USA > Pennsylvania > Allegheny County > Pittsburgh > Pennsylvania lines west of Pittsburgh : a history of the flood of March, 1913 > Part 10
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It was impossible to perform any sort of through passenger service. No. 37 of the 25th got as far as Columbus (Ind.) and was held there. No. 19 got as far as Seymour and was returned to Louisville as No. 36. No. 6 gotno farther than Belt Crossing, Indianapolis, and was returned to the Union Station. Nos. 24 and 36 were held at Indianapolis, Local trains on the Madison Branch were run between Madison and North Vernon. All other trains were annulled, and on the following day, the water being still higher, all passenger trains were annulled.
On the 27th, the work trains did what they could, and during that day and night succeeded in getting through minor breaks to the portion of the main line which was most seriously damaged, the twenty-eight miles between Edinburg and Seymour. On the 28th, therefore, it was possible to run local trains between Indianapolis and Amity, and between Louisville and Seymour, on the main line; and between Madison and North Vernon, and Richmond and Shelbyville on the branches.
On March 29th a washout at Edinburg was repaired sufficiently to permit trains to pass, and the line was opened to Columbus (Ind). The Madison Branch having been repaired save for a washout at Clifty Creek, just north of Columbus, it was found possible to get passengers through between Louisville and Indianapolis by transferring at the Clifty Creek gap. This was done by using the B. & O. S. W. from Seymour to North Vernon, and the Madison Branch to Columbus. This gap was closed on the 30th and service between Indianapolis and Louisville was continued by this route until April 11th.
On the 31st, the Ohio River came up so high as to endanger a new fill on the New Albany Branch which acts as a levee protecting almost the whole town of Jeffersonville, including the main line passenger station, freight station and yard tracks. A leak developed around a flood gate in this fill, and all day and night and for several succeed- ing days and nights, the Company's forces, augmented by a detail of convicts from the Reformatory, near by, which was also threatened, worked with bags of sand and
171
Edinburg, Ind.
March 26, 1913.
Looking north at starch works. Water down four feet. Bridge 18, over Blue River, in distance. Approach and yard tracks badly washed away.
Columbus, Ind., south of.
March 27, 1913.
Replacing rail washed from roadbed, without taking time to disconnect the joints.
172
Jeffersonville, Ind.
April 3, 1913.
Reinforcing fill with sand bags, to act as levee protecting portion of town. Water 20 feet higher on one side of track than other.
Jeffersonville, Ind.
April 3, 1913.
Sand bag fill, protected by tarpaulins to prevent washing of embankment, acting as levee protecting portion of town. Water 20 feet higher on one side of bank than other.
173
cement to hold the water back. This plan was successfully carried out, and when the river was at the highest the water was twenty feet higher on the river side of this embankment than on the town side. When the water reached nearly the top of the fill, high winds caused waves to wash the bank, and it was found necessary to protect it with tarpaulins. Some time later, the Jeffersonville Council passed resolutions expressing their gratitude for the efforts made to protect the town.
Word was received from the management of the Lake Erie and Western Rail- road that they expected to be able to open their line between Kokomo and Indian- apolis, over which the Louisville Division trains are operated, on April 1st or 2d. They had a bridge down and a serious washout, over both of which pile trestles had to be driven. The Richmond route being open, trains were gotten to Logansport from Indian- apolis via Richmond and the Richmond Division until the night of April 2d.
On April 3d the Cambridge City Branch was opened for service by putting a track in the field around a washout near Flat Rock for temporary use, and passenger service between Richmond and Columbus (Ind.) was resumed.
Heavy rains on the 3d washed out the new fill at Haw Creek, just south of Columbus on the Madison Branch, during the night, blocking the road again, and it was necessary all day on the 4th to send passenger trains between Louisville and Indianapolis over the B. & O. S. W. from Seymour to North Vernon and from there over the Big Four to Indianapolis. This new gap was repaired and track made ready for service again on the morning of the 5th.
