Licking County Railroads, Part V - The Central Ohio Railroad

In 1852, the first railroad locomotive steamed into Newark, signaling the beginning of the end for the canal.  By 1871, the Baltimore & Ohio Railroad took over the Lockmaster's House and the encompassing land, and built the Little Red House on the corner for the stationmaster and telegraph operator.  Passenger and freight stations, a freight yard, and roundhouse were constructed nearby and served as a B&O Division Point.  In 1881, the Scheidler Machine Works built a factory to manufacture steam engines and sawmills.  This building now houses The Works Museum.  In 1890, an electric interurban railway line connected Newark's B&O Station to the Toledo & Ohio Central station in Granville.  By 1908, the old canal was filled in. Interurban service ended in 1929 when the city purchased buses.

- remarkableohio.com

The Central Ohio Railroad (CORR) was initially chartered in Zanesville, Ohio, on February 8, 1847, by interests who believed that a railroad from Bellaire, Ohio, across the Ohio River from Wheeling, West Virginia, to Columbus, Ohio, would be valuable.  The railroad would have to overcome difficult terrain obstacles.  In Licking County, this meant a 700-foot cut through hard sandstone at Black Hand Gorge, which obliterated the landmark that gave this gorge it's name.  This work was completed by January 1852, when the first train ran from Zanesville to Newark.  The next year, the railroad was completed between Newark and Columbus with the entire route from Bellaire to Columbus opened in 1854.  At the same time, the Baltimore and Ohio Railroad completed a line from Baltimore to Pittsburgh, then on to Wheeling.  With the exception of the Ohio River crossing, it was possible to take a train from Licking County to New York via Baltimore.  Once again, Licking County was connected to the East Coast, this time with transportation costs a fraction of canal prices.

Although the Central Ohio Railroad was complete, shortcomings with design and construction proved problematic.  The line was poorly ballasted, if at all, causing rough wear and derailments.  A lack of sidings made regular schedules difficult to maintain.  There was also a shortage of cars and maintenance facilities.  Because the cost of completion eliminated the possibility additional credit to solve these problems, and although the railroad attempted to pay its debt from revenue, the Central Ohio Railroad fell into bankruptcy in 1857.

The Central Ohio was allowed to continue operations in receivership. The increased traffic and resulting revenue resulting from the Civil War allowed the railroad to pay off its indebtedness by December 1865.  Even so, the Central Ohio was able to lay a second set of parallel tracks before August, 1864, which allowed for an increase in traffic between Newark and Columbus.  At this time, the route was used by both the B&O and the PCC&StL accommodating eastbound and westbound traffic on separate tracks. During this time, the Baltimore & Ohio Railroad (B&O) began buying stock in the CORR and having obtained controlling interest before 1865, began making capital improvements to the road.  From 1865 on, the CORR was considered part of the B&O Railroad.  In 1871, the B&O built a stone and steel railroad bridge across the Ohio River between Bellaire and Wheeling and with this, eliminated the need for passengers and freight to ferry across the Ohio.

The Pennsylvania Railroad Buys In

A Pennsylvania Railroad train on the double-tracked Panhandle Route

 crossing under Sunbury Road near Columbus.

The Pennsylvania Railroad (PRR) also leased trackage rights over the road.  On December 25, 1854, the Steubenville and Indiana Railroad (S&I), which eventually became a subsidiary of the PRR, came to an agreement with the CORR for use of the tracks between Newark and Columbus.  The connection opened in Newark on April 16, 1857 using funds provided by the Columbus and Xenia Railroad, which helped provide a through route to Cincinnati, Ohio, for the S&I.  In 1864, the S&I bought half-interest in the Newark to Columbus portion of the line.  This move undoubtedly gave the CORR a boost to resolve it's bankruptcy.

Through a series of mergers, bankruptcies, and controlled shareholding, the S&I became part of the Pittsburgh, Cincinnati, Chicago, and St. Louis Railroad (PCC&StL).  The Route between Newark and Columbus became an official part of the PRR's famous Panhandle Route when the Pennsylvania Rail Road leased the PCC&StL on January 1, 1921.

The Elias Fassett Story

Elias Fassett, born in 1797, came from Bennington, Vermont, to Granville, Ohio, in 1818 and in 1823, married Jerusha Munson of the Munson family of early Granville pioneers and businessmen.  This marriage helped secure his position in Granville society.  By 1832, had acquired some land and completed the purchase of a tract in 1841.

