The Scranton tribune. [volume] (Scranton, Pa.) 1891-1910, 1896-04-08

being monopolies. As early as 1887 the
agitation began for a through line. In
that year the Sunbury and Erie and the
Pittsburg and Susquehanna railroads
were chartered. but they lay languishing
many years. But in 1883 general con-
ventfon to urge the construction OF
continuous railroad met in Harrisburg
on the 9Th Of March; and that was the
beginning of the final absorption of the
old line of public works by the Trunk
Line that now reaches half way across
the continent. The convention OF 1888
memorialized the legislature and stirred
up public opinion; and the next year
| the Canal Commissioners appointed
Charles L. Schlatter to survey lines from
Harrisburg to Pittsburg. He reported
three routes, Of which the third was
that by the Juniata and the Conemaugh.
and was incontestably the best; 1t was
the route afterwards adopted, and the
one over which the traveller to the West
speeds today.
There was. however, both opposition
to and lack of interest in the new road.
The opposition came from the South
western end of the state, where the Bal
timore and Ohio had a strong following;
and several years went by before any
thing was DONE In 1915, however, a
public meeting was held in Philadelphia
to urge the prosecution of the work, ana
in April of the following year the de-
sired act to incorporate the Pennsylva-
MIA railroad was at length passed. BY
this act the capital of the company was
fixed at $500. 900. with the privilege of
increasing the same to $10,000,0O0: and
the law granting the right of way To the
Baltimore and Ohio railroad from Cum
1,x.,.I .I,s, fn .NCI,, n N.
gated In case the Pennsylvania railroad
should have S3,00O,OO0 subscribed and
81, 100000 paid in, and have Is miles Of
It's road under construction at each ter
minus before July 3. 1S47. These condi-
tions being complied with Governor
Skunk issued proclamation declaring
the Baltimore and OhioS privilege alb
rogated on August 2. 1S47. He granted
the company it's charter on February
25, 1S47.
THE ROADS ENGINEER.
From Georgia, where he had been
managing the Georgia railroad, came to
fill the important position of CHIEF en-
gineer of the new railroad a man whose
influence was destined to be all power
full in developing not only the great
trunk line but through 1t his native
state. This was ]. Edgar Thomson. born
in Delaware county in 1908, the son of
John Thomson, one Of the most ener-
getic and able civil engineers of the end
of the eighteenth century. To the strong
will and great power Of organization OF
the chief engineer as much as TO any
other cause was the success Of the Penn
sylvania railroad due.
On September 1, 1S49. the first division
of the road, from Harrisburg to Lewis
town, was opened. and on December 10,
1852, cars were run through from Phila-
delphia to Pittsburg, using the Portage
inclined planes to connect the two divis-
ions Of the Pennsylvania. In February,
1854, trains were run for the first time
without the use Of the inclined planes
and in the same month Mr.. Thomson
was elected president Of the company
THE Pennsylvania Railroad" says
Sipes' History, " was constructed in a
superior maner. and with the improve
ments since made Is undoubtedly the
most perfect road in America. Not
withstanding 1t had to overcome the
great Allegheny mOuntains-a barrier
which for a quarter OF a century had
been considered unsurmountable by a
railroad without inclined planes-yet it
was carried across by engineering skill
with faculty really astonishing. The
burg, where 1t is $40 feet above 9, and
rises regularly. At Lewiston 1t is 4Ss
feet above tide: at Huntington 61O; at
Tyrone $50, and at Altoona, where it
reaches the base of the mountain
proper 1t Is at an elevation of 1,16S feet
Up to this point the heaviest gradient
per mile has not exceeded 81 feet. From
short distance west of Altoona this
gradient is increased to 95 feet per mile
on straight lines and So feet per mile
on curves Thus ascending 1t reaches
Its eliminating point at the west end
of the great tunnel, where its attitude
above tn tide is 2. 161 feet. At Johns
town the elevation is 1884 feet and at
Pittsburg 74S feet.
BRANCHING OUT.
Following close on the completion Of
the through line came the agitation for
the sale of the old public works. 1t Is
unnecessary to enter at large now into
the history of the somewhat protracted
contention which ended in the purchase
of the main line by the PENNSYLVANIA
railroad, which 1t in the end acquired
free to the tonnage tax to the state.
BY this purchase and by the lease of
the Harrisburg and Lancaster railroad
the Pennsylvania railroad became own
ers Of the entire through line between
Philadelphia and Pittsburg.
The subsequent history of the road is
the history Of its gradual extention
both East and West as a trunk line
and its constant advance in improving
and bettering its road bed and rolling
stockAs for Its growth some dates may
be of service. The Pittsburgh, Fort
Wayne and Chicago railroad was OPEN
ed for business in 1858, and was leased
to the Pennsylvania in 1869. The Phil
adelphla and Erie railroad had been
leased in 1862: the Pittsburg and Steu-
benville. or Pan Handle, was bought in
1867; control of the Pittsburg. Cincinnati
and st. Louis was next obtained, and
the Columbus, Chicago and Indiana
Central was leased by the Pittsburg.
Cincinnati and st. Louis in 1869. The
Cincinnati and Muskingum Valley was
bought In 1869, and joint control over
the st. Louis. Vandalia and Terre Haute
and Indianapolis railroad, was secured
by the Pittsburg, Cincinnati and st.
Louis. Both these roads, however, are
now controlled by the Pennsylvania
railroad.
Subsequent leases and purchases in
1871 gave the Pennsylvania control of
the bridge over the Ohio at Cincinnati,
and In the same year the United rail-
roads OF New Jersey were leased and in
that year was incorporated the Penn
sylvania company, which now operates
all the interests of the Pennsylvania
railroad west Of Pittsburg, with one cy-
ception.
STATISTICS THAT TALK.
Other lines west of Pittsburg are the
Pittsburg, Youngstown and Ashtabula,
the Toledo, Walhonding Valley and
Ohio, which has only recently been
built; the Little Miami, and the Ceye-
land and Pittsburgh. Michigan is
tapped by the Grand Rapids and In
dlana railroad and two smaller lines ana
through Illinois runs the Toledo, Peoria
and Western to the Mississippi,
Striking out toward the South the
Pennsylvania railroad first acquired a
route to Baltimore by the Northar,,