History of Chester County, Pennsylvania, with genealogical and biographical sketches, Part 99

Author: Futhey, John Smith, 1820-1888; Cope, Gilbert, 1840-1928
Publication date: 1881
Publisher: Philadelphia, L. H. Everts
Number of Pages: 1162

USA > Pennsylvania > Chester County > History of Chester County, Pennsylvania, with genealogical and biographical sketches > Part 99

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

PENNSYLVANIA RAILROAD.

The main line of the. Pennsylvania Railroad, extending from Philadelphia 353 miles westward to Pittsburgh, grew out of the system of public improvements inaugurated by the State in 1826, in which year an act was passed pro- viding for a canal, to be styled " The Pennsylvania Canal," to be constructed at the expense of the State. It was to be built from the river Swatara, at or near Middletown, where the Union Canal commenced, to the mouth of the Juniata, and from Pittsburgh to the mouth of the Kiski- minetas and the Allegheny River. The design appears to have been to make both the Juniata and Kiskiminetas Rivers navigable by slack-water, and to use the Union Canal as the eastern end of the line, connecting it with Philadelphia. In 1827 the Legislature authorized the canal commissioners to make examinations through the

360

HISTORY OF CHESTER COUNTY, PENNSYLVANIA.

counties of Chester and Lancaster for a railroad to connect with the canal. In 1828 these commissioners were directed to locate and put under contract a railroad from Philadel- phia through Chester County, via Lancaster, to Columbia, and complete the same within two years if practicable. They were also, by the same act, required to examine a route for a railroad from Huntingdon to Johnstown, over the Allegheny Mountains

In 1833 the canal commissioners completed the Columbia Railroad with a double track, and the Portage with a single track, and finished the main line of the canal. In 1834 the entire line between Pittsburgh and Philadelphia was opened to trade and travel. The first train of ears from Columbia to Philadelphia passed over the Columbia Rail- road on Wednesday, the last day of February, 1834. The following account of the opening of the railroad is taken from the Whig, a newspaper published in West Chester, of the date of March 6, 1834 :

"One track of this important State improvement being completed, arrangements were made by Mr. S. R. Slaymaker, of Lancaster, for passing n train of cars from thnt city to Philadelphin on Wednesday. The members of the Legislature from the city of Philadelphia and the counties adjacent to the line of the road, with others, arrived at Co- lumbia on Tuesday evening, by the canal-packet from Harrisburg, and were immediately conveyed to Lancaster in a train drawn by the Jocomotive ' Black Hawk ;' the engine performed the trip in fifty-five minutes.

"On Wednesday morning a train of cars was ngain attached, and left North Queen Street nt eight o'clock, arrived at the Gap at ten, passed with ense the works there constructed, and arrived nt the head of the Inclined Plane, nenr the Schuylkill, at half-past four in the afternoon, having made the trip in eight hours and a half, all stop- pages for taking in water, receiving and discharging passengers, and incidental delays included. If it be borne in mind that the engine is one of very limited power, that the number of passengers was large, the weight of cars and baggage very considerable, and that the pas- snge was made under the disndvantages inseparable from first at- tempts, all will concur in awarding to the engineer and those in charge of the locomotive and train of cnrs great praise for their skill in effecting so successful and gratifying an issue of the undertaking.

"The passengers were under specin] obligations to Mr. S. R. Stay- maker for his nssiduous attention to their comfort on the roote, and his politeness in furnishing them with refreshments at Coatesville, at which point, also, many of them enjoyed the hospitality of Mr. Miller, whose house was, in the most friendly manner, opened for their accom- modation.

"Throughout the whole line the progress of the train was bniled with hearty acclamations by crowds of persons collected to witness thic novel spectacle. An immense concourse of c.tizens was also as- sembled at the head of the Ioclined Plane to greet its nrrival at that point. The locomotive was there detached, the cars passed down with- out olistruction or serious difficolty, and were thence conveyed to Broad Street and other points in the city."

