Buffalo, Rochester and Pittsburgh Railway

1477:. The formal hand-over occurred on 1 January 1932, forever ending the Buffalo, Rochester and Pittsburgh Railway as an operating entity. However, the corporation continued to exist on paper. Because there were still shareholders with a minority interest in the company, the BR&P continued to exist through to the CSX era because of outstanding unclaimed shares of the railroad. Watson Hill Brown, the investment banker who helped finance and reorganize the Rochester & Pittsburgh Coal Co. in 1881 and take control of the Rochester & State Line Railroad had passed away in 1928 before he could cash in his shares for B&O stock. Under the Abandoned & Unclaimed Property Act in the state of Pennsylvania (where the BR&P had been incorporated), CSX was permitted to make payment to the state’s Bureau of Unclaimed Property, in lieu of actually buying out the one share of BR&P stock owned by the estate of Brown. After an exhaustive search revealed no living heirs, payment was made, CSX became the sole owner of BR&P, and the company was merged on 21 December 2013. 946:

helpers and pushers. If the second (or third) engine were put at the head of the train, then too much weight aft might result in a broken coupler and the lethal problem of a runaway. If the additional power were at the back end, then the soft wood cars tended to buckle under the compression. Occasionally, a compromise would put the helper locomotive at or near the center of the train. Using helpers brought an additional problem. Since these engines were needed only on steeper grades and since the railroad would never countenance the expense of a second engine and crew on the entire run, the helpers had to return to the bottom of the grade for the next heavy train needing a push. At first, this meant running backward after uncoupling from the rear of the train. The BR&P discouraged backward running as bad practice, a problem that eventually was solved with the construction of

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processing facilities. The Iselin presence at the southern end of the BR&P was such that today's maps of the coal mining region show such place names as Adrian, Adrian Furnace, Adrian Mines, and Iselin Heights; moreover, the railroad named one entire branch after him. Iselin's intention was to ship 2000 tons of coal daily, to which end Iselin and the railroad established the Rochester and Pittsburgh Coal and Iron Company, entirely owned by the R&P. Walston H Brown was president of both corporations. The company town at the southern end of the railroad, in the 11,500 acres (47 km) acquired by the coal company in the Punxsutawney area, was given the name Walston, Pennsylvania. The initial coal production facilities yielded approximately six hundred tons daily, at a total mine-to-carload cost of seventy-three cents per ton.

1219: 658: 1325:, this resulted in seven loaded coal cars and a single passenger car with fifteen to twenty people aboard accelerating back down the grade out of control. The investigation that followed alleged that the conductor and brakeman were both asleep. Neither survived. The runaway string of cars smashed into a train proceeding in the same direction. The engineer of this train saw the cars coming and, with his fireman, leapt off the locomotive after reversing it, surviving with serious bruising. Since the passenger car was the last on the first train, it hit the locomotive at full speed and was split in half. The destroyed passenger car was immediately struck by the coal cars; seven people died, and eight were injured. 1187: 1260: 1203: 440: 1273: 598: 1174: 796: 974:: the comparatively light 700 through 741 and the heavier 742 through 754. Since they differed in frame design, this meant that the weaker 8th century were never doubled together. Instead, a light 700 would be coupled ahead of the heavier one for a double. When two 700 series Mallets were pushing, the same constraint was applied. If the run utilized two light Mallets, then the second one was placed at the rear, ahead of the caboose, and pushed. One more issue with doubled Mallets was whether or not all the bridges on the run were strong enough for two of the 9th century or the heavy 8th century running together. 610: 821:

and 3,028 of them were coal cars. Of those, perhaps 500 belonged to the Rochester and Pittsburgh Coal and Iron Company. By the mid-1880s, the railroad was running forty or more coal trains a day. Since coke was a valuable commodity, the coal company built a mile and a quarter long string of 475 coke furnaces, the largest in the world at the time, producing 22,000 tons a month, some of which was shipped out by train. Much of the coke, however, was consumed on-site in refining the iron ore brought in by lakes freighter and trans-shipped to the iron mills by the coal trains on their way back south.

1416:. The result of the rails spreading apart under the weight of the 280 ton engine was an upside-down locomotive (see photo above). This was not a rare occurrence, as these 800-series Mallets were not only the heaviest that the Buffalo, Rochester and Pittsburgh Railway operated, they were the heaviest ever used in normal service in the entire area. Less than two weeks earlier, number 806 had suffered the same ignominy when the railbed beneath her gave way on Clarion Hill. The crew sent to retrieve the engine simply tied a set of rails onto the locomotive's 57-inch (1,400 mm) 634: 622: 190: 646: 671: 426: 683: 966:. The steepest grades were in the Buffalo Division, but they were uphill southbound and thus not a problem for the coal trains northbound. The ore trains had to negotiate these grades uphill, and, in the days before the Mallets, the ore trains out of Buffalo Creek had two Consolidations at the front and three at the rear. The Clarion Hill grade of the Middle Division, while not the steepest, did pose the greatest challenges. The worst grades on the BR&P were in the 84 to 89 feet (27 m) per mile range. 707: 412: 1232: 1337: 695: 1218: 1110:

roundhouse; even then, it stuck out considerably in the back, so the railroad built an extension to the stall to enable the doors to be closed. The Buffalo Creek roundhouse lacked this refinement. When two Mallets were parked in it, their tenders not only stuck out but very nearly touched. To deal with this, the BR&P built the "Malley House" near the roundhouse; it accommodated two of the ninety-two-foot wheelbase engines.

365:, the structure was more than 300 feet (91 m) above the creek and more than 2,000 feet (610 m) long. Construction took only ninety-four days. The single track over the bridge was shared by the Erie and the R&P; this proved to be a bottleneck, and the company which succeeded the Rochester and Pittsburgh Railroad Company, the Buffalo, Rochester and Pittsburgh Railway, built a forty-mile detour, opening it in 1893. 1186: 283: 182: 996: 809: 846:

motive power than the archaic Consolidations of the earlier era. However, long coal drags with one or two Mallets at the head did not last forever. In the first quarter of the new century, the market share held by the comparatively costly union-made coal of Pennsylvania was driven down by the cheaper coal from the non-union mines of Kentucky and West Virginia. The companies of the

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to McMinn Summit. When this was necessary, the dispatcher would call the crew to work by ringing a phone booth located next to the siding. A loud bell generally sufficed to wake up the engine crew. On those occasions when it did not, the dispatcher would call the McMinn farm nearby, and one of the McMinn children would run over to the siding to awaken the engineer and fireman.

1288:, but the historical record shows that they occasionally do. Most accidents are deadly serious, with mere destruction of property if those involved are fortunate and death and injury if they are not. The R&P operated in the days of looser and more tolerant labor practices. In the winter of 1881, the engineer of a southbound oil train approaching the 36: 1329: 1259: 1272: 1173: 1247: 1061:, it acquired little in the way of usable maintenance assets. To remedy this deficiency, the R&P bought land in the Lincoln Park section of Rochester and, in 1881, built a machine shop for repair work. In 1882, they erected a roundhouse, today at the corner of West Avenue and Buffalo Road. (The turntable has been preserved by the 1202: 1387:. In a more poignant incident in June 1900, engineer William Kation died in a head-on collision between two passenger trains that occurred right in front of his own home, on what was to have been his very last run before retiring. The crash resulted from a simple clerical error in the train orders for that day. 1399:

of which failed. The engineer saw the rails tipping slowly and yelled to the fireman to jump. He and the brakeman survived the plunge into the water, but the fireman did not. In the news reports, railroad officials expressed gratitude that the next train on the line, a passenger run, had not been the

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Train crews are forever at the mercy of what others do. In February 1927, a Bradford yard employee left a switch in the wrong position, derailing a passenger train. The fireman was injured but survived; the engineer, who had worked for the line for forty-five years, was close to retirement, and had a

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of the second train ordered the first engineer to take his engine across to "test" the bridge. The engineer and his locomotive survived the transit, but the bridge settled several inches. While the conductor tried to talk the mail train engineer into shoving the oil cars across the bridge, the ice in

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The archetypal railroad town, DuBois had its first BR&P facility in 1886, with the car repair shop. The locomotive repair shop grew from a six-stall roundhouse at Valley and Jared Streets. When DuBois granted the railroad land and money, the expansion hit high gear. By the early 20th century, the

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Mallets. The BR&P bought these engines in 1918 essentially for one purpose, to "push Clarion Hill off the map". These locomotives were well suited to the task, as they were slow and capable of massive drawbar traction. The cooperation between the BR&P and the Erie ended in 1928, when the Erie

