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TITLE:

Columbia-Montour Historic
Transportation Study

HUD PROJECT NO.

03-26-1083-28

AUTHOR:

Columbia-Montour Joint Planning
Commission

SERIES NO.

n.a.

SUBJECT:

A study of historic covered
bridges, railroad stations and
the Pennsylvania Canal in
Columbia and Montour Counties

ABSTRACT:

PLANNING AGENCY:

Columbia-Montour Joint Planning
Commission

This report serves to highlight
the artifacts of a bygone transportation era. The first section
of the report features covered
bridges (Columbia County has been
called the "Covered Bridge Capital
Part Two examines
of the World").
four (4) of the two counties' many
railroad stations, and Part Three
focuses on the Pennsylvania Canal
which traverses both counties
along the Susquehanna River.

DATE:

June, 1976

SOURCE OF COPIES:

Columbia-Montour Joint Planning
Commission, Courthouse, Bloomsburg,
Pennsylvania 17815
For:
Reference:
HUD Regional
Office Library, Region II
Philadelphia, Pennsylvania
HUD Library, Washington, D.C.
Planning Depository Libraries

Each section contains a brief
description of the structures,
their architectural details and
historic context.

<--/

COLUMBIA AND MONTOUR

HISTORIC TRANSPORTATION STUDY
June 1976

Prepared by

Columbia-Montour Joint Planning Commission
Marlene Pawlowski, Railroad and Covered Bridge Consultant
David Schuppert, Consulting Artist

—

;

MONTOUR COUNTY COMMISSIONERS

COLUMBIA COUNTY COMMISSIONERS

George

Gensemer, Chairman

Chairman
Jesse Bell
Harry Stump
Thomas Herman
Vera Fleming, Chief Clerk
F. Porter Wagner, Solicitor
,

Carol Hidlay
Willard Kile
Harry Faux, Chief Clerk
Dale Derr, Solicitor

COLUMBIA-MONTOUR
HISTORIC TRANSPORTATION STUDY

COLUMBIA/MONTOUR JOINT PLANNING COMMISSION

COLUMBIA/MONTOUR JOINT PLANNING STAFF

William R. Betz, Chairman
Michael Burka, Vice-Chairman
Emily Bair, Secretary
Jackie Klenner
Paul C. Dent
Richard Kriebel
Donald Kuziak
Vaughn Carson
Anita Loncosky
Joseph Tuza
Donald Becker
Robert T. Surge
Harold Arnow
Ruth Nearing
Reginald Shultz
Robert M. Coy
George Dietz
John Dennen

Robert C. Beishline, Director
Thomas P. Williams, Assistant Director
G.Nevin Dressier, Assistant Community Planner
Gary Hilderbrandt Land Use Planner
Richard J. Slavich, Human Resources Planner
William E. Hine, Jr. Research Analyst
Jody Baer, Secretary
Mary Hartman, Secretary
Deanna Pealer, Secretary
John Wingard, Student Intern
,

DMT^@©[li](g¥D@[M

RE GIONA L

Early settlers moved into the Columbia-Montour County area long before the turn of the nine-

teenth century; however, it was not until the nineteenth century that the two counties began rapid
growth.

National expansion, the birth and growth of the railroad industry, and the demands for

foodstuffs, iron ore, lumber, and coal all had

significant impact on the local economy.

Farms were

cleared; roads and bridges built; grist mills, saw mills, and iron furnaces were established; and
schools, churches and homes appeared.

This rapid economic growth demanded the establishment of a

transportation network.
In Columbia and Montour Counties the transportation network of the last century consisted of the

Pennsylvania Canal, numerous railroad lines and the stations which served them, trolley lines, and the
rural road network with its numerous covered bridges.
A few of the artifacts of local

researches three of them:

nineteenth century transportation history remain.

This study

covered wooden bridges, railroad stations, and the Pennsylvania Canal.

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COLUMBIA AND
COVERED

#156

BRIDGES

MONTOUR

An unusually large number of creeks and streams

On the Catawissa, Williamsport, and Erie Railroad,

flow through Columbia County, winding their way

completed to Rupert in 1854, Burr-arch bridges were

either north or south on route to the Susquehanna

constructed at Mainville (Columbia County),

River.

It is easy to believe that, in 1914,

the

county had over two hundred bridges to keep in
repair.

Even then many of the smaller ones were

being replaced by concrete and iron structures

which did not require so much maintenance.

Today

Columbia County is left with twenty-six old, wooden,
covered bridges.

Montour County has fewer streams, with
Chillisquaque Creek being the principal tributary.
Consequently, not as many bridges were built, and,
only two are still standing today.
The river bridges over the Susquehanna at

Catawissa, Danville, Bloomsburg, and Berwick began
their existence as wooden covered bridges of extra-

ordinary lengths (see cover).

Even the railroad

bridges began as lattice-work wooden structures, but

were soon replaced by trestles.

Fisher's, Mine Gap, and Long Hollow.
below)

(See photo,

Bridges were needed to facilitate travel, when
a

complex network of roads took shape in the early

history of the two counties, especially between

fast-growing towns.

At first, open wooden bridges

saw mill

"at or near the flat log crossing." Many

of the remaining bridges bear witness to this
traffic:

The Hollingshead, Parr's Mill, Krickbaum,

and Jud Christian in Columbia, and the Keefer, near

were popular, but their short life span of ten or

Geringer's mill in Montour.

fifteen years was impractical; and those that did

named for nearby businesses, residents, or towns.

not rot away, were often removed by floods.

petitioners for

The

bridge in Fishing Creek Township

spoke bitterly of the July 1848 flood:

Our farms are much injured, our roads in
places are literally destroyed insomuch that
many places where a road once laid the Big
Creek now flows.
Our bridges are all swept
away and at this season of the year (January)
the crossing of the Creek is not only difficult
but dangerous
In

the same flood another bridge on Catawissa

Such bridges were

The commissioners were entrusted with the
job of building and maintaining the county bridges.

