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ALLEN COUNTY PUBLIC LIBRARY
3 1833 02489 2207
Gc 974.802 F84N MILLER, JONATHAN W. B. 1854. HISTORY OF FRACKVILLE, SCHUYLKILL COUNTY, PA.
Rev. Jonathan W. Miller
HISTORY
-- OF-
Frackville, Schuylkill County, Pa.
-BY-
The Rev. Jonathan W. Miller, Rector
CHRIST EPISCOPAL CHURCH
ILLUSTRATED
Miners' UNION NOT LABEL Journal
1904
Allen County Public Library 900 Webster Street PO Box 2270 Fort Wayne, IN 46801-2270
TO MY FATHER AND MOTHER HENRY AND CATHERINE MILLER THIS WORK IS AFFECTIONATELY DEDICATED BY THE AUTHOR
The author wishes, in this public way, to express and ac- knowledge his gratefulness to the following persons, and sources, for information so kindly furnished him in the prepara- tion of this work: History of Schuylkill County, Pennsylvania, 1881; John, F. S., and David P. Haupt; Rev. H. T. Clymer; J. C. McGinnis; Rev. T. J. Bowers; Rev. H. J. Illick; Rev. William J. Scheifly; David Christ; Prof. I. G. Miller; Thomas M. Reed; Mrs. Robert C. Hunt; Walter S. Sheafer; John L. Williams; L. C. Anstock; and the Records of Council.
PREFACE
The object of the author in the preparation of this work is simply to furnish the citizens of Frackville, and surrounding community, with such facts as every one ought to know. Knowl- edge is essential to interest. This is as true in the relation of the citizen to the community as it is in any other. The more knowledge we possess of the facts which enter into the makeup of the community in which we live, the more interect will we have in that which tends towards its welfare. But besides the cre- ating of a greater interest in the borough of Frackville by a bet- ter knowledge of its history, it is always well to have at hand a book of historical reference. In this not only the town as a whole, but a majority of its institutions, such as the churches, schools, &c. are very deficient. With a view of at least partially meeting these demands the author sends forth this work in the hope that it may accomplish the mission for which it is intended, and asks the kind consideration of an ever indulgent public. J. W. M. Frackville. Pa., March, 1903.
!
History of Frackville, Pa.
CHAPTER I.
TOPOGRAPHY OF FRACKVILLE.
It is indeed a matter of honest doubt, whether there is another locality in the State of Pennsylvania whose surface features are more peculiar and interesting than that upon which the borough of Frackville now stands, and its immediate sur- roundings. And just as the mother always antedates the child, in time, so does the locality the town, and therefore we shall naturally present this phase of our subject first.
Broad Mountain, a plateau somne eighteen hundred feet above tide water, having an area of between seventy and eighty square miles, is one of a succession of mountain chains running nearly parallel, from northeast to southwest, through Schuylkill County, Pennsylvania. These topographical features being the result of 'a wave-like movement in the early geological formation of the earth's surface, are peculiarly interesting both to the man of science, and to the artist. Nowhere can he find a more fruit- ful field for his research, or in which to inspire the highest ideal of the beautiful in nature.
As the artist goes forth in quest of the beautiful, he here finds spread out before his enraptured mind a perfect panorama of the most sublime in nature. From almost every rocky ledge he beholds the deep gorge, ever widening into a broader valley, as it gently slopes away from the rugged steep. He views with rapture the mountain torrents as they roll down the rocky cliffs, ever growing into sparkling streams as they meander through meadows, forests and thriving towns. While before his won- dering gaze there stretches out into the distance a beautiful and diversified landscape.
In many places the rock strata are exposed to such an extent as to afford the geologist an excellent opportunity for studying their nature, and measuring their thickness. The outcropping of the coal vein is a matter of great interest to the
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TOPOGRAPHY OF FRACKVILLE
scientifically inclined. At some of these, the coal bed being exposed, we have a distinct record of the ancient life during the Carboniferous age.
This mountain forms the dividing line which separates the great southern from the middle coal basin. Upon its sum- mit, however, there are found but small areas of coal measures.
