USA > Pennsylvania > Fayette County > Uniontown > A history of Uniontown : the county seat of Fayette County, Pennsylvania > Part 41
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At the above meeting Alfred Patterson, Esq., president of the General Committee of the county, stated that the object of the meeting was to urge the prompt and energetic action on the part of the citizens of Fayette county to secure a branch from the Pennsylvania road from either Greensburg or Latrobe to Uniontown; and that such measures be taken at this meeting as would convince the board of directors of the Pennsylvania rail- road that the citizens of this county are deeply interested in the projected branch, and that the same might be laid before them at their meeting to be holden at Philadelphia on Satur- day, the 15th instant. On motion, a committee consisting of Dr. Smith Fuller, Alfred Patterson, Esq., E. B. Dawson, Esq., and Eleazer Robinson was appointed to solicit and obtain do- nations and subscriptions for stock in the branch road. This committee soon solicited subscriptions to the amount of over
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$4,000, and Dr. Hugh Campbell, Colonel Samuel Evans, Hon. Andrew Stewart and Isaac Beeson were delegated to "repre- sent and promote the interests of the Uniontown branch of the Pennsylvania railroad in the city of Philadelphia, and in the meetings of the stockholders or board of managers of that com- pany soon to be held, so far as deemed proper and expedient."
From some cause all the efforts of our citizens to procure this branch road proved abortive, and their attention was next directed to the Pittsburgh and Connellsville road which was completed to Connellsville in 1855, by and over which Union- town was later connected with Pittsburgh by rail.
THE FAYETTE COUNTY RAILROAD.
As the Fayette County railroad was the first to enter Uniontown, a detailed history of this road is appropriate in this work.
By an act of assembly passed May 1, 1857, the Fayette County railroad company became incorporated with a capital of $750,000 in shares of $100 each. Connellsville was to be its northern and Uniontown its southern terminus. The determi- nation was to secure subscriptions to the amount of $100,000 before letting the contract for the construction of the road. Mr. F. H. Oliphant, the enterprising ironmaster of Fairchance, com- pleted this amount by a subscription of $5,000, to be paid in merchantable bar iron. Huzzahs greeted Mr. Oliphant's liberal subscription, as the iron was as good as the cash to the com- pany, and on the same day the secretary advertised for bids for the construction of the road. The line was to be 12.67 miles in length, one mile of which was to be on the right of way of the Pittsburgh and Connellsville company, which afterwards proved to be a bad arrangement. Honorable Nathaniel Ewing was elected president of the company, and S. D Oliphant as secre- tary. William Wilson was elected treasurer and John N. Lewis, chief engineer. Many subscribers failed to respond when their subscriptions fell due, and on February 19, 1859, the president was authorized to issue bonds, secured by a mortgage, to the amount of $30,000.
On July 4, 1859, the road was publicly declared open for traffic and travel from Connellsville to Mount Braddock, just half the length of the proposed road. The celebration of the opening of the road to this point was the occasion of an im-
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mense assemblage of the people of the county. Free trains were run between that point and Connellsville, a free lunch was dis- pensed, and the advent of the road into the very heart of the county was welcomed with much rejoicing. Addresses were de- livered by Judge James Veech, Peter A. Johns, Esq., and others, while the crowd awaited the arrival of the trains. Judge Veech in his admirable address rehearsed in his usual forceful manner the wonderful progress which had been made within the brief period of one generation. Among other things he said: "The sound of the blood-curdling war whoops of the marauding sav- ages had scarcely ceased to echo through this valley which now resounds the welcome whistle of the steam locomotive. Al- most within the span of one short lifetime the same hand that grappled the throat of the blood-thirsty savage can now reach forth and stroke the mane of the all-conquering yet tractable iron horse.
The peaceful smoke that rose from the first settlement west of the Alleghenies directed the weary traveler to the very spot on which this refined assemblage is now gathered; and hard by yonder gushing spring stood the humble cabin of Christo- pher Gist, the competent and efficient agent for the Ohio Com- pany, and here he entertained his youthful friend whom we now love to honor as the father of his country.
Within a short distance from the line of this road lay the great Catawaba war train, the great highway of the Six Nations, leading from their northern homes to their southern foes. Over this trail passed the bands of painted warriors with their tro- phies and prisoners of their conquered foes.
And while we recall with amazement the wonderful ad- vancement in the brief space of time in which this region was first trodden by the foot of the white man, yet by the advent of the steam car, to which it is our great pleasure to extend a hearty welcome today, the children of this generation shall witness still greater things in the future."
Mr. Veech was followed by Peter A. Johns, Esq., in an eloquent and pleasing address. Peter, as he was wont, soon soared aloft into the rarefied strata of his imagination, and held his hearers spell-bound while he threw upon his canvas in pris- matic hues a most glowing picture of the prosperity that was now about to dawn upon the inhabitants of Fayette county.
As Judge Veech had given a retrospective view, Mr. Johns
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proceeded to give the perspective view, in which he welcomed the advent of the railroad into the very center of the county. The trail, scarcely grown cold from the stealthy tread of the painted savage, is now superseded by the iron band of civiliza- tion. The iron horse, with his muscles of brass, sinews of steel, lungs of fire and breath of smoke, shall make this valley tremble with his mighty tread as he draws his ponderous load of freight and produce in exchange for the products of other marts and climes.
The time is now near at hand when these mighty hills shall yield up their treasures of rocks and timber; the mines will open up their vast stores of wealth, and Pomona will pour her over- flowing horn of plenty into the lap of husbandry, and peace and prosperity shall flow through this valley like the current of a mighty river. The forests that so recently resounded the roar of the roving beast of prey shall resound the echo of the wood- man's ax, the song and hum of the harvester and the merry voice of romping, innocent childhood; and joy and gladness shall cover the land as the waters cover the sea.
The road was formally opened for travel and traffic to Uniontown on Monday, January 2, 1860, by the running of free excursion trains the length of the road, and a cordial invitation was extended to the public to enjoy the hospitalities of the management of the road. Then Uniontown felt herself once more in touch with the outside world from which she had been so cruelly severed by her own, although well meant, indiscreet acts.
Arrangements were made with the Pittsburgh and Connells- ville company to take the management of the road, under which arrangement the road was operated until the following summer, when it was thought the Fayette County branch was not getting her full share of the profits of the road and it was determined to equip the road and operate it themselves. Two small locomo- tives and a combined passenger and baggage car were pur- chased, one Billy Songster was brought out from Philadelphia to take charge of the locomotives, and when Billy got " half seas over " which was quite frequent, it was any thing but safe to ride behind him. "Tap " Sampsel, a Uniontown boy, was put on to learn firing under Billy, and he subsequently became one of the trusty engineers of the B. & O. road in whose service he spent many years.
Many amusing anecdotes could be related in connection
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with the management of this road while in its embryonic stage. Alpheus Clark was employed as the first conductor, who fre- quently overslept himself and the ticket agent would make his run. Clark was soon superseded by J. L. Summers who was an efficient conductor, and he was succeeded by John F. Gray who held the position for many years. Mr. F. B. Titlow was em- ployed as the first ticket agent, and although the passenger traf- fic was not heavy, the ticket agent's duties were arduous; in ad- dition to the sale of tickets he was to keep all the books per- taining to the freight and ticket office, collect all freight bills, help car the hogs, cattle and horses shipped from this point, see that a supply of cord-wood was on hand, with which the en- gines were fired, and numerous other duties, all of which Mr. Titlow discharged with promptness and ability.
Barney Collier, from Johnstown, succeeded Billy Songster as engineer, and every passenger felt a sense of relief riding behind Barney, as he was known to be a careful and trusty man. He held the position for ten years.
After running the road with varying success, a meeting of the stockholders was held on January 13, 1862, at which a com- mittee was appointed to confer with Mr. Edgar Thompson, president of the Pennsylvania railroad with the view of con- necting the Fayette County with the Pennsylvania at Greens- burg. Hon. Nathaniel Ewing made the proposition that if the Pennsylvania would raise $100,000 toward the enterprise he would hold himself individually responsible for the balance. To this proposition Mr. Thompson replied that he was unable to furnish the $100,000, and further that he did not think a rail- road connecting these two points would be remunerative. Time has shown whose was the better judgment.
At a meeting held August 18, 1862, plans were discussed for the liquidation of the debts of the road, but on September 5th of that year the road was sold by the sheriff, and purchased by John K. Ewing, Esq., in trust for the stockholders, for the sum of $34,000. A new organization was effected by a new board of directors and Judge Nathaniel Ewing as president. On October 27, 1864, the directors leased the road to the Pittsburgh and Connellsville company for the term of ninety-nine years, for the sum of $9,000 per annum. When the Pittsburgh and Connellsville road was leased to the Baltimore and Ohio
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company in December, 1875, the latter company assumed all responsibility to comply with the requirements of this lease.
On April 11, 1884, a charter was granted to the State Line railroad, to extend from Uniontown southward to the state line, with the view of connecting with the main line of the Baltimore and Ohio in West Virginia. On May 14, 1893, the first regular passenger train was run over this road to Smithfield; and on the second of April, 1894, just ten years almost to the day, a formal opening of the road to Morgantown, West Virginia, was celebrated by the running of excursion trains from Pittsburgh through to Morgantown. By the completion of this road the old Fayette County road became one of the arteries through which the life blood of our nation's prosperity flows.
On Friday, June 20, 1902, a sale was consummated in which the Fayette County railroad passed into the ownership of the Baltimore and Ohio. The number of shares at that time was 2,148, and the price paid was $150 per share, and the additional sum of $21 per share for back rental, since which time the man- agement has been entirely under the control of that company.
THE SOUTHWEST PENNSYLVANIA RAILROAD.
By an act of March 16, 1871, the Southwest Pennsylvania Railroad company was incorporated, with power to construct a railroad from Greensburg, Westmoreland county, Pa., by the way of Connellsville to Uniontown, and thence southward to the boundary line of West Virginia. The capital stock was $500,000, and Thomas A. Scott was elected its first president. This road, which connected with the Pennsylvania railroad at Greensburg was opened to the public to Uniontown in the fall of 1876, and in June, 1880, the line was completed to Fairchance.
William C. Snyder was the first ticket agent for the com- pany in Uniontown.
The first Pullman service between Pittsburgh and Union- town was inaugurated November 26, 1900.
THE MONONGAHELA DIVISION.
A railroad which was to follow Redstone creek from Brownsville to Uniontown was projected by the Brownsville railroad company, and after considerable grading was done financial difficulties intervened, and on February 5, 1878, the road was sold at sheriff's sale, and was afterwards merged with the Pittsburgh, Virginia and Charleston railroad. The last
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named road and its franchise passed in May, 1879, to the con- trol and management of the Pennsylvania railroad company, by which it is now operated as the Monongahela Division of its lines.
Construction on this line was begun by the Pennsylvania company in January, 1881; starting on the west side of the Monongahela river, opposite Brownsville, and crossing that river at the mouth of Redstone creek and following the same to its junction with Shute's run, now known as Redstone junction, about one mile north of Uniontown, where it connects with the Southwest branch of the Pennsylvania railroad. This branch was opened for traffic, June 1, 1882, thus giving to Uniontown three different routes to Pittsburgh.
THE COAL LICK RUN BRANCH.
The Coal Lick Run branch of the Southwest railroad was completed in the year 1900. This branch established a station at West Main street, and named it South Uniontown, and fol- lowed Coal Lick run to its source, thence by Brown's run to the Monongahela river, and was opened to Huron coke works on that river, November 26, 1900, on which date the first passenger train passed over the road.
THE TROLLEY SERVICE.
On April 14, 1890, a franchise was granted to Albert D. Boyd, and his associates, known as the Uniontown Electric Street Railway company.
This company constructed a line, the eastern terminus of which was at the junction of East Main, Connellsville, and Cool- spring streets and Stewart avenue, and its western terminus at Union Cemetery on West Main street.
This company was granted a charter, August 29, 1890, and on May 6, 1891, the first car passed over the line, having been started by the hand of Miss Rixie McCormick, daughter of William C. McCormick, the superintendent of the road, with James Doran as conductor.
A car barn and power house was established on East Main street, and the line operated from that point. The line was subsequently extended out Connellsville street to a grove of several acres which had been converted into a park, and where several amusements were instituted. This park became a favor-
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ite place for recreation and amusements, and especially for public gatherings. Financial troubles soon overtook the com- pany and on October 9, 1900, the road was sold to Hon. W. H. Graham, Governor William A. Stone, M. K. Saulsbury and others for $35,000, at the par value of $50 per share, and they assuming a debt of $25,000, the sale amounting in all to $60,000. This new company soon extended the line to Connellsville, and on November 15, 1900, a banquet was given by the councils of Connellsville, New Haven, directors of the Yough bridge com- pany and some of the stockholders of the new company, which was characterized by speech making and free exchange of good cheer and congratulations.
The first through car from Uniontown to Greensburg over the Pittsburgh, Mckeesport and Connellsville line left Union- town Tuesday morning at 5:30 a. m., September 6, 1904, and two West Penn cars ran from Connellsville to Mckeesport on Wednesday, June 29, 1910.
The Uniontown and Monongahela Valley Electric railway company was capitalized at $450,000, and granted a franchise to construct a road over Mount Vernon avenue, beginning at the junction of West Main street and South Mount Vernon avenue and running southward along South Mount Vernon avenue to the borough limit. This franchise was granted, October 22, 1900, and the contract was let for the construction of the work on the 24th of the same month. This line was opened through to Masontown on September 6, 1907, and as far as Riverside on December 18, 1911, and to Martin in February, 1912.
The West Penn Railways company opened a trolley line, connecting Uniontown with Brownsville by building a line from Brownsville to Masontown junction, where it connected with the road already built by the Uniontown and Monongahela Valley Electric railway. This line was opened by running special car on Thursday, June 25, 1908, taking several of the officials of the road on a tour of inspection. The opening was celebrated with considerable demonstration at Brownsville on July 2nd, following, which was attended by delegations from Uniontown and elsewhere.
Trolley service connecting Uniontown with Fairchance was established August 10, 1902.
In 1912, property was secured on East Main and Peter streets for the establishment of a terminal of the different
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branches of the West Penn Street Railways service. Old build- ings were removed and others remodeled to meet the require- ments of the company, and tracks were laid to these buildings, which were finished for occupancy August 20, 1913.
THE TELEPHONE SERVICE.
William A. Mouck introduced the first telephone used in Uniontown, about 1880. He had seen where the different ap- pliances for the construction of such an instrument could be procured, and following the instructions accompanying the same, he constructed a line connecting his furniture ware rooms with his cabinet work shops at the foot of Beeson avenue. These in- struments, though crude, answered the purpose for which they were intended in a most satisfactory manner. These instru- ments were constructed by stretching a membrane across a small box and connecting the two instruments by a copper wire; each instrument acting as both transmitter and receiver.
These instruments were subsequently and for some time used to converse between the office and machine shops of the Johnson Machine company at the west end of town.
The Bell Telephone company opened an office in Union- town in January, 1889, at the demand of the Columbia Iron and Steel company who had much business over the line, and for some time was the only subscriber. Miss Anna Green, now Mrs. F. H. Rosboro, was placed in charge of the office which did a very insignificant business at first but soon grew into im- mense proportions. The " Phone " is now an indispensible ac- quisition to the business of the country. This company now has 1,632 lines, 2,832 stations and employs 31 operators at Uniontown.
The Maryland, Pennsylvania and West Virginia Telegraph and Telephone company, known as the Tri-State Telephone company, was introduced into Uniontown in June, 1898. This company connected up Baltimore with Uniontown in 1905, and Judge R. E. Umbel received the first message sent over this line, January 10th of that year.
This company was merged with the American Union Tele- phone company July 1, 1907, and was connected up with Pitts- burgh through the P. & A. line in 1908.
CHAPTER XIX.
THE BANKS OF UNIONTOWN.
The circulating medium among the early settlers of this country was necessarily that of other nations and consequently very limited. Much of the commerce was restricted to the ex- change of domestic animals, labor and the products of labor. In Virginia, tobacco was a staple article of commerce for many years, and farther north and west hides and peltry were used as substitutes for currency. The currency of the country was state paper and foreign coin for many years.
About the close of 1775, bills of credit, known as Conti- nental money, to the amount representing six millions of Spanish dollars, were issued to carry on the war for independ- ence. These bills of credit began to depreciate rapidly and soon became utterly worthless.
When the constitution became a law in 1789, there was no United States coin nor United States notes in circulation. Except the gold and silver of foreign nations there was no money that would pass all over the country. The Spanish coin became the popular currency, and the state notes were restricted some- what to the locality of issue.
Congress established the United States Bank in 1782, to supply the demand for a banking institution, but meeting with much opposition, the renewal of the charter was refused in 1811. In 1790 there were but four state banks in the whole country, viz .: New York, Boston, Philadelphia and Baltimore. Upon the closing of the United States Bank many state banks sprang into existence and flooded the country with bank notes of more or less value, and it became necessary for the merchants to subscribe for a weekly journal to keep them posted in the value of the notes then in circulation.
Congress ordered a mint to be established in Philadelphia in 1792, and named the denomination of coins to be struck, and whoever brought gold, silver or copper to the mint could have it coined without cost. The rate of value on the metal was fixed that one pound of gold was equal to fifteen pounds of silver. The gold was coined in denominations of eagles, half eagles and quarter eagles, and the silver was coined into dollars, half dol- lars, quarters, dimes and half dimes, three cent pieces came later; the copper was coined into cents and half cent pieces.
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Iinting was too slow to meet the demands of the country and umerous state banks were chartered.
The different states had different values on their money. While the English pound was valued at $4.44, the Pennsylvania ound was valued at $2.66, and many deeds for property in niontown mention the price as being in Pennsylvania money. he values of goods expressed in pounds, shillings and pence radually gave way to that of dollars and cents.
What was known as "company scrip" was issued by umerous companies engaged in business, and came into cir- lation and answered the same purpose as the store order of day.
During the war of the rebellion gold and silver disappeared om circulation and a demand was made for fractional currency.
Few of the present generation can realize the inconveni- ces experienced by the merchants before the government is- led fractional currency, vulgarly called " shin plasters."
The time was when a customer would step into a store and archase a dime's worth of goods and throw down a bill; it as then up to the merchant to make the change, trust the Istomer or lose the sale. In this extremity the county treas- rer, at this time John Tiernan, was prevailed upon to issue hat was known as Fayette county scrip, which the merchants ught by the quantity and used as change. This scrip was re- emable in amounts of $5 or over, and was good for county xes, and afforded some relief in this time of great stringency.
The government then responded to the exigency of the mes and issued fractional currency. This fractional currency as issued in the denominations of fifty cents, twenty-five cents, teen cents, ten cents, five cents and three cents.
Since the advent of the national banking system and the sumption of specie payment, and the establishment of con- dence in the present money system the commerce of the coun- y has been unprecedented.
THE BANKS OF UNIONTOWN.
The Union Bank of Pennsylvania was the first banking stitution established in Uniontown. It commenced operations a frame building which stood on the lot at present occupied y the Gilmore Hardware company.
The articles of association were signed May 1, 1812, and
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business was commenced in October following. The promoters of the project were John Kennedy, Nathaniel Breading, J. W. Nicholson, Jesse Evans, Joseph Huston, Samuel Trevor, Thomas Meason, Hugh Thompson, Ellis Baily, Jacob Beeson, Jr., John Campbell, Reuben Baily, John Miller, David Ewing, George Ebert and others.
The directors chosen were John Kennedy, Reuben Baily, Ellis Baily, John Campbell, Jesse Evans, Joseph Huston, James Lindsey, John Lyon, Daniel Marchand, John Miller, Zadoc Walker, Jacob Beeson, Jr., and Laurence Rider. John Kennedy was elected president and John Sims, cashier.
The bank went into operation on a capital of $60,000, and declared a dividend of five per cent. on the first day of May fol- lowing. An additional sale of stock was made of 4,000 shares at ten dollars per share, and on the first day of November fol- lowing, a second dividend of five per cent., was declared. And on December 13th, the cashier wrote to the Acting Secretary of the United States Treasury that the whole of the capital stock of $100,000 was actually paid in; the directors having the au- thority to sell stock to the amount of $500,000.
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