History of Luzerne, Lackawanna, and Wyoming counties, Pa.; with illustrations and biographical sketches of some of their prominent men and pioneers, Part 128

Author: Munsell, W.W., & Co., New York
Publication date: 1880
Publisher: New York, W.W. Munsell & co.
Number of Pages: 900

USA > Pennsylvania > Luzerne County > History of Luzerne, Lackawanna, and Wyoming counties, Pa.; with illustrations and biographical sketches of some of their prominent men and pioneers > Part 128
USA > Pennsylvania > Lackawanna County > History of Luzerne, Lackawanna, and Wyoming counties, Pa.; with illustrations and biographical sketches of some of their prominent men and pioneers > Part 128
USA > Pennsylvania > Wyoming County > History of Luzerne, Lackawanna, and Wyoming counties, Pa.; with illustrations and biographical sketches of some of their prominent men and pioneers > Part 128

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).

FOREST HILL CEMETERY ASSOCIATION.

The Forest Hill Cemetery Association was organized in the fall of 1869 and incorporated in April, 1870. The act of incorporation decrees that the proceeds of all sales of lots shall be devoted exclusively to the purchase, preserva- tion, improvement and embellishment of the cemetery and to the payment of its current and incidental ex- penses. George Sanderson, Elisha Phinney, J. A. Rob- ertson, J. Gardner Sanderson and C. Du Pont Breck were elected trustees. The present (1879) officers are as follows: George Sanderson, president; J. A. Robertson, superintendent; and they with the other trustees above mentioned constitute the management. A location was decided upon and the ground purchased for a cemetery late in the autumn of 1869. The tract contains 48 acres; is situated on the heights near Green Ridge, and within its borders when completed will be three small lakes. The ground is undulating and diversified, presenting

many changes of surface and scenery. The cemetery is divided into sections and blocks, separated by avenues, lanes and paths, the main continuous avenue extending more than two miles in length, and is provided with con- veniences common to cemeteries. There are some fine monuments and vaults noticeable, among which are the Tripp monument and those of Messrs. Matthews and Connell and the vault of Mrs. Barnes. Each lot contains 300 square feet and is surrounded by paths. Up to the winter of 1879 there had been about 900 interments, and about $40,000 had been expended in permanent im- provements.

LOCAL RAILWAY ENTERPRISE-RAILWAY COMMU- NICATIONS.

The first meeting of the commissioners to obtain sub- scriptions to the capital stock of the Leggett's Gap Rail- road, which afterwards became the northern division of the Delaware, Lackawanna and Western Railroad, was held in Scranton March 7th, 1849. January 2nd, 1850, the first meeting of the stockholders for the election of officers was held in Scranton. H. W. Drinker was elected chairman; John S. Sherrerd, secretary; and William H. Tripp and J. C. Platt judges of the election. These names and most of the following (those of the officers chosen) are familiar to every citizen who has grown to manhood in Scranton: John J. Phelps, president; Sel- den T. Scranton, treasurer; Charles F. Mattes, secretary; John I. Blair, Henry W. Drinker, J. C. Platt, Jeremiah Clark, Andrew Bedford, George W. Scranton, Joseph H. Scranton, Fred R. Griffin, Daniel S. Miller and Charles Fuller, managers. Some of these men are among the most prominent residents of the city. March 28th, 1850, Colonel George W. Scranton was appointed general agent, and the road was so far completed under his per- sonal management as to be open for traffic October 20th, 1851, though nine days previously the first train of cars that entered Scranton came down from Great Bend under charge of Conductor Richard W. Olmstead, drawn by the locomotive "Wyoming." In April of this year the corporate name of the company had been changed to the Lackawanna and Western Railroad Company. The Delaware and Cobb's Gap Railroad Company, which had been organized in 1850, with Selden T. and Joseph H. Scranton and J. C. Platt among its directors, and C. F. Mattes as secretary, was consolidated with the Lacka- wanna and Western Railroad Company early in 1853, and completed in 1856. May 7th a passenger car was sent from Scranton to bring the directors up, and returned the next day with President George D. Phelps, the directors and others on board. Residents of Scranton have always been conspicuous in the management of the Dela- ware, Lackawanna and Western Railroad. From Scran- ton its numerous branches and connections reach out in all directions, and largely by their means is carried on that traffic which has caused a goodly city to spring up where a century ago the locality had scarcely been re- deemed from the wilderness. In a year or two, by way of its projected line from Binghamton to Buffalo, we may

415

RAILROAD FACILITIES AT SCRANTON-COLLIERIES.

expect to see Jay Gould's mighty "Wabash " system of western roads adding its immense business to this great trunk line.