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Sometimes, the problems with pushers and helpers arose not from the hardware but the politics and the economics. In the 1880s, the BR&P and the Erie shared locomotive facilities at Clarion Junction. They had an agreement that each company would provide helper service to each other on the basis of

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The headquarters of both the Buffalo, Rochester and Pittsburgh Railway and the Rochester and Pittsburgh Coal and Iron Company were in the elegant building on Main Street West in Rochester, and the bitter arguments between William Noonan, the head of the railway, and L W Robinson, the head of the coal

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sought federal regulation of coal industry wages but lost. In a series of moves to protect themselves, the coal companies transferred to the BR&P not only the short-line railroads they'd built themselves but also the Genesee Coal Dock facility. This had the effect of improving the coal companies'

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The first coal to be shipped on the R&P went to the Rochester coal merchant, Arthur G Yates. Such was the demand for coal that the coal shipments began well before track construction had been completed, leading to constant conflict in scheduling. By 1886, the railroad had some 4,182 freight cars,

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The public face of a railroad is its stations, and the BR&P demonstrated its respect for its customers with well-designed, well-built, and well-maintained railway stations, most of which outlasted the company. Some were erected anew, while others, like the terminus in Rochester, were improvements

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In an incident in 1882, the R&P built a line across the narrow-gauge Olean, Bradford, and Warren without first asking permission. When the OB&W declined the R&P's terms for an agreement, the R&P went ahead with the construction anyway. The irate OB&W crew then hooked a locomotive

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in Rush, New York, while the building itself has been converted for use by a scrap company.) This facility, with its fourteen-stall enginehouse, was the central shop for the entire line. The other end of the line (at the time) was in Salamanca, where the company built a smaller facility, including a

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In the days before radio, dispatching locomotives involved using whatever means of communication were available. The BR&P maintained a helper station at a siding between Dellwood and Lanes Mills, south of Brockwayville. The 700 series Mallets stationed here were required to assist coal trains up

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Mikados, making the BR&P helpers/pushers superfluous to requirements. On some runs, the Erie put two engines at the head of the train and a third at the rear. This saved as much as ten to twelve minutes on the hill and enabled longer consists. Since the third engine, the pusher, was lighter than

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when a train came along needing a push. After some years of this, the BR&P management realized that their engines were doing most of the work. The Erie crews had acquired the knack of finding something wrong with their engines, keeping them conveniently immobilized when it was time for work. The

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The Bradford station saw enormous activity at the end of the 19th century. The BR&P had a maintenance facility in this oil town, along with their cross-tie and timber factory, which operated its own two-foot-gauge micro-railroad for moving the timbers about. Other railroads active in Bradford at

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station of the Buffalo, Rochester and Pittsburgh sat at the west end of Maple Street, well to the north of the end of the road. Its 1911 replacement was on the curve where Maple turns south to Wyvil and Hanford. The railroad built a new station in Scottsville, formally dedicating it in 1911. Sitting

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From the inception of the BR&P, the company purchased locomotives as the need for them arose and then maintained them well. Some of these engines were used for both passenger and freight service, but many fell into one category or the other. Since the BR&P came to an end in 1932, it remained

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That October, it emerged in the form of a new company called the Buffalo, Rochester and Pittsburgh Railway, a name which accurately reflected the physical reality of its route structure. One of the forces at work in the reorganization which engendered the BR&P was a Rochester coal merchant named

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The Rochester and Pittsburgh Railroad Company was born on 29 January 1881 from the remains of the R&SL. The latter had been sold on 20 January for $ 600,000 to a New York syndicate of investors led by Walston H Brown. Brown, of Brown, Howard, and Company, had experience in railroad building; his

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The physics is simple: the three thousand tons of the train rolling downhill at an accelerating speed generated an enormous pulling force, while the inertia of the 250 ton locomotive created a powerful resistance to acceleration, the consequence of which was the failure of the hardware securing the

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in 1917, they naturally gave thought to how the weight of these machines would affect the existing trackage. Some work was done strengthening bridges and railworks, but it proved not wholly adequate. On 19 April 1918, the BR&P ran a very heavy Mallet over a light track north of Clarion Junction

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area imposed their own burden on the BR&P repair capabilities, and shops were built at Elk Run, just to the north. However, the company needed a major facility at which the biggest repairs could be done; at the time (1880s), the most serious work on locomotives required sending the engines back

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The BR&P had four divisions, and helpers/pushers were used on all of them. The real difference arose because of the preponderance of heavy loads running northbound. For instance, coal trains were loaded northbound and empty southbound, as were the oil tankers. However, prior to World War I, the

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The Buffalo, Rochester and Pittsburgh Railway was a company built on and around taking coal north out of Pennsylvania. The financial backer of the newly founded Rochester and Pittsburgh Railroad, the banking house of Adrian Iselin, owned not only an interest in the rail line but coal mines and coke

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While the R&P was expanding on its south side, it also built on the north end. Using the Rochester and Charlotte, the Buffalo, Rochester and Pittsburgh, and the Perry Railroad as construction companies, it brought much greater capability to the old RS&L yard at Lincoln Park and extended its

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was not infinite. While the engine could not push hard enough to break the drawhead, the engineer needed to avoid slack. On the downhill part of one run one day on the Buffalo Division from Beaver to Hoyts, the pusher engineer did not keep up with the train ahead and saw it pull away from him with

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In a practice typical in the industry, so-called "construction companies" were formed. They were paper railroads intended for the actual building of new lines and branches but not permanent existence operating them. Thus, the Buffalo, Rochester and Pittsburgh Railroad Company, the Great Valley and

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As the national economy grew, more and more coal mines were developed along the BR&P routes. In fact, the new Indiana Branch soon yielded the greatest traffic volume as mines opened in the area south of Punxsutawney. By the 1920s, coal trains averaged 3,750 tons, requiring considerably better

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Part of Yates' contribution to the BR&P's ability to haul coal was the extension of the line north from Lincoln Park through Rochester up to the coal dock it built at the mouth of the Genesee River in 1896. With an initial capacity of 4,000 tons a day, it was expanded in 1909 and 1913. To get

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While the BR&P simply purchased the great majority of its locomotives, several were acquired by means of leases when the company faced a serious but temporary shortfall, while others came to the BR&P through subsidiary companies, such as the Allegheny and Western Railroad, the Silver Lake

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The vigorous expansion of the railroad, including land acquisition, the employment of literally thousands of laborers, and the purchase of locomotives and freight and passenger cars, placed upon the Rochester and Pittsburgh a burden that its revenue and capitalization could not sustain. On 30 May

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Among the other annoyances that management had to face, one peculiar to steam locomotive operation plagued the BR&P. In addition to the accidents resulting from employee carelessness, in which doors and walls were destroyed by the impacts of engines that were not stopped in time, the engines

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alternative was very costly in terms of land area. Thus, Buffalo Creek had one of only two BR&P turntables capable of swinging a Mallet engine. On the rare occasion of a Mallet reaching Rochester, it had to be turned on a wye. The Mallet would fit into only a single stall of the Lincoln Park

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good friends when Frederick Bell, George Lewis, and Arthur Yates took seats on the Buffalo, Rochester and Pittsburgh Railway board of directors. In fact, with Iselin's resignation as president of the railway company, Yates took his place. The two coal companies then negotiated an agreement which

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that were well maintained and in which crews took justifiable pride. By the time the Rochester and Pittsburgh had inherited the R&SL motive power, the original eleven had aged quickly, the RS&L having spent little on maintenance. The R&P had to send the locomotives back to Brooks for

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The failure of the brakes on a coal train headed downhill plus the presence of another train headed in the opposite direction near Silver Springs Junction added up to one fatality and forty wrecked freight cars. The estimated cost was a quarter of a million dollars, in the days when the typical

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One practice not encouraged by management was disconnecting helper locomotives on the fly. The engineer of the helper would back off on the throttle to unload the coupler, and the fireman would pull the pin to separate the two engines. The helper would then sprint ahead to the siding, throw the

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Early freight operations consisted of trains of fewer than twenty cars, for the cars were weak and the locomotives small. The hilly terrain over which the BR&P routes ran posed problems, especially in the days before steel rolling stock. To negotiate these grades, the railroad needed to use

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Pacifics, which lasted until the B&O ended passenger service in 1955. The BR&P owned a total of 22 Pacifics, acquisition ranging from 1912 to 1923. Used widely by railroads throughout the country, it proved popular and reliable. The Pacific was built in several weights, with the lighter

1368:, Pennsylvania, tried to occupy one space, with predictable results: both locomotives and both trains were totally destroyed. Others had graver consequences. One night in February of that same year, a coal train and a freight train came together because of excessive speed and the inadequate 1104:

In the 1880s, the line to Buffalo was built, terminating at Buffalo Creek. A more modest shop was established here, including a seventy-foot turntable that had to be enlarged to one hundred five feet to accommodate the Mallets. There were only two ways to turn a locomotive around, and the

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imposed enormous maintenance burdens on the railroads. Primitive in design, they contained numerous self-destructive moving parts which were manufactured using, by contemporary standards, exceptionally primitive techniques. In fact, a number of railroads were capable of making their own

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and the cities of Buffalo and Rochester. The mines produced steam coal, and the factories and the railroads of the Northeast needed it, in vast amounts. The reality, however, was far less simple. The great need of the coal-transportation market attracted aggressive competitors, and the

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Although the BR&P was not a passenger line, it put a first-class effort into the passenger service that it provided the public. The locomotives used represented the best available, as did the care given these engines, leading to an enviable record for on-time completion of trips.

