USA > Pennsylvania > Dauphin County > History of Dauphin County, Pennsylvania > Part 29
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to the rank of colonel by the provincial authorities, his com- mission dating from July 11, 1763. He had command of the block-houses and stockades on the frontiers, extending from Eas- ton to the Susquehanna. During the latter part of the summer of 1763 many murders were committed in Paxtang, culminating in the destruction of the Indians on Conestoga Manor and at Lancaster.
While it is true the Paxtang company did exterminate the mur- derous savages, it has never been proven that Rev. Elder had prev- ious knowledge of the plot which brought about the loss of the In- dians' lives. The Quakers, however, boldly proclaimed this theory to be true. The Quaker authorities seemed determined on extreme measures and denounced the frontiersmen as "riotous and murder- ous Irish-Presbyterians." He took sides with the border inhabitants and sought to condone the deed. During the controversy which ensued he was the author of a pamphlet, "Letters from a Gentleman in one of the Back Counties to a Friend in Philadelphia."
The Governor of the Province relieved him from his command, and Major Clayton took his place. Peace, however, was restored, not only in civil affairs, but in the church. The union of the synods brought the Rev. John Elder into the same presbytery with Messrs. John Roan, Robert Smith and George Duffield, they being at first in a minority, but soon settled the troubles with the "New Side" ele- ment.
Rev. Elder, by leave of the Synod, joined the Philadelphia Presbytery on May 19, 1768, and on the formation of the General Assembly became a member of the Carlisle Presbytery. The fever heat of the "New Lights" soon abated; one after another of these re- ligious fanatics returned; their churches rotted down, and now they only live in memory. Upon the death of Rev. Roan all dissensions were healed and Paxtang and Derry were once more united.
Foremost in opposition to the rule of tyranny by Great Britain were the descendants of those who had fled their own country for the sake of liberty, and such were the members of Parson Elder's con- gregations. Too old to take up the sword, the minister of Paxtang and Derry assisted in raising the quota of troops allotted to Dauphin county. Parson Elder was on the committee of safety. In 1775 he delivered a powerful sermon on behalf of independence, and pointed out the duty of his congregation in the impending crisis.
At the time the British army overran New Jersey, driving be- fore them the fragments of our discouraged, naked and half-starved troops, and without any previous arrangement, the Rev. Mr. Elder went on Sunday as usual to. Paxtang church. The hour arrived for church service, when, instead of a sermon, he began a short and
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HISTORY OF DAUPHIN COUNTY
hasty prayer to the throne of grace; then called upon the patriotism of all effective men present, and exhorted them to aid in the support of liberty's cause and the defense of the country. In less than thirty minutes a company of volunteers was formed. Colonel Robert Elder, the parson's eldest son, was chosen captain. They marched next day, though in winter ; his son John, at sixteen years, was among the first. His son Joshua, sub-lieutenant of Lancaster county, could not quit the service he was employed in, but sent a substitute.
Until his death, for the period of fifty-six years, he continued the faithful minister of the congregations over which he had been placed in the prime of his youthful vigor, passing the age not gen- erally allotted to man-that of fourscore and six years. On the 17th of July, A. D. 1792, he laid by the armor of this earthly life, putting on that of immortality. His death was deeply lamented far and wide. Not one of all those who had welcomed him to his early field of labor survived him.
Rev. Elder was twice married-first to Mary Baker, of Lan- caster, whose father was armorer under George II. of England, and they had four sons; secondly, he married Mary Simpson, daugh- ter of Thomas Simpson, of Paxtang, and the sister of General Michael Simpson, of Revolutionary memory. By this union eleven children were born.
PARSON ELDER'S SERMON-HEADS.
While it is not the province of this work to go far into the details of the manners and customs of early day ministers, or any other class, yet in view of the fact that times have materially changed in the manner of sermonizing within the last century, it is not amiss to give the "headings" of one of Rev. John Elder's powerful ser- mons, preached in 1778, 1779 and 1784, at Donegal, Paxtang, and again at Donegal. This was at a time when two hour sermons were the rule, and these sermons were usually divided into many sections and sub-sections, prefaced by "Firstly," "Secondly," Etc., and then subdivided by Ist, 2nd, etc. The sermon head here given is in the possession of the Dauphin County Historical Society, and is upon a scrap of paper dim with age and written in fine penman- ship, by the hand of "Parson Elder," of the Presbyterian Church. It is three by six inches square, and a highly prized souvenir :
Donegal-Action Sermon, Oct. 31, 1779. Paxtang-Action Sermon, Oct. 31, 1784. Donegal-June 2, 1778, Psalms xxxVi :8.