Fassett would leave Granvile in 1846 for Cleveland, then to New York, but returned to Granville in 1856 when he was elected President of the Central Ohio Railroad.  During his presidency, the Central Ohio went into receivership.  Fassett also began construction on Bryn Mawr [Welsh, "Big Hill'] located immediately above the the CORR tracks as they passed through Union Station.  This mansion has known several names over the years including Fassett's Folly.  Fassett installed a "Widow's Walk" atop the house to allow him to watch trains as they passed.  He died unexpectedly in this cupola in 1863.

The Granville Branch

The Village of Granville wanted the CORR to run the line through Granville.  Granville wanted the prosperity of the new railroad.  One local legend is that the route was aligned so that Fassett could see the trains pass by his house on the hill above Union Station at Bryn Mawr.  This legend may have some merit, or it may not; this author first heard of it in the early 1960s.  More likely the story is backwards, that is to say, Fassett built his house there because he owned land there and not the other way around.  Although surveys were made, the Granville Route, or even a spur, never materialized.

The CORR aimed itself at Newark.  Already established as the county seat, Newark enjoyed business from the Ohio and Erie Canal.  The CORR wanted to compete for this business.  For the CORR main line to enter Granville would require the route to take roughly the same path out of Central City as the Granville Feeder.  This would require a crossing of the Raccoon Creek and Cherry Valley to Granville's south side before angling back through the Raccoon Valley and Middle Ridge then on to Summit towards Columbus.  This would have been a more difficult route than the one selected through Union, Outville, and Pataskala.

Despite Fassett's association with the Munson family, even a spur to Granville would probably have been funded in much the same way the Granville Feeder was backed.  In addition to a rail line, a spur of this length would have likely involved some method to turn a turn.  A small engine house and turntable with serving facilities would likely have been needed.  This would certainly increase cost.  The canal could obtain this simply and relatively cheaply with a turning basin; the railroad needed a higher technology.  With the demise of the Granville Furnace, the main revenue from Granville would have come from agriculture and it is likely that the railroad would realize the same business from the chosen route of the main line.  Additionally, through Union Station and Outville, the mainline was in closer proximity to lumber production.  Granville would have to wait for the Toledo & Ohio Central to come along a generation later.

Stops and Mileage Along the Panhandle Route

    Panhandle Division, Mileage from Pittsburgh

    Newark - 157.70 (B&O Station at First and Yearly Streets, former canal site

    Newark - 157.80 (PRR Station between First and Second Streets on Walnut Street)

    ND Cabin - 158.00

    Ohio Canal - 158.90 (Bridge over the Ohio and Erie Canal)

    Heath - 161.90 (FN Tower, also known as Central City or in some sources as Lockport)

    Union - 164.30  (Ambiguous, Union was once called Kylesburg, see below.)

    Kylesburg - 164.50

    BR - 165.10 (Believed to be the bridge over Ramp Creek)

    Outville - 169.20 (Originally Kirkersville Station)

    York Street - 170.90

    Pataskala - 173.30 (KO Tower)

    Columbia Center - 174.60

    Summit Station - 174.60 (SI Tower)

Knowing your stop was at least important.  Many students and clergy, looking to save some money would walk the three-and-on-half miles from Union Station to Granville.  This was a somewhat popular choice; a path was worn that cut across the Licking County Infirmary by pedestrians looking to save a half-mile.  Otherwise, it was possible to pay 50¢ and take the Union Hack, a large, heavily built wagon that would take you and your baggage to Granville.

But if you lived in Alexandria, you got off at a place originally called Kirkersville Station.  Since Kirkersville Station was a mouthful, and a lot of dots and dashes for the telgrapher, not to mention the potential problems for the Postmaster, it was generally agreed that Outville would make a better name, given that it was actually a couple miles from Kirkersville anyway.

Union Station - Dead Man's Crossing

Newspaper record of the untimely death of Mrs. Brown.

Some of the earliest settlers in western Licking County spent considerable effort drilling for salt.  With plenty of surface water available, salt became the next critical resource.  Along the way, these pioneers discovered a coal seam.  Accordingly, as the railroads came through, they began looking for sources of coal to both feed their steam engines and provide a source of revenue.  Not surprisingly is a headline from the Granville Times declaring "Coal Believed Here" at Union Station.