In 1853 a commodious passenger car house was erected at Scranton. The freight depot stood down in the yard, in the rear of where Hunt's hardware store now stands, and the passenger house a trifle northwest, about in the rear of the present Hitchcock & Coursen's crockery establishment. Besides making provision for all the or- dinary repairs of the rolling stock in use on the road, and the machinery and cars of the coal department, in view of the favorable location of Scranton for such purposes, and the accessibility of ample supplies of iron, lumber and other necessary materials, the managers early ar- ranged for the erection of shops and supplying them with facilities for the manufacture of cars In 1854 these shops consisted of one brick E shaped building on Wash- ington avenue. The main building was 200 by 55 feet, and contained a smith and pattern shop, the office and the engine and boiler room. The two wings were each 200 by 55 feet; the western ore was used as a car and repair shop, and the eastern one as an engine house and repair shop. In 1855 an iron foundry was erected on the same street, and a round house at the north ends of the two wings of the shops was begun, which when com- pleted, in 1856, was surmounted by a dome 98 feet high, and was large enough to house 30 locomotives. The dome was one of the most sightly objects in the place, but in 1865 it was found to be settling and was taken down. The growing business of the road necessitated an addition to the shop room, and a building 100 feet square was erected north of the main building and between the two wings, between 1857 and 1860; and in 1862 a smith- shop was built on the south side of Washington avenue, near the other buildings, in which were placed a steam trip hammer and 32 forges, and the smiths were removed to it from the main building, which was afterward used as a repair shop for engines and cars. The company bought the ground between their previous purchase, on Washington street and Cliff street, for additional buildings The present large round house was begun in 1865 and completed and occupied in July, 1866. The old round house was altered and has since been used as an engine house. The company built another foundry, 100 feet square, with facilities for making about ten tons of engine and car castings per day. The depot of this company, the most sightly and commodious in the city, was completed and occupied November 28th, 1854. The old depot had previously been removed to near the site of the new one. It now constitutes a part of the freight house, a little northwest of the passenger depot. The first railroad bridge of the company at Scranton, a wooden structure, was burned April 29th, 1864. It was replaced by a temporary structure, which served until the present stone bridge was completed, which was used first May 9th, 1867.

Centering in Scranton are several large railway organi- zations, connecting with all points north, south, east and west. The lines of communication include, besides the

Delaware, Lackawanna and Western, the Delaware and Hudson Canal Company's, the Central of New Jersey and the Pennsylvania Coal Company's road, connecting with the Erie. Hence it will be seen that the facilities for transportation and travel are excellent, and that the city is by no means dependent upon any one road for an outlet. September 8th, 1863, the first locomotive over the extension of the Delaware and Hudson reached Scranton. The works of the Dickson Manufacturing Company take the place of car and locomotive shops of this road that must otherwise have been erected in Scran- ton. About March ist, 1860, passenger communication was opened from Scranton over the gravity road to Car- bondale.

Early in the summer of 1855 a telegraph line was put up through Scranton and offices were opened at Provi- dence, Hyde Park and Dunmore. An office was opened in Scranton July 25th, 1855. A line was in operation along the southern division of the D. L. & W. Railroad late in 1859 or early in 1860.

COAL MINES.

Within the limits of the city are the following mention- ed drifts, shafts or slopes.

