HOCKING COUNTY HISTORICAL AND GENEALOGICAL SOCIETY AND MUSEUM

HOCKING COUNTY HISTORICAL AND GENEALOGICAL SOCIETY AND MUSEUM We are open Saturdays and Sundays from 1 - 4. A complete tour can take an hour and a half. We have various reference materials available. You'll be glad you did!

We have 6 buildings full of local history. Admission is free, but we do accept donations. We bring you the Best of Hocking County's Past! Admission to our museum and parking are free. The museum is handicapped accessible. Our museum is staffed with friendly, knowledgeable volunteers on Friday and Saturday afternoons (1-4 pm) to help you in your research and/or tour. Private and group/bus tours are

welcome and encouraged. Please contact us to set up your private tour. Within our museum you can go back in history. Visit the 1881 SCHEMPP HOUSE, and learn how people actually lived in that period with each room bursting with exhibits. The Historical Center has a TIMELINE covering 100 years of history, a one-room schoolhouse, military displays, indian artifacts and much more. The CARRIAGE HOUSE features farm implements and period tools. You may also visit the HENRY LUTZ 1898 STEAM CAR GARAGE and learn the history of the steam car. A PIONEER CONESTOGA WAGON and OLDE PRINTSHOP can be seen on site, along with a RAILROAD TELEGRAPH OFFICE, complete with Hocking Valley Railroad memorabilia. We also have a room available for GENEALOGICAL RESEARCH. Included are the histories of many local families and notables, old yearbooks, books by local authors and much, much more. We also have books available for purchase covering many diverse subjects. A complete will soon be available on our page.

Hocking County Historical Society Public Meeting is August 28th, at 7 p.m.We have a special guest that will keep us ente...
08/18/2025

Hocking County Historical Society Public Meeting is August 28th, at 7 p.m.
We have a special guest that will keep us entertained with toe-tapping Civil War music. Steve Ball, a historian and musician from Columbus, will perform Civil War songs on banjo or guitar and discuss their historical context. He has presented this program in multiple states.
The presenter shares his love of history and music of the Civil War, weaving together melodies and stories that illuminate the era’s complex tapestry. Through each performance, Steve Ball invites the audience to explore the people, struggles, and passions that shaped America, offering a memorable evening rich with insight and song. Settle in and get comfortable—this program is a great one!
At times, Steve Ball’s wife, Lisa, attends and adds to the enjoyment and spirit of the event. In addition, Steve has gathered an extensive collection of original sheet music for many of the songs featured in his presentations.
Steve’s deep dedication to Civil War history resonates far beyond the stage. As an instructor for Lifelong Learning at Central Ohio Technical College, he brings the stories and music of the past to new generations. Each year, he lends his musical talents to the Springfield Ohio Civil War Symposium, serving as the narrator for the 73rd Ohio Volunteer Infantry Civil War Brass Band, Steve animates the legacy of those who served through stirring tales and melodies.
His commitment extends into leadership and preservation: as the Department of Ohio Commander for the Sons of Union Veterans of the Civil War and a proud member of the American Battlefield Trust, Steve remains at the forefront of efforts to honor and safeguard America’s history. His participation in gatherings the Civil War Music that reflects both his passion for authentic musical performances and his ongoing contribution to the remembrance of the Civil War’s cultural heritage.
An enthusiastic collector of vintage instruments, particularly guitars, Steve has created a remarkable collection of guitars from the Civil War era. By rotating these historic instruments during his performances, he protects each one from undue wear, ensuring their preservation for generations to come.
The meetings begin at 7 p.m. at the Hocking County Historical Museum, 64 N. Culver St. Logan, Ohio. Bring a friend! For additional information, you can visit the website www.steveballcivilwarmusic.com

Photo of Steve Ball at the location of the 73rd Infantry battle of Nov. 1863

The photo of the last 3 Civil War veterans is from the May 1939.

RAILROAD NEWSThe Democrat-Sentinel of Oct. 7, 1909HOCKING VALLEY APPRAISEDThe Hocking Sentinel of May 11, 1905
08/17/2025

RAILROAD NEWS
The Democrat-Sentinel of Oct. 7, 1909
HOCKING VALLEY APPRAISED
The Hocking Sentinel of May 11, 1905

Railroad FamiliesFrom the Hocking Valley Employee’s Magazine. Date unknown.
08/16/2025

Railroad Families
From the Hocking Valley Employee’s Magazine.
Date unknown.

