Standard history of Pittsburg, Pennsylvania, Part 116

Author: Wilson, Erasmus, 1842-1922; Goodspeed, Weston Arthur, 1852-1926. cn
Publication date: 1898
Publisher: Chicago : H.R. Cornell & Co.
Number of Pages: 1192

USA > Pennsylvania > Allegheny County > Pittsburgh > Standard history of Pittsburg, Pennsylvania > Part 116

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In 1837 eight lead factories produced 902 tons per annum. In 1857 three factories produced 2,754 tons, and in 1875 six factories consumed 5,000 tons of pig lead. In 1888 the six firms corroded about 12,000 tons of lead. using about 300,- 000 gallons of linseed oil and turning out 1,050,000 kegs of twenty-five pounds of white lead each. The mixed paints grew up in the seventies and eighties.

The Pittsburg Chamber of Commerce was chartered on July 8, 1876, in Com- mon Pleas Court No. 2 by the late Judge Thomas Ewing, the charter members being as follows: Hon. Thomas M. Howe, president; J. F. Dravo, William McCreery, J. T. Stockdale, Mark W. Watson, J. K. Moorhead, H. W. Oliver, Jr., J. S. Slagle, vice-presidents; A. M. Marshall, Captain R. C. Gray, Joseph D. Weeks, Edward Gregg, C. Meyran, J. G. Siebeneck, Simon Reymer, Dr. David Hostetter, George A. Kelly, T. Brent Swearingen, G. W. Hailman, C. A. Carpenter, William Frew, Daniel Wallace, S. S. Marvin, M. F. Herron and Arthur Kirk. The membership on April 1, 1896, was 595; there were added from then to April 1, 1897, 259; lost from resignation, by death and other causes, 65; leaving a net membership of 791, besides two honorary members, on the list of April, 1897. Recently the Chamber of Commerce has taken steps to erect a new building at a cost not to exceed $1,000,000. The Railway Freight Bureau is a late organization emanating from the chamber.

The following table shows the capital in excess of $1,000,000 invested in the industries of this vicinity, according to the census of 1890:

Foundry and machine-shop products. $10,167,288 Iron and steel. 48,266,434

Glass. 7,439,619

Iron and steel pipe, wrought. 3.767,038

1893

290,500 bushels

949

Liquors, malt. $2,927,720

Bridges. .

2,099,248

Brick and tile.

1,187,777

Clothing, men's, custom work and repairing 1,143,207

Gas, illuminating and heating

2,758,166

Iron and steel nails and spikes

1,601,499

Lumber and products.

1,348,496

Petroleum refining

1,465,409

Printing and publishing, book and job.

1,425,92I

Printing and publishing, newspapers, etc.

1,558,057

The following from the census of 1890 shows the capital invested in other leading industries :

Brass castings and finishings. $622,577

Bread and other bakery products 642,043

Carriages and wagons, etc. 463,127

Clothing, men's, factory product 555,200

711,600

Coke.

616,832

Confectionery .

503,049

Flouring and gristmill products

537,500

Ironwork, architectural and ornamental.

315,296

Bolts, nuts, washers and rivets.

332,344

Masonry, brick and stone.

577,677

Paints.

428,445

Patent medicines and compounds.

333,237

Pickles, preserves and sauces

399,000

Slaughtering and meat packing

321,500

Saddlery and harness. .

232,952

Tin and copper smithing, etc.

437,45I

Tobacco, cigars and cigarettes.

386.302

Pittsburg Census of 1890.

No. of Establish- ments Reporting.

Capital.

Average No. of Employes.

Total Wages.

Cost of Material.

Value of Products.

Brass castings and brass finishings

$ 622,577

273

$ 194,790

$ 465,936

$ 805,610

Foundry and machine shop products.

IO.167.288

5,623

3,382,175 13,170,887

4,930,726 29,096,574

49.718,729

Bolts, nuts, washers,

3.32,344

127

76,734

310,74I

427,91I

Nails and spikes, cut

1,601,499

783

466,257

1,899,363

2,560,09 1

Iron and steel pipe,

wrought

3.767,038

1.979

1,073,805

4,121,382

5.992,395

Ironwork, Architectural and ornamental. ...

