USA > Pennsylvania > Montgomery County > Bridgeport > Hart's history and directory of the three towns, Brownsville, Bridgeport, West Brownsville also abridged history of Fayette county & western Pennsylvania > Part 10
USA > Pennsylvania > Washington County > West Brownsville > Hart's history and directory of the three towns, Brownsville, Bridgeport, West Brownsville also abridged history of Fayette county & western Pennsylvania > Part 10
USA > Pennsylvania > Fayette County > Brownsville > Hart's history and directory of the three towns, Brownsville, Bridgeport, West Brownsville also abridged history of Fayette county & western Pennsylvania > Part 10
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Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45
EARLY HISTORY OF THE B. & O.
And those who now see the fruits of their progressive tactics shown each day have good reason to be proud of the old Baltimore & Ohio Railroad. It is the oldest railroad in the world, and if the policy of those in control is but kept up it will soon be the best in the world, for it has the territory, the money and the brains. In almost all things the Baltimore & Ohio was the pioneer. It was the first line to be operated for passengers or freight. the first to utilize locomotive power, the first to come over the Allegheny mountains, the first to employ electricity as a motive power, and the first to employ electricity as a means of communication. It had the first telegraph line in the world, for it was over the line from Baltimore to Washington, in 1844, that Prof. S. F. B. Morse sent his famous message, "What God hath wrought" and in that message gave the world the telegraph.
And the route followed from Baltimore to Pittsburg is historical. A century and a half ago the route now traversed by the road across the moun- tains was known as the "Great Nemacolin Path," the Appian Way of the savages. Later George Washington, surveyor in laying out the route of the stage road across the mountains to the Ohio Valley followed this same path. Later still the French, under Pierre Duquesne, who had been usurping much of the territory which was claimed by Great Britain, were called to account by England, and Washington was again sent over the territory to warn the French to leave.
On the 2d day of February, 1827, the citizens of Baltimore conferred upon the adoption of proper measures for the commencement of the Baltimore & Ohio Railroad, a work of deep and vital interest to the American people, by facilitating its commerce, diffusing, and extending its social intercourse and perpetuating the happy union of the Confederate States. An act of incor- poration by the State of Maryland was granted February 28, 1827, and con- firmed by the State of Virginia March 8, 1827, and the construction of the road was commenced July 4, 1828.
THE EVENT CELEBRATED AT BALTIMORE.
The ceremonies attending this great event were conducted by the Masonic Fraternity. The city of Baltimore was in gala attire and strangers from distant points began arriving in town a day or two before the celebration.
Mr. Samuel Rea Vice-President Monongahela R. R. and Fourth Vice-Pres, Pennsylvania R. R.
Col. J. M. Schoonmaker President Monongahela R. R. and Vice-Pres. Pittsburg & Lake Erie R. R.
98
The Pennsylvania Railroad-Its Growth
The leading event was the laying of the corner stone of this first railroad of the land. The venerable Charles Carroll, of Carrolton the last surviving signer of the Declaration of Independence, cast the first spadeful of carth for the beginning of the railroad, saying: "I consider this among the most important acts of my life, second only to that of signing the Declaration of Independence, if, indeed, second to that."
This remarkable stone was placed in the earth and the laying of the wooden track of the railroad was then begun. Strange as it may seem, in the natural shifting of position of the track this stone was forgotten and its exact location in the earth remained only a matter of conjecture for nearly forty years. The interest was revived in July, 1898, when a resurvey was made and the stone located six feet under the surface of the ground. The entire masonry was then carefully raised above the earth and inclosed in a steel cage, so that the famous relic will remain in public view for all time.
THE PENNSYLVANIA RAILROAD-ITS GROWTH.
