12 WESTERNPENNSYLVANIA HISTORY I WINTER2005 Pennsylvania Station (formerly Pittsburgh Union Station) circa 1902, now the Pennsylvanian Apartments. The Eastern Time Zone ended at this station for more than 25 years; Central Time began to the left of the small building on the left.
Collectiono KanKebus
WESTERNPENNSYLVANIA HISTORY WINTER 2005 13 / apparent solar time, but nean solar day. The difference Rule 71 A Train of an inferior class, must it was not a more accu- between sidereal time and solar in all cases keep out of the way of a Train rate method of telling time is due to the Earth's orbit of a superior class. time than a sundial, around the sun; the Earth must Rule 73 When two Trains of the same just less random. The rotate slightly more each day for class meet on Single Track, the Train not having right of Track, must take disparity between me, the sun to reach the same point in the Sid- ing (except when it cannot enter without and apparent solar time ca sky, taking about four extra backing), and be clear of the Main Track by less than a second to more than a quarter minutes. But, except for rare uses such as before the leaving time of the opposing of an hour, depending on the time of year. sea navigation, accurate time still wasn't yet Train. At least these clocks could work at night or required in land-dwelling citizens' lives. Rule 79 A Passenger Train must not leave when the sun was otherwise not visible, a With the rapid expansion of railroads in a Station, expecting to meet, or be passed definite advantage. the mid-19th century, travel time over vast at the next Station, by a Train having If the sun's zenith is tracked over a year's distances was suddenly reduced. A trip from the right of Track, unless it has full time, it traces a figure-8 in the sky. Called the Pittsburgh to Cleveland that had taken days Scheduled time to make the meeting or analemma by scientists, this figure-8 is an now lasted only hours. Towns near Pitts- passing point. imaginary artifact of nature in relation to the burgh, such as Avalon or Sewickley, could be Rule 81 When two or more Passenger motion of the earth and sun, and results in reached in minutes. This increased speed in Trains of the same class are running in the discrepancy between mean solar and travel exacerbated time standardization the same direction, they must keep not apparent solar time because with apparent between locales; railroads not only wanted less than Fifteen minutes apart. solar time, noon changes slightly every day, better timekeeping for schedules, but needed The rules expected there would be prob- sometimes later and sometimes earlier, some- accurate time to prevent collisions. Speeds of lems with operations somewhere on the rail- times more and sometimes less. With a clock, 25 to 50 miles per hour, though slow by road but gave leeway for many possibilities; noon, or whatever time, was pretty much the today's standards, became a challenge for rai- for instance, after a train left a station, how same time every day, except for the fact that road engineers. If a train was traveling from could a conductor know if another train was clocks slowed down or sped up for many dif- Cleveland to Pittsburgh and another was 15 minutes in front of him? Or, given sched- ferent reasons. But, who had the right time? heading in the opposite direction, a few min- uled time to make the next station, what if an In the early era of our country, people lived utes difference between the timepieces of the engineer encountered a cow on the track? by the sun, and time didn't have the impor- opposing conductors could result in tragedy. Both the clarity tance that is placed on it today. Appointments and degree of success of these rules was expressed by were, "I'll see you in a few days" and not, "I'll Railroad Rules of Travel a question posed to the 1 representatives of the railroads at the 1885 meet you at 10 past one." Acknowledging this danger, railroads initiat- General Time Convention (later to become However, clocks accurate to within a ed measures to forestall accidents. Electro- the Association of American Railroads): second per day, called chronometers, were mechanical train signaling devices and radios "Whom do you hold responsible for rear-end devised in the mid-18th century for sea were not yet in common use - in fact, until collisions at stations, the train standing at the navigation. Seamen used time with charts about the Civil War, electricity was not much station, or the train approaching it?"3 and instruments to tell where they were and more than a scientific curiosity - so rail- Although these (and the numerous other) to predict what direction they needed to sail roads relied upon an employee timetable and rules informed railroaders what to do when to arrive at a specific location. Without accu- a book of rules. Using both together, it was trains were not on schedule, it was nearly rate time, they could end up hundreds of possible to find schedules showing the arrival impossible to anticipate every combination of miles from their intended destination. With and departure times for passenger and freight problems. In recognition of these shortcom- this more exact method of keeping time, trains at various stations and other points ings, railroads instituted more regulations, and by observing the stars, astronomers along the route. A rule book also included further complicating the situation. Even ascertained that the earth rotated once every instructions facilitating the safe operation of though many of these guidelines had been in 23 hours, 56 minutes, and 4.09 seconds: a a line if a train wasn't progressing according effect for individual railroads for much of this sidereal or "star" day, not the 24 hours of the to plan. Here are some examples from 1874:2
