History of the County of Westmoreland, Pennsylvania, with Biographical Sketches of Many of its Pioneers and Prominent Men, Part 99

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USA > Pennsylvania > Westmoreland County > History of the County of Westmoreland, Pennsylvania, with Biographical Sketches of Many of its Pioneers and Prominent Men > Part 99

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1 See roster of Twenty-second Regiment in Appendix " R."

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WESTMORELAND IN THE CIVIL WAR.

seven infantry companies, the latter being in the Fifty-fourth, Fifty-seventh, and Fifty-eighth Regi- ments. The Fifty-fourth and Fifty-seventh were both assigned to the command of Gen. T. H. Brooks, and rendezvoused near Pittsburgh. The rebel cavalry leader, Gen. John H. Morgan, then on a raid through Indiana and Ohio, had by this time gone so far north as to make his escape somewhat doubtful, and the more so after Lee had been driven back defeated into Virginia. The Fifty-fourth and Fifty-seventh were both moved down the Ohio and posted at fords of the Ohio River, by some of which Morgan had hoped to make good his escape, the gunboats having effectually stopped him from crossing the river lower down, and he was also closely pursued by a land force under Gens. Shackleford and Hobson. Attempts to cross were made at several points, and some five hundred of his men had effected a crossing at different points on the river. These, with the loss of six hundred men as prisoners in the engagement at the ford above Pomeroy, had reduced his force very much, and made his chances of escape still less, and with the loss in prisoners at Belleville left him with scarcely a thou- sand men. In the race for life his scouts were con- stantly trying the passes to the fords if possible to find a way of escape, but found the militia regiments so posted at each as to make it very hazardous to attempt even crossing.

These regiments were rapidly moved from one ford to another by railroads, making quicker time than the rebels on horses, and consequently were well posted at each ford in good time. At one point the Fifty-seventh Regiment captured the scouts sent to examine the fords. At Warrenton it was feared Mor- gan would crous, but the Fifty-seventh Regiment by a quick movement of some three miles reached the place, and being the first on the ground, Col. Porter so disposed his men that any force attempting a pass- age of the river must have done so under a concen- trated fire of the regiment in a space where not over siz abreast could have formed to charge the obstructed path. Morgan then tried the position of the Fifty- fourth Regiment, but found it impracticable. The Ohio militia in the mean time were pressing the rebel chieftain closely, as also Gens. Shackleford and Hob- son in his rear. Being thus closely pursued and en- vironed, he surrendered to Gen. Shackleford, and the work and duties of the Pennsylvania regiments over, they were soon disbanded, save Col. Lininger's inde- pendent battalion, which was retained in service seven months, doing duty on railroad guard and at cross- ings on the Upper Potomac River, with headquarters at Green Spring Run, W. Va. It is to the credit of these hastily-summoned troops for State defense that there was a willingness to move out of the State when necessary for the welfare of the country, and there is no doubt but the militia force mustered at this time had a wholesome effect upon the general result, and had it been in the field promptly at the

call of the President, might have added very materi- ally to the amount of material captured from Lee on his retreat, for there was but a small force in the Army of the Potomac in fit condition to follow and harass Gen. Lee in his retreat. Couch's militia, as well as Brooks', may have been laughed at as worthless, but we must not forget "what Washington, Gates, and Jackson severally did with militia; but though they had only been held in reserve or set to guarding trains, their presence would have had a wholesome moral effect," and we do know they did good service in the campaign, those in the West rendering effectual help in the capture of Morgan and his troopers, and those in the East disputing every foot of advance of Lee's detached forces there, and we believe they would have prevented the crossing of the Susquehanna, even if Lee had not ordered his detached force under Gen. Early to return to the main body for the struggle with the Army of the Potomac at Gettysburg. Many of the men in these Westmoreland County companies of 1863 had seen service before, having been discharged from regiments in the Army of the Potomac for wounds received in action, and had now so far recov- ered as to be able for duty on a short term ; others, to whom this service was the beginning, enlisted in regi- ments that went to the front, and proved by their future service that they had soldierly qualifications.

FIFTY-FOURTH REGIMENT STATE MILITIA.

This regiment was organized at Pittsburgh, July 4, and mustered out Aug. 17, 1863.1 Colonel, Thomas F. Gallagher; Major, John McClintock.

COLORED TROOPS.

