Clearfield Republican. [volume] (Clearfield, Pa.) 1851-1937, 1881-06-01


should the completion of the road |
delayed to Pittsburgh, that the Wes
crn railways, then about TO be col
structed, would form unfriendly all
anoes and divert their traffic to il
competitors. As quantity stated i
1919 by Colonel Patterson, then Pres
dent Of tho road. "The Wester
trade attracted TO Philadelphia whe
the pack-horse Of the primitive trans
porter trod the route now chosen 70
; the Pennsylvania Railroad, as well by
tho commanding advantages of he
geographical position as Dy the un
snllled reputation OF her merchants 10
probity and good faith, had been L
some extent withdrawn from her b.
the profuse liberalily with which he
Northern and Southern sisters hac
taxed their capital and credit to sur
mount, by artificial means, the barrier
with which nature had environeC
them" 1t was absolutely necessary
(the road having been built US far al
Altoona) that a supreme effort should
he made TO raise the funds required L
avoid the Portage, with its inclined
planes, between Hollidaysburg anC
Johnstown, and make prompt cOnnec
tion at Pittsburgh with the Ohio river
the great channel for Western trade
Urgent appeals were made to the city
and the citizens of Philadelphia for
additional subscriptions, aud the neces.
sary amount having been thus obtained
to complete the Western Division TO q
connection with the Portage Road on
the 10th of December, 1852, the work
on the mountain division was steadily
pressed forward, so that on the 10Th
Of February, 1854, tho planes were
dispensed with and trains ran through
IN fifteen hours from the Delaware 10
the Ohio
This result, attained through eight
years Of incessant labor, was but the
first victory in the struggle for com.
peIitlve traffic. In the very first re-
port TO the shareholders the question
of extensions beyond Pittsburgh was
fully discussed, and at each annual
meeting thereafter the company in.
dorsed the policy of aiding its Western
connections and thereby establishing
intimate relations with them as feeders
OF the main line. 1t was in this school
and with firm faith in its teachings
that Mr.. Scott grew up, and no sooner
had lie become one Of its executive
officers than his influence was strenu.
ousl y exerted toward building up u
trunk line, whose roots should draw
life and vigor from the commercial
centres OF the West, and whose vigor-
Gus and healthy growth should bring
ever-increasing prosperity to tho city
so nobly identified with its early devel.
opment.
ADVANTAGES TO PHILADELPHIA.
The history Of the company faith.
fully reflects our national progress for
thirty years past, and in watching its
steady growth until the gross revenue
of scant $3.50, 900, OF the main line in
1850 had grown in ten years to nearly
s6,OOO,OOO, in twenty years TO over
Sl7, 900 900, and in thirty years to
S26, 100000, while the tonnage of |,
$50, 900 tons of 1860 had grown TO
over 100000 tons in 1880, we can
the labors and responsible
ties that have accumulated upon its
executive officers and the gravity of
the questions with which they have
had to grapple. The cardinal article
OF their faith has been to demand and
preserve for Philadelphia the advant.
ago of her geographical position and
insist upon an allowance in her favor
by reason of her shorter distance to
the seaboard, as against New York |
and Boston. Thrice has this battle
been fought, in 1859, 1867 and 1876, |
and each time have her competitors
been compelled to acknowledge the
Justice Of her position and retire from
the contest. This has secured to our
city the full fruits Of the policy which |
from the earliest days of the road has
stimulated the construction of tributa-
ry railways, and which the stockhold.
'rs have approved from time TO time,
lntll the iron fingers of her ouLstretch.
I'd hand reached Erie, Ashtabula,
cleveland, Toledo and Chicago on the
Lakes, ST. Louis on the Mississippi and
Louisville, Cincinnati and Wheeling
IN the OHIO river. The same broad
,olicy has secured additional termini
IN the seaboard and divided the traf.
ic OF Baltimore and New York with
he lines local to those cities, so that
o-day there is no railroad in the world
which drains so large a territory and
ontrols in one ownership such an
xtensive system OF ro0ds. 1t is to
ar. Scott more than to any other one
nan that the splendid conception is
ue out of which has grown this impe.
ial domain, whose q oss revenues last
ear were thirty-six millions OF dollars
nd the net profit from which, after
ieeting all expenses and charges, was
yer three millions Of dollars and il I
'as his task to mould those Western
mes into one harmonious whole and
lake them not only sclfsupportng, but
source of financial strength to the
aren't company.
As early as 1852 the stockholders
ad authorized subscriptions in aid of
40 Ponnsy lvania and the OHIO and
indiana Roads, afterwards consolidated !,
ito the Pittsburgh, Fort Wayne and
hicago Railway, the Springfield and
Il. Vernon and Marietta and Cincin. I,
ati Roads, with the view OF securing :
with Chicago and Cincin. ,
All. In 1854 they authorized the in. :
of the bonds of the Stuben.
lilo and Indiana Railroad, in order TO !.
'cure the completion of the most
rect lint to Cincinnati, indianapolis !.
nd ST. Louis. In 1858, to secure the =
,mpletion Of the Fort Wayne Road |,
Chicago, they loaned that line the !
on rails taken from the Portage Road,
} tbaton the 25th of December of that
ear il was open to traffic for its entire
myth. In 1864 the Stoubenvile and
idiana Road was completed through !
Columbus, and the profit realized !
pom the Investment made on the Fort ,
'ayne Road was invested in the
ittsburgh and Steubenvile Road and
10 Holidays Cove Road into the Pitts. !
irgh, Cincinnati and st. Louis Rail. :
ay, and tho following year, in order /,
prevent the Erie Railway from se /.
ring the control of the Columbus,