USA > Pennsylvania > A pioneer outline history of northwestern Pennsylvania > Part 65
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" In 1847 the time for beginning construction was extended to 1852, and in 1851 again extended to 1855. On the 12th of February, 1852, the company was organized. On April 14, 1852, the name was changed to the Allegheny Valley Railroad Company. Ground was formally broken March 18, 1853, at Pittsburg, and on May I the contractors began work, persevering in the
696
HISTORY OF NORTHWESTERN PENNSYLVANIA
face of many obstacles until January 30, 1856, when Kittanning was reached and the road opened for operation. Further progress was suspended for some time on account of financial stringency, but the road was operated be- tween Pittsburg and Kittanning with more or less success. In July, 1860, the road's schedule showed an express train leaving Kittanning at. 5.30 A.M., and arriving at Pittsburg, a distance of forty-five miles, at 8.30 A.M. Also a mail-train leaving at 3.30 P.M., making its run to Pittsburg in two hours and forty minutes. An express train left Pittsburg at four P.M. and arrived at Kittanning at 6.50 P.M., and a mail-train at seven A.M. from Pittsburg. arriving at Kittanning at 9.50 A.M."
FIRST OFFICIAL SCHEDULE FOR BUSINESS ALLEGHENY VALLEY RAILROAD.
THE ALLEGHENY VALLEY RAIL ROAD is now open and in T operation between Pittsburg and Crooked Creek, within four miles of Kittaning. NOTICE.
ON and after Tuesday, December 11th, Trains for Passengers and Freight will leave Lawrenceville Station (upper wall of Arsenal,)
Regularly every Evening at 3 o'clock, (Sundays Excepted.)
and stop at the following Stations, viz: Sharpsburg, Leland's, Sandy Creek, Verner, Hulton, Logan's Eddy, Logan's Ferry, Parnassus, Arnold, Tarentum, Chartier's, M'Cain's, Freeport, Kiskiminetas, White Rock Eddy, Kelly's, T. Logan's and Crooked Creek.
RETURNING, will leave Crooked Creek at 8 o'clock. A. M., and stop at all the above intermediate Stations.
The Company is prepared to receive and deliver freight for any of the above stations, at their freight depot, corner of Penn and Wayne streets, Pittsburg.
TICKETS can be had at the Company's Office, corner of Penn and Wayne streets, or from the Conductor.
THE EXCELSIOR OMNIBUS LINE
Will leave the corner of Market and Fifth Sts., in con nection with the Cars, at 2 o'clock P. M.
NEW CONNECTIONS. - Stages will leave Crooked Creek, on the arrival of the trains, for Kittanning, Catfish, Curlsville, Middlesex, Red Bank, Clarion, Brady's Bend. Reimersburg, Brookville. Smicksburg and Punxsutawney. Fare to Kittanning, $1.25.
Dec. 22, 1855 .- if.
A. H. HOPPER. Superintendent.
" The road was opened and operated to Kittanning January 30. 1850; to Mahoning in 1866; to Brady's Bend, June 27. 1867; and to Oil City, Fcb ruary 2, 1870. Parlor cars used June 15, 1879.
607
HISTORY OF NORTHWESTERN PENNSYLVANIA
" The Oil City Derrick, in its issue of February 12, 1896, in a sketch of the road, said,-
"' While it serves a large number of manufacturers, carrying to and from them a great variety of products, the road transports also a very heavy tonnage of minerals, mainly coal, of which it moves about two million tons per annum. This tonnage goes mainly to Pittsburg, Buffalo, and points in New York State and Canada. The favorable grades that characterize both of its divisions enable the road to move freight at a minimum cost. Between Pittsburg and Oil City the grade is practically that of the river bed itself, which rises at the rate of about two feet per mile. The Low Grade division, although it crosses the main ridge of the Alleghenies, has a remarkably gentle descent. The average rise per mile from Red Bank to the summit of the mountains, going eastward, is only sixteen feet, while coming westward the average rise per mile from Driftwood to the summit is about the same. The connections of the Allegheny Valley Railway are as follows :
"' At Pittsburg, in the Union Station, it comes in close touch with the vast Pennsylvania system east and west of that city. It has also at Eleventh Street a connection with the Pennsylvania lines west of Pittsburg, enabling it to exchange freight with these lines without using the tracks at the Union Station. At West Penn Junction, twenty-eight miles north of Pittsburg, it connects with the West Penn division of the Pennsylvania Railroad; at Fox- burg with the Pittsburg and Western Railway, and at Oil City with the New York, Pennsylvania and Ohio Railroad, Lake Shore and Michigan Southern Railway, and the Western New York and Pennsylvania Railway, which latter line forms its through route to Buffalo. At Falls Creek, on the Low Grade division, it connects with the Buffalo, Rochester and Pittsburg and Ridgway and Clearfield Railways, and at Driftwood it joins the Philadelphia and Erie Division of the Pennsylvania Railroad.'
