USA > Pennsylvania > Westmoreland County > Greensburg > History of Greensburg (Westmoreland County, Pennsylvania) and Greensburg schools > Part 7
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The Greensburg Press was founded by Messrs. James H. Ryckman and James B. Lanx. The initial number of the daily edition, called The Evening Press, appeared May 18, 1881. It was an independent, local journal. June 6, 1881. was the date of the beginning of the weekly issue, entitled The Greensburg Press, which was an avowed Republican paper. The printing press and outfit of type, which had been purchased by the gentlemen named, were the same that had been used at various times prev- iously in the publication of Frank Cowan's Paper, The Democratic Times, The National Issue, and The Daily Evening News. Mr. Ryckman, at the end of three and one-half months, September 1, 1881, sold his interest to Hilary J. Brunot. Very soon there- after Mr. Brunot became sole owner. In January, 1889, The Evening Press was changed from an inde- pendent to a Republican paper. The weekly issue was transformed into a semi-weekly in the spring of 1896. Although Mr. Brunot was the proprietor of The Press from 1882 until the autumn of 1897, its editorial management, during that period, was under the direction, at different times, of James B. Lanx and R. M. McCreary. About the middle of Septem- ber, 1897, The Press establistment and good will were purchased by a number of gentlemen, who se- cured a charter of incorporation on October 25, 1897, as the Greensburg Press Company. The capital stock of the company is $15,000, divided into one hundred
SECOND REFORMED CHURCH. North Main Street. First Building, erected 1851; second. 1880.
and fifty shares of $100 each. Messrs. James S. Beacom, James B. Ham- mond, John M. Jamison, Walter .J. Christy and David L. Newill constitute the stockholders. Mr. Christy is the editor of the several editions of The Press.
PAPERS OF THE PAST.
Western Press was the name of a German paper in existence at Greens- burg in 1816. Although not definitely known. it is believed that its editor or publisher was Jacob Schnee. At that time Mr. Schnee conducted a German book store and printing office on Main Street. He printed Ger- man A B C books, almanacs and catechisms. His books were sold in Pitts- burg and many of the cities and towns of Ohio.
Westmoreland News was the title of a Republican journal, started in Greensburg in 1862, and discontinued the following year. The editor was John B. Crooks.
Frank Cowan's Paper was established in May, 1872, by the gentleman whose name it bore. Its aim was to promote the development of the re- sources of Southwestern Pennsylvania. The publication was continued for three years.
The Democratic Times was published from September 1, 1875, until the spring of 1877. by Edward JJ. Keenan. Esq .. B. F. Vogle, William P. Fischer and F. Ulam Rhorer. As the name indicated, it was a Democratie journal.
The National Issue. a Greenback party organ, was started in September, 1878. by Messrs. John T. Fulton, John Rugh. George W. Rumbaugh, William Armbrust and L. F. Armbrust. About April 1, 1881. The Issue establishment passed into possession of John T. Fulton and Rev. Uriel Graves. They began the publication, in addition to The Issue. of a paper
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called The Daily Evening News. A month later the good will and printing outfit were sold to Messrs. Ryckman and Laux.
The Greensburg Record was founded April 1, 1886, by Messrs. Darwin Musick and Daniel P. Stahl. It was issued
RESIDENCE OF NR. 1. OPPENHEIM. North Harrison Avenue.
as a daily and weekly. Both were Democratic journals. The publication of the daily edition was discontinued in Decem- ber. 1892, and the weekly on September 11, 1895.
The Independent was the name of a weekly paper, devoted to the interests of labor, established by L. F. Armbrust. The first number appeared August 6, 1887. It was published until July, 1894.
The Greensburg Sun was the title of a weekly, inde- peudendent journal, the first and last issue of which was presented July 1, 1896. Its projectors were Messrs. Darwin Musick and George Wagoner.
Coming of the Railroad.
