USA > Pennsylvania > Allegheny County > Pittsburgh > Pennsylvania lines west of Pittsburgh : a history of the flood of March, 1913 > Part 4
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The submerged towns in districts not usually subject to flood now emerged from the water, and, as such towns as were still afloat were quite accustomed to the experience and prepared locally to handle the situation, there was no longer any work of rescue to be done. Relief of those in need, by moving supplies of food and clothing, tents, etc., as rapidly as possible, was the most urgent task at hand. The organiza- tion for the large repair jobs, and gathering of material and tools, continued to be the main task at the general offices. The men in the field were pushing the repair work as rapidly as possible, usually working day and night without remission.
By utilizing the detour route from Akron to Mansfield over the Erie Railroad, four eastbound and three westbound through passenger trains between Pittsburgh and Chicago were run, in addition to two in each direction detoured via the Lake Shore road as on previous days. Passengers for Chicago on the Southwest System who had gotten only as far as Columbus were taken in a made-up train to Crestline over the Big Four road (which had been opened during the night) and sent to Chicago over the Ft. Wayne route.
The Erie Line between Akron and Mansfield, however, over which it was hoped to resume almost complete service, was not yet able to handle a heavy traffic. The double track was broken in a number of places, necessitating "single-lining;" several bridges were so weakened that double-headed trains could not be run over them, and the leading engine had to be detached and run over separately and coupled up again after the train had crossed; the telegraph service had been badly crippled, and the best that could be had was a very slow and uncertain service.
One track being open over the Scioto River bridge at Marble Cliff, it was found possible now to run relief trains into east Dayton from Columbus, by way of the Indian- apolis Division to Urbana, the Big Four road Urbana to Springfield, and Pennsylvania Lines Springfield to Dayton through Xenia. But after this route had been used by two relief trains for Dayton, and three or four local trains between Columbus and Urbana, the broken pier under the Scioto River bridge settled further, making the bridge unsafe for any traffic, and this route to Dayton was broken. A train was sent from Richmond to Miami City (West Dayton) with relief supplies, by transferring them at Bridge 92, New Paris, as on the previous day.
The matter of taking passengers into Dayton was placed in the hands of the author- ities of the State of Ohio, who decided that only those having business there in
49
connection with the relief work should be permitted to enter. Arrangements were made accordingly and for a considerable period no tickets were sold to Dayton until the matter had been explained to the purchaser. As relief, medical, and surgical supplies and persons in charge of them were carried free upon proper identification, this action had the effect of keeping the merely curious out of Dayton, where all food supplies available were needed for the residents. Under martial law, all sight-seers were put to work to clean up the debris, but they were "few and far between."
Attention was now diverted from Dayton to Zanesville and Hamilton, where similar conditions prevailed. On account of lack of telegraph or telephone communication, the situation at these points was not generally known, but the meager reports received indicated that there had been a repetition of Dayton's experience at both points, as well as at many others, on a smaller scale.
Service, both passenger and freight, was now being performed or was resumed during the day or night, over more or less disconnected portions of the line as follows :
Between Pittsburgh and Orrville, Ohio.
Pittsburgh and Dennison, Ohio.
66 Pittsburgh and Cleveland, Ohio.
Pittsburgh and Erie, Pa.
66 Pittsburgh and Washington, Pa.
Lucas, Ohio, and Chicago.
66 Bradford, Ohio, and Chicago.
66 Richmond, Ind., and Chicago.
66 Richmond and Indianapolis.
Mansfield, Ohio, and Toledo.
66 Columbus, Ohio, and Mount Vernon.
Sugar Camp (just north of Delaware), Ohio, and Sandusky.
Hanover, Ohio, and Columbus, Ohio.
66 Cincinnati, Ohio, and points on C. L. & N. Ry.
66 Seymour, Ind., and Louisville, Ky.
Roseville, Ohio, and Circleville, Ohio.
Logansport, Ind., and Muncie, Ind.,
66 Indianapolis and Terre Haute, Ind. (Vandalia).
Macksville, Ind., and St. Louis (Vandalia).
66 Terre Haute and Clymers, Ind. (Vandalia).
66 Logansport and Butler, Ind. (Vandalia).
66 Logansport and South Bend, Ind. (Vandalia),
Richmond and Decatur, Ind. (G. R. & I.).
Ft. Wayne and all points north (G. R. & I.).
There were in addition some short pieces of main line, and some branches, open, over which some service was performed, but there was not, in the entire Pennsylvania Lines system, a whole railroad in service, if the C. L. & N. be excepted.
50
Gambier, Ohio.
March 28, 1913.
Bridge 83, over Kokosing River, Akron Division.
Logansport, Ind.
March 28, 1913.
Passenger Station (on right) after water had receded about eight feet. Traction and wagon bridges crossed Wabash River near point where leaning telegraph poles are seen.
51
H
Gilbert, Ohio.
March 28, 1913.
Showing Muskingum River receding, Zanesville Division track under water.
