History of Erie county, Pennsylvania. Containing a history of the county; its townships, towns, villages schools, churches, industries, etc, Part 35

Author: Bates, Samuel P. (Samuel Penniman), 1827-1902; Whitman, Benjamin, 1940-; Russell, N. W. (Nathaniel Willard); Brown, R. C. (Robert C.); Weakley, F. E; Warner, Beers & Co. (Chicago, Ill.)
Publication date: 1884
Publisher: Chicago : Warner, Beers & co.
Number of Pages: 1280

USA > Pennsylvania > Erie County > History of Erie county, Pennsylvania. Containing a history of the county; its townships, towns, villages schools, churches, industries, etc > Part 35

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).

Thomas Meter

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HISTORY OF ERIE COUNTY.

Waterhouse's, Le Bœuf Township; Robinson's Corners, Venango Township; Henderson's (shingle), Venango Township; Bennett's, Venango Township; the Gillett Mill, Mill Village; George Burger's (saw and shingle), Mill Village.

Cider, Jell and Vinegar Factories -Glazier's, Fairview Borough ; Galyard's, Fairview Borough; Lowville Cider Mill; Bennett's, Venango Town- ship; Wager's, Union Township; Carroll's, Union City; Rice's, Waterford Township; Hare's, Waterford Township; Belle Valley; Tompkins', Mill Creek Township; Balkey's, Mill Creek Township; Thomas', Mill Creek Town- ship; Cooper's, Wesleyville; Troop's, Harbor Creek Township; Hauck's, Ster- rettania; Leland's, Mckean Township; Smith's, Mckean Township; Wiswell's, Mckean Township; Wagner's, Mckean Township; Rhode's, cider and vinegar, North East Township; Green & Chase's, cider and vinegar, North East Town- ship; Brown's, Girard Township; Moseman's, Greenfield; West Girard, cider and plaster, Girard Township; Lockport; Waterhouse's, LeBœuf Town- ship; Mclellan's Corners, Washington Township; Anderson's, Washington Township; Mitchell's, Mill Village.

Planing Mills, Sash, Door and Blind Factories-Kreider's, Fairview Borough; one at Lowville: two planing mills at Wattsburg; one sash factory at Wattsburg; Mills', Franklin Township; Cooper's, Union City; Clark & Son's, Union City; Jenkin's, Union City; Hunter's, Union City; Dewey's, Waterford Borough; one at Middleboro; Green's, North East Township; West Girard, Girard Township; one at Lockport; one at Girard Borough; Wade's, Washington Township; Taylor & Reeder's, Edinboro; Mickel's Planing and Spoke Mill, Mill Village; Beardsley's Stave Mill, Mill Village.

Woolen, Carding and Fulling Mills -- Thornton's, Albion; Lewis', Wash- ington Township; Thornton's, Girard Township; Grimshaw's, North East Township; Irving's, Union Township; Cass', Harbor Creek; one in Wayne Township.

Paper Mills-Franklin, North East Township; Watson & Morgan's, Fair- view Township.

Brick and Tile Works- Seigel's, Fairview Township; Thomas', West Springfield; Kilpatrick's, North East Township; Kane's, North East Township; Dyer Loomis', North East Township; West Girard, Girard Township; Barton & Kelly's, Waterford Borough; Kennedy's, Conneaut Township.

Wooden Articles - Pease's Tub and Firkin Factory, North East Borough; Jones' Barrel Factory, North East Township; New Era Organ Factory, North East Township; Grape Basket, Fruit and Cigar Box Factory, North East Township; Stetson's Handle Factory, North East Township; Freeport Table Factory, North East Township; Freeport Turning Works, North East Township; Coffman's Pump Factory, North East Township; Brown's Hand Rake Factory, Girard Township; Lockport Oar Factory; Girard Furniture Factory; White's Factory, Washington Township; Taylor & Reed- er's Pump Factory, Edinboro; Wells & Andrews' Oar Factory, Albion; VanRi- er's Horse Rake, Wheelbarrow and Shovel Factory, Albion; Dodge's Handle Factory, Harbor Creek; Troop's Basket Factory, Harbor Creek; Elgin Barrel Factory; Coffin Factory, Mill Creek Township; Gunnison's Pump Factory, Mill Creek Township; Blanchard & Hanson's Furniture Factory, Union City; Wescott's Dowel Pin Factory, Union City; Clark & Son's Stave and Handle Mill, Union City; Hunter's Pump Factory, Union City; Hatch's Broom Fac- tory, Union City; Jones' Cheese Box Factory, Union City; Manross' Stave Works, Union City; Thompson's Water Wheel Works, Union City; Woods & Johnson's barrel factories, Union City; Chair and Furniture Factory, Union City; Westcott's Broom Handle Factory, Union City; Wheeler's Chair

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HISTORY OF ERIE COUNTY.

