USA > Pennsylvania > Allegheny County > Pittsburgh > Pennsylvania lines west of Pittsburgh : a history of the flood of March, 1913 > Part 8
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3-26
3-26
400
60
Embankment washed out west of Bridge No. 39 and Bridge No. 40 under No. 2 track.
3-27
1000
Mingo Junction, Ohio.
45
3000
Land slide covering No. 1 and No. 3 tracks and a few cubic yards on No. 2 track. No. 2 track opened immediately . . . .
3-27
4-4
3000 (Exeava.)
300
Tuscarawas, Ohio.
94
3600
Roadbed washed out 125' long, 4' to 8' deep. Nine pile bents placed under No. 2 track, Romigs Crossing ...
3-28
3-30
1200
150
120
96
1900
Ballast washed out under both tracks, 750' long, 2' to 4' deep. .
3-29
3-30
750
900
Gnadenhutten, Ohio.
97
1300
Bridge No. 92, north end west abutment undermined. Filled with riprap. (Dis- covered April 3) ...
4-3
700
West pier undermined at north end but not discovered at time.
Lock 17, Ohio.
3-29
3-29
50
100
97 99
5000 00
Roadbed washed out 100' long, 2' to 3' deep Embankment washed out 20' long on south side of tracks up to end of ties. .
3-29
40
99
4100
Roadbed washed out 300' long, 4' deep, No. 2 track bloeked up and both tracks filled .. Roadbed washed out, 600' long, 2' to 8' deep ..
3-29
4-2
2000
720
3-30
4-2
1000
360
100 101
3800 00
Roadbed washed out, 300' long, 2' to 8' deep Embankment on north side of tracks washed out to end of ties, 20' long ..
3-30
4-2
50
101
2800
Roadbed washed out, 3000' long; 5-bent trestle built under No. 2 track at small culvert.
3-30
4-2
1000
3600
60
Port Washington.
102
2200
Roadbed washed out 750' long, 2' to 7' deep; 40" concrete pipe put in temporarily under all three tracks; ballast badly washed for 500' east .. .
3-30
4-2
4000
900
102
4400
Roadbed washed out 400' long, 3' deep; ballast washed 200' further ...
3-30
4-3
1500
1000
103
200
Ballast washed out under all tracks 3000' long; including 1 hole 400' long, 3' deep; 1 hole 60' long, 4' deep, and 1 hole 150' long, 2' to 8' deep.
3-30 3-30
4-3
2000
1500
103 104
00
No. 1 track washed out 40' long, 3' deep .. . . Roadbed washed out 1600' long, 2' to 5' deep; ballast washed out 300' farther on east end.
3-30
4-3
4000 100
2300 360
104
1300
Ballast washed out 300' long ..
3-30
4-4
Cu. Yds. of Fill
Cu. Yds. of Ballast
2nd
35
3217
Wing wall washed out at Bridge No. 34 .. Ballast washed out under three tracks in Collier Yard, 200' long.
Date Cleared
Lineal Feet Trestle
122
3-29
4-2
800
540
100
2400
3300
50
PITTSBURGH DIVISION. DETAILED LIST OF DAMAGE DONE BY FLOOD OF MARCH, 1913.
Date Cleared
Lineal Feet Trestle
from
+Ft.
LOCATION AND DESCRIPTION
1st Track
2nd Track
1st Track
2nd Track
104
2000
Roadbed washed out 250' long, 12' to 15' deep. Trestle built on No. 2 track. Ballast washed badly for 1800' west .. .. .
3-31
4-4
4000
1000
132
104
4300
Embankment 300' long, 12' to 15' deep, washed away along No. 2 track .. .
3-31
4-4
1000
106
00
Ballast washed out 4300' long, including 1 hole 750' long, 2' deep, and 1 hole 850' long, 2' deep.
3-31
4-4
1000
2500
New Comerstown.
108
2300
Roadbed washed out under thrce tracks, 50' long, 2' to 3' deep. .
3-31
4-12
300
100
109
4800
Roadbed washed out 860' long, 14' deep, both tracks ..
4-3
4-12
43000
1000
803
480
110 110
3600
Ballast washed out 1350' under 3 tracks, including 1 hole 400' long, 3' to 15' deep .. . 4-3
4-4
4500
1600
Isleta.