The first locomotive put on the road was built in Eng- land, and named the " Black Hawk," after the celebrated Indian chief. In 1832 there was but one locomotive, in 1835 but three, but in 1837 there were forty, the motive- power of horses being then discarded. At first there was considerable opposition to the employment of locomotives by persons using the road or residing near it. They feared that the engines would destroy the value of their horses, and that sparks from them would set fire to their houses and barns. April 13, 1846, the Pennsylvania Railroad Company was incorporated by the Legislature with fran- chises and authority to construct a railroad from Harris- burg to Pittsburgh, which was completed, and on Dec. 10,

1852, cars ran through from Pittsburgh to Philadelphia. Aug. 1, 1857, the Pennsylvania Railroad Company became the owner of the Columbia Railroad.

John J. Parker, in some reminiscences published in the Daily Local News of May 24, 1879, says,-

"During the time the State controlled the Columbia Railroad (now the Pennsylvanin Railroad), canal commissioners, three in number, furnished the motive-power, while any individual or firm was privi- leged to put on passenger or other enrs by paying to the State the following tolls, viz. : Road. toll on car, rond toll on person or freight carried, motive-power on car, motive-power on person or freight carried; so that the more passengers carried in the car the letter it was for the company owning the cnr. Bingham & Dock, Miller & Co., rind Peters, Calder & Co. were the principal companies engaged in the passenger traffic, and great competition wns at times carried on. The early recollections of the writer recall the only three passenger- trains running on the Columbia Railrond, namely, the 'fast line,' as it was called, going west every morning ; the ' slow line,' going west in the afternoon, followed by the ' night line' in the evening. Your readers will remember, if they have heen nt any of the stations on the arrival of one of these trains, the conductors of some three or four different companies soliciting passengers to take their particular car. Very little coal was used on the locomotives, wood being the principal fuel. In 1850, after the completion of the branch to West Philadel- phia, avoiding the Inclined Plane, the West Chester passengers were conveyed by this route to Philadelphia. The first train of cars with passengers crossed Market Street bridge Oct. 14, 1850, with Philip P. Sharpless, of West Chester, then superintendent of the 'old road,' in charge.

" The first telegraphic connection between Philadelphia and Parkes- burg was made on April 24, 1850. In 1851, Joseph Jackson ran a market-cur from Parkesburg, together with William T. Fielis, Abram Torner, nnd Uriah Rupert, father of John A. Rupert. Sept. 3, 185], Joseph Jackson was badly hurt by being crushed between the cars in a collision near the Green Tree, in Willistown township, when the market-train was run into and several enrs wrecked. Then living at Parkesburg, I was summoned to take charge of his market-cnr, and accordingly became a marketman, going to the city twice a weck, to one of the produce and commission warehouses on Brond Street near Race, where all the market-cars then went and disposed of their produce to customers, wholesale or otherwise. The market-train then consisted exclusively of individual cars. The writer would drop his enr down to William Chandler's, now Pomeroy, take on marketing, then a little father down stop nt Joseph Morris's gate or crossing, and one or two other places, each time taking up his brake, until the cnr had reached Midway, then the station for Contesville. Soun nfter the market-train would come along, and, the car being attached, we would proceed to Philadelphia. This was nt a time when scarcely one train passed to one hundred that now pass over this part of the road, nnd when locomotives were but comparably good-sized cooking-stoves to those now in use. I remember some of their names, such as the ' William Penn,' 'Jesse Miller,' 'Bald Eagle,' 'Governor Snyder,' 'Butler,' ' Telegraph,' etc."

THE PHILADELPHIA AND READING RAILROAD.

The agitation in the Schuylkill Valley, of which this road was the outgrowth, commenced about the time the Penn- sylvania Railroad was projected. At that time a railroad was proposed from Sunbury to Philadelphia, and with an idea that the line between the latter city and Reading might be made a portion of the route of the contemplated road, a meeting was called at the " Bull tavern," Jan. 3, 1831, to adopt measures to insure its location on the west side of the Schuylkill. Notice having been given in all the newspapers of Chester County, the meeting was largely at- tended by its leading citizens. They appointed a committee to engage engineers to make a survey of the route, com- mittee on correspondence and finance, issued an address "To the Friends of the Railroad, from Philadelphia to

INTERNAL IMPROVEMENTS.

