Main Line of Public Works

Main Line of Public Works

Company type	State-owned enterprise
Industry	Transportation
Founded	1826
Fate	Acquired by Pennsylvania Railroad in 1857; converted to rail system
Headquarters	Pennsylvania , United States
Area served	Pennsylvania, United States
Products	Canals, railroads, freight transportation corridor

The Main Line of Public Works was created through legislation enacted by the Commonwealth of Pennsylvania in 1826 with the goal of establishing a freight transportation corridor linking Philadelphia and Pittsburgh. This initiative funded the development of significant canal and roadway projects throughout southern Pennsylvania, laying the groundwork for both the Pennsylvania Canal System and the Allegheny Portage Railroad between 1826 and 1834.

Originally, the focus was on canal transportation using barges drawn by mules, which at that time represented the fastest mode of commercial freight movement. However, engineering difficulties prompted revisions to the plan, replacing some canal sections with railroads. A prominent example was the expensive proposed canal connecting Philadelphia’s Delaware River to the Susquehanna River, which was abandoned in favor of rail due to inconsistent water availability and challenging terrain.

This combination of canals and early railroad lines formed a fragmented transportation network that dominated freight transit in Pennsylvania until the 1850s, when the Pennsylvania Railroad emerged, uniting regional routes into a more streamlined and effective system.

The Main Line of Public Works stands as an early example of strategic infrastructure investment, illustrating how business strategies adapted to technological progress and evolving market needs within transportation. Its organizational framework transitioned from public funding to eventual control by private railroad companies, mirroring shifts in industry competition and strategic positioning during America’s period of industrial growth.

Historic Background

Settlement beyond the Appalachians accelerated during the latter stages of the French and Indian War (1754-1763). British post-war treaties, especially those involving the Iroquois, limited colonial expansion westward into what was then considered the West, creating tensions that contributed to the onset of the American Revolution. The frontier attracted settlers from the East Coast who sought new prospects in the Ohio Country.

After the 1779 Sullivan Expedition, which debilitated the Five Civilized Nations of the Iroquois Confederacy, settlement spread from the lower Susquehanna Valley toward Lake Erie. The United States laid claim to trans-Appalachian lands stretching from the Ohio River to the southern reaches of the Great Lakes, extending westward into present-day Minnesota and Wisconsin.

During the late 18th and early 19th centuries, families migrated westward establishing farms with connections to Atlantic urban centers via turnpikes, canals, and other transport infrastructure primarily financed by private entities and local governments. By the 1810s, population growth beyond the Appalachians accelerated. Important transportation centers arose in locations such as Brownsville, Pittsburgh, Cincinnati, Buffalo, Detroit, and New Orleans, later expanding to include cities like St. Louis, Chicago, and St. Joseph, Missouri. These emerging markets drew commercial interest from Philadelphia and New Jersey investors.

The onset of the War of 1812 caused an energy shortage when imports of bituminous coal from Liverpool were halted due to embargoes, cutting off a critical industrial fuel supply for American manufacturing. Concurrently, overharvesting timber along the eastern seaboard led to scarcity and increased costs for residential heating fuel in Philadelphia. This fuel shortage spurred Pennsylvania legislators and industrial leaders to prioritize development of local coal resources during and after the conflict, influencing regional industrial expansion and energy policies.

Previous inland transportation initiatives

On March 31, 1790, the Pennsylvania General Assembly approved river surveys in response to petitions from the Society for Promoting the Improvement of Roads and Inland Navigation. These investigations verified that several rivers in Pennsylvania had potential for development into navigable waterways. In 1791, the state allocated funding to enhance the Lehigh River. Anticipating improved navigation, the Lehigh Coal Mine Company was established in 1793, acquiring land in the Mauch Chunk region and constructing a road to access the Lehigh River. Nonetheless, without public investment to upgrade the river itself, the company faced challenges in efficiently transporting coal.

During the War of 1812, Philadelphia's industries encountered coal shortages due to interruptions in English imports. Industrialist Josiah White developed innovative techniques to burn local Anthracite coal effectively and invested in infrastructure to facilitate its delivery. White purchased shipments from the Lehigh Coal Mine Company and played a key role in founding the Schuylkill Navigation Company in 1815, which aimed to link Pennsylvania’s Coal Region with coastal markets through improved river navigation. Despite incorporation, funding for the Schuylkill Navigation project was insufficient and progress was slow, while competing waterways such as the Lehigh Canal (1820) and Erie Canal (1821) were completed earlier.