" The Presidents of the road have been Governor William F. Johnston, in 1859; F. R. Bruno, 1860; R. F. Morley, 1861 ; T. J. Brereton, 1862; F. R. Bruno, 1863-64; who was succeeded by Colonel William Phillips, who was in turn succeeded in 1874 by John Scott, who continued in the presidency until his death, March 23, 1889. Mr. Henry D. Welsh succeeded him as president. and served until the reorganization of the company in 1892."
LOW GRADE-CHARTER-EXTENT OF ROAD-GRADIENTS-GRADING COMMENCED - LINE OPENED - PIONEER WRECK - SURGICAL OPERATION - GENERAL OFFICES
This road was constructed under the charter granted to the Pittsburg, Kittanning, and Warren Railroad Company, which was subsequently changed to the Allegheny Valley Railroad Company, and the supplemental acts which became a part of the charter of the last-named company.
This division extends from Red Bank to Driftwood, a distance of one
698
HISTORY OF NORTHWESTERN PENNSYLVANIA
hundred and ten miles, crosses the main ridge of the Allegheny Mountains at a point just east of the Sabula Station, the Summit tunnel being nineteen hun- dred and twenty-six feet in length, and the height above the sea fourteen hun- dred and sixty-six feet. This tunnel is one hundred and thirty-four miles from Pittsburg, and thirty-nine miles west from Driftwood. Spencer Mead super- intended the tunnel work.
The project lay dormant from 1837 till in the sixties, when J. Edgar Thompson commenced the agitation and brought about the construction of the road. He was then president of the Pennsylvania Railroad Company.
This road extends from the Allegheny River, through the counties of Clarion, Jefferson, Clearfield, and Elk, to the Pittsburg and Erie at Driftwood. It is familiarly called the Low Grade Road, as it is the natural route for a road from the Atlantic coast to the Mississippi Valley. It has a maximum grade of only forty-eight feet to the mile, and that for a very short distance. while every other road between the east and the west has gradients approxi- mately one hundred feet to the mile. It was encouraged, aided, and guaranteed by the Pennsylvania Railroad Company for the purpose of facilitating freight traffic between the east and west. The report of that company for 1869 says .-
" This line is designed chiefly for the transportation of freight at a slow speed, with a view to cheapen its cost so as to compete with the water lines leading to New York. The intention is to extend this line to the Mississippi River, across the tablelands of Ohio, Indiana, and Illinois, and thus afford a medium of transportation at all seasons of the year as cheap and more expedi- tious than via the Lakes and Erie Canal."
Grading began on the Low Grade in 1872. The road was opened for passenger service to New Bethlehem, a distance of twenty-one miles, May 6, 1873; from New Bethlehem to Brookville, June 23, 1873, twenty-one miles ; from Brookville to Reynoldsville, fifteen miles, on November 5, 1873. On the eastern end a section from Driftwood to Barrs, nineteen miles, was opened on August 4, 1873. And on May 4, 1874, the entire line was open from Driftwood to Red Bank.
The pioneer wreck on the Low Grade road occurred near Iowa Mills on November 16, 1873. While going around a curve at high speed the engine struck a stone, causing the whole gravel train to jump the track. John Mc- Hugh, the brakeman, was thrown in the air, and when the other employees found him he was lying under the wreck, his left arm terribly mangled, a deep cut in his head, severing an artery, and an ugly gash on the back of his head. McHugh was taken to Reynoldsville, where Dr. W. J. MeKnight, in the brick tavern, assisted by Dr. B. Sweeney, amputated the arm and dressed his wounds. This was the pioneer major surgical operation on the Low Grade division and in what is now Reynoldsville.