112 112
800
Roadbed washed out 50' long, 2' deep
4-3
4-4
60
112
1700
Roadbed washed out 450' long, 2' to 6' dcep
4-3
4-4
2400
540
112
2900
Roadbed washed out 600' long, 2' to 8' deep
4-3
4-4
3000
700
117 118
2200 00
Bridge No. 96. Embankment badly washed Embankment washed along south sodline 2700' long, and 20' of Morgans Run East- ward platform washed away.
4-3
1000
120
00
Light slip on south slope along No. 4 track.
4-3
50
120
1500
Light slip on south slope along No. 4 track.
4-3
50
120
4200
North embankment washed under No. 3 track 50' long, 6' dcep
4-3
200
120
4600
North embankment washed out to end of ties along No. 3 track 100' long.
4-3
300
121
2500
Series of small holes washed out under No. 4 track
4-3
3500
100
123
100
North embankment washed out under No. 1 track, 500' long, 2' to 6' deep. . . .
4-3
4-13
600
150
123
700
North embankment washed out under No. 1 track, 160' long, 2' deep
4-3
4-13
100
30
123
3000
1500' of roadbed along No. 2 track badly washed to end of ties. . .
4-3
4-13
1000
100
123
4600
1600' of embankment washed out under drill track and 500' of siding to J. Clow & Sons plant all washed away.
4-3
4-13
6000
1300
124
700
Roadbed washed out under three tracks, 1000' long, 4' to 16' deep, and tracks washed out of line 20'.
4-3
4-13
22000
1800
124
2400
Roadbed washed out 450' long, 6' to 8' deep. Six cars derailed from siding. Ballast and bank cut out to end of ties 800' long, 4' deep, along No. 1 track, east of hole . . Roadbed washed out 1200' long, 6' to 10' deep. 1300' ballast washed out east of hole. 4 cars overturned.
4-3
4-13
4500
1000
124
4200
4-3
4-13
19000
3000
126
2600
Roadbed washed out 2700' long, 10' to 25' deep ..
4-12
4-20
60000
3300
2106
(Low Grade)
2140 396
800
Ballast out under No. 2 track 500'.
4-3
200
1000
Roadbed washed out 120' long, 2' deep.
4-3
4-4
150
West LaFayette.
4-3
200
Morgans Run.
(Excava.)
(Excava.)
Coshocton.
Cu. Yds. of Fill
Cu. Yds. of Ballast
Mile Post
Pittsburgh
123
PITTSBURGH DIVISION. DETAILED LIST OF DAMAGE DONE BY FLOOD OF MARCH, 1913.
Mile Post from Pittsburgh
+Ft.
LOCATION AND DESCRIPTION
1st Track
2nd Track
1st Track
2nd Track
127
00
Bridge No. 100, double track through truss; Piers Nos. 2 and 3 washed out; Span No. 2 settled at west end. Spans 3 and 4 turned over into river bed. After No. 2 track was opened on pile trestle Spans 3 and 4 were renewed for 2 tracks with deck plate girders on cluster pile bents.
4-13
6-11
306
. .. .
Tyndall.
127
4700
Bridge No. 101, concrete rail-top under- grade, and embankment 100' long for three tracks, washed out. Pile trestle built for three tracks, 85 lin. ft. each.
4-3
4-13
1600
180
85
85
Conesville.
131
00
Embankment along No. 2 track badly washed 1100' long
1400
Adams Mills.
133
00
4-3
3000
300
133
2700
North embankment badly washed 2250' long. No. 1 track washed out 500' long, 4' deep. . No. 1 track and siding to Icehouse washed out, 300' long. Ballast washed out 1800' long. .
4-3
200
1000
134
00
No. 1 track washed out 2' to 6' deep, 7100' long.
4-3
10000
2000
134
4200
Bridge No. 104, 10' arch, washed out; embankment washed out under both tracks, 400' long, 10' to 25' deep.
4-3
4-12
15000
500
344
300
Trinway.
136
00
1500' yard track washed out in Trinway yard ..
136
1300
Embankment slipped out under No. 1 and No. 4 tracks, 100' long; 23 piles driven along south side of bank ...
4-2
4-2
100
137
2700
Embankment badly washed along north side for 250'.