Hence under that immediate portion upon which the borough of Frackville stands there are no coal deposits. Therefore, Frackville is built upon a sure foundation, a rock that can not be moved. A new mining interest, however, has been recently opened up, about one mile southeast of Frackville, under the
"Summit of Broad Mountain "
TOPOGRAPHY OF FRACKVILLE
7
name of the Broad Mountain Colliery, operated by the Crystal Run Coal Company. But as this enterprise is yet in its infancy, nothing definite can be said, at this time, as to the exact quality and quantity of coal to be found here. We might, however, say that those who are most directly interested, and therefore the most capable of judging, are quite sanguine as to the success
" Mahanoy Valley "
of this new enterprise. And it is to be hoped that all the expec- tations of even the most sanguine may be fully realized.
Broad Mountain forms the water-shed for that region of country lying between the Susquehanna, Lehigh and Schuylkill rivers, The streams which drain the northwestern, western,
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TOPOGRAPHY OF FRACKVILLE
and southeastern empty into the Schuylkill, while those of the eastern and northeastern find their way into the Lehigh.
Some seventy odd years ago this mountain was covered with a dense forest of heavy timber, consisting chiefly of yellow pine, oak and hemlock. But this has long since been cleared off, and used mainly in and around the various collieries in the adjacent valleys.
So far as is known this region was never permanently occupied by any particular tribe of Indians. The waters of the Delaware on the east and those of the Susquehanna on the west afforded the savages greater attractions than the mountainous interior, with its comparatively small streams. The Lenapes tribe, or Delawares, as they were afterwards called by the whites, who were under the control of the Mingoes, occupied the region bordering on these two rivers, from which they would frequently roam into the forests of the interior. The first white settlers who came to this region, about 1774, were Ger- mans, who either came direct from the Fatherland, or were former residents south of the Kittatinny. The sturdy disposi- tion and sterling quality of these people not only withstood the trying ordeal of pioneer life, but also the threatening invasions of the savages around them. And the descendants of these early settlers have well sustained the honor due their ancestry. Never yet have they been called upon to exemplify the spirit of true patriotism, whether in defence of their homes or country, but what they responded most cheerfully and without reserve.
During these early days fish were found in abundance in the larger creeks and rivers, while every mountain stream fairly sparkled with spreckled trout. Deer and bear, as well as quail and occasional flocks of wild turkeys, roamed freely through the forests.
CHAPTER II.
PUBLIC DRIVE ROADS.
In speaking of this class of public highways, we shall first of all refer, briefly, to the pioneer roads of this section of the country. This is necessary because these roads not only form the first outlet, by means of wagons, for this region, but also the backbone into which many of the later roads converge,
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PUBLIC DRIVE ROADS
1st .- THE READING AND SUNBURY TURNPIKE.
The first public highway that passed through what is now Schuylkill County was what is known as the Reading and Sun- bury Turnpike. This road was established as early as 1770, and extended from the former to the latter town, passing through Port Clinton, Orwigsburg, Schuylkill Haven, Pottsville, Miners- ville, and on about five miles west of Ashland to Sunbury. But as this road was only kept up by voluntary labor, it was scarcely passable at any time, except on horseback and foot. Hence this road never became much of a thoroughfare.
2nd .- THE CENTER TURNPIKE.
It was not, however, until about the year 1805 that a number of individuals conceived the idea of forming themselves into a stock company for the purpose of extending the pike between Philadelphia and Reading through to Sunbury. This Company was therefore duly incorporated, by the State authorities, on the 25th day of March, 1805. Immediately after the necessary pre- liminary arrangements had been made, the work of construction was begun and completed, however it did not, at all points, fol- low the line of the old Reading and Sunbury Turnpike. But we shall only note those deviations which occur in that section with which we are at this time concerned. From Port Clinton this. Turnpike passed through Orwigsburg, on through Centre Street, Pottsville, New Castle, across Broad Mountain, within two miles of Frackville, Fountain Springs, Ashland, and from thence to Sunbury. This public highway, being owned and under the management of an incorporated Stock Company, was not only substantially well built, but kept in good repair, until its usefulness was superseded by a better and more rapid method of transportation. Hence it soon became the main outlet for the produce of this northwestern section of the country, and the inlet for the merchandise from Philadelphia. It was not long, therefore, until the business of this public highway had reached enormous proportions. And as those were the days of the old "Conestoga Wagons," drawn by from four to six head of horses, it was not an unusual sight to see a line of teams, on this Turnpike, from two or three miles in length, either on their way to Philadelphia with produce, or on their return with merchan- dise, but for all manner of travel. As early as 1812 we al- ready find a permanently established stage line making its regular weekly trips between Philadelphia and Sunbury, And
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PUBLIC DRIVE ROADS
by the year 1829 the travel along this highway had increased to such an extent that it required three daily lines, running the entire distance, to meet the demand of the traveling public.