Their Minute Books convey the urgency in repairing
damaged or worn bridges.

Often

commissioner

would leave the office at once to check

report

of damages, notify the carpenters, and have the

work completed quickly.

Large repairs were

described as "rebuilding."

When

bridge had to

Creek was also destroyed, and was sorely missed by

be replaced, a contract was allotted.

residents, "the ford there being frequently rendered

sometimes difficult to determine from the records

impassable by reason of ice and highwater."

when extensive repairs were made, and/or when

The routes to and from the saw mills and grist

mills, most often near creeks of good size, were
always busy.

In Orange Township,

bridge was

requested over Green Creek near James Patterson's

It is

new bridge was erected.
The maintenance records began about 1870.
The biggest repairs were installation of new

flooring and roofs and filling around abutments.

Often only one side of

The successful bidder was given

roof was replaced,

indicating that the condition of the bridges was

carefully and frequently assessed.

Painting was

done regularly, and eyery winter someone was paid
for "snowing"

bridge (putting snow on the floor

to enable sleighs to pass

(from 1870

When

completion date

performance bond was also required).

structure was built, the workmanship was

inspected and payment was made in accordance with
the progress of construction.
In the second half of the century,

through).

whenever

new bridge was considered, or an old one rebuilt,

payments for blasting ice, cleaning the bridge,

covered bridge was preferred.

cleaning the stream; to carpenters for cutting

variety of plans from which to choose (all types

windows in the covered bridges, and for electric

are described in great detail, accompanied by

Other entries in the bridge books include

bills for bridge lights.

There were

measured drawings, and preserved in Columbia County's

Evidence of warning

The contractors followed the

signs indicates that vandalism was as much a

Bridge Books).

problem then as now.

commissioner's exact specifications, except for

The procedure for planning and building

bridge was as follows:

new

A petition was presented

the portal, which was not included in the plans

and presumably was left to the builder's imagin-

The portals of Columbia County's remaining

by the inhabitants of a township; then, arrangements

ation.

were made for appointed viewers to inspect the site

bridges are not particularly distinctive, but in

and decide if a bridge was necessary.

The Grand

Jury's approval was sought, and if granted,

bridge letting was scheduled for bids on

contract.

other regions they display the skill and artistry
often associated with the folk artist.

Keefer bridge has
creative facade.

Montour's

unique portal consisting of

A bridge site was chosen carefully.

Convenience

wooden bridge and with the realization that iron

was an important consideration, as was the condition

and concrete made more substantial and durable

of the creekbanks and the course of the stream.

structures, the era of the wooden covered bridges

necessary,

change in the road was undertaken; but

was quickly drawing to a close.

Scornful of the sight of

old abutments were utilized whenever possible.

Only the best grade of lumber and shingles were

dilapidated wooden

bridge which seemed to resist the constant

used (oak, pine, or hemlock was specified for each

attention it required, people looked to the new

part of

bridges as

bridge).

When an old bridge was removed,

sign of progress.

The wooden bridge

the wood was sometimes reused; if not, it was sold

built across Roaring Creek at Slabtown in 1874,

to the contractor or auctioned.

was replaced by "one of the most artistic and

substantial small bridges in this part of the State,

The Columbia County bridge records and the

commissioners' minutes identify by name the contractors of almost every county-owned bridge.

$5,500."

Montour

In Liberty Township, Montour County, Reimard

County's records provide similar information, but
are less comprehensive.

constructed of concrete and steel, at a cost of

The builders included

Brothers built

reinforced concrete bridge over

prestigious men, politicians, speculators, contract-

the Chillisquaque Creek at the Jackson Billmeyer

ors, school teachers, and, in most instances,

dam in 1914, and H. M. Hinckley summed up the

farmers

— to

whom carpentry was second nature.

public's new hardened attitude in 1915:

The year 1887 saw the last flourish of wooden

"In former times bridges were constantly
in need of repairs and renewals, the cost

covered bridges with six being built within the two
county area.

With the rapidly increasing cost of

of which came from the taxpayers' pockets
and went into the ever open palms of greedy
contractors. The concrete bridges which

Montour County has built over many of the
streams throughout the county, may cost more
at first, but they will be extremely economical

in the long run."

The wooden bridges that stand today will

inevitably be gone in

short span of time; however,

if their life can be prolonged, perhaps

they will

once again be appreciated before they vanish forever.

They are reminders of the men who built them, the
people who used them, and the era of the remarkable

well-designed bridges made of wood.

#156 "Y" Bridge

located on the East Branch of

Fishing Creek in Sugarloaf Township, Columbia
County, near the village of Central, is on Twp. Rte.
757, off L.R.

19075.

Built in 1887 by J. M.

Larish for $602, this

bridge probably got its popular name from the "Y"

formation of the nearby railroad tracks, used for
turning trains back toward Blooms burg.

Seriously

damaged by the 1975 flood, the "Y" bridge is
currently undergoing repairs,

Welle Hess (Laubach)

(see photo to right)

The State-owned Welle

Hess bridge is located on Fishing Creek in Sugarloaf

Township, between Grassmere Park and Laubach, on

Legislative Route 19074.
The destructive flood of July, 1848 took the

bridge across Fishing Creek near "the late Widow

Hesses."

The present bridge, built in 1871 by

Clinton and Montgomery Cole at

cost of $1,500.00,

has since been extensively modified,
to right)

(see photo

#97 Creasy vine Bridge

on Little Fishing Creek

between Jackson and Pine Townships, Columbia County,
is

located on Twp. Rte. 683, off LR 19061, north of

Millville and lola.

Being located near Iram Derr's

sawmill, this bridge, built in 1881 by

Christian for

cost of $301.25, was probably first
(see photo to right)

known as the Derr bridge,

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-J-.*,.

'•"AT

#95 Jud Christian Bridge

also on Little Fishing

Creek between Jackson and Pine Townships, is located
on Twp.

