USA > Pennsylvania > Washington County > Washington > History of the city of Washington and Washington County, Pennsylvania and representative citizens 20th century > Part 40
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A little later the Washington and Pittsburg Turnpike Company abandoned the road, and it was thrown back on the townships and boroughs through which it passed for maintenance, and its condition became worse, and not better, although in the boroughs and certain sections in the country districts, the authorities made some effort to keep the road in fairly passable condition. But better days were in store for the old highway, and they came sooner than was anticipated. In 1903 Canonsburg bor- ough paved with brick that portion of the road-a little more than a mile-lying within her limits. In the fall of 1906 petitions asking that the pike be taken over by the county, under the act of 1905, entitled "An act to provide for counties taking over and maintaining aban- doned pikes," were circulated along the valley from the Allegheny County line, west to Meadow Lands, and sev- eral hundred people attached their signatures to these
220
HISTORY OF WASHINGTON COUNTY
petitions, and early in 1907 they were presented to the county commissioners in Washington by a committee of citizens. The commissioners had their solicitor look into the matter, and he discovered that the old pike had never been legally condemned, although it was generally known that it had many times been condemned in every other sense-and acting on his advice, the board of commission- ers decided that they could do nothing, so informing the petitioners. The matter of having the county take charge of the road was in this way blocked for the time being, and nothing more was done until the next legislature met in January, 1907, when largely through the efforts of Dr. W. W. Sprowls, member from this county, an act was passed making it obligatory upon counties to take charge of abandoned turnpikes and maintain them, when petitioned to do so, no matter whether they had been legally condemned or not. When this act had been signed by the governor, and had become a law the people along the Washington County section of the pike again cir- culated petitions asking that the county take over the road and improve and maintain it. These were presented to the board of commissioners in July, 1907, and the board at once informed the committee which presented the petitions that under the law as amended they could do nothing but accept the road for the county-and this they did.
In the meantime, however, the county commissioners, in response to petitions from the citizens, had decided to improve two miles of road, beginning on the pike at the west end of the borough of Canonsburg and extending to the borough line of Houston; and again beginning at the borough line on the west side of Houston, on the Canons- burg and West Middletown Road, and extending to a point on the James D. Little farm about a half mile east of Mc- Connells Mills; but the refusal of a number of property owners to sign releases from damages prevented the com- missioners from going ahead to contract for the work even after it had been approved by the grand jury and court, and the pike end of that road is not built yet.
However, early in 1908 the supervisors of North Stra- bane Township petitioned the State Department of High- ways through the board of county commissioners, to per- manently improve that section of the pike beginning at the borough line on the east side of Canonsburg and extending to Murray Hill, and to improve the clay road from that point east to the south branch of the Chartiers Creek, at the line between the Snodgrass and the Van- Eman farms. The prayer of the petitioners was granted by the State Highway Department, and the road was contracted for and built during the summer and fall of 1908. It is a Telford pike, 16 feet wide, and is a splendid highway.
In the autumn of 1908 the citizens living along that section of the pike extending from the Allegheny County
line to Murray Hill signed petitions asking the county commissioners to permanently improve that section of the pike mentioned above. These petitions were pre- sented to the board of commissioners, and it is probable that the prayer of the petitioners will be granted in the not distant future. The road is already completed to near VanEman station.
In January, 1909, the road supervisors of Chartiers Township petitioned the State Department of Highways to improve that section of the pike from the south borough line of Houston to Meadow Lands. No action has as yet been taken by the department with regard to the matter, but probably will be in the near future. During 1908 there was built a section of road from the Washington borough line on the north, to McClain's bridge, on Chartiers Creek. This work was done by the county. In building this section of road a small section of the pike, viz. that portion extending from the Wash- ington borough line to the "upper tollgate," was im- proved.