TESTIMONEY GIVEN AGAINST ABANDONING OF RAILWAY The Logan Daily News of Dec. 2, 1977 Two days of Interstate Commerce ...
08/15/2025

TESTIMONEY GIVEN AGAINST ABANDONING OF RAILWAY
The Logan Daily News of Dec. 2, 1977

Two days of Interstate Commerce Commission hearings ended Thursday at Hocking Technical College on a proposed abandonment of 10.45 miles of the Chesapeake and Ohio Railway Co. line between Logan’s Oldtown yard and Nelsonville.
C&O filed for abandonment of the line in March 1975 and proposed pulling out the tracks for salvage.
Thursday’s hearing included additional testimony from witnesses opposing the abandonment. Arguments from the railroad were made on Wednesday, with Paul J. Clerman, ICC administrative judge, allowing testimony or statements against the abandonment by a number of people unable to attend Thursday’s session.
During Wednesday’s hearing, railroad witnesses testified to the company’s contention that rehabilitation of the line will cost $261,000, whereas sale of the salvage material would bring $384.268.
The railroad said salvage value of 3,365 net tons of rail and other track material and 933 net tons of bridge steel is $525,619, with removal costs estimated at $141,351. Resulting in a net salvage value of $384,268.
In an exhibit on the effect of the abandonment of the line, the C&O listed the following statistics:
Total revenues - $164,906 (1975); $166,765 (1976).
Branch line costs - $106, 625 (1975; $107, 762 (1976).
Costs on Balance of C&O System - $87,949; $79,915 (1976).
New railway operating income (deficit) - $29,668 (1975; $20,912 (1976).
Much discussion centered on railroad ties, which represents a major portion of costs if the railroad rehabilitated the line, Walter E. Webster Jr., of Huntington, W.Va., C&O manager of engineering services, who said he had personally inspected the line, testified Tuesday about 25% of the ties needed replacement. However, when testifying again on Wednesday, he recommended 43.5 % of the ties needed replacement.
Webster’s latter figure was challenged by Robert Febberm, field supervisor of the Public Utilities Commission of Ohio, who said he also had personally inspected the track October 11, 1977, and considered a 25% replacement of ties “all right.” Febberm said if 43.4 % of the ties were replaced the track would exceed a 25-mile per hour federal safety regulation, as far as the tie standards go.
The testimony of both men indicated the track is “laid good.’ Febberm also said he thought Webster’s rehabilitation costs were well made.
Webster’s rehabilitation figures include material costs of $10,800 to repair bridge 595 and $1,200 to repair bridge 617 on the line.
Among many witnesses testifying Thursday against abandonment was C.R. Mason, owner of Mason Coal & Gravel of Haydenville.
The trust of Mason’s testimony was that he had lost long-term coal contracts because he could not assure the buyer of continued service by railroad due to the abandonment proceedings. He said rail service needs to continue northwest where higher prices can be obtained for coal.
Mason also testified his business – cleaning and sizing coal – has a mile of siding connecte4d to the C&O. The railroad was a factor in his selection of Haydenville about three years ago, he said, but was unaware of the abandonment proposal at that time.
Mason’s testimony on loss of potential customers was bolstered by Franklin Townsend of Logan, secretary of Superior Coal Co., which holds leases and hires strip mine contractors. His company’s coal reserves total about two million recoverable tons, Townshend said.
Gerald Ballard of Columbus, president of the Hocking Valley Scenic Railway, said the tourist train based in Nelsonville carried 8,500 fares in 1975 and more than 50,000 in 1977.
If abandonment succeeds, it will “finish” the Scenic Railway, he said, and cause a ripple effect on other businesses. He said northbound access is necessary for heavy repair on the railroad stock and to bring in new stock.
Future plans include tying in with Hocking Technical College to promote a forestry museum and possibly bringing in construction supplies for Columbus and Southern Ohio Electric Co. next summer.
Abandoning the line only from Diamond to Nelsonville was brought up several times during the hearing and Ballard said he is willing to purchase that section, about four miles. His firm previously purchased 21 miles of railroad for less than $10,000, he said.
Dr. John Light, president of Hocking Technical College, testified that tourism, coal fields and timber are making Nelsonville a growth area, and that studies indicate that for the first time in 50 years. Appalachia is growing and “we should be thinking of expansion.”