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were several pending lawsuits against the R&SL and disputes arising from the shady land acquisition practices of the company's forebear. Resolving these, he proceeded to improve the capital plant, including refurbishing the older locomotives and buying new ones. He bought more

1383:, leading to a high-speed head-on collision on a curve with another locomotive one mile (1.6 km) north of the station. While no passengers died, the fireman succumbed to steam scalding, dying half an hour after the crash. Criminal charges brought the engineer's arrest for 1376:. In these harrowing stories, two themes emerge. The trains ran at speeds low enough to allow the crews to leap off when disaster was imminent; and more than one engineer or brakeman remained at his position on the doomed train to the very end, often with fatal consequences. 1663:

Technically, this company never built anything. Organized on 21 April 1881 for the purpose of constructing a line from the R&P at Lincoln Park to the lake at Charlotte (the mouth of the Genesee River), it instead abandoned its proposed route in a deal struck with the

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merchant, Oliver Allen, arose from a dinner with some fellow businessmen at which the need for a new railroad had been the topic of a spirited discussion and exclaimed, "Let's build a railroad." Allen did not build the road himself, but his was the drive that led to the

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The Buffalo, Rochester and Pittsburgh Railway passenger station was south of the railroad tracks. The freight station, shown here in 1914 during construction, was built between the north side of the tracks and the Erie Canal at 25 Oak Street, opposite the passenger

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This expansion did not occur at the expense of other sites. East Salamanca was chosen in 1906 for a new roundhouse and classification yard, thanks to a location convenient to the Buffalo, Middle, and Rochester Divisions. The introduction of the huge Class XX

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The company took pride in doing its job properly. In its report for the year ending 30 June 1915, the New York State Public Service Commission observed that the BR&P had operated 13,877 passenger runs. Of these, 12,628 were on time. The average delay was

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A modest undertaking organized on 9 May 1882 to build a one mile (1.6 km) long connection between the existing short line at Silver Springs and the R&P main line at Silver Lake Junction, the Perry Railroad was taken back into the R&P on 17 November

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This train hit an improperly set switch in the East Salamanca yard on the evening of 16 October 1917. The toll was one locomotive on its side, thirteen cars tumbled into a mess, of which two were destroyed, and one engineer in the hospital with a wrenched

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themselves were prone to go walkabout if left idling with a head of steam. A worn valve might pass sufficient steam to enable the locomotive to go through a roundhouse wall or door, drive into a turntable pit, or amble down the rail line, all on its own.

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company, became the stuff of local legend. In the end, both companies lost. The railroad disappeared into the B&O, and the coal company, which survived at least until 1981 in dramatically reduced size, is today no longer to be found in Rochester.

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It was less amusing one Sunday morning in July 1883 when an R&P coal train broke in two on a grade of 57 feet (17 m) per mile at Rasselas, twenty-five miles south of Bradford. A not altogether atypical occurrence in the days before reliable

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Mallet locomotives 716 and 729 on the southbound track after the twenty mile per hour collision. A conductor had just stepped out of a trackside phone booth when the train hit it. A passing train was just barely caught before it would have hit the

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Company policy demanded full water tanks when running backward; this discouraged light tenders from jumping the rails. The crews, too, disliked the practice, since it meant very cold rides in winter, the back curtain needing to be left open for

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railroad had sufficient capability at DuBois to handle everything, including building a locomotive from scratch. The BR&P could now cycle engines through the shop on a regular basis, thus keeping their motive power available and reliable.

1686:. In the event, this route started not at Machias but at Ashford, the result of which was Ashford Junction. On 28 September 1881, this company and the paper-only Rochester and Charlotte Railroad were merged into the Rochester and Pittsburgh. 1265:

Two 700-series Mallets shared improper intimacies on 12 September 1920 in East Bradford when one engineer somehow failed to see and hear emergency signals and flares. The collision caused very minor injuries to two of the crew of number

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In later years, when wood freight cars had long been forgotten, helpers and pushers remained, although in the form of much larger, heavier, more powerful locomotives assisting far heavier trains. The BR&P operated two 700 series of

1352:, and the BR&P had its share. In the final analysis, all accidents result from someone's failure, whether in design, manufacture, construction, operation, or maintenance. The company set its standards higher than most did, but the 323:

Bradford Railroad, the Bradford and State Line Railroad, and the Pittsburgh and New York Railroad built their respective lines, and then the latter three companies were folded back into the Rochester and Pittsburgh in November 1881.

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company typified the many financial speculators and investment organizations which dealt in railroad companies and their securities. Another investment company to figure prominently in the BR&P history was that of Adrian Iselin.

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appointed a referee to whom it gave the authority to sell off the company's assets. The foreclosure had been forced by the Union Trust Company of New York City. On 16 October 1885, Adrian Iselin bought the remains of the R&P.

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to the trestle works and started to pull it down. Intervention by the local police kept the resulting brawl from becoming serious. The two companies eventually came to an agreement at least non-violent if not altogether amicable.

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Commuter rail service on the Buffalo, Rochester and Pittsburgh and the Pennsylvania connected outlying towns and villages to Rochester. In some areas, Darwinian competition resulted in the failure of other rail lines, e.g. the

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Both roads faced the same problems at Clarion Junction: how best to get heavy trains over Clarion Hill. By the end of the 19th century, the Erie kept two engines there, while the BR&P had up to five. Initially, they used

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The Buffalo, Rochester and Pittsburgh Railway thrived on the haulage of heavy freight, primarily Pennsylvania coal, but its passenger service was characterized as "second to none". The first passenger run took place on the

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This was tame when compared to the world record, an Australian ore train claiming a mass of over 100,000 short tons, or when compared to the 10 to 20 kiloton coal trains hauled by the steam engines in Appalachia (cite not

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Sometimes, welding consisted of nothing more than heating the ends of the two parts to incandescence and then hammering them until they became a single piece. This is part of the reason why steam locomotive parts failed

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With the mass and power of locomotives like the Mallets, care had to be exercised in their operation. A light Mallet used as a pusher naturally connected to the train with its front coupler, and the strength of this

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Some wrecks damaged locomotives and cars, tracks and buildings, and careers, but without the loss of life or the injuries that were common in the period. In late May 1893, two freight trains near Brockwayville, in

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as the Buffalo and Pittsburgh Railroad as well as the Attica and Allegheny Valley, in the same year. The Rochester and Genesee Valley Railroad was another scheme, although this one was actually built, to a degree.

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Some disasters are the fruit of errors made years before, as in bridges not built or maintained properly. In the BR&P East Salamanca yard on 28 August 1911, a slow freight train toppled off a bridge the south

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The railroad historian, Paul Pietrak, suggests(page 35) that the Rochester and Pittsburgh Railroad Company was, in essence, nothing more than a vast construction company for the Buffalo, Rochester and Pittsburgh

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For Buffalo, existing coal transportation was limited to lake boats; for Rochester, the canals and the east-west railroads. These bottlenecks caused fuel shortages which, in turn, led to the development of such

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The two locomotives acquired when this road was absorbed in 1910 promptly disappeared from the historical record. The presumption is that they were taken to Lincoln Park and sold, but it is unknown where they

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This is a grade on the south side of the Big Level near Kinzua on Clarion Hill. Eleven miles long between Clarion Junction and J&B Junction (at 2,216 ft), it rises northbound at 58 feet (18 m) to the

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Its point of departure from the R&P main line was a spot in the town of Ashford. It was created on 18 August 1881 by the Rochester and Pittsburgh Railroad for the purpose of extending its line north from

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In April 1930, sparks from a crane ignited the roof of the older roundhouse at DuBois; the fire put the building out of operation until autumn, and the eleven locomotives inside suffered considerable damage.

