Miscl. Newspaper clips regarding Erie Railroad and Other connecting lines...

Researched,   Transcribed & Submitted by Richard Palmer

Cuba Evening Review,   Thurs., Oct. 6, 1881

Last Monday John   Callahan's gang of men on Section 12 of this division of the Erie road were   ordered by the walking master to cease work on Section 12 and assist the gang   on Section 13 at this place. These men have during the past year laid 2,600   ties besides an immense amount of work at Friendship, Belvidere and Belmont.

They have accomplished   much more work than during any previous season. Therefore they refused to   comply with the order, and were discharged. The popular opinion seems to be   in favor of the discharged men, and it is considered hardly right that they   should be thrown out of employment after serving so long and well. When   higher
  wages were offered on the different railroads that were being constructed in   the vicinity, unlike several other gangs, they stood by the company, and have   worked the entire season for the small sum of $1.10 per day.

Allegany   Republican, Angelica, N.Y., Nov. 20, 1885

About   the Erie

On   lines of through travel, it is often difficult for passengers from way   stations to secure accommodations in sleeping coaches. This difficulty has,   in the past, been encountered by local patrons of the Erie Railway, who have   been obliged to use the telegraph to request sleeping coach conductors to   reserve berths for them, and even they were not always sure there would be   room in through coaches when the train arrived.

To   overcome this difficulty, and to afford its patrons at local stations the   opportunity to reserve in advance and secure by purchase sleeping car tickets   for night travel between principal line stations and New York city, the Erie   company has arranged to attach to train 2 at Hornellsville at 8:15 p.m.,   Bath, 8:25, Corning, 9:30, Elmira, 10:05, Waverly, 10:36, Owego, 11:11,   Binghamton, 11:51 p.m., and arrives at Jersey City at 6:50 a.m.

The   station ticket agents at above mentioned points have been furnished with   sleeping coach tickets, and certain berths have been set apart for each   station, so that passengers from principal local points on the Erie Railway   are now able to purchase their sleeping coach tickets in advance and thereby   be sure of the accommodations desired by them.

This   special sleeping coach has been attached to train No. 2 which is local to the   Erie road and does not wait for western connections, and for this reason is   less subject to detention than train 12 which is a through train from   Cincinnati and Chicago.

Bolivar   Breeze, Feb 5, 1903

Belmont’s   Flying Pig

A hog was eating some   corn spilled on the depot platform at Belmont when a through freight came   along and, frightened at the noise, the hog started to run and was thrown 60   feet. It was a valuable hog owned by Fred Brundage, says the Rushford   Spectator

Bolivar   Breeze, Thursday, April 23, 1903

BAD   WRECK ON ERIE – Eight People Killed - and Ten Injured at Red House, Early   Monday Morning.

The   Chicago Limited, No. 4, on the Erie railroad, running 50 miles an hour,   collided with a freight at Red House, at four o’clock Monday morning [April   20th, 1903]. Five cars and several freight cars took fire and burned. Eight   people lost their lives and ten were seriously injured. The freight was a   double header, with orders to take the siding for the limited. It was up   grade. The head engine broke its coupling and ran on up the track to the   signal tower to put out a flagman. The operator in the tower seeing the   engine nearby concluded that the freight was safely in the siding and gave a   clear track to the approaching flyer.

The   rear freight locomotive was pushing ad tugging at the heavy freight, trying   to put it in the siding. All that remained on the main track was a part of   the puffing locomotive. The passenger engine struck the freight engine a   glancing blow and darted from the track down the bank into a little red   school house which it set on fire. The coaches followed the engine. A gas   tank exploded and set the coaches on fire. Several of the passengers were   burned to death. There were two private cars on the train, one of which was   seriously damaged. The occupants of the sleepers nearly all escaped serious   injury.

The identified   dead are: Robert Hotchkin, brakeman of Meadville; R. L. McCready, mail   weigher, of Mansfield, O.; Frank Barhite, salesman, Medina [O.]; Mrs. Sarah   Moore, her daughter, Mrs. Nellie L. Wilson, and granddaughter, Dora Lynch, of   Mannington, W. Va., who accompanied Mrs. Wilson and Mrs. Moore. The last   three were en route to Shingle House to visit Mrs. John Krusen, who is a   daughter of Mrs. Moore and a granddaughter of Mrs. Wilson. Mrs. Wilson was   about 80 years of age. Two unidentified bodies lie at the morgue at   Salamanca.