During the first half of the present century, West- moreland's Senators and Representatives in the General Assembly were men of more than ordinary ability and influence in State affairs. They were vigilant in guard- ing, and tireless in trying to promote, the interests of the county which they represented. By their alertness and sagacity, they managed to have Westmoreland in- cluded in all the great internal improvements under- taken and fostered by the Commonwealth, such as the turnpikes, canals and railroads. Moreover, in those days citizens were likewise active in sustaining their Representatives by petitions, and county and town meetings, in which local sentiment was expressed by
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formal resolutions, on matters of public concern. So it was when the railroad from the eastern to the western section of the State was proposed. Although the first train did not run through from Philadelphia to Pittsburg until December, 1852, the residents of Greensburg began preparing to effect
that notable event twenty years previously. A public meet- ing was held in Greensburg on April 19, 1836, at which the action of the Legislature, at a recent session, in passing an Act providing for the survey of a route from the western base of the Laurel Hill, by way of Greensburg, to Pittsburg, was highly approved. The survey was made by Engineer Charles DeHaas, under the direction of the Canal Commissioners. His report, made in January, 1837, was of a favorable character so far as related to that part of the route in the vicinity of Greensburg, which was specially mentioned as a point to be embraced in the line of the proposed road. The Act incorporating the Pennsylvania Railroad Company was passed by the Legislature on April 13, 1846, and the charter granted by the Governor on February 25, 1847.
Work on the construction of the Pennsylvania Railroad, in the immediate vicinity of Greensburg, began in the year 1849. That section of the line including the tunnel and the extensive embank- ments, fills or "dumps," for about one-half mile to the east, and the same distance to the west of the tunnel, was awarded to Contractor Michael Malone. The section west of the town, or Ind- wick borough, which comprehended the old Rade- baugh tunnel, was under the contract of Richard MeGrann, Jr. Charles MeCausland was the con-
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DRUG STORE OF MR. H. F. THOMAS. Pennsylvania Avenue.
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tractor for the section to the eastward, beginning with the excavation or "cut" at the old Fair Grounds.
The tunnel, cut and large embankments on the north side of Greensburg, as can be readily imagined, was exceptionally heavy and tedious work. It required about three years for
CARRIAGE WORKS.
KEPPLE'S CARPLATE WHILE
CARRIAGE WORKS CONDUCTED BY MR. H. M. GUY. Corner East Pittsburg Street and St. Clair Avenue.
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the completion of that section. Contractor Malone had ex- tensive blacksmith and repair shops. during the progress of the construction, located on the Commons. in the vicinity of of what is now Tunnel Street, between North Maple Avenue and North Main Street. When the hour for ceasing labor arrived, at noon and night. a huge, sonorous horn was blown at the blacksmith shops and the army of men, with the hundreds of horses and carts, stretching in a continuous line from the "Y." cast of Greensburg, to the western limits of Ludwick borough, presented a very animated spectacle in hustling for their quarters. The men employed were almost entirely hardy and light-hearted sons of Erin's isle. All the earth for the extensive embankments, east and west of the Greens- burg tunnel, was transported in carts. In excavating for the tunnel, and the cuts on both sides, a large amount of heavy blasting was necessary. It was custo- mary to prepare a score or two of blasts and discharge them simultaneously. At such times, the detonation was like the bombardment of an army. All the win- dows in the quiet town rattled under the force of the concussion, and the nervous housewives were seized with many fits and starts. The presence of the vast multi- tude of railroad laborers was frequently made manifest in the evenings and on wet days, about the village, by numerous fights and small riots. When not at work most of the laborers visited the barrooms and imbibed freely, the price of a prime brand of fighting whiskey
at that time being three cents a glass. Only in one instance, during the wet-day general drunks, however, did a fatal en- counter occur. A man was mortally injured. in a maudlin quarrel, at a doggery on South Main Street, opposite the Masonic Temple. Comparatively few disputes or differences arose between employers and employes on the sections of
railroad construction in Greensburg and vicinity. A strike occurred in this locality in November, 1850. Because of the shortness of the days, or daylight, at that season, the con- tractors issued orders that wages of the common laborers be reduced, for a time, from one dollar to 872 cents.per day. It was against such reduction that the strike was inaugurated.
An adjustment was effected, however, after a week of idleness, and work resumed.
The first locomotive which entered West- moreland county, crossed the western border. It arrived at Radebaugh's (two miles west of Greensburg) from Pittsburg on Monday, July 5, 1852. Intelligence as to the time and place of the first appearance of the "iron horse," had spread throughout the surrounding country for many miles. As a result, there was an immense crowd assembled to witness the unprecedented event. Many persons went from Greensburg to Radebaugh's on that day. An enterprising indi- vidual, with an eye on the main chance, had pro- cured a license and was on the ground early with a liberal store of whiskey. As was to be expected.
with such a large gala day gathering, the liquor dealer did a brisk business. It is almost need- less to add that the usual consequences followed. There were numerous drunken fights, with the attendant bloody noses, contused eyes and broken heads. Visitors who were not addicted
1
RESIDENCE OF THE HEIRS OF JNO. ARMSTRONG, ESQ.