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Railway, the Rural Valley Railroad, and the Clearfield and Mahoning. Although the first engines were all Brooks, that shop's inability to keep up with demand led to the first BR&P purchase being made at

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Mallets in 1918 necessitated construction of appropriate shop facilities at East Salamanca. This included electric jacks that could lift the Mallet off the ground. The third shop site was at Rikers, near

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Two coal companies accounted for the coal trade carried by the railroad. At first competitors, the Rochester and Pittsburgh Coal and Iron Company and the Bell, Lewis, and Yates Coal Mining Company became

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as well as the smaller towns and villages. The needs of the latter motivated them to invest, both individually and municipally, in the new rail companies that arose almost as profusely as spring flowers.

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now regulated the railroads with a tight grip, and its view was that the B&O proposal to buy the BR&P would serve shippers better than would the D&H plan to lease the company's lines.

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environment of the day encouraged tactics that included paper railroads, buying and selling of corporations as though they were used cars, and financial manipulation by syndicates of investors.

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When the south abutment of the East Salamanca yard's bridge across the Great Valley Creek failed on 20 September 1912, half of the bridge dropped, and so did the train on it. (See text below.)

737:, completing it in October 1912. Over seven hundred people attended the opening, including Judge Brown again. This station, on the very south side of Wheatland, accommodated both Mumford and 1372:

of the day. The newspaper accounts, more graphic than is customary today, gave a blood-chilling picture of what happens to a man crushed in the wreckage and exposed to a continuous blast of

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By 1869, much money had been spent, most of it to no good purpose, and many words had been uttered and printed, but there was still no efficient, reliable, all-weather route for the coal.

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and the Baltimore and Ohio for the Buffalo, Rochester and Pittsburgh Railway, making its sale a compelling decision for Iselin. The Pennsylvania coalfields were waning, thanks to non-

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His first land purchase in 1881 included 6,000 acres (24 km) of the "very best bituminous coal lands in Pennsylvania," according to the coal company's first annual report.

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on 1 May 1882 and extended to May 1886, by which time, of course, the R&P had disappeared. The BR&P did build this route, using the Lincoln Park and Charlotte Railroad.

1440:, giving the B&O increased access to New York State. (They already had a toe-hold with their acquisition of the Staten Island Rapid Transit at the other end of the state.) 1089:, for instance, gave the R&P 8 acres (32,000 m) of land and an eight thousand dollar grant for construction. The investment by the town paid off: the R&P set up a 682: 3464: 1196:. The freight train was unable to slow from its fifty-mile per hour speed before striking the tree. Both locomotives were thrown from the track, and several crew were killed. 670: 411: 330:

and added a two-story Gothic structure to it. The board then hired a highly qualified manager in George E Merchant, who had excelled as a division superintendent for the

4217: 3264: 3029: 1212:, on 4 November 1906 left the crew of the train uninjured but reduced fifteen freight cars to rubble, as well as accounting for an untold number of neighborhood windows. 331: 4165: 3069: 3034: 3965: 2751: 4212: 512:

were added to the roster, with another fifteen early in 1882. In 1883, another fifteen were acquired, along with four more 4-4-0s. The next type procured was the

4160: 4155: 4125: 4050: 3675: 3394: 1030:

the BR&P Mallet, it could push against the caboose rather than needing to be placed ahead of it, making it much easier and faster to detach from the train.

787:. At the time, the BR&P averaged some fifty freight crews operating out of Bradford, with the Erie, Pennsylvania, and short lines contributing their share. 516:

switcher, as well as more Consolidations. By 1884, the R&P was operating 60 engines, and this represented the extent of the R&P's locomotive inventory.

4115: 3900: 3665: 1062: 4180:

meet the revenue specifications for Class I status, but are not technically Class I railroads due to being passenger-only railroads with no freight component.

3940: 3299: 3279: 202: 830:

eased competitive pressures and allocated access to the railroad's coal-transporting capacity. While Yates concentrated on coal, Merchant ran the railroad.

706: 508:

With the advent of the R&P came expansion into the hills of Pennsylvania, and that meant heavier and more powerful engines. In 1881, five Consolidation

357:

to reach the coal fields of Pennsylvania. To accomplish this required bridging the Kinzua Creek Gorge. The R&P used what was, for the time, the world's

4197: 3935: 1447:

wanted the BR&P, and Iselin was pleased to make the divestiture in 1928. The sale value of the company had been inflated by the contention between the

1401: 457: 3164: 3805: 3785: 3740: 3690: 3595: 3454: 1474: 694: 3845: 3534: 950:

for turning around. Additionally, care had to be exercised to avoid placing a caboose between a pusher and a train, as this crushed the soft cabooses.

4105: 4045: 3409: 3314: 3304: 3094: 4010: 3870: 3680: 3565: 3309: 3109: 2952: 2776: 1404:

had done the damage. Fifteen minutes prior to the collapse, two freight trains had passed on the bridge with no hint of trouble. (See photo above.)

901:

left Rochester at precisely 0900 on 10 October 1899, bound for Pittsburgh, 330 miles (530 km) to the south. The night departure was called the

2120: 4207: 4060: 3880: 3620: 3474: 3274: 3084: 2999: 1085:

Since railroad shops meant employment, small towns vied aggressively to convince the railroads to build facilities in their taxing jurisdictions.

3329: 446:

Rochester and Pittsburgh Engine 2, the "Salamanca", originally built in 1873 for the Rochester and State Line, photographed in 1881 in Salamanca

362: 4085: 4030: 3960: 3855: 3850: 3775: 3710: 3670: 3570: 3119: 3104: 3099: 1192:

On 8 June 1906, a severe storm felled an 80-foot-tall (24 m) elm tree, dropping it on the BR&P tracks one mile (1.6 km) north of

1400:

one to encounter the collapsing bridge. They also claimed that the bridge had been in good working order all along and that the high water in

4135: 3930: 3725: 3720: 3630: 3479: 3434: 3354: 3319: 3004: 2957: 2937: 1305:

the current carried away one of the bridge supports. Time for Plan B. The conductor walked across the bridge and rode the first engine into

4222: 4120: 4015: 3890: 3755: 3384: 3239: 3179: 3154: 3124: 3114: 2947: 2601: 1486: 753: 307:, these investors planned expansion into the lucrative coal-haulage market. The source of the coal had by this time expanded south through 209:

and the factories. The immediate consequence was the need for a railroad line to haul coal from the hills of Pennsylvania to the cities of

3449: 2440: 4040: 3885: 3825: 3800: 3780: 3590: 3379: 3359: 2744: 2460: 2213: 603:

1874 Rochester and State Line station in Scottsville. The siding in the back served local feed mills and coal yards, including Haxton's.

453: 2927: 2399: 1391:

reputation as a meticulous and careful worker, was crushed, scalded, and dismembered when the locomotive overturned. (See photo above)

897:

At the start of the 20th century, the BR&P inaugurated a through service connecting Rochester and Pittsburgh. The first run of the

4035: 3860: 3810: 3700: 3585: 3514: 1808:

A comparison between the BR&P's record of passenger service and that of today's passenger rail service would serve little purpose.

783:

the time included the Bradford, Bordell, and Kinzua, the Olean, Bradford, and Warren, the Kindell and Eldred, and the bizarre little

4110: 4065: 3830: 3815: 3795: 3770: 3715: 3364: 3294: 3229: 3204: 3129: 2994: 2720: 1306: 1293: 1058: 934: 879: 784: 479: 296: 222: 72: 54: 46: 3494: 2893: 1332:

Buffalo, Rochester and Pittsburgh locomotive number 801 after falling off the tracks in Johnsonburg, Pennsylvania, on 19 April 1918

795: 578:

As train length was increased and heavier steel cars replaced the wood cars, the Atlantics were, in turn, replaced by the heavier

286:

With the Grand Trunk Railway of Canada, the BR&P operated the lake ferry, Ontario I, seen here docked at Charlotte, circa 1907

4070: 4020: 3920: 3730: 3615: 3404: 2052: 1606: 4100: 1635:

While some of them never got off the paper, as it were, others did actual building before their intentionally brief lives ended.

726:

approximately one hundred meters south of the original building, it was introduced to the public in a modest ceremony featuring

4080: 4055: 3650: 3605: 3600: 3234: 3214: 3044: 2969: 2942: 1753:

The mechanical nature of a steam locomotive makes it increasingly susceptible to breakdown as its operating speed is increased.

