Whether wood, stone or concrete, Scotland bridge illustrates transportation history

One of the early and finest railroads in the country was chartered on April 2nd, 1831 by the Pennsylvania State Assembly. The bill for the huge undertaking was sponsored by Senator Samuel Alexander of Carlisle, Cumberland County.

In addressing the State Senate, Senator Alexander maintained that the new line would be from the Susquehanna River to Carlisle. It was authorized to build a double track line and also in the charter it states that it would be forfeited unless the construction began within three years and had to be completed in seven years.

At this time authorization was given to issue four thousand shares of stock at fifty dollars a share. Unfortunately the charter had expired and it was renewed on June 27th, 1835 with Thomas G. McCullough being elected as the first President of the Cumberland Valley Railroad.

The new charter now stated that the line would run from the Susquehanna River near Harrisburg to Chambersburg.

More:Here's what it was like to run one of Chambersburg's early grocery stores

More:'Ever faithful': Meet the horses that once powered Chambersburg's fire companies

During the early days as we head South on the Cumberland Valley line we arrive at Scotland a nice, small, and quiet village where a large wooden timber bridge is built across the Conococheague Creek.

During the Civil War Southern Forces in October, 1862 effectively did a large amount of damage to the first bridge at Scotland as they took up the track and piled up the cross ties, pieces of fence, and the cut down telegraph poles and then they placed the fiery torch of destruction.

In time the bridge and track crews from the Pennsylvania Railroad assisted the Cumberland Valley employees in repairing the wooden bridges for operations. The second bridge at Scotland was to be a wrought iron Howe truss bridge over the Conococheague Creek in 1865. This bridge had served its purpose for twenty two years  at which time it was replaced by a two arch stone bridge built by the Cumberland Valley Railroad in 1887.

 As I was writing this story I was looking through a diary of the late Frederick W. Hankins. You may ask who he was, well it's very interesting to see how someone's life can change. You see one night in 1905 Cumberland Valley Railroad Police Chief Norman while patrolling the Franklin Yards in Chambersburg came across Mr. Hankins who was penniless and discouraged with his life.

In this situation the normal practice when a trespasser was found on railroad property they were turned over to the Borough Police Department. It was at this time that Mr. Hankins showed Chief Norman the necessary papers that night showing that he was a journeyman machinist.

This had a positive effect on the Chief and he took Mr. Hankins to meet Master Mechanic Divin of the C.V.R.R. At this time the railroad had a labor shortage and he was given a job and within a few weeks he became the engine house foreman then a machine shop foreman, and finally a master mechanic.

More:Site of old Chambersburg Trust will always be 'for the people'

More:Step back in time to Chambersburg's Old Home Week of 1914

In Mr. Hankins diary he has a lot of unusual and detailed information on parts, steam locomotives, bridges, etc. Mr. Hankins had recorded all the information of the two arch stone bridge at “Scotland” and are as follows, the bridge was built and completed in 1887, stone construction with arches each being sixty feet wide for a total length of one hundred thirty five feet.

In building the stone bridge the old abutments and pier were used and the cost associated with this project was to remove eighty eight cubic yards of soil at $88.00, one thousand seventy eight pieces of large stone for the arches and the masonry work $12,397.00, fifty two barrels of cement grouting $56.68 and the work for the wagon bridge for $14.07 for a total of $12,555.75. If you're wondering what happened to Frederick W. Hankins  well in 1919 when the Pennsylvania Railroad had taken over the C.V.R.R. he was made the General Superintendent  of Motive Power and finally Chief of Motive Power.

By Frederick recording this information about his jobs and obtaining other important facts we're able to learn much more about the cost and operations of a railroad such as the case of the stone bridge at “Scotland.” The solid stone arch bridge lasted for twenty one years before being replaced by the concrete arch bridge in 1909.

Shortly after the large concrete bridge was completed and opened for rail traffic the two arch stone bridge was razed.  The game plan for the large concrete bridge at “Scotland” was devised in the early 1900's when the powers to be of the Cumberland Valley line wanted to rebuild the area from “Scotland” to Long's Crossing now (Woodstock Road) and to Chambersburg building the high line.

More:6 benefits of a Public Opinion digital subscription

Most of the material dug out at “Scotland” was used for the embankment through Chambersburg. All of the bridges for this grand project were of reinforced concrete and steel. The Cumberland Valley had contracted the well known business firm of Sundstrom and Stratton of New York with C.B. Kimball as the firms Superintendent and Chief Engineer. This magnificent concrete bridge has been a stalwart for rail transportation for nearly one hundred ten years.

M.L. “Mike” Marotte III is an author and historian who writes about Franklin County. read more from him at www.vintagefranklincountypa.com.

Read more of Mike Marotte's columns right here.