European Capital, British Iron, and an American Dream

The Story of the Atlantic and Great Western Railroad

Peter K. Gifford, Robert D. Ilisevich

• Publisher: University of Akron Press
• Year: 2011
• ISBN:
  9781935603559
• Topic: Technology & Engineering
• Subtopic: Rail Transportation
• Index: Technology & Engineering

The Atlantic & Great Western Railroad was one of the earliest and largest east-west railroad projects in the United States. It was the dream of American builders William Reynolds of Pennsylvania and Marvin Kent of Ohio. By using the non-standard six-foot gauge, these men helped construct a trunk line connecting the Atlantic tidewater with the Mississippi River "without break of gauge." Money for the construction came principally from European investors, like Don Jose de Salamanca of Spain, while Great Britain furnished the iron. A strong English support group included James McHenry, Sir Samuel Morton Peto, and the brilliant engineer, Thomas Kennard. This American-European enterprise represented an unique example of intercontinental cooperation in railroad history. Reynolds was the first president of the Pennsylvania and New York divisions of the A&GW. This published history is the first published source on this important railroad. With a memorable talent for detail and authority, Reynolds demonstrates how difficult it was to build a railroad against a backdrop of the Civil War. The lack of capital and resources, the scarcity of labor, the control of the oil market, and the endless struggle against hostile public opinion and fierce competitors like the Pennsylvania Railroad and the New York Central posed challenges that were not easily overcome. Yet, as Reynolds states, "in the face of all these formidable obstacles, the enterprise was crowned with success."

1. “Railroad or No Railroad,” 1851–1857

In the decade prior to the Civil War, railroad mania continued to grip the nation. A number of lines had already been constructed or projected in western New York and northeastern Ohio, but the cities of Philadelphia, Erie, and Pittsburgh guarded against railway connection between the two states through northwestern Pennsylvania. In 1851, William Reynolds of Meadville, Pennsylvania, and railroad leaders from Ohio planned to support such a connection. Reynolds helped organize a branch of the Pittsburgh & Erie Railroad. The branch was later called the Meadville Railroad Company. When the state Supreme Court allowed Crawford County to repudiate its bonds and the Panic of 1857 threatened the future of the railroad, Reynolds and Marvin Kent of the Atlantic & Great Western RR of Ohio decided to appeal to European investors. To this end contractors A. C. Morton and Henry Doolittle were sent to England to begin negotiations. Upon their return, Morton demanded a new contract, which Reynolds refused to grant.

Railroad Mania 1851

The close of the year 1851 witnessed a very general interest in railway extension. Few long lines were as yet constructed by single companies. The Erie RR Company,¹ after many years of effort and discouragement, had connected the Hudson at Piermont with Lake Erie at Dunkirk, May 18, 1851. This was the longest line then built. The connection between Albany and Buffalo had been completed by several distinct corporations. The Buffalo & State Line Company (B&SL RR) had built to the Pennsylvania state line, there connecting with the Erie & North East Railroad (E&NE RR) of six-feet-gauge, January 10, 1852. The Pennsylvania Railroad (PRR), extending westward from Philadelphia to Pittsburg [sic], offered the only connection from the seaboard to the west, south of the state of New York.

Other lines of railway had been projected in Ohio for connection with the lines already constructed to the seaboard, but were barred from progress by the narrow and selfish policy of Pennsylvania, whose legislature was controlled by the influence of Philadelphia, Pittsburg, and Erie. Philadelphia persistently opposed every railway enterprise which should open a connection with the rival city of New York, unless tributary to her. Pittsburg opposed all connections through northwestern Pennsylvania; and Erie wished all lines to terminate at her harbor. The united interests of Philadelphia and Erie had projected the Sunbury & Erie Railroad (S&E RR), not then built, with valuable water front, [and] the Pittsburg & Erie Railroad (P&E RR) from Pittsburg to the Erie harbor. Also the Erie & New York City Railroad (E&NY City RR) had been organized for a direct connection with the Erie Railroad. With these four lines concentrating at her harbor, she [Erie] foresaw great commercial prosperity if western outlet through Pennsylvania could be prevented. Actuated by these motives, each of these cities sent men of ability to Harrisburg, whose important duty was to vigilantly guard against railway connection between New York and Ohio.

In northeastern Ohio three railway enterprises had been organized with a view to an eastern connection through Pennsylvania; the Cleveland, [Painesville] & Ashtabula (CP&A RR) to the State line, the Clinton Line from Cleveland to the Pennsylvania line near Kinsman, and the Franklin & Warren (F&W RR, later A&GW of Ohio) from Dayton to the state line near Orangeville. The [first] of these railroads was already constructed to the state line, and under a covert power inadvertently granted to the Franklin Canal Company, arrangements were being made to extend to Erie. Near the close of the year 1851, Judge [Marvin] Kinsman, of Kinsman, and other gentlemen interested in the Ohio railways, visited Meadville, and at the office of John Reynolds,² met with a number of our citizens, including John Dick, David Dick, and Judge Gaylord Church, to advise as to the practicability of securing a railway connection through this state.