Rte.

685, between LR 19061

and LR 19062, north

of Millville and lola.

Built in 1876 by William L. Manning for $239.00,
the bridge was named after a nearby farmer and lumber-

man.

The Jud Chris tain bridge is in near-perfect

condition:

The stone and mortar abutments are solid;

the wood ribbing of the roof is uniform; the wooden

pega (trunnels) are still

in evidence; and the wall

covering is in excellent condition,

(see right)

#92 Sam Eckman Bridge

located on Little Fishing

Creek between Pine and Greenwood Townships, Columbia

County, on Twp. Rte. 548, north of Millville and
lola, near LR 19061.

This bridge was built in 1876 for $498.00 by

Joseph Redline.

Samuel Eckman, after whom it was

named, operated a farm, shingle mill and birch oil

factory nearby, and later established the Millville
Creamery,

(see photo to right)

#85 Shoemaker Bridge

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located on West Branch Run

which flows into Little Fishing Creek in Pine

Township, Columbia County, is on LR 19053, near Rte.
442, northwest of lola.

Built in 1881 by T. S. Chirstian and costing
$322.00, was named after Joseph Shoemaker,

farmer and lumberman,

(see photo to right)

nearby

#134 Stillwater Bridge

located on Big Fishing

Creek in the Borough of Stillwater, after which it was
It is on Twp.

named.

Rte.

629, east of Pa. Rte. 487.

Costing $1,124.00, this bridge was built in
1849, by James McHenry, whose family was among the

first to settle in the Stillwater area,

(see photo

to right)

#113 Kramer Bridge

located on Mud Run,

tributary

of Green and Fishing Creeks, is southwest of
,-.2!^.>

Rohrsburg on Twp. Rte. 572, off Twp. Rte. 595.
C.

$414.50.
local

Eves built the Kramer brdige in 1881 for
It was named after Alexander Kramer,

farmer, who also bid on its construction,

(see photo to right)

#112 Patterson Bridge

on Green Creek, which flows

into Fishing Creek in Orange Township, Columbia

County, is located on Twp. Rte. 575 between Orange-

ville and Rohrsburg.
This bridge, constructed by Frank Derr in 1875,

cost $804.00.

It was named after Patterson's sawmill

which was located nearby,

#122 Josiah Hess Bridge

(see photo to right)

located on Huntington Creek,

in Fishing Creek Township, Columbia County, is between

Forks and Jonestown on Twp. Rte.

363, off LR 19068.

This bridge was constructed in 1875, by Joseph

Redline at
owned

cost of $1,349.50.

sawmill and farm nearby.

The Hess family
(See photo to right)

#120 & 121 East and West Paden

The Twin Bridges

The only twin covered bridges in the United States,

are located on Huntington Creek in Fishing Creek

Township, Columbia County, east of Forks, off LR
19068 east of Pa. Rte. 487.
The Twin Bridges, constructed in 1884 by W. C.

Pennington for $720.00, are named after John Paden,
who operated

Twin Bridges County

nearby sawmill.

Park was created in 1963 when

bypassed the structures,

Fowlersville Bridge

new road (LR 19068)

(see photo to right)

located on the West Branch

of Briar Creek, in North Centre Township, Columbia

County.

It is on LR 19039, off Pa.

Rte.

in Fowlersville.

11,

Rte. 93 and U.S.

^^-^

One of the last bridges built in the County,
the Fowlersville bridge was built by Charles Krug
in 1887, at a cost of $397.00.

The Fowler family

settled in the area after the Revolutionary War.
(see photo to right)

#69 Wanich Bridge

located on Little Fishing

Creek between Hemlock and Mount Pleasant Townships,
North of Fernville and Bloomsburg,

Columbia County.
it is on Twp.

493 off Pa. Rte. 42.

Rte.

George Russell built the Wanich bridge in 1844
at

cost of $500.00.

John Wanich was

farmer who

(see photo to right)

resided nearby,

#56 Rupert Bridge

located between the Town of

Bloomsburg and Montour Township in Columbia County.
Spanning Fishing Creek, it is on Twp. Rte. 449, off
LR 19079, and near Pa. Rte. 42, in the village of

Rupert.

Costing $1,637.00, the Rupert bridge was built
in 1847 by Jesse W.

Beard.

It was named after the

nearby village, which was settled by Leonard Rupert
in

1788.

Rupert established

and his home became
for travelers,

ferry across the river

popular stopping off place

(see photo to right)

#40 Hollingshead Bridge

spans Catawissa Creek in

Catawissa Township, Columbia County.
Rte.

It is on Twp.

405 southeast of Catawissa Borough.
The Hollingshead bridge was built in 1851

Peter Ent for
owned

cost of $1,180.00.

nearby mill,

#10 Parr's Mill Bridge

Henry Hollingshead

(see photo to right)

Connecting Franklin and

Cleveland Townships, Columbia County, this bridge
spans the North Branch of Roaring Creek.
Twp.

Rte.

It is on

371, off LR 19004 and east of Pa. Rte. 487,

south of Catawissa.
F.

Shuman constructed this bridge in 1866

for $1,275.00.

In 1875. Washington Parr purchased

the Willow Grove Grist Mill

better known as Parr's Mill,

nearby, and it became
(see photo to right)

Furnace Bridge

spans the North Branch of

Roaring Creek in Cleveland Township, Columbia County.
It is on Twp.

Rte.

373, in proximity of LR 19004,

near Esther, south of Catawissa.

Built in 1881 by
$1,044.75.

Eves, this bridge cost

It is named after the Esther iron

smelting furnace built in 1817.

#12 Davis Bridge

(see photo to right)

spans the North Branch of Roaring

Creek in Cleveland Township, Columbia County.

It is

located on Twp. Rte. 371, off Pa. Rte. 42, south of

Catawissa and west of Queen City.
The Davis bridge was built in 1875 by Daniel

Kostenbauder at

cost of $1,248.00.