14 WESTERNPENNSYLVANIA HISTORY I WINTER2005 period, they were only adopted by the Gener- south as New Orleans and west to the Two years after starting the Main Line, in al Time Convention after trains had been Missouri River. 1828, Pennsylvania granted a charter to the running for more than half a century. ' Under pressure from Philadelphia business Baltimore & Ohio Railroad (B&O) to build a It became clear that knowing the correct people, who were effectively bypassed by the line from Baltimore to Pittsburgh, which was time - and having all conductors, engineers, new water route, the Commonwealth of on its way to becoming the iron and glass and stations along the line agree - was a key Pennsylvania undertook in 1826, the con- manufacturing center of the United States. to the success of the rules. Conductors and struction of the Main Line of Public Works, a Once again, Philadelphians saw that their city engineers were issued watches or required to series of canals and railroads to compete with and port would be bypassed, so in 1846, have one and made responsible for their care the Erie Canal. Completed in 1834, its canal another charter was granted to build a rail- and correct setting with the standard clock into Pittsburgh was beset with many prob- road from Harrisburg to Pittsburgh connect- at each station.' These timepieces became lems, as described in the CentennialHistory of ing with Philadelphia via an existing line. an important part of a railroad's system the Pennsylvania Railroad Company An important part of this new document was that it rescinded the rights of the B&O of timekeeping. The route was unsatisfactory in many respects. The changes of conveyance charter to build through the state as long as The Rise of the Pennsylvania Railroad were annoying and time consuming, but the new charter met certain conditions. These Before train travel became the preferred worst of all the service had to be discon- included the receipt of payment for 10 per- method of transportation for goods and pas- tinued in the winter months, and the cent of the $3 million in stock that was sengers, the country looked to canals to con- canals were frequently damaged by required to be subscribed, and that 30 miles nect its waterways as a means of transport. In freshets in the spring, and their opera- of track be under contract within a year, tions were interrupted by low water in 1825, the Erie Canal opened between Lake before July 30, 1847, with 15 of those miles the summer.7 Erie and the Hudson River, offering a speedi- located on the Pittsburgh side of the moun- er connection between Pittsburgh and New The Erie Canal, on the other hand, had tains By 1852, an all-rail line had opened York compared to overland routes via the Great Lakes to cushion these effects. between Philadelphia and Pittsburgh, called Philadelphia and the Allegheny Mountains. The Main Line also included the task of haul- the Pennsylvania Railroad (PRR).' The B&O Freight and passenger traffic could now cross ing boats over the Allegheny Mountains had only reached as far as Cumberland, New York state, then descend the Allegheny on rail cars, with the attendant danger of Maryland when the PRR charter went into River to Pittsburgh; even Andrew Carnegie this "portage railroad" that the ropes could effect; consequently, the B&O didn't reach first came to Pittsburgh on the Erie Canal.' break, sending cars and boats careening to Pittsburgh until it purchased the Pittsburgh Other waterways extended its impact as far the bottom.' & Connellsville Railroad in 1870. Because of the orders in their charter, PRR directors Allegheny Observatory vard and the U.S. Naval Observatories made ended their line in downtown Pittsburgh. It was during this time of the PRR's growth time determinations in this early era as well. The PRR later expanded westward to that the Allegheny Observatory became a key Langley was supported in his efforts by Chicago and St. Louis through construction player in its successful operation. Professor William Thaw, chairman of the Observatory of a rail line called the Pittsburgh and Samuel Pierpont Langley, director of the Committee of the Western University of Penn- Steubenville Railroad that started along the observatory, proposed transmitting time sig- sylvania (now the University of Pittsburgh). hillside of Mt. Washington. That company nals over telegraph lines to assure that the Also a director of the Pennsylvania Railroad, evolved into the Panhandle Railroad and exact time was available to anyone who want- Thaw was a critical link between Langley and eventually the Pittsburgh, Cincinnati, Chica- ed it.'3 Langley based his program on that of the PRR in its adoption of time-signal broad- go and St. Louis Railway. Competing rail lines Greenwich Observatory in England, but Har- casts from the observatory. merged to form the Pittsburgh, Ft. Wayne and The key to Allegheny Observatory's accu- Chicago Railway (PFWC or Ft. Wayne). When rate timekeeping was a four-inch transit tele- that railway went into receivership, the PRR scope. This instrument was firmly fixed to leased it in 1869 for 999 years." In this way, move only