4-2
4-2
500
Frazeysburg.
144
300
Bridge No. 113, both abutments under- mined, cracked and settled; tracks shifted north and concrete slabs blocked up on timber .. .
4-2
4-2
Total Main Line.
230,500 3100 (Excava.)
36,760
4,386
2,971
New Cumberland Branch
4-4
3500
2000
6000 lin. ft. track lined and surfaced. 8000 lin. ft. sunken track surfaced. 35000 lin. ft. track mud cleaned off.
800 (Excava.)
P. W. & K. R. R.
3-31
6000
600
1200 lin. ft. track lined and surfaced. 13000 lin. ft. sunken track surfaced. 30000 lin. ft. track mud cleaned off.
Hickory Branch
3-31
500
Total, Branches.
10,000 800
2,600
(Excava.)
Date Cleared
Cu. Yds. of Fill
Cu. Yds. of Ballast
Lineal Feet Trestle
900
124
Gnadenhutten, Ohio.
April 21, 1913.
Bridge 92, over Tuscarawas River. West approach fill washed out, and replaced with stone and riprap. Abutment slightly cracked.
Port Washington, Ohio.
April 21, 1913.
View east, showing track as replaced for regular service.
125
Coshocton, Ohio, west of.
April 22, 1913.
View east, east of Bridge 100, showing new fill replacing conditions shown in the frontispiece.
-
Coshocton, Ohio, west of.
April 22, 1913.
View east, east of Bridge 100, showing pile trestle over deepest washout in fill.
126
Coshocton, Ohio, west of.
April 22, 1913.
Bridge 100, over Muskingum River; second span raised and supported on timber falsework on account of undermining of pier.
Coshocton, Ohio, west of.
April 22, 1913.
Bridge 100, over Muskingum River; trestle replacing one track across channel of river completed; driver starting work for second track.
127
Coshocton, Ohio, west of.
April 22, 1913.
Trestle replacing Bridge 101, a cattle pass. Rail used in cribbing is part of the top of the old bridge, which had a slab top of rail, brick and concrete.
Trinway, Ohio, east of.
April 22, 1913.
Trestle replacing Bridge 104, carrying an overflow from the Ohio Canal; 10 foot stone arch washed out.
128
CHAPTER 19. COLUMBUS TERMINAL DISTRICT. INDIANAPOLIS AND CINCINNATI DIVISIONS.
As all the damage in the Columbus Terminal district was done at one stroke, and as most of the repairs were made by the Indianapolis Division on both divisions, it seems desirable to let one account cover the whole situation.
The Scioto River flows eastwardly for about two miles toward Columbus, then turns abruptly south, separating Columbus into two parts, the main City on the east bank, and a residential section on the west side, which for convenience will be called West Columbus. Just before making the turn to the south, the Scioto River is joined by the Olentangy. These streams occupy a low valley, and as every flood stage would inundate West Columbus, that section has been protected by levees where the fill of the Big Four Railway does not answer that purpose. Through this district the rail- ways have all been raised in recent years to separate the grades of streets and railways. All tracks have been carried on embankments and overhead bridges span the principal streets.
The river, in this instance, was called upon to carry about twice as much water as the waterways at the bridges would accommodate, and the result was that the levees were overrun within a short time. Their construction was not calculated to resist the erosion from overflow, and these levees gave way very promptly. The fill of the Cincinnati Division then acted as a dam, with openings at each of the street bridges. These were insufficient to pass the great quantity of water, and the force of the deluge cut the embankment away wherever there was an opening until a sufficient waterway was provided. At the street crossings the current was so strong that it tore up the street surface and the concrete substructure and excavated holes ten or twelve feet deep. The material of the destroyed fill was washed far away; even the heavy boulders which made up a large part of the gravel used for fill were carried hundreds of yards, and strewn over everything, sometimes even piling up in the houses several feet deep.
The flood carried many buildings from above down through this district, and tore up and carried away innumerable residences through the whole of West Columbus. Houses were tumbled topsy-turvy everywhere; some were even left standing on their roofs; some were cut in two-one part being swept away, the other standing. Pianos, furniture and debris were scattered over the whole landscape when the water went down.
There were four main washouts on the Cincinnati Division tracks:
One between the Scioto River Bridge and the Hocking Valley crossing.