There is much to admire in the history of the growth of the Pennsylvania Railroad system. It has been likened to the growth of the United States. Demand for communication between the early settled Atlantic slopes and the communities formed by those who had penetrated beyond the Alle- gheny mountains caused the rails to be spread to Pittsburg, placing this section in communication with New York, Philadelphia, and all points there- abouts. It gave the railroad, too, at this end the advantage of the rare and rich territory on which they have spent millions in opening up and from which they have also taken millions in products.
INVASION OF NEW YORK.
An effort to grasp the amount of energy and capital invested yearly by the Pennsylvania system would be futile. No one seems to know how much capital is invested, for it is past counting. It has been claimed that the line between Pittsburg and New York cleared $165,000 per mile last year. What an amount of money must be invested to have brought anything like this return.
The fact remains that there is nothing too large for the Pennsylvania to tackle. Those back of it will stop at nothing in the way of money or trouble to accomplish their ends.
The Pennsylvania road is tunneling under the East river from New Jersey right into the heart of New York, and at an expense of something like $50,000,000 will soon come above ground at Thirty-fourth street and Sixth avenue. And there, is being erected now one of the most handsome depots in the country.
This act of tunneling under the river and under a great part of New York, in order to get right to the millions of people who are on the streets of New York daily has been considered one of the most wonderful engineering feats, as well as one of the most nervy things ever attempted.
Col. Joseph U. Crawford Engineer of Branch Lines P. R. R. and Chief Engineer Monongahela Railroad George Dorsey Right-of-Way Man for P. R. R., Monongahela and Connellsville Central Railroads
Joseph C. Grooms Land and Claim Agent Pittsburg & Lake Erie R. R. Robert W. Taylor Assistant Engineer P. R. R. and Engineer in Charge Monongahela R. R.
100
Early History of the Pensylvania
With the New York tunnel through, under the river, the next problem to be attacked is the Allegheny mountains, and there are those of us who, with an even chance in life, will live to ride through the tunnel under the moun- tains. The fearful grade is the one drawback to the road.
Already have surveys been made for the tunnel. It will be a giant under- taking. It will be the biggest tunnel in the world, but what of that? The New York tunnel under the river will be the biggest of its kind.
During the present year not less than a million dollars will be spent by the Pennsylvania in improvements along the smaller lines in Western Pennsyl- vania which it owns. Such as the Chartiers Valley Road, leading from Carnegie to Washington, Pa., and the Pittsburg, Virginia & Charleston cut- ting into the coke region of West Virginia.
Miles and miles of double track are scheduled for the Pittsburg, Virginia and Charleston line. This is a line which makes but little fuss, but quietly it brings in more money to the common coffer than most other lines with more pretension to fame and prestige. It is to be extended farther into the Southwest in order to tap some virgin fields which promise coal and coke in large quantities.
It may not be out of order here to state that the Pittsburg, Virginia and Charleston railroad was first organized as the Monongahela Valley railroad but the name was changed to Pittsburg, Virginia and Charleston, January 15, 1870.
The first officers and directors were, B. F. Jones, president; Wm. Price, vice-president ; Henry F. Voigh, treasurer; Chill W. Hazard, secretary. The directors were, T. W. Briggs, Geo. Black, Jos. Walton, Jos. Dilworth, Dr. A. Patton, John C. Risher, H. B. Hays.
EARLY HISTORY OF THE PENNSYLVANIA.
The Pennsylvania Railroad is a monument to the perseverance of John Stevens, of New York, who had an idea that there was a great future for the tramway, which was then in use but lightly. Bands of iron were nailed to the top of wooden rails, and horses pulled loaded wagons along these. As carly as 1812, Stevens, who was a steamboat man, appealed to the legisla- ture of New York for help in working out his railroad ideas but was refused after being told he was a erank.
Filled with sorrow at the way in which he had been treated, Stevens in 1823, then tottering on the verge of fourscore years, turned his face hope- fully toward Pennsylvania, and after some trouble, got the legislature to agree to franchise a railroad from Philadelphia to Columbia, Pa. This franchise was given for fifty years, but Stevens was not able to raise the capital to construct the line.