.
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Donegal-Action Sermon, Oct. 11, 1789, on Psalms lxv :4- "They shall be abundantly satisfied," Psalms xxxii:28.
DOCTRINE-God provides in His Church the most rich and satisfying delicacies for his people. In speaking of this, I shall show: First, that Christ in the ordinances provides richly for his people. Secondly, That the Lord's Supper is a principal feast he prepares for his people. Thirdly, Why he provided such a feast. And then apply it.
As to the first this is evident, Ist from his promise as in the text and in Isaiah xxv :6. 2d from his faithfulness, Psalms xxxvi :5.
Secondly-I am to show that the Lord's Supper is one feast- a rich and satisfying feast-where the most delicate provision is made. For here is-Ist a portion of sin sealed to the believers- Matt. ix :2 and 2nd Samuel, xii : 13.
(2) Peace and Friendship with God-Rom. viii :33-34.
(3) Adoption into the family of Heaven-Gal. iv :6-7.
(4) Peace of Conscience-John xiv :27.
(5) Plentiful Supplies to our weak graces.
(6) Christ's Gracious presence.
(7) The Comforts of the Spirit-2nd Cor. i:4.
(8) Full assurance of faith-Job. xix :25 and 2nd Tim. i:12. Here everything is provided.
First-Here is a laver for you to wash in-Zach. xiii:1.
Second-Here is music to delight you-Luke xv :24.
Third-Here is the master of the feast to bid you welcome.
Fourth-Here servants are to attend you.
Fifth-Here is a blessing by the Master.
Sixth-Here is a delightful company." * * * * *
* X
APPLICATION .- Plead for the drawing of His spirit-and then come with the following dispositions :
(1) With pure hearts and clean hands. à
(2) With an holy fear and jealousy.
(3) With broken and bleeding hearts.
(4) With lively faith.
(5) With strong desire for Christ.
(6) Admonition and praise.
CHAPTER IX
GRANT OF THE "HARRIS FERRY" RIGHT-NAVIGATION AND RAILROADS-PROPOSED SLOOP AND STEAMBOAT NAVIGATION -- CONVICTS EXECUTED AT HARRISBURG-ASSESSED VALU- ATION OF COUNTY - SCHOOL STATISTICS - POLITICAL --- POSTOFFICES-POPULATION 1790 TO 1900-COUNTY'S DE- VELOPMENT-CURRENT PRICES IN 1800-AGRICULTURE- PRICES IN 1903-COAL MINES-THE BROWNSTONE QUAR- RIES-DAUPHIN HISTORICAL SOCIETY.
The subjoined is a copy of the original grant to John Harris, Jr., of the right to operate a ferry over the Susquehanna river :
"Thomas Penn and Richard Penn, Esquires, true and absolute proprietaries and governors in chief of the Province of Pennsylvania and Counties of New Castle, Kent and Sussex upon Delaware. To all whom these presents shall come, greeting: Whereas, it hath been represented to us that the frequent passing and repassing of people over the river Susquehanna hath made it necessary that ferries should be erected and established, at the proper places for carrying over said River all travelers and other persons whose business and affairs may call them into these parts of our said Province; and it being made known to us that the plantation and tract of land be- longing to John Harris of the County of Lancaster, Yeoman, lying on the East side of the said river Susquehanna, in the township of Paxtang and county aforesaid by means of the convenient situations thereof is a proper place for erecting and keeping a ferry for that part of our Province, and the said John Harris having requested our license for erecting and maintaining a ferry over the said river at the place aforesaid, and that we would be pleased to grant him the same for a certain term of years therein expressed. Now KNOW YE, that in consideration of the charge and expense that must arise on providing of necessary flats and boats and constant attendance requisite thereunto, We have granted and confirmed and by these presents for us and our heirs, do give, grant and confirm unto the said John Harris, his executors administrators and assigns the sole privilege of keeping and occupying the said ferry over the said river at the place aforesaid where a ferry has always been kept for the carrying over of all persons, wagons, carts, horses and cattle traveling or passing that way, hereby strictly forbidding and prohib- iting all other persons on either side of the River from carrying
20
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over th ne within the distances of one mile and a quarter above and below the ferry hereby settled and established, for hire pay or reward in any flat, boat or canoe, any persons or travelers, wagons, carts. horses or cattle as aforesaid : And we do further give and grant unto the said John Harris, his executors, administrators and assigns during the term of this grant to take and receive from all persons passing over the said River for themselves, wagons, carts, horses and cattle all such reasonable toll fees or reward as hath heretofore been accustomed or shall be hereafter settled for the same (Us, our heirs and successors, our Lieutenant Governor, attendants and ser- vants only excepted), To have and hold the said ferry privileges and profits hereby granted unto the said John Harris, his executors ad- ministrators and assigns from the first day of March next unto the full end and term of seven years from thence next ensuing and fully to be complete and ended yielding and paying for the same yearly unto us our heirs and successors at the town of Lancaster in the said county at or upon the first day of March every year during the said term ten English silver shillings or the value thereof in coin current according as the exchange shall then be between our said Province and the city of London to such person or persons as shall from time to time be appointed to receive the same : Provided always and these presents are upon this condition and limitation that the said John Harris his executors administrators or assigns shall from time to time and at all times hereafter during the said term continue to keep or cause to be kept a Boat or Boats, Scow, or Scows in good suf- ficient repair with good and sufficient persons or hands to give attend- ance for the transportation, ferrying or carrying over passengers, wagons, carts, horses and cattle aforesaid according to the true intent and meaning hereof, otherwise this present grant and every other matter and thing contained therein shall cease, determine and be void to all intents and purposes whatsoever.