1880's a Davis who lived on

In the late

nearby farm began

repairs on the bridge, giving it his name,

(see

photo to right)

#17 Snyder Bridge

located in Locust Township.

Spanning the North Branch of Roaring Creek, the
bridge is on Twp. Rte. 361, off LR 19009, east of
Pa.

Rte.

42, east of Slabtown.

The construction date, builder, and cost of
this bridge are unknown.

It is

listed in the County

Bridge Book as being near John Snyder's grist mill,
(see photo to right)

#19 Wagner Bridge

County.
it is

in Locust Township, Columbia

Spanning the North Branch of Roaring Creek,

located on Twp. Rte. 345, off LR 19009, north

of Newlin and Mill Grove.
A.

Knoebel

for $849.50.

built the Wagner bridge in 1874

Benjamin Wagner was

who resided near the bridge site,

local

farmer

(see photo to right)

#6 Riegel Bridge

spans Roaring Creek in Franklin

Township, Columbia County and is located on Twp. Rte.
312 north of Rohrbach.

Jacob Kostenbauder built the Riegel bridge in
1871

at a cost of $1,882.50.

The correct spelling of

Riegel is uncertain--the name appears in various

sources as Reuben Reigel, Regies, Rigel, Regal,

Riggles--but it is known that he had
South Branch of Roaring Creek,

#24 Rohrbach Bridge

farm near the

(see photo to right)

Spanning the South Branch of

Roaring Creek, this bridge is in Franklin Township,

Columbia County.

It is

located on Twp. Rte.

369,

west of Pa. Rte. 487, southwest of Catawissa.
Built in 1846 by Joseph Fulton, the bridge cost
$183.00.

William Rohrbach built

and engaged in lumbering until

sawmill

1865.

nearby

(see photo to

right)

Lawrence

Knoebel Bridge

located in Knoebel's

Grove Amusement Park and spans the South Branch of
Roaring Creek, connecting Cleveland Township, Columbia
County, with Ralpho Township, Northumberland County.
The park is located at the County line, off Pa. Rte.
487 between Catawissa and Elysburg.
This bridge was originally constructed over

West Creek, near Benton, Columbia County, in 1881 by
J.

McHenry at

sold to

cost of $348.00.

In 1936 it was

Knoebel and Sons for $40.00. (see right)

#28 Johnson Bridge

spans Mugser Run,

tributary of

the South Branch of Roaring Creek in Cleveland Town-

ship, Columbia County.

It is on Twp.

Rte.

320 east

of Knoebel's Grove Amusement Park.

This bridge was constructed in 1882 by Daniel

Stine for $799.00.

Adam

Johnson was

farmer in

the area and also conducted a boot and shoe store

near the site,

(see photo to right)

#31

Richards (Reichard) Bridge

Spanning the South

Branch of Roaring Creek, this bridge connects Cleveland Township, Columbia County, with Ralpho Township,

Northumberland County.

It is

located on Twp. Rte.

337 south of Knoebel's Grove.

The Richards bridge was built in 1880 by

Columbia and Northumberland Counties at
$565.00.

cost of

The original bridge on this site was near

John Richards' farm,

(see photo to right)

#34 Krickbaum Bridge

spans the South Branch of

Roaring Creek between Cleveland Township, Columbia
County, and Ralpho Township, Northumberland County.
It is located on Twp.

Rte.

302 northeast of Bear Gap.

George W. Keefer built this bridge in 1876 for
a cost of $732.00.

William Krickbaum 's grist mill

was once situated near the bridge site,

(see photo

to right)

#5 Rishel

Bridge

spans Chillisquaque Creek

between Liberty Township, Montour County, and East

Chillisquaque Township, Northumberland County.
is

located on Twp. Rte. 308, off LR 49057, northeast

of Potts Grove and east of Milton.

One of the two covered bridges left in Montour

County, the Rishel bridge was built in 1881 by

George W. Keefer at

cost of $939.00.

Jacob S.

Rishel was one of the bridge viewers and could have

been

nearby resident,

#7 Keefer Bridge

(see photo to right)

located in Liberty Township,

Montour County, spans Chillisquaque Creek.
on Twp.

Rte.

It is

346, off LR 47003, near Washingtonvil le

and east of Pa. Rte. 54.

The Keefer bridge was built in 1853 by William

Butler for $498.00.

The site was near Geringer's

Mill, about which little is known.

Montour County

records, however, list it as the Keefer bridge,

possibly after builder, George W. Keefer.

(see

photo to right)

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two counties, few are noteworthy architecturally.

Not long after the invention of the steam

Only four (4) have been selected for further study--

locomotive in the 1820's the railroad tracks began to
By 1854, the first local

lace the country-side.
road; the Catawissa, Wi

three located in Columbia County, and one in Montour

rail-

liamsport, and Erie, was built.

County.

These four stations are characteristic of

At this time the railroad stations in Rupert and

the kind of buildings erected at this time by the

Danville were constructed; and later, in 1886-1887,

railroads, in order to accomodate people and freight

those in Forks and Orangeville were begun with the

in both city and rural stops.

Architecturally and functionally, railroad

establishment of the Bloomsburg and Sullivan Railroad to Jamison City.

stations have several characteristic features:

This latter railroad served

the leather, hide, and lumber industries of Jamison

passenger, baggage, and freight areas; long platforms

City and also opened the Sugarloaf region as a

extending along the tracks; bay windows to sight

resort area.

on-coming and departing trains; large roof overhangs
and attendant braces to protect passengers from the

The railroad in Danville served the successful
iron industry.

elements; iron "pegs" on the edge of roofs to prevent

High quality iron ore was found in

snow from sliding down onto passengers and workers;

Montour County, and the Grove Furnace was established
in Danville in 1840.

and separate doorways for passengers and baggage.

Many other firms in the iron

industry were also established, including the

Pennsylvania Iron Company, which manufactured iron
for railroad tracks.