in elevation, not horizontally. Cer- Pittsburgh became the locus of a three-part tain stars called time stars were observed as system extending from New York to Pitts- they transited the telescope's field of view. burgh, then splitting to join the Iron City to Time stars were chosen for their brightness, both Chicago and St. Louis. position in the sky, and distribution through- To operate the Panhandle, the Ft. Wayne, out the four seasons so that they could be and other minor railroads heading west from checked with regularity throughout the year. Pittsburgh, the PRR formed a holding com- After fixing a piece of silk from a spider's pany called the Pennsylvania Company. Its web across the center of the field, an observer lines were officially called "Pennsylvania waited for a star to intersect the thread and Samuel Pierpont Langley (1834-1906) was the Lines West of Pittsburgh" but were more then pressed a key, which caused a chrono- director of Allegheny Observatory from 1867 to casually known as "Lines West." The PRR's graph "to write down the hour, the minute, 1891. In 1887, he also became the secretary of main line across the state and its Pennsylvania the Smithsonian Institution. and the 100th part of a second, by the sidereal
Company lines were collectively known as the Universityof Pittsburgh,Archives of IndustrialSociety Pennsylvania Railroad System, which now Allegheny Observatory when it was located on Perrysville Avenue. Left of the connected "east" to "west" 12 dome is the four-inch transit telescope used for time determination. Note the narrow vertical slit between the two windows that continues upwards through the clock ... "'4 This chronograph was simply a selected hours. When workers heard the tele- Beardsley in his thesis on Langley, "The weight-driven drum equipped with chart graph signals, they adjusted the time on their Allegheny system inaugurated in that year, is paper to record the beats of the sidereal clock station's standard clock. believed to be the parent of the present ones during the time of observation. Breaks or In 1869, Allegheny Observatory provided used in this country in that it was, so far as is gaps in the recording were made when the time signals to the PRR offices at Union Sta- known, the first regular and systematic sys- observer depressed the key as the time star tion in Pittsburgh. As recalled by Wallace tem of time-distribution to railroads and reached the crosshair. From three to six stars cities adopting it as an official standard."6 were usually observed. After the sightings This is reiterated by history-of-timekeeping were complete, the chart was removed and authority Carlene E. Stephens: "The Pennsyl- the clock time(s) compared to the star vania Railroad was probably the first major measurements and the time difference was railway to systematically govern timekeeping determined. In this way, the marking of along its lines.... [A] U of the company's time- a passing star verified the observatory's pieces were ... synchronized with time signals pendulum clocks. from the Allegheny Observatory."7 Alleghe- The timing of the transit star was used to ny's program was the most successful in the adjust the sidereal clock, which was then United States from a financial standpoint, compared to the mean solar (standard) clock and by 1873, the observatory was self-sup- after accounting for the 3 minutes, 56 seconds- ported by its time-service revenues. 8 per-day difference between the two. The stan- However, distributing the exact time didn't dard clock had a fine switch affixed to one of PRR board member William Thaw (1818-1889) was a solve all the railroads' time problems. Even its gears, and the tick-tick of the clock was philanthropist, financier, and industrialist interested though cities or towns had access to accurate converted to the click-click of the telegraph inriver, canal, and railroad transportation. He was time if they wanted it, most locations wanted also a vice-president of both the Pittsburgh, Cincin- wire. This click-click transmitted time along their clocks to read as close as possible to nati, Chicago and St. Louis Railway and the Pennsyl- telegraph wires to rail stations along the line. vania Company, the holding company which operated their location's solar noon. As a consequence, All railroads using the service paused tele- PRR's "Lines West" railroads from Pittsburgh. as many as 80 different city times existed graph usage just before the beginning of Universityof Pittsburgh,Archives ofIndustrial Society across the United States. Railroads did not want their systems fractionalized into 80-some parts, and so concurrent time systems evolved. To catch a train, a passenger needed to know the arrival and departure times in both city time and railroad time. For example, even if the railroad gave Altoona, Pittsburgh, and Columbus the same railroad time, they each had different city times. (Altoona was 10 minutes ahead of Pittsburgh, Columbus was 13 minutes behind.") In Langley's own words, The traveler from the east hears the changes rung on 'Boston time,' 'New York time,' 'Philadelphia time' and 'Altoona time; before he reaches Pitts- burgh, no one of these times agreeing with that of an intermediate city, while the possession of a reliable watch will not mend the matter, till one is invented