1553: 1470: 1459: 772: 575:

Atlantics. The last of these came on board in 1909. The Atlantic class was fast and capable when coupled to a three-car train.

3259: 4005: 4000: 3865: 3790: 3745: 3504: 3484: 3439: 3249: 3224: 3209: 3169: 3159: 3024: 2737: 2679: 2660: 2632: 1949: 1845:

As well as the 800 series, two of which were kept at Clarion Junction for pushing BR&P and Erie trains over Clarion Hill.

1789:

Rochester residents will be entertained to learn that precedent exists for a successful Rochester-to-Ontario ferry operation.

1463: 1365: 389: 378: 166: 2271: 1458:

The D&H wanted westward routes, and the BR&P figured in their plans. The B&O had routes that the Van Sweringens

4025: 3950: 3820: 3580: 3369: 3339: 3174: 3149: 3059: 3019: 3014: 2974: 2501: 1854:

The BR&P Department of Motive Power feared that running two of these in tandem incurred the risk of bending the frame.

1067: 738: 268: 4090: 3765: 3760: 3750: 3660: 3645: 3429: 3414: 3349: 3184: 3079: 2984: 2932: 2888: 2856: 2811: 2806: 1610: 1380: 1075: 1008:

Consolidations, but the limitations of these antiquated locomotives forced adoption of specialized engines, such as the

2323: 2242: 1644:

The Rochester and State Line Railroad had, in some instances, built their tracks across land that they did not yet own.

3695: 3459: 3334: 3269: 3089: 3039: 2989: 1437: 891: 483: 265: 201:

of western Pennsylvania and transporting it economically from the mines to those who needed it. Initially, this meant

142: 851:

fiscal performance, but it effectively hung an anchor on the railroad's neck as it swam in deeper and deeper waters.

353:

In 1882, through its subsidiary, the Buffalo, Rochester and Pittsburgh Railroad, it extended its trackage south from

2300: 1379:

In other incidents, less noble working behavior led to accidents. In April 1908, an engineer disregarded signals at

4075: 3985: 3955: 3735: 3524: 3419: 3199: 3144: 3009: 2162: 1566: 1314: 1301: 1148: 887: 505:

rebuilding in 1881. By the end of 1881, the company had a total of sixteen locomotives, all of them Brooks 4-4-0s.

639:

The Rochester terminal of the Buffalo, Rochester and Pittsburgh Railway, now the home of the Nick Tahou restaurant

627:

The Rochester terminal of the Buffalo, Rochester and Pittsburgh Railway, located on Main Street West at Oak Street

3875: 3705: 3509: 3489: 3344: 3289: 3194: 3189: 2979: 2851: 2796: 1665: 1413: 1071: 842:

and other lake destinations. By 1913, over a million tons of coal a year passed through the Rochester coal dock.

776: 764: 221:

In the simplest terms, the Buffalo, Rochester, and Pittsburgh Railway was required to pick up precisely what the

2710: 189: 3915: 3895: 3685: 3544: 3539: 3424: 3324: 2880: 2861: 2843: 2828: 2568: 530: 2191: 651:

Passes issued by the Rochester and Pittsburgh and its successor, the Buffalo, Rochester and Pittsburgh Railway

4130: 3945: 3925: 3910: 3469: 3134: 3074: 2800: 1119: 561: 471: 343: 615:

New BR&P station in Scottsville, 1911. This replaced the older station, seen here north of the new one.

3990: 3835: 3575: 3244: 2963: 2833: 1623: 1524: 1515: 1444: 1297: 1086: 312: 17: 1762:

This street had been built in the 1870s in order to make the train station accessible from Browns Avenue.

548:

demanded enormous pulling (and pushing) capability, and even the 250-ton 2-6-6-2s were often doubled up.

384:

Succumbing to over-expansion, the R&P went bankrupt in May 1885 after existing less than four years.

3995: 3635: 3499: 3444: 3374: 3219: 2606: 2128: 1506: 1497: 1209: 745: 722: 571:

Brooks, these engines were the pride of the company. In 1901, they were supplanted by the more-capable

1336: 452:

The power used by the Buffalo, Rochester and Pittsburgh Railway had a broader range than that of most

3975: 3840: 3054: 1131: 963: 847: 545: 316: 308: 230: 170: 1455:

mines in Kentucky and West Virginia, and the revenues from the railroad had fallen correspondingly.

3254: 1905:

It wanted to tie weak railroads to strong ones in order to enhance diversification and competition.

1836:

These belonged to the Rochester and Pittsburgh Coal and Iron Company, affiliated with the BR&P.

1452: 1448: 1425: 883: 835: 354: 335: 327: 210: 2823: 1322: 1193: 1090: 988: 979: 572: 2407: 954:

switch, pull off the line, and reset the switch, preferably all before the train arrived at the

197:

By the middle of the 19th century, American industry had found the means of both utilizing the

3519: 2816: 2716: 2675: 2656: 2628: 2221: 1683: 1679: 1408: 1369: 1238: 1123: 1079: 734: 493: 291: 214: 3980: 3905: 3399: 2760: 2016: 1935: 1421: 1407:

Sometimes it was bad judgment, other times it was just bad luck: When the line acquired its

1353: 1094: 1047: 1042: 839: 206: 1443:

The acquisition exemplified the endless machinations of the railroad era. For a while, the

520:

a steam-only railroad, with some of its locomotives serving the B&O through the 1950s.

225:

and the Rochester and Pittsburgh Railroad had dropped, the coal-hauling market between the

3529: 3389: 2697: 955: 760: 727: 567:

engines acquired in 1898 and dedicated to passenger trains. Larger than the then-standard

198: 162: 763:. That part of Oak Street which ended at the station on Main Street disappeared when the 733:

In the summer of 1911, the line started a new station on the west side of Main Street in

2163:"Adrian G. Iselin, Chief Investor of the Rochester and Pittsburgh Coal and Iron Company" 1780:

Apparently, the corporate charters of the day did not have mandatory modesty provisions.

1340:

Fatal car accident in Spencerport, New York, involving the BR&P; from the Rochester

165:

founded in North America. It lasted much longer than most, serving communities from the

3625: 3560: 3284: 3064: 1884: 1357: 1313:

and returned for the mail and passengers. They walked across the bridge and arrived in

1127: 768: 432:

Rochester and Pittsburgh 2-8-0 locomotive, the "Carrollton", on the Salamanca turntable

245: 193:

Share of the Buffalo, Rochester and Pittsburgh Railway Company, issued 15. October 1887

155: 1998: 1296:

stopped upon observing the "settled and bent condition" of the bridge ahead of him. A

779:, purchased the Rochester to Ashford Junction portion of the former BR&P in 1986. 4191: 3139: 2729: 2345: 1417: 1113:

The BR&P, having grown considerably, needed still more. The mine branches in the

370: 358: 257: 236: 181: 4095: 2791: 1384: 1114: 1051: 374: 2247:

McIntyre, Pennsylvania, The Everyday Life Of A Coal Mining Company Town: 1910-1947

2167:

McIntyre, Pennsylvania, The Everyday Life Of A Coal Mining Company Town: 1910-1947

1957: 1929: 1237:

Minor injuries and nineteen wrecked cars resulted from this rear-end collision at

544:

at the time ranged from 2,175 tons to 3,700 tons. The semi-mountainous terrain of

282: 2279: 2034: 1485:

A number of Buffalo, Rochester and Pittsburgh Railway stations are listed on the

1016:

Decapod in 1907. The increased traffic of WW I led to the solution, the XX Class

2465: 2445: 2057: 1543:

That is to say, the technology had been proved. It had not yet been implemented.

1349: 1285: 995: 497: 326:

The R&P purchased the Pitkin Building on Main Street West and Oak Street in

1724:

This plant, in Bradford, impregnated ties and bridge timbers with preservative.

808: 759:

The Rochester station at 320 Main Street West survives today as the restaurant

1373: 1151:, which was enlarged in 1918 with a new 16-stall roundhouse and machine shop. 1106: 1070:

needed for interchange with the Erie. Additional facilities were installed at

947: 869: 501: 397:

Arthur Yates. Not coincidentally, Yates was the line's biggest coal shipper.

253: 2250: 1098: 467: 261: 226: 1521:

Buffalo, Rochester and Pittsburgh Railroad Station (Orchard Park, New York)

1300:

from Rochester slowed to a stop behind him as he awaited instructions. The

1057:

When the Rochester and Pittsburgh Railroad took over the facilities of the

838:. This service was highly successful, carrying passengers and coal cars to 771:

were built. The track behind the station, however, survives as part of the

583:

numbers 675 to 679 Brooks engines known by the crews as the "sport model".