Judge Gaylord Church, director and legal advisor to the A&GW. (Crawford County Historical Society Collection)

As it was improbable that any direct legislation could be obtained, it was determined to secure the end by covert powers to be granted, the object concealed. (This by no means commendable character of legislative enactment had become common and was characterized by the name “snake.”)³ Church was sent to Harrisburg to secure some legislation which would meet the emergency. It was decided [to make] a direct application for a railroad charter, as supplement to the charter of the Meadville, Allegheny & Broken-straw Plank Road Co. and obtain authority for that company to lay iron rails on their road, ostensibly as a tram-way. Church, after efforts of many weeks, was unable to secure any satisfactory legislation, and returned home in April 1852.

The P&E RR Company had been chartered in 1845, and was empowered to build lateral roads or branches in any county and adjoining counties through which the main line should pass. The company had done little work and had not been able to secure stock subscriptions, although in 1846 they were authorized to receive subscriptions from the counties through which the road should be located. In the summer of 1852 an overture was made by this company to some of our Meadville citizens to join interests and build the connecting line between Ohio and New York under the branch powers of their charter, which was ample for the purpose. On October 8, 1852, a meeting of interested parties was held at the American Hotel in Cleveland.⁴

Judge [B.] Chamberlain [E&NY City RR] was appointed chairman, and after deliberation it was determined to appoint a committee to meet with the Erie Railroad Company at New York and enlist their interest.

In accordance with this resolution Prof. H. N. Day, of the Clinton Road, E. Sankey, Henry Doolittle of F&W RR, Church and Wm. Reynolds met the directors and Benjamin Loder, president of the Erie RR Co., on October 26–28 at which time all proposed plans were discussed and the interest of the Erie RR Company aroused. The Erie RR Company agreed at their own expense to make a preliminary survey in Pennsylvania to ascertain the character of the route. The survey was placed under the charge of Thomas Hazzard, who had located the line of the E&NY City RR. On December 28, the Ohio & New York committee with Church and Reynolds representing Pennsylvania line, again met [with] the Erie RR Company. Nothing definite was accomplished, the financial difficulties of that company rendering it impossible to extend more than good wishes.

County Subscription 1853

In the summer of 1853 it was determined to make an effort to build the Branch road and secure in addition to the private stock subscription, county subscriptions on both the main line and Branch, each specially applicable to the several lines. A portion of the line west of Meadville was located, and some right of way obtained, and parties found willing [to] contract for the work, upon a reasonable basis. These were the Howard Brothers,⁵ who offered to take the entire work, five-eighths stock and balance in cash and county bonds. Application was made to the commissioners of Crawford County [Penn.] for a subscription. On August 14, Commissioners James L. Henry, J. D. McIntire, and Nicholas Snyder, and the Grand Jury of Crawford County recommended, subject to an expression of public opinion, a subscription of $200,000.

On the following day thousands of posters were distributed throughout the county, asking a vote of approval or disapproval of the subscription on the 18th, and returns to be made to the commissioners on the 19th. These posters were headed “Railroad or No Railroad,” and were signed by the commissioners. Every district in the county voted with the exception of three. Resulting vote in favor of subscription, 3,235; against, 173.

Aug. 22. Under authority of the supplement to the P&E RR charter April 21, 1846, the subscription was made by the commissioners. Bonds payable at twenty years in City of New York. On the same day the commissioners appointed Joseph McArthur, Samuel B. Long, Alexander Power, and Wm. Reynolds, Directors for the county.

Before the execution of the contract, the ceremony of breaking ground is thus noted in the Crawford Democrat [August 23, 1853.]

Commencement of Work.

At one o’clock on Saturday the Pittsburg & Erie RR broke ground amid the roaring of artillery and the soul stirring music of the Meadville Band. At one o’clock the procession was formed on the Diamond. John McFarland was Marshall of the day, and Horace Cullum and Major Samuel Torbet Assistant Marshall. The order of procession to the ground selected on the bank of French Creek south of the borough (just south of gas works) was:

Directors of the company,

Engineers

Meadville Sax horn Band

Early Settlers in carriages

Laborers with shovels preceded by foreman

Contractor

Plough drawn by four yoke of oxen

Citizens

In the absence of the president Hon. G. Church announced the order of exercises, after an address giving the history of the enterprise and its future bright prospect.