Counsel for C&O was Rene Gunning, general attorney for the Chessie System, and Peter J. Shudtz, assistant general attorney.
A decision on abandonment by Judge Clerman is expected in four months, with the final decision to be made by ICC. Additional time is required if appeals are made, according to Shudtz.

1899 Railroad Map

LOGAN WAS “BIG JUNCTION” OF VALLEY WHEN 500 MEN WORKED FOR C&O HEREThe Logan Daily News of Jan. 13, 1960 – Part 2 A...
08/14/2025

LOGAN WAS “BIG JUNCTION” OF VALLEY WHEN 500 MEN WORKED FOR C&O HERE
The Logan Daily News of Jan. 13, 1960 – Part 2
As C&O enters its anniversary year, it closed the books in 1959 stronger, financially, and physically than at any time in its long history. Working capital at year’s end stood at its highest level, $61 million. Because of C&O’s physical soundness, the result of an improvement program has costed more than $750 million since World War II.
This of course, means a better system for serving our constantly growing industrial section, not only in Logan but throughout the Hocking Valley.
The last scheduled passenger train through Logan was Dec. 31, 1950. The story of the demise of the passenger train here is well known, but the glory of the service in its heyday will be long remembered.
Before and after World War I, there were a dozen scheduled passenger trains through Logan each day. The Depot Hotel was the hub of activity. Conductors would telegraph ahead to the hotel to have so many lunch boxes ready for delivery to the trains. Lunches were distributed to the passengers at 30 cents per box.
The railroad was double track to Lancaster, there was a 9-stall roundhouse at Oldtown, complete with turntable, coaling, facilities, car shops and storerooms; in addition to the passenger trains, there were four-yard crews and six pool crews, plus local freight crews.
In all there were 500 employees working out of Logan and Oldtown. It was common for a conductor to complete a freight run, then change from overalls to a neat blue uniform and take charge of a passenger train just leaving.
There were personalities on the railroad too, some who are still remembered. Frank McBride, a conductor on the Logan to Pomeroy run, kept his passengers in good spirits with his humor and sympathized with them when they were troubled. He could joke with a drummer on one car, and in the next give a consoling pat on the back to a man whose wife, in the baggage car, was taking her last train ride. McBride’s counterparty was Red Wilson. Both these men practiced public relations long before the term became popular. And with them working worked A.R. (Doc) Miller, who was the father of William S. Miller, editor, and manager of this newspaper.
Logan as a rail center, was to the Hocking Valley what Chicago was to the whole Midwest. It was the Big Junction, and other than Columbus, official headquarters. It was the hottest spot on the railroad.
But just as Logan has enjoyed a conspicuous success among the communities of Southeastern Ohio in attracting stable new industries in recent years – the Logan Glass Plant of General Electric Cop., the Metalbestos products plant of William Wallace Co., and the Carborundum Co., manufacturer of abrasives for the steel industry – so had it enjoyed the march in transportations its railroad has made.
Long ago, the barking exhaust and screaming whistles of steam engines gave way to air horns of sleek diesels - in one train from Toledo five diesel units pulling 145 cars of ore for Globe Iron & Steel Co.
And the railroad’s progress has meant more to the community in a financial way. In 1957, it paid in property tax to Hocking County, $87,743.900. of which $51,000 went to the support of schools.

LOGAN WAS “BIG JUNCTION” OF VALLEY WHEN 500 MEN WORKED FOR C&O HEREThe Logan Daily News of Jan. 13, 1960 – Part 1 In its...
08/13/2025

