West Penn 700s Interior

[John Swindler]

>Jim Holland commented:
>
>In reference to the apparent very dark color of the interior as shown in 
>photos, it appeared *brown* to me  --  *Chocolate [Hershey] brown.*  The 
>reference to Hershey was simply the appearance of the interior bulkhead 
>color of WP--700s.
>

Just trying to defuse a possible rumor.


>	So what were the interior colors?  Someone else suggested possibly 
>shellaced / varnished wood.
>
> > >       I guess we all know the exterior is orange, NO?!  Do you see a 
>hint of *red* in that orange  --  JUST  Kidding; just kidding!
>


Well, Jim, now that you bring up the subject of West Penn Railways, (how do 
you like the way I slipped that in!) we have for today's offering this 
extract from the Centennial History of Connellsville 1806-1906.  Care to do 
some cross checking with CERA's West Penn book?  Reason is that I started 
reading the Connellsville Courier several years ago with the 1895 issues 
because of date found in the (enjoyable) CERA bulletin.  Looks like I should 
have started a bit earlier.




CENTENNIAL HISTORY OF CONNELLSVILLE, 1806-1906

Pp 418		WEST PENN ELECTRIC COMPANY

The acts of the Legislature of Pennsylvania providing for the incorporation 
of certain companies do not make it legally possible to conduct the electric 
lighting business under a street railway charter.  That income and profit 
from its surplus power might be properly realized the West Penn Railways 
Company organized December 5, 1904, the West Penn Electric Company with a 
capital stock of $500,000 and the following officers and directors: W. S. 
Kuhn, president; J. B. Van Wagener, vice president; J. H. Purdy, secretary; 
J. F. Cockburn, treasurer and Jerome Hill, Jr.

C. W. Scheck is now secretary and J. B. Van Wagener vice president and 
treasurer – no other changes are noted in the organization.
This company now practically controls the electric lighting and power 
business of Fayette and Westmoreland counties.  Among the more important 
plants operated by it are one at Connellsville and New Haven, Uniontown, 
Scottdale, Greensburg, Mt. Pleasant, Dawson and a number of smaller 
installations and much isolated business tributary to its lines.


PP 419		THE YOUGH LIGHT, HEAT AND POWER COMPANY

Organized primarily to furnish power to the Connellsville Suburban Street 
Railway Company and light to South Connellsville, this company was 
incorporated April 26, 1899, with $15,000 capital and the following 
directors and officers:  Joseph Soisson, president; John D. Frisbee, Joseph 
D. Madigan, W. A. Davidson, John F. Soisson, George J. Humbert and S. R. 
Slaymaker.  R. W. Soisson as secretary and treasurer.

Shortly after the erection of the plant a franchise was secured from 
Connellsville Borough, and the lines extended over a part of the town for an 
incandescent lighting service in competition with the Electric Company.  Its 
power house was located at South Connellsville.  This company is still in 
existence although it was sold early in 1902 to interests at present 
identified with the West Penn Electric Company.


PP 420		CONNELLSVILLE, NEW HAVEN AND LEISENRING STREET RAILWAY COMPANY

In the summer and fall of 1890, John K. Ewing, Jr., secured the necessary 
rights of way for an electric street railway from Connellsville to 
Leisenring, Pa.  On account of the inability of the company to secure the 
right to cross the suspension bridge (which was not considered strong enough 
to carry such heavy traffic) the line was built from New Haven to Leisenring 
under a charter from the state of Pennsylvania dated May 9, 1891.  The 
authorized capital was $100,000; $70,000 of which was paid in and bonds 
issued for $30,000.

The officers and directors were John D. Frisbee, president; Joseph Soisson, 
A. D. Boyd, John K. Ewing, Nathaniel Ewing, John K. Ewing, Jr. (who was also 
secretary), and E. T. Norton, treasurer.  John L. Gans was superintendent 
and looked after the construction of the road, which was completed October 
31, 1891. The first car was run on the afternoon of that day.  The car was 
crowded, for many were drawn out of curiosity to see the operation of the 
first “trolley” in Fayette County.  It was in charge of a representative of 
the General Electric Company, which had furnished and installed the 
electrical and power equipment of the road.

The run out to Leisenring was very successful, on the return trip, however, 
while coming down the hill into New Haven the motorman lost control of the 
car.  He put on the brakes, but the car slid and struck a passing freight 
train at the crossing of the South West Pennsylvania Railroad’s “Possum Run” 
branch.  The car struck with such violence that it was thrown back and 
turned clear around; the rear of the car was demolished.  The motorman and 
two or three others on the front platform jumped – escaping unhurt, but a 
man and a boy on the rear platform were thrown under the wheels of the 
passing train – the man being killed and the boy losing a leg.  The other 
occupants of the car came out unhurt excepting slight injuries from broken 
glass, etc., sustained by three of four and the general shaking up and 
fright given.

This was a serious blow to the commercial and financial success of the road, 
and plans were at once laid to avoid this dangerous grade, which was 
accomplished, about a year and a half later, but the purchase of a private 
fight of way through the Hogg and Banning properties and building about one 
half mile of track.

About the same time this change was being made an extension was built 
westward from Leisenring to Graham‘s Crossing, about a mile and a quarter 
nearer Leisenring No. 3 or Monarch.