No colored companies were recruited in Westmore- land County, but a large number of its colored resi- dents enlisted in the United States service and served in the war. They went into several different organi- zations, but the largest part were assigned to the One Hundred and Twenty-seventh United States Colored Regiment. It was formed from men enlisted and drafted in the State of Pennsylvania to serve one, two, and three years. It was organized at Camp Wil- liam Penn during the period extending from Aug. 23 to Sept. 10, 1864. On arriving at the front it was incorporated with the Army of the James. It par- ticipated in the battle at Deep Bottom, and after the war was sent with other troops to Texas and posted on the Mexican frontier. On Sept. 11, 1865, it was consolidated into a battalion of three companies, which was mustered out October 20th following.

For rosters of troops of the regiments mentioned in this chapter, and others from Westmoreland County, see Appendix "R."

1 See roster of this regiment in Appendix "R."

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HISTORY OF WESTMORELAND COUNTY, PENNSYLVANIA.

CHAPTER XLVIII. CANALS AND RAILROADS.

Remarks on the subject of Transportation-How it was regarded in Pennsylvanie-Canale in Pennsylvania-Public Works of the State- First Canal-Boat west of the Mountaine-Advantages of the Canal here-Dioktene' account of Canal-Boating along the Conemangh- Steams Railways-The First Railroads in Pennsylvanie -- A Continuose Lise through the State projected-It is finally Constructed-Stations and Distasoss-Western Pennaylvania Railroad-Pittsburgh and Connellsville Railroad-South west Penneyivaals Railway.

MODERN IMPROVEMENTS.

UNDER the head of modern improvements we shall in this chapter dwell at length upon those interests which have contributed to the prosperity of our poo- ple, and have been so instrumental in the develop- ment of our county. Of each of these interests we shall speak in detail.

The problem of transportation and trame has always exercised the inventive talent of men, and called into requisition the treasures and the labor of nations. At this day it is one of the greatest of the divisions of civil occupations. The number of men who are in the employ of the railways of the world, from the office of president to the occupation of road laborer, added to those who are in the employmenta of navigation, and of the many expediencies in the great cities devised for the moving of men and goods, the number of these exceeds the number of men who are enlisted in all the armies of the world, while the talent, the skill, the capital, and the resources which are within the reach and under the control of this great estate are far in excess of those of any other.

Immediately after the close of the Revolutionary war the people very generally turned their attention to the subject of internal improvements, and chiefly to the matter of facilitating internal transportation. The steady tide of emigration from the seaboard to the Ohio Valley gave promise of an immense popu- lation in those regions. The channel of the Missis- sippi was then closed to Americans, because it was in the hands of a foreign nation, and this nation was one not on friendly terms with Americans. It was there- fore a subject which interested not only individuals and localities alone, but our State and the Union of States as well.

As early as 1791 a " Society for Promoting the Im- provement of Roads and Inland Navigation" was in existence in Pennsylvania, and it devoted much at- tention to the exploration of the various routes con- sidered most feasible for connecting the Delaware with the waters of the Ohio and the lakes.

The discovery of new worlds, and the impetus given to the commerce of the ocean, stimulated the inventive faculties of modern Europe to introduce internal canals, after the manner of the Egyptians and Chinese, in whose countries this kind of high- way had been in successful use from the remotest times. Many of the plans which in the last century

were introduced into Western Europe, although in- genious in their conception, were not practicable or successful. Of all these none were so valuable as those of our own Robert Fulton, whose name is in- separably connected with the introduction of steam navigation.

Towards the latter part of the last century, in our own State, from time to time examinations were made of the courses of the principal rivers under the au- thority of the Assembly, and reports made thereon and submitted. Similar reports were made by neigh- boring States. All these investigations had in view the construction of a continuous work from one end of the State to the other by slack-water and canal, the waters of the East and West to be connected by means of roads over the Alleghenies. These roads were to be common turnpikes, and much ingenuity was exhausted to select the shortest route for a portage.

The Union Canal, connecting the Schuylkill with the Susquehanna, was incorporated in 1791 and com- pleted in 1827. It was intended as part of a system to run to the lakes, but the design was never carried out.

In 1824 the Assembly authorized the appointment of three commissioners to explore a route from Phila- delphia to Pittsburgh for a canal. On the 11th of April following a board of canal commissioners wag established. In 1826 the Legislature provided for the construction of the " Pennsylvania Canal" at the ex- pense of the State. It was to be commenced at the river Swatara, near Middletown, where the Union Canal ended, and built to the mouth of the Juniata, and from Pittsburgh to the mouth of the Kiskimin- etas. The design appears to have been to make both the Kiskiminetas and the Juniata navigable by slack- water. Three hundred thousand dollars was appro- priated in order to allow the canal commissioners to commence work.