WESTERNPENNSYLVANIA HISTORY I WINTER 2005 17 which shall change spontaneously from Numerous institutions, such as Allegheny time zones, but if there was to be a time zone 'Altoona' to 'Columbus time' as the wear- Observatory, provided time services for this split, the PRR preferred it to be at Pittsburgh, er passes the invisible line on one side of new system, and those who needed precise where its system was already separated. Its regu- which the time is twenty minutes faster timekeeping, whether they were railroads or lar rails (from Philadelphia to Pittsburgh) than the other." watchmakers, could subscribe to the observa- would occupy one time zone while tracks under To further complicate matters, railroads tory of their choice. The convention recom- its "Lines West" banner would operate undivid- kept times expedient to their own systems mended using the U.S. Naval Observatory in ed in the other. The PRR ultimately imposed its and not necessarily in accordance with other Washington, D.C., which offered its service wishes on the rest of the convention. railroads. To say the least, travel in this era for free (though Western Union facilitated it Pittsburgh suffered the consequences of the was not user-friendly, especially if it involved and charged a small fee). It didn't matter PRR's convenience. Not only did the conven- switching lines. which location a customer got its time from; tion create two time zones here, but the city the only important thing they provided was itself did not immediately adopt Standard Standardizing Time the exact beginning of a new hour. It could be Time. Its time was 20 minutes later than Eastern In 1883, the General Time Convention, com- Eastern Time or Mountain - all time zones' and 40 minutes ahead of Central. Rail travelers posed of railroad interests, addressed the fail- hours began at the same second, they were through Pittsburgh now had to coordinate ure of the parties to agree to a standard time just one or two or three hours different. The three different times: system. The convention's secretary, William E PRR continued using Allegheny, likely as a way 1) A traveler checked his or her watch Allen, proposed a plan to divide the nation to support the observatory and university. against Pittsburgh City Time; and Canada into five time zones. The conven- Pittsburgh was at the divide between the 2) Then cross-referenced that against the tion attendees agreed and established the Standard System's Eastern and Central time rail line's standard rail time; Standard Railway Time System, putting it 3) Then adjusted one zones, but not by coincidence. The PRR, hour forward or back into operation on November 18, the day win- if the traveler was crossing into one of the which had become a powerful and important ter railroad schedules were to take effect. railroads other time zones. railroad, did not want its system broken up by
18 WESTERNPENNSYLVANIA HISTORY I WINTER 2005 Thus, Pittsburgh's Union Station operated Yet another line operating under multiple was made the dividing line between East- under three different times: Eastern Standard, times was the B&O Railroad; it entered from ern and Central time, there being a jump Central Standard, and City Time. From this the east by Eastern Time and left by Central of one hour, for instance, between station, if traveling east, passengers left by (using both Pittsburgh and the Ohio River as Bridgeport, on the Ohio side, and this Eastern Standard Time. But when heading a demarcation). The Pittsburgh and Lake Erie city. This division was an easily under- stood affair, and has never occasioned westward - even if going only as far as Railroad agreed to operate from its station on the least trouble or perplexity. The Allegheny City (now Pittsburgh's North Side) Carson Street by Central Standard Time.22 annoyance came altogether from the to Federal Street Station - they departed Surely a few commuters missed their train by local sun time in use by citizens of this under Central Standard Time.2' incorrectly figuring the wrong departure or town. The clocks and watches of Another confounding example of "time connection time, even if staying with one rail- Wheelingites, twenty-three minutes travel" occurred on the Panhandle Railroad: road company. slower than Eastern, and thirty-three after exiting Union Station, the train entered Pittsburgh was just one of many localities minutes faster than Central time, made a a tunnel and then crossed over the Panhandle in the region to face the prospect of three rather puzzling combination, and it was Bridge to the South Side. Turning to the right time zones. Wheeling, West Virginia, similar- with a view to simplifying matters that and following Carson Street it continued to ly struggled until the city adopted the Time Council abolished local time. be the Panhandle under Central Standard Convention's standards in 1887:23 The week that the railroads adopted Stan- Time; if it turned left it departed by Eastern Under the Standard system, adopted by dard Time, Pittsburgh newspapers including Standard Time (operating as the Pittsburgh, the railroads several years ago, the Ohio the Daily Post, Commercial Gazette, and the Virginia and Charleston Railway). River, from Pittsburgh to Huntington, Evening Telegraph reported that the time
Federal Street (Fort Wayne) Station of the Pittsburgh, Ft. Wayne and Chicago Railway in the City of Allegheny, now the North Side. This station was built in 1906-07. After leaving Pittsburgh Union Station only nine-tenths of a railroad mile away and by crossing the river from downtown, travelers entered the Central Time Zone.