It is the intention of the road supervisors of Chartiers Township to have the state or the county-when the state has improved the pike from Houston to Meadow Lands-build a road from Meadow Lands to connect with the county pike at or near McClain's bridge, and by so doing a continuous road to Washington from points along the upper Chartiers Valley will be secured. This will avoid the hard steep climb up over "Hoge's Hill," on the pike above Meadow Lands. That section of the pike would undoubtedly be kept open, but it would not be necessary to put a great deal of work on it, as by far the greater part of the traffic would go by way of Mc- Clain's bridge, by reason of the better grade.
The only remaining section of the road to be taken care of would be that in the borough of Houston. But as the spirit of public improvement is bound to strike that growing borough in the near future we can safely take it for granted that seven-eighths of a mile will be "made good" at an early day.
From the above account it will be seen that the old Pittsburg pike which some years ago was abandoned by the company that built and maintained it for years, is in a fair way to be rebuilt all the way from the Alle- gheny County line to Washington, and that at no distant day.
PITTSBURG AND STEUBENVILLE TURNPIKE.
The Pittsburg and Steubenville Turnpike crosses Robin- son, Smith and Hanover Townships in the northern part of Washington County and was built by the Pittsburg and Steubenville Turnpike Company, chartered March 3, 1818. About $30,000 was subscribed for the stock by individuals and $12,000 by the State of Pennsylvania. The road after much delay was completed and was
221
HISTORY OF WASHINGTON COUNTY
much used by stage coaches and travelers from the west until about 1855, but ceased entirely as a through line when the Pennsylvania Railroad was built between Pitts- burg and Steubenville in 1865. One of the earliest tele- graph lines followed this pike, but it was abandoned and the poles were still standing badly decayed in 1860.
On Saturday, May 1, 1909, the county commissioners took over the 12 miles of the old Pittsburg and Steuben- ville pike which is within the limits of Washington County. This was in accordance with an arrangement made by the commissioners last year with citizens of Robinson, Smith and Hanover Townships who petitioned for the acceptance of this road by the county under the provisions of the act of 1905.
The authorities of Allegheny County have arranged for the improvement of the part of the turnpike bed which is within the limits of that county. It was ex- pected by the townships that the county would hereafter maintain this road according to the act passed in 1895, but by enactment of 1909 the burden is thrown upon the townships.
PROSPERITY PLANK ROAD.
The Upper Ten-Mile Plank Road Company was au- thorized by act of Legislature, dated 15th April, 1851. The ten persons named in the act were to receive sub- scriptions and organize a company to construct a plank road from the south end of Main street in Washing- ton to the village of Prosperity on the farm of R. Wallace in Morris Township, with power to extend to Waynesburg, Greene County. The road was soon com- pleted to Prosperity, but never extended farther. Toll was collected for many years. This road was among the first pikes or toll roads to be taken over by the county.
This road was kept in the best condition of any road leading out of Washington, but was condemned by a petition to the court and report of viewers thereon to May Term, 1905. The proceedings were under the Act of Assembly, dated June 2, 1887. The viewers reported that "it is for the best interests of the people of Wash- ington County that the said turnpike to the village of Prosperity should be made free from tolls and toll gates, " and filed a plot of the road. They recommended $9,000 damages to the corporation, the Upper Ten-Mile Plank Road Company.
The proceeding was approved by the court January 24, 1906, and after some objections were disposed of, the damages were paid by the county.
This condemnation act provides that the turnpike shall be properly repaired and maintained at the expense of the proper city, township or district as other public roads or streets therein are by law repaired and maintained.
LOCAL LEGISLATION.
Prior to the State constitution of 1874, a state road was a highway laid out by the direct authority of the State, usually by a local or special law. State roads usually extended across one or more county lines to supply a want felt by a large. district of country, and which the diversity of local interests was not always willing to supply. This plan of establishing main thor- oughfares was frequently employed from 1820 to 1840. Among these are the Washington and Georgetown, Mt. Pleasant (Hickory) and Clinton, Noblestown and Bur- gettstown and Washington and Wellsburg. The maxi- mum limit of width was 50 feet.