The track between Columbus and Seymour on the main line was connected through on April 11th, but on account of heavy rain and the softness of much of the new fill it was not put in service until the 12th, on which date regular service was resumed throughout the Division. Partial suburban service between Louisville and New Albany had been resumed on April 8th, but the regular schedules were not attempted until April 15th.
The damage sustained on this division was nearly all to the embankment. Steel bridge superstructures were not injured, and when the fills had been replaced, all that was necessary to make the repairs permanent was the renewal of a part of the masonry for two or three bridges.
174
Flat Rock, Ind., east of.
April 5, 1913.
"Run-around " track in field for temporary service. Cambridge City Branch.
Columbus, Ind., south of.
April 5, 1913.
Madison Branch track replaced, and about ready for regular service, after having been washed out a second time.
175
Edinburg, Ind.
April 6, 1913.
View south at starch works, main track supported on cribbing.
Columbus, Ind., south of.
April 5, 1913.
Temporary trestle five hundred feet south of Bridge No. 22, over East Fork of White River.
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Columbus, Ind., south of.
April 5, 1913.
Main line, looking south across Bridge No. 24.
Rockford, Ind., north of.
April 5, 1913.
Temporary trestle built south of Bridge No. 37, over Boardley's Hole.
177
Rockford, Ind., north of.
April 5, 1913.
View south on west side of Bridge 37, over Boardley's Hole.
Rockford, Ind., north of.
April 5, 1913.
View south from Bridge 35, showing track swept from fill, and fill badly damaged.
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CHAPTER 25. TOLEDO DIVISION.
The only place at which the Toledo Division sustained damage worth recording was Delaware, where the Sandusky Branch crosses the Olentangy River, and follows the bank of the stream through the town, just above usual high water level.
Here the valley is not wide above the town, nor is the drainage area extensive, but just below the town the valley is effectually dammed by a fill carrying the Big Four Railway across the flood plain, a steel girder deck bridge spanning the Sandusky Branch and the river. This fill is from twenty to twenty-five feet in height, and the opening at the bridge was ample for all ordinary floods. But the extraordinary rush of water on March 24th and 25th could not pass through the bridge opening and accumulated back of the fill until it stood fifteen feet higher than ever before, and just about that depth over the part of town lying next the river. All the city bridges were swept away. One pier of the Big Four Bridge went out, and the girders fell into the stream. The force of the water through the bridge opening was so great that these girders were carried several hundred yards down stream, and landed not in the channel of the river but high on the east bank.
A cable was stretched between the portions of the bridge remaining in place, and the only means of getting from one side of the river to the other for several days was by a basket pulled across suspended from this cableway. The Sandusky Division Bridge over the river remained in place, but as it is about a mile south of town and could not easily be reached, it could not be used for this purpose.
The passenger and freight stations were inundated. Cars on sidings were washed away. A 44 foot trestle was destroyed and the tracks pretty generally torn up through the town, and the right of way covered with debris, but on Saturday the 29th the road was opened through Delaware again, providing an outlet for the passengers who had been waiting at Columbus for a chance to proceed on their journey since the 25th.
Damage was done to the tracks by slight washouts at several points on the Division but this was soon repaired and resulted in no particular delay to traffic.
179
Delaware, Ohio.
March 26, 1913.
Main track of Sandusky Branch of Toledo Division is under the portion of a frame house, lodged against pier of Big Four bridge, spanning Pennsylvania Lines track and Olentangy River.
Delaware, Ohio.
March 28, 1913.
Sandusky Branch of Toledo Division being repaired, after crest of flood had passed.
180
CHAPTER 26. MARIETTA DIVISION.
For convenience, the Marietta Division may be considered in two separate sections -the main line, from Canal Dover to Marietta, and the Walhonding Branch, from Lou- donville to Coshocton. The former was damaged severely at two or three places, while the Walhonding Branch was all but destroyed.
MAIN LINE.
