History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley, Part 212

Author: Caldwell, J. A. (John Alexander) 1n; Newton, J. H., ed; Ohio Genealogical Society. 1n
Publication date: 1880
Publisher: Wheeling, W. Va. : Historical Pub. Co.
Number of Pages: 728

USA > Ohio > Jefferson County > History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley > Part 212
USA > Ohio > Belmont County > History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley > Part 212

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

office of president by Col. Thomas A. Scott, who still retains it with exceptional ability. After all, we may be said to have only given one limb of the immense railroad system so popular under the style, or rather cognomen, of the " Pan-Handle Route," for the company still further controls an interest in the follow- ing

LEASED LINES.

The Columbus, Chicago & Indiana Central Railway, from January 22d, 1869-from Columbus to Indiana and Chicago-a distance of 580 miles.

The Little Miami and Columbus & Xenia Cos. lines from the 23d of February, 1870-195 miles-as follows: from Columbus to Xenia, Xenia to Cincinnati, Xenia to Richmond, Indiana; and Xenia to Springfield.

The Chartiers Railway Co's Road was leased December 8th, 1871-from Mansfield to Washington, Pa., 22 miles.

The Cincinnati & Muskingum Valley Co's lines in Decem- ber, 1872, operating 148 miles, from Dresden junction to Mor- row, Ohio .*

The Pittsburgh, Wheeling & Kentucky road-was leased February 25th, 1878, a distance of 24 miles, from its junction with the P. C. & St. L., main line, east of Steubenville bridge, to passenger depot, Wheeling.

In fact, the popular "P. C. & St. L. (or 'Pan Handle') Com- pany," (with its associate, the "Pennsylvania Company," ope- rating in the northwest) may be said to control the entire traffic west of Pittsburgh to Lake Erie, and affords the most complete, direct and inviting routes to Toledo, Grand Rapids, Louisville, Ashtabula, Vincennes, Chicago and St. Louis, with the safest and most efficiently organized facilities of any rail- way system in America.

STATISTICS OF TRACKS, BRIDGES, TUNNELS, &c. (P. C. & St. L. Division.)

The length of the main line, as we have said, is 193,3, miles, viz :- single track, 176,9 miles-double track, 1514 miles, side tracks 48,6% miles. Cadiz branch 826 miles, side tracks 023, mile. There are 51 wooden bridges, with an aggregate length of 7,752 feet ; 23 stone bridges, with an aggregate of 2,584 feet, and 12 iron bridges, 3,353 feet, with nine tunnels aggregating 10,483 feet. All wooden bridges are gradually being renewed with stone or iron structures, and the entire main track is laid with the finest steel rails. There are 81 passenger stations and 50 freight depots between Columbus and Pittsburgh, and 2 pas- senger and 1 freight depot on the Cadiz branch .;

The Chartiers Railway.

This interesting and substantial track, 227, miles in length, with 25 miles of side track, is proverbial for its safety and comfort to travel. Yet there are 22 bridges-an average of one to a mile-along its entire length, aggregating 2240 feet. Two of them arc iron aggregating 40 feet, while there are two sub- stantial tunnels, respectively 300 feet and 800 feet long. There are 18 passenger stations and 9 freight depots on this road, and the track is laid on substantial cross-ties with stone ballast- one mile of 60 lb steel rails and the balance of 56 lb iron rails.

The Pittsburgh, Wheeling & Kentucky Railway.

The track of this branch-from a point near the Steubenville bridge over the Ohio river, on the main line, to the city of Wheeling, continues the whole distance 24,, miles, along the

*This line extends from the point of junction with the main line of the C. P. & St. L. Ry., 55 miles east of Columbus, running through the city of Zanesville, and the series of im- portant towns in Southern Ohio, to Morrow, where it makes a junction with the "Little Miami Railroad," 35 miles east of Cincinnati.