The roads constructed under the law of 1895, or "Flinn" law, have been entirely under the control of the county commissioners, while the work being con- structed under the law of 1903 or "Sproul" law is under the control of the State Highway Department. The commissioners in the construction of all this work have had in view, and it has been their purpose, to have this work constructed at the lowest possible cost, and yet maintain a standard of work that would be first- class. They have not been willing to sacrifice the quality of work for a low price, believing that cheaply con- structed roads are dear to the taxpayers at any price. The entire plan of construction, including grades, sub- grades, rolling, macadamizing, bridges, sewers, etc., are the standard plans, as adopted by all engineers with road experience, and have been highly commended and .approved by the State Highway Department, and are identical with the plans of construction used by that department.
In constructing roads in a country like Washington County, many difficult situations are encountered; this is especially true as to grade. The grade of the roads con- structed have been changed in many places. In some instances the grade has been reduced from 8° to less than 4°. This is one of the large items of cost in the building of an improved roadway in this county; for instance there might be constructed continuously three miles of roadway, the first mile might cost $8,000, the second $10,000 and the third possibly $15,000, and yet when completed the $8,000 per mile road would be just as good, and as well constructed as the mile costing $15,000, yet the matter of grades, bridges, etc., make this difference in the cost absolutely necessary, in order that the work may be constructed in a satisfactory and permanent manner. As to the cost of road building under the act of 1895, or "Flinn" law, in the county, about which so much has been said recently, we find by comparison that the cost of the roads now being con- structed by the State under the act of 1903, or Sproul law, is very much the same. The plan of construction
222
HISTORY OF WASHINGTON COUNTY
is almost the same; the grading, sewering, bridges and on some parts of the work macadamizing, is exactly the same. It is true the width of the roads differ. The Flinn roads being 9 and 10 feet wide, macadamized, while the State roads are from 12 to 14 feet macadam. The Flinn roads are all 10 inches deep consolidated macadam while the State roads are 8 inches deep, so it will be seen that there should be very little difference in the cost of constructing these two classes of roads.
The lowest possible cost for which a certain road may be constructed can be determined by only one man, and that man is the contractor. No official or set of officials can say that the work shall be built for a fixed sum per mile, and even after the contractor has prepared his estimate of cost, and has submitted his bid, using in the preparation of this bid all of his past experience and knowledge of the work to be done, he still assumes many risks that cannot be foreseen and in some instances puts in more money in order to complete the work than his contract amounts to when completed. In fact, there are
many things connected with road building that to the inexperienced look easy, which are in reality serious matters to the contractor.
The most serious matter, however, is the constant repair required, and the sentiment is growing strong in favor of brick roads instead of top dressing with pul- verized limestone. These requqire less foundation and have been used with gratifying results on several por- tions of roads; one instance is given in the sketch of Mt. Pleasant Township.
Washington County is making good headway in the matter of improved highways and is building up a com- plete system in the county. The past few years a large amount of road has been built both under the State and county. The close of the year 1908 found 34 miles 452 feet of county road completed or under contract and 22 miles 859 feet of State road in the same condition.
The following is a table of all the Flinn roads built by the county under the recent legislation up to July, 1909:
COUNTY ROADS UP TO 1909.
Road July, 1909. Flinn Road.
Construc-
Length
Width Width Engineers
Date
Repairs.
constructed.
Total cost.
Contractor.
- Township.
Washington-W. Middletown ...
$ 37,716.83
15,900
10
23
$ 1,942.51
$11,887.01
1904-5-6
$ 51,486.35
Hallam Con. Co.
Canton
Claysville-Burnsville
37,911.66
15,840
9
19
1,905.58
19,968.14
1904-5
59,785.38
Zelt & Bros.