One just west of the Hocking Valley crossing.
One at the B. & O. S. W. crossing.
One at Central Avenue, including the viaduct,
Several others occurred in the same district, but they were not serious.
129
4
1
-
Bridge Nº3 (Indpls)and) over Scioto River
-Two miles West
-
Grandwien
Goodat 1
Ballast washed out
Pccasth Ry
-
Sales
mbankment washed out.
Ballast washed
out
Ballast washed out
--
--
-
H.V. RY
MalA)
-
Dublin
Pine
Olentangy
NORINHA@
PLCESTL.RY
scioto
Breaks in Levee
CCC & StL Ry Embankment forms
avec
River
28
AT&OC.RR
Breaks in Levez
Tracks und
mely
East abutment totally destroye Nest abutment domaged.
TYCH
Graad
Columbus, Ohio, West Side.
Sketch map showing tracks of Indianapolis and Cincinnati Divisions, direction of currents over lowlands, and points of main damage to roadbed and bridges.
130
nbortment
entirely go
*Kment gone
--
ccc&.StERy
West Columbus, Ohio.
March 26, 1913.
Cincinnati Division tracks, looking west from T. & O. C. crossing. Sandusky street
bridge over Scioto River appears in distance at right.
Marble Cliff, Ohio.
April 1, 1913.
Alignment of Bridge 3, over Scioto River, after west pier was undermined.
131
The Indianapolis Division tracks across the lowland north of the river were badly washed on both sides of the Olentangy River bridge (No. 1, Indianapolis Division). The bridge itself was not damaged, as it was protected by a heavy riveted-truss bridge of the Hocking Valley just above it set at an angle with the current, deflecting the debris which otherwise would probably have swept away Bridge 1. At Cincinnati Division Bridge 3, over the Scioto, the water came to the bottom of the lower chord, and a gang of men constantly kept the drift pushed down so as to pass under the steel work and it was not damaged. Bridge 3 on the Indianapolis Division, some three miles up stream, was but slightly damaged at first, although one pier had been under- mined sufficiently to throw the bridge slightly out of line, so that it was deemed unsafe for passenger trains. For one or two days days, however, it was used in hauling filling material for repair work, until it was further undermined and rendered unfit for any use on the 28th.
The water did not go down enough to permit repair work to commence until the 27th. On the 28th the Indianapolis Division had one track restored to service through from Columbus over the Olentangy and Scioto Rivers and the valley ibetween, but the Scioto River bridge (No. 3) was put out of service late in the day, after having been used but a few hours for relief trains for Dayton, and local passenger trains.
Bridge 3 is a double track, deck truss bridge, of three spans, high above the stream. The west pier was undermined on the north (upstream) side so that one of the two supports of the superstructure was let down enough to move the top of the truss 23 inches to the north, settling vertically 9 inches. The south end of the pier remaining in place, a crack developed in the pier, about 12 inches wide, from the top to the bottom of the masonry.
On the 29th, the pier was tied together with timbers and steel rods and the crack closed about an inch. Small dump cars were then used to dump stone around this pier (and the other one as well, as a precautionary measure) and support afforded the stone work. Sufficient rip-rap was put in the stream to form a foundation for frame bents to support the north half of the superstructure, which was jacked into place. It was not until April 7th that it was reopened for one track. Further repair was turned over to a contractor, the bridge being supported so that the old pier might be torn down and replaced with one of concrete. The track on the damaged side of the bridge was restored to service May 27th at reduced speed.
Work on the Cincinnati Division washouts commenced on March 27th. On the 28th the washout west of Hocking Valley crossing was made ready for work train service, and on the 29th, the one east of the crossing. A track was thus provided by which work trains might reach the more extensive break at the B. & O. S. W. crossing. There a "rundown" was made on either side, and the track connected across the gap on the 30th, eribbing being used where the water was still running through. The track was gradually raised and the crib filled in with stone from nearby quarries and dirt from a steam shovel put to work at Grandview.
At the fourth washout, Central Avenue viaduct, stringers were placed between the damaged abutments, supported on cribbing, and a fill made, using material from a contractor's steam shovel cut in near Alton. One track was put in service here on April 1st, and double track service was re-established on the Cincinnati Division on April 2d except for four gauntlets where the breaks had been, where only one track had been replaced. It was not until the 16th that the last of these gauntlets had been removed.