315,296

238

156,895

360,968

627,223

Tinsmith, coppersmith

437,45I

302

208,759

184,822

502,507

and sheet-iron working. Other tools.

1 57,097

123

66,524

100,949

187,149

Wire work 4

1,772

6,901

5,259

15.767

No. of

Establish-

Allegheny Census of 1890.

ments Reporting.

Capital Invested.

Average No. of Employes.

Total Wages.

Cost of Material.

Value of Products.

Foundry and machine shop products.

$1,847,262

1,264

$ 674,161

$ 827,629

$1.795.878

Iron and steel ..

4,490,162

2,210

1,269,627

2,491,187

4,470,753

Ironwork, architectural and ornamental.

89.679

101

60,815

80,320

164,151

Tinsmithing, copper-

smithing and sheet-

iron working. ..

139.703

125

78,075

88,207

209,982

Iron and steel.

48,266,434

20,656

rivets, etc ...

and wrought

10,706,616

Coffee and spice.

HISTORY OF PITTSBURG.

CHAPTER XXXIV.

SOME OF THE LEADING EVENTS IN THE RECENT HISTORY OF PITTSBURG-THE REPU- DIATION OF THE RAILWAY BOND INDEBTEDNESS -- COMPULSORY MEASURES OF THE SUPREME COURT-IMPRISONMENT OF THE COMMISSIONERS FOR CONTEMPT OF COURT- -THE RAILWAY FACILITIES OF THIS VICINITY-BURNING OF THE COURTHOUSE IN 1882-CONSTRUCTION OF THE PRESENT COURTHOUSE AND MUNICIPAL BUILDINGS -BUSINESS OF THE POSTOFFICE-LIST OF POSTMASTERS-LENGTH OF STREETS- THE INCLINES-THE STREET-CAR LINES-THE CITY TELEGRAPH AND TELE- PHONE SYSTEMS-THE WATER-SPOUT OF 1874-PLANS FOR CONSOLIDATION DEFEATED-THE EXPOSITION SOCIETY-POPULATION AND FLOODS-THE AD- MISSION OF NEW WARDS-LISTS OF MAYORS OF THE TWO CITIES-RECENT IMPORTANCE OF THE WATER-WORKS SYSTEMS-DAVIS ISLAND DAM-JOINT

FORCES OF THIS VICINITY-COUNCILMANIC APPORTIONMENT - THE STRIKES OF 1877 AND 1892-ALLEGHENY OBSERVATORY-THE QUES- TIONS OF MUNICIPAL GOVERNMENT AND BUSINESS CONSOLIDATION.

The financial revulsion which began in 1857 and continued several years broke down several railroad enterprises in which this community was inter- ested. The commencement and continuance of the war still further delayed such projects. In 1863 the Steubenville Road, under a new organization, was considerably improved, and one of its branches, the Chartiers Valley Road, was also slowly advancing toward completion. The coal interests along these lines demanded their speedy opening. In 1864 the extent of the Connells- ville. Road to Cumberland was well in hand. So also was the Allegheny Valley Railroad into the oil regions. In 1864 the tunnel connecting the Pennsylvania Railroad with the Pittsburg and Steubenville Railway was built. On July 30, 1861, the Duquesne depot, which had been erected in 1854 at a cost of $110,000, was destroyed by fire. In 1860 the railway indebtedness of Allegheny was $400,000, of Pittsburg $1,800,000, and of Allegheny County $2,300,000; total, $4,500,000. At that date the total assessed valuation of the county, outside of the city, was $12,500,000, of Pittsburg $10,500,000, of Allegheny $3,000,000; total, $26,000,000. The railroad indebtedness was thus more than seventeen per cent. of the assessed valuation of the county. In June, 1859, a mass meet- ing of the citizens was held, and resolutions were adopted instructing the county commissioners not to levy a tax for the payment of interest on the railway bonds. The commissioners did as requested. In March, 1860, another immense mass meeting was held denouncing the action of the court in deciding against the county certain suits on the bonds, and applauding the course taken by the commissioners, and even encouraging them to resist the mandates of the Supreme Court. It became evident soon that the county would be compelled by the courts to pay all its railway indebtedness. In November, 1860, an immense anti-tax convention was held, and after investigation it was learned that a levy of eight mills on the dollar would be required for county expenses, and seven mills on the dollar for the railway indebtedness. In December, 1860, it was