The general offices were moved from Brookville to Reynoldsville in 1885.
600
HISTORY OF NORTHWESTERN PENNSYLVANIA
On August 1, 1900, the Pennsylvania Railroad Company leased the entire Allegheny Valley Railway for twenty years. Charles Corbet, Esq., of Brook- ville, Pennsylvania, has been attorney for this road for the past thirty-one years, and is now the legal representative of the Pennsylvania system in its thirty-fifth district.
MILEAGE OF ROADS OWNED AND OPERATED BY THE PENNSYLVANIA SYSTEM IN
NORTHWESTERN PENNSYLVANIA
DIVISION.
BRANCH AND R. R. CO.
COUNTIES.
MILES.
West Penn . Butler Branch, P. R. R.
Butler 18.4
West Pen
Winfield Branch, P. R. R ..
. Butler.
2.0
Buffalo ..
Main Line, W. N. Y. and P. Ry
. Cameron, Potter, Mckean 41.3
22.3
Chautauqua
Main Line, W. N. Y. and P. Ry
. Venango, Crawford. 37.5
8.5
Chautauqua .
Pioneer Branch, W. N. Y. and P. Ry ...
Crawford, Venango. 8.9
Chautauqua.
Oil City to Irvineton, W. N. Y. and P. Ry.
. Venango, Forrest, Warren. 50.2
21.7
Chautauqua Kinzua Ry
Warren, Mckean
14.0
Chautauqua
Bradford Ry.
McKean
2.5
Chautauqua
Kinzna Valley R. R.
Mckean
10.0
Chautauqua.
Olean, Bradford and Warren Ry.
McKean
2.3
River ..
Allegheny Valley Ry
. Clarion, Venango.
69.0
Low Grade.
Allegheny Valley Ry.
Cameron, Elk, Jefferson, Clarion 89.4
Low Grade.
Sligo Branch, A. V. Ry ..
. Clarion
10.2
Low Grade.
. Brookville Branch, A. V. Ry
. Jefferson
1.4
Middle, P. and E
Phila. and Erie R. R
.Cameron, Elk, Mckean. 79.5
Middle, P. and E
.Johnsonburg R. R.
.Elk, Mckean 19.7
Middle, P. and E. . Ridgway and Clearfield Ry.
. Elk, Jefferson 27.I
Western, P. and E. . Phila. and Erie R. R
Warren, Mckean 56.8
Total 593.0
Western
.P. and E. R. R.
. Erie.
36.6
Chautauqua
W. N. V. and P. Ry. Main Line.
. Erie 12.9
Total (including Erie County) 642.5
THE PITTSBURG, SUMMERVILLE AND CLARION RAILROAD COMPANY-CHARTER MEMBERS AND ORGANIZERS-LENGTH OF LINE-CHARLES F. HEIDRICK, ORGANIZER, BUILDER, AND PRESIDENT OF THE ROAD-INDUSTRIES, ETC.
For twenty years or more a railroad from Summerville, Jefferson County, Pennsylvania, to Clarion, Clarion County, Pennsylvania, has been agitated and contemplated. A survey with this in view was made about 1895, and a few years later the Allegheny Valley Railway made an examination along the route with the view of building a road. In 1900 Pittsburg, Beaver Falls, and Clarion gentlemen secured a charter and organized under the name of the Clarion, Summerville, and Pittsburg Railroad Company. This company made a permanent survey, adopted a route, secured considerable right of way, graded a little on the line, when the president of the company died. Internal dissen- sions followed the death of the president, which resulted in the abandonment of the project. In the fall of 1902 Charles F. Heidrick, a young business man of Brookville, Pennsylvania, conceived the idea of pushing this abandoned project to completion. In September, 1903, he purchased from the Clarion, Summerville and Pittsburg Railroad Company their survey, rights of way,
700
Buffalo . Mckean and Buffalo R. R. Mckean
Chautauqua
Lakeville Branch, W. N. Y. and P. Ry
. Crawford
Chautauqua . Warren to State Line, W. N. Y. and P. Ry
Warren
HISTORY OF NORTHWESTERN PENNSYLVANIA
and other assets, and in October, 1903, he let the contract for the construction of the road from Summerville to Clarion to Colonel James A. Bennett, of Greensburg, Pennsylvania, and Daniel Nolan, of Reynoldsville, Pennsylvania. The road was completed and opened for traffic August 27, 1904.