Danville is still known as the

home of the "T" rail.

Although many railroad stations exist in the

The main functional area outside the railroad

station is the platform where passengers embarked
and disembarked and where baggage and freight were

These concrete platforms extend

loaded and unloaded.

between the station and the tracks, as well as, along
the tracks some distance beyond the station itself.

This linear design accomodated several cars of a
train at one time.

Of the four stations surveyed,

only Rupert is lacking

Rupert station was

platform; presumably, the

dispatch office.

The main functional areas inside a railroad

It appears, however,

that the baggage freight area

station are the passenger waiting room and the

of the Orangeville station was

baggage and freight room.

the building (as evidenced by certain structural

The typical features

later addition to

identifying these areas are the large baggage doors

differences in the two parts of the building).

(usually more than one) in the baggage room and the

Rupert station has no baggage doors or loading

bay window in the waiting room.

platform, but it has

The Forks, Danville

and Orangeville stations are similar in design in

bay window which could

indicate some passenger use of

regard to these functional area.

waiting room.

The

The outside wall coverings of the four stations
are all different.

The Rupert station is covered with

"German" siding (horizontal boards with beveled
edges and no overlapping); but is has wainscoting

(narrow vertical boards) in the area from the window
sills to the ground.

The Orangeville station is

completely covered with "German" siding, although
half of the structure has siding of a slightly

different size than the other half (indicating
possible addition to the station).

The Forks

station has typical overlapping siding, while the
All of the stations have bay windows.

Danville station has board and batten walls with

elaborate decorative elements added,

window juts outward from the wall of

(see photo

in the case of the railroad stations,

to right)

trapezoidal

in shape.

A bay

building;
it is

In each of the four stations

surveyed, the placement of the window is on the
wall adjoining the railroad tracks where it serves
the room used by passengers and dispatchers.

The

purpose of the bay window was to allow people to
see oncoming and departing trains from inside the

station, where they could be protected from

inclement weather.

Only the Orangeville station

has shutters on this window;
has

the Danville station

decorative and protective grill; the Rupert

station has

variation in that the window is part

of a trapezoidal-shaped room extension.

Another typical feature of
wall

railroad station

the presence of one or more (usually two)

baggage doors.

These doors which are

\/ery

to accomodate bulky items, sometimes take

wide
on the

appearance of handsome barn doors, with crisscrossing braces decoratively painted,

(see photos

below)

Railroad station roofs are very distinctive.
The most prominent feature is the large overhang (about
This character-

three to four feet beyond the walls).

istic had the function of protecting passengers,

workers, and cargo from the weather while the train
With such

was at the station platform.

large over-

hang, large braces of plain design were added to

provide additional support to the roof.

feature serving

Another

decorative, as well as, functional

purpose is the iron "pegs" on the roof.

Located at

the lower edge of each sloping plane, these "pegs"

The roofing materials are either galvanized

prevented snow from sliding off the roof onto people,
cargo, and tracks below,
All

metal panels or asphalt shingles.

(see photo to right)

Orangeville stations have the former, while the

four stations have large overhangs; however,

the Danville station, being

than the rest, has a two-tier room.

wery top of the building has
beautiful, elaborate braces.

Rupert has the latter and Danville has

larger, taller building

The Forks and

of both.

The one at the

combination

The only decorative elements of the Forks

and Orangeville stations are the little iron "pegs"

smaller overhang with

on the roofs.

The lower, larger over-

These two attractive stations are

hang, extending directly out from the walls to cover

buildings of pleasing proportions and simplicity.

the platform, has very plain braces.

The Rupert and Danville stations, on the other

hand, are much more elaborate.

The Rupert station has roof braces of gently

curving design, and simple, yet attractive, cornices
The interior of the

over the window and door frames.

station is surprisingly elaborate when compared with
the exterior.

The walls and ceilings are covered with

wainscoting of complicated design.

The wainscoting-

work alone makes the Rupert station

"gem" in the

architectural heritage of the railroad era.
additional feature of the station

original, large Victorian desk,

the apparently

(see photo to right)

The Danville station is an exceptionally attractive structure in many respects.

Its finely designed

upper-roof braces, decorative wall panels, old "blue"
glass, and the addition of other wood work make it

building rich in Victorian detail.
is of boards and batten.

The wall covering

In other places on the walls,

pieces of criss-crossing boards have been applied for
purely decorative purposes.

Rather than cornices over

the doors and windows, decorative wooden panels accent
the areas under the window sills.

The painting of the

walls has also been done with an eye to design.

,;aSS^36

over windows and doors, decorative panels accent the

DanviTle Railroad Station

areas under the window sills.

The Danville Railroad Station, located on U.S.
Rte.

stone and mortar foundation with

in the Borough of Danville, Montour County,

served tracks of the Reading Railroad and
the Erie-Lackawanna.

It is a

The station has a
a

concrete platform

only on the side of the building facing the railroad

spur of

large, one-story

tracks.

The passenger loading area of the platform

extends well beyond the ends of the terminal building.

building with approximately half the floor area

Although still owned by the Reading Railroad,

designed for passenger use, and the other half for

the station is leased to Buckley's Tile and Linoleum,

baggage and freight.

Although the Danville station has some features

for use as a sales outlet.

The interior of the build-

typical of local nineteenth century railroad stations,

ing has been remodeled in the sales area, but remains

it also displays greater variation in design.

"unfinished".

typical feature includes the roof overhang, but an

atypical feature is the extent of the overhang.

overhang

This

not very large on the roof of the building

itself, but is large on the lower-level roof intended
to cover the walkway.

The station is elaborately

embellished with eaves braces (upper roof), designed
wall panels, and attractive iron work.

The roof covering is of recent vintage, having

asphalt shingles on one part and metal panels on the
other.

The walls are covered with board and batten,

typical of Victorian buildings

Rather than cornices
26

Rupert Railroad Station

with vertical wainscoting from window sills to

The Rupert Railroad station is located on the

foundation.