Factory, Union City; Woods' Stave Factory, Union City; Sulky Hay Rake Factory, Waterford Township; Hasting's Tub and Firkin Factory, Waterford Township; Wattsburg Handle Factory; Wattsburg Furniture Factory; Wells- burg Furniture and Coffin Factory; Zeigler's Broom Factory, Wellsburg; Keeler's Furniture Factory, Wellsburg.

Beer Breweries -- Wager's, Union City; Mill Creek Brewery; Bannister's, North East Township.

Carriage and Wagon Works-Griffith's, North East Borough; Fromeyer's, North East Borough; Mattison's, LeBoeuf Township; Sterrettania Wagon Shop; two wagon shops at Middleboro; Lamphier & Brower's, Union City; Morton's, Union City; two wagon shops at Beaver Dam; Howe & Son's, Water- ford Borough; Taylor's, Waterford Borough; Emanuel Ziegler's, Wellsburg; Fargo's, Fairview Borough; Wurntz's, Fairview Borough; Williams', Amity Township.

Miscellaneous-Glass's Foundry, North East Borough; North East Canning Factory; Girard Wrench Factory; Miles Grove Iron Foundry; Denio's Agri- cultural Tool Works, Miles Grove; Pettibone's Limekiln, Girard Township; Mount Hickory Iron Works, Mill Creek Township; Dunmyer's Iron Works, Union City; Union City Iron Works; Johnson's Boot and Shoe Factory, Waterford Borough; Wattsburg Feed Mill; Purcell's Spring Bed Factory, Wellsburg.

Recapitulation-Creamery, 1; cheese factories, 28; grist mills, 36; tan- neries, 14; saw, shingle, lath and heading mills, 117; cider, jell and vinegar factories, 27; planing mills and sash, door and blind factories, 17; woolen, carding and fulling mills, 6; paper mills, 2; brick and tile works, 8; manu- factories of wooden articles, 39; beer breweries, 3; carriage and wagon shops, 11; miscellaneous, 12; total, 316.

As the list stands above, with Erie and Corry added, there are fully 450 concerns in the county that can properly be classed as mills and factories. Their number, extent and variety will be as much of a surprise to the reader as they were to the writer in making up this chapter.

CHAPTER XVI.

LAKE NAVIGATION.

T THE first vessel to sail the waters of Lake Erie was built by Robert Cava-

lier de la Salle, an adventurous Frenchman, on the Niagara River, six miles above the Falls, in the year 1677. She was named the Griffin, and was of sixty tons burthen. La Salle navigated Lakes Erie, Huron and Michigan, to Green Bay, in the present State of Wisconsin, where, with a picked num- ber of men, he left the vessel and marched overland to the Mississippi. The remainder of the crew attempted to return to the Niagara, and are supposed to have been lost in a storm, as neither vessel nor men were heard from after- ward. Nearly a hundred years later the French built another sailing vessel with which they undertook to navigate the lake. This second venture was as unsuccessful as the first, the vessel having foundered and forty-nine of her crew having been drowned.

No record is to be found of any other sailing vessel on the lake until 1766, when the British, who had secured possession of both shores, built and

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HISTORY OF ERIE COUNTY.

launched four. They were of light burthen, and were chiefly used for carry . ing troops and army supplies. All transportation of a commercial character, and all of the very limited passenger business was carried on by batteaux until after the close of the Revolutionary war. They kept close to the shore, were mainly propelled by paddles or oars, and if a sail was used it was simply a blanket fastened to a pole, to take advantage of favorable winds. The earliest American sailing vessel on the lake was a small boat, owned and run by Capt. William Lee, in which he carried passengers and light articles of freight be tween Buffalo and Erie. She was constructed to use oars in going against the wind, and had no crew, the passengers being obliged to work for their passage.