The charter members and organizers of the present Pittsburg, Summer- ville and Clarion Railroad are; to wit, Charles F. Heidrick, John Q. Heidrick. Emmett R. Heidrick, M. I. McCreight, C. H. Cole, A. L. Cole, Theo. L. Wil- son, Charles Corbet, R. M. Matson, and Alfred Truman. The officers of the company are as follows: Charles F. Heidrick, president; A. L. Cole, secre- tary ; John Q. Heidrick, treasurer; the board of directors consists of Charles F. Heidrick, John Q. Heidrick, M. I. McCreight, A. L. Cole, Theo. L. Wilson, R. M. Matson, and J. A. Haven.
The main line of the road is about sixteen miles long; one mile south of Corsica, and two and one-half miles north of Greenville to Strattonville, and thence to Clarion Borough. A branch from the main line extends from Strattonville up along the Clarion River to the mouth of Mill Creek, where a large lumber plant is operated. The road along its entire line taps a large field of undeveloped coal. This coal is now being gradually opened up. The road was a paying proposition from the start.
THE BUFFALO, ROCHESTER AND PITTSBURG RAILWAY COMPANY-WHEN IN- CEPTED-OFFICERS-CHARTERED ROUTES-PROPOSALS FOR WORK-TRIALS- EXTENSIONS-CAR SERVICE-PULLMAN CARS-COMPLETED TO PUNXSU- TAWNEY-THE FIRST THROUGH TRAIN-TRANSPORTATION OF COAL-PRES- ENT OFFICERS
To my personal knowledge, agitation by the people and the newspapers for this railway commenced as early as 1854. But the first official organization of anything approaching the present road I find in a Rochester newspaper of June 12, 1869, speaking of the directors of the contemplated Rochester and State Line Railroad Company holding a meeting in that city,-viz., president of the road, Isaac Butts, Rochester, New York; vice-president, Oliver Allen, Wheat- land, New York; secretary and treasurer, G. E. Mumford, Rochester, New York; executive committee, G. J. Whitney, Rochester. New York: M. C. Reynolds, Rochester, New York; James Wycoff, Perry, New York : directors. Isaac Butts, Rochester, New York; G. J. Whitney, Rochester, New York ; Patrick Barry, Rochester, New York; S. M. Spencer, Rochester, New York ; M. F. Reynolds, Rochester, New York; Geo. E. Mumford, Rochester, New York; Oliver Allen, Wheatland, New York : James Wycoff, Perry, New York; John A. Thompson, Castile, New York ; Miles Dodge, Wiscoy : Luke R. Hutchcock, Canedea : John S. Lee, Wellsville.
The contemplated line was from Rochester to Perry or to Salamanca, but on December 7 of that year the board of directors decided on a western route running through LeRoy. Bliss, Machias, and Salamanca. The line.
701
HISTORY OF NORTHWESTERN PENNSYLVANIA
originally, was to run through Salamanca, Carrollton, LaFayette, Mckean County, Ridgway, Brookville, Red Bank, and Kittanning to Pittsburg. This route was very likely located in the sixties.
Through the courtesy of George E. Merchant, late superintendent of the road, I have been shown an extended " map and profile of railroads proposed and under contract connecting Pittsburg, Pennsylvania, and Roches- ter, New York, (of) February 4, 1854, by McRee Swift, chief engineer, and E. Everett, principal assistant engineer, R. and P. R. R."
The proposed route for the road by this map in the State of Pennsylvania passed through Smethport, Bishop's Summit, Johnsonburg, Richardsville, Brookville, down the Red Bank, through Kittanning, and into Pittsburg.
A change of route was made, however, by Walston H. Brown, in 1882, from the mouth of the Little Toby up the stream to Du Bois, Punxsutawney, and down the Mahoning to Allegheny, Pennsylvania. This change was brought about by the occupancy of the route from Little Toby to Brookville by a survey and right of way obtained by the Clarion and Mahoning road. which, to say the least, was simply a bubble and an obstruction.