White redirected efforts toward the Lehigh and Delaware rivers by securing a lease on the struggling Lehigh Coal Mine Company’s assets under favorable conditions. In March 1818, he and his associates formed the Lehigh Navigation Company, authorized to construct the Lehigh Canal. Utilizing private capital, they completed what became known as the Lower Lehigh Canal by 1820. White introduced the innovative 'Bear Trap Lock' design, which enabled vessels to navigate rapids more effectively.

By late 1820, White’s enterprises had transported 365 tons of anthracite coal to Easton; by 1825, annual shipments had grown substantially. This achievement established anthracite as a dependable fuel source and showcased profitable inland waterway engineering within Pennsylvania.

The Lehigh Coal & Navigation Company (LC&N), co-founded by White and Erskine Hazard, declined state proposals to finance an extension canal themselves—an extension that later became the state-constructed Delaware Canal. By 1823, LC&N had already modernized locks on the Lehigh Canal to accommodate steam-powered tugboats but faced increasing expenses due to the absence of towpaths on state canals. Completed in 1832 with engineering deficiencies, the Delaware Canal required White’s expertise for repairs and operation. LC&N managed both canals into the 1930s and maintained rights on the Lehigh until the 1960s.

As trade flourished along both the Lehigh Canal and Schuylkill River systems—each still needing further enhancements by 1824—Philadelphia business leaders championed an expanded canal network. Motivated by New York’s Erie Canal success, they sought to secure Philadelphia’s status as a dominant port amid westward expansion. Their plans involved extending canals into Northeastern Pennsylvania’s Coal Region and integrating railroads to improve coal transportation and fuel supply for urban centers.

List of works

In 1828, the Pennsylvania General Assembly authorized the rail components of the system through legislation titled An act relative to the Pennsylvania Canal, and to provide for the commencement of a Railroad to be constructed at the expense of the state and to be styled "The Pennsylvania Railroad".

The initial emphasis was on constructing canals along the Susquehanna River and its West Branch, alongside surveys aimed at crossing the northern Allegheny Mountains. Ultimately, the network linked Philadelphia on the Delaware River estuary westward through Harrisburg to Pittsburgh, integrating with various Pennsylvania Canal branches. Significant segments included:

• Philadelphia and Columbia Railroad: spanning 82 miles from Philadelphia to Columbia in Lancaster County. Although originally intended as a canal, this easternmost section was converted into a railroad by the mid-1830s due to advancements in rail transport technology, which provided faster and more economical movement compared to canals.
• Eastern Division Canal: covering 43 miles from Columbia to Duncan's Island at the mouth of the Juniata River.
• Juniata Division Canal: extending 127 miles from Duncan's Island to Hollidaysburg.
• Allegheny Portage Railroad: stretching 36 miles between Hollidaysburg and Johnstown.
• Western Division Canal: running 103 miles from Johnstown to Pittsburgh.

These waterways reduced travel duration between Philadelphia and Pittsburgh dramatically, cutting it from over three weeks down to just four days.

Finished in 1834, the Main Line of Public Works was acquired by the Pennsylvania Railroad on June 25, 1857, for $7.5 million. Within twelve months, PRR replaced the canal infrastructure with an entirely rail-based system, marking a pivotal transition that improved efficiency and broadened market access.

Philadelphia and Columbia Railroad

The Philadelphia and Columbia Railroad commenced in Philadelphia at Broad and Vine Streets, proceeding north along Broad Street and then westward on Pennsylvania Avenue—a stretch later subsumed and tunneled by the Reading Railroad. It crossed the Schuylkill River via the Columbia Bridge, climbed the Belmont Plane located in today’s West Fairmount Park, and continued westward to Columbia, Pennsylvania. At Columbia, the Columbia Plane descended toward the Susquehanna River, linking with the canal’s eastern division.

Incorporated in 1829, the Northern Liberties and Penn Township Railroad extended eastward along Noble and Willow Streets to reach the Delaware River, opening for service in 1834.

Belmont Plane

The Belmont Plane covered , ascending at a gradient of per , achieving a total elevation gain of . Cars were hauled up this slope using steam-powered cables.