The Park Coal Company's slope in Hyde Park is operated by the School Fund Coal Association. It was opened in 1845. The veins are named "F" and "G," and the capacity is 350 tons per day. Two hundred men and boys are employed. From July, 1874, the slope was operated by the Park Coal Company till March, 1877, since when it has been in the hands of the present opera- tors. Mount Pleasant slope, Hyde Park, was opened by Lewis & Howell in 1854. It was operated by the Mount Pleasant Coal Company from 1864 until 1877, since then by William T. Smith. It is the property of W. Swetland's heirs. It has a capacity of 150,000 tons per annum and employs 300 men and boys. The veins are called respec- tively "Diamond," "Rock," "Big" or "G" and "Clark." William Connell & Co. own and operate Mea- dow Brook shaft and National colliery in Scranton. Each has a capacity of 150,000 tons annually. Most of the coal now shipped from the National (which was opened by the National Anthracite Coal Company in 1856 and operated by Theodore Vetterlein from 1858 to 1865 and from that time, until the succession of William Connell & Co., by the Susquehanna and Wyoming Valley Railroad and Coal Company), comes from the openings near Meadow Brook mines, and is taken to the National mines over a narrow gauge track which runs along the side of the hill. The Meadow Brook shaft, opened by Messrs. Connell & Co., in 1870, is operated by a sha't and several drifts. Five hundred men and boys are employed. The force at the National colliery is about 200, merely sufficient to prepare the coal for the market. These mines are both in the "Clark " and " Buck Mountain " veins.

The following mines are operated by the Delaware, Lackawanna and Western Railroad Company: No. 2 Diamond shaft, Tripp's slope, No. 2 slope and No. 2

416

HISTORY OF LACKAWANNA COUNTY.

shaft in Hyde Park, known as the Diamond mines, work- ing the veins known as "E," " F" and "G," producing 1,800 gross tons per day, and employing 800 men and boys; Oxford shaft, Hyde Park, in veins " E" and " F," opened by S. T. Scranton & Co, in 1862, and taken pos- session of by the company in August, 1868, having a ca- pacity of 600 tons daily; Cayuga shaft, Providence, open- ed July 20th, 1870, by the Delaware, Lackawanna and Western Railroad Company, with a daily capacity of 700 tons, and affording employment to 280 men and boys; Central shaft, opened by the company October 22nd, 1870, working "Big " or "G" vein, with a capacity of 900 tons per day, and employing 336 men and boys; Brisbin shaft, Providence, opened May 5th, 1875, in "G" vein, having a capacity of 800 tons per day, and employing 294 hands; Hyde Park shaft, in veins "G" and "F," open- ed in 1858, and operated since 1869 by the Delaware, Lackawanna and Western Railroad Company, capacity 700 tons per day. The Fairlawn slope was begun by contractors June 16th, 1872. The breaker was complet- ed and started August 20th, 1873, under the name of the Fairlawn colliery. The proprietors were Hosie, Robert- son & Hosie. January Ist, 1874, the Archbald heirs bought the interest of John Robertson, and the firm con- tinued under the name of Hosie, Archbald & Hosie until July 30th, 1874, at which time the parties in interest organized as the Fairlawn Coal Com- pany (limited). This mine is in the "Clark " and "Upper," "2nd " and "3d Dunmore" veins. The Fairlawn Coal Company is working the "Clark" vein alone, the capacity of which and the other veins is esti- mated at about 1,000 tons of merchantable coal to each foot in thickness of vein per acre, the capacity of the breaker is about 275 tons per day. Eighty men and 60 boys are employed. Jermyn's Green Ridge shaft was opened by the present owner and operator, John Jermyn, June 9th, 1876. It is in the "Clark " vein and its ca- pacity is 800 tons daily; 350 to 400 men and boys are employed. Von Storch slope, Leggett's Creek slope and Marvine shaft, Providence, are operated by the Delaware and Hudson Canal Company. The number of employes at these collieries in 1878 was 711 inside, 1,080 outside. Capoose and Pine Brook shafts, in Hyde Park and Scranton respectively, are owned and operated by the Lackawanna Iron and Coal Company, mention of whose mines will be found elsewhere.