361

Reading, proposed to be located on the west side of the River Schuylkill," and continued to hold adjourned sessions during the summer of 1831.

" The bill by which the Philadelphia and Reading Rail- road Company was incorporated was originally presented in the House of Representatives by Elijah F. Pennypacker, during the session of 1832-33.

" Perhaps the most difficult and expensive portion of the road in its construction was that through Schuylkill town- ship, which required bridges over the Valley, Pickering, and French Crecks, and the Schuylkill River, and also a tunnel through solid rock 1932 feet long, and originally 19 feet in width and 17 in height." The tunnel was commenced in De- cember, 1835, and finished in September, 1837. The road was opened for business Jan. 10, 1842.

THE PERKIOMEN RAILROAD,

connecting the Reading Railroad with the East Pennsyl- vania Railroad, forms a junction with the Reading at Pawl- ing, in Schuylkill township, Chester County.

CHESTER VALLEY RAILROAD.

The Norristown and Valley Railroad Company was in- corporated by act of April 15, 1835, to construct a rail- road from some point on the Philadelphia and Columbia Road, east of Brandywine Creek, to a point on the Phila- delphia, Germantown and Norristown Road ncar Norris- town; but, after expending over $850,000, were unable to complete the road within the time prescribed.

The Chester Valley Railroad Company was incorporated by act of April 22, 1850, reviving the former charter. This road is 22 miles in length from Bridgeport to Down- ingtown, and is operated by the Philadelpha and Reading Company.

The Cedar Hollow Lime Company have a railroad con- necting their quarries with this road, in Tredyffrio town- ship.

WEST CHESTER AND PHILADELPHIA RAILROAD.

This road, via Media, sometimes called the " direct" road, was incorporated April 11, 1848, but it was not until Nov. 11, 1858, about noon, that the first train reached West Chester over this route. It had been completed to Media several years previously, and a portion of the track near West Chester was at one time laid, and afterwards taken up to extend the other end of the line. ` Crossing the valleys of several streams, it was a very expensive road to build, and during its financial struggles the value of the stock was for a time almost nominal. It has recently passed into the possession of the Philadelphia, Wilmington and Baltimore Company, and still later into that of the Penn- sylvania Railroad. .

THE PHILADELPHIA AND BALTIMORE CENTRAL RAIL- ROAD COMPANY

was incorporated March 17, 1853. The company was authorized, April 6, 1854, to form a union with a cor- poration chartered by the State of Maryland ; so com- menced to form a combination line.

Capital stock subscribed

$225,000.00 Capital stock paid in

220,606.11

Funded Debt.

1st Penna. mertgago, 7 per cent., due Jan. 1, 1879 $1,800,000.00 " in Md. " Oct. 1, 1879. 300,000.00 2d Pa. and Md. mortgage, due Jan. 1, 1900 ...... 400,000.00

Total amount.

$2,500,000.00

1879, Oct. 31, oost of entire road.

1,864,756.21 40,538.18

" average per mile ..

equipment per mile.

4,558.26

Total cost of road and equipment per mile ..