132
Within a few weeks, work was started on a new bridge to replace Central Avenue viaduct, necessitating a run-around track for temporary use.
At the Sandusky Street viaduct, the roadway under the bridge was partially filled with debris, but the structure was not damaged. At Rogers Avenue, the south wing walls were undermined by the deep scouring, and were repaired by filling in with con- crete, the structure being otherwise undamaged.
133
Marble Cliff, Ohio.
April 1, 1913.
Bridge No. 3, over Scioto River, showing west pier undermined on north side; cracked pier held together with iron rod bands; Rip-rap thrown in stream around it, and walkway from shore to pier suspended by ropes from Bridge superstructure.
Marble Cliff, Ohio.
April 23, 1913.
View west, at Bridge 3, over Scioto River, showing west pier being replaced.
134
West Columbus, Ohio.
March 31, 1913.
Looking east over washout west of Hocking Valley Crossing.
4+1
West Columbus, Ohio.
March 31, 1913.
Sandusky Street viaduct, looking toward river channel, at point where levee was washed entirely away, taking large water main with it.
135
CHICAGO. MILWAUKEE
30075
TLONTIC COANT DENTATEE
PUGET SOUNDI
203'
West Columbus, Ohio.
April 23, 1913.
Sandusky Street subway, looking north, after roadway had been cleared.
HAIRLA SIONTITI
West Columbus, Ohio.
March 31, 1913.
Rodgers Avenue viaduct-viaduct itself not damaged, but roadbed badly washed and pavement under viaduct destroyed.
136
SY
West Columbus, Ohio.
April 23, 1913.
Rodgers Avenue viaduct, showing condition of street pavement and subgrade under viaduct. Foundations of viaduct being deepened.
West Columbus, Ohio.
March 31, 1913.
B. & O. Crossing, looking west, showing forces at work replacing roadbed destroyed.
137
West Columbus, Ohio.
March 31, 1913.
View east, at B. & O. Crossing. Replacing fill washed away. Cars standing on old fill to right of center of picture, in distance.
West Columbus, Ohio.
April 6, 1913.
B. & O. Crossing; one track sufficiently restored to permit passage of trains.
138
West Columbus, Ohio.
April 23, 1913.
B. & O. Crossing, looking west; ballasting new track for resumption of service at regular speed.
West Columbus, Ohio.
March 30, 1913.
View east, showing Central Avenue viaduct being replaced with cribbed trestle, preparatory to making temporary fill.
139
West Columbus, Ohio.
March 31, 1913.
Looking north on Central Avenue; filling in from temporary cribbed trestle where viaduct was washed away.
West Columbus, Ohio.
April 6, 1913.
Central Avenue viaduct; fill temporarily replacing bridge.
140
CHAPTER 20. INDIANAPOLIS DIVISION.
The Indianapolis Division runs at right angles to the drainage basins, and the damage sustained was to bridges over the streams it crosses. The portion of the divi- sion from Urbana west to Richmond lies but a short distance south of the main divide, and as it lies also in the belt of heaviest rainfall, it was here that the flood first affected the Pennsylvania Lines.
At Piqua the Miami River, and near Richmond the East Fork of the White River, came up to the track level early on the 24th of March, and by night all the streams were at unprecedented flood stages. The track was badly washed out at New Madison, Ohio, and during the night a work train was started from Bradford Junction to make repairs. They had gone but about seven miles when Bridge No. 58, a stone arch over Middle Creek, or "Dry" Creek, near Gettysburg, Ohio, went down with the rear of the train, the heavy engine and three cars having crossed in safety. The foreman and five laborers were drowned; 14 other laborers, the conductor and two brakemen were injured. The injured were taken to Greenville and cared for until a detour route could be found to get them to a hospital at Piqua.