As the country through which this early avenue of travel passed, was yet in its infancy, there were but few towns along
"D. P. Haupt's Residence and Livery "
3 1833 02489 2207
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PUBLIC DRIVE ROADS
its route. This necessitated the establishing of hostelries, or places of entertainment for those who made use of this public highway. These places were always known, and spoken of, as "Taverns". And in almost every instance the "Old Landlord" was one of those genial old souls, with whom everybody enjoyed taking a meal, or spending a night. Kind, jovial, and accommo- dating he was almost universally called uncle, while his no less genial, "better-half', was called aunt, by the traveling public. One of these stopping places, kept by Nicho Allen, was located on the summit of Broad Mountain caly a few miles distant from the present borough of Frackville.
3rd .- ROAD SOUTH TO ST. CLAIR.
The public road south of Frackv lle leading to St. Clair was built about the year 1836. This road was constructed at the expense and by the authority of Norwegian Township, New Castle not having been formed from it until 1848. Through al- most its entire distance this public drive road was built upon the bed of the old abandoned Danville and Pottsville Railroad. From the time of its completion to the establishment of the Mahanoy and Broad Mountain Railroad this thoroughfare formed one of the main outlets to all points south of the mountain This road passing through such beautiful and romantic moun- tain scenery, and being constantly kept in good repair, has ever been regarded as one of the three most favorite drives in this community.
4th .- THE ROAD ACROSS BROAD MOUNTAIN, SOUTH TO NEW CASTLE AND NORTHEAST TO MAIZEVILLE.
The next road of importance, opening up the south no less than the north, was built a few years later. Beginning at New Castle this road crossed the mountain through the Haupt farm, from thence through the present lawn of F. S. and John Haupt at an angle from southwest to northeast, and from there on down the mountain to Maizeville and over the Second moun- tain to Shenandoah. This road was important to Frackville, because it opened up a way of communication to the north no less than to the south. Since the formation of the borough of Frackville a large portion of the road south of the town has been abandoned. But the northern portion still forms one of the main outlets for this community in that direction,
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PUBLIC DRIVE ROADS
5th .- ROAD WEST TO ASHLAND.
The public highway leading westward from Frackville. through Fountain Springs, to Ashland was opened up for the use of the public about the year 1842. This road was built by Barry township, Butler, through which the road now passes, at that time being yet a part of Barry. The importance of this road lies in the fact that it is the only direct communica- tion for Frackville to the country and towns lying west fromn here. This is another of the three roads in this community that affords a most delightful drive.
6th .- THE ROAD TO MAHANOY PLANE.
In the year 1865 a road, intersecting with the one leading to Maizeville at a point a short distance north of the Phila- delphia & Reading arch, was built down the mountain to Maha- noy Plane. This opened up a short and direct route, not only to the western ward of the borough of Gilberton, but to that entire section of country.
7th .- THE ROAD, EAST, TO MAHANOY CITY.
The last of these public highways was built about 1894 by West Mahanoy, and Mahanoy, townships, east from Frackville, through Morea to Mahanoy City. This road, therefore, forms the outlet to the east. And as it follows the summit of the mountain, and is almost perfectly level its entire length, from many points of which there is a magnificent view, it has ever been regarded as one of the three great drives in this com- munity.
CHAPTER III.
RAILROADS.
Broad Mountain for a long time appeared an insurmount- able barrier to the projectors of public highways. But the per- sistent strides of pioneer life, and the rapid development of the coal industry in this locality, made it evident, to those in- terested, that this barrier would, sooner or later, have to be overcome. It was not, however, until after the discovery of the rich coal deposits in the Mahanoy and Shenandoah valleys that the absolute necessity of building such roads was forced upon the minds of those who were, at that time, interested in the
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RAILROADS
development of this region. In order that the rich deposits of this Middle Coal Field, as it has since been designated, might be worked to best advantage there must be a direct transporta- tion, however difficult it may appear to accomplish, to the east- ern markets. This was the conclusion already arrived at in the early history of the coal operations in this locality.