Beallsville
20,794.63
9,700
10
23
1,059.73
5,292.72
1904
27,147.02
N. C. Hunter.
McDonald-Primrose
18,887.58
5,280
10
23
1,029.90
2,291.34
1904-5
22,208.82
Zelt & Bros.
Burgettstown-Florence
21,806.84
10,560
10
22
1,427.40
164.62
1905-6
23,398.86
N. C. Hunter.
Labratory-Lone Pine
17,911.48
10,560
10
20
1,080.49
2,624.83
1905-6
21,616.80
Hallam Con. Co.
Amwell
Zollarsville
33,165.19
15,840
9
19
1,668.26
8,476.55
1904-5
43,310.00
N. C. Hunter.
W. Bethlehem
W. Middletown Ext.
30,295.84
10,860
12
24
1,534.79
1907-8
31,830.63
W. E. Howley & Co.
Canton-Hopewel
Water Works
8,754.58
3,700
12
24
457.73
1907-8
9,212.31
N. C. Hunter.
N. Franklin
Burgettstown-South
14,188.22
5,450
12
24
729.41
1908
14,917.63
N. C. Hunter.
Smith
Taylorsville Road
13,387.29
4,800
12
24
684.36
.....
1908
14,076.65
Hallam Con. Co.
Blaine
Washington-McClain's Bridge.
25,591.79
11,200
12
24
1,289.59
1908
26,881.38
Hallam Con. Co.
S. Strab
Houston-Westland
18,308.74
7,600
12
24
925.44
1908
19,234.18
Hallam Con. Co.
Chartiers
Point Lookout
3,718
..
..
..
.....
Totals
.$298,720.67
127,290
..
..
$15,740.19
$50,645.21
$365,106.07
In addition to these the following roads are practically completed and ready to turn to the County, some of them having but a little work to be done before final completion :
Road
Claysville-Prosperity
2
1,499 $ 21,949.04
Prosperity Dunns Station.
2
18,527.61
Monongahela-Donora
2 957
27,294.02
Roscoe-Stockdale
1,120
2,205.48
Charleroi-Beallsville
2
5,271
29,377.62
Washington-Meadowlands
5,240
8,965.20
Canonsburg-Westland
2,640
4,958.16
McDonald-Venice
1
10,598.72
Washington-Williamsport Pike.
15
3,979
151,629.00
Finleyville-Library No. 2.
1 1,274
17,529.34
Lone Pine.
3
3,432
40,000.00
Totals
27 4,066 $275,504.85
The following is a statement of all the State High- ways or Sprowl roads constructed in the county under the recent enactment:
STATE ROADS. Total mileage, 24.11 miles. Average cost of construction, $12,3 89.88 per mile. Average of total cost to date, $15,143 per mile.
Eng'r cost, etc.
constructed. Total cost.
Road July, 1909. Construc-
Length
Width
Width
Engr. .... $380.78
1905
$19,166.28
S. Stra.
Sprowl's road. tion cost. Midway
in ft. 9,740
14-16
22-24
$836.48 785.07
1905
16,227.70
Hickory Road .. 14,762.76
7,500
14-16
24
Adv. ... 679.87
Insp.
.... 550.90
1907
18,420.31
Engr. &
Beallsville Rd .. 17,453.91
8,359
14-16
26
Adv. ...
Insp. ... 455.35
1907
16,632.80
Contractor.
Beallsvill +
Claysville Road. 15,580.16
5,900
12
23
Adv. ... 293.69
Insp.
946.87
1907-8
39,026.20
E. Finly
Quail Road ..... 37,330.52
17,100
14-16
Insp.
596.02
1907-8
19,018.48
F. Feekel & Son.
Twp.
Meadow Lands. 17,728.46
9,205
14-16
26
Adv. . 194.00
Rob
Insp.
... 1,071.29
1905
37,317.05
N. C. Hunter.
Engr.