950

951

HISTORY OF PITTSBURG.

calculated that Pittsburg owed $108,000 of interest on the city railway bonds and $55,730 of interest on the county bonds. Allegheny owed $24,000 interest on its municipal bonds and $15,923 on the county railway bonds. Under the orders of the Supreme Court this interest must be paid. The county com- missioners were Messrs. Patterson, Brauff and Hamilton, all three of whom were put in jail for contempt of court in refusing to obey its mandates and held there until it became certain they were willing to levy the requisite tax. During the year 1860 the excitement over that question was scarcely exceeded by that of the dissolution of the Union by the South. The convention of November, 1860, denounced the Supreme Court in severe terms, and among the resolutions passed was the following clause. "We ask for the removal of the whole bench (Supreme Court), as they have disgraced their high position." In the railway mandamus cases each of the county commissioners had been adjudged guilty of contempt, fined $1,000, and sentenced to jail until the fine was paid. They refused to pay the fine, and were accordingly sent to jail on March 6,-1860. Two of them were not released until late in May, 1861, at which time their fines were paid by the county. The difficulty was finally settled by a compromise, the cities and county in the end being required to pay substantially the whole amount of the indebtedness, with interest added. In November, 1862, judg- ments against the city on its railway indebtedness aggregated $294,277.26. At this time levies were made upon the city water-works and other property through the United States Court.

In January, 1862, the Allegheny Councils took steps to have the old canal within its limits abandoned by the railway company. The Pittsburg and Erie Railway was still advancing toward completion in January, 1864. The cars ran over the Fort Wayne Road to Homewood, thence to New Castle and thence to Erie. On June 30, 1864, the first through train ran from Erie to Pittsburg. By means of its rivers and railroads Pittsburg has been supplied with the material required in its manufactories. The early turnpikes, the Pennsylvania Canal, the Pennsylvania, Allegheny Valley, Baltimore and Ohio, Pittsburg and Steubenville, Chartiers Valley, Pittsburg and Erie railroads, and the Allegheny and Monongahela rivers pour into the great establishments of Pittsburg and vicinity the supplies necessary for their successful operation. The old Allegheny aqueduct, which had been rebuilt by Mr. Roebling early in the forties, was a wire suspension dock on piers. For several months prior to April, 1861, it had continued to sag, until it was lowered three or four feet, but on Sunday, April 14, 1861, it sank so badly between the second and third piers from the Allegheny side that thereafter it was wholly useless and was never again used.

Owing to the location of Pittsburg at the junction of two rivers, it has been necessary for the convenience of the inhabitants since the earliest time to build many bridges to unite the various sections of the city. There are in Allegheny County, crossing its four navigable rivers, a total of about thirty bridges. In addition to these, many small streams within the limits of the city are spanned by bridges which cost nearly as much as those crossing the rivers. Probably no city in the world has spent more for bridges than Pittsburg and vicinity. All the bridges spanning the Monongahela River within the limits of Pittsburg are free of toll; on the other hand, all connecting Pittsburg and Allegheny exact toll, and are likely to do so until the consolidation of the two cities. Fourteen bridges cross the Monongahela River between the Point and Dravosburg. The most noticeable of these are the suspension bridge at the Point, the steel truss bridge at Smithfield Street, the steel truss bridge at Birming- liam, the steel truss bridge at Laughlin furnaces, the iron truss bridge of the Pan-Handle Railroad, the steel truss bridge of the Baltimore and Ohio Railroad.

952

HISTORY OF PITTSBURG.

Ten bridges span the Allegheny River between Sharpsburg and the Point. The principal of these are the steel truss bridge at Sixth Street, the wooden-covered bridge at the Point, the iron-beam suspension bridge at Seventh Street, the steel truss bridge at Ninth Street, the iron truss bridge of Fort Wayne Railroad at Eleventh Street, and the iron truss bridge at Sharpsburg. Only one bridge crosses the Ohio River within the limits of the two cities, viz., the Ohio con- necting bridge of the railways.