Mr. David Compton, one of the oldest settlers, broke ground with a shovel.

The first furrow was run by Mr. Taylor Randolph, his brother Edward Randolph driving the team of four yoke of oxen. These brothers were among the earliest settlers, and the latter is said to have driven the first team in Crawford county.

This done, a large number of employes [sic] went to work, in a short time prepared a portion of the ground for the rails.

Aug. 25. The contract for construction was made with the Howard Brothers payable five-eighths in stock, $150,000 county bonds.

Aug. 26. The county subscription was presented at a meeting of the P&E RR Company at New Castle. A resolution of the board was passed setting apart from the first moneys received a sum to meet the interest on the county bonds as expended. The supervision of the branch was given to Church, Wm. Gibson, and Reynolds. On Sept. 21, the P&E RR Co. by resolution pledged the “Faith credit and property of the company for the payment of the interest on the county bonds.” James R. Dick was appointed “Disbursing Agent” for the Branch and instructed to call in the first installment of $2.50 per share. On October 17, Howard Bros. were awarded first estimate.⁶

From the beginning of the enterprise a constant and determined opposition and inveterate hostility was manifested by some of the citizens, which greatly impeded the efforts of the company, and caused distrust of the project, thus preventing subscriptions and the prompt payment on the subscription already made. Much courage and perseverance was required to contend against those efforts, and at the same time work for the enterprise. Owing to the distrust so industriously disseminated at the very commencement, the company was embarrassed for means to meet expenses. To collect by legal process would create ill feeling and extend prejudice. It was hoped the opposition would be allayed by the prosecution of the work and money to meet present emergencies was advanced by Church, Reynolds, and John Dick.

In the latter part of December 1853, owing to our financial difficulties, I went to New York to enlist the Erie RR Company and secure aid from them.⁷ Homer Ramsdell, president of the company, seconded me in my efforts with the board, and took great interest in the project. Yet I was unable to accomplish anything financially, as the company (Erie) and its friends had exhausted their means on their own road. Yet Ramsdell gave me the written assurance of $150,000 from [his] company when we could show a reliable subscription and means within that sum for completion.

J. C. Chessbrough had been appointed Engineer and surveyed the several lines east of Meadville. The desire was to locate through the eastern part of the county to the Brokenstraw and Warren counties to the New York state line. The Mill Run route from Meadville was found impracticable. A line was explored up Woodcock through the townships of Richmond, Athens, Rome, and Sparta, but found objectionable on account of grade and heavy work and the line was forced into the valley of the French Creek. After the preliminary surveys east of Meadville were completed, Chessbrough resigned, and the greater part of the engineer corps was discharged. The work of Howards was principally west of French Creek and reduced to meet financial ability of the company.

In December, the Branch was under charge of a committee, and the offer was made to me of the charge of the work as superintendent, with a salary of $1,200. But owing to the responsibility of the position, on account of the opposition and hostility encountered at every movement, and our embarrassed finances, I declined the offer, although I accepted at a later date.

A Bad Start 1854

On March 3, the P&E RR Company met at Meadville and appointed an executive committee.⁸ Reynolds was appointed Superintendent of Branch at a salary of $1,500, and John A. Waugh Superintendent of Main Line. Church and Garvin of Mercer were added to the executive committee. Hazzard was appointed engineer of [the] Branch. I again visited the Erie RR Company to secure aid of $200,000, but without success.

Our efforts to obtain stock subscriptions were not relaxed, and on May 10 Wm. Hope, agent of the Branch, reported subscription of 4,882 shares. This included the county subscription, leaving individual stock subscription at $44,100. The Erie RR Company’s Ramsdell advised, owing to the stringency of the times, patience and caution: “Agitation now and preparation to act by and by.” On improvement of times the company would contribute the last $200,000, and if desired, operate the road until the company could furnish its own rolling stock.⁹

Church and I went to New York in May, and spent some time in an effort to secure subscriptions among the merchants. We called on Horace Greeley of...

Table of contents

• Cover
• Title
• Copyright
• Contents
• List of Illustrations
• Editors’ Preface
• Acknowledgments
• Railroad Abbreviations
• Timeline of the Atlantic & Great Western Railroad, 1851–1864
• Introduction
• Author’s Preface
• 1 “Railroad or No Railroad,” 1851–1857
• 2 From Ohio to New York, 1858–1859
• 3 Building the Road, 1860
• 4 Challenges and More Challenges, 1861 122
• 5 Difficulties Continue, 1862
• 6 Pressing On, 1863
• 7 Finishing the Job, 1864
• Editors’ Afterword
• Biographies
• Notes
• Bibliography
• Index
• Series on Ohio History and Culture