350:

Consolidations. Line construction absorbed considerable resources as well.

1503:

Buffalo, Rochester and Pittsburgh Railroad Station (Springville, New York)

1469:

The B&O agreed in March 1929 to the purchase of the BR&P from the

865:

Buffalo, Rochester and Pittsburgh Railroad Station (Springville, New York)

834:

coal to Canada, the BR&P arranged a cross-lake ferry service with the

688:

The BR&P line crossed Black Creek between Lincoln Park and Scottsville

2900: 2869: 2308: 1512:

Brockwayville Passenger Depot, Buffalo, Rochester and Pittsburgh Railroad

1396: 463: 2331: 2170: 3049: 1143: 1017: 1012:

Mastodon in 1896. This did not suffice, leading to the heavier Y Class

541: 490: 486: 2346:"Guide to the Rochester and Pittsburgh Coal Company Records 1920-1978" 1436:

Officially, the end came in 1932, when the line was absorbed into the

1328: 334:. Among the issues he faced upon beginning work in the head office in 2785: 2243:"Brief History of the Rochester and Pittsburgh Coal and Iron Company" 1827:

The pusher was at the rear of the train; the helper was at the front.

1565:

Along with many other planned railroads, this one was not built. The

1494:

Buffalo, Rochester & Pittsburgh Railway Indiana Passenger Station

1310: 1289: 1013: 971: 2715:. MBI Railroad Color History. St. Paul, MN: MBI Publishing Company. 1587:

This was blamed for the price of coal tripling during the mid-1860s.

873:

Buffalo, Rochester and Pittsburgh Railway timetable from 4 June 1893

812:

Genesee Coal Dock, looking north along the river toward Lake Ontario

260:

intensified the pressure for a new railroad running through to the

1552:

This road was organized in 1852 and is not related to the present

1335: 1327: 1026: 1022: 1009: 1005: 994: 868: 807: 794: 676:

East Avenue (Rochester) home of BR&P president, William Noonan

579: 568: 564: 513: 509: 475: 460: 347: 340: 281: 188: 180: 2596: 1420:

and then rolled it upright onto a temporary roadbed, using three

1101:, a car repair shop, as well as coaling and watering facilities. 1934:. Railway Equipment and Publication Company. June 1917. p. 962:

BR&P ran ore trains from Buffalo south to the iron mills in

537: 418:

Rochester and Pittsburgh 4-4-0 "American" at the Mumford station

2733: 2698:"Buffalo, Rochester & Pittsburgh Railway steam locomotives" 2334:

on June 4, 2012 – via Western New York Railroad Archive.

2214:"Iselin, A Rochester & Pittsburgh Coal Company Patch Town" 540:

was the company's trade, and coal cars are heavy. Some of the

29: 1596:

Not the company of the same name which was organized in 1881.

700:

BR&P trestle crossing Black Creek in Chili, 23 March 1903

2479:

Starr, Timothy. (2022). The Back Shop Illustrated, Vol. 1.

1428:, enabling the number 806 to slink back home for repairs. 363:

New York, Lake Erie, and Western Railroad and Coal Company

1999:"Pennsylvania's Engineering Marvels - The Kinzua Viaduct" 1021:

made sweeping improvements, including introduction of

2218:

Virtual Museum of Coal Mining in Western Pennsylvania

1981: 1979: 1569:

now occupies the northern part of the proposed route.

730:

Judge Selden S Brown and businessman David Salyerds.

712:

Today, the train station in Mumford is an herb store.

290:

Although probably mythical, there's a story that the

1609:

and Swain, with at least a graded railbed as far as

1134:

as the location of their primary maintenance plant.

4148: 3553: 2920: 2913: 2879: 2842: 2775: 2768: 1168:

Buffalo, Rochester and Pittsburgh Railway accidents

138: 130: 107: 99: 94: 2272:"Rochester and Pittsburgh Coal and Iron Mine Cars" 1462:, making a swap attractive to both companies. The 744:The Buffalo, Rochester and Pittsburgh stations in 592:Buffalo, Rochester and Pittsburgh Railway stations 560:The first passenger service was hauled by special 1578:In winter, coal prices would rise significantly. 500:at the notorious Clarion Hill, the BR&P ran 406:Buffalo, Rochester and Pittsburgh Railway power 1063:Rochester & Genesee Valley Railroad Museum 4203:Former Class I railroads in the United States 2745: 2107: 1424:. This temporary rail was then tied into the 999:A Mikado locomotive of the Baltimore and Ohio 8: 2350:Indiana University of Pennsylvania Libraries 1208:The explosion of a car carrying dynamite in 1066:two-stall enginehouse, a turntable, and the 890:. The last was on 15 October 1955, when the 85: 2502:"Rasselas, PA Railroad Accident, July 1883" 2461:"Buffalo, Rochester and Pittsburgh Railway" 2441:"Buffalo, Rochester and Pittsburgh Railway" 2053:"Buffalo, Rochester and Pittsburgh Railway" 2917: 2772: 2752: 2738: 2730: 2672:Buffalo Rochester & Pittsburgh Railway 2625:A History of Railroads in Western New York 252:In Rochester, both the seasonality of the 152:Buffalo, Rochester, and Pittsburgh Railway 18:Buffalo, Rochester and Pittsburgh Railroad 1130:. To resolve this, the BR&P selected 86:Buffalo, Rochester and Pittsburgh Railway 73:Learn how and when to remove this message 27:Railway line in the eastern United States 4218:Railway companies disestablished in 1932 1715:20 January 1881 through 16 October 1885. 983:his drawhead hanging from the last car. 894:ended its Buffalo - Pittsburgh service. 332:Chicago, Milwaukee, St Paul, and Pacific 161:) was one of the more than ten thousand 2554: 2518: 2488: 2427: 2386: 2362: 2149: 2095: 2083: 1970: 1950:"Rochester and Genesee Valley Railroad" 1931:The Official Railway Equipment Register 1921: 1536: 1166: 590: 404: 2597:"National Register Information System" 84: 4213:Railway companies established in 1885 2542: 2530: 7: 2602:National Register of Historic Places 2374: 2071: 2023:. Associated Press. October 6, 2002. 1985: 1487:National Register of Historic Places 754:National Register of Historic Places 2322:Hungerford, Edward (January 1944). 2035:"The History of the Kinzua Viaduct" 1317:in time to make their connections. 1284:Railroads are required not to have 185:The proposed BR&P route in 1907 4198:Defunct New York (state) railroads 2655:. Railroad Research Publications. 2653:Rochester and Genesee Valley Rails 2017:"Kinzua Viaduct succumbing to age" 907:Buffalo Rochester Mail and Express 882:on its 15 September 1874 run from 785:Bradford and Foster Brook Monorail 269:Rochester, Nunda, and Pennsylvania 45:tone or style may not reflect the 25: 1954:Western New York Railroad Archive 1666:New York Central and Hudson River 1078:in the 1880s, along with more at 1059:Rochester and State Line Railroad 987:whose engine was first up at the 935:Springville and Sardinia Railroad 880:Rochester and State Line Railroad 480:Rochester and State Line Railroad 311:into the Beech Tree area between 297:Rochester and State Line Railroad 223:Rochester and State Line Railroad 134:Rochester and Pittsburgh Railroad 1271: 1258: 1246: 1230: 1225:wreck's cost was a few thousand. 1217: 1201: 1185: 1172: 756:in 1991 and 2007, respectively. 705: 693: 681: 669: 656: 644: 632: 620: 608: 596: 438: 424: 410: 346:engines, as well as a number of 55:guide to writing better articles 34: 2301:"The Ontario Car Ferry Company" 2127:. June 20, 2003. Archived from 1082:Junction and Clarion Junction. 911:Buffalo Rochester Night Express 4208:Defunct Pennsylvania railroads 456:of the steam era. From a tiny 1: 2192:"List of available mine maps" 1938:– via Internet Archive. 1348:Even well-run railroads have 369:line to the coal pier on the 256:and the near monopoly of the 2651:Hamilton-Dann, Mary (2001). 2569:"BR&P's End of The Line" 905:. The return trips were the 775:, whose parent company, the 4223:Baltimore and Ohio Railroad 1605:This line operated between 1438:Baltimore and Ohio Railroad 1360:still took a painful toll. 899:Pittsburgh Mail and Express 892:Baltimore and Ohio Railroad 478:engines inherited from the 143:Baltimore and Ohio Railroad 4239: 2702:Standard steam locomotives 2644:Train Wrecks and Disasters 2627:. Canisius College Press. 2567:Vondrak, Otto (May 2020). 1883:When the Erie adopted the 1567:Arcade and Attica Railroad 1149:Punxsutawney, Pennsylvania 862: 4174: 2725:– via Google Books. 1414:Johnsonburg, Pennsylvania 1068:Ramsey Transfer mechanism 913:. These later became the 103:New York and Pennsylvania 90: 2623:Dunn, Edward T. (2000). 1896:The other was at Rikers. 1626:is pronounced "nun-day". 1554:company of the same name 903:Pittsburgh Night Express 848:Pittsburgh Coal District 531:Baldwin Locomotive Works 474:-built "American" style 2709:Solomon, Brian (2005). 2642:Fries, William (1994). 2276:Abandoned Mine Research 2121:"The Bradford Monorail" 2021:Pittsburgh Post-Gazette 1309:, where he picked up a 718:of existing buildings. 470:factory and the eleven 359:highest railroad bridge 2696:Smith, J.D.H. (2010). 2670:Pietrak, Paul (1992). 2324:"The Man in the Tower" 2278:. 2005. Archived from 1525:Orchard Park, New York 1516:Brockway, Pennsylvania 1475:Wheeling and Lake Erie 1445:Van Sweringen brothers 1432:Acquisition by B&O 1345: 1333: 1038:Maintenance facilities 1000: 874: 813: 800: 773:Rochester and Southern 750:Orchard Park, New York 287: 194: 186: 2607:National Park Service 2311:on September 9, 2013. 1507:Springville, New York 1498:Indiana, Pennsylvania 1471:Alleghany Corporation 1339: 1331: 1210:Ridgway, Pennsylvania 998: 872: 811: 799:System map as of 1903 798: 752:, were listed on the 746:Springville, New York 285: 192: 184: 167:shore of Lake Ontario 2400:"Drawhead Alignment" 2039:SmethportHistory.org 1960:on February 9, 2012. 546:western Pennsylvania 309:western Pennsylvania 231:western Pennsylvania 207:railroad locomotives 171:western Pennsylvania 2131:on October 31, 2010 2086:, pp. 175–208. 2005:. January 17, 2010. 1887:, this was removed. 1449:Delaware and Hudson 941:Pushers and helpers 915:Great Lakes Express 836:Grand Trunk Railway 777:Genesee and Wyoming 87: 2557:, pp. 98–101. 2212:Mountjoy, Eileen. 2199:AMR Clearing House 2108:Hamilton-Dann 2001 1402:Great Valley Creek 1346: 1344:, October 20, 1917 1334: 1241:on 21 August 1911. 1001: 875: 814: 801: 288: 195: 187: 163:railroad companies 108:Dates of operation 4185: 4184: 4144: 4143: 2909: 2908: 2761:Class I railroads 1874:catastrophically. 1043:Steam locomotives 992:agreement ended. 859:Passenger service 552:Passenger engines 169:to the center of 148: 147: 83: 82: 75: 49:used on Knowledge 47:encyclopedic tone 16:(Redirected from 4230: 3465:SOO/MStP&SSM 3310:NKP/ NYC&StL 3265:MILW/CMStP&P 2918: 2773: 2763:of North America 2754: 2747: 2740: 2731: 2726: 2705: 2685: 2666: 2647: 2638: 2611: 2610: 2593: 2587: 2586: 2584: 2582: 2573: 2564: 2558: 2552: 2546: 2540: 2534: 2528: 2522: 2516: 2510: 2509: 2506:GenDisasters.com 2498: 2492: 2486: 2480: 2477: 2471: 2470: 2457: 2451: 2450: 2437: 2431: 2425: 2419: 2418: 2416: 2415: 2406:. Archived from 2396: 2390: 2384: 2378: 2372: 2366: 2360: 2354: 2353: 2342: 2336: 2335: 2330:. Archived from 2319: 2313: 2312: 2307:. Archived from 2297: 2291: 2290: 2288: 2287: 2268: 2262: 2261: 2259: 2258: 2249:. Archived from 2239: 2233: 2232: 2230: 2229: 2220:. Archived from 2209: 2203: 2202: 2196: 2188: 2182: 2181: 2179: 2178: 2169:. Archived from 2159: 2153: 2147: 2141: 2140: 2138: 2136: 2117: 2111: 2105: 2099: 2093: 2087: 2081: 2075: 2069: 2063: 2062: 2049: 2043: 2042: 2031: 2025: 2024: 2013: 2007: 2006: 1995: 1989: 1983: 1974: 1968: 1962: 1961: 1956:. 