It was at Columbia that those coming from Philadelphia toward the head waters of the Ohio took the canal, and as the years passed, the problem of how to better the travel from Philadelphia to Columbia, became a pressing one. In the fall of 1828 the legislature, having become satisfied
Chris. S. Pringle Joint Agent at Brownsville Union Station
John Ermire Superintendent of Monongahela Railroad
Harry A. Shank Trainmaster Monongahela R. R.
102
Early History of the Pennsylvania
that nothing would be done by corporations or individuals, decided to con- struct a line itself, and the line from Philadelphia to Columbia by way of Lancaster was authorized. The work was then begun, but there was great opposition, and it was not until almost seven years after that the little line was opened. This was the initial step toward a railroad system, the Pennsyl- vania, which has since grown into the greatest in the world.
Many are the amusing stories told of the initial trip over the new line. It occurred April 15-16, 1834. There was a select party, and an engine called Black Hawk, thought to be the acme of mechanical skill, was brought into play. The start was made from the Columbia end of the line, and on the 15th the party went from Columbia to Lancaster.
W. A. Coburn Veteran Railroad Man of the Three Towns
But, continue the railroad journey at night? Not they! They dis- embarked, and put up at a hotel, and stabled their horses for the night. Yes, they had horses, and a tram car following the train to pick up the party in case the engine should play out, and such a contingency was expected every minute of the way. Those who risked life and limb behind Black Hawk knew what the real horses could do, but they were not so sure about the iron horse, so, to make sure of getting home properly should anything happen, they took the horses along with them.
Kennedy Crosson
J. C. Keller Contractors for the Construction of the Monongahela and Connellsville Central Railroad through Brownsville and Bridgeport
104
Pittsburgh & Lake Erie Railroad
But the horses were not needed. Until death, however, those who went on the memorable trip told with great glee of how they had at times to get off the little train and put their shoulders to the wheel and help Black Hawk up the grades.
On the next day the trip was resumed, and Philadelphia was reached carly in the evening. It required 93 hours to make the trip from Lancaster.
And, though now started, the trials of the railroad were not yet over. They, in fact, had, like the road, only just begun. There was a world of opposi- tion to the railroad, and the greatest opposing factor was the teamster. For years great six-horse teams had traveled the highway leading over the mountains from Philadelphia to Pittsburg, and they resented anything which might be constructed as liable at any time to oppose them. And the team- sters, besides, being of themselves powerful, had friends just as powerful, and the combination fought hard. There were hundreds of small wagon taverns along the pike, they being necessary for the accommodation of the hundreds of six-horse teams which passed, hauling freight to or from Pittsburg. These tavern keepers were strong now, and they saw in the coming of the railroad the killing of their good trade, and they joined hands with the teamsters to block the progress of what is now the Pennsylvania railroad. Public meet- ings were held, and the railroad was scored roundly. In many districts the railroad was made the bone of contention at elections, but it had come to stay. Out of this small beginning the Pennsylvania road grew to its present proportions, though it was not until almost the middle of the century when the Pennsylvania Railroad Co. took shape, and later traversed practically the route taken by the old line years before from Columbia to Philadelphia.
THE PITTSBURGH & LAKE ERIE RAILROAD.
The Pittsburgh & Lake Eric Railroad Company, now one of the most im- portant roads in the country, was organized May 11th, 1875, with a capital stock of $2,000,000.
The first board of directors were:
Wm. McCreery, President; directors, Wm. McCreery, Joshua Rhodes, James Westerman, George C. Reis, John Bissell, John F. Dravo, Wm. H. Short, P. W. Keller, A. J. Mckinley. Secretary, John Bissell; Treasurer, Wm. M. Short.
The railroad was first constructed from Pittsburgh to Youngstown and New Castle, a distance of 70 miles.
The construction of the road was let to Contractor P. J. McGann of Lan- caster, Pa., who built it from the mill of Jones & Laughlin on the South Side to Haselton Furnace in Ohio.