46,186.45

The length of the main line from West Chester Junc- tion to junction near Port Deposit, with the Columbia and Port Deposit Railroad, is 46 miles, 364 being in Pennsylvania. From West Chester Junction to Lamokin is 7 miles. It is laid on stone ballast 52 miles; the balance is on dirt, which is being replaced by stone. The length of the main line and its branches in use is 46} miles. The number of wooden bridges is 28, iron 3, trestle 5, and on Oct. 31, 1879, 10 locomotives were in use. The road was opened to Oxford in 1859, to Rising Sun, Md., 1865, and to River Junction in 1869, having been brought into use to Chads' Ford (soon after to Avondale) previously as the improvement progressed. Resting on a community chiefly agricultural for the supply of capital, without any strong claim for aid from the city, this enterprise had for years the experience common in railroad building about the same period, which resulted in the sacrifice of cash raised by sale of stock, and swelling the nominal amount of the cost by carrying forward the work mainly on a credit basis, payments being made in stock, bonds, and time-notes of the company. On the whole, this departure from cash con- tracts and rates doubtless added one-third, if not one-half, to the nominally high cost of the completed road. Beyond this, it encumbered the directors with heavy indorsements to prevent the work from stopping, and hastened a volun- tary sale or lease to the Philadelphia, Wilmington and Bal- timore Company, to escape ultimate failure and the financial ruin of self-sacrificing men, who for years had, as indorsers, commanded the means to keep the work moving forward.

In view of the circumstances under which this public improvement was secured, it seems but just to mention some few names of worthy citizens who were steadfast workers during the protracted struggle, extending from about 1853 to 1869 : John Miller Dickey, with Samucl, Dr. E. V., Samuel J., and Ebenezer Dickey, Dr. Franklin Taylor (em- ployed as the early and bold advocate of the enterprise; afterwards, for a period, its president), John M. Kelton, Esq., James R. Ramsey, Mark A. Hodgson, Isaac Wat- kins, John Richards, Samuel Martin, James A. Straw- bridge, Job H. Jackson, Daniel Stubbs, Milton Conard, David Woelpper, and others ; each, during its construction, served a time in the board of directors, sharing the labors and attendant responsibilities manfully. We also deem it due here to state that in the capacity of engineers, super- vising and prompting the carrying forward the construc- tion of the road, filling the office of secretary of the board, and performing services as financial agents, honorable men- tion is cheerfully accorded to the two brothers (both early deceased), Robert and George Hodgson, sons of Mark A. Hodgson.

EAST BRANDYWINE AND WAYNESBURG RAILROAD.

This road, incorporated in 1854, originally extended from Downingtown to Waynesburg (now Honeybrook), a

362

HISTORY OF CHESTER COUNTY, PENNSYLVANIA.

distance of 18 miles. It has been leased by the Penn- sylvania Railroad since 1861, and has recently been com- pleted to New Holland, Lancaster County.

THE WILMINGTON AND NORTHERN RAILROAD.

On April 20, 1864, the Berks and Chester Railroad was incorporated, and on March 16, 1866, authorized to connect with the Delaware and Pennsylvania State Line Railroad. This union was effected, and the consolidated roads, extend- ing from Birdsboro' to Wilmington, were given the name of the Wilmington and Reading Railroad.

This road was placed in the hands of trustees (A. Gib- bons. George Brooke, and George Richardson), for its mort- gage bonds, May 8, 1875, by order of the court, and by them operated, and sold Oct. 2, 1876. Jan. 1, 1877, it was handed over to the purchasers, who were a committee acting for those bondholders who joined for the purpose of reorganizing it under the present title of " Wilmington and Northern Railroad Company."

PENNSYLVANIA AND DELAWARE RAILROAD.

This was incorporated March 24, 1868, under the name of the Doe Run and White Clay Creek Railroad, to extend from the Pennsylvania Railroad at Pomeroy to the Dela- ware State line, and there connect with another road run- ning to Delaware City. The name was subsequently changed to the present title, and in 1873 the road was leased by the Pennsylvania Railroad Company, by which it is now operated. It connects with the Baltimore Central Railroad at Avondale, with the Wilmington and Western at Landenberg, and with the Philadelphia, Wilmington

and Baltimore Railroad near Newark, and extends from Pomeroy to Delaware City.

WILMINGTON AND WESTERN RAILROAD.

This road, from Wilmington to Landenberg, passes for between two and three miles of its length through this county, and was opened Oct. 19, 1872.