The committee which had been appointed by the Governor in pursuance of this act of Assembly to explore a route for a canal from Harrisburg to Pitts- burgh had reported the Juniata and the Conemaugh to be the most practicable route. The report was adopted and the work let. In the fall of 1827 water was let into the levels at Leechburg from the Seven- Mile or Leechburg Dam. But on account of in- numerable difficulties, arising from the incomplete- ness of the work, it took the balance of the fall and winter to remedy the defects.

In 1825 the Schuylkill Navigation Canal, which had been projected about thirty years previous, but not commenced till 1815, was completed.

The main line of the public works from Philadel- phia to Pittsburgh was completed in 1831. It was composed of one hundred and twenty-six miles of railroad and two hundred and ninety-two miles of canal. The entire expenditure for the improvements authorized amounted to over thirty-five millions of

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CONEMAUGH VIADUCT ON PENNSYLVANIA RAILROAD.

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CANALS AND RAILROADS.

dollars. These internal improvements were managed entirely by the board of canal commissioners, three in number.

The first canal-boat ever built or run west of the mountains was the "General Abner Lacock." She was built at Apollo, Armstrong Co., by Philip Dally, under the auspices of Patrick Leonard. She was in- tended as a freight and passenger packet, but had berths and curtains, after the style of the steamboats of those days.

In the fall of 1834 the Philadelphia and Columbia and the Allegheny Portage Railroad was completed, and the same month an emigrant's boat from the North Branch of the Susquehanna, with the family in it, passed over the inclined planes and trucks, landed at Johnstown, reached Pittsburgh, was run into the Ohio, and was finally towed up the Missis- sippi to St. Louis.

At the time this event was much talked of, and it is, indeed, even in this day of wonders, a matter for notice. From the time Noah's ark rested on Ararat, probably no other boat of the same tonnage had ever reached such an altitude.

The opening of this through route tended largely to open up the mineral resources of Western Pennsyl- vania, and of course was the natural cause which brought into existence a number of the villages along its banks, and which increased the population and enhanced the value of the real estate of the section through which it passed. The salt of the Kiskimin- otas became marketable and merchantable in the East, and the manufacturing of it gave employment to a large number of hands. Blast-furnaces, bloomeries, and ore-pits sprang into existence along its line in the regions next the mountains, where iron ore is known to exist. Capital became more plentiful, and all busi- ness was stimulated. The business man of the day who had not stock in some of the lines of canals, steamboata, or stages was not regarded as wealthy or enterprising.

The canal running with and crossing the Cone- maugh and the Kiskiminetas, followed the northern boundary of the county from the village of Cone- maugh Furnace Station, at the western base of Laurel Hill, and passing through and near to Nineveh, Flor- ence, Lockport, Bolivar, Blairsville, Bairdstown, Liv- ermore, Saltaburg, Leechburg, touched the north- western limits of the county at Freeport. Some of these places, it is true, owe their present existence to the Pennsylvania or the West Pennsylvania Rail- roads, but most of them owed their existence to the Pennsylvania Canal. On our side of this line its di- rect benefits were extended in a perceptible manner to the whole of the lower part of Ligonier Valley, and as far south as New Derry, New Alexandria, and New Salem.

Some of the structures erected by the Board of Pub- lic Works for the use of the canal are still in existence, although they now subserve a different purpose. The

Pennsylvania Railroad came into the possession and the enjoyment of most of them. But the bed of the old canal itself is to-day as dry and barren as the turn- pike, and it contains for navigation puposes not so much water in its stagnant pools as would be suf- cient to drown a litter of blind puppies.

CHARLES DICKENS' EXPERIENCE IN CANAL-BOATS.

The most interesting reminiscence connected with the old canal travel in Western Pennsylvania is that which remains of record in "American Notes for General Circulation," by Charles Dickens, made dur- ing his first visit to America in 1842. Speaking for himself, in the tenth chapter thereof, he says,-