¡The maximum grade per mile in Pa., is 52.8 ft. Length of straight main track in Pa., 19.7 miles. Proportion of maximum grade to whole length in Pa., 52 per cent. Proportion- ate length of straight main track in Pa., 58.0. Length of curved main track in Pa., 14.1 mile. Proportionate length of curved main track, in Pa., 42.0. Degrees of curvature to main track in Pa., 2762°.27'. Maximum radius of curvature in Pa., 955 feet.

iii.

APPENDIX.

bank, and in full view of the Ohio river, and has 0,6% of a mile of side tracks. It has also 290 feet of Howe Truss Bridges and 570 feet of tressel bridges-80 feet of stone arch and 155 feet of stringer bridges. Its stations arc, for the most part, small-Wellsburg, the principle one, being 16 miles from Wheeling. Full history of this line is given hereafter.

A TABULAR STATEMENT

Showing the Lines Leased, Owned and Operated by the P. C. & St. L. Ry. Co.

Miles,

Total Miles

MAIN LINE.

Pittsburgh, Pa., to Columbus, Ohio

193 8.1

CHARTIERS RAILWAY.

201.1

Mansfield to Washington, Pa.

22.8

CINCINNATI & MUSKINGUM VALLEY RY.

Dresden Junction to Morrow, Ohio .

148.5

LITTLE MIAMI RAILROAD.

119.4

Main Line, Columbus to Cincinnati, Ohio Xenia to Springfield, Ohio

19.3

Xenia to Richmond, Indiana

57.4

COLUMBUS, CHICAGO & INDIANA CENTRAL RY.

196.1

Columbus to Indianapolis, Ind. Bradford to Anoka Junction, Ind.

187.1

109.4

Richmond to Anoka Junction, Ind.

102.2

Anoka Junction to Chicago, Illinois

121.5

Logansport to Indiana State line 60.2

580.4

Pittsburgh, Wheeling & Kentucky Railroad, Wheeling Junction to Wheeling

24.0

Grand Total .

1,172.9

GENERAL OFFICERS OF THE P. C. & ST. LOUIS RAILWAY CO.

THOMAS A. SCOTT, President, Philadelphia.

WM. THAW, 2d Vice-President, Pittsburgh.

J. N. MCCULLOUGH, 3d Vice-President, Pittsburgh.

D. W. CALDWELL, General Manager, Columbus, O.

THOS. D. MESSLER, Assistant to President, Pittsburgh. J. T. BROOKS, General Counsel, Pittsburgh. GEORGE DRIGGS, Assistant Counsel, Pittsburgh.

J. E. DAVIDSON, Assistant Comptroller, Pittsburgh.

J. W. RENNER, Auditor, Pittsburgh.

M. J. BECKER, Chief Engineer, Columbus, O.

M. C. SPENCER, Treasurer, Pittsburgh.

CLIFFORD S. SIMS, Secretary, Philadelphia.

S. B. LIGGETT, Assistant Secretary, Pittsburgh.

W. MULLINS, Purchasing Agent, Pittsburgh. W. STEWART, General Freight Agent, Pittsburgh.

F. H. KINGSBURY, Ass't General Freight Agent, Columbus, O.

W. L. O'BRIEN, Gen'l Passenger and Ticket Agt., Columbus.

A. D. KELLY, Acting General Baggage Agent, Columbus, O.

O. H. BOOTH, Superintendent Telegraph, Mansfield.

PROMINENT OFFICIALS OF THE P. C. & ST. LOUIS DIVISION.

S. M. FELTON, Jr., General Superintendent P. C. & St. L. Division, chief office, Pittsburgh.

J. H. BARRETT, Superintendent of Division running from Pittsburgh to Dennison, including the Chartiers Valley, Wheel- ing and Cadiz branches, office, Dennison.

J. R. SHALER, Superintendent of Division from Dennison to Columbus, office, Dennison.

H. B. PUMPHIREY, Division Paymaster, Pittsburgh.

EQUIPMENT OF THE P. C. & ST. L. DIVISION.

74 Ten Wheel Locomotives. 149 Gondola Cars.

34 Eight Wheel Locomotives. 153 Paltform Cars.

39 Passenger Cars. 49 Caboose Cars.

13 Baggage Cars. 5 Wrecking Cars.

10 Express Cars. 3 Postal Cars.

1756 Box Cars.

1 Special Car. 23 Hand Cars. 25 Push Cars.

CONNECTIONS EFFECTED BY THE P. C. & ST. L. RAILWAY.