LOGAN WAS “BIG JUNCTION” OF VALLEY WHEN 500 MEN WORKED FOR C&O HERE
The Logan Daily News of Jan. 13, 1960 – Part 1
In its Salute to Industry, Logan fires one of its biggest guns for the Chesapeake and Ohio Railway.
Realistically, the railroad harks back to a cannon that roared from Columbus to Athens on Aug. 17, 1869, the day the first freight terrain roiled over the new tracks east of Lancaster.
The train consisted of 22 cars of coal of 12 tons each, and the cannon, mounted on one of the cars, noised its approach and the completion of the new railroad.
It was not until July 25, 1870, that Logan saw its first passenger train – but more about passenger service later.
The Columbus and Hocking Valley Railroad Co. proved a gold mine from the beginning, not only to the original investors, but for the entire valley, and Columbus and distant communities. So much so, that a move soon started to extend the line to Toledo.
Accordingly, the Columbus and Toledo Railway was incorporated in 1872 and opened for operation in 1871.
Meantime, what later became the River Division from Oldtown to Gallipolis, was incorporated as the Gallipolis, McArthur, and Columbus Railroad Co., but before the road was completed it was sold to the Ohio and West Virginia Railway Co.
In the early 80’s, O&WV trains ran from ‘the river’ to Columbus over the Columbus and Hocking Valley rails, then the Columbus and Toledo to Toledo.
The three roads were consolidated and became the Columbus, Hocking Valley, and Toledo Railway Co. in 1881. The railroad with the hifalutin’ name soon became known as “The Buckeye” and that was what it was called by every railroader and traveling salesman within earshot of its pounding wheels.
The road reaches out mile by mile and breach line by branch line. Then, in the 90’s hard times hit the railroad.
In 1897 it was in receivership.
But in 1890 it was reorganized and became the Hocking Valley Railway Co.
In 1919 control of the HVRR was acquired by Chesapeake and Ohio. For many years, the Hocking Valley was run as a subsidiary of C&O, then, in 1930, it was merged with C&O and became the Hocking Division.
That briefly, is the background of “The Buckey.” Its career was more stormy, particularly in the beginning, when the railroad’s competition was the canal – the Hocking Canal which tied the region with the Ohio Valley.
In fact, when the opening of the Columbus branch of the Ohio Canal was being celebrated, back in 1831, a prominent citizen of Columbus remarked: “Make as much ado as you like over your muddy ditch, but before 20 years pass most of its traffic will be carried on wheels.”
And that gets us back to another canal, the very beginning of the Chesapeake and Ohio Railway.
The C&O this year is observing, with a yearlong celebration, its 175th anniversary. The railroad’s history begins in 1785, the year that George Washington founded the James River Co., a transportation company that was to become C&O. In the ensuing years, the company and its successors operated a canal and river transportation system, then toll turnpikes, and finally emerged as a railroad. Today modern C&O trains operate on the towpath of the old canal, as well as over the turnpikes and through the Allegheny Mountains along the route explored by Washington. From his travels through western Virginia and his work as a young surveyor, Washington discovered that the route of the James, the New, the Kanawha (in what later became West Virginia) and the Ohio Rivers offered an ideal transportation route for the development of the Ohio and Mississippi regions.
After the Revolutionary War, Washington recalled his explorations as a young man and through his urging, the General Assembly of Virginia passed the bill on January 5, 1785, to open and extend navigation on the James River.
The following August, a meeting of subscribers to the James River Co. was held in Richmond and on Aug. 21. 1785, they named General Washington their first president – four years before he became the first President of the United States.
In 1835, the James River Co. was succeeded by the James River and Kanawha Co. It operated the canal until 1880. In that year, its properties were acquired by the Richmond and Allegheny Railroad Co., now part of the C&O. This company built a railroad from Richmond to Clifton Forge, Va., using the towpath of the old canal.

STEAM TRAINS AND LOGAN DEPOT HOTEL COME ALIVE AGAIN IN LUCIUS BEEBE’S BOOK - Part 2 The Logan Daily News of Feb. 15, 196...
08/12/2025

STEAM TRAINS AND LOGAN DEPOT HOTEL COME ALIVE AGAIN IN LUCIUS BEEBE’S BOOK - Part 2

The Logan Daily News of Feb. 15, 1963
Shriner remembers that the hotel had two different telephone systems, (the Bell and the Citizens). He recalls how he and friends would cross the lines of the systems for a joke, making for interesting conversations.
The structure survived three threats of destruction before ethe automobile did it in for good.
In 1905, Shriner was one of the first people to notice smoke billowing from the third story of the building. Fire destroyed the upper story, but the section was restored within four to six weeks, and business went on as usual.
In 1907, rail service in Logan was briefly interrupted when the Hocking River left four feet of water standing in the station.
Again in 1913, the Hocking River overflowed its banks but left “only” two and a half feet of water before the flood subsided.
Another blow to Logan’s thriving railroad business, and the Depot Hotel became in 1922 when the car shops went on strike.
The car shops were the repair center of the railroad, and employs went on strike for higher pay. The strike lasted some time, and business slackened.
Another blow came in the early 1930s when the Hocking Valley Railroad was sold to Chesapeake & Ohio. The C&O had its own car shops and repair system and did not need the Logan shops. It transferred many of the men to its shops in Columbus and Walbridge.
Several of the former car shop buildings are now being used by National Supply Co. These include the old blacksmith shop, where bolts were threaded and other hot metal repairs made; and the wheel and axle building, where wheels and axles were repaired or replaced.
Passenger service on the Chesapeake & Ohio ended late in 1949, as old engines No. 30 and 130 made their last trips to Athens and Pomeroy, and that was the final blow for the Depot Hote.
With sad hearts and fond memories, crowds gathered to watch the last journey and the end of an era.
A year later, in 1950, Roy Shafer, Plains contractor, started final destruction of the building.
Yet monuments of its memory still exist in Hocking County today.
James Barker purchased the foundation to make a retaining wall for his Lake Logan property. Some of the stones used in the structure was used by Roy Funk to prevent erosion on his land.
The brick baggage room of the hotel still stands and is presently employed as a motor car shed by the C&O.

