city of Washington to Alexandria County . The bridge opened to traffic on May 20, 1809, and, at 5,000 ft (1,500 m) long or a mile including the abutments, was the longest bridge in the United States at the time. On the city of Washington side, it landed at the end of Maryland Avenue SW near 14th Street SW. Before the bridge was built, only a ferryboat connected the city of Washington and Alexandria County. The ferryboat ride made for
1953-617: The creation of the McMillan Plan of 1902 and Union Station completed in 1907. In April of that year the B&P submitted plans for the railroad bridge to the Secretary of War and the board of engineers overseeing the project which were approved later that year. Work on the new Railroad Bridge , a Pratt through-truss swing bridge , began in the spring of 1902, cost $ 750,000 and lasted more than 2 years. The new bridge opened on August 28, 1904, about 150 feet (45 m) upriver from
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2016-595: The direction of the military in early 1862, new tracks were laid for the approaches, the rail bed was repaired and tracks were laid across the bridge. The new connection opened on February 9, 1862. On February 11, 1862, Daniel McCallum was appointed Military Director and Superintendent of the Union railroads, with the staff rank of colonel, by Secretary of War Edwin M. Stanton . McCallum had authority to " enter upon, take possession of, hold and use all railroads, engines, cars, locomotives, and equipment that may be required for
2079-481: The end of the war, the U.S. Military Railroad gave the bridge to the U.S. Department of the Interior and the new bridge became part of the Washington, Alexandria and Georgetown Railroad , leased by the B&O. Sometimes the two bridges were referred to separately as the Long Bridge and the railroad bridge and at others as two parts of one "Long Bridge". During the war, wounded Union soldiers were carried across
2142-418: The existing Long Bridge to be used solely for freight traffic. The Long Bridge has historically been one of the worst bottlenecks in the national rail system, often operating at 98 percent capacity. The Final Environmental Impact Statement and FRA's Record of Decision was issued on September 4, 2020. Work on renovating the existing Long Bridge began in 2014. In 2019 DDOT and FRA reported that another bridge
2205-445: The line in June of that year in favor of positive train control . The Richmond, Fredericksburg and Potomac Railroad was chartered on February 25, 1834, to run from Richmond north via Fredericksburg to the Potomac River . It opened from Richmond to Hazel Run in 1836, to Fredericksburg on January 23, 1837, and the rest of the way to the Potomac River at Aquia Creek on September 30, 1842. Steamboat service to Washington, D.C., and
2268-550: The newcomer to gain access to the city. Pennsylvania Senator Simon Cameron , a stockholder in the PRR-owned Northern Central Railroad, served as Secretary of War from 1861 to 1862, when he was fired due to charges of payoffs and other irregularities, and helped the railroad gain control of the bridge. The PRR was financing the Baltimore and Potomac Railroad (B&P) to get in the District. At
2331-596: The northbound cars continued using the old bridge. Northbound streetcars switched on February 12, when the bridge was officially opened as the Highway Bridge . Vehicles continued to use the old bridge until the Highway Bridge was completed in December 1906, making the 1872 bridge obsolete. The bridge was closed on December 18, 1906, and demolition began on January 26, 1907. On December 3, 1907, demolition
2394-509: The old bridge. The two-track bridge contained girders recycled from the PRR's Lower Trenton Bridge across the Delaware River and was painted a bright red. It was 2,528.5 ft (770.7 m) long (about 450 ft (140 m) longer than the 1872 Bridge), consisted of eleven spans on twelve stone piers and sat 27 ft (8.2 m) above the water line. It created a wider channel, 100 ft (30 m) wide, on both sides of
2457-413: The other. A 100 ft long (30 m) wharf was constructed near one of the draws. A board of commissioners oversaw the subscription of stocks to raise capital for the build, not to exceed $ 200,000, equal to $ 3,815,000 today. A toll was put in place with prices set by Congress and posted at the bridge for up to 60 years after opening: No toll was to be collected for: On August 24, 1814, following
2520-487: The pivot than the old bridge did. In the early years, the bridge was often referred to as the "Railroad Bridge" to distinguish it from "Highway Bridge". It was also sometimes known as the "14th Street Railroad Bridge". It wasn't until the 1980s that planners of the Virginia Railway Express (VRE) system, began calling it the "Long Bridge" and the name stuck. VRE began using the bridge in 1992. In 1941
2583-551: The plans that have been studied by the District Department of Transportation (DDOT) and Federal Railroad Administration (FRA) since 2011. Construction of the replacement bridge began in October 2024. The first bridge at this location was the "Washington Bridge" , a wooden toll bridge . The Washington Bridge Company was authorized on February 5, 1808, by the District Commissioners and an Act of Congress with
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2646-424: The problems caused by freshets. They also wanted a second bridge for non-rail traffic. The new bridge they proposed would enter the city on a viaduct and, with a tunnel under Virginia Avenue, eliminate all grade-crossings as well as connect to a new Union Station. A February 12, 1901, act of Congress authorized the construction of the new double-track railroad bridge and an adjacent Highway Bridge. The act also led to
2709-478: The purpose of shortening the distance in the country's main mail route. President Thomas Jefferson signed it into law soon after. It was built to provide foot, horse and stagecoach traffic to Washington City. It was the second bridge to cross the Potomac in the District of Columbia, following a 1797 span at a narrower crossing near Little Falls, upstream of Georgetown , at the site of the present Chain Bridge . At
2772-427: The rehabilitation or replacement of the Long Bridge. After a series of phased studies, the determined that the bridge had inadequate capacity and redundancy. The bridge was rehabilitated in 2016 and CSX determined that it was sufficient to meet their freight needs. In 2019 a deal was made to build another adjacent rail bridge and to move passenger trains off the existing bridge, which would be renovated. This will allow
2835-496: The removal of the old Highway Bridge to pass through. The tender's control house, or shanty, on top of the draw remained - often used as a billboard for Georgetown crew races until it was removed in late 1982 or early 1983. Ownership of the bridge passed to Penn Central Railroad in 1968 when the Pennsylvania Railroad and its longtime rival New York Central Railroad merged. After Penn Central declared bankruptcy,
2898-777: The south end of the Aqueduct Bridge in Rosslyn . The Railway built much of the branch within the grade of the old disused Alexandria Canal . In 1904, the Rosslyn Connecting Railroad , which the Philadelphia, Baltimore and Washington Railroad controlled, acquired the branch on the same day (February 29) that the railroad was incorporated in accordance with Virginia law. The Rosslyn Connecting Railroad abandoned nearly all of its line in 1962 and closed in 1969 after operating for 65 years. In 1977,
2961-507: The span to fail. The failure was such that the military decided it was easier and important enough to take possession of the new bridge and install rail on it than repair the old one. The rails were moved to the new bridge - which was then called Railroad Bridge - and the old bridge - then Turnpike Bridge - became used for non-rail traffic only, as had been recommended in the prior year. Railroad Bridge opened on February 21, 1865, and carried only railroad traffic. On November 15, 1865, with
3024-484: The takeover of Conrail by NS and CSX. The RF&P company became Commonwealth Atlantic Land V Inc., and a new corporation, named the Richmond, Fredericksburg & Potomac Railway Company, was formed on October 9, 1991. On December 31, 1925, RF&P operated 118 miles of road and 432 miles of track; on December 31, 1970, mileages were 118 and 518. As the link between "North and South" the RF&P primarily hosted
3087-409: The time it opened and also in the official documents, it was referred to as Washington Bridge, Potomac Bridge or simply "the Bridge" but by the 1830s it began to be called the "long Bridge across the Potomac" to distinguish it from the shorter bridge near Little Falls. Over time, the colloquial name was shortened to just "Long Bridge". Built as a timber pile structure with two draw spans, it connected
3150-538: The trains of other railroads, particularly those on the lucrative New York–Florida run. In March 1950 this included the East Coast Champion , West Coast Champion , Miamian , Palmland , Silver Star , Silver Comet , Orange Blossom Special , Silver Meteor , Vacationer , Havana Special , Palmetto , Florida Special , Cotton Blossom , Sunland , and Everglades . The RF&P operated comparatively few trains of its own. One
3213-421: The transport of troops, arms, ammunition, and military supplies of the United States, and to do and perform all acts... that may be necessary and proper... for the safe and speedy transport aforesaid, " he wrote in an 1866 report. It quickly became obvious the structure would not be able to withstand heavy loads. Lightly loaded railroad cars were transshipped over the bridge and pulled by horses. On July 23, 1864,
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#17327811901503276-442: The way for final engineering design, financing and construction of the Long Bridge expansion. Construction of the replacement bridge began in October 2024 with a groundbreaking ceremony held on October 17. The now fully funded Long Bridge expansion is expected to be finished by 2030. The bridge is the namesake of Long Bridge Park , a public park that stands close to the bridge's original landing near Crystal City, Virginia , and
3339-470: Was built to guard the bridge to avoid the passage of spies and invasion by the Confederates with four cannons present in the fort. Competition between railroads became sharper in the District of Columbia, Maryland and Virginia, as the Pennsylvania Railroad sought to break B&O's monopoly in the District. Local and federal politics along with personal interests of politicians made it possible for
3402-443: Was chartered February 3, 1864, to continue the line from Alexandria to Fredericksburg. It opened on July 2, 1872, only reaching Quantico, the north end of the RF&P. At Quantico the 1.7-mile (2.7 km) Potomac Railroad , chartered April 21, 1867, and opened May 1, 1872, connected the two lines. It was leased to the RF&P for 28 years from May 17, 1877. On March 31, 1890, the two companies terminating in Alexandria merged to form
3465-461: Was chartered March 3, 1866, and opened May 1, 1867, as a connection between the RF&P and the Richmond and Petersburg Railroad (later part of the Atlantic Coast Line Railroad ) west of downtown Richmond . It was operated jointly by those two companies. In addition, a downtown connection was owned by the R&;P past Broad Street Station . The Louisa Railroad was chartered in 1836, running from
3528-405: Was closed. The new bridge was 36 ft (11 m) wide with both a carriageway and a railway, 9 ft (2.7 m) above the water, and nearly a mile long with solid abutments built of sandstone from Freestone Point and blue gneiss from the quarries above Georgetown. The draws were 61 and 96 ft (19 and 29 m) long. The bridge had three parts, a 700 ft long (210 m) bridge over
3591-467: Was completed when markers were placed on the remaining underwater piles of riprap and piers. In 1899, the Pennsylvania Railroad, owner of the Baltimore and Potomac Railroad (B&P) Company and thus the bridge, began to push Congress to authorize a replacement of the 1872 Long Bridge with one that would eliminate some of its well-documented problems. They wanted one high enough for sailing vessels to pass beneath, that could serve multiple carriers and end
3654-437: Was incorporated September 5, 1901, as a holding company , owning the entire capital stock of the two railroads. The stock of the company was owned equally by the Pennsylvania Railroad, Baltimore and Ohio Railroad, Atlantic Coast Line Railroad , Southern Railway , Seaboard Air Line Railway and Chesapeake and Ohio Railway . Four of these companies (B&O, ACL, SAL, C&O) have since become part of CSX . The Southern Railway
3717-490: Was needed to serve increased passenger rail needs. DDOT also proposed to create a new bicycle/pedestrian crossing on an additional, parallel bridge. On December 19, 2019, Virginia Governor Ralph Northam and rail company CSX Transportation announced a deal to expand rail service in Virginia. As part of the deal, Virginia will build a new two-track bridge parallel to the existing Long Bridge. The new bridge will be used for Amtrak and VRE trains. The EIS approval in 2020 cleared
3780-411: Was not wide enough for two tracks. On February 12, 1881, ice freshets damaged the bridge by taking out three spans. It re-opened for traffic on February 19, 1881 In 1884, the bridge was rebuilt and strengthened. On February 7, 1895, The Evening Star reported that the Potomac was frozen near the docks. The ice was five inches thick with an extra two inches of snow on top. The ice was being blocked by
3843-472: Was retained. In 1955, the Commerce Department performed a study of Washington, DC area drawbridges and determined that the cost and inconvenience of maintaining the draw bridges was not worth the advantages of keeping the river navigable. The three bridges at 14th Street opened only 315 times in 1954 and cost $ 270,000 to operate and maintain, while also causing traffic tie-ups. Later that year,
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#17327811901503906-525: Was the Old Dominion , a streamliner inaugurated in 1947 between Washington and Richmond. This train used four 70-seat coaches and a cafe-parlor car, all built by American Car and Foundry . In 1956, the RF&P operated two daily passenger trains, one of which was a local and the other an express in addition to operating numerous through trains from other railroads. The Richmond, Fredericksburg and Potomac and Richmond and Petersburg Railroad Connection
3969-567: Was to remain in its current state until the mid-1850s. In March 1847, the Virginia Assembly voted to formally accept the retrocession of Alexandria and Arlington, and thus the south approach of the bridge became part of Virginia. After 1835, the B&O Railroad was provided access to Washington City through the Northeast quadrant. There were several attempts to bring the railroad to Alexandria City. The A&W Railroad connected
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