In further evidence of the great advantages afforded by the above road, we add a list of the connections it is daily making at the several points hereinafter mentioned-thus establishing communication with every section of this vast continent :

At Pittsburgh, with the Pennsylvania Railroad, the Pittsburgh, Fort Wayne & Chicago Railway, Cleveland & Pittsburgh Rail- road, Allegheny Valley Railroad, and Pittsburgh, Virginia & Charleston Railroad.

At Columbus, with the Cleveland, Mt. Vernon & Delaware Railroad, the Cleveland, Columbus, Cincinnati & Indianapolis ; the Columbus, Springfield & Cincinnati; the Columbus & Hocking Valley, the Columbus & Toledo, and the Little Miami, also, the C. C. & I. C. Division of the P. C. & St. L. Railway.

At Mansfield, with the Chartiers Railway.

At Wheeling Junction, with the Pittsburgh, Wheeling & Ken- tucky Railroad.

At Mingo Junction, with the Cleveland & Pittsburgh River Division.

At Edgefield, with the Cleveland & Tuscarawas Valley and Wheeling Railway.

At Newcomerstown, with the Marietta, Pittsburgh & Cleveland Railway.

At Newark, with the Central Ohio, Lake Erie & Straitsville Divisions of the B. & O. Railroad.

At Caldwell, with the Scioto Valley Railway.

At Dresden Junction, with the Cincinnati & Muskingum Val- ley Railroad.

At Washington, Pa., with the Washington & Waynesburg Narrow Guage.

IMPORTANT FEATURES ADOPTED FOR THE SAFETY OF TRAVEL.

Few persons accustomed to traveling give this subject suf- ficient attention when selecting the most desirable routes to patronize, while a still smaller number ever conceive the enor- mous outlay assumed by a first-class railroad to secure safety and comfort to its patrons. In this particular, there is prob- ably not a railroad system in the nation which takes a deeper interest than the cver reliable P. C. & St. L., as the following synopsis of facts will clearly demonstrate: All their through passenger engines are provided with the world famed "West- inghouse air brake" and a driver brake, while every passenger car is connected with the matchless "Janney coupler and plat- form." And further, at an increased expense, the newly de- vised automatic brake is being widely introduced-by which a train, or even any portion of it, happening to leave the track, or become detached, every car of the same comes to almost an immediate stand. The entire main line is laid with steel rails, firmly ballasted, and supplied with improved safety switches where such conveniences are necessary, while at every point considered more than ordinarily dangerous distant signals are unsparingly used, and experienced flag men liberally employed. The system of telegraphing is also perfeet. On the double tracks the " block system" is exclusively adopted, trains being separated by intervals of space, while on the single tracks, in- tervals of time are found more practicable-all stationary sig- nals being so devised, that in case of derangement, the red, or danger signal will be displayed immediately. Every bridge on

2 Derrick Cars.

414 Stock Cars.

Cadiz Branch

iv.

APPENDIX.