The Old Railroad Yard – being used as the National Supply Co. in the 1960s.

08/11/2025

The NEW STRAITSVILLE COAL MINING MUSEUM COLLECTION
This entire collection was donated to our museum when Jack Shuttleworth died. He displayed his collection in the old firehouse at Murray City. Mr. Shuttleworth wanted his entire collection to be kept together, and we honor his wishes.
We have a couple of notebooks full of Murray City photos in the museum office that came from the Murray City Coal Mining Museum.
Our museum is open on Saturdays and Sundays from 1 – 4 until October.

STEAM TRAINS AND LOGAN DEPOT HOTEL COME ALIVE AGAIN IN LUCIUS BEEBE’S BOOK - Part 1The Logan Daily News of Feb. 15, 196...
08/11/2025

STEAM TRAINS AND LOGAN DEPOT HOTEL COME ALIVE AGAIN IN LUCIUS BEEBE’S BOOK - Part 1
The Logan Daily News of Feb. 15, 1963
Stream train whistles no longer sound in Hocking Hills and valleys, but their echoes reached further than we knew.
The old steam train and all they meant to Americans of three entire generations come alive again in the pages of a new book, “When Beauty Rone the Rails” by Lucius Beebe and Charles Clegg. Beebe is considered the leading U.S. authority on railroad history.
Page 20 of the book carries a picture of the old Logan Depot Hotel. Beebe says it was once known as the Logan House, as it may have been at one time in its long history, but locates it erroneously in Logan, Pennsylvania (Not Ohio).
When the old red brick building was torn down here in 1950, a great era of railroading ended for the Hocking Valley – forever.
In its heyday, the depot was the center of Logan’s community life – a link with the outside world, a sounding board for politicians, a haven for the weary traveler. Its restaurant, as Beebe discovered, had more than regional celebrities.
The first railroad came to Logan soon after the Civil War ended, and the Depot Hotel was built 13 years later on land donated by the Gallagher family, for whom Gallagher Avenue is named.
As the picture shows, it was a massive, three-story building; made of bricks which were fired on the site. It was steam heated, had eighteen guest rooms which were nearly always full when the station handled eight trains daily, some carrying as many as two hundred passengers. It was open 24 hours a day, its dining room seating from 40 to 50 people and buzzing with continual activity.
First known as the Columbus, Hocking Valley & Toledo Railroad (the CHV&T), the line later became better known as the Hocking Valley Railroad, taken over in the late 1920s by the Chesapeake & Ohio Railway Co.
CHV&T leased the Depot Hotel to local operators, who included T.F. White, Belle Hyson, Adam Ulrich, the Downard family and others. White was the first operator – the last was Sol Ellinger, retired Logan Police Chief, who leased the building for its last eight years.
While kept chickens and hogs in pens behind the depot to provide meat and eggs for his customers.
Four girls were employed in the dining room, and old-timers remember well that one girl’s specialty was pastry, turning out apple, raisin, custard, and mincemeat pies by the hundreds.
A traveler could always find a porter, several shoeshine boys and railroad clerks on duty, for during day and two at night.
Jud Shriner, Rt. 664N., retired after more than 52 years’ service, was head clerk at the depot in 1905. Shortly thereafter, he went to work for the railroad as brakeman-conductor.
Shriner remembers well the atmosphere that prevailed then. It was the heyday of the traveling salesman and road companies with their productions of “East Lynne” and “Uncle Tom’s Cabin.” Many famous lecturers stopped here on their way to Ohio University.
Those were the days, too, when entire families would gather at the hotel on Sundays for an outing and watch the trains with their many and sometimes curious passengers arriving and departing, and when the head of the family would purchase one of the fine 25 cent ci**rs from the hotel, and leisurely inspected the bustling activity about him.
The Depot Hotel was at its peak when an old Columbus Hocking Valley and Toledo Railroad was a boom line. The road netted more money per mile than any other line in Ohio, and the hotel shared in the wealth and glory.
The CHV&T used the same route the Chesapeake & Ohio does now – a direct line to Athens, and a line to Pomeroy via McArthur, with another branch running to New Straitsville, then a famous coal mining center.
The Straitsville branch tracks ended Alongside the station platform, and the train would back right up to the platform to load passengers.
Despite so much activity, the building was never a scene of violence during its long existence, at least as far as those who knew and well remember the establishment can recall.
Trains always stopped for meals at the station between 20 and 35 minutes, whether they were behind schedule or not.
Passengers ordered their meals while still on the train and simply sat down to eat when they arrived at the station, as the dining room employees would have received the orders and had the meals ready and waiting.
Railroaders on freight trains would have their lunches handed to them as they passed the station, and the cost of the meals would be docked from their pay checks.