In 1877, through the President of the Company, two important contracts were made for traffic with the L. S. & M. S. Ry., through its President, Wm. Vanderbilt, and the Atlantic and Great Western, through its President, J. H. Davereux.
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105
The Lake Erie Never Killed a Passenger
In 1878 the first locomotive crossed the Ohio River Bridge, and in this year the following officers were elected :
James I. Bennett, President: Jacob Henrichi, David Hostetter, John Reeves, M. W. Watson, James M. Bailey, Joshua Rhodes, Wm. M. Lyon, John F. Dravo, James M. Schoonmaker, J. H. Davereux, John Newell. Jacob Painter, Directors.
The Board elected John Reeves, Vice President; Samuel George, Jr .. Treasurer; Sebastian Wimmer, Chief Engineer: Samuel Rhea, Secretary ; James H. McCreery, General Solicitor; Wm. Stearns, Superintendent of Construction.
October 15, 1878, the following officers were elected :
Chas. A. Chipley, General Freight Agent ; A. D. Smith, Auditor and General Passenger Agent ; John G. Robinson, Secretary and Treasurer.
Nov. 22, 1878, a contract was made with the Western Union Telegraph Company for the telegraph service, and with the Pittsburgh Transfer Com- pany for its transfer service.
In 1879 a contract was made with the Union Express Company for ex- press traffic. Passenger and freight trains began running February 24th, 1879.
PITTSBURG, MCKEESPORT & YOUGHIOGHIENY
The Pittsburg, McKecsport & Youghiogheny Railroad, under the manage- ment of the P. & L. E. R. R. Co., was organized in IS-, and its construction was finished to New Haven with its connecting branch lines in 18 -. This road also purchased the Mckeesport and Belle Vernon Railroad, which had been constructed from Mckeesport to Belle Vernon in 1890, and extended its lines over this distance. This line was extended to Fayette City in 1895, where the construction was stopped until the extension to Brownsville which was made in 1903, and the road opened August 31st, of that year.
THE LAKE ERIE RAILROAD NEVER KILLED A PASSENGER
The Pittsburg and Lake Erie Railroad is the Pittsburg end of the immense Vanderbilt system, or New York Central lines, which have an aggregate mileage of 12,000 and of the many lines controlled by the Vanderbilts there is none which gives better results to its owners or better satisfaction to its patrons than this same "Little Giant," a sturdy member of the Vanderbilt family. And, the "Little Giant" never killed a passenger. No, not in the 25 years in which it has carried millions of passengers has the life of one in- trusted to its care been lost. This is a record of which any line in the world might well be proud. It is the truthful record of the Pittsburg & Lake Erie.
106
Vice President and General Manager J. M. Schoonmaker
M
Monongahela River Bank Back of "Neck" Before Fill
VICE PRESIDENT AND GENERAL MANAGER J. M. SCHOONMAKER
But since the day of its initiation there has been connected with the "Little Giant" one who has ever watched. He is Col. J. M. Schoonmaker, now vice president and general manager of the line. Much of the success of the "Little Giant" can be traced directly to this wide-awake man, who can be found at his office all hours of the day. There is not a move made over the entire system of which Vice President Schoonmaker is not familiar, and most of them are made under his direct supervision.
No higher tribute can be paid Colonel Schoonmaker than in the state- ment that it was he who put in and perfected the block system which has made the Pittsburg & Lake Erie the most envied of roads. There is a block approximately for every half mile of the main line of track, and its leased lines are being fitted out with a similiar system as fast as the people handling this equipment can put it in.
The advantage of a block on each half mile of track cannot be overesti- mated. One train cannot enter on a half mile block when a red light is shown. That means danger in the half mile covered by the block on which the train is entering, and the engineer stops dead. If, however, a green light be shown,
107
Vice President and General Manager J. M. Schoonmaker
Monongahela River Bank Back of "Neck" After Fill
that means that there is something in the second block ahead, and the train moves cautiously. If both of the arms of the semaphore, the red light and the green light, are down, it means a clear track, and that the train can rush ahead.