The first sailing vessel built on the south shore of Lake Erie was the sloop Washin ton, of thirty tons, under the superintendence of Eliphalet Beebe, at the mouth of Four Mile Creek, for the Pennsylvania Population Company, owners of the bulk of the land in the Triangle. She was launched in Sep- tember, 1798, was employed for some twelve years in the service of the com- pany, and was removed on rollers across the Niagara Peninsula, to Lake Ontario in 1810, where she was lost. The first vessel launched at Erie was built at the mouth of Mill Creek, in 1799, Capt. Lee and Rufus S. Reed being her principal owners. She was named the Good Intent and sunk at Point Abino in 1806, with all on board. The Harlequin, built at Erie in 1800, by Mr. Beebe, was also lost the first season, with her entire crew. About 1801, the Wilkinson, of sixty-five tons, was owned at Erie. She was commanded by Capt. Daniel Dobbins, in 1805. Another early Erie vessel was the schooner Mary, of 100 tons, built by Thomas Wilson, in 1805.

The British kept a fleet of armed vessels on the lakes from 1792 until Perry's victory in 1813, and in 1810 had as many as seven of this class in commission. They were called the "provincial marine service," and were manned mostly by Canadians. To counteract their movements, the United States Government, at various times up to 1809, had placed four vessels of war upon the lake, the most formidable of which was the Detroit, the one that brought Gen. Wayne to Erie on returning from his Western expedition. She was wrecked off Presque Isle the next fall. Of this class of vessels the only one that was in service on Lake Erie at the outbreak of the last war with Great Britain was the Adams, of 150 tons, which was captured by the British in 1812. The brigs Lawrence and Niagara, and the schooner Ariel, of Perry's fleet, were constructed at the mouth of Cascade Creek (the site of the Erie and Pittsburgh docks), and three gunboats at the mouth of the old canal, in 1813.

In 1794, two British armed vessels lay outside the harbor of Erie for some time, as a menace against the occupation of the lake shore region by the Americans.

THE MERCHANT SERVICE.

Previous to the war of 1812-14, a dozen or more vessels comprised the whole merchant fleet of the lake, averaging about sixty tons each .* The chief article of freight was salt from Salina, N. Y., which was brought to Erie, landed on the beach below the mouth of Mill Creek, hauled in wagons to Waterford, and from there floated down French Creek and the Allegheny River to Pittsburgh. As the trade progressed, three large buildings were erected on the beach for storing the salt. Iu 1806, 6,000 barrels were regis- tered at the Erie custom house, and the amount increased to 18,000 barrels at a later period. Commerce was suspended on the lake during the war, but it revived immediately after, and has steadily grown year by year.t The dis-

*The Buffalo Express of October 10, 1811, contained the following: " The schooner Salina, Daniel Dobbins, master, arrived at this port on the 31st ult., having on board a cargo of fur, estimated at $150,000."

+Col. Foster, collector of Presque Isle, writing under date of July 28, 1815, said: "Lake Erie is crowded with small craft, generally of five to twenty tons."

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HISTORY OF ERIE COUNTY.

covery of salt in the vicinity of Pittsburgh put au end to that branch of the lake traffic about 1819.

Among the pioneer lake captains were Daniel Dobbins, William Lee, Thomas Wilkins, Seth Barney, C. Blake, James Rough, John F. Wight. Levi Allen, John Richards, George Miles and Charles Hayt. Capt. Richards quit sailing and went to ship-building with considerable success. Capt. Wilkins commenced with the Reeds in 1822, and was long one of their most popular commanders. Rufus S. Reed owned vessels at an early day, and continued in the business during the balance of his life. In 1809, he and Capt. Dobbins purchased the schooner Charlotte, of ninety tons, from a Canadian. She was long sailed by Capt. Dobbins. The Charlotte was at Mackinaw when that place surrendered to the British in 1812, and Capt. Dobbins, Rufus S. Reed, W. W. Reed and the crew became prisoners of war. She was sent by the enemy to Detroit, where Gen. Hull included her in the general surrender.

THE ERA OF STEAMBOATS.