Ellis, Ohio.
March 28, 1913.
Bridge 12, over Muskingum River, water receding; both approaches and all channel spans but one washed away.
52
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Dayton, Ohio, East Third Street.
March 28, 1913.
Pennsylvania Lines Freight House just back of box cars in center of picture. Some employees were marooned on top of box cars in the rear for 22 hours, and then for 28 hours longer in a small office on open platform.
Wellsville, Ohio.
March 28, 1913.
Looking east from Bridge No. 105. Platform and tracks on left of bridge floating.
53
East Liverpool, Ohio.
March 28, 1913.
C. & P. Division tracks under water along Ohio River at west end of city, near "Hill track."
Steubenville, Ohio.
March 28, 1913.
Rear of buildings which front on C. & P. Division main tracks, between passenger and freight stations.
54
STEUBENVILLE
Steubenville, Ohio.
March 28, 1913.
Cleveland & Pittsburgh Division Passenger Station, west end of.
Steubenville, Ohio.
March 28, 1913.
Cleveland & Pittsburgh Division at Pope Tin Plate Mill; main tracks between telegraph pole line and hopper cars.
55
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CHAPTER 6. SATURDAY, MARCH 29, 1913.
This, the fifth day of the flood, was the first in which full knowledge of the extent of the catastrophe could be had. The telegraph department had succeeded in restoring one or more wires over nearly all the system, excepting through such places as Zanesville and Delaware and a few other points where there was nothing to work with, and it was still necessary on account of the broken lines to send messages in a very round- about way. Engineers had been over nearly all the damaged track and bridges and made provisional estimates of the material and labor necessary to put them in shape for service.
"Taking stock" of the general situation, it was found that most of the minor damage had been so repaired that the forces could be concentrated at the points of greatest damage, namely :
On the Northwest System:
The eleven miles from Loudonville to Lucas, where five bridges were either destroyed or badly damaged.
On the Southwest System:
The thirty-six miles from Port Washington to Trinway, where three bridges were destroyed, most of the track and much of the roadbed was so damaged as to amount practically to destruction.
A mile or more of elevated track with several street bridges in West Columbus completely destroyed.
The bridge over the Scioto River at Marblecliff badly damaged and out of service.
The approaches to the Miami River bridge at Piqua washed out.
The twenty-nine miles from Roxanna, Ohio, to Foster, where thirty-three washouts, from 150 feet to 8,000 feet long each, were to be filled.
The twenty-seven miles from Eaton, Ohio, to Hamilton, where four bridges were practically destroyed, and numerous washouts were to be filled. The eighteen miles from Columbus, Ind., to Seymour, where there were numerous washouts and one bridge down at one end.
The bridge over White River at Muncie, Ind., destroyed.
On the Central System:
The bridge at Gambier, over the Kokosing River, destroyed, and approaches to the Mohican River bridge at Brink Haven washed out.
The Dresden Branch, 33 miles long, on which much of the track, particulary the bridge approaches, had been washed out.
The Walhonding Branch, 45 miles long, on which a trestle 1216 feet long was destroyed, four bridges were destroyed or damaged seriously, the approaches to nearly all bridges washed away, and numerous other pieces of track washed out.
59
The bridges over the Muskingum River at Ellis and Zanesville destroyed. The approaches to the Scioto River bridge at Circleville washed out.
The twenty-three miles from Oldham to New Comerstown, Ohio, where
numerous washouts were to be filled and the approaches to the Tuscarawas River bridge were washed out.
On the Vandalia Railroad :
The Wabash River had cut two new channels through the railway at Macksville, requiring trestling.
The Vincennes Division was washed out here and there for almost its entire length, with four bridges destroyed.
It was clear and cold all day and the water in all streams fell rapidly, excepting of course in the Ohio, which had begun to fall at Wheeling, but was still rising below that point. The water was still so high as to prevent starting repair work at many places. The Scioto River at Marblecliff was so swift that small riprap could not be dumped above the broken pier of Bridge 3. The telegraph line between Trinway and Adams Mills was still submerged, and linemen in boats were engaged in clearing the wires of driftwood, dead animals, etc., as fast as they were exposed by the falling water.
With the recession of water in the Wabash River at Logansport, it was found possible to re-establish passenger service between Chicago and Indianapolis via Richmond, and between Chicago and Piqua, Ohio.
By utilizing the two detour routes, over the Lake Shore from Cleveland to Clarke Jet., and over the Erie from Akron to Mansfield, passenger service between Chicago and Pittsburgh and points east was resumed in full, with the exception of Nos. 28 and 29.
Between Pittsburgh and Terre Haute, passenger service was resumed in part via Alliance, Hudson, Akron, Erie R. R. to Mansfield, Ft. Wayne, G. R. & I. Ry. to Richmond, and Indianapolis, at which point the Vandalia Railroad was opened in the afternoon.
From Richmond to Miami City (West Dayton) relief supplies were handled without transfer, and arrangements were made to resume passenger service on the next morning (Sunday).