" The canal extends to the foot of the mountain, and there of course it stops, the passengers being conveyed across it by land-carriage, and taken on afterwards by another canal-boat, the counterpart of the first, which awaits them on the other side. There are two canal lines of passage-boats; one is called the Express, and one (a cheaper one) the Pioneer. The Pioneer gets first to the mountain, and waits for the Express people to come up, both sets of passengers being conveyed across it at the same time. We were the Express company, but when we had crossed the mountain and had come to the second boat, the pro- prietors took .it into their heads to draft all the Pioneer's into it like- wise, so that we were five and forty at least, and the accession of passen- gers was not at all of that kind which improved the prospect of sleeping at night. . . . One of two remarkable circumstances is indisputably a fact with reference to that class of society who travel in these bouts, -either they carry their restlessness to such a pitch that they never sloop at all, or they expectorate in dreams, which would be a remarkable ming- ling of the real and the ideal. All night long and every night on this canal there was a perfect storm and tempest of spitting. . . . Between five and dix o'clock in the morning we got up, and some of us went on deck to give them an opportunity of taking the shelves down, while others, the morning being very cold, crowded round the rusty stove, cherishing the newly-kindled'fre, and filling the grate with those volunteer contri- butions of which they had been to liberal at night. The washing so- commodations were primitive. There was a tin ladle chained to the deck, with which every gentleman who thought it necessary to cleanse himself (many were superior to this weakness) fished the dirty water out of the canal, and poured it into a tin besin secured in like manner. There was also a jack-towel. Hanging up before a little looking-glass in the bar, in the immediate vicinity of the bread and cheese and bis- cuits, were a public cumb and a hair-brush. . . . And yet, despite these oddities,-and even they had, for me at least, a humor of their own,-there was much in this mode of traveling which I heartily enjoyed at the time and look back upon with great pleasure. Even the running up bare-necked at five o'clock in the morning from the tainted cabin to the dirty deok, scooping up the icy water, plunging one's head into it and drawing it out all fresh and glowing with the cold, was a good thing. The fast, brisk walk upon the towing-path between that time and break- fast, when every vein and artery seemed to tingle with health, the ex- quisite beauty of the opening day, when light came gleaming off from everything; the lasy motion of the boat when one lay idly on the deck, looking through rather than at the deep blue sky; the gliding on at night so noiselessly, pest frowning hills, sullen with dark trees, and sometimes angry in one red, burning spot high up where unseen men lay crouching round a fire; the shining out of the bright stars, undie- turbed by noise of wheels or steam or any other sound than the liquid rippling of the water as the boat went on, all these were pure delights "

RAILROADS.

.At the time when the large appropriations were made for the completion of the canals, there was little faith put in the practicability of steam railways. The faith and hope of those who desired anything better than turnpikes was in water communication.

But while yet canal navigation was in its incipiency in the United States the practical application of steam had been pronounced favorable, and a successful be-

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HISTORY OF WESTMORELAND COUNTY, PENNSYLVANIA.

ginning had been made of steam as a motive-power on the tramways of the mines of Cornwall.' In 1813, George Stevenson, the English engineer, began the construction of a modern locomotive. The Liverpool and Manchester Railroad, in operation in 1825 and completed in 1829, was the first railroad in the world built for the transportation of passengers and for gen- eral traffic.

During 1828 several railroads were commenced in the United States. The most important of these was the Baltimore and Ohio Railroad.

Satisfied that railroads were a success, but doubting the power of private capital to accomplish the result, and satisfied of the impracticability of a successful water communication over the mountains, the Logis- lature, in 1827, authorized the canal commissioners to make examinations for such a road through the coun- ties of Chester and Lancaster to connect with the canal. The following year (1828) they were directed to examine a route for a road from Huntingdon to Johnstown over the Allegheny Mountains.

This was the actual commencement of the Colum- bia and the Portage Railroads, one of which, the Portage, is yet regarded as one of the most successful of engineering feats, and one of the greatest marvels of practical science in the world.

The main line of canals from Columbia to Holli- daysburg, on the eastern side of the mountain, and from Pittsburgh to Johnstown, on the western side, was rapidly pushed forward to completion.

In 1884, by the completion of the Columbia Road, with a double track, the Portage, with a single track, and the main line of the canal, the entire line from Pittsburgh to Philadelphia was opened to traffic and travel.'

The line being thus broken, and consequently re- quiring the reshipment of freight consigned through, it was both difficult and expensive to operate. Like nearly all the public works of the State, it never proved remunerative to the State. It was, however, of great benefit to the country through which it passed, and contributed vastly towards the develop- ment of the State's resources.

On March 6, 1888, a general convention assembled at Harrisburg to urge the construction of a continu- ous railroad from there to Pittsburgh. Delegates were present from twenty-nine counties. Memorials to the Legislature were drawn, and addresses pre- pared. The same year a survey, under authority of the State, was made of a route through the counties of Franklin, Bedford, Somerset, Westmoreland, and Allegheny. The next year, under authority of the canal commissioners, a similar survey was made from

Harrisburg to Pittsburgh. In 1840 a report of this survey was made. Three routes were projected. The "Third" route, by way of the Juniata and Cone- maugh, was pronounced the most feasible, and in all respecta the best.