The first steamboat to navigate Lake Erie was the Walk in-the- Water, of 342 tons, built on the Niagara River, between Black Rock and Tonawanda, and launched on the 28th of May, 1818. On her first trip it took from 7.30 P. M., on Monday, to 11 A. M. on Tuesday, to reach Cleveland from Erie, and the entire voyage from Buffalo to Detroit required forty-one hours and ten minutes, the wind being ahead all the way up. She carried quite a number of passengers, and having pleasant accommodations, they enjoyed the trip mightily. As the boat neared the head of the lake, the Indians ran down to the water's edge, and gave utterance to their amazement by repeated signs and shouts. The Walk-in-the-Water made regular trips each season between Buffalo and Detroit, on each of which she stopped at Erie. She was stranded in Buffalo Bay in 1822, and her engines were removed and put into the Supe- rior, which was her immediate successor.

The first steamboat launched at Erie was the William Penn, of 200 tons, in May or June, of 1826. She was the sixth on the lake, and was built by the Erie & Chautauqua Steamboat Company, the original managers of which were Walter Smith, E. L. Tinker and Charles Townsend, of New York, and R. S. Reed, P. S. V. Hamot, Josiah Kellogg, John F. Wight, Daniel Dobbius and Peter Christie, of Erie. The association was organized in 1825 and contin- ued until some time after 1832. The William Penn was commanded by Capt. Thomas Wilkins in 1827.

Gen. C. M. Reed's first steamboat was the Pennsylvania, Capt. John Flee- harty, master. She was launched near the foot of Sassafras street, in July, 1832, and towed to Black Rock, where her engines were put in. The General built the Thomas Jefferson in 1834 and the James Madison in 1837, both at Erie, in about the same locality as the Pennsylvania, Capt. Wilkins being placed in command of the former and Capt. R. C. Bristol of the latter. A

writer in the Erie Gazette makes this statement: "On the 25th of May, 1837, Gen. Reed's steamboat James Madison came into this port from Buffalo with upward of one thousand passengers and a heavy cargo of freight. The Madi- son cleared $20,000 on this single trip. She was 700 tons burthen. Those early steamboat days, before the time of railroads and palace cars, were the most prosperous times ever known on the lakes. Very often a steamboat would more than pay for herself in one season."

In 1837, the ill-fated Erie was built at the foot of French street, by the Erie Steamboat Company-Thomas G. Colt and Smith I. Jackson being the chief men-and the Missouri followed, built by Gen. Reed in 1840. The

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HISTORY OF ERIE COUNTY.

Erie was subsequently purchased by Gen. Reed, who owned the vessel until her destruction by fire. All of these were large, elegant, rapid and popular boats.

In 1826, three steamboats entered and cleared from Erie Harbor every week, and from two to ten schooners. The opening of the canal between Erie and the Ohio River, in the spring of 1845, gave an immense impetus to the Jake trade at this port. Tens of thousands of emigrants were brought from Buffalo each year, taking the canal route to the Ohio Valley, and the harbor of Erie was one of the liveliest on the lake. The tide of travel by way of the lake continued until the completion of the Lake Shore Railroad to Toledo in 1853, when the emigrant business dropped off and the steamboats were compelled to depend mainly upon the freight business, to and from the upper lakes. In one of Mr. Frank Henry's valuable series of reminiscences, printed in the Erie Ga. zette, he says:

" As late as the year 1850, there were no railroads in this region of country. The only public means of conveyance between the East and West was by stage coaches on land, and steamboats on the lakes during the months of navigation. There were many competing lines of steamers, strongly built and fitted up and furnished in princely style, regardless of expense, and commanded by the most capable and experienced men that could be found. The arrival of one of these 'floating palaces' in port was an event of more importance and interest than a circus would be in these days. Scores of sight-seers would crowd the decks and cabins, closely inspecting every nook and corner. *

* These steamboats all used wood for fuel, and were propelled by steam, the exhaust of which could be heard far over the hills on the mainland, striking terror to the hearts of timid people who never heard such sounds before. The highest am- bition of many a country boy was to find employment in any capacity on one of these boats. Many of these lake captains were very popular with the trav- eling public, and were better known, either personally or by reputation, than many a United States Senator of the present day. The boats of these favorites were generally crowded to their utmost capacity."

PROPELLERS AND SHIPS.

The first propeller on Lake Erie was the Vandalia, of 150 tons, built at Oswego and brought through the Welland Canal in 1842. Two others appeared the same season. The propellers have entirely taken the places of the old style steamboats, being found more safe, economical and reliable.

The first full-rigged ship on the lake was the Julia Palmer, of 300 tons, launched at Buffalo in 1836. The ship Milwaukee was built in the same year at Grand Island, in the Niagara River.