By transferring passengers around washout near Columbus, Ind., it was possible to take three or four hundred of them from Louisville to Indianapolis, using the B. & O. from Seymour to North Vernon.
60
Coshocton, Ohio, west of
March 29, 1913.
Bridge 100, Pittsburgh Division, over Muskingum River. Water had receded several feet.
View east from west bank of river, 11:00 a. m. Two spans standing,
two entirely destroyed.
Coshocton, Ohio, west of.
March 29, 1913.
View east, east of Bridge 100, showing roadbed destroyed for two thousand feet.
61
Trinway, Ohio.
Water had fallen 10 feet.
March 29, 1913.
PENNS
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Marietta, Ohio.
March 29, 1913.
Pennsylvania Lines Passenger Station at left, and Freight Station at right, when water was at highest.
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CHAPTER 7. SUNDAY, MARCH 30, 1913.
Warmer, cloudy weather everywhere, threatening rain, brought gloomy forebodings to all, for in the last week of March it rains on the slightest provocation. It did not begin until evening, but during the night there was a general rainfall over Ohio and Indiana.
Rivers continued to fall, except the Ohio, which was still rising from Cincinnati west, but most of them were still high and swift, higher in fact than the usual flood stage.
Repair work continued unabated all day and all night, as usual.
By the opening of the Sandusky Branch through Delaware, an outlet was made for the passengers, mail and express marooned at Columbus. Those for the east were taken to Bucyrus; from there to Mansfield over the Ft. Wayne, to Akron over the Erie, and to Pittsburgh via Hudson and Alliance. Those for the west were taken from Bucyrus to Ft. Wayne over the Ft. Wayne route, from there to Richmond on the G. R. & I .; to Indianapolis on the Pan Handle, and to Terre Haute on the Vandalia.
Passenger service between Pittsburgh and Chicago was maintained via both the Lake Shore and Erie detour routes. Louisville-Chicago passenger trains were enabled to run through by detouring over the B. & O. S. W. from Seymour to Mt. Vernon, using the Madison Branch to Columbus, Ind., thence to Indianapolis, to Richmond, to Logansport, and Chicago.
Through service on the Pan Handle from Chicago to Columbus, Ohio, was accom- plished by transferring passengers, baggage, etc., at Piqua, over a foot bridge constructed over the washout, and at Marble Cliff over Bridge 3, on which temporary planking had been laid.
To provide a through route for the Southwest System to Pittsburgh, it was found that the quickest result could be obtained by opening up the C. A. & C. between Columbus and Orrville, and the Southwest System was asked to extend such aid as it could to this end.
As some of the reconstruction gangs had ahead of them from one to several weeks work, it was arranged to institute a regular sanitary supervision of the camps, through the Medical Corps of the Voluntary Relief Department.
Six medical officers were detached from the regular service and put in charge of the work. A car was fitted up for each gang, equipped with medical and surgical supplies for the treatment of sick or injured workmen, and the men were instructed to report for attention when feeling the least indisposition or following the most trivial injury. They did this, and many cases of minor illness were treated immediately, avoiding what otherwise might, under the unusual conditions, have developed serious illness. Cuts, scratches and bruises were promptly dressed to guard against infection. More serious injuries were very few.
63
The sanitary supervision covered the following principal points:
Regular inspection of drinking water supply.
Arrangements for disposal of garbage and human excreta.
Daily inspection and ventilation, and any necessary fumigation of bedding. Careful watch for contagious diseases or any unsanitary conditions.
The result was that notwithstanding the exposure to inclement weather, unusual hours of meals and work, sleeping in crowded quarters, etc., there was not a case of serious illness developed and there was no delay or inconvenience chargeable to the men not being in physical condition for work, throughout the whole undertaking.
Coshocton, Ohio.
March 30, 1913.
Main line of Pan Handle, looking west toward Coshocton. Gravel pit tracks in foreground.
64
-
West Columbus, Ohio.
March 30, 1913.
B. & O. R. R. Crossing, looking west. Material of former fill being reclaimed as much as possible.
Dayton, Ohio.
March 30, 1913.
Dayton Union Bridge over Miami River, from west side, just after Big Four had begun construction of temporary trestle.
65
16512
Zanesville, Ohio.
March 30, 1913.
Looking north over Pennsylvania Lines Yard. Fifth Street City Bridge in distance.
March 30, 1913.
Zanesville, Ohio.
Pennsylvania Lines Passenger and Freight Stations after water had receded. High water line was at the window sills of the second story of the freight station and eaves of the freight shed.
66
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Zanesville, Ohio.
March 30, 1913.
Looking north over Pennsylvania Lines Yard. Fifth Street City Bridge in distance.
March 30, 1913.
Zanesville, Ohio.
Pennsylvania Lines Passenger and Freight Stations after water had receded. High water line was at the window sills of the second story of the freight station and eaves of the freight shed.
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