As the pioneer movement in this section of the country was from the southeast, we must look mainly in that direction of the compass for the early outlets of this locality, as well as for the approach of all subsequent improvements. The Schuylkill river, with its various tributaries, was naturally the first out- let for the products of this region. And as the mountains and valleys were covered with a dense forest of oak, pine, beech, maple, poplar, hemlock, chestnut and gum, coal not having been discovered until long after, luraber was the first, and only, marketable staple which was sent down these streams to the eastern markets by means of rafts.
This means of transportation was superseded by the Schuylkill Navigation Company, which was incorporated by an Act of the Assembly and approved by the Governor of the State (Snyder) on the 8th day of March, 1815. The object of this company was to establish an improved condition of transporta- tion to Philadelphia by means of a system of canals and slack- water navigation. The work, however, was not begun until in the spring of 1817, and after many vicissitudes, was finally com- pleted, the entire distance, in 1824. As the years rolled by, this highway of transportation was extended and improved to meet the demands of a rapidly growing trade, until the freshet of June, 1862, destroyed the dams and seriously injured the canal, when it was abandoned, and the right of way finally sold to the Philadelphia & Reading Railroad Company.
In the meantime, however, coal having been discovered and the country more fully developed, the demands for transporta- tion had increased to such an extent that nothing short of rail- roads would be able to keep pace with the rapidly growing trade of this community. The first railroad, in this locality, was built by Abraham Pott, as early as 1826. This road extend- ed from his coal mine to the head of navigation at the mouth of Mill Creek, a distance of one-half mile, and was used exclu- sively for conveying the coal from the mine to the boats on the waters of the Schuylkill. Although to-day this would be
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RAILROADS
regarded a short and insignificant road, yet there is connected with it a fact that at once brings it into historical importance. It is the first, or pioneer, railroad, not of this county alone, but of the State, and the second, if not the first, in the United States, antedating the historic Switchback by one year. From 1828 to 1830 seems to have been what might be termed the Great Railroad Building Period in this immediate locality. During this period no less than five roads, of more or less im- portance, had been built. On the 24th of March, 1828, Governor Schulze granted a charter to the Mine Hill and Schuylkill Haven Railroad, which extended through the coal fields from Schuylkill Haven, by way of Minersville, north of Broad Moun- tain. The Norwegian and Mt. Carbon road was built during this period, and extended from Mt. Carbon to several coal mines northwest of Pottsville. The Little Schuylkill comes under this head, and extended from Port Clinton to Tamaqua, a distance of twenty-two miles. The Schuylkill Valley Railroad was begun in 1829 and completed in 1830, and ran from Port Carbon to Tuscarora, a distance of ten miles. While the Mill Creek Railroad was commenced in 1829, and extended from Port Car- bon to the vicinity of St. Clair. These roads, however, com- pared with the highly improved ones of to-day, would be regard- ed very crude, and almost useless structures. There seemed to be no standard gauge; the rails were of wood, strapped down with flat bar iron; the cars had a capacity of about one and a half tons; and as railroad engines were yet an un- known quantity, the cars were drawn by horse or mule power. Yet during their day they served their purpose well.
The reader will observe that thus far we have simply spoken of. the railroads that were built immediately south of Broad Mountain. We have done so, first, because the ad- vance guard of improvements made their earliest appearance from that side, and second, because of the important relation these railroads sustain to the development of that particular part of Broad Mountain upon which the borough of Frackville is now located.