At about the same time, on account of washouts west of Urbana, train No. 3, enroute to Chicago, was detoured north over the Big Four Railway, to be taken to Union City and there returned to the Pan Handle. As it pulled over the Mad River bridge at West Liberty, the same stream which had caused the trouble west of Urbana, the bridge went down with the engine and one car. The train having been reversed in delivering it to the Big Four, the engine was backing, and the car next to it was the Columbus-Chicago sleeper. The engineman, fireman and pilot were on the engine. The first two got ashore with but slight injuries. The pilot was washed down the river but was able to cling to a bridge about half a mile down stream, from which he was rescued after daybreak. One end of the sleeper rested on the bank, and the other end swung around until the car rested on its side along the river bank. Several passengers were slightly injured, and a brakeman, who was riding in the end of the car next the engine, was killed or drowned and his body was not recovered for several days.
The injured were provided with blankets from the Pullman cars, and food supplies were confiscated from the express car for the passengers, for the track had been washed out back of the train, so that it was impossible to reach it from either side. It was not until noon (March 25th), when a relief train succeeded in getting within a mile and a half of No. 3, that the passengers, including the injured, could be transferred to this train and brought back to Urbana. Part of the crew was left in charge of the train, until it was returned to Urbana on the afternoon of the 28th.
On the 25th, the Indianapolis Division, cut into many pieces, found on its hands six passenger trains marooned at outlying points, with twelve more at Columbus terminal, and two at Richmond; and fourteen freight trains marooned at outlying points. Three
141
of these passenger trains (all east bound) were at Bradford Junction, where the Railway Y. M. C. A. afforded facilities for caring for passengers. Some of the passengers amused themselves by getting up a newspaper, which a local publisher printed for them, on March 27th. Two trains, one in either direction, were stopped at New Madison, and one westbound train at Urbana.
The damage sustained by the Indianapolis Division, outside of Columbus ter- minal, which has been mentioned in a previous chapter, consisted of damage to bridges as follows:
Bridge No. 35, west of Urbana, over large ditch.
Both new and old line bridges undermined at one end. The old line bridge had to be supported temporarily on piling.
Bridge 37, west of Urbana, over large ditch.
Both new and old line bridges undermined.
Bridge No. 39, west of Urbana, over Spring Creek.
Both new and old line bridges undermined.
East abutment of bridge, carrying eastward track, so undermined that piling was necessary to carry it temporarily.
Bridge No. 50, Piqua, Ohio, over Miami River and Canal.
The bridge itself was not damaged, although the west abutment was undermined and one span had to be partly supported on piling. The east approach to the bridge was entirely washed away, and 140 lineal feet of pile trestle had to be con- structed before the gap could be closed.
Adjacent to this bridge were the concrete piers for a new bridge to replace it, being built in connection with track elevation work through Piqua. These new piers were not damaged, but the contractor's outfit engaged in the work was badly wrecked by the flood.
Bridge No. 58, west of Gettysburg, over Middle Creek.
Stone arch bridge, 18 foot span, completely destroyed.
Temporarily replaced with cribbing and frame bents. Will be replaced with 30 foot arch.
Bridge No. 64, west of Weavers, over Mud Creek.
West abutment undermined. Bridge supported temporarily on timber bents. Bridge No. 92, west of New Paris, over East Fork White River.
Abutments and pier practically destroyed. Superstructure for one track in river, had to be replaced with pile trestle; superstructure for second track supported on timber bents. Bridge to be replaced with through truss bridge with thirty feet longer span.
The road bed was damaged in a great many places, but few of the washouts were serious and most of them were repaired by simply replacing the ballast.
On March 28th, repairs had advanced sufficiently that one track was open over the Division except at Bridge 3, Marble Cliff; Bridge 50, Piqua; Bridge 58, Gettysburg; and Bridge 92, New Paris.
On March 29th, one track was put in service over Bridge 92, and a foot bridge was gotten across the gap at Bridge 50. The passengers from the four eastbound trains at New Madison and Bradford were brought to Piqua, where they walked across Bridge 50 to another train; then to Marble Cliff, where they walked across Bridge 3, over the Scioto; and then to Columbus, arriving about midnight. Thence those for the
142
Q
--
Urbana, Ohio, west of.
April 2, 1913.
Bridge No. 37, on old line, approaches washed away, abutments undermined.
Urbana, Ohio, 314 miles west of.
April 2, 1913.
View east at Bridge 39, over Spring Creek, showing undermined abutment.
143
Piqua, Ohio.
April 2, 1913.
Showing fill at east approach to Bridge 50, over Miami River and Canal, replaced by temporary trestle.
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