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About twenty miles of the Philadelphia and Columbia Railroad, from the head of the inclined plane at the Schuylkill river westward, were open for travel in September 1832, after which successive portions were brought into use from time to time, the entire double track being completed in October, 1834 [1]. 2/28/1834 When the first train of cars passed Paoli on Wednesday, the last day of February, 1834, the railroad was a part of the Columbia Railroad system that connected Columbia with Philadelphia. [2] March 4, 1873
Jurors to Assess Damages. – The Pennsylvania Central Railroad has been expending a large amount of money in straightening the line of their road at various points between Downingtown and the city of Philadelphia. Among the properties injured was that of Mr. Charles Still, at the Intersection, in Willistown township. When the parties fail to agree as to the amount of damages sustained, the law of 1849 provides that either party may petition the Court of Common Pleas of the proper county to appoint seven discreet and disinterested freeholders, neither of whom shall be residents or owners of property upon or adjoining the line of such railroad, and appoint a time not less than twenty nor more than thirty days thereafter for said viewer to meet on the premises, where the damages are alleged to be sustained, of which time and place ten days’ notice shall be given by the petitioner to the viewers and the other party. In this case, Judge Butler being a stockholder in the Pennsylvania Central Railroad, Sheriff Gill, in connection with the County Commissioners, appointed the following gentlemen as jurors, all of whom are residents of Berks county: … They will meet to view the premises on the 24th day of March.
January 11, 1876
Straightening the Track – The Pennsylvania Railroad Company will soon place a large force of men at work in straightening the railroad track, between Eagle and Malvern stations. They have the surveys completed and when the work commences it will be pushed forward with dispatch. We understand that the company is making some effort looking towards the purchase of John D. Evans’ hotel property at Paoli. April 4, 1876
Pennsylvania Railroad Items – Mr. M Harris, of Malvern, has received the contract for removing the ballast from the present bed of the Pennsylvania Railroad to the new bed, which change has been brought about by the straightening of the track. His contract extends from Malvern Station to Duffy’s embankment. At Paoli, the work of straightening goes bravely on. The cut at that point, now being made, is 28 feet in depth, and Senator Lemens, of Carlisle, is the contractor. Over thirty carts are employed in the work. May 23, 1876
PUSHING AHEAD. – The work of straightening the Pennsylvania Railroad track through Chester county is progressing with much systematic speed, and will not require nearly the time that was thought of. This work of improvement at and about Thorndale goes forward with unceasing activity, and the scene is one which fairly portrays the go-aheadaivences of that world-renowned corporation. July 31, 1876
The new road bed of the Pennsylvania Railroad at Downingtown is now completed except where the connections are being made with the old line. The workmen took advantage of absence of running trains on Sunday and completed the work by making the connections. August 28, 1876
Contract Awarded – The Pennsylvania Railroad Company have very recently let the contract for the work of straightening the road from Paoli eastward to Eagle station, and the workmen will soon be on the ground. The track is divided into three sections. The western section will be worked by Mr. Lemon, the contractor of the grading that has already been done at Paoli. The middle division has been awarded to a Mr. Lyon, of Lancaster city, and Wm. S. Needs, of Philadelphia, has contracted for the eastern section. This job of straightening will probably require more labor that any of the other alterations along the line. The new line will do away with several very short and dangerous curves. The work of grading will be very heavy and will require a very large force of men and a long time to complete it. – Downingtown Archive. January 16, 1877
A Y at Malvern – In the course of the improvements on the Pennsylvania Railroad, in this county, we are glad to hear that Malvern is to be greatly benefitted. We are told that a Y is to be made at once at Malvern, and when completed, the accommodation trains to Philadelphia, which now make Paoli the starting and stopping point, will be changed to Malvern, thus affording connections with all the trains on the West Chester Road. This will be a convenience to hundreds, and will serve to bring Malvern into more prominence as a railroad centre. It is said the work of straightening the track at Green Tree is to be commenced in a few days, and in doing so the old hotel, now owned and kept by Ex-Sheriff Gill, will be sadly interfered with, perhaps totally demolished. It has long been one of the landmarks of middle Chester county. June 5, 1877
Along the Pennsylvania Railroad.Grading – The grading for straightening the track from Eagle to Green Tree, is nearly finished. In some places the track is already laid. October 16, 1877
… Near Reeseville, in Easttown township, many years since the town of “Glassly” was laid out, and lots sold bounded by certain streets, alleys. Etc. etc. The plot of this old town was not upon record, and the most thorough search in the Court House offices failed to find it. It was very important to have it, because some of these lots were to be purchased by the [PRR] Company. Mr. McFarland, after much inquiry, found it in the hands of a lady in the neighborhood and now has the plot of draft in his possession. 1877 - PRR opens line relocation between Eagle and Green Tree and third track between Berwyn and Malvern on Philadelphia Division. [3] April 8, 1879