In the year 1830 the first attempt was made to connect the middle with the southern coal field by means of a railroad. Because of the steepness of the grade, both north and south of Broad Mountain, this involved the most difficult railroad engi- neering yet undertaken anywhere in that day. This great en-
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RAILROADS
terprise was undertaken by Stephen Girard, a man of wonder- ful business energy and perseverance, and one to whom this community is greatly indebted for the rapid progress of the early development of this community. The difficult task of con- structing this road was placed under the skillful direction of Moncure Robinson. It was decided that this road, connecting
" Pennsylvania Rail Road Crossing The Philadelphia & Reading "
with the Mill Creek Railroad at St. Clair, should cross the mountain in a series of planes and levels, and would thereafter be known as the Danville and Pottsville Railroad. Like the roads already referred to, it was built with wooden rails, strapped down with flat. bar iron. In crossing the mountain there were no less than five planes, four on the south and one
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RAILROADS
on the north side. The first of these planes, on the south side, was at Wadesville; the second, at Darkwater; the third, at Mor- ris Junction; the fourth, at Kaufman's Dam; the fifth, just north of Frackville, descending into Malıanoy Valley. Between these series of planes the cars were drawn by horse or mule power, while on the southern planes they were brought up by means of the return trip, and on the north plane by a tank filled with water. But owing to the imperfection of this plan of hoisting the cars the planes could not be successfully worked. So that, after a shipment of thirteen thousand, three hundred and forty- seven tons of coal, the road was abandoned in 1836, and re- mained idle for some twenty odd years. We do not for this reason, however, regard this stupendous undertaking as, in every respect, a failure. It was the beginning of what after- wards became a glorious achievement.
From the time the Danville and Pottsville, or Girard, Rail- road was abandoned in 1836 there was no further effort made to connect the southern with the Middle Coal Field, through this community, until 1859. It was on the 29th day of March, 1859, that the Mahanoy and Broad Mountain Railroad Com- pany was incorporated by an Act of the State Legislature. This act of incorporation gave the said company the right to build, and operate, a railroad from the northern terminus of the Mill Creek Railroad, on the south, at what is now known as Broad Mountain Station, over the mountain through what has since become the borough of Frackville, into Mahanoy Valley on the north. The work of building this road began in the year 1860, with George G. Roberts as chief engineer. But it was not until the year 1862 that the entire road, including Mahanoy Plane, was completed. Scarcely had it been com- pleted, when in the month of June of the same year, a freshet washed out the culvert just south of the plane. This caused a considerable delay in the operation of the road. It was, therefore, in the winter of 1862-'63 that the present archway was constructed. When the road was thus completed it was at once leased by the Philadelphia & Reading Railroad Com- pany, under whose jurisdiction it has ever since remained. The first shipment made over this road was a car load of coal from the Connor and Hammond colliery in the month of May, 1863. There were, however, no accommodations for travel on this road, for about six years from this time. The road was used
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RAILROADS
exclusively for the transportation of coal. But as the coal in- dustry, in the valleys below, was rapidly developing, and as the present location of Frackville, the most desirable in which to live, there was a rapid influx of people into this commun- ity. And in proportion to the increase of population did the demand for passenger accommodations grow. The first effort made by the Company in this direction was what was then popularly known as the "Monkey Box" system. This was a square, four-wheeled box can, attached to a coal train, every Wednesday and taken as far as St. Clair and back again, for the accommodation of those who wished to visit, or do shop- ping in the latter place. Some time later a workman's train was placed on the road, which ran from the towns south of the mountain to Frackville every weekday morning and back again in the evening. It was not, however, until late in the fall of 1869 that, through a petition sent in by John Haupt, the Com- pany placed a regular passenger train on the road. This train at first only made two round trips, from St. Clair to Frack- ville, each day, the one in the morning and the other at noon. Some time after this an evening train was added. But as these trains only came as far as Frackville there was no connection between this latter place and Mahanoy Plane. And by this time not only local, but through travel, had grown to such pro- portions that a demand for a stage line between these two points, became a necessity. Hence D. P. Haupt, being in the livery business, acted upon this suggestion and established a regular stage line between Frackville and Mahanoy Plane. Mr. Haupt began this line on the 10th day of January, 1870, and con- tinued operating the same for about thirty years. Since the end of that period the line has ceased operations, only as oc- casional demand requires. January 29th, 1886, the Philadel- phia and Reading Company sustained a great loss in the de- struction by fire of the plane house and machinery. The build- ing, which caught by accident, was discovered on fire about 10:30 in the morning. This, of course, caused another delay in the operations of the road, which continued until the plant was again rebuilt. In the meantime, however, a very import- ant enterprise was undertaken in the building of the "Loop," or the extending of the railroad, on the north, down the mountain into the valley below. This event was especially interesting because of the war that was waging between the Philadelphia
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