the road is laid with safety floors, that in case of the derail- ment of a train the wheels thereof cannot possibly penetrate the structure. A thorough inspection of all bridges is made daily by the section men, beside which they are subjected, at brief intervals, to a careful examination by experts. The strain upon bridges is constantly being calculated to meet any increased weight in rolling stock, and the very latest achieve- ments in scientific bridge construction are adopted regardless of cost. Improved joints are used to connect the rails securely, and hence all unnecessary oscillation of trains while crossing them is prevented, and an even, smooth motion secured. And yet another special feature is there, that the management has given particular attention to-the perfect elevation of all curres, which, though numerous on this line, are so accurately laid and admirably adjusted that it is utterly impossible, while traveling, to detect when the train is passing over them, unless they should come under ocular observation. Under the passen- ger equipment, all wheels, axles and other parts of rolling stock exposed to wear or excessive strain, are thoroughly tested before being placed in service, so as to prevent the possibility of acci- dents, while passenger trains on the road are overhauled by competent mechanics each fifty or one hundred miles, accord- ing to the character of the road. Another important precau- tionary measure against aceidents, this company has, at considerable expense, adopted on their principal main line freight trains, is known as "speed recorders." A very inge- nious devise, carried in the conduetor's car, which is so con- neeted with the axle of the same as to accurately record the speed traveled at, and delays occasioned on every trip-thus rendering it impossible for freight trains to run beyond a prescribed speed for any purpose, without reporting the same to the disadvantage of those in charge of the train, while also showing if the engineer has duly observed his instructions to run slowly and cautiously across all bridges or other parts of the road undergoing repairs. Few railroad experiments have proved more effective than this. In fact, so strictly careful are they about their axles that a specified rule is laid down how many miles each axle shall travel, after which it is transferred to the freight service. Nor are they less partieular on the sub- ject of selecting employes for responsible positions-as con- ductors and engineers-the invariable rule being to promote tried and experienced servants from subordinate positions, such as shall have best fitted them for their new and responsible duties-engineers even being subjected to surgical examination, in order to detect any imperfection (should such exist) in their sight. It will thus be observed that this company lacks in nothing to insure the utmost safety to their patrons, and if it were for this consideration alone, the efficiently conducted old "Pan-Handle route"ought really to feast sumptuously of public preference and support .*

BRIEF STATISTICS OF BUSINESS.

By way of substantial evidence, bearing on the competency of this road, the following facts will be found to carry no in- considerable weight : During the Centennial season, the P. C. & St. L. Co. delivered at Pittsburgh no fewer than 2,042 passen- gers, from the west en route for Philadelphia, in a spaee of fifteen hours, without delay or the most trifling accident. In 1878 they moved an average of 40,000,000 freight cars and 3,500,000 passenger cars one mile, while in the month of August, in the same year, they moved as high as 4,150,000 freight cars and

3,011,000 passenger cars over one mile. Numerous other equally conclusive and flattering evidences could be adduced were it necessary, especially in reference to excursion seasons, when they are proverbial for their liberality and promptitude in cater- ing to the popular taste for cheap rides over long distances. In short, to conclude in this relation, we probably could not give expression to a sounder sentiment than was recently expressed to us by a fellow traveler, who said: "I have had dealings with most of the lines in this country, and were I to express my honest convictions, they would not only favor the 'Pan- Handle" for its efficient conduct and safety, but bear un- qualified testimony to the ever ready spirit of enterprise and liberality on the part of its management to give universal satis- faction within the range of human possibilities."

PITTSBURGH TO COLUMBUS.

DESCRIPTIVE ACCOUNT OF A TRIP OVER THE MAIN LINE OF THE "P. C. & ST. L. RY.," OR "PAN-HANDLE ROUTE."

How one is Whirled out of the Din, Smoke and Animation of a Manu- facturing City, through Scenes of Rural Magnificence and Charming Retirement, to the Attractive Capital of the Famous " Buckeye State."

Brief Sketches of Cities, Towns, Villages and Prominent Sights along the Road, including a short VISIT TO THE "P. C. & ST. L. LOCOMOTIVE SHOPS, AT DENNISON, Giving their Location, Capacity, Prosperity, &c.