The road was operated under practically the same management for nine years 
until December 31, 1900, when it was merged into the Pittsburgh, McKeesport 
and Connellsville Railway Company.

Prior to this merger, however, the line had been operated for a short time 
by the Mt. Pleasant, Scottdale and Connellsville Electric Street Railway 
Company, and later by the Connellsville and Uniontown Railway Company – both 
of these companies being afterwards absorbed by the Pittsburgh, McKeesport 
and Connellsville Railway Company, which in turn was merged into the West 
Penn Interurban Railway Company.
The Pittsburgh, McKeesport and Connellsville Railway Company was capitalized 
at $3.5 million stock and $3.5 million in five per cent bonds – it was 
incorporated under Pennsylvania laws, December 31, 1900.  The project was 
conceived by W. W. Staub, a telegraph operator of Pittsburgh, who proposed 
to build a line covering the entire Connellsville Coke Region and connecting 
it with Pittsburg (no “h”).  The first step was the purchase of the 
Connellsville, New Haven and Leisenring Railway Company and was carried 
through successfully by enlisting W. H. Graham as president and M. K. 
Salsbury, secretary (both Pittsburgh (with “h”) men) who, by buying other 
small lines through the district to be covered, evolved what is now the West 
Penn Railways Company.


PP 424		WEST PENN RAILWAYS COMPANY

A Pennsylvania corporation with an authorized capital stock of $6 million 
($3.25 million common stock and $2.75 million of five per cent, 
non-cumulative preferred stock) and $6 million in five per bonds of which 
$3.026 million are outstanding.  The officers of the company are E. C. 
Converse, chairman of the board; W. S. Kuhn, president; J. S. Kuhn, vice 
president; R. P. Watt, secretary; J. B. Van Wagener, treasurer.  Directors:  
E. C. Converse, W. S. Kuhn, R. P. Watt, J. B. Van Wagener, John E. Borne, W. 
H. graham, W. A. Shaw, C. A. Painter and A. J. Retzki.

This company was incorporated February 19, 1904, and now traverses the most 
remote parts of the “Coke County.”  The manager is W. E. Moore, and the 
transportation department is directly under the care of J. W. Brown.

The power house costing over $1 million is situated a little south of 
Connellsville on the Youghiogheny River.  This plant is equipped in the most 
modern manner and capable of developing 10,000 horse power to be increased 
within a few months to 15,000 horse power, the work being now under way.

The plant has among other up-to-date machinery three steam turbines of 1,000 
K.W. capacity each, and another is now being erected to have a capacity 
greater than the three combined or 3,250 K. W.  This plant is furnishing 
light and power to a district with a radius of over fifty miles, throughout 
the counties of Fayette and Westmoreland and reaching into Allegheny and 
Washington counties.  The company is already doubling its capacity and it 
will be only a short time until this must be vastly increased for the demand 
for electric power alone is making tremendous strides.  A high potential 
current is delivered at convenient points along the line, and by the use of 
rotary or “step-down” transformers is converted to the proper voltage.

Its car barns and repair shops are located near New Haven.  Necessarily 
there are car barns at other points on the line, but the largest and most 
important are located here as well as the general offices of the company, 
which are in the Title & Trust Building, Connellsville.
The road-bed and overhead work (trolley lines, feed lines, etc.,) are 
substantial and well built.  Good big cars are used, and they are equipped 
with motors capable of making excellent time under all conditions.  There 
are 125 miles of track in the system, and this bids fair to be largely 
increased within a short time, as a number of extension are under way and 
projected.  The link connecting McKeesport and Greensburg will alone add 
quite a mileage, and upon its completion make a continuous line from 
Pittsburgh to the “Klondike” coal field of southern Fayette County.

Main or Spring Street of Zachariah Connell’s time, and indeed for many years 
thereafter, would never have been conceived as the possible highway of such 
an immense traffic as is now half-hourly carried up and down the hill by the 
West Penn Railways Company, especially when it is remembered that a 
comparatively few years ago the grade was worse than that of Apple Street 
today – the first hump taken off was as high as the second floor of the 
present Odd Fellows’ Hall – a grade which would certainly be discouraging to 
even the modern trolley.


PP 426		CONNELLSVILLE SUBURBAN STREET RAILWAY COMPANY

A charter was granted by the state of Pennsylvania to this company on 
September 15, 1896.  The capital stock was $25,000.

The officers and directors were:  S. R. Slaymaker, president; John F. 
Soisson, John D. Frisbee, P. S. Newmyer, John F. Soisson, John F. Barry, R. 
W. Soisson, secretary and treasurer.  It was built to take care of the 
travel between Connellsville and South Connellsville and extended from Main 
Street Connellsville via Arch, green and Race Streets to Soisson Park, South 
Connellsville.

When it was first started the power was bought from the Connellsville, New 
Haven and Leisenring Street Railway Company.  Later those interested started 
a light and power company as a separate proposition and the necessary 
current for the operation of the railway was purchased from it.

This company was merged on April 14, 1905, with the West Penn Interurban 
Railway Company at the time the Pittsburgh, McKeesport and Connellsville 
Street railway Company was merged into that corporation and is now operated 
, as is the Pittsburgh, McKeesport and Connellsville Street Railway by the 
West Penn Railway Company.

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