The only embellishments on the outside

tracks of the Reading Railroad, in the Village of

of this structure are the roof braces in the eaves,

Rupert, in Montour Township, Columbia County, just

and the cornices on the top of the window and door

off Pa. Rte. 42.

It is a small

floor area and height with

structure, in both

frames.

rather plain exterior.

tenance.

The Rupert station has some features typical of

most stations in the region:

Unlike the exterior, the interior is elaborate

It has large roof over-

in terms of the wall

hangs, or eaves, under which are gracefully-designed
braces.

by the Reading Railroad.

In the Rupert station, however,

the "bay" area is not all window but an extension

of the room wall with windows of the same design as

Unlike the other railroad

station, the Rupert station has neither a baggage
room, nor the large doors and platform that go with
it.

The roof of the Rupert station is "new" in
style, being typical asphalt shingles rather than
metal panels.

Wainscoting of

Rupert station is currently used as

on-lookers to sight the trains arriving or leaving

others in the station.

coverings.

complex design covers all walls and ceilings.

It also has the bay window, which enabled

down the tracks.

The exterior of the building needs main-

The walls are covered with "German"

siding from the roof to the window sills and then
27

The

dispatch office

under the eaves are of simple design but are nonethe-

Orangeville Railroad Station
The Orangeville Railroad Station served

less an attractive feature of the building.

now-

are covered with "German" siding of two slightly

abandoned right-of-way of the Bloomsburg Branch of the
Reading Railroad.

different styles.

located off Route 487 on

It is

The walls

No cornices decorate the window

Railroad Street in the Borough of Orangeville, Columbia

and door frames.

The structure rests on a concrete

County.

platform which

badly crumbling in places.

The Orangeville Railroad Station is

structure both in floor area and height.
that the baggage room may have been
to the building

It appears

later addition

The station is owned by Low's Furniture,

slightly different style

Orangeville.

This station has many features common to other

Victorian railroad stations, including the large roof
a

bay window fronting on the

tracks, and baggage doors at one end of the structure.
The concrete loading platform and metal panel

roof with

iron "pegs" near the roof edge are other common

features.

The roof of metal panels has been patched

by what appears to be tar paper or perhaps plain sheets

of metal; all panels have been tarred.

considerable distance beyond the ends of the

station.

than the rest of the building).

overhang, eaves braces,

The

passenger loading area extends along the tracks for

small

(as it is built on a concrete platform

and has "German" siding of

The roof braces

have been added.

Forks Railroad Station

The baggage room is served by

two large baggage doors opening onto the platform.

The Forks Railroad Station is located on the

abandoned right-of-way of the Bloomsburg Branch of

The whole station rests on a now crumbling

the Reading Railroad, off Route 487 and LR 19068,

concrete platform.

on Twp. Rte.

571

at the Village of Forks, Fishing

The Forks stations, presently owned by Neil

Creek Township, Columbia County.

Although the Forks station is

S.
a

is used for storage of farm equipment.

small structure,

the building is well-proportioned in terms of length,

width, height and extent of roof overhang.

This

station has many features common to nineteenth century
railroad stations.

The most obvious are the large

roof overhang and eaves braces, the bay window fronting
on the tracks, and the baggage doors at one end of

the building.

Another feature is the metal-panel

roof with iron "pegs" near the roof edge (possibly
to prevent snow from sliding off onto the platform

below).

These pegs are attractive Victorian

embellishments-

The braces under the large eaves

are of rather simple design.

Harrison General Store and Farm Equipment Sales,

The walls are covered

with common overlapping siding much in need of paint.
No embellishments, such as wainscoting or cornices.

©Ki/«iPTnii^

Ywmi

cim^u

Columbia /Montour

Counties

HISTORIC

CANAL
SITES

Under

throughout the two county area).

special act of the Pennsylvania

A canal in its simplest form is an artificial

Legislative, dated March 24, 1828, Charles T. Whippo

navagable waterway usually built parallel to

and his two assistants, John Bennet and J. H. Petriel,

set out to survey and design

stream or river, at an elevation slightly above

canal route from the

The bed of

Lackawanna Dam, just above Wilkes-Barre to North-

that of the adjacent natural water.

umberland, at the confluence of the North and West

the Pennsylvania Canal was maintained at

nearly

slight decline to allow

level

elevation, with only

from his work on the Erie Canal in upper New York

for

slow moving, southward current.

State, Mr. Whippo, an engineer, was completely skilled

was designed to be forty (40) feet wide at the brim,

Branches of the Susquehanna River.

in the art of canal

building.

Coming directly

feet deep, accompanied by

ten (10) foot towpath.

Pennsylvania Canal
This report will trace the route of this canal

from the Beach Haven Lock, just east of Berwick in

CANAL SECTION

Luzerne County, to just west of the Borough of Danville

areas:

Discussion will be limited to two

Canal

First, how the original canal system was

constructed (by discussing and showing many of the
original surveys and plans, currently preserved in
the Pennsylvania State Archives).

bed

twenty eight (28) feet at the base, and four (4)

The canal they were

designing was to be known as the North Branch of

in Montour County.

The canal

Second, the report

will focus on the present condition and location of

many of these historic sites (which can be visited
30

Bed

The actual construction of the canal system
V/.'<r»-..

WO OD» 1C

Z.OGK. ;<.n' ><:m

proved to be much more difficult in reality than in
theory.

Natural features such as topography and major
Bt-

streams had to be overcome in order to make this

system work.

This brought about the design and

construction of locks and aqueducts.

Locks, used primarily to maintain a level

elevation on the canal, were constructed at locations
on the canal where a drop of six to ten feet necess-

itated an adjustment of the water level.

The lock in

the canal system was a closed chamber allowing for the

raising or lowering of the water level, in order to

adjust to the two separate segments of the canal with
differing elevations.

