by George A. Nye
Just 100 years ago this month Warsaw was connected to the east
by railroad. The first train left the Buffalo street station on
Monday, Oct. 27, 1856. It left at 7:40 a.m. Columbus, Ohio time.
The engine was the VanWert with Sam Slagle as engineer and A.
P. Conn as conductor.
The Northern Indianian of that date has much to say of the new
railroad. The first shipment east was 1,200 bushels of wheat to
Pittsburgh by Williams and Montford. Reub Williams, editor of
the Indianian, says that the first engine to enter the town was
the Allegheny with Josiah Tilton as engineer and J. J. Tilton
as conductor.
It would be interesting to see a picture of these old trains.
The engines were small and perhaps without any shelter for the
engineer. They burned wood and had a top speed of about 25 miles
an hour. Over a newly built road it would be dangerous to travel
very fast.
All summer the road had been in the process of building. It reached
Pierceton early in the summer. Much gravel was taken from the
pit east of town on what was then the Boss farm. Irishmen were
used in the construction and slip scoops and mules were the only
machinery. For a month or so one train went east in the morning
and returned in the evening. It was not until later in the fall
that trains began to run to Plymouth.
Before this time Peter L. Runyan had a line of hacks and once
a week a hack went to Plymouth one day and returned the next.
Three times a week a hack went to Peru and daily a hack went to
Columbia City where connection was made with the railroad.
The Pittsburgh, Fort Wayne and Chicago Railroad appears to have
grown out of three smaller companies the Ohio & Pennsylvania,
the Ohio & Indiana and the Fort Wayne and Chicago. All was
not smooth in building the line for we read of the Irish going
on strike when their pay did not come through and when they did
get paid much of it was spent at the saloons.
First Depot
The first building used as a depot was on Buffalo street just
south of the tracks on the west side. Some time later a depot
was built down on Union street on the north side of the tracks
and on the west side of the street. It was west of a flour mill
built about this time by Heller and Gallentine. Here the first
depot burned down and a second one was built and dedicated by
a grand shindig.
Later a freight depot was built west of the passenger station
This section in here was a busy place for 50 years. Freight unloaded
from the cars was hauled uptown by drays. Holbrook's bus met all
passenger trains and hauled people back and forth from the hotels.
In 1856 the hotels were the Wright House and Popham's Exchange.
Buses and drays would go down Market street to the depot.
In the vicinity of the depot was Aaron Eschbach's store, Dan Hardman's
grocery, Shoup & Oldfather's flour mill, and south of it,
Shorb's restaurant and saloon.
A switch in front of Shorb's could be thrown to let a train in
on the south track which ran out to Boss's Spring in Spring Fount
Park on Eagle Lake. The road was not double tracked until 1902.
This caused the Dummy to quit running to the park and soon the
street cars took its place.
The new passenger depot was built in 1893-4 and they hoped to
have it ready for the World's Fair travel to Chicago. It was a
very pretty building when it was new. The pavement in front of
it was made a few years later. The grass plots east and west of
the building used to be kept up and were very pretty.
In 1856 it took an hour or more for a passenger train to go to
Columbia City with the old wood burning engines. In the 1890's
the top speed was about 40 miles an hour over the gravel ballasted
road bed. Passenger coaches were made of wood. From that time
until the present there has been great changes and now the coaches
were made of steel, the track is stone ballasted and the curve
east of town is made for a top speed of 85 mph. Passengers now
go to Fort Wayne in 30 minutes without any stops.
Wright House Burns
When the Wright House burned here in 1873, Bill Conrad telegraphed
to Fort Wayne and they sent a pumper down to Warsaw in 30 minutes.
That was going some for that period.
In the early years of this century, Jerry McCarthy, an engineer
who used to live on North Buffalo street in Warsaw, made a top
speed of 106 mph on a run in Ohio on the Pennsylvania Lines. He
was trying to make up some time and of course this run encouraged
him in his desire.
In the days when the dummy ran back and forth to Spring Fountain
Park, Jerry was the engineer and Harry Bitner was the fireman.
The dummy headed out and backed in.
In those days, Jerome H. Lones was the agent. Some of his helpers
were Jack Shoup, Desoto Grant and a Mr. Baker.
We remember once when the local was shunting a car in on the Thayer
elevator switch and Baker was on top to set the brakes. The brakes
failed to work, the car went off of the end of the switch, struck
a light pole and Baker was thrown head first over into Lake street
suffering no great injury. This caused the company to put in a
bumper post at the end of the Lesh Co. switch.
The Big Four railroad came through in 1870. This junction used
to be a busy place for the exchange of freight. A transfer house
was built and a Y put in to connect the two lines.
There are now 10 crossings in town all protected but one. Years
ago of course none of them were protected but about 1890 Dwight
Nichols was put at the Buffalo street crossing. He had a shanty
on the ground at the northwest corner.
4 Crossings Protected
By 1895 the pressure had become so great on the company that four
crossings were protected, Buffalo, Indiana, High and Detroit.
Gates were built at each crossing and a shanty put up on the end
of a pole.
Charles O. Davis, who had lost an arm in the railroad service,
was given the Buffalo street crossing and he remained here for
35 years. He worked long hours for he could not leave until he
had let No. 8 through. This train went east at 6:36 p.m. We are
glad to see today that the day of the old steam locomotive is
about over. It made a lot of smoke, was not over 19 percent efficient,
required water tanks and pumping stations, and was not convenient
for either engineer or fireman. Now since 1950 diesel engines
have come into use. Their speed is greater and the whole set up
is cleaner and more efficient.
Any person who is further interested in this subject is welcome
to read George Nye's article entitled "Warsaw in 1856"
which is entirely too long for publication in The Times-Union
but may be perused at the surveyors office at the courthouse.
It is a part of his book No. 21 on Local History.
Warsaw Times Union, Tuesday October 15, 1956
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