North Main Street.
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drink and those who remained sober viewed the railroad engine with deep and curious interest. It was the first locomotive that nearly all of them had ever seen. It was scanned and studied in all its parts to discover, if possible, the secret of its hidden, mighty power. As the
...
RESIDENCE OF MR. WINFIELD S. LANE. North Maple Avenue.
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day of the "iron horse's" first visit to Westmoreland was the one immediately following Independence Day, which had fallen on Sunday, the occasion also embodied the festal and patriotic spirit of a Fourth of July demonstration.
The Railroad Company, on Thursday, July 15, 1852, began running trains regularly from Pittsburg to Radebaugh's. An accommodation train left Radebaugh Station at 6 o'clock, A. M., and arrived at Pittsburg at 8 o'clock, A. M. Returning, the train left Pittsburg at 6:30 o'clock, P. M., and arrived at Rade- baugh at 8 o'clock, P. M. The fare either way was 80 cents.
FIRST LOCOMOTIVE INTO GREENSBURG.
Monday, November 29, 1852, was the most eventful day in the history of the railroad, so far as it affected Greensburg. A locomotive made its appearance for the first time, on that day, within sight of the borough. It passed and repassed over the large embankments on the east and west sides of the Greens- burg tunnel. The purpose was to test the stability and safety of those massive fills. On the afternoon of that day, a train traversed the entire length of the railroad, without mishap, through Westmoreland county. Citizens of the borough gener- ally, of all ages, sexes and conditions, gathered in the neighbor- hood of the railroad to observe the first train passing through from the east to the west. It was not until December 10, of that year, however, that the first train ran the whole distance from Philadelphia to Pittsburg.
A small frame station building was erected by the Railroad Company for the accommodation of its Greensburg patrons, on
ZION'S EVANGELICAL LUTHERAN CHURCH. Corner Pennsylvania Avenue and West Second Strect. First Building, erected 1851; second, 1878.
the site of the present brick building. At the time the railroad was first put in operation, and, until 1860. the passenger station was outside of the bor- ough limits. Notwithstanding that fact, however. the Board of Burgesses felt so kindly toward the new enterprise, that they had a plank walk con- structed from the corner of Pennsylvania Avenue and West Otterman Street to the railroad station. at the expense of the borough.
Pending the completion of the connecting link of the railroad, between Beatty's Station and Radebaugh's, passengers were conveyed from one point to the other by stage-coach. It may be here added, as a matter of historic interest, that, during the building of the railroad and for some time after its completion, there was much mournful murmuring of the distress and ruin that it would produce. It was claimed that the railroad would supplant all the wagons and stages, operating on the turnpike, and throw hundreds of persons out of employment, and render almost valueless the investments in the vast number of wagons and stage-coaches. It was likewise maintained that the railroad would divert travel from the turnpike, and thereby finan- cially ruin all the innkeepers along that thoroughfare. While these claims were not without foundation, it was impossible then, as now, to cheek the spirit of progress. Wagoners, stage-coach owners and drivers, and turnpike tavern-keepers, gradually adapted themselves. but not without some pecuni- ary loss, no doubt, to the new conditions.
John Fullwood was the first ticket and freight agent of the Pennsylvania Railroad at Greensburg. Below is the schedule of the arrival and departure of trains at Greensburg, April 21, 1833:
Eastward .- Fast passenger train, 10:35 A. M .: second passenger train, 10:45 p. M. : accommodation to Latrobe, 7:06 p. M .: freight. 9:25 p. M.
Westward .- First passenger train, 4:16 A. M .: accommodation train, 6:05 A. M .: fast passenger train, 6:01 A. M .; freight, 12:20 A. M.
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Freight rates .- Flour, to Philadelphia. 75 cents per barrel: whiskey, to Philadelphia, 40 cents per 100 pounds. All freight 20 cents lower than winter rates.
Both passenger and freight traffic increased very rapidly, from day to day, after the line was put in regular operation.
RESIDENCE OF MR. JOHN W. POLLINS. Corner South Pennsylvania Avenue and Fourth Street.