The main line is in the valley of the Tuscarawas River at Canal Dover, for several miles, and crosses it again at New Comerstown. From Guernsey south to Pleasant City, it follows the Wills Creek valley, and from Ava south to Marietta the valley of Duck Creek. Most of the Division, therefore follows the courses of streams, and suffered accordingly.
On Tuesday, March 25th, the water rose so high that the work trains sent out could make no headway in making repairs, and washouts and land slides occurred over the whole line. During the night a train of slag ran into an unreported washout near Bird's Run, and the engine was overturned. The wreck train sent out to pick it up could not get to it, nor could it return to Cambridge and was used as a work train until the 31st.
On the 26th, the Tuscarawas River cut out the embankment approaching Bridge No. 27, over that stream south of New Comerstown. In the Cambridge district, Wills Creek covered the tracks about six feet, and considerably damaged the roadbed. There were very few trackmen available in the Cambridge district, and the repairs were made mainly by shopmen and trainmen who volunteered assistance.
By the evening of the 27th, the water had gone down enough in the Tuscarawas at Canal Dover to permit starting repair work at that end, and the line was opened from Canal Dover to New Comerstown on Saturday evening the 29th.
South of Cambridge there had been comparatively little damage, and in the valley of Duck Creek practically none at all.
As the Tuscarawas River receded at New Comerstown, it was found that the east (north) approach to the bridge had been washed out for 150 feet, thirty feet deep, while a longer hole but only half as deep had been made through the embankment at the west (south) end of New Comerstown yard under main and ladder tracks. On Sunday, March 30th, work was begun on blocking up these tracks and making new fill. To permit transfer of passengers over Bridge 27, two wire cables were strung under the ties of one of the swinging tracks, and a third cable strung for a hand rail. Planks were laid between the rails, and a foot-bridge had been improvised over which passengers, baggage, mail and repair material were transferred until the afternoon of April 3d, when the approach to Bridge 27 had been replaced with a pile and frame trestle.
181
Canal Dover, Ohio.
March 27, 1913.
Marietta Division main track in mid-distance, in front of large building at right; valley of Tuscarawas River.
-
New Comerstown, O., south of.
March 30, 1913.
Marietta Division Bridge No. 27, over Tuscarawas River. North approach to bridge washed out. Ties of one track supported on steel cables, another cable placed for a hand rail, plank laid between rails, and the swinging track used for transferring passengers.
182
Marietta, Ohio.
March 30, 1913.
Pennsylvania Lines Passenger Station in foreground, and Freight Station just back of it to the right. Water receding. High water line may be seen on roofs.
New Comerstown, Ohio, east of.
April 7, 1913.
Temporary trestle replacing approach to Bridge No. 27, over Tuscarawas River.
183
On the 29th, when the Ohio River reached its highest at Marietta, the freight and passenger stations at that point were almost entirely submerged. Back water in Duck Creek valley covered the tracks as far as Whipple, and trains were not run into Marietta until the evening of April 2d.
It will be noticed that Duck Creek did no damage in the March flood. Less than four months later its valley was the center of a storm and flood, which in a restricted territory was a repetition of the March flood. On Sunday, July 13th, there was a heavy rainfall over the drainage basins of Duck Creek and Wills Creek. A thunderstorm accompanied by hail, wind and an unprecedented rainfall in the afternoon and evening made a record of from 6.5 to 7.4 inches of precipitation over the watershed between the two valleys and the headwaters of each creek, within eight or nine hours. Such enormous rainfall in so short a period is seldom experienced outside the tropics. At Marietta there was only 1.48 inches, and at Coshocton 3.15 inches, the belt of heaviest rainfall lying between these points.