The clock tower reads "Central Time." CarnegieLibrary of Pittsburgh Nobody understands me, and I don't Recognizing that the interchange of traf- wonder, as I don't understand myself."... fic was problematic, as were the poor facili- The way to make your calculations if you ties for "Lines West" rails, the PRR planned are contemplating a trip is as follows, to dispense with the Pennsylvania Compa- providing you are carrying city time: If ny as an operating entity in 1917, but that you are going east subtract twenty min- was deferred by the government's seizure of utes from the schedules advertised in the American railroads during World War I (an city papers and you will have exact city action later found to be illegal). The gov- time for the departing of the train. If you ernment, though, put into action a similar are going west add forty minutes to the advertised schedule. plan for a unified organization that made These 1883 articles indicate that Pittsburgh the rail system more seamless and allowed City Council was to adopt Standard Time traffic to flow efficiently. soon, but train schedules published two years In 1920, with the railroads released from later still did not show the change. Not until a federal control, and in an effort to stream- 1902 train schedule from The PittsburghPress line operation of a three-part system divid- is City Time not found, leaving the precise ed at Pittsburgh, the PRR merged the date unknown as to when the city finally "Lines West" railroads into one contiguous switched. Other towns were more amenable, organization administered from Philadel- according to an online history: phia, an action completed in 1921 with the 2 Within one year, 85% of all cities having assimilation of the Panhandle. By then, populations over 10,000, about 200 the automobile and telephone were in com- cities, were using Standard Time. A mon use and removed many of the earlier notable exception was Detroit, Michigan, problems of communication between dis- which kept local time until 1900, then tant stations. vacillated between Central Standard That same year, with its lines consolidat- Time, local mean time, and Eastern Stan- ed and its main office in Philadelphia, the dard Time until it settled on EST by PRR announced it would end its subscrip- ordinance May 1915, ratified by popular 2 tion to Allegheny Observatory's time serv- vote August 1916 1 ice and join the nation in standardizing to By the late 19th century, Pittsburgh was the federal government's free time service. producing and distributing incredible The governing of time had already become amounts of freight. According to William a federal issue when, in 1918, Congress Wilson's 1899 History of the Pennsylvania made Standard Time the country's official Railroad, "It may be a surprising statement, system; the Central Time Zone was then and yet is true, that in 1893 the tonnage by moved westward to Indiana to align with river and rail from the Monongahela Valley international standard meridians, releasing change was a smooth transition without exceeded the entire Trans-Atlantic tonnage of Pittsburgh from its juggling of Eastern and problems, but that was from the railroads' the United States, and also that to South Central times. Rail travelers throughout the point of view. The Post added this revealing America."26 However, freight movement was region joined the Atlantic Seaboard in explanation:24 hampered on the PRR system due to the need operating under Eastern Standard Time, Officer Cook who was a more available to interchange traffic between its three semi- letting a tumultuous period fade from target for inquiries took quite another autonomous railroads terminating in the memory. The lone reminder was the view of the case, "I'm tired already" he region. Increased production due to the Allegheny System, which continued to pro- said. "I've been answering questions war effort starting in 1914 only amplified about this since early this evening. vide time service to City Hall and a dwin- the problem. dling customer base until 1946.
