West Penn History-PHB&NC

[John Swindler]

>Jim Holland commented to:
>
> > Well, Jim, now that you bring up the subject of West Penn Railways, (how 
>do you like the way I slipped that in!)
>
>	Very clever indeed!!!::>>)))
>


Well then, Jim, how volume II???
This pretty much concludes the county history books available at the State 
Library.  Yet this also barely scratches the surface.

John

p.s.  never realized that there was both a West Penn Railroad and West Penn 
Railways!



HISTORY OF UNIONTOWN, PA, 1913

Pp 438	The Southwest Pennsylvania Railroad

By an act of March 16, 1871, the Southwest Pennsylvania Railroad Company was 
incorporated with power to construct a railroad from Greensburg, 
Westmoreland County, Pa., by the way of Connellsville to Uniontown, and 
thence southward to the boundary line of West Virginia.  The capital stock 
was $500,000, and Thomas A. Scott was elected its first president.  This 
road, which connected with the Pennsylvania Railroad at Greensburg, was 
opened to the public to Uniontown in the fall of 1876, and in June 1880, the 
line was completed to Fairchance.
William C. Snyder was the first ticket agent for the company in Uniontown.
The first Pullman service between Pittsburgh and Uniontown was inaugurated 
November 26, 1900

Pp 438	The Monongahela Division

A railroad which was too follow Redstone Creek from Brownsville to Uniontown 
was projected by the Brownsville Railroad Company, and after considerable 
grading was done financial difficulties intervened, and on February 5, 1878, 
the road was sold at Sheriff’s sale, and was afterwards merged with the 
Pittsburgh, Virginia and Charleston Railroad.  The last named road and its 
franchise passed in May 1879, to the control and management of the 
Pennsylvania Railroad Company, by which it is now operated as the 
Monongahela division of its lines.
Construction on this line was begun by the Pennsylvania Company in January 
1881; starting on the west side of the Monongahela River, opposite 
Brownsville, and crossing that river at the mouth of Redstone Creek and 
following the same to its junction with Shute’s Run, now known as Redstone 
Junction, about one mile north of Uniontown, where it connects with the 
Southwest Branch of the Pennsylvania Railroad.  This branch was opened for 
traffic, June 1, 1882, thus giving to Uniontown three different routes to 
Pittsburgh.

Pp 439	The Coal Lick Run Branch

The Coal Lick Run branch of the Southwest Railroad was completed in the year 
1900.  This branch established a station at West Main Street, and named it 
South Uniontown, and followed Coal Lick Run to its source, thence by Brown’s 
Run to the Monongahela River, and was opened to Huron coke works on that 
river, November 26, 1900, on which date the first passenger train passed 
over the road.

Pp 439	The Trolley Service

On April 14, 1890, a franchise was granted to Albert D. Boyd, and his 
associates, known as the Uniontown Electric Street Railway Company.
This company constructed a line, the eastern terminus of which was at the 
junction of east Main, Connellsville, and Coolspring Streets and Stewart 
Avenue, and its western terminus at Union Cemetery on West Main Street.
This company was granted a charter, August 29, 1890, and on May 6, 1891, the 
first car passed over the line, having been started by the hand of Miss 
Rixie McCormick, daughter of William C. McCormick, the superintendent of the 
road, with James Doran as conductor.
A car barn and power house was established on East Main Street, and the line 
operated from that point.  The line was subsequently extended out 
Connellsville Street to a grove of several acres which had been converted 
into a park, and where several amusements were instituted.  This park became 
a favorite place for recreation and amusements, and especially for public 
gatherings.  Financial troubles soon overtook the company, and on October 9, 
1900, the road was sold to Hon. W. H. Graham, Governor William A. Stone, M. 
K. Saulsbury and others for $35,000, at the par value of $50 per share, and 
they assuming a debt of $25,000, the sale amounting in all to $60,000.  This 
new company soon extended the line to Connellsville, and on November 15, 
1900, a banquet was given by the councils of Connellsville, New Haven, 
directors of the Yough bridge company and some of the stockholders of the 
new company, which was characterized by speech making and free exchange of 
good cheer and congratulations.
The first through car from Uniontown to Greensburg over the Pittsburgh, 
McKeesport and Connellsville line left Uniontown Tuesday morning at 5:30 am, 
Sept. 6, 1904, and two West Penn cars ran from Connellsville to McKeesport 
on Wednesday, June 29, 1910.
The Uniontown and Monongahela Valley Electric Railway Company was 
capitalized at $450,000, and granted a franchise to construct a road over 
Mount Vernon Avenue, beginning at the junction of West Main Street and South 
Mount Vernon Avenue and running southward along South Mount Vernon Avenue to 
the borough limit.  This franchise was granted, October 22, 1900, and the 
contract was let for the construction of the work on the 24th of the same 
month.  This line was opened through to Masontown on September 6, 1907, and 
as far as Riverside on December 18, 1911, and to Martin in February 1912.
The West Penn Railways Company opened a trolley line connection Uniontown 
with Brownsville by building a line from Brownsville to Masontown Junction, 
where it connected with the road already built by the Uniontown and 
Monongahela Valley Electric Railway.  This line was opened by running 
special car on Thursday, June 25, 1908, taking several of the officials of 
the road on a tour of inspection.  The opening was celebrated with 
considerable demonstration at Brownsville on July 2nd, following, which was 
attended by delegations from Uniontown and elsewhere.
Trolley service connecting Uniontown and Fairchance was established August 
10, 1902.
In 1912, property was secured on East Main and Peter Streets for the 
establishment of a terminal  of the different branches of the West Penn 
Street Railways service.  Old buildings were removed and others remodeled to 
meet the requirements of the company, and tracks were laid to these 
buildings which were finished for occupancy August 20, 1913.