On the morning of July 14th these creeks were many feet higher than they had ever been known to be before,-six to ten feet higher at most points on Duck Creek, and as the Marietta Division lies just at or above usual high water in this creek for the forty-three miles from Ava to Marietta, crossing and recrossing this stream twenty- two times, and its tributaries with almost as many more bridges, damage was done to almost the entire line between the points named. One bridge over the creek, No. 136, a through truss bridge two miles east (north) of Whipple was completely destroyed, and had to be replaced with a temporary pile trestle. A total of a mile and a half of track, at several points, was washed entirely off the roadbed. One passenger train was caught in the rising water near Stanleyville, and the passengers were rescued from its roof in flat boats. The water was nearly two feet over the tops of the coaches at the highest, and the train was saved from destruction by a drifting wooden bridge through the merest chance, it being deflected by a tree so that it only broke off the headlight of the locomotive.
The same storm did some damage on the Pittsburgh and Zanesville Divisions, and on the Walhonding Branch also, but not enough to be of serious consequence. The occurrence, however, well illustrates the point that a recurrence of the unusual conditions met in March threatens at any season of the year, although particularly to be expected in the spring.
184
WALHONDING BRANCH.
The Walhonding Branch, from Coshocton, Ohio, north to Loudonville, follows the valley of the Walhonding River from Coshocton to Walhonding, where the Mohican and Kokosing Rivers unite to form the Walhonding. It then follows the valley of the Mohican River up to Spellacy; and from there to Loudonville, the valleys of the Little Mohican and the Black Fork of the Mohican River. It is first on one side, then the other of these streams, crossing them thirteen times. These rivers all rise in the belt of greatest rainfall, and of the 45 miles of line, there were only about 17 miles where the track was not submerged. Most of the Branch was under from six to thirteen feet of water, with an exceedingly swift current, so that the destruction was almost complete. At every one of the thirteen bridges crossing the Walhonding and its tributaries, the bridge was destroyed or damaged or the approaches badly washed away, and long stretches of roadbed between were washed out. In all 12.11 miles of main track needed rebuilding or repairs, including two thirds of a mile of trestling.
Two work trains had been sent to Warsaw Junction when trouble first started, and these combined forces and were able to block up the track between Roscoe and Pomerene. But the conditions on all Divisions connecting with the Walhonding Branch were such that no adequate repair force could reach the points of damage until the other Divisions were sufficiently repaired. When this had been done, the Walhonding Branch work was attacked at five separate places at about the same time.
On Sunday, April 6th, the Pittsburgh Division having been sufficiently repaired to permit a Marietta Division work train to run from New Comerstown to Coshocton, work was started in replacing the fill east (south) of Bridge No. 1, and by the evening of the 7th, this was finished so that the gap between Bridges 1 and 2 could be reached, where 1,216 feet of trestle had been washed away. A track on the low level was con- structed of guard rails of Bridge No. 1 and old ties, for use in distributing material where needed by the pile drivers.
On the same Sunday, the 6th, a Toledo Division force, which had been engaged in repairing the Dresden Branch of the Akron Division, arrived at Warsaw Junction, and began to work north from there toward Brink Haven. On the same day, also, a Long Island Railroad force, which had been working on the main line of the Akron Division, arrived at Brink Haven, and began to work south toward Warsaw Junction.
On April 9th a pile driver and crew arrived at Warsaw Junction, via Trinway, and went to the north end of the trestle gap between Bridges 1 and 2, so that trestling from both ends might cut in half the time necessary for getting through there. On the 9th, also, a force started at Loudonville to work south toward Brink Haven, and on the 10th, a force which had been putting the Akron Division main line in shape for schedule speed arrived at Brink Haven, to work north toward Loudonville.
Altogether, therefore, there were on April 10th six distinct forces engaged in the repair work on this Branch. As there was about 3,500 lineal feet of trestle to build, and nearly three miles of main track washed clear off the right of way, with something like six miles more to be cribbed and blocked up, the six gangs were none too many.
The trestling between Bridges 1 and 2 was completed on April 18th. The Toledo Division force completed Bridge 14 on the 19th, the Long Island force completed the work between Bridge 14 and Brink Haven on the 21st. On the 21st, the two forces working toward each other on the north end of the Branch met at a point east of Bridge 27, and the Branch was open throughout. On the 23d traffic on the Branch was resumed.