The lock itself was designed

to be one hundred and thirty two (132) feet in length,

with an actual chamber of ninety (90) feet in length
by seventeen (17) feet in width.

At either end of

the chamber, paddle gates were installed.

These gates

were designed to allow water to enter or exit the
closed lock chamber, consequently raising or lowering
the boar in the closed chamber,

(see photo to right)

I:-

Aqueducts, on the other hand, were designed
to transport the entire canal,

towpath, and cargo,

across major streams on its north-south route.

These

structures, while predominately constructed of wood,

employed stone piers to support the massive weight
as

it spanned the stream body,

(see photo to right)

Plans and specifications for each individual
lock and aqueduct were non-existent.

Instead,

general specifications were drawn up for

typical

lock or aqueduct, and the field engineers used these
as

general guidelines in doing the actual construct-

ion work.

Adjustments were made on-site to compensate
-^,e.tCiLc.

for variations in topography and other conditions.

2-_

The aqueducts followed the same pattern with
the exception that their length was dependent upon
the width of the particular stream to be crossed.

xV a ^ « 71/

31..

The section of the canal within the counties of
I

Columbia and Montour is perhaps the best cross-

section of Pennsylvania's former canals.

Within
$^

this, locks, lock houses, aqueducts, basins, docks,

These

and other related items, are still evident.

examples of an era long since past are quickly being

replaced by signs of our present day society.
In order to present a comprehensive overview

of the canal
all,

it existed it is necessary, first of

to discuss the Beach Haven lock, just outside

the Borough of Berwick in Luzerne County.
is

This lock

included in this report due to its proximity to

the county, and also due to the major role it played
in the Pennsylvania North Branch Canal System,

(see photo to rigfit)

As with all

of the other canal

locks throughout

.VCICH-LOCK A

the system, its primary purpose was to adjust and

maintain

level

elevation in the canal.

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However,

5i*»;

this lock performed a secondary use quite unlike
'"..iil

that of any other lock on the North Branch Canal.
The Beach Haven lock was also the weighing station

for all cargo on the North Branch Canal,

(see

photo to right)

When cargo boats arrived at this lock they were

I.Ll

lM»i

guided into
secured to
in place,

u > »Mii^i— MiHMHmwaitg~IU.-J-JratrfK.apna
i

separate adjacent chamber and were
large scale with straps.

When all was
the present Berwick-Nescopeck bridge.

the water was drained from the chamber,

time the lock was in use, however, the present

suspending the boat, and registering its weight
on the lock master's scale.

At the

bridge was not in existence; instead, the river

On the return voyage, the

large covered bridge extending

boat would again go through the same process, with its

was crossed by

difference in weight determining the toll to be

off what is now Chestnut Street.

collected.

ative view of the appearance of the site and

to the cover picture of this report, which was

drop in topography necessitated the installation of
a

For a represent-

surrounding area during this period, please refer

Immediately to the southwest of this lock the

another lock--the Berwick lock (#2), with

reproduced from an original water color drawing

drop of

done as part of the original canal survey of 1828.

8.3 feet, on the site adjacent to the upriver side of
34

The drawing is presently kept in the

Pennsylvania State Archives.

The site as it exists

today has almost no trace of the once busy lock.
All

that remains is evidence of the drop in elevation

for which the locks once compensated.
As shown in the photo to the right, the ruins

of what is believed to be the lockmaster's house

still exist.

Located at each lock, these houses

were occupied by the lockmaster whose job it was
to operate and maintain the lock.

'.*.

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'»•'

The lock houses,

necessary part of the canal

improvement, were built and maintained by the

Like all of the other

Pennsylvania Canal Company.

improvements they were patterned after

typical

plan, such as the front and side elevations shown
to the right.

Within the Borough of Berwick, the canal is all
but non-existent; however,
of the canal

well

Ci:;..:jv^i^S^aEi*«i^:

preserved portion

located in the Borough of Briar

Creek, between Briar Creek itself and the Berwick

Borough line.
This section lies

between two farm fields, for

which it appears to be used as an access road.
Because of this usefulness, it has been allowed to
survive, while other sections have been filled to

allow for development,

(see photo to right)

A short distance to the south, at the point

where the canal intersects Briar Creek, is what was
at one time an aqueduct.

This structure, now standing

larger

in ruins, was similar in design to the much

Fishing Creek aqueduct; however, due to the narrow

width of Briar Creek, it required only one pillar
for support.
The wooden timbers which once formed the canal
bed and towpath are no longer there, but the stone

abuttments and one lone support pillar still rise
from the creek bed, indicating what the structure
looked like in its original form,

(see photo to

right)

Once across Briar Creek, the canal paralleled the

river bank unobstructed until it reached the village

of Limeridge, formally known as Centerville.
At Limeridge, the installation of another lock
was required.

This lock (#3), located just off Mill

Street adjacent to the river, maintained
9.65 feet,

lift of

(see photo to right)

Although the lock has since been filled in by
adjoining property owners, indications show that

major portion of its sone work is still intact,
though buried.

While this lock does not give
ative view of

lock system, it still

valuable historic site.

good representremains

The fill used to bring the

lock chamber up to grade is in fact preserving the
lock and could be removed at any future time, thereby

exposing the old lock,

(see photo to right)

Once through the lock at Limeridge, the canal

continued south toward the Town of Bloomsburg.

Today

this section shows intermittent signs of the canal,

with some areas being well preserved, while in others

just

short distance away, it is non-existent.

this route lies the village of Espy, formally known
as Espytown.

During the canal days the Espy area was

quite well known for its canal-boat building factories.
Craftsmen in this area developed

superior system of

hitching, allowing two boats to be pulled in tandem
and thereby distinguishing the Espy boats from all

other boats on the canal system,

(see photo to right)

All

this is now past, and Espy, once a busy

construction area, is again

quiet village.