"Witness James Hamilton, Esquire, Lieutenant Governor of the said Province who by virtue of certain powers and authority to him for the purpose inter alia granted by the said Proprietaries, hath hereunto set his hand and caused the great seal of the said Pro- vince to be hereunto affixed at Philadelphia this fifth day of Febru- ary in the year of our Lord one thousand seven hundred and fifty- three, the twenty-sixth year of the reign of King George, ye second over Great Britain, Etc., and ye thirty-fifth year of ye s'd Proprie- taries Government.
JAMES HAMILTON,
"Recorded ye 19th. Feb., 1753." (L. S.)"
Internal improvements early agitated the public mind in Penn- sylvania. One hundred and twenty years ago and more, commu- nication with the western country was the great aim of the business
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HISTORY OF DAUPHIN COUNTY
men of Philadelphia. They first tried to remove the obstructions in the streams, especially the Susquehanna. In 1774, before the Revo- lution, the attention of the Provincial Assembly was called to this subject, and it was proposed to lay out a town or city on this stream. John Harris at once gave notice of his intention in this direction. The war came on, and matters rested until Independence had been secured. As the settlements increased in the interior of the colony, the Susquehanna became an important avenue of transportation, at first by means of canoes, then keel-bottom boats, or "broad horns." Grains and other produce were the chief articles carried in those conveyances. Harris' Ferry and Middletown were noted marts for the storage of grain at that date. In 1790 there were over one hun- dred and fifty thousand bushels of wheat brought down the Susque- hanna and passed through Middletown for the Philadelphia market.
About 1795 the first vessel, in the shape of an "ark" of small size, arrived at Harrisburg from Huntingdon, on the Juniata. It passed through Conewago Falls in safety. About the same period the Conewago canal, at York Haven, was commenced, and on its completion in 1797 keel-bottom boats were passed through, causing much trade to be diverted from Harrisburg and Middletown to Columbia, but soon thereafter boats ventured on beyond Conewago Falls and thus reached tide-water.
Public attention was again directed to the navigation of the Susquehanna about 1795. The legislature, however, appears to have taken no definite action in relation to the matter until March, 1823, at which time an act was passed for the improvement of the river from Northumberland to tide-water, and appointing Jabez Hyde, Jr., John McMeans, and Samuel L. Wilson, commissioners to superintend the work.
Very few persons have any idea of the difficulties of transpor- tation prior to the introduction of canals and railroads. A hundred years ago it was not at all uncommon to see as many as five hundred pack horses passing the Harrisburg ferry going westward loaded with merchandise, salt, iron, etc. The iron was carried on horseback, being crooked over and around the bodies of the animals; barrels or kegs were hung on each side of them. These faithful pack-horses were generally placed in divisions of twelve, carrying about two hundred pounds each, going single file, and managed by two men, one going before as the leader, and the other in the rear to see to the safety of the "pack." When the bridle road passed along declivities or over hills, the path was in some places worked out so deep that the packs or burdens came in constant contact with the ground and were often displaced. The pack-horses were usually
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provided with bells, which kept ringing during the entire day's drive, but were taken off at night, when the animals were permitted to feed and browse. The bells were designed to guide them in the morning. When the wagons were first introduced the carriers con- sidered the mode of transportation an invasion of their rights; but still greater an outcry was heard upon a line of packets, and then steam cars were introduced.
