USA > Pennsylvania > Lehigh County > Catasauqua > A history of Catasauqua in Lehigh County, Pennsylvania > Part 2
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EXTENSION.
Application to extend the Borough limits on the east was made in 1909. The objeet of the petition was to annex East Catasauqua, a territory comprising about 435 acres. The decree of annexation was handed down October 3, 1909, and East Catasauqua was constituted the Third Ward. The commissioners were William Weisley, John R. Tait and James T. Davies.
The Second Ward was divided into two parts (Second Ward and Fourth Ward) with Third Street as the dividing line. The Fourth Ward comprises the eastern or Howertown Avenue section. The commissioners were H. W. Hankee, Harvey H. Knerr and Samuel Heilman.
Benedict Mark, William Wilkinson, Elvina N. Fehr and John W. Koch, be- ing a majority of freeholders adjacent to and along the north and the east boun- dary lines of the Borough and in the same county, petitioned the Court of Lehigh to be annexed to Catasauqua. The case was laid before the Grand Jury sitting for the Quarter Session of June Term, 1895. The Grand Jury having reported favorably to the petition, the Court decreed, July 2, 1895, that the properties named and their contiguous lots be incorporated in the Borough of Catasauqua.
BOUNDARY ADJUSTED.
The northern limits of Catasauqua were fixed to coincide with the boundary between Hanover and Allen townships. This boundary, however, was in dispute for many years so that certain tax-payers and voters were in doubt as to where
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OF CATASAUQUA
they lived. A report by commissioners appointed by the Court of Quarter Ses- sions of Lehigh County, was set aside JJanuary 6, 1889. At a later date commis- sioners were appointed by joint action of the Lehigh and the Northampton Conn- ty Courts ( Allen Township being in the latter County). The gentlemen were Major Samuel D. Lehr of Allentown, Birge Pearson of Easton and Thomas S. McNair, of Hazleton.
They located a point on the east bank of the Lehigh River, twenty perches south of Faust's Ferry, and a spot in the Monocacy creek, where it crosses the road leading from Hanoverville to Bath, Pa., and drew a straight line between the two points. This now also constitutes the boundary between the boroughs of Catasauqua and North Catasauqua.
"It cuts diagonally through Mr. Faust's property at Catasauqua and cuts off a small corner of the Bryden Horse Shoe Works property ; thence it passes north of Theodore Bachman's house and touches the bay-window of Daniel Milson's house (now the home of James M. Lennon) ; it crosses Adam Rau's premises so as to ent it into two equal triangles ; and it also cuts off a foot and a half of a corner of the stand pipe."
BRIDGES.
Western approaches to the town were made by ferry or the bridge. A ferry line was run across the Lehigh River for many years, at a short distance below the present Hokendanqua dam. This was known as Faust's ferry, and the last traces of its existence disappeared during the last decade of the past century.
At Biery's Port, now Race Street, a company was formed and a chain bridge was built according to an act of Assembly of the State Legislature. passed March 5, 1824. Stocks were sold at twenty-five dollars per share. At a stockholders' meeting, held July 24, 1824, the following officers were elected :
President-Owen Rice of Bethlehem.
Managers-Frederick Biery, Philip Faust, Charles D. Bishop and George Helfridge.
Treasurer-Joseph Biery.
Secretary-On the 26th of July, Jacob Bhummer was appointed.
The west bank of the river was known as "Pennsylvania Shore;" and the east bank, the "Jersey Shore."
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THE HISTORY
In consideration of a cash payment of ten dollars ($10), and free passage across the bridge for himself and wife during their natural lives, Peter Miller granted sufficient land to form a proper approach to the bridge on the "Pennsyl- vania Shore." Frederick Biery did the same on the "Jersey Shore" in consid- eration of free passage for himself, his family and his employees for a term of twenty years. The bridge was suspended on two chains and afforded a clear pas- sage way of thirteen feet.
Toll rates were fixed as follows:
A four-horse pleasure conveyance, twenty-five cents.
A two-horse conveyance, eighteen and three-fourths cents.
A two-horse wagon load, twenty-five cents.
A single horse and rider, six and one-fourth cents.
A horse or mule, four cents.
Horned cattle per head, two cents.
Foot passers, one cent.
Annual rates ranged from one to over four dollars per year. Special rates were charged for extra heavy loads. The Crane company paid as high as three dollars for a single team. The weight limit was fixed at fifteen thousand pounds.
This bridge was swept away by the freshet of 1841 ; but a new chain bridge was built immediately. When business had multiplied and traffic increased dur- ing the early fifties, the swinging chain bridge was regarded too frail for the bur- dens that were imposed upon it.
According to an act of Assembly, a new company, known as the Lehigh Coun- ty Bridge Company at Biery's Mills, was formed, July 26, 1852. The new bridge was a covered, wooden construction supported by massive arches resting on a heavy stone pillar in the river and firm abutments on either bank. The total cost of this bridge was $14,954.
After the flood of 1862 had wrecked this bridge, it was re-constructed and strengthened at a cost of five thousand one hundred and sixty-one dollars. Divi- dends ran up to twelve per cent. per annum.
In 1892, the County bought the bridge, tore it down and replaced it with an iron structure. The cost of nineteen thousand dollars was shared with the
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OF CATASAUQUA
Lehigh Valley Railroad Company, and the Rapid Transit Company, so that the former paid eight thousand dollars, the latter five hundred dollars and the County ten thousand five hundred dollars.
THE CRANE COMPANY BRIDGE.
The ore used in the furnaces was hauled by team from Whitehall and South Whitehall townships. With the increase of the furnace capacity came the multi- plication of ore teams and consequently an enlarged toll bill by the bridge com- pany. The haul via Biery's bridge also meant a hard mile to traverse, especially during certain seasons of the year.
The Crane Iron Company resolved, about 1845, to build a bridge of their own immediately above their furnaces. The statute laws of Pennsylvania, however. forbade the erection of a bridge so near an existing bridge.
To circumvent this statute, the Iron Company purchased land on both sides of the river and thus were in a position to construct a private bridge. The public was granted free use of this bridge until the Crane Iron Company acquired a ma- jority of the stock of the Biery's bridge, when, according to statute privilege of the State, toll was collected.
During 1857, the bridge was reinforced and strengthened in order to carry locomotive ("The Hercules") and ore-ears brought in over the newly-constructed Catasauqua and Fogelsville Railroad. After destruction by the flood of 1862. a wooden arch bridge, similar to the Biery's bridge, was built. During the nineties the company discontinued asking toll ; and, when the railroads began to construct the large "gondola" cars, it was found that the bridge was incapable of bearing their weight and also afforded too narrow a space for their passage. Orders for coke and other materials included the stipulation that the larger type of ears must not be used for these shipments.
During 1904, the company removed the old wooden structure and erected a modern railroad bridge, capable of supporting the weightiest and most massive rolling stock in use. Thus the community was limited to the use of the Race Street bridge or the Hokendauqua bridge for passage across the river, much to the discomfort and inconvenience of the traveling public.
10
THE HISTORY
Publie-spirited citizens now started a movement looking foward an over-head bridge at the foot of Pine Street. The late, lamented Mr. T. F. Frederick should receive special recognition in this connection on account of his indefatigable la- bors with Borough Conneils, County Commissioners, the railroads, and the Lehigh Coal and Navigation Company, as well as the President Judge of the Courts of Lehigh, until the bridge became a reality. It was formally opened on Memorial Day, 1908.
RAILROADS.
The traveling and transportation facilities of Catasauqua have always been superb. Although it may never become a seaport, the Iron Borough now is and bids fair to greater developments as a railroad centre of no mean proportions. Six distinct lines form its arteries of commerce and its avenues of trade.
In the fall of 1855, rails were laid on the bed of the Lehigh Valley Railroad as far as Catasauqua. A locomotive, the "General Wall," borrowed from the Central R. R. of N. J., with one car attached, conveyed coal barons, iron magnates, landlords and financial monarchs as far as the Crane bridge. An impromptu parade was formed and the march made across the bridge to the Eagle Hotel. After a dinner at the Eagle, the party proceeded to Hokendauqua to view the fur- naces just erected. A nonagenarian of Easton, Mr. Thomas MeKean, a recruit- ing army officer, accompanied the party.
Ore for the furnaces was hauled by heavy teams from various mines throughout the County. A line of teams nearly a mile in length was a custom- ary sight. During rainy seasons, the "ore roads" became well nigh impassable. In order to reduce expenses and cease damaging the public roads, the Crane Com- pany, assisted by the Thomas Iron Company of Hokendanqua, sought a charter from the State for a railroad from Catasauqua to Fogelsville, and to the Red Lion Hotel near Mertztown.
The application for this charter was presented to the Legislature by Mr. James W. Fuller, Sr. His efforts met with intense opposition. Indignation meet- ings were called and the efforts of the "Black Republicans" bitterly denounced. It was claimed that a railroad would cut up and destroy the beautiful farming districts of the Jordan Valley, and be a source of terror to beasts and danger to man.
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By perseverance and tact, Mr. Fuller succeeded at last in securing a charter for the construction of a plank road on the common highway of the ore-teams. A short distance of the plank road was built. Soon planks were forced out of place by the weight of the loads hauled, others broke and splintered until the road he- came very dangerous and, especially for pleasure carriages, nigh impassable.
After prolonged efforts, the railroad charter was secured, and the construc- tion of the "Catasauqua and Fogelsville R. R." begun in the spring of 1856. The formal opening of the road as far as Rupp's station followed during the summer of 1857. The extension of the road to the mountain at Rittenhouse Gap, the field of magnetic ore-mines, was completed later.
The Iron Bridge on the Catasauqua and Fogelsville R. R. has an extreme length of 1,165 feet. The iron superstructure is 1,100 feet in length, consisting of eleven spans of 100 feet each, with a height of 104 feet above the bed of the Jordan creek. This was doubtless one of the longest bridges in the country at that time. The first locomotive crossed the bridge July 14, 1857.
The Philadelphia and Reading R. R. Company secured 60 per cent. of the stock of the Catasauqua and Fogelsville Railroad and thus the latter passed into the control of the former and is operated as an important feeder of the Lehigh Valley Railroad, whence it draws large trade for the Reading System, meeting its East Penn branch at Alburtis, Pa.
With the multiplication of manufacturing establishments throughout the Lower Lehigh and Delaware Valleys, and especially, the metropolis of the Empire State, came the demand for enlarged coal transportation facilities. The Lehigh canal was no longer equal to the task.
The stockholders of the Lehigh Coal and Navigation Company resolved to petition the Legislature for a charter for the construction of a railroad from the rich coal fields of the Wyoming Valley to the junction of the Delaware and Lehigh Rivers. The new road relieved the congested traffic of the canal, and also offer- ed transportation facilities during the winter months. It was called The Lehigh and Susquehanna Railroad; and. after being leased by the Central Railroad of New Jersey for nine hundred and ninety-nine years. it was styled The Lehigh and Susquehanna division of the Central Railroad of New Jersey. The road was open- ed for traffic in 1868.
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THE HISTORY
In order to facilitate the development of the brown-hematite properties along its line, the Thomas Iron Company per contraet with Mr. Tinsley Jeter and his associates, built the Ironton Railroad from Hokendanqua and Coplay to Ironton and to certain limestone quarries and ore beds along the base of the Kittatinny Mountains. This road was chartered March 4, 1859. The grading of the road- bed was commenced at Ironton August 2, 1859. In spite of a severe winter, the road was thoroughly ballasted by spring ; and the first train of loaded ears passed over it on May 24, 1860. The entire capital stock of the Ironton Railroad was bought by the Thomas Iron Company, February 1, 1882; since that time it has continued to operate the road. There is probably no railroad in this country that, considering its mileage, handles so large a tonnage of shipments as the Iron- ton. Besides carrying ore, limestone, coal and other traffic, it taps the heart of the cement body. Ten cement mills are located along its lines.
Passenger service was established November 1, 1898. It connects with the Lehigh Valley Railroad at Hokendanqua, Pa. It exchanges shipments with other roads at Coplay and Catasauqua, the latter place being its junction point with the Reading Railroad, the Lehigh Valley Railroad, the Central Railroad of New Jersey, the Crane Railroad, and the Lehigh and New England Railroad.
In order to facilitate shipping, to extend certain fracks, and incidentally save a very large outlay of cash for transfer and shifting of cars by and from other roads, the authorities of the Crane Company applied for a charter for The Crane Railroad Company, July 28, 1905. The coveted charter having been granted, the Crane Railroad tracks were extended eastward via a subway into the Kurtz Val- ley, where it connects with the new tracks of the Lehigh and New England Rail- road.
The tracks have also been extended northward along the course of the canal until they connect with the Central Railroad of New Jersey. Its total mileage is 3.31 miles.
During the summer of nineteen hundred thirteen another important brauch of the great railway system of the country found growth in the direction of the "Iron Borough." The Lehigh and New England Railroad Company extended its lines westward from Bath, Pa. When they reached Catasauqua they shrewdly
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OF CATASAUQUA
found the Crane tunnel built as an outlet for the "('rane Railroad" to a much- needed einder dump, and thus gained an entrance to Front and Wood Streets, 1 most desirable location for a terminus.
This spur opens a short and direet route into New York and the New Eng land States, and is bound to demand a large trade. It was formally opened on Monday, March 23, 1914, when officials of the Crane Company and the Lehigh and New England Railroad Company entered town in a special train.
THE CANAL.
Legislation affecting navigation on the Lehigh River was begun as early as 1771 and continued until about 1820, but conditions in the river proved unfavor- able to such a prospeet. A Lehigh Navigation Company was incorporated in March, 1818, and the Lehigh Coal Company was chartered in October of the same year. During 1820 the two companies were consolidated into the Lehigh Coal and Navigation Company.
Steps were taken toward the construction of a canal from Easton to White Haven.ยบ The canal was completed from Easton to Manch Chunk by the summer of 1828. The Commissioners of Inspection reported favorably to the Governor of Pennsylvania, July 3, 1829. The men most prominently identified with this im- portant undertaking were JJosiah White, Erskine Hazard and a Mr. Hanto.
On account of the heavy grade in the course of the river. Catasauqua had to be well locked, one being placed at the Hokendauqua dam, north of town : an- other at the Crane furnaces in the centre of town; and the third at Koehler's. about a mile south of the Crane lock. The dimensions of the Crane lock are 22 feet in width by 95 feet in length, with a drop of 8 feet.
Originally grain and coal were floated down the Lehigh to the Delawar: River. and thence to Philadelphia. on flat-bottom boats called " Arks." At their destination the "Arks" had to be sold, as well as their cargo, since they could not be floated against the rapid current of the river.
The first excursion to Biery's Port was run on the canal from Allentown on Friday, June 26, 1829, and an " Ark" bore the merry crowd. The canal affords not only boating, especially coal shipping facilities, but also water power for many industries along its course.
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THE HISTORY
Hot blast for the initial furnaces of the Crane Company was blown from two cylinders driven by water power from the Canal. Whilst it became neces- sary to ereet blast engines to run the enlarged plant, the old water power system as a motive force at the furnace is still in operation.
Working the mines for twenty years rewarded the Lehigh Coal and Naviga- tion Company with a greatly enlarged output. Their shipments (via canal) dur- ing 1821 amounted to about 1,000 tons. The reports of 1837 show the tonnage to have been 224.000 tons. The Lehigh Coal and Navigation Company, therefore, sought every possible opportunity to encourage the establishment of industries along its water course. In 1838 they offered water privileges extending from Hok- endanqua to Allentown to any person who would invest $30,000 in the erection of a furnace and run it successfully for three months by the exclusive use of anthra- cite eoal.
From 1845 to 1865 two boat yards were maintained for building and repair- ing purposes. Bogh Brothers were located on the site of the present Fire Briek Works. Ginder and Rehrig conducted their business at a place opposite the Cata- sauqna Hotel.
MAIL SERVICE.
The rural free delivery of mail matter is not as modern a system of distribu- tion as some choose to consider it. For many years a stage line was run from Allentown to Mauch Chunk and by this medium mail matter was delivered at eer- tain central points along the route. A coach line carrying mail via Catasauqua was also maintained between Bethlehem and Cherryville. Deliveries were made three times weekly.
A post office was established at Biery's Port in 1844 and placed in charge of Samuel Colver. A symposium of the recollections of various local authorities drive to the conclusion that the post office was domieiled in various quarters along Front Street. It is said that upon the appointment of Nathan Fegley as post- master, 1846, the office was located at Front and Bridge Streets.
Another authority informs us that at certain times it was located in the third house above Union on Front Street ; that it was then moved to a small house next door above the "Catasauqua House;" then to Church Street near Front,
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OF CATASAUQUA
where Mrs. S. E. Creveling was postmistress : next to Front Street into a building nearly midway between Church and Bridge Streets, where Capt. W. 1I. Bartholo- mew was postmaster. During 1889 it was moved into the Swartz building, farther up in the block.
After the erection of our beautiful three- story post office building on the corner of Bridge and Railroad Streets, by capitalists identified with the National Bank of Catasauqua, and at a cost of $25,000, the weary wanderings of the post office ceased. In 1907 it was moved into its new and comfortable quarters.
Since the close of 1909, the department has maintained the carrier system. Three daily de- liveries are made throughout the business portion of the town and two in the residential sections. Four collections are made from thirty-five boxes located in various parts of the town.
ST OFFICE
Post Office.
The force comprises a postmaster and an assistant; three clerks. auxiliary clerk and a special delivery messenger; four carriers, a sub-carrier and a mail messenger. A recent statement indicates the volume of business done at this office.
Daily mail handled :
Outgoing (pieces) 2800
Incoming (pieces) 4600
Registered mail during 1913:
Outgoing (pieces)
2247
Incoming (pieces) 2233
Stamped paper sold during 1913 $13,340
Domestic orders paid during 1913 $21,950
Domestic orders issued during 1913 $34.048
International orders paid during 1913 $ 1,318
International orders issued during 1913 $ 3,426
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THE HISTORY
The postmasters and their tenure of office are the following :
Samnel Colver, 1844-46
Isabella D. Duff, 1865-71
Nathan Fegley, 1846-50
Adaline Creveling, 1871-77
Joseph Laubach, 1850-53
Wm. H. Bartholomew, 1877-89
Nathan Frederick, 1853-54
Edmund Randall, 1889-94 Jonas F. Moyer, 1894-98
Augustus H. Gilbert, 1854-55
Solomon Biery, 1855-61
Henry Davis, 1898-1900
Arnold C. Lewis, March-Nov., 1861
Charles Graffin, 1900-08
Frank B. Martin, 1861-62
Samuel S. Graffin, 1908-
Charles D. Fuller, 1862-65
EXPRESSAGE AND TELEGRAPHY.
Express accommodations have been quite satisfactory ever since the advent of the railroads. David Kline, a painter by trade, is said to have been the first station master and freight agent at the Lehigh Valley depot. Ile hauled many shipments across the bridge ou a wheelbarrow.
During the sixties a certain Mr. Giering had charge of the "Central Ex- press" office. John Black succeeded him and moved the office into his drug store next door below the Catasauqua House. Allen T. Reber followed Mr. Black and conducted the business in an office in the rear of the Eagle Hotel.
The Philadelphia and Reading Railroad Company maintained an office on Front Street near Bridge, which was in charge of William Craig for a season. Mr. George Fuller sneceeded Mr. Craig. The Philadelphia and Reading Express Company delivered over the Catasauqua and Fogelsville and the Central Railroad of New Jersey.
During the eighties the United States Express Company supplanted the Philadelphia and Reading Express Company at Catasauqua and transferred the office to the depot of the Central Railroad of New Jersey. Of the agents we note Messrs. Jason C. Miller and J. P. Hartman.
On March 15, 1878, the long and sneessful career of Mr. S. B. Harte as ex- press agent at Catasauqua began. He was first employed by the Central Express Company. When the Central and the Adams Companies combined under the title of the Adams Express Company, Mr. Harte was continued in charge.
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OF CATASAUQUA
February 1, 1892, the Adams Express Company withdrew from the Lehigh Valley Railroad and the United States Express Company succeeded. The office at the Central Railroad of New Jersey depot was discontinued and all the busi- ness was transferred to Front Street, opposite the Eagle Hotel, and Mr. Harte was in full charge of all the Express business of town.
Mr. S. B. Harte resigned his position February 14, 1914, after a continuous service of 36 years. His son, Henry S. Harte, succeeded him, and proves himself a competent and pleasing incumbent.
During December of 1912 the Adams Express Company established an office on Bridge Street as a sub-station of their Allentown office. N. P. Hanson served as agent for three months. Charles Solt followed him and after a brief tenure was succeeded by A. T. Henderson, the present agent.
Miss Maggie Duff, daughter of Isabella D. Duff, the post-mistress from 1865-71, served as telegraph operator in an office connected with the post office. Maggie is still sounding the keys in a Philadelphia office.
If the names of all the telegraph operators who clicked the keys for Catasauqua's hurry-up ealls were collected, they would form quite a roll. Rec- ords show that Peter J. Eberhard rendered a lengthy service. .
When the Western Union Telegraph Company had established an office here, Mr. S. B. Harte was employed as operator, May 15, 1876, which was two years before he took up the express ageney. Thus Mr. Harte was telegraph operator for the Borough for thirty-eight years. During Mr. Harte's tenure, he taught and sent out, practically all over the United States. more than fifty grad- uate operators.
In May, 1913, the Western Union telegraph office was moved to the depot of the Central Railroad of New Jersey and placed in charge of the agent. Preston H. Aekey.
STREET CARS.
There is probably no town in the whole Lehigh Valley so favorably situated for traveling facilities as Catasauqua. Workmen living in the remotest seetion of the Borough can reach trains or cars for destinations in all directions within less time than a twenty-minutes' walk.
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THE HISTORY
Catasauqua is almost centrally located between the great cement mills to the north and the mammoth iron works to the south of her; and although she has a fair proportion of mills and works of various descriptions within her own limits, she rests beyond the reach of blighting cement clouds and blackening soft coal works.
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