The Von Storch colliery, owned and operated by the Delaware and Hudson Canal Company, is in the second ward. It has a shaft 532 feet in depth and a slope 1,062 feet in length. The breaker has a capacity of 1,000 tons per day, mining from the Diamond, Clark and Fourteen- feet veins. The shaft was sunk in 1857 by the Von Storch Coal Company, composed of Jolm Howarth, Joel Bowkley, B. F. Sawyer, Abel Bennett and Charles T. Pierson, with John Howarth as president. The first coal was shipped in the fall of 1858 by the Delaware, Lacka- wanna and Western Railroad. That company finally de- clining to transport the coal, the works were idle until April, 1859, when a contract was made with the Delaware

and Hudson Canal Company to mine and transport the coal. It became necessary for them to sink a slope on the river bank, the shaft and breaker being about half a mile distant and a hundred feet above the level of the railroad. This new slope was commenced about the first of September, 1859, and the Diamond vein of coal was reached the next Christmas, when a grand supper was given the employes. Thomas Dickson, now president of the D). and H. C. Company, was then superintendent of the coal department. The old breaker was removed to the new slope and the company commenced shipping coal in the summer of 1860. The breaker and machinery were rebuilt in 1874 on the most improved plans. In connection with the long slope on the river bank is a tun- nel extending from the foot of the slope in the Diamond vein to the shaft. The shaft from this point is sunk to the Clark vein. From this point the coal is hoisted to the Diamond vein, and then run under ground to the foot of the slope, from where it is hoisted to the breaker on the river bank. The number of men and boys em- ployed to produce one thousand tons daily is 560, and it requires the use of twenty-three large boilers.

The Marvine shaft, Providence, was sunk in 1872-73, and the first coal taken out in 1876. It belongs to the Delaware and Hudson Canal Company, and taps the Fourteen-feet, Diamond and Clark veins. It produces about 850 tons per ten hours, employing 420 hands. The outside foreman is George Griffin, and the inside foreman Joseph V. Birtley. The Leggett's Creek shaft, also in Providence, was opened in 1866, by the Delaware and Hudson Company, which now owns and operates it. It takes Soo tons per ten hours from the same veins as the Marvine, employing 400 hands. J. L. Atherton is the outside superintendent and Finley Ross inside.

The mining interest in Dunmore centers in the Penn- sylvania Coal Company's collieries, there being but one other in the borough, Roaring Brook colliery. Hunt, Davis & Co began operations there in 1863 and com- menced shipping coal June 20th, 1864. In 1878 76,053 tons of coal were produced at this mine, and between 500 and 600 men and boys were employed outside and inside.

THE FIRE DEPARTMENT.

Dwellings and stores were at first built principally of wood, as it was the cheapest and most available material. After a few accidental fires the necessity of fire appa- ratus was felt. The D., L. and W. Railroad Company and Lackawanna Coal and Iron Company each agreed to furnishi one hand engine and three hundred feet of hose, provided the companies' property should have the prefer- ence in case of need; which was agreed to, and soon Scran- ton was rejoicing over two second-hand " gooseneck " engines, purchased in New York, together with the prom- ised hose.

Neptune, No. 1 .- As soon as it was known that an en- gine would be furnished, C. W. Roesler proceeded to or- ganize a fire company and succeeded in enrolling and uniforming about forty members, who took charge of the

417

FIRE COMPANIES OF SCRANTON.

engine belonging to the D., 1 .. and W. Railroad and chris- tened it Neptune, No. 1. It was housed in the corner of one of the shops in the company's yard. The following year some of Neptune's members and others organized another company, took the other engine and named it Washington, No. 2. The rivalry of these two companies made a fireman's life exciting. The Neptunes generally proved the most efficient, and in the latter part of 1859 the borough council bought a $1,500 engine for them, which is still in their possession, although the city has provided the company with a $5,000 steamer. When Scranton was incorporated as a city, the commissioner put the Neptune engine up for sale. C. W. Roesler bid it in for $400 and turned it over to the old company.