Some idea of the extensive river trade may be obtained from the following article which appeared in the Harrisburg Chronicle in 1828:
"Four years ago, a gentleman well qualified for the task, in- stituted inquiries for the purpose of ascertaining the extent of the descending trade of the Susquehanna.
"Recapitulation exclusive of horses, cattle, sheep, hogs, butter, cheeses, beeswax, maple sugar and a variety of agricultural products :
Whiskey,
Wheat. . Clover Seed. Barrels.
Pork, Tons. .
Union county
150,000
6,000
2,800
200
Northumberland
190,000
3,500
2,000
180
Centre
1 80,000
5,000
. . ...
·
.
. . . . .
.
. .
...
. . ·
Columbia
100,000
3,000
3,000
250
Luzerne
90,000
500
* 1,000
Tioga
10,000
. ..
. .
....
*Barrels.
"Clearfield county in addition furnishes 2,000 tons of bitumin- ous coal and 100 tons of castings and pig iron.
"Luzerne furnishes 100,000 bushels of anthracite coal. It is a fact well known along the river, that the coal mines of Luzerne county are worked much more extensively now than they were four years ago. New iron works have been erected in Centre and Hunt- ingdon counties. We think it is fair to estimate the coal, pig metal and bar iron that descended the Susquehanna last spring as double of what descended in the year 1824, and there is no doubt that this has likewise been the case with flour, wheat, clover seed, whiskey and pork.
"Of the producers of flour, wheat, clover seed and pork and manufacturers of iron and whiskey, many are their own carriers and rely upon the spring freshet for conveying the above articles to market, the return for which is indispensible to meet their en- gagements at home. There are a great number of extensive dealers.
.
.
Clearfield
100,000
900
Lycoming
3,000
.
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HISTORY OF DAUPHIN COUNTY
in the above articles, who reside on the north and west branches, and to whom a conveyance of their produce to market in the spring is also indispensible to meet their engagements."
One year later a committee on roads, bridges and inland navi- gation made a report to the State senate in which the following statement was made:
"From an accurate account kept by a respectable citizen of Harrisburg it appears that between the 28th of February and the 23rd of June, 1827, these passed that place :
"Rafts: 1,631, arks, 1,370. It is supposed that the rafts con- tained on an average 25,000 feet of lumber, which would amount to 40,775,000 feet.
"Two hundred of the arks were laden with anthracite coal, averaging thirty-five tons each, making 11,000 tons.
"The remaining 1, 170 arks were laden principally with flour and whiskey for the Baltimore market and carried on an average 400 barrels each, making 468,000 barrels.
"It is supposed that about 300 keel bottomed boats carrying from 800 to 900 bushels of wheat descended during the same period, say Soo, makes 240,000 bushels of wheat at thirty-five bushels to the ton makes 6,857 tons."
In the same paper appeared the following "time card:" "Ar- rival and Departure of Cars, Canal Boats and Stages. (Colder's Line) :"
The Philadelphia cars leave Harrisburg every morning at 71/2 o'clock, and at 4 o'clock p. m. and arrive from Philadelphia at 6 a. m. and 2 p. m.
Chambersburg cars leave here every day at 8 1/2 a. m. and 2 1/2 p. m. Arrive from Chambersburg at 7 a. m. and 2 p. m.
The Express Packet Boat leaves Harrisburg every day at 2 1/2 p. m. and arrives from Pittsburg every day at 10 p. m.
The Pioneer Packet Boat leaves daily at 6 a. m. and arrives from Pittsburg daily at 10 a. m.
The Susquehanna Boat leaves daily at 212 p. m. and arrives daily from Northumberland at 10 p. m.
The Reading Stage leaves daily at 8 o'clock a. m. and arrives from Reading daily at 8 p. m.
The York Stage leaves daily at 8 a. m. and arrives daily from York at 6 p. m.
The Northumberland Stage leaves daily at 3 o'clock a. m. and arrives from Northumberland at 8 p. m.
The Gettysburg Stage leaves on Tuesdays and Fridays at 7
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HISTORY OF DAUPHIN COUNTY
o'clock a. m. and arrives from Gettysburg on Wednesdays and Saturdays at 5 p. m.