At some point, the place where Union Road crosses the CORR Main Line at Union Station became known as "Dead Man's Crossing."  It is unclear whether the trainmen familiar with the area coined the term, or the local population began the usage, but a series of fatalities took place at this severe crossing of rail and road.

    Granville Times, August 30, 1906 - "Unknown Stranger Cut in Two By Train"

    Granville Times, August 29, 1907 - "Fatal Train Wreck"

    Newark Advocate, September 12, 1908 - "Instantly Killed By A Panhandle Train"

You get the idea.

Union Station also had apirations beyond being the stop for Granville.  In 1917, the Union Township Central School was completed and served the northern portion of Union Township for some time and even graduated secondary school students as late as 1947.  The location of the Licking County Infirmary and surrounding farm provided both business activity and visitors.  The proximity to Granville provided business associated with freight and passenger accomodation.  However, in the summer of 1918, the U. S. Post Office at Union Station was discontinued and in 1926, the name was changed to Kylesburg by the railroad.  Finally, after years as a flag stop, in 1934, the depot was torn down.  Today, Union Station is a few houses and a church by Ramp Creek.

Kirkersville Station

A Railroad Map of Licking County, Ohio, circa 1898.

There are two stories surrounding how Outville got it's name.  The story listed on the Ohio Historical Society marker at the Outville Depot states that the CORR called the place Kirkersville Station in 1853 when the main line was first laid.  Later, the stationmaster, James Outcalt, named the station after himself.  Other lore suggests that the name was shortened by common agreement that the location was sufficiently removed from Kirkersville so as to consitute it's own identity; it was 'out' from Kirkersville and became Outville.

Whichever story might be true, the fact that the CORR called it Kirkersville Station in 1853 indicates there was a stop there when the line was inaugurated.  By the time of the writing of the 1888 Licking County History, the author lists, "a post office called 'Outville,' a telegraph office, depot building, two stores and a few dwellings."  The preserved station was built in 1899 and was used as late as 1940 for local passenger service.  At that time, the B&O closed and later sold the depot.  During that time, Outville saw growth as a passenger depot and as a freight house and grain elevator.  Several small businesses developed, some houses, and a school.  Although Outville was a depot for Kirkersville, it was also where some people from Alexandria would when they needed a train.  But by 1940, the local business was no longer thriving and the train no longer stopped there.

The Panhandle Route

Two factors spelled the demise of the stations along the Panhandle Route.  First, the railroads, in their effort to run an economical system, began consolidating freight business in larger cities.  This meant fewer and fewer 'Locals,' i.e. trains that stopped at every station.  By the early Twentieth Century, Union Station and Outville became Flag Stops, places where the train would stop only when flagged flagged to stop.  In many places, the Interurban, and later, highway freight trucks would pick up the business.

The Spirit of St. Louis

Second was the Express.  Major railroads were competing for faster passenger service from major East Coast cities to St. Louis and Chicago.  One of the Pennsylvania Railroad's early premier passenger trains was the St. Louisan, which was modernized and renamed The Spirit of St. Louis after Charles Lindbergh's historic flight.  This ran from New York to St. Louis along the Panhandle Route departing New York at 9:25 PM and arriving in St. Louis at 8:30 PM the following day -- nearly a day of rail travel.  As you call see from the late departure and the following consist of cars, the train ran sleeper cars and passed through Licking County in the early morning hours without stop

Consist of the westbound St. Louisan, circa 1930

   Car                                Origin                       Destination

   Express (Sundays) New York Harrisburg (Erie-557)

   Postal (Ex Sundays)         New York St Louis (Storage ends together)

   Postal (Ex Sundays) New York Pittsburgh (Storage ends together)

   Storage (X) New York Pittsburgh

   Express (Ex Sat and Sun)New York Pittsburgh

   Sleeper 12-1 New York (Springfield, NH183) Pittsburgh

   Sleeper 12-1 New York (Boston, NH-183) Pittsburgh

   Sleeper 12-1 New York (Boston, NH-183) Pittsburgh

   Sleeper 12-1 New York                 Memphis

   Sleeper 12-1 New York                 St Louis

   Sleeper 12-1 New York (Boston, NH-183) St Louis

   Sleeper 12-1 New York (Boston, NH-183) Cincinnati

Eventually, the days of the Express died in the face of air transportation and the rise of the highway and subsequent Interstate system.  With it, the Panhandle Route fell into increased disuse, one set of the double-tracked main line was removed and the little towns that had aspired along it became bedroom communities to the larger cities.