NELSON’S BIOGRAPHICAL DICTIONARY AND HISTORICAL REFERNCE BOOK OF FAYETTE CO, 
1900

Pp 279	Electric Car Lines

An electric street railway was opened in Uniontown May 6, 1891.  The 
Connellsville, New Haven and Leisenring Electric Railway was put in 
operation in 1892 and five years later the Suburban Electric Street Railway 
of Connellsville was built.  For the last two years efforts have been made 
to run an electric car line through to Connellsville coke region and the 
move now promises to be successful for the opening of a line from Pittsburgh 
to Fairchance.  Another prospective line is to run from the Klondike through 
Uniontown to Ohiopyle where it is to get its motive power from the Ohiopyle 
Falls, but the low water in summer at the falls may be a serious obstacle.
>From the old pack horse road to the railroad and the electric car line track 
is a wonderful advance in a century.  “If the next century has in store as 
great achievements in locomotion as the past hundred years have 
accomplished, distance will be no obstacle.”


Pp 500 	Connellsville

An electric railway pierces the Leisenring coke district, a suburban line 
extends to South Connellsville, and Mt. Pleasant.  The Scottdale and 
Connellsville Electric Street Railway will soon be completed and will 
eventually connect at West Newton with an extension of the Second Avenue 
electric railway of Pittsburgh.



20TH CENTURY HISTORY OF BUTLER & BUTLER CO., MCKEE, 1909

pp 277	Electric Passenger Railways

While many companies had been chartered for the purpose of building electric 
railroads in Butler County and in Butler Borough, nothing definite was 
accomplished until 1899, when J. V. Ritts, A. L. Reiber, James B. McJunkin, 
Charles Duffy and John Berg, all Butler parties, formed an association to be 
known as the Butler Passenger Railway Company.  In September of the same 
year, the company was duly incorporated with a capital stock of $50,999.  
The following were the officers of the company:  President, A. L. Reiber; 
vice-president, John Beg; treasurer, James B. McJunkin; secretary, A. E. 
Reiber.  The above named officers and J. V. Ritts and Charles Duffy 
constituted the board of directors.
On October 3, 1899, a franchise was obtained in the borough of Butler for 
its principal streets, and in the spring of 1900 construction was commenced 
on its tracks on Main Street and on Jefferson Street, which was completed 
and car operated the first week of September, 1900.  Extensions of track 
were made and continued until about five miles of track were laid within the 
borough limit.  In 1903 the company purchased a tract of sixty acres of land 
about two miles west of Butler, and opened the resort called Alameda Park.  
In December, 1905, the company sold their plant to Pittsburgh capitalists 
who are now operating the road.

Pp 277	The Pittsburgh and Butler Electric Railway Company

In 1905 Pittsburgh capitalists organized and promoted the Pittsburgh and 
Butler Railway Company and the same year began construction of a line in 
both Allegheny and Butler Counties.  The road was completed from Etna to 
Butler in January, 1907, and cars were running as far as Etna the same 
month.  By an agreement made with the Pittsburg Traction Company, the Butler 
cars are now run into Pittsburg and passengers are delivered on Penn Avenue 
and Sixth Street.  The company built extensive car bards at Mars in Adams 
Township, and a large power plant at Renfrew in Penn Township, and has been 
the means developing a vast amount of real estate between Butler and 
Pittsburgh.
In December, 1905, the Pittsburg and Butler Railway Company purchased the 
franchises and plant of the Butler Passenger Railway Company, and has been 
operating the local line since that time.