THE OLD TIMES AND THE NEW.

In an address delivered by Mr. Martin, of Buffalo, at Niagara Falls on the 11th of August, 1881, he made these striking statements:

" In 1855, the average wheat-carrying capacity of a sail vessel was from 16,000 to 18,000 bushels; in 1865, 25,000 to 30,000 bushels; in 1875, 40,000 to 50,000 bushels; and now 50,000 to 70,000 bushels. The largest sail vessel now on the lakes carries 2,300 tons of freight; in 1855, the average wheat-carrying capacity of a propeller was 18,000 bushels; in 1865, 25,000 to 30,000 bushels; in 1875, 40,000 to 50,000 bushels, and now, from 70,000 to 80,000 bushels. " Iron ship building was commenced in 1862. * * The propeller and consort system was first established in 1870, and has become a great factor in solving the question of cheap transportation."

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HISTORY OF ERIE COUNTY.

In connection with the above, the following from the Erie Gazette of May 22, 1881, will be of interest:

" The five-masted schooner David Dows, Capt. Skeldon, master, was in port, taking in a cargo of coal, during the week. She is the largest sailing vessel

ever built on the lakes. She is 287 feet over all in length. The Dows car- ries 7,484 yards of canvas. Her tallest spar is 170 feet high from the deck, Her largest anchor weighs 4,320 pouuds. One chain is one and a half inch links and 450 feet in length. The Dows was built in Toledo, and this is her first trip. She will carry 3,000 tons or 180 car loads. She can carry three kinds of grain at once. The Dows can carry 130,000 bushels of wheat."

VALUABLE STATISTICS.

The following statistics of the vessels on Lake Erie at various periods show the progress that was made in sixty years:

In 1810, eight or nine sailing vessels. averaging 60 tons.

In 1820, one small steamboat and thirty sailing vessels, averaging 50 tons.

In 1831, eleven steamboats aggregating 2,260 tons, and one hundred sail- ing vessels, averaging 70 tons.

In 1845, forty-five steamboats, aggregating 30,000 tons, and two hundred and seventeen other vessels aggregating 20,000 tons.

In 1847, sixty-seven steamers, twenty-six propellers, three barks, sixty four brigs and three hundred and forty schooners.

In 1860 (including Lake Ontario), one hundred and thirty-eight steamers, one hundred and ninety-seven propellers, fifty-eight barks, ninety brigs and nine hundred and seventy-four sloops and schooners. Total tonnage, 536,000; valuation, $30,000,000.

The Government statistics of 1870 showed that the marine commerce of the lakes in 1869 exceeded the whole American coasting trade on the Atlantic and Pacific oceans.

. GOVERNMENT VESSELS.

The United States Steamer Michigan, the only vessel of war now on the chain of lakes, was launched at Erie on the 9th of November, 1843, and accepted and commissioned by the Government on the 15th of August, 1844. She is of 538 tons burthen, is wholly built of iron excepting the spar deck, and is pierced for twelve guns, but only carries eight. The Michigan is a side-wheeler, with a length over all of 167 feet, an extreme beam of 47 feet, a depth of hold of 14 feet, a registered tonnage of 450 tons and a displacement of 685 tons. She was built at Pittsburgh, transported in pieces to Cleveland, brought from that city to Erie in a steamer, and put together at this harbor, being the first iron hull ever set afloat on the lakes. The crew of the Michigan averages ninety-eight persons, including eleven officers. Her tonnage, armament and crew are regu- lated by treaty with Great Britain, which is also authorized to place a vessel of the same character on the lakes. Erie has always been the headquarters for the Michigan. The successive commanders of the vessel have been as follows: William Inman, Stephen Champlin, Oscar Bullus, -- Biglow, -McBlair, Nicholas, Joseph Lanman, John C. Carter, Francis A. Roe, A. Breyson,

James E. Jouett, - Brown,- - Gillis, - - Wright, -- Cushman, G. W. Hayward and Albert Kautz. Several of these officers have risen to the rank of Commodore, and one of them, Joseph Lanman, to that of Rear Admiral.