Since the war Pittsburg has steadily expanded its transportation facilities, until at the present day all parts of the Union are quickly and readily reached. The Pennsylvania Railroad connects the city with the Atlantic coast. The Allegheny Railroad unites it with the Great Lakes and with the great coal fields of Northwestern Pennsylvania. The Pittsburg and Steubenville Railroad later became the Pan-Handle, and serves as an outlet to the West and Southwest. The Cleveland and Pittsburg joins the city to the lake system, as do also the Pittsburg and Lake Erie and the Erie and Pittsburg and others. The Pittsburg, Virginia and Charleston furnishes an outlet to the south, and the Western Penn- Pittsburg and Lake Erie and the Erie and Pittsburg and others. The Pittsburg, Mckeesport and Youghiogheny connects the city with the Connellsville coke regions. The Pittsburg, Virginia and Charleston, the Pittsburg, Youngston and Ashtabula and the Pittsburg, Bessemer and Lake Erie open up valuable fields, particularly the latter. The railway facilities of this locality are unsurpassed. Not only do they furnish excellent means for the conveyance of the products of Pittsburg to market, but they bring to Pittsburg coal, iron and many other products needed by the great factories. But great as are the facilities, recent years have developed the fact that the numerous manufactories here require still better communication with the great iron mining districts. A knowledge of this fact and the absolute necessity of taking a new step, caused the construc- tion of the Pittsburg, Bessemer and Lake Erie Railroad, and will eventually cause the construction of the Lake Erie ship canal, if the great iron interests of this locality are to be maintained. The extraordinary development of the iron and steel industry within the last dozen years renders it imperative that action should be taken to connect this locality not only with the mining districts of the lake regions, but also with those of the South. The question arises, where are the great iron and steel manufactories to obtain their future supplies of iron, etc? The only possible answer is, connect them closely with the great mines. If that is not done the industries will have to be removed to the mines.

On Sunday, May 7, 1882, the Courthouse was destroyed by fire, but for- tunately the records were saved. This compelled the county to take immediate steps for the erection of a new building. The county commissioners pur- chased the Western University building, at a cost of $80,000, and used it until the new structure was finished. Other buildings were purchased or rented for the occupation of the various county officers, the total cost amounting to about $123,000. Upon the subject of a new building all shades of opinion were expressed. Some persons thought that one costing one-half million dollars would be sufficient; others stated that a building costing not less than $5,000,000 should be erected. The matter was thoroughly discussed, and many plans were examined by the commissioners before any definite action was taken. Cor- respondence was opened with prominent architects in this and other cities, and it was finally decided to select five of that profession-one a resident of Alle- gheny County, two of the Eastern States and two of the Western. The fol- lowing gentlemen were selected: Mr. Post, of New York; Mr. Ord, of Phila- delphia; Mr. Boynton, of Chicago; Mr. Meyer, of Detroit, and Mr. Peebles, of Pittsburg. Mr. Post declined the offer, and Mr. Richardson, of Massachusetts, was substituted in his place. When the plans prepared by these architects were .

953

HISTORY OF PITTSBURG.

submitted it was ascertained, after they had been examined, that four-fifths of the citizens favored the plans prepared by Mr. Richardson, and the commis- sioners finally decided to accept them. He was instructed so to shape his designs that the building would not cost more than $2,250,000, and the equip- ments $250,000 additional. The County Commissioners, at a cost of $170,000, purchased sufficient land adjoining on which to erect a jail. Mr. Richardson's plans were handed to the commissioners about July 1, 1884. Bids were called for, and on August 18th all that had been handed in were opened. They varied from $2,695,556, the highest bid, to $2,198,000, the latter being the bid of Nor- cross Brothers, the structure to be built of Worcester granite. The latter bid was accepted, and at that time some additions were made which increased the cost to $2,243,000. Norcross Brothers began their work in September, 1884, and in April, 1888, Courthouse and Jail complete were turned over to the county commissioners. Bonds were issued to the amount of $800,000, and the remainder of the sum due the contractors was raised by tax levy. During the course of construction twenty-six slight alterations were made in the original plans, at an increased cost of about $14,000. The contract for furnishing and equipping the Courthouse was awarded to Norcross Brothers for $103,760. It is unnecessary to call the attention of the present generation to the architecture of this magnificent structure. As a whole it is the best and most original archi- tectural structure in the county. It is built in the Norman Romanesque style, and is a credit both to the county and to the architect.