Sixty or seventy years ago the currency here was eleven-penny- bits, fipenny-bits and shillings-eight shillings made one dollar. Goods were marked and sold in this manner. As a rule families bought articles at the store just as they needed them-a "quarter" of tea, a pound of coffee, etc., and when more was needed a youngster was sent off for more. Some of these accounts ran six months, and the merchant made all of his purchases twice a year on six months credit. These goods were purchased at Philadelphia or Baltimore, and were brought from thence in large covered Conestoga wagons drawn by six horses-sometimes drivers drove one horse before the other, and all wearing bells upon the collar. These large freight . wagons held from one to six tons each. In those early years turn- pikes were made into well graded roads. No regular freight wagon was allowed to travel these highways unless its wheels had tires at l'east four inches wide. Every eight to twelve miles along the entire route were public houses-large two-story frame buildings-where the teamsters would stop to feed and water their horses. They carried their own feed box attached to the wagon, when traveling, but placed lengthwise of the tongue at feeding time, the horses placed on either side. Such were the wagons in which merchandise was brought from Philadelphia and Baltimore to Harrisburg and further on west. What came to be known as Harris Park was con- stantly filled with these teams, awaiting their turns to ford or to be ferried over the river.
But as time went on, other methods were sought out; better roads were made; attempts at slack-water navigation ventured on, until finally the Pennsylvania canal, from Columbia to Pittsburg, opened up an avenue to trade and brought prosperity to all the towns on its route, but none profited more than Harrisburg and Middle- town. The latter at one time seemed destined to outstrip the former in population and wealth. It became a great lumber market. The Union canal always made it a rival of Harrisburg.
In 1822, the State authorized the building of the Pennsyl- vania canal, and in 1827 the authorities investigated for a railroad to connect sections of the canal already partially connected. In 1828 they were directed to locate and put under contract a railroad from Philadelphia through Lancaster to Columbia. Millions of dollars were spent on railroad and canal improvements, this being made necessary by the completion of the Erie canal, which was taking the trade of Philadelphia to New York City. In 1832 portions of the
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HISTORY OF DAUPHIN COUNTY
Columbia railroad were completed and cars running thereon. In 1834 the entire line between Philadelphia and Pittsburg, partly canal and partly railroad, was opened to commerce and travel. It consisted of the railroad from Philadelphia to Columbia, eighty-two miles; the eastern division of the canal from Columbia to Holli- daysburg, one hundred and seventy-two miles; the Portage railroad from Hollidaysburg to Johnstown, thirty-six miles; and the western division of the canal from the latter place to Pittsburg, a distance of one hundred and four miles, making an aggregate length of three hundred and ninety-four miles. Horse cars were for several years run over the Columbia road, occupying nine hours in traveling eighty- two miles. About 1836 locomotives were put to work on the road to the exclusion of horse power. This line cost to the Commonwealth nearly fourteen and one-half million dollars.
When the Harrisburg and Lancaster road was being located in 1835, much opposition was met with among the farmers, who dis- liked to have their lands so badly cut up by railways. In August, 1836, the road was completed as far as Middletown, terminating in Harrisburg, at Paxtang street. As cars were greatly needed to equip the new thoroughfare, William Calder Sr. & Co. had a car. built by Eben Miltimore, at his coach shop. The car was a plain four-wheeled affair, similar, though smaller, to the present excursion cars of the street railroad company. When finished it was taken down the road and a trial trip made, with two horses attached to it by a short tow-line, as the track could not be used between the rails.
In September, 1836, a locomotive engine was brought from the State road (which had been previously constructed) from Colum- bia on a flat in the canal and landed at Middletown, from whence it was run to Harrisburg; and during the time, Saturday and Sun- day, excursions were had to Middletown and back about every two hours with the car built by Mr. Miltimore. The small car was al- ways crowded. Governor Ritner, the heads of the State department, and prominent citizens were first treated to a ride. This locomotive was made in England, and was one of the first placed on the State road. It was called the "John Bull," and would be a diminutive novelty now. It was a small, black affair with two driving-wheels, the piston connected inside of the wheel. The first locomotives put on the Harrisburg and Lancaster road were built by Matthew Bald- win, Philadelphia, and were named after the three or four principal towns along the road. They had but two driving wheels, with the crank and piston inside, and were used for both freight and passen- gers.
The next engines purchased were two built by Messrs. Norris
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HISTORY OF DAUPHIN COUNTY
& Sons, of Philadelphia, and were used for hauling freight trains. They were named Henry Clay and David R. Porter, were heavier and lower than the first ones, having but two driving wheels, with the piston connected to the driving wheels on the outside, as they are now constructed.
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