STRAIGHTENING THE P.R.R. – Pennsylvania Railroad Company, we learn, are about commencing the straightening of their road from Glenloch to the tenant house of Dr. Thomas, near Oakland, a distance of three miles. The new line crosses the old track three times within that distance. One excellent feature about this alteration is that at Whiteland station the common road will run under the railroad. The crossing is a dangerous one: a train cannot possibly be seen below the station house by persons driving toward the latter from the upper side of the road. The engineers, after making numerous surveys, have finally decided to take the one made by W.H. Wilson, C.E., some fifteen years ago. The latter gentleman, who is now Consulting Engineer of the Company, is the son of Major Wilson, the engineer who originally laid out the road. May 11, 1879
COMMENCED WORK – The contractors commenced to straighten the Pennsylvania Railroad east of Downingtown at Baldwins. There will be a deep cut near the Valley Bridge, the excavation from which will be used in filling up the ravine over which the bridge crosses, and the latter will be done away with entirely. The new road crosses the bridge diagonally about the centre, under which will be built a large culvert. The cost of the work of straightening this portion of the road will be not less than $1,000,000. May 23, 1879
PUSHING AHEAD. – The work of straightening the Pennsylvania Railroad track through Chester county is progressing with much systematic speed, and will not require nearly the time that was thought of. This work of improvement at and about Thorndale goes forward with unceasing activity, and the scene is one which fairly portrays the go-aheadaivences of that world-renowned corporation. November 15, 1879
The estimated cost of relaying the West Chester Branch of the Pennsylvania Railroad from West Chester to Frazer, independent of straightening the curves and damages for property, is as follows: The rails are 30 feet long and weigh 600 pounds, or 60 pounds to the yard; it takes therefore 112 feet of rail to make a ton of 2240 pounds; the steel rails cost about $45 a ton. There being 1760 yards in a mile and the distance to Frazer being 6½ miles or 11,440 yards, it would take for a single continuous line of rail 306 tons of rail, and for two rails 612 tons, which would cost $27,540. It takes 2400 ties to the mile at a cost of 50 cents a tie, which would be for the whole distance 15,600 ties at a cost of $7,800. The estimated cost for labor, relaying new rails, ties and ditching alongside of track is $400 per mile, which would cost for the whole distance $2600. The stone ballast costs, laid, about $1 a perch, and a perch will only ballast 2 feet of track ; there are 34,320 feet of track from here to Frazer, which would cost $17,160. This would make the total cost for renewing and improving the road bed, independent of damages and altering of curves, of $55,100. August 24, 1880
Contract Awarded.- John Grant, of this borough, has received a contract to remove 60,000 yards of dirt between Merion and Wayne stations on the P.R.R. This will enable the company to lay four tracks between those points. This they intend to continue, we understand, to Harrisburg. This will be a great convenience. Two of these tracks will be used exclusively for passenger travel, and the others for freight. September 16, 1880
Emigrant Travel Westward on the Pennsylvania Railroad. – Last week was one of the heaviest for the past ten years in the way of emigrant travel over the Pennsylvania railroad, the number passing over the main line from Philadelphia to Pittsburg, from Monday to Saturday, nearly five thousand men, women and children, not counting those who stopped at different points along the line to engage in labor on railroads, at iron works and for farm hands. It was as heavy a week of emigrant travel as passed over this road in ten years previous. October 1, 1880
Improvements at Wayne. – L.T. Brooke, of Radnor, is still buying up land in the vicinity of Wayne Station for Messrs. Drexel and Childs of Philadelphia. The intention of the latter is, we learn, to erect handsome houses in that vicinity or dispose of the property to those who will. On Thursday, President Roberts [of the Pennsylvania Railroad] was at Wayne at their request to see about the erection of an addition to the station house. October 2, 1880
Straightening of the P.R.R. – It is the supposition that the Pennsylvania Railroad Company will soon begin straightening the road at this point. This week engineers have been surveying the new route and several contractors have been visiting here for the purpose of viewing the ground before handling in their bids. – Malvern Item. January 7, 1881 Straightening the Road
We learn that the Pennsylvania Railroad Company have in contemplation the straightening of their road from near Eagle station to Paoli, which will go south of the village of Berwyn. January 7, 1881 Bench, Bar and Jury
The third week of the special term began this morning, with Judge Futhey on the bench. A few necessary matters of a formal nature were brought up and disposed of. The jury was called and a small number of jurymen were excused upon showing good reasons. The trail of cases upon the list was resumed, beginning with:
Johanna Latch and Adoniham Latch, devised under the last will and testament of Peter R. Latch, deceased, verses John Quigley. - Peter R. Latch was the owner was the owner of a farm in Tredyffrin township, on which the Pennsylvania Railroad Company straightened their track in 1877, and dismantled the old road bed. Peter R. Latch devised the property to the plaintiffs. In 1879 the Latchs fenced in the abandoned road bed on their property with one of their adjoining fields. The claim is that this old track reverted back to the owners after being disused by the railroad company. John Quigley, who was employed by the company, tore down the fence. It was immediately re-erected and again torn down by Quigley. In this way, the name Quigley appears on the records as defendant, but the real defendant is the railroad company. The question, which is largely one of loss, is chiefly whether, when the State built the old Philadelphia and Columbia railroad (whose franchises now belong to the Pennsylvania Railroad Company) acquired the fee simple to the road-bed or only a right of way. On trial, Brinton and Waddell for plaintiff; Smith and Butler for defendant.