The pioneer notice published for work by the directors was as follows :
"Proposals for the work of grading and masonry required in the con- struction of the Rochester and State Line Railway, between the city of Roch- ester and the village of Salamanca, Cataraugus County, about one hundred miles, will be received at the office of the company in the city of Rochester. until and including the 25th day of July, 1872. Profile, specifications, and estimated quantities of work to be done will be ready for inspection on and after the 18th day of July, 1872.
(Signed) " D. McNAUGHTON, Secretary. C. S. MASTEN, Chief Engineer.
" ROCHESTER, NEW YORK, July 9, 1872."
Tuesday, October 7, 1873, track-laying was commenced, the pioneer rail being laid at Rochester on that day.
The pioneer schedule issued by the railroad was as follows:
"ROCHESTER AND STATE LINE RAILROAD.
" On and after September 15, 1874, and until further notice, trains on this road will run as follows :
" Leave LeRoy 8.40 A.M. ; arrive Rochester 10.10 A.M .; leave Rochester 6.10 P.M .; arrive LeRoy 7.40 P.M.
(Signed) " M. F. REYNOLDS, President. C. S. MASTEN, Chief Engineer."
702
HISTORY OF NORTHWESTERN PENNSYLVANIA
August 6, 1877, the line was completed to Warsaw, forty-four miles, and on September 18 of the same year, to Gainsville, fifty-four miles from Roch- ester.
The road was finished to Salamanca and opened for regular and through freight and passenger business on May 16, 1878.
In July, 1879, the majority of the stock was owned by William H. Vanderbilt, and the road was practically controlled by him until that year. At that time suits were brought against the railroad company by the city of Rochester to recover six hundred thousand dollars which had been con- tributed toward the construction of the road. The suits were decided against the city and in favor of the company. Mr. Vanderbilt then dropped out of the management, and the road was unable to pay the interest on the first mortgage, which fell due on January 1, 1880, when the road was sold and a receiver appointed June 7, 1880. It was sold under foreclosure January 8, 1881. Mr. Walston H. Brown, of New York city, purchased control and reorganized it under the name of "Rochester and Pittsburg Railroad." Mr. Brown associated with himself an active, able and efficient manager,-to wit. George E. Merchant. Mr. Merchant has been identified with the road ever since that time, and was the general superintendent, managing its great interests with rare tact and skill.
The pioneer officers of this reorganization were as follows,-viz., presi- dent, Walston H. Brown, of New York; treasurer, F. A. Brown, of New York; secretary, Thos. F. Wentworth, of New York; general manager. George E. Merchant, Rochester, New York; chief engineer, William E. Hoyt; counsel, C. H. McCauley, Ridgway, Pennsylvania.
" In 1881 three companies were organized in New York in the interest of the Rochester and Pittsburg,-namely, the Rochester and Charlotte, to build from Rochester to Charlotte on Lake Ontario; the Buffalo, Rochester and Pittsburg, to build from Buffalo to Ashford, on the main line; and the Great Valley and Bradford, to build from Great Valley to the Pennsylvania line. At the same time the Bradford and State Line and the Pittsburg and New York were organized in Pennsylvania to extend the road from State Line to Brookville, Pennsylvania. These several companies were consolidated into the Rochester and Pittsburg in 1882. In 1882 the road was completed from Bradford Junction, 1.33 miles north of Salamanca, New York, south to Howard Junction, Pennsylvania, 21.09 miles ; from Clarion Junction to Ridg- way, Pennsylvania, 9.08 miles; from Du Bois to Falls Creek, Pennsylvania. 2.09 miles; a total of 32.26 miles of the Great Valley-Pittsburg line in that year. On the Buffalo Division track was laid from Buffalo Creek to Ham- burg, 7.93 miles, and from Ashford to West Valley, 6.34 miles. In the follow ing year, 1883, the road was completed by laying from Hamburg to West Valley, New York, 30.9 miles ; from Ridgway to Falls Creek, Pennsylvania. thirty miles; and from Du Bois to Walston Junction, Pennsylvania, 22.91
703
HISTORY OF NORTHWESTERN PENNSYLVANIA
miles. The Beech Tree and Walston Mines branches were also built in 1883.