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Built by the 280: 246:paper railroads 199:bituminous coal 179: 122: 120: 114: 112: 79: 68: 62: 59: 52: 43:This article's 39: 35: 28: 23: 22: 15: 12: 11: 5: 4236: 4234: 4226: 4225: 4220: 4215: 4210: 4205: 4200: 4190: 4189: 4183: 4182: 4175: 4172: 4171: 4169: 4168: 4163: 4158: 4152: 4150: 4146: 4145: 4142: 4141: 4139: 4138: 4133: 4128: 4123: 4118: 4113: 4108: 4103: 4098: 4093: 4088: 4083: 4078: 4073: 4068: 4063: 4058: 4053: 4048: 4043: 4038: 4033: 4028: 4023: 4018: 4013: 4008: 4003: 3998: 3993: 3988: 3983: 3978: 3973: 3968: 3963: 3958: 3953: 3948: 3943: 3938: 3933: 3928: 3923: 3918: 3913: 3908: 3903: 3898: 3893: 3888: 3883: 3878: 3873: 3868: 3863: 3858: 3853: 3848: 3843: 3838: 3833: 3828: 3823: 3818: 3813: 3808: 3803: 3798: 3793: 3788: 3783: 3778: 3773: 3768: 3763: 3758: 3753: 3748: 3743: 3738: 3733: 3728: 3723: 3718: 3713: 3708: 3703: 3698: 3693: 3688: 3683: 3678: 3673: 3668: 3663: 3658: 3653: 3648: 3643: 3638: 3633: 3628: 3623: 3618: 3613: 3608: 3603: 3598: 3593: 3588: 3583: 3578: 3573: 3568: 3563: 3557: 3555: 3551: 3550: 3548: 3547: 3542: 3537: 3532: 3527: 3522: 3517: 3512: 3507: 3502: 3497: 3492: 3487: 3482: 3477: 3472: 3467: 3462: 3457: 3452: 3447: 3442: 3437: 3432: 3427: 3422: 3417: 3412: 3407: 3402: 3397: 3392: 3387: 3382: 3377: 3372: 3367: 3362: 3357: 3352: 3347: 3342: 3337: 3332: 3327: 3322: 3317: 3312: 3307: 3302: 3297: 3292: 3287: 3282: 3277: 3272: 3267: 3262: 3257: 3252: 3247: 3242: 3237: 3232: 3227: 3222: 3217: 3212: 3207: 3202: 3197: 3192: 3187: 3182: 3177: 3172: 3167: 3162: 3157: 3152: 3147: 3142: 3137: 3132: 3127: 3122: 3117: 3112: 3107: 3102: 3097: 3092: 3087: 3082: 3077: 3072: 3067: 3062: 3057: 3052: 3047: 3042: 3037: 3032: 3027: 3022: 3017: 3012: 3007: 3002: 2997: 2992: 2987: 2982: 2977: 2972: 2967: 2960: 2955: 2950: 2945: 2940: 2935: 2930: 2924: 2922: 2915: 2911: 2910: 2907: 2906: 2904: 2903: 2898: 2897: 2896: 2885: 2883: 2877: 2876: 2874: 2873: 2866: 2865: 2864: 2854: 2848: 2846: 2840: 2839: 2837: 2836: 2831: 2826: 2821: 2820: 2819: 2814: 2804: 2794: 2789: 2781: 2779: 2770: 2766: 2765: 2759: 2757: 2756: 2749: 2742: 2734: 2728: 2727: 2721: 2706: 2691: 2690:External links 2688: 2687: 2686: 2680: 2674:. P. Pietrak. 2667: 2661: 2648: 2639: 2633: 2618: 2615: 2613: 2612: 2588: 2559: 2547: 2535: 2523: 2521:, p. III. 2511: 2493: 2491:, p. 210. 2481: 2472: 2452: 2432: 2420: 2404:Allen Railroad 2391: 2379: 2377:, p. 233. 2367: 2355: 2337: 2314: 2292: 2263: 2234: 2204: 2183: 2154: 2142: 2112: 2100: 2088: 2076: 2064: 2044: 2026: 2008: 2003:Gribble Nation 1990: 1975: 1963: 1941: 1920: 1918: 1915: 1913: 1910: 1908: 1907: 1898: 1889: 1885:standard gauge 1876: 1866: 1864:front coupler. 1856: 1847: 1838: 1829: 1820: 1810: 1801: 1791: 1782: 1773: 1764: 1755: 1746: 1736: 1726: 1717: 1708: 1698: 1688: 1670: 1656: 1646: 1637: 1628: 1615: 1598: 1589: 1580: 1571: 1558: 1545: 1535: 1533: 1530: 1529: 1528: 1518: 1509: 1500: 1482: 1481:Historic sites 1479: 1433: 1430: 1282: 1281: 1277: 1270: 1268: 1264: 1257: 1255: 1252: 1245: 1243: 1236: 1229: 1227: 1223: 1216: 1214: 1207: 1200: 1198: 1191: 1184: 1182: 1178: 1171: 1169: 1164: 1161: 1039: 1036: 942: 939: 860: 857: 805: 802: 792: 789: 769:Frontier Field 715: 714: 711: 704: 702: 699: 692: 690: 687: 680: 678: 675: 668: 666: 662: 655: 653: 650: 643: 641: 638: 631: 629: 626: 619: 617: 614: 607: 605: 602: 595: 593: 588: 585: 553: 550: 525: 522: 466:used in their 458:two-foot-gauge 450: 449: 445: 444: 437: 435: 431: 430: 423: 421: 417: 416: 409: 407: 402: 399: 279: 276: 205:, in both the 178: 175: 156:reporting mark 146: 145: 140: 136: 135: 132: 128: 127: 109: 105: 104: 101: 97: 96: 92: 91: 81: 80: 42: 40: 33: 26: 24: 14: 13: 10: 9: 6: 4: 3: 2: 4235: 4224: 4221: 4219: 4216: 4214: 4211: 4209: 4206: 4204: 4201: 4199: 4196: 4195: 4193: 4179: 4176:Railroads in 4173: 4167: 4164: 4162: 4159: 4157: 4154: 4153: 4151: 4147: 4137: 4134: 4132: 4129: 4127: 4124: 4122: 4119: 4117: 4114: 4112: 4109: 4107: 4104: 4102: 4099: 4097: 4094: 4092: 4089: 4087: 4084: 4082: 4079: 4077: 4074: 4072: 4069: 4067: 4064: 4062: 4059: 4057: 4054: 4052: 4049: 4047: 4044: 4042: 4039: 4037: 4034: 4032: 4029: 4027: 4024: 4022: 4019: 4017: 4014: 4012: 4009: 4007: 4004: 4002: 3999: 3997: 3994: 3992: 3989: 3987: 3984: 3982: 3979: 3977: 3974: 3972: 3969: 3967: 3964: 3962: 3959: 3957: 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2658: 2654: 2649: 2645: 2640: 2636: 2630: 2626: 2621: 2620: 2616: 2608: 2604: 2603: 2598: 2592: 2589: 2577: 2576:The Semaphore 2570: 2563: 2560: 2556: 2551: 2548: 2545:, p. 88. 2544: 2539: 2536: 2533:, p. 34. 2532: 2527: 2524: 2520: 2515: 2512: 2507: 2503: 2497: 2494: 2490: 2485: 2482: 2476: 2473: 2468: 2467: 2462: 2456: 2453: 2448: 2447: 2442: 2436: 2433: 2429: 2424: 2421: 2410:on 2008-10-12 2409: 2405: 2401: 2395: 2392: 2388: 2383: 2380: 2376: 2371: 2368: 2364: 2359: 2356: 2351: 2347: 2341: 2338: 2333: 2329: 2325: 2318: 2315: 2310: 2306: 2302: 2296: 2293: 2282:on 2009-05-11 2281: 2277: 2273: 2267: 2264: 2253:on 2008-12-04 2252: 2248: 2244: 2238: 2235: 2224:on 2010-07-26 2223: 2219: 2215: 2208: 2205: 2200: 2193: 2187: 2184: 2173:on 2008-12-03 2172: 2168: 2164: 2158: 2155: 2151: 2146: 2143: 2130: 2126: 2125:The Self Site 2122: 2116: 2113: 2110:, p. 71. 2109: 2104: 2101: 2097: 2092: 2089: 2085: 2080: 2077: 2074:, p. 89. 2073: 2068: 2065: 2060: 2059: 2054: 2048: 2045: 2040: 2036: 2030: 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They are: 1488: 1480: 1478: 1476: 1472: 1467: 1465: 1461: 1456: 1454: 1450: 1446: 1441: 1439: 1431: 1429: 1427: 1423: 1419: 1415: 1410: 1405: 1403: 1398: 1392: 1388: 1386: 1382: 1377: 1375: 1371: 1367: 1361: 1359: 1355: 1351: 1343: 1338: 1330: 1326: 1324: 1318: 1316: 1312: 1308: 1307:Ellicottville 1303: 1299: 1295: 1294:Ellicottville 1291: 1287: 1274: 1269: 1261: 1256: 1249: 1244: 1240: 1233: 1228: 1220: 1215: 1211: 1204: 1199: 1195: 1188: 1183: 1175: 1170: 1167: 1162: 1160: 1156: 1152: 1150: 1145: 1139: 1135: 1133: 1129: 1125: 1121: 1116: 1111: 1108: 1102: 1100: 1096: 1092: 1088: 1083: 1081: 1077: 1073: 1069: 1064: 1060: 1055: 1053: 1049: 1044: 1037: 1035: 1031: 1028: 1024: 1019: 1015: 1011: 1007: 997: 993: 990: 984: 981: 975: 973: 967: 965: 959: 957: 951: 949: 940: 938: 936: 930: 928: 922: 920: 916: 912: 908: 904: 900: 895: 893: 889: 885: 881: 871: 866: 858: 856: 852: 849: 843: 841: 837: 831: 828: 822: 818: 810: 803: 797: 790: 788: 786: 780: 778: 774: 770: 766: 762: 757: 755: 751: 747: 742: 740: 736: 731: 729: 724: 721:The original 719: 708: 703: 696: 691: 684: 679: 672: 667: 659: 654: 647: 642: 635: 630: 623: 618: 611: 606: 599: 594: 591: 586: 584: 581: 576: 574: 570: 566: 563: 558: 551: 549: 547: 543: 539: 534: 532: 523: 521: 517: 515: 511: 506: 503: 499: 495: 492: 488: 485: 481: 477: 473: 469: 465: 462: 459: 455: 454:Eastern roads 441: 436: 427: 422: 413: 408: 405: 400: 398: 394: 391: 390:Supreme Court 385: 382: 380: 376: 372: 371:Genesee River 366: 364: 360: 356: 351: 349: 345: 342: 337: 333: 329: 324: 320: 318: 314: 313:Brockwayville 310: 306: 300: 298: 293: 284: 277: 275: 272: 270: 267: 263: 259: 258:Erie Railroad 255: 250: 247: 241: 239: 238: 237:laissez-faire 232: 228: 224: 219: 216: 212: 208: 204: 200: 191: 183: 176: 174: 172: 168: 164: 160: 157: 153: 144: 141: 137: 133: 129: 110: 106: 102: 98: 93: 89: 77: 74: 66: 56: 50: 48: 41: 32: 31: 19: 4177: 4166:1977–present 3610: 2962: 2921:1956–present 2868: 2784: 2711: 2701: 2671: 2652: 2643: 2624: 2617:Bibliography 2600: 2591: 2579:. Retrieved 2575: 2562: 2555:Pietrak 1992 2550: 2538: 2526: 2519:Pietrak 1992 2514: 2505: 2496: 2489:Pietrak 1992 2484: 2475: 2464: 2455: 2444: 2435: 2428:Pietrak 1992 2423: 2412:. Retrieved 2408:the original 2403: 2394: 2387:Pietrak 1992 2382: 2370: 2363:Pietrak 1992 2358: 2349: 2340: 2332:the original 2327: 2317: 2309:the original 2304: 2295: 2284:. Retrieved 2280:the original 2275: 2266: 2255:. Retrieved 2251:the original 2246: 2237: 2226:. Retrieved 2222:the original 2217: 2207: 2198: 2186: 2175:. Retrieved 2171:the original 2166: 2157: 2150:Pietrak 1992 2145: 2133:. 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