May 3, 1881
The Pennsylvania Railroad’s Additional Tracks. – Work is rapidly proceeding on a considerable portion of the two additional tracks of the Pennsylvania Railroad Company between Philadelphia and Paoli. The contractors are at work in the vicinities of Wynnewood, Ardmore and Elm Stations. The heaviest work is at or near near Elm Station, a great portion of the cutting below the station being through solid rocks from twenty to twenty-five feet thick, while above the station a ravine sixty or seventy feet deep is being filled up. When these additional tracks are laid, they will be used exclusively for passenger trains, and the two present north tracks for freight trains. These new tracks will allow the company to run additional local trains and avoid the detention incident to slow-moving freight trains on the same tracks. May 11, 1881
Straightening the P.R.R. – Our townsman John Grant, has a large force of workmen engaged on the contract near Ardmore, and is removing large quantities of earth. Samuel Lemon, commenced operations on the contract adjoining, on Monday last. Contractor Smith, who has a section west of Bryn Mawr, was engaged yesterday in erecting shanties, and will commence work soon on the Bryn Mawr cut. May 19, 1881
Improvements. - The Pennsylvania Railroad Company is at work at the Green Tree, in Willistown township, preparing for the widening of their road at that place. June 8, 1881
Trouble About a Bridge. – There is quite a commotion among the citizens at the Green Tree, in Willistown township, as to the exact spot where the bridge shall be placed over the railroad at that point. Davis Gill, Esq., claims that his contract when selling his property to the Pennsylvania Company, called for it to be placed at one point on his property, while other parties claim that they also made a contract for it to be placed to suit their properties. Mr. Gill appears to have the majority of the citizens with him, but how it will be settled is difficult to determine. June 11, 1881
Four Tracks – Engineers of the Pennsylvania Railroad Company are now at work surveying in the vicinity of Malvern for four tracks, which will extend from Philadelphia to the bridge near Reeve’s store, at Malvern, from thence to the station at that place. June 22, 1881
Travel. – The emigrant travel on the Pennsylvania Railroad has increased so enormously of late that the officials have been compelled to put on two sections every night for the purpose of conveying these new comers to their destinations. June 23, 1881
The Pennsylvania Railroad Company are now engaged in building four tracks from Philadelphia to Malvern. The two on the south side of the road will be used exclusively for freight trains, and the two on the north side for passengers. This will necessitate the removal of some of the stations on the road, two of them being very fine ones – the one at Bryn Mawr and the other at Ardmore. August 3, 1881
Quarrying Stone for a Bridge – The Pennsylvania Railroad Company, is now engaged in quarrying out stone on the premises of Benjamin Bartholomew, East Whiteland, which will be used in building a bridge over the railroad at the Green Tree in Willistown township. The stone taken from this quarry are in fine large square blocks. August 24, 1881
Preparing to Build a Bridge. – The Pennsylvania Railroad Company has contracted with David Ryan for the building of a new bridge over the company’s railroad at the Green Tree, in Willistown township. Mr. Ryan is now hauling stone for its erection. September 30, 1881
The Green Tree Bridge. – Samuel Lemon, who has taken the contract to build the bridge over the railroad, at Green Tree, in Willistown township, has a force of about fifty men employed, and is pushing the work forward with great energy. Grading the Pennsylvania R. R. – Mr. Lemon, the contractor having in charge the grading of the new portion of the Pennsylvania Railroad at the Green Tree, in Willistown township, is progressing with the work finely. It is expected that he will have the work done and the road ballasted within the next ten days. November 17, 1881
Railroad Work – Samuel Lemon, the contractor, is pushing forward the grading of the Pennsylvania Railroad where it is being straightened at the Green Tree, in Willistown township, and expects to have the whole completed within a month. The Pennsylvania Railroad Company are hauling the dirt from the cut at Villa Nova and filling in at Wayne station. Samuel Lemon, who has the contract for building the bridge over the railroad at the Green Tree, in Willistown township, is now hauling stone for the bridge from Benjamin Bartholomew’s quarries in Tredyffrin. March 8, 1882
Joseph Mullen, of Tredyffrin township, has sold his farm of 56 acres between the Eagle and Wayne Stations on the north side of the Pennsylvania Railroad. The property was purchased by Lewis Brookes, agent for a Philadelphia party. It is said that a new station is to be built by the railroad company within 500 yards of the property.
1882 – During this year the four-track system on the Philadelphia Division was extended from Merion to Villa Nova … and the grading was completed for an extension of the four-track system from … Paoli to Malvern [4]. September 6, 1883
Traffic on the P.R.R. – For the past few months at least 150 freight trains have daily passed over the main line of the P.R.R. between Philadelphia and Pittsburg, which goes to prove that freight traffic in increasing at a rapid rate. Over 35 through passenger trains also pass over that line daily, hence the officials who manage the running of trains are kept quite busy. January 1, 1884
1883 - During this year the third track on the Philadelphia Division was extended from Beaumont to Devon … The alignment was greatly improved … at Eagle. Notes and References
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