The total receipts at the Pittsburg postoffice from the sale of stamps, stamped envelopes, postal cards, etc., for 1895, were $695,053.01, and for 1896 was $736,268.24. The change made in a century was very great. For the fiscal year ending October 1, 1790, the total postal receipts at Pittsburg were $110.99. For the fiscal year ending June 30, 1894, the receipts were $611,786.83. The trolley mail service was established in November, 1894. The postmasters have been John Scull, George Adams, Mrs. George Adams, Dr. Hugh Scott, John Johnston, William Eichbaum, David Lynch, James K. Moorhead, Robert W. Riddle, Chambers Mckibben, Samuel Roseberg, Robert Anderson, John C. Dunn, Sidney F. Von Bonnhorst, Wade Hampton, Joseph A. McClelland, J. H. Stewart, E. C. Negley, George H. Anderson, Benjamin Darlington, William H. McCleary, John B. Larkin, James S. McKean and J. C. O'Donnell. The first letter carrier was put on in 1841.

The Pittsburg Postoffice and Government building, although commenced late in the seventies, was not completed until 1892, nearly fourteen years after- ward. It is considered a superior piece of architecture, but will not compare in simplicity and grandeur with the Courthouse. It cost in round numbers $1,500,- 000, and is built of gray granite. Municipal Hall, which stands on Smithfield Street between Fifth Avenue and Virginia Alley, cost $408,790. The principal material used was brick, though sandstone was used for the facade. The build- ing is five stories in height, and almost from the start was too small to accommo- date the city offices. The new building for the department of public safety was finished in 1897, at a cost of $200,000. It is five stories in height, without special ornamentation, and is built of Ligonier stone. The new Allegheny Postoffice and Government building, on Ohio Street near Federal, was com- pleted in 1897, and is one of the most beautiful architectural structures in that city. Its dome is embossed on the exterior with gold foil, and the orna- mentations of the structure generally are rich and attractive. It cost about $250,000.

There are at the present time in Pittsburg 403 miles of streets, of which 253 miles are paved with asphalt, stone, cobble or block. In Allegheny there are 120 miles of streets, of which 79 are paved. Both cities have ceased to

954

HISTORY OF PITTSBURG.

use blocks or cobbles, and now employ altogether asphalt, owing to the demands, particularly, of bicycle riders.

The high lands within the city limits have rendered it necessary that some means should be devised to reach their summits, and accordingly inclines on which cars run regularly have been devised. The first was built in 1870 and connected West Carson Street with Grandview Avenue on Mount Washington. It was used until 1882, and was then replaced with a double incline, one line for freight and one for passengers, each 640 feet in length. The second was built in 1871 to the summit of Mount Oliver, and was likewise double, to accommodate both freight and passengers. Its length is 1,600 fect, and perpen- dicular height 377 feet. The next built was at Castle Shannon, a distance of 2,112 feet, springing from Carson Street near South Third Street to Bailcy Avenue. This line, which is also double, was rebuilt and much improved in 1891-92. Another incline built about this time was the double track, springing from West Carson Street to Duquesne Heights, with a length of 793 feet. In 1882 another was built from Liberty Avenue to Cliff Street, and is also double. In 1886 the Saint Clair incline, extending from South Twenty-second street to St. Clair Heights, was built, the length being 1,320 feet, the line being double. In 1887 the Nunnery Hill incline was constructed, springing from Federal and Fairmount streets. Another is the Fort Pitt incline, rising from Second Avenue to Bluff Street, the total length being 2,640 feet and the perpendicular height 375 feet. It is double, carrying both freight and passengers. The Knoxville incline springs from Eleventh and Breed streets to Knoxville. Another one recently built extends from Sarah and Taggart streets in Allegheny to Clifton Park, and conveys both passengers and freight. The Troy Hill incline in Alle- gheny rises from the Butler Plankroad to the top of Troy Hill, a perpendicular distance of 370 feet. Other inclines have been projected and no doublt will be built in the near future. In several instances the street-car lines have leased the right to run their cars over the inclines.