A landmark event in railroad history took place here on July 10, 1836, when Philadelphia’s Norris Locomotive Works successfully operated a 4-2-0 locomotive named George Washington ascending this incline while pulling a load. This engine transported including passengers at —marking one of the earliest instances of a steam locomotive climbing a grade under load. Initially met with doubt, this accomplishment was confirmed nine days later during formal tests with an even heavier load.

In 1850, the state took control of the West Philadelphia Railroad, originally chartered in 1835 to circumvent the Belmont Plane but unfinished beyond Rosemont. The state completed a new route from 52nd Street eastward into central Philadelphia, which began operation on October 15, 1850, ending at the western terminus of the Market Street Bridge. Consequently, use of the original Belmont Plane route was discontinued.

Ownership of the Columbia Bridge and eastern line extending to Broad and Vine Streets transferred to the Philadelphia and Reading Railroad, which also gained access to the Delaware River by acquiring the Northern Liberties and Penn Township Railroad in 1870.

The track segment westward from Philadelphia through Chester County, Pennsylvania continues to be known as the Philadelphia Main Line, underscoring its ongoing significance in regional rail transportation.

In 1840, a new alignment bypassed the Columbia Plane, enhancing operational efficiency along the Susquehanna River corridor.

Eastern Division Canal

Inaugurated in 1833, the Eastern Division of the Pennsylvania Canal extended along the eastern bank of the Susquehanna River, stretching from Columbia to Duncan's Island at the Juniata River's confluence. This division included 14 locks, each providing an average lift of . Initially designed as a canal running from the Union Canal at Middletown to the Juniata River, the state expanded this route southward in 1828 to link with the Philadelphia and Columbia Railroad at Wright's Ferry in Columbia, thereby improving regional transportation connectivity.

A significant engineering solution was implemented at Duncan's Island to address the challenge of transferring boats between the Eastern Division and other canal segments across the Susquehanna. Engineers built a dam approximately long and high to form a navigable pool, which allowed vessels to cross using a dual-level wooden towpath bridge located at Clark's Ferry. Additionally, two lift locks positioned on Duncan's Island managed elevation differences between canals, highlighting a strategic approach to enhancing canal operation efficiency.

Juniata Division Canal

Authorized in stages beginning in 1827, the Juniata Division Canal originally covered from Duncan's Island on the Susquehanna River to Lewistown. It was subsequently extended to Hollidaysburg, connecting with the Allegheny Portage Railroad and reaching a total length of . Featuring 86 locks to accommodate an elevation change of , it commenced operation in 1832 as a vital segment of Pennsylvania’s transportation infrastructure.

The canal’s design included a lock that raised boats approximately onto a wooden aqueduct for towing across the Juniata River. At North's Island, located 18 miles from the Susquehanna, water-powered continuous rope systems enabled boat crossing via slack water pools created by dams. Additional upstream dams supported 16 miles of slack water navigation and supplemented 22 miles of canal sections. To maintain adequate water supply, three reservoirs were constructed on tributaries, reflecting comprehensive water management practices essential for sustaining canal operations and facilitating regional trade.

Remnants

A restored portion of canal approximately 1.5 miles (2.4 km) in length can be found near Locust Campground, about 3 miles (4.8 km) west of Lewistown. At the western terminus of the canal, Hollidaysburg Canal Basin Park preserves two basins and an interconnecting lock; this site also houses a museum illustrating boat transfers between the canal system and the Allegheny Portage Railroad.

In recognition of its historical significance, the Pennsylvania Main Line Canal’s Juniata Division Canal Section was added to the National Register of Historic Places in 2002.

Allegheny Portage Railroad

Operating from 1834 until 1854—prior to competition from the Pennsylvania Railroad Company—the Allegheny Portage Railroad facilitated uninterrupted boat transport across the Allegheny Mountains between the Juniata and Western Division Canals. This railroad moved loaded canal boats atop flatbed railcars along a 36-mile (58 km) stretch between Hollidaysburg and Johnstown. The route incorporated 11 levels and included 10 inclined planes powered by stationary engines that raised and lowered boats. Key engineering features included a 900-foot (274 m) viaduct spanning the Little Conemaugh River, numerous bridges, and extensive drainage infrastructure comprising 153 drains and culverts. The railroad ascended 1,398 feet (426 m) from Hollidaysburg and climbed 1,171 feet (357 m) from Johnstown, reaching its summit at an elevation of 2,322 feet (708 m) above sea level.