Erie has been the station for the United States Revenue Cutters ever since that branch of the Government service was established on Lake Erie. The first cutter was the Benjamin Rush, of thirty tons, built at this port by Capt. John Richards, about 1827, and first commanded by Capt. Gilbert Knapp, who was

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HISTORY OF ERIE COUNTY.

succeeded by Capt. Daniel Dobbins. The second was the Erie, of sixty-two tons, launched at Reed's dock, in March, 1833, and placed in charge of Capt. Dobbins, with the present Capt. Ottinger as his Second Lieutenant. The lat- ter made his first cruise upon the lake in the Benjamin Rush, with Capt. Dob- bins as his chief officer, in 1832. The Erie was succeeded in 1846 by the iron steamer Dallas, of which Michael Conner was Captain, and Douglas Ottinger First Lieutenant. This vessel was removed to the Atlantic coast, by way of the Canadian canals and the St. Lawrence River, in 1848. The Jeremiah S. Black was one of six steam cutters built by the Government, being one for each lake, in 1857, and was placed under the command of Capt. Ottinger, who had been promoted. At the outbreak of the civil war, these vessels were moved to the Atlantic coast under the direction of Capt. Ottinger, by way of the St. Law-

rence River. In 1864, Capt. Ottinger superintended the construction of the steam cutter Perry, which is still in service and of which he was the command- er, with the exception of two years, until 1881, when he was placed on the re- tired list. This vessel, which was built on the Niagara River, on her trial trip, for more than two hours moved at a speed of upward of nineteen miles an hour, and has made headway, in a winter gale, on the open lake against wind blowing fifty five miles per hour. The Perry carries two rifled Parrott twenty-pounders, and two brass howitzers, twenty-pounders, and is manned by one Captain, three Lieutenants, three Engineers and thirty shipped men. She is 170 feet long, 24 wide, 10} deep, and draws 73 feet. Her capacity is 404 tons, old measurement. The revenue service is a branch of the United States Treasury Department, and has no connection with the navy. The duty of the cutters is to enforce the laws for the collection of the revenne, and to afford relief to vessels in distress during the storms of autumn. They have rendered valuable service in this way, saving many lives and a vast amount of property.

DISASTERS ON THE BAY AND LAKE.

Some of the most appalling marine disasters on record have taken place on Lake Erie, causing sorrow to hundreds of homes and involving the loss or ruin of many brave and enterprising citizens. The early disasters have already been recited, and it is unnecessary to repeat them. The following are some of the most terrible incidents that have happened in later years on the bay and lake:

The schooner Franklin, owned by P. S. V. Hamot, loaded at Buffalo for an upper port, left Erie on the 16th of October, 1820, and was never seen after- ward. Capt. Hayt and three men, all residents of Erie or vicinity, were lost.

In April, 1823, four men-Hutchinson, Zuck, Fox and Granger-started to cross the bay in a boat. The water was rough, the boat capsized, and all but Granger were drowned,

The steamboat Washington burned off Silver Creek in 1838, and sixty per- sons lost their lives.

Eleven men left the wharf at Erie in a small boat on the 14th of May. 1834, to go to the steamboat New York, lying at the outer pier. A blinding snow storm prevailed and the boat was upset. Nine of the party were drowned, among them Thomas McConkey, Deputy Collector of the port.

One of the most dreadful calamities in the history of lake navigation oc- curred on the 9th of August, 1841, and is still remembered with horror by our older citizens. The steamboat Erie, of Erie, owned by Gen. Reed, com- manded by Capt. Titus, and bearing a large party of emigrants, was coming up the lake from Buffalo. and when off Silver Creek was discovered to be ablaze. The fire is supposed to have been caused by the bursting of some demijohns of

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History of Erie county, Pennsylvania. Containing a history of the county; its townships, towns, villages schools, churches, industries, etc, Part 35

Author: Bates, Samuel P. (Samuel Penniman), 1827-1902; Whitman, Benjamin, 1940-; Russell, N. W. (Nathaniel Willard); Brown, R. C. (Robert C.); Weakley, F. E; Warner, Beers & Co. (Chicago, Ill.) Publication date: 1884 Publisher: Chicago : Warner, Beers & co. Number of Pages: 1280

Author: Bates, Samuel P. (Samuel Penniman), 1827-1902; Whitman, Benjamin, 1940-; Russell, N. W. (Nathaniel Willard); Brown, R. C. (Robert C.); Weakley, F. E; Warner, Beers & Co. (Chicago, Ill.)
Publication date: 1884
Publisher: Chicago : Warner, Beers & co.
Number of Pages: 1280