185
The location and extent of the principal breaks can better be understood from a sketch map of the Branch and the photographs of actual conditions (placed in order from Coshocton to Loudonville) than from a description. An idea of the enormity of the work may be gained from the statement that it required 6,900 cars of material to replace the lost fill and reballast the tracks.
186
FREDERICKSBURG
SHREVEO
Black
CUSTALOGA
BIG PRAIRIE
C
16Br14^
Fork
-Br.140
Br. 139
Br: 131
Br.129
P.
LOUDONVILLE JCT.
TLOUOONVILLE
U
Br.31 Both approaches washed bway.
Clear Fork
Little
Monica
4
Br 28 Out of line North approach washed away. Br:27 Both approaches washed' way
U
Br. 26 Both
baches
washe
B. 25 Both approach washed away.
EDLAMO
URO 40W
GLENMONT
KILL RUCK
Br.23 Both approaches washed away.
· BADDOW
Br. 118
BRINK HAVEN Br. 68 -20
DANVILLE
R
LAYLAND
C.
HOWARD
HEMLICK
BLISSFIELD
120
GAMBIER PUB .. 85
Ko
Br.17 Both approaches
Br. 16 North 2 span of 3 and.
Br.Il All 3 spans and both
Br. 122
METHAM
Y. Br.123
C.
Walhanding
B.126
M WARSAW
C.
River
R.
Br.3
Tuscarawas R.
ROSCOE
º COSHOCTON
-- Ohio_canal-
L.
COOPERDALE
Br.100
FRANKLIN
1
78
WAKATOMIKA
CONESVILLE!
St.
ADAMS MILI
B 146
8
Canal
C
TRINWAY
Creek
P. DRESDEN.
FRAZEYSBURG
WALHONDING BRANCH SKETCH SHOWING POINTS OF GREATEST DAMAGE. MARCH 1913 FLOOD.
---
POMERENE
MOHAWK
WARSAW JCT.
RANDLES
Br. South approach
washed away.
[Br.121
HADDON
Rive
washed away.
Br.14 North approach washed away.
approaches washed away.
CAVALLO
Br.18 Both approaches * washed away.
both approaches washed away.
River
WALHONDING
Trestle, 1216 destroyed4.
TUNNEL HILL
River
Wakatomika
Muskingun
ohio
C
Monally
Creek
LAKEVILLE
Br. 138
Sa
.2
Creek
HOLMESVILLE
UNCAP
SPELLACY
Br.29 Both approaches washed away-
MILLERSBURG
Creek
18
187
-
Coshocton, Ohio, north of.
April 5, 1913.
Between Bridges 1 and 2, 1216 feet of trestle washed away. This picture made before repair work was started.
Coshocton, Ohio, north of.
April 16, 1913.
Rebuilding trestle between Bridges Nos. 1 and 2 on Walhonding Branch.
188
Pomerene, Ohio, west of.
April 4, 1913.
Replacing fill washed out by Walhonding River.
Pomerene, Ohio.
April 4, 1913.
Bridge No. 11, over Walhonding River, completely destroyed.
189
Walhonding, Ohio, east of.
April 5, 1913.
View west, of washout west of Bridge 14, over Walhonding River, showing nothing but the larger stone left of the fill, and the overturned track in the field.
Walhonding, Ohio, east of.
April 5, 1913.
Looking east toward Bridge 14, over Walhonding River.
190
Cavallo, Ohio, east of.
April 5, 1913.
Looking west toward Bridge 18, over Mohican River.
Cavallo, Ohio, east of.
April 5, 1913.
West approach to Bridge No. 18, over Mohican River.
191
Walhonding, Ohio, east of.
April 5, 1913.
Bridge No. 16, over Walhonding River. Two spans carried away. A covered highway bridge stood on the masonry at the left, which was swept away and carried with it two spans of Bridge No. 16.