PICKERING VALLEY RAILROAD,

extending from Phoenixville to Byers' Station, in Upper Uwchlan, is 11.3 miles in length, and was constructed about the year 1871. It is operated by the Philadelphia and Reading Company.

THE OXFORD AND PEACH BOTTOM RAILROAD, a narrow-gauge road, has been in operation several years, and forms a " feeder" to the Philadelphia and Baltimore Central Railroad.

THE FRENCH CREEK RAILROAD,

a branch of the Wilmington and Northern Railroad, was opened in March, 1880.

THE PHILADELPHIA AND CHESTER COUNTY RAILROAD was chartered a few years ago, and some progress made in its construction. Grading was to some extent done in the neighborhood of Goshenville, when work was suspended, and a more southern route is now looked upon favorably.

In 1832 a petition was sent from Downingtown for an act to incorporate the Wilmington and Downingtown Rail- road Company. George Fisher and Charles Downing were among the active movers in it.

CIVIL AND JUDICIAL LISTS.

OFFICERS OF THE COLONIES ON THE DELA- WARE, 1614-81 .*

GOVERNORS OF NEW NETHERLANDS AND OF THE DUTCH ON THE DELAWARE.

THE names of vice-directors appear in italics ; those of directors- general in Roman.

Capt. Cornelis Jacobsen Mey, Adrian Jorisz Tienpont, 1814-23. William Van Hulst, 1623-24.

Petar Minuit, 1624-32. Gilaa Osaet, Commissary, 1630-32. Woutar Van Twillar, April, 1633, to March 28, 1638. Arent Corssen, 1633-35.

Jao Jaosan Van llpandam, Commissary, 1835-38. Sir William Keiff, March 28, 1638, to May 27, 1647. Jan Jansen Van Ilpendam, 1638 to Oct. 12, 1645. Andreas Hudde, Oct. 12, 1648, to Aug. 15, 1648. Alexander Beyer, Acting Commissary, Aug. 15, 1648-49.

* " This list of officers of tha colony eod provinca is probably not complete, yat, for ita preservativo, as also refareoce, we present the imperfect record as it is. The dates ara giveo as we have found tham oo various commission-booka. These ara those of appointment, assuming of office, or of commission, and in moet io- stances extremely difficult to detarmioa which. Ae to tha orthography, wa have bean guided mostly by the records, save where the apalling could be otherwise properly autbenticated."-Editors of 2d Archives, ix. 604.

Peler Stuyvesant, May 17, 1647, to May 31, 1654. Gerrit Brickar, Commissary, 1649-54.

[Captured by the Swedes, May 31, 1654.]

GOVERNORS OF NEW SWEDEN AND OF THE SWEDES ON THE DELAWARE.

Peter Minuit, April 28, 1638, to Jan. 30, 1640. Jost de Bogardt, Acting Governor, Jan. 30, 1040, to Oct. 15, 1640. Pater Hollandare, Oct. 15, 1640, to Fab. 15, 1843. Jobo Priotz, Feb. 15, 1643, to Nov. 1, 1653. Hendrick Huygen, Commissary, 1646.

John Pepegoya, Actlog Governor, November, 1653, to May 27, 1654. Joho Claudius Ryaingh, May 27, 1654, to May 31, 1654.

DIRECTOR OF THE ENGLISH OR NEW HAVEN COLONY ON SOUTH RIVER.

Thomas Lemberton, 1641-53. [Colony expelled by the Dutch and Swedes, 1653.]

DOMINION OF THE SWEDES.

John Claudius Ryelogh, Governor, May 31, 1664, to Sept. 25, 1655. Hendrick Van Elewyck, Factor and Secretary, May 31, 1654, to Sept. 25, 1655. [Captured by the Dutch, Sept. 25, 1655.]

JOHN N. CHALFANT'S MACHINE SHOPS

ADAM'S

EXPRESS

(P. R. R

RES. AND MACHINE SHOPS OF JOHN N. CHALFANT ON LINE OF P. R.R. 11/2 MILES EAST OF ATGLEN CHESTER CO. PA. _

( ESTABLISHED IN 1852 ) .