Pp 278	The Pittsburg, Harmony, Butler and New Castle Railway Company

An electric railway system that has had much to do with the development of 
the southwestern portion of the county, brings Butler, New Castle and 
Pittsburg into close communication, and is one of the most important factors 
in the internal development and improvement of Butler County, had its 
inception at a meeting held in Pittsburg on March 9, 1905.  At this time the 
organization of the Pittsburg, Harmony, butler and New Castle Railway 
Company was considered, and the officers and directors elected at that time 
were D. B. Magley, president; M. G. Hibbs, L. E. McKain, James K. Magley and 
S. C. Vickers, the latter being secretary.  The promoters of this enterprise 
were principally Butler County men, the originators being W. A. Goehring and 
Edward Winters of Zelienople, and R. H. Boggs, of the Northside, Pittsburg, 
who is a member of the firm of Boggs & Buhl, of that city, and a native of 
Butler County.  The Pittsburg, Harmony Butler and New castle Railway Company 
was chartered under the laws of Pennsylvania with the following officers:  
R. H. Boggs, president; Mark H. Hibbs, secretary and treasurer; W. A. 
Goehring, vice-president, and these with James Bryan, and Edward Winters 
constituted the directory.  James Bryan is the chief engineer and Harry 
Ethridge general superintendent.  The same year the company entered into an 
agreement of consolidation and merger between the Pittsburg and Harmony 
Street Railway company, the Thorn Hill Street Railway Company, the Callery 
and Evans City Street Railway Company, the Evans City Street Railway 
Company, the Butler and Harmony Street Railway Company, the Ellwood City and 
Hazeldell Street Railway Company, the Wayne Electric Railway Company, the 
Ellwood City Electric Railway Company and the New Castle and Harmony Street 
Railway company.  The Union Trust Company of Pittsburg became the guarantor 
of the bonds of the company and the work of construction was commenced in 
Allegheny County in the fall of 1905. Work was continued the following year 
along all the divisions of the line in Butler and Lawrence Counties, and in 
July 1908, the Butler and New Castle divisions were completed and opened for 
traffic on the 26th of July.  The division of the road from Evans City to 
Northside, Pittsburgh, was not completed until November, and was opened for 
traffic about the 15th of the month.  By an agreement with the Pittsburg 
Railway Company the P. H. B and N. C. Co. reaches Sixth Street and Penn 
Avenue, Pittsburg, over the lines of the former , and delivers its 
passengers in the heart of the city.
The company erected a large power plant at Eidenau Station in Jackson 
Township, and also has car barns located at that point.


Pp 278	The North Pittsburg Realty Company

The North Pittsburg Realty Company, which was organized in 1905, controls 
2500 acres of land along the lines of the Pittsburg, Harmony, Butler and New 
Castle railway and controls a large block of land at Eidenau which has been 
laid out in building lots.  Already a large number of housed have been 
erected at this point for the accommodation of the employees of the 
railroad.  The officers of the North Pittsburg Realty Company are R. H. 
Boggs, president; Mark H. Hibbs, secretary and treasurer; W. A. Goehring, 
vice-president; and these with James H. Moore and Edward Winters constitute 
the board of directors.

Pp 279	Leechburg and Tarentum Road

The Leechburg, Freeport and Tarentum Street Railway Company., which was 
chartered November 7, 1901, filed an extension of route in Butler County the 
same year.  This company proposed to build a line from the Freeport and 
Tarentum road in North Buffalo Township, Allegheny County, to Butler by way 
of Saxonburg and Jefferson Center.  This branch line was to connect with the 
main line of the road from Tarentum to Leechburg.  The main line was never 
built and the extension into Butler was abandoned.

Pp 279	The Cottage Hill Street Railway Company

The charter for the Cottage Hill Street Railway Company of Butler was 
granted June 4, 1903.  This company proposed to build a line from the center 
of the town to the Cottage Hill Plan of Lots, which had been platted for 
sale by the cottage Hill Land Company.  The incorporators of the street 
railway company were a number of Butler business men.  John N. Muntz was 
president of the company and Charles Ritter, secretary.  This line was never 
built.

Pp 279	The Citizens’ Street Railway Company

A number of Pittsburg capitalists who were interested in the development of 
real estate at West Butler organized the Citizen’s Street Railway Company, 
of which Joseph A. Langfit was president and C. A. Bailey was secretary.  An 
extension of their charter was secured on September 18, 1903, and the 
company did a large amount of work grading the road on the Marshall farm 
west of the borough.  This enterprise was backed financially by the Standard 
Trust Company of Butler and Pittsburg capital, and after the trust company 
went into the hand of a receiver, the road was abandoned.  R. W. Harvey of 
Pittsburg was the superintendent of construction and had charge of the work 
done at West Butler.

Pp 279	The Saxonburg Street Railway Company

The Butler, Saxonburg and Tarentum Street Railway company was an enterprise 
promoted in 1907 by a number of Saxonburg citizens who filed articles of 
association and began the work of securing franchises and rights of way.  
The articles of association which were filed on July 3rd, were signed by 
James Cirigliano, Emil F. Rudert, Edward C. Rudert, John E. Muder, and Otto 
W. Rudert, all of Saxonburg.  The company failed to get the franchises they 
wanted and the enterprise was abandoned.




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