Western Division Canal

Approved in 1826, the Western Division Canal originally extended from Pittsburgh along the Allegheny River to Freeport. While Pittsburgh advocated for a canal route on the river’s south bank ending within the city, the borough of Allegheny preferred a northern bank alignment terminating there. Ultimately, the canal was constructed along the north bank, featuring the principal terminal and turning basin in Pittsburgh, with a secondary terminal linked via the Allegheny Outlet canal in Allegheny borough. To cross into Pittsburgh, the canal utilized a 1,140-foot (348 m) aqueduct—the longest on Pennsylvania’s Main Line—and an 810-foot (247 m) tunnel beneath Grant's Hill connected it to the Monongahela River.

The canal was later extended beyond Freeport, following the Kiskiminetas and Conemaugh Rivers to reach Blairsville and Johnstown at the western endpoint of the Allegheny Portage Railroad. East of Tunnelton, an 817-foot (249 m) canal tunnel was constructed to circumvent a river meander. The first fully loaded freight boat journeyed from Johnstown to Pittsburgh in 1831; the Grant's Hill route became operational in 1832. Covering 104 miles (167 km), the canal system incorporated 68 locks, 16 dams, and 16 aqueducts. Additionally, a separate Kittanning Feeder stretched 14 miles (23 km) upstream along the Allegheny River to Kittanning.

Johnstown Flood

The catastrophic Johnstown Flood of 1889 occurred due to the collapse of the South Fork Dam, which was part of the Main Line of Public Works infrastructure. This dam formed Lake Conemaugh, a two-square-mile reservoir that supplied water to the Western Division Canal. After canal usage diminished, ownership of both dam and lake transferred to private parties and eventually to the South Fork Fishing and Hunting Club in 1879, which established an exclusive resort around the lake. On May 31, 1889, intense rainfall caused the dam to give way, unleashing approximately 20 million tons of water toward Johnstown and causing more than 2,200 deaths.

Remnants

The Tunnelview Historical Site preserves an original canal tunnel constructed in 1830 through Bow Ridge, designed to bypass a river bend near Blairsville. Saltsburg Canal Park showcases how the canal influenced Saltsburg’s economic development at its location near the confluence forming the Kiskiminetas River.

Points of interest

Feature	Coordinates	Description
Philadelphia		Eastern endpoint of both the Main Line of Public Works and Columbia–Philadelphia Railroad
Columbia		Borough marking western terminus of Philadelphia and Columbia Railroad and southern terminus of Eastern Division Canal
Duncan's Island		Northern terminus of Eastern Division Canal and eastern terminus of Juniata Division Canal
Lewistown		Borough at western end of Juniata Division Canal and eastern end of Allegheny Portage Railroad
Hollidaysburg		Borough located at western terminus of Juniata Division Canal and eastern terminus of Allegheny Portage Railroad
Johnstown		City serving as western terminus of Allegheny Portage Railroad and eastern terminus of Western Division Canal
Pittsburgh		City positioned at western terminus of Main Line of Public Works and Western Division Canal
Kittanning		Borough at northern endpoint of Kittanning Feeder Canal

See also

• Allegheny Portage Railroad
• Delaware and Hudson Canal
• Delaware Canal (subsequently known as Pennsylvania Canal (Delaware Division))
• List of canals in the United States
• Lehigh Canal
• Pennsylvania Canal System

• Pennsylvania Canal (later referred to as Pennsylvania Canal (Eastern Division))
• Pennsylvania Canal (North Branch Division)
• Pennsylvania Canal (Susquehanna Division)
• Pennsylvania Canal (West Branch Division)
• Pennsylvania Canal Guard Lock and Feeder Dam, Raystown Branch
• Pennsylvania Canal Tunnel
• Pennsylvania Canal and Limestone Run Aqueduct

• Schuylkill Canal

Further reading

For detailed information about the Philadelphia and Columbia Railroad, consult William Hasell Wilson’s The Columbia-Philadelphia Railroad and Its Successor (1896), reissued in 1985. Additionally, John C. Trautwine, Jr.’s article The Philadelphia and Columbia Railroad of 1834, published in Philadelphia History, Vol. 2, No. 7 (1925), provides valuable historical perspective related to the railroad’s commercial development.

External links

• Pennsylvania Canal Society
• American Canal Society
• National Canal Museum