And all this is handled by electricity. Should a rail break on the line the red light and the green light for several succeeding blocks on either side of the track will be shown, and all trains must come to a dead stop. If there is foreign substance on the track enough to disarrange it, such as the falling of a slide-this means that the red light and the green light will be shown, for the circuit has been broken.
This is one of the systems installed by Colonel Schoonmaker, and to its complete workings may be attributed much of the success of the line and its freedom from accidents.
Since Colonel Schoonmaker assumed control of the Pittsburg & Lake Erie its business has trebled, and more. In his work he has been ably as- sisted by a force of officials second to none in the country. In every depart- ment the "Little Giant" prides itself that it has the right man in the right place, and perhaps to no department more than any other is particular credit due. To the outsider is noticeable the esprit du corps of the official force. They pull together, always together, and from beginning to end this is also a
108
Monongahela Railroad Company
-
View of Point Before Cut at Mouth of Redstone Creek
feature of the rank and file of the men. Perhaps the fact that they are well looked after will account for this. Their health is thought of, their personal comforts while on duty are taken care of, and when they are off duty, they have provided for their entertainment Y. M. C. A. rooms and places of amusement uplifting and highly moral in their character. This particular feature is one of the things forever in the minds of the management.
MONONGAHELA RAILROAD COMPANY.
The Monongahela R. R. and the one that will eventually make of the Three Towns one metropolis was organized in 1900, and the stock of this company is owned jointly by the P. R. R. Co., and the P. & L. E. R. R. Co., in equal proportions.
It operates from Redstone Creek extending up the Monongahela River and around to Redstone Junction and Uniontown with various branches extending into the "Klondike Region," and at present covers a distance of about 37 miles, all in the county of Fayette.
The officers are:
Col. J. M. Schoonmaker, of the P. & L. E. R. R. Co., President : Samuel Rea,
109
Monongahela Railroad Company
View of Point After Cut at Mouth of Redstone Creek
of the P. R. R., Vice President; T. Ashton, Treasurer, and F. W. Swartz, Secretary.
It was concluded to build this road after the two great corportions had about decided to extend their lines into this section of the country, and as they would have conflicted with each other's locations at several points, they wisely decided to build one line, on the east bank of the river, both roads to participate in the construction, operation and maintenance of the same. There were many obstacles to meet and overcome as the topography of the country is such as to require skillful engineering to locate a line so as to do the least harm to the property owners and yet get a proper location for the safe operation of the railroad. This has all been accomplished, and the engineering and rights-of-way matters have been carried through with slight recourse to the courts.
The line has already a double track from Dunlap's Creek to Redstone Creek, and in its entire distance through the two towns of Brownsville and Bridgeport there are only two grade crossings. It can readily be seen that this railroad is of inestimable advantage to this region, as it gives us the complete service of both the P. & L. E. R. R. and the P. R. R., with one system of tracks and having a passenger schedule of thirty-two trains daily to Pittsburg where connection is made with the lines of the P. R. R. and the
110
Program of Opening of the Monongahela Railroad
P. & L. E. east and west and with other roads to all points of the compass. There are two passenger trains cach way, daily on the Monongahela railroad that in addition to the above connection also make connection at Redstone Junction and Uniontown, with the Southwestern Pennsylvania lines. The Monongahela railroad also has the traffic of two express lines, the Adams of the Pennsylvania lines and the American, of the P. & L. E.
Although it is operated and maintained entirely separate and apart from either of the big systems, it connects with the P. & L, E. R. R. at a point a few hundred feet north of Redstone Creek, and with the P. R. R. at a point about equal distance south of Redstone Creek, affording ample facilities for freight and passenger traffic in this vicinity. These roads already have an enormous tonnage coming out of the "Klondike Region" in the way of coal and coke and other minerals as well as a very good passenger traffic.