RES OF S. C. MACKELDUFF WEST BRANDYWINE TP. CHESTER CO PA. ( LATE RES OF JOSEPH M. MACKELDUFF)

RES. OF D. R. HARTMAN, CHARLESTOWN CHESTER CO. PA.

363

CIVIL AND JUDICIAL LISTS.

DOMINION OF THE DUTCH.

Peter Stuyvesant, Director-General, Sept. 25, 1655, to Oct. 1, 1664. John Paul Jacquet, Vice-Director, Nov. 29, 1655, to Dec. 19, 1656. Capt. Deryck Smidt, Commissary, October, 1655, to Nov. 29, 1855. Andreas Hudde, Commissary, Dec. 3, 1655, to Sept. 23, 1659. Cornelius Van Ruyven, Commigary, Sept. 23, 1659.

[The colony divided into that of the city and company, 1656.]

COLONY OF THE CITY .- Jacob Alricke,* Dec. 19, 1856, to Dec. 30, 1659; Alexander D'Hinayossa, Dec. 30, 1659, to Dec. 22, 1663.

COLONY OF THE COMPANY .- Gerrit [Gooran] Vau Dyck, achout-fiscal, January, 1657, to Oct. 28, 1658; William Beekman, Vice-Goveruor, Oct. 28, 1658, to Dec. 22, 1663;+ Alexander D'Hinayossa, Vice-Director, Dec. 22, 1663, to Oct. 1, 1664.

[Captured by the English, 1664.]

DOMINION OF THE DUKE OF YORK.

Col. Richard Nicolle, Governor, Sept. 3, 1664, to May, 1667. Sir Robert Carr, Deputy Goveruor, Oct. 1, 1664, to Nov. 3, 1667. Col. Fraucle Lovelace, Governor, May, 1667, to July 30, 1673. Capt. Johu Carr, Deputy Governor, 1668, to July 30, 1673. [Recaptured by the Dutch, July 30, 1673.]

DOMINION OF THE DUTCH.

Anthony Colve, Governor-General, Aug. 12, 1673, to Nov. 10, 1874. Peter Alricka, Deputy Governor, Sept. 19, 1678, to Nov. 10, 1674. [Retaken by the English, Nov. 10, 1674.] DOMINION OF THE ENGLISH.

Sir Edmund Androa, Governor, Nov. 10, 1674, to Jan. 16, 1681. Capt. Matthias Nicolle, Deputy Guveruor, Nov. 10, 1674-75. Capt. Edmund Cantwell, Deputy Governor, 1675-76. Capt. John Collier, Deputy Goveruor, 1876-77. Capt. Christopher Billnp, Deputy Governor, 1677-80. Capt. Anthony Brockholls, Governor, Jan. 16, 1681, to June 21, 1681. [Colonial government ceases by virtue of provincial charter of March 4, 1681.]

OFFICERS OF THE DUTCH ON THE DELAWARE.

Conseil : 1658, Alexander D'Hinayossa, Abraham Rynvelt ;} Oct. 28, 1658, Gar- rit Van Sweringen ; 1660, Cornelis Van Gezel ;2 Jan. 25, 1660, John Prato. Commander on the Whorekill : January, 1660, Peter Alricks. Schepaus : 1659, John Williamson, Juhn Prato, Hendrick Kipp: March, 1660, Jacobva Backer. Sheriffe or Schouts : May 20, 1657, Gregorius Vau Dyck ; 1660, Ger- rit Van Sweringen. Overseers of Facea: Nov. 4, 1656, Harman Jansen, John Eckhart. Inapectors of Tobacco : Dec. 12, 1656, Meenea Audricssen, Willlam Maunts. Magistrates for the South River: 1657, Oloff Stille, Mathye Hanson, Peter Rambo, Peter Cock. Officera over the Swedes : 1658, Swen Schuts (captain), Andriea Dalbo (lieutenant) ; 1659, Jacob SwanseD (eusign), Martin Krygier (captain). Commissionera to Maryland : Sapt. 23, 1659, Augustine Herman, Resolved Waldron.