As it is our purpose to promptly respond to the conductor's familiar invitation "all a-board," from Pittsburgh Union De- pot, we may be pardoned for suggesting that so universally popular are the characteristics, resources and specialties of the "Iron City" that to recapitulate them to American subjects would find only a fitting comparison in an endeavor to enter- tain them with a recital, once more, of the story that brought into popularity the famous little hatchet associated with the memory of the late George Washington. Suffice it to say that entering the new Union depot we found no trouble in discover- ing the location of the ticket office-so admirably is the build- ing constructed and efficiently managed that it would, in truth, "bother a Philadelphia lawyer" to get wrong. We should remark, however, that here are the General Superintendent's offices, where Mr. S. M. Felton, Jr., skilfully manipulates the lines over "the iron horse" in its fleet career-or in other words, shoulders the responsibilities incurred in the general practical working of the entire road. He is a most efficient and accom- plished gentleman, evidencing an uncompromising zeal in the discharge of his arduous duties, equalled only by the success attending his deliberations and discretionary conclusions. Re- ceiving our ticket with all the politeness imaginable from the hands of probably one of the finest (in every respect) ticket agents in America, we made for the cars. But, stay-the cars are not approached by any one and every one, or you might realise the miserable experience .of getting into an eastern bound train to travel out a Chicago ticket. All this is agree- ably obviated and public convenience extensively promoted by the adoption of "pass in" and "pass out" gates with civil ticket inspectors, who only admit absolute passengers to the platform, and politely direct them to the precise train their ticket calls for. Taking our seat in a most comfortable

*So much is said concerning the advantages of one line over another that the occasional traveler, not posted in regard to the merits peculiar to each, is confused ; and, in consequence, is just as liable to select an indirect route, by which there are frequent annoying changes of cars and uncomfortable omnibus transfers, as he is to patronize the direct line by which through sleeping cars and coaches are run, making prompt connections in Union Depots. But the intelligent traveler will not be misled so easily. He will take a guide-book, in case of douht, and satisfy himself of the correctness of published statements. The " Pan-Handle Route " desire that a comparison be made. It can only result in convincing the most skep- tical that it is the short 'st line between the East, West and South.

APPENDIX.

car, and a few moments finds us carefully crossing several of the prominent streets in the city until reaching what is term- ed Pittsburgh tunnel, a substantially built structure, laid with a solid double steel track, extending from Seventh to Fourth avenues, and emerging from it we make a brief halt at

FOURTH AVENUE CROSSING.

Leaving it, on the right will be noticed a series of extensive steel and iron works, until we reach the bridge crossing the Monongahela river, a noble structure, set upon the most sub- stantial stone buttresses, and from which, on both sides of the cars, a splendid view is obtained of the river, the several bridges crossing it at other points and the commercial portions of the city. Once across, and the track borders, as it were, round the base of a huge hill, for some distance, confining all the attrac- tions, (if you sit facing the engine,) to the right side of the car, with the exception of "Mount Washington," "Castle Shannon" and " Duquesne " incline planes, which terminate at the right of the track or run over it-from the top of the lofty hill already referred to. The first station of any importance is

"BIRMINGHAM,"

so named after an old town that once stood on the heights above it, but which is now incorporated into the city of Pittsburgh. Here, the clatter and smoke issuing from innumerable exten- sive factories-through the windows and doors of which are seen balls, bars or chaldrons of red hot metal in process of manufac- ture-affords conclusive evidence of the leading manufactures being still in iron or glass. And these heated caverns, with their hundreds of toiling artizans within, who verily gain their living by the sweat of "their entire bodies," we continue to view until our train is fairly through what is known as the " South Side." And then we are arrived at

" POINT BRIDGE,"

and an interesting point it is to the admirer of civil engineer- ing .* Close to the depot, a fine, iron suspension bridge crosses the Monongahela river, built some two years ago, and having a span in the neighborhood of 800 fect. And still further, is seen a second bridge, though chiefly of timber and covered in, which unites Pittsburgh and Allegheny, as it spans the Allegheny river. Our track now commences to follow the flow of the river, which it will be seen very soon changes its name.

" TEMPERANCEVILLE,"

says our brakeman, "is the next station," and so we find it. Not that the good people of the locality are any closer disciples of Murphy than the balance of erring humanity, but we pre- sume it was so named by some one not slow to conceive that

"No matter the man, or place-it's the same, Their future must all depend on a name."