Once in the Town of Bloomsburg, the first

stopping place along the canal was Port Noble.
During this time period, the area surrounding

Bloomsburg and Danville was busy mining iron ore

from the Montour ridge, which spans the two counties.
Port Noble was

dock, or point of exchange, where

coal needed for the local

iron furnaces was brought

in, and the finished product, pig iron, was shipped

out.

Today with the iron mines closed and the canal
gone. Port Noble,

Fishing Creek.

like Espy, is again quiet, no

the old canal bed along this

longer reflecting the activity that it once enjoyed.

Just

While now non-

existent, this lock once maintained a lift of 5.66
feet.
It was

line, especially where

it nears the bank of Fishing Creek.

short distance to the east of the dock,

Bloomsburg Lock #4 was situated.

One can still find some evidence of

located in the area behind Fort McClure,

on a line extending from the rear of the present
A & P store, on Market Street to the mill adjacent to

The photo to the right clearly shows the staging
basin used by boats waiting to cross Fishing Creek
on the aqueduct.

Staging basins, also present at

each lock, were merely a widened section of the canal

which allowed boats to stop out of the line of traffic.
The Fishing Creek aqueduct, similar to the

*^ f*" •"^«< c

Briar Creek Aqueduct, was constructed from the same
plans and specifications; however, its greater span

required four pillars rather than just one.

(see

photo to right)

6^
It

-f
40

-».

«-,

At the time of its operation, this aqueduct

provided quite

picturesque and serene area, lending

itself not only to the canal boats, but also to the

cyclists and hikers of the time,

(see photo to right)

Since the date of this photo, time has taken its
toll

on the structure, which has regressed from a

deteriorating state in the early 1900's to the total
ruins of today,

(see photos below)

Upon crossing the Fishing Creek Aqueduct the

fourth lock, Rupert Lock #5, is just
to the south in the two-county area.

which maintained

short distance
This lock,

lift of 10.14 feet and is located

adjacent to the old Rupert railroad bridge, provides
perhaps the best example of

lock in its original

Better viewed in the winter months due to

condition.

vegetative cover, this almost entirely intact lock
could be restored to its original condition with

little effort.
In

addition, this lock is located adjacent to

still existent portions of the canal bed, which in

some cases even contain water.

The restoration of

this small

portion of the canal would produce

example of

canal

fine

as an historic site, and therefore,

merits consideration.

After leaving the Rupert lock, the canal continues its course southward on perhaps the longest

uninterrupted stretch of the two-county area.

It is

not until just outside the Borough of Danville, in

Mahoning Township, that the fifth and final lock of
the two county length of the canal is located.
42

This lock, known as Danville Lock #6, is immediately

adjacent to the point where the Erie Lackawanna Railroad
line crosses the river road, between Catawissa and

Danville (LR-19026).

(see photo below)

which at one time maintained

The lock

lift of 10.77 feet, shows

little evidence of the stone work which is once displayed.

It appears that the construction of the rail-

road in that area utilized a portion of the canal bed
for its route.
The Borough of Danville, like Bloomsburg and

Berwick, was equally important as
the 1800's.

canal town in

Although there were no locks or aque-

ducts within the municipal

serve as

limits, the Borough did

port for the exchange of supplies and

goods from the local iron ore mines, iron furnaces,
farms, and related enterprises in the area.
at the right is

Shown

photo of the Danville boat

"Avenger" at the Port Treverton Landing (1898).

With the expansion of the railroad the canal soon
The Pennsylvania Canal System declined as quickly as it rose.
became an outmoded method of transportation and by the turn of the century the North Branch Division was the
On April 11, 1901, the final voyage was made between Nanticoke and
only Pennsylvania Canal still in operation.
The above photo shows boats left to
Bloomsburg after which the North Branch Canal was officially abandoned.
rot when the canal was abandoned in Rupert, a process which the entire system is still undergoing today, seventyfive years later.
44

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PHOTOGRAPH CREDITS

Page

Page 5:

Columbia County Historical Society

Bottom right

Bottom left

Page 38:

Top right

Page 39:

Columbia County Historical Society
Pamphlet "THE COLUMBIAN"

Page 40:

Bottom left

Columbia County Planning
Commission Staff
Top right - Marlene Pawlowski, Consultant
Bottom right - Marlene Pawlowski, Consultant

Pages 6-19:

Sketches by Dave Schuppert, Consulting
Artist

Pages 21-25:

Marlene Pawlowski, Consultant

Pages 26-29:

Sketches by Dave Schuppert, Consulting
Artist

Columbia County Planning
Commission Staff
Bottom right - Columbia County Historical
Society Pamphlet "THE
COLUMBIAN"

Right
Page 30:

Diagram by Columbia County Planning
Commission Staff

Pages 31-32:

Top right - Pennsylvania State Archives
Bottom right - Ted Fenstermacher

Page 34:

Pennsylvania State Archives

Page 35:

Columbia County Planning Commission Staff

Page 36:

Top right - Pennsylvania State Archives
Bottom right - Columbia County Planning
Commission Staff

Top right

Columbia County Planning
Commission Staff

Pennsylvania State Archives

Columbia County Historical
Society
Top right - Columbia County Historical
Society Pamphlet "THE
COLUMBIAN"
Bottom right - Columbia County Planning
Commission Staff

Bottom left

Page 42:

Columbia County Planning Commission Staff

Page 43:

Top right

Page 44:

Pennsylvania State Archives

Columbia County Planning
Commission Staff
Bottom right - Pennsylvania State Archives

Maps and Profiles
Page 37:

Page 41:

Pennsylvania State Archives

Page 33:

Pennsylvania State Archives

The preparation

of this report

An Urban Planning Grant from the Department of Housing
and Urban Development under the provisions of Section 701
of the Housing Act of 1954, as amended, and as administered
by the Bureau of Planning, Pennsylvania Department of Community Affairs.

was financed

in part through:

consultant service grant from the National Trust for

Historic Preservation in the United States, 748 Jackson Place,

N.W., Washington, D. C. 20006.