OFFICERS OF THE COLONY OF THE CITY.

Assistant Commissaries: June 26, 1660, Hendrick Kipp, Jacob Crabbe, Jees Jensten. Collector of Tolle: Sept. 0, 1663, Peter Cock. Surveyor : Fab. 20, 1661, William Rosenberry. Surgeon : April, 1660, - Williams. Secreta- ries: Dac. 30, 1659, to Auguat, 1660, Gerrit Van Gezel ; Johu Prato, assistant ; Gerrit Van Sweringen, assistant.

OFFICERS OF THE COLONY OF THE COMPANY.

Apelstant Commissary : Peter Rambo, resigned March, 1661. Surgeon: Peter Tyneman, April, 1660. Sheriff: Gerritt Van Dyck, removed May, 1661.

OFFICERS FOR UPLAND AND DEPENDENCIES.

Surveyors : 1676, Walter Wharton; Dec. 15, 1879, Richard Nobile. Clarka of Upland Court : 1674, William Tom; 1676, Ephraim Herman. Collector of Quit-Rent: Aug. 23, 1877, Ephraim Harman. Sheriff: November, 1676, Edmund Cantwell. Under Sheriffa: November, 1876, Jurien Harizwelder; Sept. 11, 1677, Michael Yzard; 1879, William Warner. Conetables: 1678, Albert Hendricks; Sept. 11, 1677, William Orian; June 18, 1678, Andries Homman; 1680, William Coyles, " at ye faala."

OFFICERS UNDER THE DUKE OF YORK.

Commiseloners : May 5, 1664, Sir Robert Carr, Knt., George Carteret, Samuel Maverick, Esq. CouDaslora: May, 1867, John Carr, Hana Block, Iarel Helm, Pater Rambo, Peter Cock, Peter Alricka. Indian Trader: Nov. 1, 1670, Peter Gronendyks (at the Whorekill). Surveyor-General West Side of Delaware: June 27, 1871, Walter Wharton. Commauder in Delaware Bay and River: Sept. 23, 1676, John Collier. Commissioners to Appraias the Island of Tinicum : March 2, 1673, l'eter Alricks, Edmuud Cantwell, William Tom, Walter Wharton.

# Died Dec. 30, 1659.

t Colonies of the city and company united, Dec. 22, 1663.

# Died Oct. 26, 1658. ¿ Removed.

OFFICERS OF THE PROVINCE OF PENNSYL- VANIA, 1681-1776.

GOVERNORS OF THE PROVINCE.

WILLIAM PENN, PROPRIETARY, 1681-93 .- William Markham, Dep. Gov., April 20, 1681, to October, 1662; William Penn, Proprietary and Gov., Oct. 27, 1882, to Sept. 18, 1684; The Council (Thomas Lloyd, President), Sept. 18, 1684, to Feb. 9, 1688; 1. Thomas Lloyd, | 2. Robert Turner,| 3. Arthur Cook,| 4. John Simcock,| 5. John Eckley,| Feb. 9, 1688, to Dec. 18, 1888; Capt. John Blackwell, Dep. Gov., Dac. 18, 1668, to Jau. 2, 1690; The Council (Thomas Lloyd, President), Jan. 2, 1690, to March, 1691 ; Thomas Lloyd, Day. Gov. of Province, March, 1691, to April 28, 1693 ; Willlamı Markham, Dep. Gov. of Lower Counties.

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History of Chester County, Pennsylvania, with genealogical and biographical sketches, Part 99

Author: Futhey, John Smith, 1820-1888; Cope, Gilbert, 1840-1928 Publication date: 1881 Publisher: Philadelphia, L. H. Everts Number of Pages: 1162

Author: Futhey, John Smith, 1820-1888; Cope, Gilbert, 1840-1928
Publication date: 1881
Publisher: Philadelphia, L. H. Everts
Number of Pages: 1162