As noted elsewhere, the first street-car line was called the Citizens', extend- ing from Fifth Street along Market Street and Penn Avenue to Lawrenceville, and was opened in 1859, the cars being drawn by horses. The second line opened extended from Pittsburg to Birmingham, and soon afterward another was opened from Pittsburg through Allegheny to Manchester. These served as trunk lines, and thereafter branches were added until the principal sections of the city were supplied with transportation facilities to the down-town dis- tricts. Horse cars sufficed very well in the days when the city was small, and when the suburban towns were reached by rail. As the population grew, and the intervening space between the city proper and its suburbs became built up, the accommodations of the horse cars became inadequate. That mode of travel was too slow. Rapid transit became a necessity. The idea of the cable as a means of propulsion of street cars was regarded as an inspiration. It was a great suc- cess. When the cable lines were laid along Fifth Avenue and Penn Avenue to East Liberty, the problem of rapid transit was thought to be solved for a long time. This was less than eight years ago. If some one had predicted, at that time, that in eight years the cable lines would be pulled up and the conduits removed from their substantial foundations; the prophet would have been jeered at as a most visionary man. The march of improvement has found the cable lines inadequate to a proper service. The growth of the population in districts remote from the main line rendercd it advisable to build feeders, and made a change of cars necessary at the intersection with the main lines. Electric cars can run from branch lines on to the main lines, obviating transfers of passengers. This is one of the reasons for the change. Another reason is the greater economy of operation by electricity. What of the future? Will the electric lines, with

955

HISTORY OF PITTSBURG.

overhead wires and trolley poles, be the last change? It is not probable. Experiments with storage batteries and with compressed air motors lead to the certainty that eventually each car will carry its own motive power, held in small compass, and render unnecessary the disfiguring poles and the dangerous wires. The three lines first to be operated by cable were the Central, the Citizens' and the Pittsburg, Oakland and East Liberty. All the street cars of this vicinity are now consolidated into six companies, as follows: The United Traction Company, the West End Traction Company, the Birmingham Traction Com- pany, the Consolidated Traction Company, the Schenley Park and Highlands Traction Company, and the Suburban Traction Company. These lines and their branches furnish ready access to all parts of both cities and suburbs. All are operated by electricity. The total capital of the six companies aggregates $47,785,000, and the companies carry a bonded indebtedness of over $16,000,- 000. They give employment to 3,800 hands, and traverse 337 miles of streets.

The telephone and telegraph systems of this vicinity are important append- ages to the means of communication. The telegraph was steadily improved after it was first introduced late in the decade of the forties. Pittsburg was one of the first cities to adopt a telephone system, and as the city has contin- ued to grow the number of instruments in use has likewise increased. The sys- tem is controlled by the Central District Printing and Telegraph Company. The total number of telephones in this district is 6,000. There are in Allegheny County a total of 33,000 miles of wire, of which about 10,000 are underground. The Western Union Telegraph Company has about 2,100 miles of wire in Alle- gheny County. The company has sixty-three branch offices in Pittsburg and Allegheny. The Postal Telegraph Company has about 1,300 miles of wire in the county, of which 377 are in Pittsburg and Allegheny. The development of the telegraph and telephone systems has been so gradual that business men do not realize how necessary they are for the transaction of business.

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Standard history of Pittsburg, Pennsylvania, Part 116

Author: Wilson, Erasmus, 1842-1922; Goodspeed, Weston Arthur, 1852-1926. cn Publication date: 1898 Publisher: Chicago : H.R. Cornell & Co. Number of Pages: 1192

Author: Wilson, Erasmus, 1842-1922; Goodspeed, Weston Arthur, 1852-1926. cn
Publication date: 1898
Publisher: Chicago : H.R. Cornell & Co.
Number of Pages: 1192