Background
Samuel Rea was born on September 21, 1855 in Hollidaysburg, Pennsylvania, the son of James D. and Ruth (Moore) Rea.
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Samuel Rea was born on September 21, 1855 in Hollidaysburg, Pennsylvania, the son of James D. and Ruth (Moore) Rea.
Because of the death of his father in 1868 he left school.
He began work as a clerk in a general store.
In 1871 he entered upon his railroad career as chainman or rodman on the Morrison's Cove Branch of the Pennsylvania Railroad, then under construction, but the panic of 1873 put a stop to this work, and he entered the office of the Hollidaysburg Iron & Steel Company.
In the spring of 1875 he returned to the service of the Pennsylvania in the engineering corps stationed at Connellsville, Pennsylvania. As assistant engineer, he had a share in the construction of a suspension bridge over the Monongahela River at Pittsburgh, completed in 1877, and was then assigned to the location of the Pittsburgh & Lake Erie Railroad.
Upon its completion, he became cashier in the freight office at Pittsburgh. In 1879 he was appointed assistant engineer in charge of the construction of the extension of the Pittsburgh, Virginia & Charleston Railroad, south of Monongahela, Pa. (part of the Pennsylvania System). He directed surveys in the rebuilding of the Western Pennsylvania for use as a low-grade freight line, 1879-83. After a period of executive experience in Philadelphia, as assistant to Vice-President J. N. DuBarry, 1883-88, and assistant to the second vice-president, 1888-89, he resigned from the Pennsylvania to accept the offices of vice-president of the Maryland Central Railway Company and chief engineer of the Baltimore & Ohio Railroad Company.
In 1892, after a year of inactivity because of ill health, he once more returned to the Pennsylvania, becoming assistant to the president. Sent to England to study the London underground railways he published his observations in a book entitled The Railways Terminating in London, with a Description of the Terminal Stations, and the Underground Railways (1888).
He also investigated an underground railway in Paris. In 1892 he was placed in charge of all general construction work then in progress on the Pennsylvania System, the acquisition of right of way and the real estate in that connection, the promotion of all new lines or branches, and the financial and corporate work incident thereto. Becoming first assistant to the president Feburary 10, 1897, he was elected fourth vice-president of the company in 1899. From this post he advanced through all the grades until on March 3, 1911, he was elected first vice-president, being designated the next year as vice-president in charge of all the companies of the Pennsylvania System east of Pittsburgh and of the promotion and construction of new lines.
In this capacity he had charge of the construction of the tunnels under the Hudson and East rivers at New York, and of the building of the Pennsylvania Station in that city, and directly supervised the building of the New York Connecting Railroad and the Hell Gate bridge, which contained the longest metal arch span in the world. In recognition of these achievements and their value to the public, the University of Pennsylvania conferred on him the degree of doctor of science.
On November 13, 1912, he was elected president of the Pennsylvania Railroad Company, effective January 1, 1913. He was elected a director of the company on this same date and later became a director and president of the other principal railroad corporations constituting the Pennsylvania Railroad System. An authority on problems of accounting and corporate organization, possessed of clear vision and sound judgment on financial matters, he was recognized as among the ablest men in the railroad industry.
In 1899 he was offered and declined the presidency of the Southern Pacific Railroad, and in 1903 that of the New Haven System. Soon after the United States entered the World War he became a member of the committee of the American Railway Association which supervised the operation of the railroads until they were taken over by the government. He also served as general chairman of the Railway Presidents' Conference Committee on Federal Valuation.
On October 1, 1925, having attained the age of seventy years, he retired from the presidency of the Pennsylvania Railroad Company under its pension regulations. He had a number of civic interests: he was chairman of the regional planning federation of Philadelphia Tri-State District; he was a trustee, and took the lead in raising a large building fund for Bryn Mawr Hospital; he was president of the board of trustees of the Bryn Mawr Presbyterian Church. His professional standing was recognized by honorary membership in the American Society of Civil Engineers and the Institution of Civil Engineers (London).
He died in Gladwyne, a suburb of Philadelphia.
He joined the PRR in 1871, when the railroad had hardly outgrown its 1846 charter to build from Harrisburg to Pittsburgh, and helped it grow to a 12, 000-mile (19, 000 km) system. His efforts helped the railroad secure access to Manhattan, upstate New York, and New England. In 1926 he received the Franklin medal of the Franklin Institute for his outstanding engineering accomplishments.
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( About the Book Books dealing with State and local histo...)
( This work has been selected by scholars as being cultur...)
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( This work has been selected by scholars as being cultur...)
For a time he was a member of the New York Stock Exchange and a partner in the firm of Rea Brothers & Company, bankers and brokers of Pittsburgh, Pennsylvania.
He was married on September 11, 1879, to Mary M. Black of Pittsburgh and they had two children: a son who predeceased the father and a daughter who survived.