Edlam, Ohio, east of.
April 6, 1913.
Looking west toward Bridge No. 23, over Mohican River.
192
Edlam, Ohio, west of.
April 6, 1913
East approach to Bridge 25, over Mohican River.
Edlam, Ohio, west of.
April 6, 1913.
East approach to Bridge No. 26, over Mohican River.
193
Edlam, Ohio,Ewest of.
April 6, 1913.
East approach to Bridge 27, over Mohican River.
Edlam, Ohio.
April 18, 1913.
Derrick car turning over track which had been washed-rails downward-into the adjoining field, east of Bridge No. 27.
194
Edlam Ohio, west of.
April 6, 1913.
View east, of washout at west end of Bridge No. 28, over Mohican River.
Spellacy, Ohio.
April 12, 1913.
Bridge material for trestle at Bridge 28, being rafted down stream. Bridge 29 in center of picture.
195
Spellacy, Ohio, east of.
April 6, 1913.
East approach to Bridge 29, over Little Mohican River.
West Loudonville, Ohio.
March 31, 1913.
View east on Walhonding Branch.
196
CHAPTER 27. AKRON DIVISION.
The main line of the Akron Division, from Hudson, Ohio, to Columbus, lies for most of the distance in the belt of greatest rainfall. From Apple Creek to Mount Vernon, most of the line is in the valleys of the tributaries of the Walhonding River and was seriously damaged in a number of places. The Dresden Branch, from Kill- buck to Trinway, was also seriously damaged, particularly where it follows Killbuck Creek, from Killbuck to Warsaw Junction.
Considering first the situation on the main line: By six o'clock on the morning of March 25th, traffic was brought to a standstill by water over the tracks at many points. Four passenger trains were marooned, one at Brink Haven, one at Orrville, one at Mount Vernon, and one at Apple Creek, neither of them being damaged, however.
At Bridge 18-A, south of Barberton, Wolf Creek washed out both main tracks for 900 feet and deposited a track of the Akron & Barberton Belt on the roadbed. At Bridge 18-AA, four miles south, Pole Cat Run washed out both tracks for about 1,100 feet. At Warwick, the track at Bridges 19 and 21, over Chippewa Creek, was under water six feet and 1,500 feet of track damaged. From Holmesville to Killbuck, for ten miles, the track was all submerged and 3.87 miles of it washed from one to six feet deep. At Brink Haven, the Mohican covered the part of the town in the valley and was eight feet over the tracks, washing out both approaches to Bridge No. 68. Near Howard, the Kokosing River (Owl Creek) washed out about 1,500 lineal feet of roadbed. Bridge No. 83 over the Kokosing River, south of Gambier, consisting of two through truss spans, was destroyed, with 105 feet of embankment, 20 feet deep. From this bridge to Mount Vernon, about five miles, nearly all the track was submerged, and over a mile of it alto- gether badly washed out. At Mount Vernon, about four hundred feet of roadbed was washed out five feet deep.
From Hudson to Akron the damage had been slight, and train service was resumed on the 26th. On that day the track was repaired to Barberton, and service extended there on the 27th. From Mount Vernon to Columbus, there was practically no damage, and service was also resumed on the 26th. One track was put in shape from Barberton to Warwick, and thence to Orrville the line was repaired by the 29th, and train service between Cleveland and Orrville was resumed. By the evening of March 31st, track was put in shape and service resumed to Millersburg. As the track from there to Brink Haven was soon made safe for work trains, this permitted starting work on trestling at the approaches to Bridge 68, over the Mohican River at that point. This was begun on the morning of April 1st, by a repair train sent by the Long Island Railroad. They. first recovered and replaced the old deck of the north approach, and in the even- ing began the construction of trestle to replace the south approach. Thirty-two frame bents, five pile bents and 250 lineal feet of cribbing were constructed, and at 9:30 A. M. on the 3d, the train proceeded to Gambier, where the Kokosing River was to be spanned with a pile trestle.
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