USA > Pennsylvania > Luzerne County > Wilkes-Barre > A history of Wilkes-Barre, Luzerne County, Pennsylvania : from its first beginnings to the present time, including chapters of newly-discovered early Wyoming Valley history, together with many biographical sketches and much genealogical material. Volume IV > Part 16
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This route was famous not alone for its engineering skill of construction but because a portion of it included the first tunnel on the western hemisphere which, like the canal bed itself, later became the right of way of the Pennsylvania railroad.
Well did Robert Stephenson, the famous English engineer, say that, in boldness of design and difficulty of execution, this Pennsylvania scheme of master- ing the Alleghenies could be compared with no modern triumph short of the feats performed at the Simplon Pass and Mont Cenis. Before long this line of communication became a very popular thoroughfare; even Charles Dickens "heartily enjoyed" it, and left interesting impressions of his journey in part, as follows:
"Even the running up, bare-necked, at five o'clock in the morning from the tainted cabin to the dirty deck; scooping up the icy water, plunging one's head into it, and drawing it out, all fresh and glowing with the cold; was a good thing. The fast, brisk walk upon the towing-path, between that time and breakfast, when every vein and artery seemed to tingle with health; the exquisite beauty of the opening day, when light came gleaming off from everything; the lazy motion of the boat, when one lay idly on the deck, looking through, rather than at, the deep blue sky; the gliding on, at night, so noiselessly, past frowning hills, sullen with dark trees, and some time angry in one red burning spot high up, where unseen men lay crouching round a fire; the shining out of the bright stars, undisturbed by noise of wheels or steam, or any other sound than the liquid rippling of the water as the boat went on; all these were pure delights."
Pursuing its aggressive policy still further, the legislature of Pennsylvania, in 1824, authorized and directed the Governor to appoint three commissioners "to examine routes along the Susquehanna, and other rivers in the state, with a view to the proper location and construction of canals." In February, 1825, a general internal improvement act was passed by the assembly, under the oper- ation of which the great public works of Pennsylvania were constructed at a cost exceeding $40,000,000.
In this stupendous undertaking the people of Luzerne naturally felt a deep interest, from the fact that it promised a speedy development of her vast mineral resources. A state internal improvement convention was assembled at Harrisburg, in August, 1825. Nathan Beach and Jacob Cist appeared there as representatives from Luzerne. Hon. David Scott was Luzerne's represent- ative on the Canal Commission.
On the 14th of March, 1827, the corner-stone of the first lock was laid at Harrisburg, in the presence of a vast multitude. There were present Governor Shulze of Pennsylvania, Governor Findley of Maryland, Governor Carrole of Tennessee, the speakers and members of the Senate and House of Represent- atives, the military, and a great crowd of citizens. The occasion was celebrated in the midst of discharges of cannon, the ringing of bells and rejoicing of the people.
Garrick Mallery and George Denison were elected to represent Luzerne in the General Assembly of 1827-8. They were sent for the express purpose of securing speedy action in reference to the commencement of the North Branch Canal. Their efforts, strenuously directed to that end, were successful, and on their return home, they were welcomed by a grateful constituency, who gave them a public dinner at the Phoenix Hotel, in Wilkes-Barré.
"The commissioners," says Pearce (470) "were directed to place the North Branch division of canal, from Northumberland to the state line, under contract. The 4th of July, 1828, was fixed upon as the day to break ground at Berwick; and the writer, then a boy, muimbered one among the great multitude assembled to witness the interesting seene. The military were there with their colors, and drums and gay attire. Crowds came from Wilkesbarre, Plymouth, Kingston, North - umberland, Danville, Bloomsburg, and from all the region round about for thirty iniles or more.
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1888
Old men and women were there, and the boys and girls from town and country came. And there was good cider, and a vast supply of cakes and beer, that made the eyes of the drinker snap. At the appointed hour the ceremonies began, by plowing near the present lock at Berwick.
"The plow was held by Nathan Beach, Esq., and was drawn by a yoke of splendid red oxen, owned and driven by Alexander Jameson, Esq. The loose earth was removed in wheelbarrows, a rock was blasted, cannon were fired, whiskey was drank, and all returned to their homes, happy and buoyant with the hope of a glorious future. The peace of the assemblage was disturbed by five displays of pugilistic science, called fist-fights, an absolute essential at all gatherings in those days.
"The laborers upon the public works were principally Irishmen, who were accustomed to the pick and the shovel, and, when stimulated by the indispensible whiskey, could fight or work as the occasion required. At that day the idea of constructing a canal without whiskey would have been viewed as preposterous; and equally absurd would the conduct of a farmer have been pro- nounced, who would have presumed to gather his harvest without the fiery beverage. Every shanty was supplied with whiskey, which cooled them when it was hot, and heated them when it was cool; that was good in prosperity or adversity, in sickness and in health, before breakfast in the morning, and on retiring to rest at night; in a word, an article that possessed specific virtues at all times, on all occasions, and under all circumstances. But the cool-headed spectator plainly saw that whiskey was the origin of strikes, and riots and feuds among the workmen themselves; that it was the great head-breaker and blood-letter of the day."
In 1830, the canal was completed to the Nanticoke dam which, in Novem- ber of that year, was finished to the extent of admitting several coal arks through the shute. The first boat, named "The Wyoming," built shortly thereafter by John Koons, at Shickshinny, was launched and towed to Nanticoke, where it was laden with ten tons of anthracite coal, a quantity of flour and other articles. The destination was Philadelphia. The North Branch Canal being new and filling slowly with water, the Wyoming passed through the Nanticoke shute and thence down the river to Northumberland, where it entered the Susquehanna division of the canal. It then proceeded with considerable difficulty by the way of the Union and Schuylkill Canals to Philadelphia. The Wyoming received in that city, fifteen tons of dry goods, and commencing her return trip, was frozen up in the ice and snow at New Buffalo, in January, 1831. From this place her cargo was transported to Wilkes-Barré on sleds.
On May 5, 1831, Derrick Bird of Wilkes-Barre announced that he would launch his canal boat "Luzerne" on the 14th of that month from a new boat yard on the shore of what is now the F. M. Kirby park. This boat, he further announced, "would be employed constantly between Wilkes-Barré and Phila- delphia, carrying produce and merchandise." The Philadelphia Chronicle, of June 1st, conveyed the intelligence of the arrival of this boat at "Bolton's wharf, on the Schuylkill with flour, coal and lumber."
The same journal congratulated Captain Bird upon being the first arrival from the Wyoming region via the canal and cheerfully concluded: "thus we see the vast resources of our State brought to our markets by means of our canals." In July, this boat returned with a cargo of merchandise and reached the Nanti- coke dam after a voyage of eleven days, being likewise the first vessel to complete the round trip by canal exclusively.
Navigation of the North Branch artery was not, however, to be undertaken without risk for several years to come. The state was having troubles with the proper functioning of supply streams and water levels. The high water in the Spring of the years 1832 and 1833 destroyed a portion of the Nanticoke dam, and caused as well much damage to locks and retaining walls. Delays were ex- asperating and no regular schedules could be adopted until the year 1835, when two packet boats, the "George Denison" and "Gertrude" were launched from the Bird yard. These were the first passenger boats to operate on the North Branch division and were financed by a company composed of M. Horton, A. O. Cahoon and other residents of the valley. They first ran on a daily schedule
1889
between Wilkes-Barré and Northumberland, making connections at the latter port with packets on other divisions of the Pennsylvania canal. "For comfort and convenience," so an advertisement on the line remarked, "they surpass every other mode of travelling."
A description of one of these packets, contained in the columns of Hasard's Register, (June, 1837) may be read with interest at this time:
"These boats are constructed according to the most approved plan of those used on the New York and Erie canal. The largest are 79 feet long; and will carry 25 passengers, and 30 tons of freight, to be drawn by two horses. The apartments are these: a ladies' cabin in the bow of the boat, calculated for eight persons. This cabin is handsomely decorated, and has tables, chairs, and beds for the number of persons, and is as neat and comfortable as such rooms usually are in steam boats. The next room is what is called the 'mid ships,' containing the freight. Next is the gentleman's room, large enough for all the passengers; this room, besides a bar, with the choicest liquors, is calculated for a table, at which all the passengers breakfast, dine, and sup, and contains beds or bunks for all the male passengers. The last room is the kitchen, at the steerage where cooking is done in superior style."
In May, 1837, appeared the first announcement of the establishment of the Susquehanna Line, a daily through service of packets between Philadelphia and Wilkes-Barre .* The Line's advertisement is quoted for the information it contains:
A CANAL PACKET-BOAT.
"Passengers can leave the West Chester Hotel, Broad street Philadelphia, daily, at six o'clock, A. M. reach Harrisburg at 4 P. M. of the same day. Northumberland, at 10 o'clock, A. M. of the next day, and Wilkes-Barre on the succeeding morning, at 8 o'clock, when Coaches will immediately start for Carbondale, Tunkhannock and Montrose, and thence to the western part of New York State. Returning the Boats leave Wilkes-Barre daily at 2 o'clock P. M. and reach Philadelphia in 48 hours thereafter.
"The Boats also arrive at Williamsport on the West Branch, at about 9 o'clock P. M. of the same day they reach Northumberland and return daily.
"The Boats on the above line have been repaired and are now confidently recommended to the Public as a pleasant, comfortable, and convenient mode of Traveling. Seats inay be taken in Philadelphia, in the north east corner of Fourth and Chestnut streets, at No. 200 Market street, at the West Chester Hotel Broad street, and at the White Swan Hotel, Race street."
*The seven boats of the Susquehanna Line in 1837, one of which reached Wilkes-Barre and departed from the Northampton street lock daily, were the "Comet." Captain Mclaughlin; the "Pennsylvania," Captain Frederick; "Jackson," Captain Will; "Monroe," Captain Daniels; "George Denison," Captain Palmer; "Gertrude," Captain Cook; and "Washington," Captain Sloan.
1890
"Freight may be forwarded by Rail Road, from Orrick & Noble and J. J. Lewis & Co., Broad street, and by Capt. McCabe's Line of Union Canal Boats, to Harrisburg, (where they will be received by the Susquehanna line) from Jabez Harradin, Vine street Wharf, Schuylkill.
"P. M. C. Gilchrist, Agent.
"Wilkes Barre May 17, 1837.
The lazy canal boat might be said to have controlled the destinies of the Wyoming Valley for a period of fifteen years-roughly speaking from 1830 to 1845. It was a period of rapid commercial advancement and marvelous material prosperity for the community. Reflected in census figures of the Borough of Wilkes-Barré alone, a gain of some fifty per cent. in population followed in the interval between 1830, when the figures stood at 1201, and the census of 1840, which gave the Borough a population of 1718. In'1850, these population figures reached 2723.
Due to the opening of new routes of passenger travel, which will be dis- cussed in a later portion of this Chapter, the canal packet trade showed the first tendency toward decline, which was later to be generally lamented by those responsible for the expensive system of canals which burdened the Common- wealth.
But in the ability of the canal to move a constantly growing anthracite tonnage, Wilkes-Barré in particular saw opportunity which induced its men of affairs to invest in local canal enterprises long after the oncoming railroad had sealed the doom of artificial water ways.
Original surveys made by the State had located an extension of the North- umberland-Wilkes-Barré or Wyoming division of the North Branch system, from Northampton street in Wilkes-Barré, northward to the New York state line; an additional distance following the winding Susquehanna, of one hundred and four miles.
The Commonwealth had entered without enthusiasm upon this final task of completing its originally planned internal improvement. .
The cost of previously constructed sections in the most prosperous peri- ods, had outrun even the predictions of the chronic pessimist. Returns to the State upon its investment barely succeeded in meeting interest charges on the huge bonded indebtedness, and were in the end of things to temporarily bankrupt the public treasury to the extent of causing it to default on interest payments.
But the Wyoming Valley was enthusiastic about completing the upper Susquehanna branch. Its mineral products would thus reach a connection with the Erie canal, with a promise of entering new western as well as additional eastern markets.
The State, on the other hand, proceeded cautiously. Work on the water bed of the canal continued half heartedly until 1838, when the excavation reached from the Redoubt basin to the mouth of the Lackawanna at Pittston. With the exception of connecting up various sections of this excavated portion, and completing a dam in the Lackawanna for water supply purposes, all work was then dropped. The Mill Creek Viaduct was one of these connecting links com- pleted after general work had stopped and was considered the most remarkable engineering feat of the North Branch division. To carry the canal bed across the deep chasm of Mill Creek, Colonel Moorelicad, the State Engineer assigned to the task, first constructed a high trestle work and then laid a miniature canal on its top. This aqueduct served the double purpose of permitting canal boats to pass through it as well as to afford an inflow of water for the basin and the canal
1891
level at Wilkes-Barré, where a water shortage at certain seasons had prevented a complete use of the level. The flume was completed September 30, 1840, whereupon the State withdrew its engineers.
Scarcely had the Aqueduct been completed before an early Spring freshet, in the Spring of 1841, overflowed the retaining walls and opened eight well defined breaches in them between Pittston and Wilkes-Barré. It was not until the year 1842 that local resi- dents, in particular, could in- duce the legislature to take fur- ther action. When this followed, it was rather in the direction of permitting private capital to complete the undertaking than for the Commonwealth sinking more public funds in a doubtful project.
In the latter year, the leg- islature incorporated the North Branch Canal Company, with a capital stock of $1,500,000, and MILL CREEK AQUEDUCT. transferred to the Company all the right, title, and interest of the Commonwealth in the unfinished work from the Lackawanna river to the southern boundary of New York, provided the Company completed the canal within a period of three years. In 1843, a supplement to the foregoing was passed by the General Assembly, donating to said Company the finished canal, from the outlet lock at Solomon's Creek to the Lackawanna, fourteen miles, as a further inducement to the forination of the Company and the completion of the enterprise. It was supposed that the liberal offer of the State would induce prompt action on the part of capitalists, but the presumption was not well founded. In 1848, the Commonwealth resumed the work. Up to the 30th of November, 1857, this North Branch Extension, as it was called, had cost the State $4,658,491.12.
To connect the North Branch Canal with those of the State of New York, sixteen miles of additional canal were necessary, to construct which the Junction Canal Company was formed. Through the energy of Mr. Arnot, of Elmira, Messrs. Laport, Mason, and others, of Towanda, George M. Hollenback, and others, of Wilkes-Barré, and Judge Mallery, of Philadelphia, the connection was effected. In November, 1856, the first boats laden with coal departed from Pittston, destined for Weston, New York. The boat "Tonawanda," Captain A. Dennis, loaded with forty tons of coal from the mines of Mallery and Butler, and the boat "Ravine Coal Co. No. 4," Captain T. Knapp, were the first to ascend the canal, and with great difficulty reached their destination at Elmira. They were given half cargoes, and were drawn by double teams, yet their pro- gress was slow and heavy. Before the canal closed for that year, however, one thousand one hundred and fifty tons were transported northward, and in 1857, two thousand two hundred and seventy-four tons.
1892
Those who have in mind a picture of the City of Wilkes-Barre today can scarcely grasp an outline of what it was in the heyday of its canal era. Crossing the Susquehanna from its westerly bank about a mile above the Nanticoke dam, the canal entered an extensive basin at the mouth of Nanticoke creek. The canal proper then wound diagonally across the flats below Wilkes-Barré where Soloman's creek gave it the opportunity of another basin reserve. It then fol- lowed what is now the bed of the Pennsylvania Railroad, to Northampton street, in Wilkes-Barré, just south of which a lock was necessary to reach a higher level. Subsequent development led the waterway under Northampton street where a bridge was erected to accommodate traffic on the Easton and Wilkes- Barré turnpike.
The canal then followed what is now Pennsylvania avenue to approxi- mately the Laurel Line station where the course of the waterway was deflected in a north-westerly direction between Union and Franklin streets, along what is the present road bed of the Laurel Line. Beyond River street and on what is now the site of the Court house, and its grounds, a huge pool was hol- lowed out, mentioned officially as the "Public Basin" but more popularly known as the Redoubt basin .*
Private loading docks, there and elsewhere, however, gave individual names to certain sections. In June, 1837, H. Colt and R. Porter advertised that they possessed a "large and con- venient storehouse on the canal at Bank (River) street near the Pub- lic Basin, where goods will be re- ceived for storage or forwarding."
CANAL BASIN-REDOUBT.
In 1842, William Ridall announced that he had established a "boat yard at the Redoubt Basin." Bennett's Basin was another well known point of for- warding and storage. In 1855, Zenus Barnum gave notice that he had "opened a commission and forwarding house" there. George N. Stark was likewise en- gaged in the wholesale business at this point. This basin was reached from Union street, near Franklin.
The Hollenback basin likewise comes in for a share of mention at a some- what later period. On June 4, 1856, it was announced that Hollenback and Com- pany, the partners being B. K. Haag, J. H. Brown, of Milton, and George M. Hollenback, had acquired the interest of E. Bogardus in the forwarding business and would succeed him at Hollenback basin. This was located at the intersec-
*"A day never to be forgotten," says an unnamed contributor to Johnson's Historical Record, "was that on which it was announced, that the waters of the Susquehanna were to be let into the new canal. How long those embankments had been before the eyes of boys associate with the strange promise of another water high-way for merchandize and travel? But who of them believed it? But a holiday was declared and the long lingering promise was actually in its fulfillment. At the old 'Redoubt' in the bed of the canal, stood every academic, holding high in air his shoes and stock- ings-waiting for the waters. Down they came, so slowly; over the naked feet of how many mother's sons rose the gentle tide. What a gladsome day, at a day, when no dreamer could have been found bold enough to promise the present easy access to the far-famed Valley of Wyoming. Now 'Redoubt' has disappeared; the canal is no more; how many landmarks of the past are disappearing, if they have not passed from the knowledge of Wyoming's sons already."
1893
tion of Market and Canal (Pennsylvania avenue) and across from it, about the location of the Lehigh Valley railroad station, was a boat yard. As surface traffic grew, so did the necessity of bridging the canal at various points other than Northampton street.
Bridges at Washington, North Main, Franklin and River streets were added as the need arose and the canal was likewise bridged at East Market street and again at Hazle avenue. Many of these early bridge structures were in use well into the late 80's.
In proportion as the canal brought prosperity, it likewise wrought changes in the business zones of the community. The early warehouses and docks along the Susquehanna gave place to substantial buildings of commission and wholesale firms abutting on the canal. In fact, at the present writing, the whole- sale district of Wilkes-Barré still maintains its place along the route of the old canal and streets adjacent thereto.
Today, but few remains of Pennsylvania's expensive system of canals can be found in all the Wyoming region. Portions of the old canal bed are vis- ible from Buttonwood to Nanticoke along the right of way of the Pennsylvania railroad. Other portions can be seen from windows of the Delaware, Lackawanna and Western railroad on the opposite side of the Susquehanna from West Nanti- coke to Northumberland. Concealed in a chump of willows on the river bank just below the present remains of the Nanticoke dam may be found the sole remaining stone lock of the canal with its heavy wooden gates still in place. Not a vestige remains of the expensive internal improvement within the confines of Wilkes-Barré.
The original dimensions of the Pennsylvania canals were forty feet water level, twenty-eight feet bottom, with four feet of deptlı, designed for boats carry- ing eighty tons weight. The canal from Wilkes-Barre to the New York line had three dams and thirty locks, with an average lift of eight feet, while that part extending from Wilkes-Barré to Northumberland had eleven locks, with an aver- age lift of eight feet, and only one dam, that at Nanticoke.
As early as 1844, the Commonwealth had under advisement disposing of a portion of its canal system from Middletown to Pittsburg. The matter was referred to voters of the state. The measure failed at that time, Luzerne County indicating its full faith in the canal improvement by casting a vote of four thon- sand four hundred thirty-eight against the sale to three hundred seventy-eight voters in favor of selling.
But the railroad was gaining favor. And once again, the competition of states and the urge of rivalry were to bring about a third upheaval of the trans- portation systems of the country.
Baltimore had done more than any other eastern city to ally herself with the West and to obtain its trade. She had instinctively responded to every move made by her rivals in the great game. If Pennsylvania promoted a Lancaster Turnpike, Baltimore threw out her superb Baltimore-Reisterstown Boulevard. If New York projected an Erie Canal, Baltimore successfully championed the building of a Cumberland Road by a governmental godmother. So thoroughly and quickly, indeed, did she link her system of stone roads to that great artery, that even today many well-informed writers seem to be under the impression that the Cumberland Road ran from the Ohio to Washington and Baltimore.
1894
Now, with canals building to the North of her and canals to the South of her, what of her prestige and future?
For the moment Baltimore compromised by agreeing to a Chesapeake and Ohio canal which, by a lateral branch, should lead to her market square. Her scheme embraced a vision of conquest regal in its sweep, beyond that of any rival, and comprehending two ideas worthy of the most farseeing strate- gist and the most astute politician. It called not only for the building of a trans- mountain canal to the Ohio but also for a connecting canal from the Ohio to the Great Lakes. Not only would the trade of the Northwest be secured by this means-for this southerly route would not be affected by winter frosts as would those of Pennsylvania and New York-but the good godmother at Wash- ington would be almost certain to champion it and help to build it since the pro- posed route was so thoroughly interstate in character. With the backing of Maryland, Virginia, Western Pennsylvania, Ohio, and probably several states bordering the inland lakes, government aid in the undertaking seemed feasible and proper.
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