Arriving at the depot, may now be seen the Monongahela and Allegheny rivers joining together, which forms the head or commencement of the Ohio. Directly, we cross "Cork Run," which is about 100 feet below the track. And attention may here be called to enormous shipments of coal, by barges, passing down these rivers-it being a frequent sight to behold acres upon acres of coal, as it were, floating down with the simple assist- ance of a small tug .; The small stream running under the track, just prior to our arrival at "Temperanceville," we omitted to mention, is "Saw Mill Run "-as Barnum would say-"in

all human probability" deriving that name from its being ap- propriated to the running of a saw mill. But we must leave that an open question for the present, as we are informed that we are approaching

" NIMICK " STATION,

a few hundred yards from which we cease to run with the stream of the river, as it parts our company to accommodate through other " fields of labor." Now " Nimick," be it under- stood, is named after a wealthy property owner in that section, and being just outside the city corporation limits, is a spot ex- ceedingly convenient and charmingly attractive for suburban. residences, which thanks to an intelligent community are rapidly growing in public estimation, and by their innumerable advantages they are unquestionably proving themselves yearly the most lucrative investment the " Almighty Dollar" can pos- sibly be sunk into. From this depot is scen the handsome residence owned by Mr. Nimick, as also the delightful country home of Mr. Stevenson, which stands prominently on the point of a knoll, from the left side of the car. Half a mile still further, and we come to

"SHERIDAN" STATION.

so called after Mr. Wm. Sheridan, residing in a beautiful resi- dence near to it. This is a small station in the midst of a most delightful country district, and it is only surprising that it is not more freely patronized in the way of handsome villas-it is, indeed, well worthy of more than mere passing observation from the cars, and whoever prospects the locality in view to selecting a sight will surely return more than delighted .* About two hundred yards from this depot and our train enters an extensive cutting in the solid rock, which is the approach to "Cork Run Tunnel," two-thirds of a mile in length, and securely lined all through with brick. The land above this tunnel is devoted to agriculture, while the cuttings at each end show that from the subsoil to the track must be a depth of nearly 100 fect. Resuming "scenes of rural gaiety," it becomes ap- parent from each side of the car that land in this section has been divided into numerous large patches, and prolific gardens demonstrate that gardening is indulged, wholesale, for the sup- pły of Pittsburgh markets. We now come to

" INGRAM" STATION,

which likewise derives its name from a prominent family by that name, a son of which, (Mr. Thos. Ingram,) resides thereat. Everywhere abounds the richest scenery, and it needs no stretch of imagination to feel "how good it must be to live there." On leaving this station, a short distance presents on the left a kind of open plateau with several neat little homes thercon,f while the hills, "God's orchards in varied foliage," form a picturesque back ground to the scene. A little over half a mile, and we come to

CRAFTON,

approaching which, we notice to the right a Catholic church and "Broadhead" cemetery. This depot was also originally called " Broadhead," but some four or five years ago took its present name from a Mr. Craft, who resides there, though the postoffice still retains the old style of " Broadhead." Again un- der steam, we pass through another deep cutting in solid rock, by railroad men styled " Broadhead Cut," and next view steep ravines and lovely valleys, dotted with domesticated herds-

*The completion of " Point Bridge," with the improvements being effeeted at its southern termiuns, by the railroad company, affords persons doing business in the lower part of the city and in Allegheny, a short and quick outlet to tho adjacont country, while the regular time schedule is studiously prepared to accommodate suburban trave! to the greatest possible extent.

+The track that is, and has been, following us on the right, running on tressel-work, between our train and the river, is the " l'ittsburgh & Lake Erie Railroad."

*Residents fully acquainted with the superior claims of the country referred to-abounding in the loveliest prospects and singular for the salubrity of its atmosphere-will ever be found willing to aecord thereto their emphatic preference, with a cordial recommend to the effect that " though so near it is so far " from the characteristics of city life that retirement here enjoyed is the cheapest privilege earth can afford.

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley, Part 212

Author: Caldwell, J. A. (John Alexander) 1n; Newton, J. H., ed; Ohio Genealogical Society. 1n Publication date: 1880 Publisher: Wheeling, W. Va. : Historical Pub. Co. Number of Pages: 728

Author: Caldwell, J. A. (John Alexander) 1n; Newton, J. H., ed; Ohio Genealogical Society. 1n
Publication date: 1880
Publisher: Wheeling, W. Va. : Historical Pub. Co.
Number of Pages: 728