On the 13th of April, 1846, the act incorporating the Pennsylvania Railroad, now one of the most gigantic corporations in the world, was passed.' On the 25th of February, 1847, the Governor granted it a charter. On the 22d of July, 1847, fifteen miles east of Pitts- burgh was put under contract. Work was pushed on the Eastern Division, and in August, 1851, twenty-one miles of the road west of Johnstown was finished, which with the portion built east of Pittsburgh left but a gap of twenty-eight miles to complete the line. This was closed up during the following year, and on the 10th of December, 1852, the cars were run through from Pittsburgh to Philadelphia.'

When the line of the railroad through the State was finished it became the course of the telegraph lines. In time the lines which had been put up along the turnpikes were abandoned for the railroad routes. The telegraph along the Stoystown and Greensburg turnpike was in operation in 1842.

By act of 16th May, 1857, the main line of the public works of the State were directed to be sold. They were sold on the 25th of June, and on the $1st of July the whole line of public works between Philadelphia and Pittsburgh was transferred to the Pennsylvania Railroad Company for seven million five hundred dollars.

DISTANCES.

The following are the distances between stations on the Pennsylvania Railroad :

Three hundred and fifty-three and one-tenth miles between Pittsburgh and Philadelphia.

Two hundred and eighty-four and three-tenths miles between Pittsburgh and Harrisburg.

One hundred and sixteen and seven-tenths miles between Pittsburgh and Altoona.

Eighty-five and six-tenths miles between Greens- burg and Altoona.

Forty-six and nine-tenths miles between Greens- burg and Johnstown.

Thirty-seven and five-tenths miles between Greens- burg and Nineveh.

Thirty-three and four-tenths miles between Greens- burg and New Florence.

Twenty-two and two-tenths miles between Greens- burg and Blairsville Intersection.

Fourteen and eight-tenths miles between Greens- burg and Derry Station.

Nine and seven-tenths miles between Greensburg and Latrobe.

1 The "Pennsylvania Railroad," by W. B. Sipes, 1875, p. 2. " This road as finished consisted of the Columbia Railroad, 82 miles, from Philadelphia to Columbia, on the Susquehanna River; the Eastern Division of the canal, 172 miles in length, from Columbia to Hollidays- barg; the Portage, from Hollidaysburg to Johnstown, 36 miles; the Western Division of the canal, from Johnstown to Pittsburgh, 104 miles in length.

" On the 6th of July, 1846, as the county papers show, books were opened for subscription to the capital stock of the Pennsylvania Rail- road Company at "Hugus' Hotel" (late Col. Ruhrer's).

" It was not till Feb. 15, 1864, that the first trains passed through Pennsylvania without using the inclined planes.

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COKE.

Seven and three-fourths miles from Greensburg to Manor."

Nine and five-tenths miles from Greensburg to Irwin.

Fourteen and three-tenths miles from Greensburg to Stewart's.

The Pennsylvania Railroad runs fifty-five and three- tenths miles through Westmoreland County, extend- ing forty and nine-tenths miles east of Greensburg, and fourteen and four-tenths miles west of Greens- burg.

NORTHWESTERN, NOW WESTERN PENNSYLVANIA. RAILROAD.

The Northwestern Railroad Company was char- tered by act of Assembly approved Feb. 9, 1853. It extended from Blairsville, Indiana Co., down the valley of the Conemaugh and Kiskiminetas Rivers, through Indiana and Westmoreland Counties, to Free- port, in Armstrong County. At this point it left the Allegheny and ascended the Big Buffalo to Rough Run; thence up Rough Run to head-waters of Coal Bun; thenoe down, Coal Run, through Butler and Lawrence Counties, to New Castle, where it connected with the Cleveland and Mahoning Railroad, the in- tention being to form a continuous railroad route, without break of gauge, to Chicago, St. Louis, and the West. At that time there was a break of gauge of one and a half inches on all roads in Ohio.

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History of the County of Westmoreland, Pennsylvania, with Biographical Sketches of Many of its Pioneers and Prominent Men, Part 99

Author: George Dallas Albert, editor Publication date: Publisher: Number of Pages:

Author: George Dallas Albert, editor
Publication date:
Publisher:
Number of Pages: