Historical and biographical annals of Berks County, Pennsylvania, embracing a concise history of the county and a genealogical and biographical record of representative families, Volume I, Part 14

Author: Montgomery, Morton L. (Morton Luther), b. 1846; J.H. Beers & Co
Publication date: 1909
Publisher: Chicago : J. H. Beers & Co.
Number of Pages: 1018

USA > Pennsylvania > Berks County > Historical and biographical annals of Berks County, Pennsylvania, embracing a concise history of the county and a genealogical and biographical record of representative families, Volume I > Part 14

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SCHUYLKILL CANAL .- The Schuylkill Canal Nav- igation Company was incorporated on March 8, 1815, for the purpose of transporting coal, lumber, merchandise, produce, etc., by a system of canals and slackwater navigation, by appropriating the water of the Schuylkill river from Mill creek, in Schuylkill county, to Philadelphia. The transporta- tion of articles was then carried on over the Centre turnpike to Reading, and the Perkiomen and Ger- mantown turnpikes to Philadelphia. Certain com- missioners were named in the Act, and they were directed to open subscription books at various places in May, 1815. The par value of a share of stock was fixed at fifty dollars, and twenty-five hundred shares were to be subscribed at Reading-one-fourth of the total shares.

The first board of directors was elected at Nor- ristown on Oct. 5, 1815. It included two members from Berks county-Lewis Reese, of Reading, and John Wiley, of Maiden-creek. Samuel Baird, of

HISTORY OF BERKS COUNTY, PENNSYLVANIA -

Pottsgrove (now Pottstown), was also a member, tolls over $400,000. Ample dividends were made; but he soon afterward removed to Reading and and shares, which cost originally $50, were sold practised law.

The construction of the canal was begun in 1817, and completed in 1822, from John Potts's, at the mines, to within one-half a mile of Hamburg, be- low the Blue Mountain. The lower section, from the Schuylkill bridge at Philadelphia to Reading, had been finished. Boats carried during 1821 over the completed portion of the canal, from the coal mines to the vicinity of Hamburg, large quantities of coal, which were deposited there and sold out by the ton to the country people from the neigh- borhood and for many miles distant. The unfin- ished portion of the canal was reported to have been completed during the year 1822; and this was the first completed navigation in the country.

The total length from Mount Carbon to Phil- adelphia was 105 miles (62 of canal and 43 of pools in river), with a fall of 588 feet; in- cluding 120 locks (81 above Reading and 39 be- low) ; 28 dams, 17 arched stone aqueducts, and a tunnel 450 feet long, cut through solid rock. The total cost was $1,800,000.

In 1827-28, the canal was extended to Mill creek, making the total length 108.23 miles; and, by an enlargement in 1846, the number of locks was re- duced to 71, with a total fall of about 620 feet. The size of the locks was 18 by 110 feet; width of canal, 60 feet; depth of water, 6 feet. The capacity of boats was 180 tons.

The cost of transportation by land from Read- ing to Philadelphia was 40 cents a hundredweight ; by canal it was reduced to 123 cents. The toll on coal from Mt. Carbon to Philadelphia in 1825 was 6 cents a bushel or $1.68 a ton.

Horses or mules were not used for towing boats These packets were well patronized, and contin- ued in successful operation till about 1832, when the increasing traffic on the canal forced them to previous to 1826. The boats were first towed through the canals by men at the end of long tow- lines. Two men drew a boat after them by press- be withdrawn. Theretofore boats, loaded and emp- ing their shoulders or breasts against a stick fast- ty, would turn out or lay over for an approaching packet, which was given the right of way. ened crosswise to the end of the tow-line. With sich locomotion, a trip from Mount Carbon to

The first steamboat on the canal came from Phil- Philadelphia and back generally required six adelphia to Reading on Dec. 5, 1826. Twenty years weeks. At this time there were no tow-paths along afterward, a line of Steam Packets was begun be- the pools of the navigation; hence the necessity tween Reading and Philadelphia. The first packet for man-power.

The following statistics show the great traffic over the canal during the first five years after its completion :

Passed down Canal

1826

1827

1828 |

1829 |

1830

Barrels of flour

21,245| 31,436| 66,835] 1 5,023| 1 7,799

Tons of coal

16,767

31,630 47,284|

79.9731

89,984

Tons of iron ore

2,541

1,472

1,674

5561

602

Tons of iron

1,583

1,853

958

1,125

Tons of whiskey

420

483

1,152

868

1,146

Total tons descending

25,561

53,782

84,133

112,704

136,531

Total tons ascending

6,843

11,719

21,329|

21,800

44,254

Total tolls received

$43,108|$58,149|$87,171 |$120,039 |$148,165

1 In tons.

The traffic continued to increase from year to year. In 1842, it was over 500,000 tons, and the

as high as $175, and even $180. In 1851, the total tonnage was 842,097 tons, of which there were 579,156 tons of coal; and the total toll was $285,- 621. After 1861, the canal tonnage reached in some years nearly 1,400,000 tons of coal and 300,000 tons of merchandise and miscellaneous articles. The

capacity of the canal was estimated at 1,800,000 tons descending, and at least 500,000 tons ascending.

The boats were from 17 to 173 feet wide, and 100 to 101 and 102 feet long, with a maximum capacity of 190 tons.

After the year 1858, the company offered prem- iums for dispatch in transportation. Two boats competed energetically and proved that a trip from Port Carbon to New York and return could be made in seven days. This was regarded as an extraordi- nary performance. The interest taken in this con- test was so great that a boat came to be loaded at the canal landings in eighteen minutes from the time the boat reached the wharf till the trip was resumed. Finally, trouble was anticipated from this rivalry and the company put an end to it. The company continued to operate this great enterprise till 1870, when they leased it to the Philadelphia and Reading Railroad Company for a term of nine hundred and ninety-nine years.

PACKETS .- In 1825, John and Nicholas Coleman introduced the system of running packets through the canal from Reading to Philadelphia. Trips were made three times a week. The fare was $2.50, and a trip was made in a day. The packets had no berths for sleeping purposes, but a large dining- room. Cooking was done aboard, and meals were furnished.

arrived on Sept. 28, 1846. It was built of iron, with two Ericson propellers, 85 feet long, and 13} feet wide. They departed from Reading every day, ex- cept Sunday, at 2 P. M., and arrived at Philadelphia the next morning. And they departed from Phila- delphia and arrived at Reading on the same time. The fare was $1 a trip. But this enterprise did not continue long in operation.

RAILWAYS

The first railway in Pennsylvania was built in 1827 from Mauch Chunk to Summit Hill, in length nine miles. It was constructed to complete the transportation of coal from Mine Hill to Philadel-

INDUSTRY OF COUNTY

phia. From Mauch Chunk to Philadelphia a canal A superior, large stone bridge across the Schuylkill, had been constructed shortly before by the Lehigh above Tuckerton, is also noteworthy. Coal and Navigation Company. But the canal could not be extended to Mine Hill; so the company was compelled to build a railway to take the place of ordinary roads. Soon afterward, The Little Schuyl- kill Railroad Company was incorporated, and it con- structed the railroad from Tamaqua to Port Clinton.

P. & R. R .- In 1833, a railroad was projected from Port Clinton via Reading to Philadelphia. The Little Schuylkill Railroad Company was auth- orized to extend its railroad to Reading, and to construct one from Reading to Philadelphia. A company was chartered on April 4, 1833, under the name of the "Philadelphia and Reading Railroad Company." Twenty-seven commissioners were ap- pointed, including George de B. Keim, Matthias S. Richards, Isaac Hiester and James Everhart, of Reading. Immediate steps were taken to construct this road. A considerable portion was finished dur- ing 1835. By December, 1837, one track of the road was completed from Reading to Pottstown. An excursion party, comprising one hundred citi- zens of Reading, made a trip on the 6th of Decem- ber in five freight cars, temporarily fitted up with seats and drawn by five horses. It started from the in its buildings, stores, factories, churches and depot at 9 A. M., and arrived at Pottstown in two schools. and three quarters hours, including all stops. In returning, it left at 2 P. M. and arrived at Reading at 5 P. M. The first regular train from Reading to Pottstown ran on May 1, 1838; to Norristown, on July 16, 1838; and to Philadelphia in December, 1839. The fare was: First-class, $2.50; second- class, $2.

The Little Schuylkill Railroad Company being unable to construct the road from Port Clinton to Reading, the charter of the Philadelphia & Reading Railroad Co. was therefore extended to cover the construction and operation of a railroad from Read- ing to Pottsville; and notwithstanding the financial was completed within four years afterward. The first train ran over the whole line from Philadelphia to Pottsville, ninety-three miles, on Jan. 1, 1842, and the road was opened for general travel on the 10th. The second track was laid in 1843, and opened for travel in January, 1844. The distance from Read- ing to Philadelphia was traveled in two hours; to Pottsville in one hour and twenty minutes.

tion-one near Phoenixville, in length 1,931 feet, at a cost of $150,000; the other near Port Clinton, in length 1,606 feet, at a cost of $125,782. The latter extends through the Blue Mountain, and the depth from the surface at the top of the mountain is 119 feet. A third tunnel was constructed at Manayunk, in length 940 feet, costing $75,000. The Phoenix- ville and Manayunk tunnels were enlarged in 1859. Reading:

The introduction of this railway immediately stimulated enterprise at Reading, and caused energy and capital to be directed toward manufacturing. The increasing tide of affairs induced people and capital to concentrate here more and more every succeeding year; and buildings multiplied rapidly to answer the demands of the increasing population. The company established its workshops here when the railway was completed, and these have grown here in capacity with the ever-increasing traffic of the road. The first large shop occupied the half block on the west side of Seventh street between Franklin and Chestnut streets, where it continued for over sixty years. Its extensive and costly shops are now situated along the northern extremity of Sixth street. Each succeeding decade found the company with more extended shops of all kinds for the manufacture of engines and cars, affording in the meantime constant employment for an ever-in- creasing number of workmen. The total annual in- come to the people of Reading from this single source during the past seventy years counts into millions of dollars, all of which contributed directly toward the substantial growth of this community,

The passenger station (or "depot" as it was generally called) was located at the northwest cor- ner of Seventh and Chestnut streets, and continued there till 1874, when it was removed to the "junic- tion" of the Lebanon Valley and East Pennsylvania railroads, nearly a mile to the north, called "Main Station," where a fine large building had been erec- ted. This was done to accommodate the large pas- senger traffic. It is surmounted with a large and elevated clock-tower. Extensive covered platforms are constructed over the three roads, nearly a half- mile in length; eastern, 1,038 feet; northwestern, 709 feet; southwestern, 692 feet; the first being 47 difficulties which prevailed about 1838, the project feet wide, and the others 42. The passenger trains to Philadelphia and Pottsville pass through the first ; those to Harrisburg and to Allentown through the second ; and those to Columbia, Slatington, and Wil- mington, through the third. It was begun in 1871, and completed in 1874, when the lower station was abandoned. In 1884 the company re-established the station at Franklin street. .

The stations in the county are the following : Douglassville, Monocacy, Birdsboro, Exeter, Frank-

In the establishment of this great enterprise, the construction of two long tunnels is worthy of men- lin Street, Reading, Tuckerton, Leesport, Mohrs- ville, Shoemakersville, Bern, Hamburg. The length of the railway from the southern extremity of the. county to the northern is forty miles.

The train service for passengers, coal and freight, over the Philadelphia & Reading railroad and its several branches, is very extensive, as will ap- pear by the following statistics for July, 1908, at

HISTORY OF BERKS COUNTY, PENNSYLVANIA

Passenger trains.

Coal and freight --

Main Line. .90

Lebanon Valley .65

East Penn .. 48

Reading & Columbia .12

Wilmington & Northern 19

Schuylkill & Lehigh

LEBANON VALLEY .- An Act was passed April 1, 1836, incorporating the "Lebanon Valley Railroad Company," for a railroad from Reading to Harris- burg. It required an actual subscription of four thousand shares of stock before the charter should become operative. This number could not be ob- tained by private subscriptions, and the project was allowed to slumber for seventeen years. In 1853, the idea was conceived that Lebanon and Reading, as municipal organizations, should encourage the en- terprise by a large subscription of the stock, the former, two thousand shares, and the latter, six thousand.

A supplementary Act was accordingly passed on April 5, 1853, with a provision that the subject of a subscription be submitted to the taxables of the respective places. The city councils of Reading discussed this subject on May 11, 1853, and ordered an election to be held on June 15th following. This election was to decide for or against a subscription of four thousand shares, amounting to $200,000. The result of the election was 1,658 for subscription, and 682 against. The election having terminated favorably, certain taxables applied to the Supreme court for an injunction, but it was refused. The subscription by the city councils was made, and in payment thereof city bonds were issued amount- ing to $200,000. During the completion of the road an Act was passed, May 5, 1857, to authorize the consolidation of the Lebanon Valley Railroad Com- pany with the Philadelphia & Reading Railroad Company, upon first obtaining consent of the stock- holders. The city councils approved of the consoli- dation, especially upon having been assured by the Philadelphia & Reading Railroad Company that the city bonds would be returned and that its company would assume the subscription of four thousand shares. The road was completed, the con- solidation effected, and the city bonds were returned.

Trains began to run to Lebanon in June, 1857; and to Harrisburg in January, 1858. Length of this railroad in the county, sixteen miles; with the following stations: Sinking Spring, Wernersville, Robesonia, Womelsdorf.

EAST PENN .- On March 9, 1856, an Act was passed incorporating the "Reading and Lehigh Railroad Company," for a railroad from the junc- tion of the Philadelphia & Reading and the Lebanon Valley railroads at Reading, to the Lehigh Valley railroad at Allentown. The title of the company was changed to "East Pennsylvania Railroad Com- pany," by Act passed April 21, 1857. The construc- tion of the roadway began in June following. The the Berks County Railroad Company.

first ground was broken at a spot, now the highest point of the cut, a short distance north of Temple station, on June 11, 1857; and it was prosecuted with energy for two years. The last spike was driven on April 20, 1859, and the completion was signalized by a demonstration at Temple on May 11th. On that day, trains began to run be- tween Reading and Allentown Junction, a distance of thirty-six miles. It was leased to the Philadel- phia & Reading Railroad Co. in May, 1869, by which it has been operated since.

The length of the railroad in the county is twenty- three miles, with the following stations: Temple, Blandon, Fleetwood, Lyons, Bowers, Topton, Mertztown, Shamrock.

READING & COLUMBIA .- Whilst the Lebanon Valley and East Penn railroads were being con- structed, the subject of extending a railroad from Sinking Spring (a station on the former) to Col- umbia was discussed with earnestness. In this be- half an Act was passed on May 19, 1857, incorporat- ing the "Reading & Columbia Railroad Company," and naming fifteen commissioners. The first pro- ject was to extend the road from a point in Read- ing; but in 1861 an Act was passed authorizing a connection to be made with the former railroad at any point between Reading and Sinking Spring. Numerous meetings were held at Ephrata, Lancas- ter, Columbia and Reading, and reports pertaining to the business which the territory would afford were made to encourage the construction of the road; and these eventually terminated in its suc- cessful completion in March, 1864, from Sinking Spring to Columbia, a distance of forty miles. The first passenger train ran in May, 1864. The length of the railroad in the county is five miles, with two stations, Fritztown and Vinemont.

WILMINGTON & NORTHERN .- A railroad was also encouraged through the southern section of Berks county, by inhabitants of Robeson, Union and Caer- narvon townships, and they obtained an Act on April 20, 1864. The road was to extend from a point on the Philadelphia & Reading railroad, at or near Birdsboro, by the most available route, to any railroad built in Chester county. The incorpor- ated body was named Berks and Chester Railroad Company ; and the company was authorized to con- struct branch railroads not exceeding nine miles in length. In 1866, authority was given to connect the road with the Delaware and Pennsylvania State Line railroad, and effect a consolidation with this company under the name of the Wilmington & Reading Railroad Company. The name was sub- sequently changed to Wilmington & Northern Rail- road Company. The road was opened for travel as follows: From Wilmington to Coatesville, thirty-three miles, in December, 1869 ; to Birdsboro, sixty-three miles, in June, 1870; and to Reading, seventy-two miles, in February, 1874. It was con- structed to a point in Poplar Neck, and the road from that point was extended through Reading by

INDUSTRY OF COUNTY

The passenger station of the company at Read- Lehigh Railroad Company"; and subsequently this ing was for a time at the southwest corner of Sec- ond and Cherry streets. In 1882 the company effec- ted an arrangement to run its trains to and from the station of the Philadelphia & Reading Rail- road Company ; and in 1902 the road was leased to the latter company.

The following stations are in the county: Birds- boro, White Bear, Geigertown, Joanna. The pas- senger station at Birdsboro is a handsome structure. Length in county, twenty miles.

WEST READING .- The . manufacturers situated along the Schuylkill canal secured an Act on March 20, 1860, to construct a railroad from the Lebanon Valley railroad at Fourth street to a point on Canal street near the gas works, and to organize a com- pany under the name of West Reading Railroad Company. The road was constructed, in length nearly two miles, and opened for traffic in 1863. This company operated it for ten years, and then transferred it to the Philadelphia & Reading Rail- road Co., by which company it has been used since, as a branch road in delivering and receiving freight.

COLEBROOKDALE .- In March, 1865, a railroad was constructed from the Philadelphia & Reading rail- road at Pottstown to Boyertown and a company was incorporated under the name of "Colebrookdale Railroad Company." The road was constructed to Barto, a distance of nearly thirteen miles, and opened to travel in November, 1869.

The stations in the county are Manatawny, Iron- stone, Colebrookdale, Boyertown, Bechtelsville, Barto. It was leased to the Philadelphia & Read- ing Railroad Company on Jan. 1, 1870, for twenty years, which lease was renewed.

KUTZTOWN BRANCH .- In 1854 a company was incorporated under the name of the Allentown Rail- road Company, to construct a railroad from Allen- town to the Philadelphia & Reading railroad at any point between Reading and Port Clinton; and if this railroad should not be extended by way of Kutztown, a branch should be constructed to that place. Subsequently a section of the road was con- structed from Topton to Kutztown, in length four and a half miles, and opened for travel in January, 1870. It has been operated since by the Philadel- phia & Reading Railroad Company under a lease.

SCHUYLKILL & LEHIGH .- In March, 1871, a com- pany was incorporated for the purpose of construct- ing a railroad from a point on the Wilmington & Northern railroad, at or near Birdsboro, through Reading, to connect with any railroad or railroads in the county of Lehigh; commissioners were ap- pointed and a company was created by the name of "Berks County Railroad Company," and it was con- structed from the "Cut" in "Poplar Neck," through Reading, by way of the Maiden creek, to Slating- ton, where connection was made with the Lehigh Valley railroad, a total length of forty-five miles. The road was opened for travel in July, 1874. Shortly afterward, the road was sold and a reor- ganization effected under the name of "Berks & was erected during the years 1884 and 1885.

name was changed to "Schuylkill & Lehigh Rail- road Company." The road is carried on by the Philadelphia & Reading Railroad Company under a lease. The length of the road in the county is twenty-four miles, and the stations are Maiden- creek, Evansville, Moselem, Virginville, Lenharts- ville, Kempton.

BELT LINE .- For a number of years the increas- ing traffic on the main line of the Philadelphia & Reading railroad rendered its passage through Reading more and more difficult to handle, and finally, in 1900, the management determined to re- lieve the great congestion which extended from the "Walnut street Cut" northward several miles, by constructing a "Belt Line" around Reading ; which started at a point called the "Junction," in Muhlen- berg township, about a mile north of the main sta- tion at Reading, thence crossing the river and pass- ing through Bern, Spring and Cumru townships, and ending in the main line about two miles south of Reading. It was opened for traffic in 1902.

SIGNAL SERVICE .- From the beginning of the service on the P. & R. railroad the company main- tained along the main line a number of "signal towers" for the purpose of notifying the trainmen as to the situation and movement of the trains; then the "Hall block system" was introduced, as a more reliable system, and it has proved very useful and satisfactory.

PENNSYLVANIA SCHUYLKILL VALLEY .- The Phoenixville, Pottstown & Reading Railroad Com- pany was incorporated on Sept. 30, 1882, for oper- ating a railroad from Phoenixville to Reading, by way of Pottstown; and on the same day, the Phil- adelphia, Norristown & Phoenixville Railroad Com- pany was incorporated for operating a railroad from Philadelphia to Phoenixville. On May 1, 1883, these two companies were consolidated, under the name of Pennsylvania Schuylkill Valley Railroad Company, and a month afterward a lease was effec- ted with the Pennsylvania Railroad Company. The latter company then constructed the railroad from Philadelphia to Reading, by way of Norristown and Phoenixville, during 1883 and 1884, opening it to Reading on Nov. 15, 1884. In the course of its construction the company erected four substantial bridges across the Schuylkill within the county- Douglassville, Poplar Neck, Little Dam, and Read- ing-and three handsome passenger stations : Doug- lassville, Birdsboro, Reading.

The length of this railroad from Reading to the Montgomery county line is fourteen miles.

The Penn street bridge stood in the way of im- provements by this company at the foot of Penn street, and, in pursuance of a proposition by this company to substitute a superior iron bridge in its place, at a cost of $100,000, provided the county of Berks contributed $33,000, the old wooden bridge was removed and the present handsome iron bridge

HISTORY OF BERKS COUNTY, PENNSYLVANIA

The Reading & Pottsville Railroad Company was incorporated afterward for operating a railroad from Reading to Pottsville, by way of Hamburg and Port Clinton, and this was constructed during 1884 and 1885, as a continuation of the railroad from Philadelphia to the coal regions. It was op- ened to Hamburg on Dec. 7, 1885, and in 1886 to Pottsville. On Dec. 1, 1885, this road was also leased to the Pennsylvania Railroad Company. The company erected a fine station at Hamburg. The length of the railroad northward from Reading to the Schuylkill county line is twenty miles ; and the total length in the county is thirty-four miles. A fifth bridge was constructed obliquely across the Schuylkill river at Hamburg.

ELECTRIC RAILWAYS .- Street railways began to be laid down in Reading in 1874, but a number of years elapsed before they were operated success- fully. The first extensions of the system were made into the surrounding country districts as follows:

To the Black Bear Inn and Stony Creek in 1890; and an extension was made from a point near the latter place to Boyertown in 1902, by way of Jack- sonwald, Oley Line, Friedensburg and Shanesville; and an extension from Black Bear Inn to Birds- boro in 1904 by way of Seyfert and Gibraltar.

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Historical and biographical annals of Berks County, Pennsylvania, embracing a concise history of the county and a genealogical and biographical record of representative families, Volume I, Part 14

Author: Montgomery, Morton L. (Morton Luther), b. 1846; J.H. Beers & Co Publication date: 1909 Publisher: Chicago : J. H. Beers & Co. Number of Pages: 1018

Author: Montgomery, Morton L. (Morton Luther), b. 1846; J.H. Beers & Co
Publication date: 1909
Publisher: Chicago : J. H. Beers & Co.
Number of Pages: 1018