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For some time, immediately following the opening of the road, there were frequent delays and irregularities in the movement of the trains, as compared with the scheduled time. All such causes of complaint, however, were speedily overcome as the employes of the road became more familiar with their duties, and the imperfections in the road- bed were removed. The total tonnage of freight shipped from Greensburg, between January 1 and June 30, 1853, was 3,681,304 pounds. The official report of the Railroad Company. for the year 1853, showed that 17,319 passengers departed, and 15.533 arrived, at Greensburg, during that year, and that the cash receipts at the Greensburg station for pas- sengers were $14,698.17.
Some information as the kind of goods shipped from Greensburg is furnished in the annexed state- ment, which represents the freight dispatched from this place for the week ending January 31, 1854: 1,151 barrels of flour; 68 barrels of whiskey; 20 barrels of cloverseed; 5,744 pounds of pork; 430 reams of paper; 200 bushels of corn; 100 bushels of oats; 911 pounds of fresh butter; 392 pounds of lard; 55 dozen of brooms; and 2,571 dozen of poultry.
Prior to February 15, 1854, trains on the Pennsyl- vania Railroad crossed the Allegheny mountains by way of the old Portage road. On that day, however, the new line of the road, "without incline planes," was completed and put into use, together with the
big Gallitzin tunnel. Referring to this great achievement, a local paper, of that date, said: "The time between Greens- burg and Philadelphia, by the Express train, will be 13 hours, 34 minutes; and between this place and Pittsburg. 1 hour and 15 minutes. This, truly, is annihilating time and space. But
RESIDENCE OF MR. GEORGE A. HAYS. Harrison Avenue.
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a short time since a man thought he was doing well to make Philadelphia in 60 hours; now he can do it in one-fourth the time that he could then, and travel the same distance with infinitely less expense and fatigue. Verily, this is an age of progress."
At the time the Pennsylvania Railroad was com- pleted and put in operation, work on the proposed Hempfield Railroad, from Greensburg to Wheeling, W. Va., by way of Washington, Pa .. was well ad- vanced. In the autumn of 1853 there were from 1,500 to 2,000 men employed on the varions sections in the labor of construction. It was estimated that the cost of the entire road, with the rolling stock, etc., would be $2,986,778. A large proportion of that sum had already been subscribed or provided for. Opposition to the completion of the eastern part of the line; that is, from Washington to Greens- burg, was manifested in various forms, by citizens of Pittsburg, who could not reconcile themselves to the idea of that city being passed by. The op- position was very active and finally crystallized in the building of the Chartiers road from Washing- ton to Pittsburg, and in the ultimate abandonment of the eastern end of the Hempfield Railroad to Greensburg, the work on which had been well under way.
Another enterprise under serious consideration, about the same time, was the Uniontown Branch
Railroad, from Greensburg to Uniontown. It was a propos- ed branch of the Pennsylvania Railroad and was to be carri- ed forward under the aid of that corporation. By an Act of the General Assembly, passed March 19, 1853, the Burgesses
of Greensburg were anthorized to subscribe for not exceed- ing 1,000 shares of the stock of the Uniontown Branch road, and issne borough bonds therefor ($50,000), provided the same was approved by the taxable inhabitants of Greensburg at an election to be held for that purpose. Such an election took place on March 7, 1854, and eighty-five votes were cast for the subscription, and seven against the same. The project, however, for some reason, likewise failed at that time, but a similar enterprise was carried to com- pletion twenty years afterward, and is now recognizable in the thrifty Southwest Pennsylvania Railway.
Still another railroad project, in which citizens of Greensburg, and some other sections of Westmoreland county, took a deep interest, in 1854, was a proposed line from Greensburg to connect with the Monongahela & Ravenswood Railroad, across the state of (West) Virginia to the mouth of the Big Sandy, on the Ohio river. It was intended that this road should con- nect with the Pennsylvania Railroad, at or near Greensburg, and act as a feeder to the same. A number of public meetings, pertaining to the enterprise, were held in Greensburg and delegates appointed to
RESIDENCE OF MR. L. KECK. North Main Street.
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attend similar meetings at Fairmount, and other points, in Virginia. The contemplated road, however, failed to mater- ialize.
ʻ
DRUG STORE OF MR. A. E. MARTIN. Corner Main and East Pittsburg Street.
TELEGRAPH LINES.
The Pennsylvania Railroad Company commeneed prepara- tions for a telegraph service within less than a year after trains began running regularly. A railroad tele- graph line was erected through Westmoreland county in 1854. A telegraph system, with a single wire. had been constructed along the turnpike a few years previously. After the railroad tele- graph line was completed. however, that aligning the turnpike fell into disuse, along with the thor- oughfare itself, and the general business drifted to the railroad route. The telegraph office, for a number of years, was in a basement room of what is now the Fisher House, on West Pittsburg Street. There was no other office between Greens- burg and Pittsburg.