... 666.38
Maple Creek .... 35,579.38
15,944 16
26
$1,737.67
N. C. Hunter.
Mt. P.
3
$31,904.68
Finleyville-Library
2
22,803.00
The following county roads have been approved by the grand jury, but the contracts have not yet been let :
Length Miles Feet
Est. Cost
Length
Road
Miles Feet
Est. Cost
Adv. .... 455.70
Hallam Con. Co.
S. Stra.
Hallam Con. Co.
Insp.
Eng. &
Fallow
Hastings & Barrett.
415.50
Engr. &
F. Feekel & Son.
....
Engr.
754.81
....
26
....
Engr. &
.....
.....
--
-
tion cost.
in ft.
stone. grading. cost, etc.
1 E. F. 2 Don. W. P. Run Robinson Smith
..
.....
....
Monongahela-Ginger Hill.
stone.
grading.
Road. . $18,329.80
Date
223
HISTORY OF WASHINGTON COUNTY
The following State Highways are under contract :
Width, Length,
Township Feet
Feet Est. Cost
Hill Church .... N. Strabane ... 14
16,680
$41,193.90
Morganza . N. Strabane. .. 16
13,200
29,468.30
Ellsworth Ellsworth
16
3,240
5,621.00
Bentleyville ... Bentleyville
16
10,150
21,261,20
Total under contract .... 8 miles, 1,030 feet $97,544.40
RAILROADS.
The first railroad surveys in Washington County were those of the Baltimore and Ohio Railroad soon after the organization of that company in 1828. The main line of the railroad was planned to run through Wash- ington, but the scheme failed like many others for want of sufficient funds and also because of opposition by those who believed that the railroad would ruin the traffic on the National Pike, which was a great source of profit to this county.
HEMPFIELD RAILROAD.
The old Hempfield Railroad, now part of the Baltimore and Ohio Railroad, originally ran from Washington to Wheeling. The Hempfield Railroad Company was or- ganized under the State of Pennsylvania May 15, 1850. On April 12, 1851, the Legislature passed an act author- izing the company to construct branches in Washington County. The borough of Washington and Monongahela City were authorized to subscribe for stock of the com- pany not exceeding $50,000, Washington County 4,000 shares at $50 per share, the borough of Greensburg not exceeding 500 shares. The company was chartered under the laws of the State of Virginia March 14, 1851, and allowed to extend the railroad from the Washington County line to the Ohio River. The proposed routes were surveyed by Jonathan Knight of this county, who afterwards became chief engineer of the company. The construction of the heavy portion of the road was let in 1852. The road was completed early in 1857, but trains were not running regularly until the fall of the year. It was originally intended to extend the road to Greensburg, Westmoreland County, some work was done on this part of the road, but it was never finished. The estimated cost of the road was $1,434,000. In 1871 the road having previously been morgaged and for some years in the hands of trustees, it was purchased for $131,000 by John King, Jr., vice president of the Balti- more and Ohio Railroad Company. The company was reorganized under the name of the Wheeling, Pittsburg and Baltimore Railroad Company. This company in- tended to connect the road with the main lines of the Baltimore and Ohio Railroad at Dawson station. To carry out this intention the Ohio and Baltimore Short Line Railway Company was organized and construction commenced in 1873, but soon suspended on account of
the money stringency of the times. On May 5, 1881, the company was reorganized with a capital of $1,000,000. This company resumed the construction of the road again. The road bed of the old Hempfield Railroad was followed from Washington until about four miles from that place and from thence across the country to Coal Center, where it was to cross the Monongahela River. The work advanced rapidly and almost the entire road was graded and the piers built across the Monongahela River by the spring of 1882, when work was suspended. Since then nothing has been done towards the com- pletion of the railroad. It is believed that the Pennsyl- vania Railroad Company or interests at Pittsburg se- cured the suspension of the construction of the road, since if it had been built it would have shortened the distance between Wheeling and the seaboard by many miles and much of the traffic that now goes through Pittsburg would have been turned aside from that city.
