It is no unusual occurrence to find great and notable features in generation after generation of a family, and this seems to have been the case in a remarkable degree of the Latrobe family. Benjamin H., youngest son of Benjamin Henry and Mary Elizabeth (Hazlehurst) Latrobe, born December 19, 1806, died October 19, 1878, was certainly no exception to this rule. After his graduation from St. Mary's College, Baltimore, he commenced the study of law in the offices of Charles F. Mayer, and was admitted, in due course, to practice at the Baltimore Bar. As his mother was possessed of a considerable amount of real property in the State of New Jersey, a natural opening seemed to appear in that direction. Mr. Latrobe accordingly established himself in practice in the town of Alloway, Salem county, New Jersey, where he met with the success generally achieved by a beginner in the legal field. The climate of New Jersey, however, did not agree with him physically, and he returned to Baltimore to continue his practice in that city. He entered the office of his brother, John H. B. Latrobe, who was at that time the junior counsel for the Baltimore & Ohio Railroad Company. From his earliest years

Mr. Latrobe had taken an intense interest in all matters connected with engineering, having attained a high degree of proficiency in the higher mathematics while a student at St. Mary's College, and was by nature endowed with a talent as a draughtsman. He very soon realized that his natural bent in this direction should be utilized, and that he would be more successful in this field than by pursuing his legal work. After a discussion of this point with his brother, the latter secured for him an appointment in the service of the Baltimore & Ohio Railroad Company in the engineering department, where he commenced at the foot of the ladder in the position of a rodman, knowing full well that he would be able to work his way to the top; his first field of activity in this new work was on the road beyond Ellicott's Mills.

He had evidently entered upon the course which would lead him to a prominent position, and this united with his love of the work he had undertaken, enabled him to rise from rank to rank until he was associated with Henry J. Ranney in the construction of the branch road between Baltimore and Washington, designing the Thomas viaduct at the Relay House, then one of the most imposing structures of its kind in the entire country and considered a masterpiece.

As opportunities offered he was quick to embrace them, and finally became the chief engineer of the Baltimore & Port Deposit Railroad. Upon the completion of this important undertaking, his connection with the Baltimore & Ohio Railroad Company was resumed, the office of engineer of location and construction being especially created for him. One of the memorable works conducted by him in this position was the location of the road across the Alleghenies to Wheeling; another was a change in grade per mile which he effected. It was while surveying a route up the Potomac which had a uniform grade of about eighty feet to the mile, that he urged the board of engineers to adopt his idea of making a grade of one hundred and sixteen feet to the mile for a length of seventeen miles. This course, which was finally adopted after a considerable amount of discussion, was considered the most remarkable piece of work of its kind at the time, and the recognition it has since received has fully proved the excellence of the plan suggested by Mr. Latrobe. While engaged in the construction of the heaviest of the tunnels on this route, Mr. Latrobe evolved the zigzag mode of construction, thus rendering the road available much sooner than would otherwise have been the case. He served as chief engineer of the Pittsburg & Connellsville road, and of the Northwestern Virginia Railroad to Parkersburg. As consulting engineer of the Hoosac tunnel, until Massachusetts put the entire work under contract, the work of Mr. Latrobe was of great value.

He was called into consultation in connection with the construction of the suspension bridge across the East river, connecting New York with Brooklyn, and was consulted on almost all important works of engineering construction until 1872, when he withdrew from active work. The only office he retained was that of consulting engineer of the Philadelphia, Wilmington & Baltimore Railroad. A report on the route of a ship canal from the Chesapeake to the Delaware was the last active professional work on which he was engaged.

Mr. Latrobe married, in 1832, Ellen Hazlehurst, who died in 1872. Children: 1. Charles Hazlehurst, a sketch of whom follows. 2. Mary, married Henry Onderdonk, of St. James College, Maryland, now deceased. 3. Agnes Catherine, married Cornelius Weston, of Maine. 4. Rev. Benjamin H., of Philadelphia, deceased. 5. Nora Maria Ellen, married Hammond Vinton, deceased, of Rhode Island.

It was characteristic of Mr. Latrobe that he took nothing for granted that had to do with the planning or construction of his work; every detail and every suggestion were entered into with the utmost faithfulness by himself personally before he would give his consent to the progress of the work, and this was one of the chief reasons for the success which attended all his efforts. As his work was always thoroughly and conscientiously planned before the construction was commenced, he was enabled to economize time when the work was once under way, and thus apparently accomplished wonders in the quantity of work.

His work was his pleasure as well as his duty, and it was through his unceasing devotion to it that he finally undermined his health to such an extent, that a much needed rest which he was induced to take did not avail in repairing what had been so completely shattered. During all his active years he allowed himself but one vacation of any considerable length, and that was in 1867, when he paid a short visit to Europe. However, the reputation he achieved is one which few engineers in the United States have equaled, and many who were engaged in work under his direction have, by following the methods and principles he had inculcated, distinguished themselves in the same profession. The warm affection with which these men regarded him and still honor his memory is the best testimony as to his personal worth.

His methods were progressive and well worthy of the imitation they met with throughout the country. His manner was courtly and dignified, with the polish of the gentleman of leisure, which was never allowed to be disturbed by the hurry of a business transaction, although his ability and quick, impetuous temperament always kept him in the foremost rank. Wherever he made his temporary home, there he made friends; and those in inferior positions to his own, who were connected with him by professional ties, looked up to him with sincere affection as well as admiration and respect.1597
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Benjamin Henry Latrobe, civil engineer, born 19 December, 1807; died in Baltimore, 19 October, 1878, was graduated at St. Mary's college, Baltimore, in 1825, studied law, and was admitted to the bar, practicing in connection with his brother, John, in Baltimore. He then entered the service of the Baltimore and Ohio railroad company, and finally became its chief engineer, building the road from Harper's Ferry, across the Alleghanies, to Wheeling. He also built other roads, was consulting engineer of the Hoosac tunnel, and one of the advisory board to whom John A. Roebling submitted the plan of the Brooklyn bridge.1556
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The city of Latrobe, PA* is named after this Benjamin. His best friend and college classmate Oliver Barnes (a civil engineer for the Pennsylvania Railroad) in 1852 laid out the plans for the community of Latrobe that was incorporated in 1854. Barnes named the town for his friend Benjamin Latrobe. Its location along the route of the Pennsylvania Railroad helped the city of Latrobe, PA develop into a significant industrial hub.1598
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Best known for his railway bridges. Benjamin initially worked towards a law degree but found he had an inclination towards engineering. The junior Latrobe around 1820 worked with his father to establish a water supply for New Orleans, Louisiana.

Securing employment with the help of his brother John H.B. Latrobe with the Baltimore & Ohio Railroad as an assistant engineer he was soon at work on the stone arch of the Thomas Viaduct at Relay House south of Baltimore 1832-1835. Nicknamed "Latrobe's Folly" as many doubted the massive structure could support itself.

The 704-foot-long Thomas Viaduct is the oldest stone arch railroad viaduct in use today. At the time of its construction it was the largest bridge in America and the first built on a curve.  The eight arched bridge was designed to carry newly introduced mechanical steam engines weighing as much as six tons apiece. It now bears engines weighing about three hundred and fifty tons each, with no additional reinforcement.

The Thomas Viaduct is located at Relay, the halfway point between Baltimore and Ellicotts Mills, where horses pulling rail cars were changed. The fact that it remains in use as of 2007, carrying far heavier loads than ever envisioned, is a testament to Latrobe’s skill.

With no formal engineering courses to guide him he employed Jean-Rodolphe Perronet's works on bridges along with visits to bridges in Philadelphia educating himself on bridge architecture.

In 1842 Latrobe became chief engineer of the Baltimore and Ohio. He also became chief engineer for the Pittsburgh & Connellsville Railroad and construction engineer for the Hoosac Tunnel.1555,1594,1599
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Bemjamin was over six feet tall.1600


*Latrobe, PA is the home of golfer Arnold Palmer and the boyhood home of children’s television personality Fred Rogers (”Mr. Rogers”) where he was buried following his death in 2003. Latrobe is also the home of the first banana split invented in 1904 and home to the training camp of the Pittsburgh Steelers.610