To handle the freight traffic of the region traversed by the Monongahela railroad, it requires at present, twenty-five trains daily or about six hundred cars. The traffic is mostly coal, coke and merchandise, principally the first two named, as the road traverses the Klondike or lower Connellsville region which is one of the richest in the western part of Pennsylvania if not in the world.
There are 6,000 ovens with a capacity of 60,000 tons per day, and 25 mines with a capacity of 30,000, tons daily already in operation on the Monongahela Railroad.
PROGRAM OF OPENING OF THE MONONGAHELA RAILROAD
While both passenger and freight traffic actually commenced on the Monongahela railroad on Monday, August 31, 1903, the formal opening did not occur till Friday, September 4th. This day was celebrated by a grand banquet tendered the officers of the P., V. & C., the Lake Eric and the Monongahela railroads, at the new Pennsylvania Hotel. The tempting viands were prepared and served in royal style under the supervision of the genial host of the new hostelry, James H. Risbeck, and was a fitting climax to the completion of the road by Keller & Crossan and D. F. Keenan, the most prominent railroad builders in the country.
The weather was perfect, every detail of the arrangements for the celebra- tion had been carried out to the letter; except that Judge Umble was master of ceremonies instead of Judge Reppert who for some reason could not attend.
PROGRAM.
10:30 a. m .- Concert by the Bulger Band, at Brownsville Station.
12:00 noon-Lunches for visitors at the various hotels.
2:00 p. m .- Public exercises at the Pennsylvania Hotel, with addresses as follows:
Address by President George L. Moore in behalf of the Board of trade.
Address by Burgess T. A. Jefferies in behalf of the people of the munici- palities.
Monongahela Railroad Train at Masontown.
112
Program of Opening of the Monongahela Railroad
Address by Gen'l Supt. J. B. Yohe, representing the P. & L. E. railway.
Address by Colonel Crawford in behalf of the P. R. R.
Address by Major G. W. Neff in behalf of the county and the Monongahela Valley.
Address by T. Jeff Duncan, Esq., of Washington, Pa.
7:30 p. m .- Band concert at the Union Station.
8:30 p.m. - Band concert at the Barr House.
9:00 p. m .- Board of Trade banquet at the Pennsylvania Hotel, with Judge Umbel master of ceremonies.
There was delightful music by the Bulger band throughout the day. The visiting railway men were met by a committee and entertained at luncheon at the Barr House. At 2:00 p. m. on the veranda of the Pennsylvania Hotel. George L. Moore called the public meeting to order. He said in part:
"We are met to celebrate what should have been done half a century ago. The historian, when asked what has taken the first part in the develop- ment of this country will answer, 'transportation.' There can be no growth without transportation. The first route was the river, the next the trail and stage line. Colonel Burd came over the trail made by Nemacolin near historic Redstone. Brownsville was laid out and plotted as a town in 1784, Bridge- port in 1795. Bridgeport was incorporated by act of legislature Mar. 9, 1814, and Brownsville, Jan. 9, 1815. The Dunlap bridges were built in 1794, 1809, 1821 and 1835. The river bridge was built in 1833. Among our earliest industries was boat building. The building of the National Road was a historic event of 1818. Soon after this the place was offered railroad facilities by the B. & O. but the offer was dee ined. A little later the Smithfield street bridge, Pittsburg, was built and placed so low that our shipping and manufacturing declined. Such, in brief, was our history. During no time have we actually retrograded. Farming and educational interests have been fostered and we have sent out some men who have held high positions. Our banking business has been a matter of great pride. We have furnished one of the most logical thinkers that the country has produced and another who now holds a national portfolio. We are met to celebrate an important event in our history. It is my wish to see these old corporations united. We con- gratulate you, men of the Lake Erie, the P. R. R. and the Monongahela railroad on the manner in which you have overcome many difficulties."
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