20 WESTERNPENNSYLVANIA HISTORY I WINTER 2005 Artifacts of time determination and distribution lIbid 81. According to Derek Howse, Greenwich Time and the Discovery of the Longitude (New York: Oxford Uni- Burgess and Kennedy, 119. from this unusual era in Pittsburgh history, versity Press, 1980) 120, "At Pittsburgh, Penn., including a telescope, clocks, chronograph, 12Ibid 219-223. there were six different time standards for the arrival numerous rail- and telegraph switchboard, are displayed at 13S.P. Langley, "Uniform Time," The Pittsburgh Commer- and departure of trains" due to the roads each keeping their own time. Allegheny Observatory in Riverview Park, cial, February 17, 1870, Vol. II No. 133. 2 General Time Convention, Chicago, October 8, Harper's New Monthly Magazine, Vol. 61, No. 335, a few miles north of the original location on Time Used By The Rail- April 1878, 668. 1885, "Table of Standard Perrysville Avenue, (412) 321-2400. roads In The United States And Canada." S.P. Langley. "On the Allegheny System of Electric Time Signals," American Journal of Science and Arts, Vol. 6, 2 "Standard Time: The City Hall Clock Changed at 6 O'Clock This Morning," Wheeling Register, April 1, steelworker Nos. 19-24, July-December, 1872, 381. Ken Kobus is a third-generation 1887. by the US Steel Corporation at its Wallace R. Beardsley. Samuel Pierpont Langley - His employed Gazette, November 19, Early Academic Years at the Western University of Daily Post and Commercial Clairton Coke Plant. He co-authored: The and the Evening Telegraph, November 21, Pennsylvania, unpublished Doctoral Thesis, University 1883, 1883. Pennsy in the Steel City and The Pennsylvania of Pittsburgh, 1978, 40. 2, Information from www.nationmaster.com/encyclope- Railroads Golden Triangle, and edited an anno- Carlene E. Stephens, Inventing Standard Time (Wash- dia/Time-zone#H istory. tated version of Steel, The Diary of a ington, D.C.: National Museum of American History, Smithsonian Institution, 1983). 26 William Bender Wilson. History of the Pennsylvania Furnace Worker by C. R. Walker. He chaired the Railroad Company with Plan of Organization, Por- S. P. Langley to W. Thaw, May 12, 1873, Archives of restoration of a historic Andrew Carnegie 11- Sketches in Two Industrial Society, University of Pittsburgh, Allegheny traits of Officials and Biographical & Company, inch refracting telescope built by John Bras- Observatory Collection, 64:22, Box 2, FF 38. Volumes (Philadelphia: Henry T. Coates 1899), Vol. 1, 216. hear done for the Amateur Astronomers S. P. Langley, Letter to the Western Union Telegraph 22Burgess and Kennedy, 555-557. Association of Pittsburgh where he's a 40-year Co., December 4, 1871, Archives of Industrial Society, member. Ken is on the board of directors of the University of Pittsburgh, Allegheny Observatory Collec- tion, 64:22, Box 2, FF 36; Harper's, 668; Langley, Technical and Pennsylvania Railroad American Journal of Science and Arts, 378. Historical Society. 2 Beardsley, ibid, p. 39.
Carlene E. Stephens. On Time, How America Has Learned to Live Life by the Clock (New York: Little Brown And Company, 2002), 15-63. 2 Pennsylvania Railroad Co. Rules and Regulations for the Government of the Transportation Department of tradtionafjoyous the Pennsylvania Railroad Company: Totake effect November 1st, 1874 (Philadelphia: E.C. Markley & Son, Printers, 1874), Train Rules, 22-37. This partic- ular rule book was adopted by and is from the North- andcoving community ern Central Railway Co. (under the control of the PRR) and went into effect on the prescribed date under a General Order, by order of the President, A. aaitf invitesyou to stop Iy J. Cassat. A Pittsburgher, he became president of the PRR and built the famed Pennsylvania Station in New York City. His sister was to become the famous ndget to know us Iettet impressionist artist Mary Cassat. 3 Proceedings of the General Time Convention, St. Louis, Missouri, April 8, 1885, p. 3. These were not government rules, and so things developed slowly as corporations tried to come to agreement over the cwmi regulations. vo q THIRD Rules of Order of the General Time Convention, cm> 'RESBYTERIAN Adopted April 14, 1887, Appendix, "Code of Train Rules," E. qCHURCH Ibid 3. 5701 FIFTH AVE. AT S. NEGLEY Joseph Frazier Wall. Andrew Carnegie (New York: TITTSBURGH, PA 15232 Oxford University Press, 1970) 74-76. 6614710 7 George Burgess and Miles Kennedy, Centennial Histo- (412) of the Pennsylvania Railroad Company, 1846-1946 ry THE REV. VANCE W. TORBERT, 3" (Philadelphia: Pennsylvania Railroad Co., 1949) 12. H. PR STON SHOW'MAN, 6 Burgess and Kennedy. Later, the PRR had to pur- fIDECTOR Oi muSIC chase the canal property from the state to get some- thing else it wanted. This is why the rail line up the Allegheny through the North Side, Millvale, Etna, SUNDAY WORSHIP 11:00 A.M. Sharpsburg, and up the Kiski/Conemaugh Rivers is on the old canal bed for much of its length. Ibid 39.
WESTERNPENNSYLVANIA HISTORY I WINTER2005 21