Bolivar   Breeze, Thursday, March 31, 1904


Erie   Surveyors Again Trying to Eliminate the 50-Foot Grade.

Assistant   Erie Engineer S. C. Brown of New York and several surveyors reached Cuba on   Tuesday, says the Cuba Patriot. They began work at once revising the   preliminary line which was run last summer via Black Creek and Belfast to   Belvidere, in an effort to eliminate the 40 to 50 foot grade on the Cuba Summit,   between this place [Cuba] and Friendship.

A   little later Mr. Brown will add seven more men to his corps which will then   comprise fourteen surveyors. They will spend two or three months in this   section, making a thorough and detailed survey. The line run last summer, via   Black Creek and Rockville, and thence to the Genesee river valley, a mile and   a half or so south of Belfast village; and then to Belvidere, was about three   miles longer than the present route over the summit. Its maximum grade, however,   was only 10 to 16 feet to the mile, as against 40 to 50 feet on the present   summit.

It is   calculated that this reduction in grade, despite the increase in mileage,   will greatly lessen the expense of freight traffic. The practical problem in   modern railroading is to reduce grades so train loads ay be as heavy as   possible. The Cuba Summit grade is an expensive haul. It delays traffic and   necessitates the extra use of pusher engines.

If the   proposed line is constructed the present road over the summit will be   maintained just as at present, but much of the freight will be sent around by   the new route. Passenger trains take the summit easily and they will probably   all be kept on that route via Friendship.

A   second plan, modifying the Cuba-Belvidere route is to extend the Cuba-Black   Creek survey from the point where it first reaches the Genesee river, south   of Belfast village, to Portage where it may connect with the Buffalo division   and allow it to escape the Tip-top summit at Alfred as well as the Cuba   summit.

If the   latter were adopted it would give the Erie a division direct from Cuba to   Buffalo. But it might result in abandonment of the much-talked-of double   tracking of the present division of the Erie through here.

When   Assistant Engineer Brown and his surveyors finish revising the Cuba-Black   Creek-Belvidere line they will take up the Portage extension proposition and   make a through survey of that.

Erie Railroad Magazine

March, 1905 P. 22

    It is rumored that the Pittsburg,   Shawmut & Northern Railroad is contemplating construction of mile of   track at Wayland to form connections with the Erie. The Pittsburg &   Northern comes into Wayland at the Delaware, Lackawanna & Western station   from Hornellsville. This junction is about a mile and a half from the Erie   road. It is now proposed to construct a switch, and run through trains from   Hornellsville to Rochester, using the Erie tracks from Wayland.


Bolivar   Breeze, Aug 10, 1905


J. B.   Bradley Hose Company Will Go to Glen’s Falls

Over   the Erie and D&H Leaving Bolivar Monday Evening

J. B.   Bradley Hose Company No. 1 will leave Bolivar next Monday [August 14th, 1905]   evening at seven o’clock for Olean where they will board a special car on the   Erie, attached to flyer No. 6, at 8:45 [PM] for Glen’s Falls to attend the   New York State Firemen’s Annual Convention. The party will arrive in Glens   Falls on Tuesday [August 15th, 1905] morning at 8:55.

They   will leave Glen’s Falls at 7:05 Saturday [August 19th, 1905] morning and have   a daylight ride home reaching Olean at 8:00 PM and Bolivar at 9:40 PM.   Several weeks ago it was decided to over the Pennsylvania but after hearing   from the Erie, the proposition made by the latter road pleased members better   and they accepted it. The Erie route is 100 miles shorter. G. J. Hewitt,   traveling passenger agent, and A. W. Georgia, ticket agent at Olean, were in   town Tuesday [August 8th, 1905] evening explaining the offer of the Erie to   the hose company.

About   25 members will make the pilgrimage. [Compiler’s note: While the article is   silent as to how the hose company would travel from Bolivar to the Erie   station in Olean and vice versa it is probable that they traveled on an Olean   Street Railway (OStRy) car. The OStRy had a line in Olean direct to the Erie   station. The Pittsburg, Shawmut & Northern also had passenger train   service between Bolivar and Olean but did not share a union station with the   Erie in Olean.]