PITTSBURG SOUTHERN RAILROAD.
The Pittsburg Southern Railroad connected Washing- ton, Finleyville and Pittsburg.
The Pittsburg, Castle Shannon and Washington Rail- road Company was organized in 1876 and construction commenced in July, 1877. In 1879 the name was changed to the Pittsburg Southern Railroad, and the road com- pleted. An extension was planned to run from Virginia Junction east of Thomas Station southward through Bentleyville and Hillsboro to Morgantown, W. Va. After some work on this branch, construction was suspended and never recommenced. This railroad was narrow gauge at first, but this part between Glenwood in the Twenty- third Ward of Pittsburg to Washington was changed to broad gauge.
The Pittsburg Southern was largely the result of efforts of George P. Hays, president of Washington and Jefferson College, and of Frank Kammerer. President Hays believed that such a road, especially the branch from Virginia Junction across by Hillsboro into Vir- ginia would be a great feeder for Washington College and to bring business to Pittsburg. Today a branch of the Pennsylvania Railroad lines crosses the National Pike where Dr. Hays had projected his road 30 years before. The company met financial difficulties and was soon sold to James H. Hopkins at sheriff's sale. It later passed into the hands of trustees.
The Pittsburg Southern Railroad Company was sold to Thomas M. King, an official of the Baltimore and Ohio Railroad Company, by trustees January 7, 1885, for a consideration of $50,000. This railway consisted of "all the road of the late Pittsburg Southern Rail- way Company, extending from the point of connection with the railroad of Little Saw Mill Run Railroad Com- pany at the town of Banksville, in Allegheny County,
224
HISTORY OF WASHINGTON COUNTY
thence by way of Library and Finleyville to and into the borough of Washington, to a point of connection with the Wheeling, Pittsburg and Baltimore Railroad Company, including the relocated portion thereof be- tween Gilkeson Station and Clokeyville in Washington County and also the Streets Run branch thereof ex- tending from a point on the said main line at or near Finleyville in Washington County by way of the valleys of Peters Creek, Lick Run and Streets Run to a point of connection with the Pittsburg and Connellsville Rail- road at or near Glenwood, in the Twenty-third Ward of Pittsburg, including the standard track from Glenwood to Washington, a distance of 34.3 miles, and the narrow gauge from Finleyville to West Pittsburg, a distance of 16.2 miles.
The road soon passed from the hands of Thomas M .- King to the Baltimore and Ohio Railroad Company, by whom it is now owned and operated as a standard gauge road with many curves eliminated. The narrow gauge branch from Finleyville to West Pittsburg has been out of operation for many years.
PITTSBURG AND STEUBENVILLE RAILROAD.
The Pittsburg and Steubenville, now part of the P., C., C. & St. L. R. R., traverses the northwestern corner of Washington County from McDonald past Han- lin station.
The Pittsburg and Steubenville Railroad Company was chartered the 24th of March, 1849. The road was to be finished in Pennsylvania in eight years. The work of construction was commenced in 1852, but was suspended about 1855 and again recommenced in 1857, by King & Thompson, contractors for the Western Transportation Company. The work after many delays and another change of ownership was completed in October, 1865. In May, 1868, the company having previously undergone financial difficulties, and the road being sold out in 1867, the Pittsburg and Steubenville, the Panhandle, the Holliday's Cove and the Steubenville and Indiana Rail- roads were consolidated and formed the Pittsburg, Cin- cinnati and St. Louis Railroad. Other railroads were purchased by the company and on June 10, 1890, the Pittsburg, Cincinnati, Chicago and St. Louis Railway Company was chartered. What was formerly the Pitts- burg and Steubenville Railroad bed, now being part of the main lines, has been widened and put in the best of condition. Several coal branches have been extended from the main lines of the P., C., C. & St. L. R. R. in recent years.
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