" An issue of ten million dollars stock, doubling the capital of the com- pany, was made in 1883, the new stock being used in cancelling an intended issue of three million two hundred thousand dollars income bonds of the Buffalo division and in purchasing the capital stocks of the Rochester and Pittsburg Coal and Iron Company and the Brockwayville and Punxsutawney Railroad Company, under the charter of which latter the road from Young Township to Punxsutawney, Pennsylvania, was built and opened September 30, 1883. In the same year the company purchased the franchises and capital stock of the East Terminal Railroad Company of Buffalo, having the right to build from Howard Street in East Buffalo into the heart of the city.
"In November, 1883, the directors authorized an issue of four million dollars second mortgage consolidated bonds, secured on the entire property of the company, the proceeds to be used in providing seven hundred thousand dollars worth of new equipment, in retiring six hundred thousand dollars second mortgage terminal bonds issued earlier in the same year, and in liquidating the floating debt. Of these, two million eight hundred thousand dollars were issued February 1, 1884, but one million one hundred and thirty- two thousand five hundred dollars only were taken, so that to meet pressing demands the company was forced to hypothecate the remainder, which was subsequently sold to cancel loans. Default was made in payment of the first coupon, due August, 1884, on these bonds, and the road was sold under fore- closure on October 17, 1885; it was bid in for one million one hundred thousand dollars by Adrian Iselin, representing the second mortgage bond- holders.
"A plan of reorganization was agreed upon by Mr. Iselin and others, which called for the formation of two new companies, one to acquire the part of the road lying within the State of New York and the other the Pennsyl- vania portion, the two to be ultimately consolidated under the title of Buf- falo, Rochester and Pittsburg Railway Company, with a capital of six million dollars preferred and six million dollars common stock, the latter issue, in- cluding one million two hundred thousand dollars, representing the Pennsyl- vania section. The common stock was issued at the rate of one share for four in exchange for the stock of the company. The preferred was sub- scribed for at par and the proceeds used to pay off the second mortgage bonds and floating debt.
" Under the terms of this plan the Buffalo, Rochester and Pittsburg Railway Company was organized in the State of New York, on October 24, 1885, and acquired the property in that State. The Pittsburg and State Line Railroad Company was organized and acquired the property in Pennsylvania. In consequence of litigation attending the transfer of the property in Penn- sylvania. under which the portion of the road in that State was placed in the
704
HISTORY OF NORTHWESTERN PENNSYLVANIA
hands of a receiver on March 23, 1886, the final consolidation of the two cor- porations was not effected until March II, 1887, when the receivership was dissolved."-Poor's Manual.
The extension of the line from Ashford to Buffalo was completed for freight about June 1, 1883, but regular passenger and mail trains were not run into Buffalo until June 15, 1883. Freight trains carrying coal, with a caboose attached for passengers, were run from Du Bois north about May I, 1883. Regular passenger and mail trains north from Du Bois were not run until June 16, 1883. The road was completed to Punxsutawney and through passenger trains were running, one to Buffalo and one from Buffalo to that point, September 1, 1883.
About July 25, 1883, there were two passenger trains running on the Beechtree branch, one to and one from Beechtree. Coal was shipped from Beechtree July 1, 1883.
An agreement was entered into on June 6, 1883, by George E. Mer- chant, of Rochester, and David McCargo, of Pittsburg, superintendents of their respective roads, that a night express should be added by a joint service of the two lines,-to wit, one from Rochester to Pittsburg, and vice versa, one from Pittsburg to Rochester, this service to contain a Pullman and day car on each line; each road to exchange their sleepers at Falls Creek. The schedule for this service went into effect on the evening of December 23. 1883, and on that evening the pioneer car of this service was so run. The con- ductor and engineer of the Valley train was M. J. McEnteer and James Montgomery. The conductor and engineer on the Rochester I know not. The time-table for this joint service was as follows,-to wit, the north-bound train for Rochester, with sleeper, left Pittsburg at 8.20 P.M., passed through Brookville, a flag-station, at I A.M., arrived at Falls Creek at 2 A.M., where the north-bound cars were shifted to the Rochester road, and this train arrived at Rochester 7.30 A.M. The south-bound train from Rochester left Rochester about 8.20 P.M., and shifted their Pullman and day coach at Falls Creek to the Allegheny Valley road, which, returning, passed through Brookville, a flag-station, at 3.30 A.M., and arrived at Pittsburg at 7.50 .1. M.
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