At Greensburg, as well as elsewhere, when the telegraph was first introduced, less than sixty years ago, it was but vaguely or imperfectly un- derstood by persons not familiar with the latest discoveries in science. It is said to have been a very ordinary sight, immediately following the erection of the line along the turnpike. to see per- sons standing on that highway at various points. viewing with wrapt interest the wire in both direc- tions as far as it was within sight. The invariable explanation as to their purpose, on the part of such individuals, was that they were watching to
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see a message go by. The notion which most persons, of ordinary intelligence, entertained at that early day seemed to be that the messages were transmitted after the manner of articles on a rope or "wire ferry," across a river or ravine.
Imagining that the message was an object. instead of an elec- tric current, the curious spectators could not satisfy them- selves as to just how the message passed the posts to which the wire was attached, and it was mainly to solve that mys- tery that the watchers desired to observe a message go by.
Third Court House and Jail at Greensburg,
In the course of the decade between 1840 and 1850, the population of Westmoreland increased over 9,000. being greatly in excess of any like period in the preceding half century. The building of the Pennsylvania Railroad, together with the proposed construction of several other railroads through sections of the county, and the prospects of the early commencement of the active development of the great coal fields of Westmoreland, aroused the representative citizens to the belief that an era of unprece- dented activity and prosperity, was about to dawn on this section. Accordingly the need of more modern and commodious public buildings was recognized. The erection of a new Court House and prison was generally discussed and approved. Formal recommendations to that effect were made by the grand jury and author- ized by the court.
RESIDENCE OF MRS. MARY J. WOODS. South Main Street.
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In conformity therewith, in the spring of 1853. County Commissioners Henry Swartz, Simon Detar and Jesse Walton adopted plans for a Court House, Sheriff's dwelling and prison, furnished by JJ. Edgar. Those plans were subsequently set aside, however, and a new plan, formulated by Architect
THIRD COURT HOUSE AT GREENSBURG. Erceted 1854.
Samuel Sloan, a resident of Philadelphia, but a native of Westmoreland, were substituted. A contract was entered into with Messrs. Bell & Arnold to remove the old buildings and erect the new ones. The price concluded upon was 846,700, with allowances for extra work.
Very soon thereafter the building of the Sheriff's house and jail was commenced. These buildings were located on lot No. 6, (see plan, page 13), which the county had acquired. They aligned on the west side of the alley, the Sherith's dwelling running out to and facing on West Pittsburg Street. The house was a large two-story stone and brick structure. Immediately back of and connected with the Sheriff's dwelling was the county prison, a two-story stone building. Entrance to the corridor of the jail was through the main hallway of the Sheriff's house, the two being divided or separated by a large iron grating and an inside iron door. The prison con- tained ten cells on the first floor and a like number in the second tier. In the basement were four dungeon apartments. The corridor of the jail extended from the first floor to the roof, in which was a skylight. The Sheritl's house was ready for roofing in December, 1853, and the heavy foundation walls of the jail had been laid, but work on the latter was dis- continued for several months because of cold weather. In the east side of the Sheriff's house, on the first floor, were several spacious office rooms, entrance to which was by way of the alley.
Early in April, 1854, the contractors began tearing down the old jail, in the rear of the Court House, on the Court
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House lot (see diagram, page 37). During the interval be- tween the demolition of the old prison and the completion of the new one, the prisoners were kept in the Allegheny coun- ty jail. The work of razing the old Court House commenced
RESIDENCE OF MR. JAMES C. WENTZELL, West Newton Avenue.
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the first week in May, 1854. In the meantime, some of the county offices were removed to the office apartments in the new Sheriff's house, while others occupied the old office buildings on the Court House lot. In August of that year, however, all the county offices were removed to the Sheriff's house. The May term of court, 1854, was held in the basement of the Methodist church, then a comparatively new building. The courts at all subse- quent terms, until the completion of the present Court House, in 1856, sat in that church.
LAYING OF THE CORNER STONE OF THE COURT HOUSE.
About the only notable formality in connection with the new Court House was in the laying of the corner stone. The proceeding took place on Tuesday, October 24, 1854, in the presence of a large and representative assemblage. Officers for the meeting had been selected by the Board of County Commissioners, and were an- nounced by Major William H. Hacke, clerk of the Board, as follows :
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