The first photo shows the Old Logan Depot Hotel on the last day of Passenger trains leaving the valley. The lower photo is from 1912

EDISON BUCKINGHAMHurt at Haydenville While Alighting from a Moving Train.The Ohio Democrat of Friday, May 1, 1896HAYDENV...
08/10/2025

EDISON BUCKINGHAM
Hurt at Haydenville While Alighting from a Moving Train.
The Ohio Democrat of Friday, May 1, 1896
HAYDENVILLE, O. April 28.
This afternoon as train No. 12 was going south through this place on the C.H.V.& T., an elderly man attempting to alight from the moving train. His balance was not secure, and he was hurled head long onto the opposite track, striking his head with terrific force against the end of a tie. When picked up by section man Patton, he was in an unconscious condition, his head being laid open in a frightful manner from the upper part of the face, over the head to near the crown.
Dr. Biddle was immediately summoned and relieved the sufferer as quickly as possible. They found the skull was not fractured, but the coal slack, so frightfully driven into the flesh that the task of dressing the wound was a difficult one.
In a quarter of an hour or so the old man was restored to consciousness, and gave his name an Edison Buckingham, of Cincinnati, aged 72 years, ab uncle of J.C. Buckingham of Union Furnace, whither he was bound. Mr. J.C. Buckingham has been notified of the accident. As this writing the injured man seems to be resting easy, and the doctor says will recover if he is not injured other than has yet been discovered.

WITHIN OUR BORDER
A WEEKS RECORD OF OHIO HAPPENINGS ON THE RAILS
The Hocking Sentinel of Nov.1, 1900
A baby was thrown from the window of Train No. 7 on the B.&O. at Brightonville and killed. Its identity is unknown and there is no clue to the parents.
James Graves, a laborer, was struck at Lancaster by a Hocking Valley train and injured so that death is hourly expected. He leaves a wife and two daughters.
John Dougherty, brakeman, was fatally crushed by an Ohio River freight train at New Martinsville. Both legs were taken off. He was married and lived at Marietta.

RAILROAD NEWSThe Democrat-Sentinel of May 14, 1908 A serious freight wreck resulting from a head-on collision occurred a...
08/09/2025

RAILROAD NEWS
The Democrat-Sentinel of May 14, 1908
A serious freight wreck resulting from a head-on collision occurred a short distance north of Rockbridge at about 3 a.m. on Tuesday morning on the Hocking Valley tracks.
The engines of trains No. 56 and 57 were badly wrecked as were a large number of cars which blocked the track, delaying traffic for over eighty hours.
The engineers and firemen of the two engines are said to have jumped in time to save their lives. Engineer McCoy waws slightly hurt about the head, but not seriously. However, it is said he was found in a stunned condition, in the Hocking River partly covered by water where he had fallen when he jumped.
The trains came together at the big curve a short distance north of Rockbridge. It is said the collision was the result of the crew of No. 57 getting no orders at Logan.
Train 56 left Lancaster at 2:24 and train No. 57 passed Logan at 2:28. The trains were in charge of Conductors Prank Baus and Jacob McLain. It was one of the worst freight wrecks on the Hocking Valley has had in many years.

View of Rockbridge in 1918 from the Cliff Kettle collection

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Logan, OH

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