Washington, No. 2 .- In the latter part of 1856 this company was organized for the engine furnished by the Lackawanna Iron and Coal Company, who had built a pretty little brick engine house of two stories for hous- ing it. The upper story was fitted up for a meeting room, and the lower story contained the "Washington" and a nondescript called the "Niagara." John Greer was elected foreman; David Beecher, assistant foreman; and David Dale, secretary. Mr. Beecher brought the company up to efficiency and Mr. Greer's popularity kept it together until the Rebellion, when nearly the whole company enlisted. The company afterward raised $1,700 and bought a second-hand engine, but it proved worthless and the company was disbanded.

Nay Aug Hose Company, No. 1 .- The rivalry existing between "Neptune " and "Washington " frequently led to collisions at fires, and in some cases they stopped playing on the fire to play on each other. This state of affairs continued until early in 1858, when, the water pipes having been laid through the borough, the citizens bought a hose carriage and hose and the above named company was organized. It was composed of merchants, clerks and law students, who were designated "silk stockings." C. P. Matthews was elected foreman. The company virtually disbanded during the Rebellion.

Niagara, No. 3 .- The old nondescript "Niagara" was overhauled and repaired, and a company was formed in the spring of 1858, to which none but married men were admitted, except the torch boys. Richard Stilwell was chosen foreman; J. O. Kiersted assistant foreman, and D. K. Kressler, secretary.

The Borough Fire Department .- As soon as the " Niagara" was fit for service it was proposed that a regular fire department should be established and the council took the proper action. At the first election George Fisher was chosen chief engineer and Messrs. F. WV. Watson and J. W. Brock first and second assistants. A representative body known as " the Fireman's Board " was organized, consisting of the chief and assistant en- gineers and two delegates from each company; of which the chief engineer, ex officio, was president. Doctor A. Davis, from No. 2, was elected secretary, and D. K. Kressler, from No. 3, treasurer. The borough council appropriated $80 for the expenses of the board. The companies not respecting the orders of the chief engineer,

Mr. Fisher resigned. A new " Neptune" was bought in 1860. Mr. Watson kept the department together until his term expired, when he was succeeded by J. O. Kier- sted, the last chief engineer under the borough. The commencement of the war carrying off nearly all the active members, the whole fire organization was virtually disbanded until a destructive fire occurred in 1867, which showed the need of a fire department.

At the formation of the city there were only two hand engines and one hose carriage fit for service, viz .: Frank- lin engine, of Hyde Park, Neptune engine, of Scranton, and Nay Aug hose.

Franklin Fire Company was incorporated July 3d, 1855, and has since been in active service. The engine was of the Baltimore style and rendered valuable aid at fires in Scranton and Hyde Park until 1869, when engine house and engine were burned. The citizens subscribed $850, with which. an engine was bought, and in 1876 the city gave the company a third class Silsby steamer in exchange for the hand engine, which went into the possession of Relief Engine Company.

Scranton City Fire Department .- In 1867 the city councils established a fire department and bought two or three hook and ladder trucks. J. R. Keeley was elected chief engineer, and succeeded by R. Stillwell, C. W. Roesler, Enoch Page (three terms), Henry Ferber and S. B. Stilwell, who is now serving his third term.

The following companies and apparatus are now in active service and under the control of the city: Franklin Engine Company, steamer, Hyde Park; Neptune Engine Company, steamer and hand engine, Cedar street; Nay Aug Hose Company, steamer and hose carriage, Lacka- wanna avenue; Crystal Hose Company, steamer, Linden street; Liberty Hose Company and Liberty Hose Com- pany, jr., hose carriages, Providence; General Phinney Hose Company, hose carriage, Green Ridge; Relief Engine Company, hand engine, Petersburg; Phoenix Hose Company, hose carriage, Lackawanna avenne; Columbia Hose Company, hose carriage, Hyde Park; Hand-in-Hand Engine Company, awaiting an engine, Bellevue.

Crystal Hose was admitted to the fire department in 1873; Liberty Hose Company, 1868; Liberty Hose Com- pany, jr., 1876; General Phinney Hose Company, 1877: Hand. in-Hand Engine Company, 1877; Relief Engine Company, 1878; Phoenix Hose Company, 1879; Colum- bia Hose was organized in 1877, but has not been admit- ted.

An organization called the Citizens' Fire Association was incorporated in 1867, with a capital of $5,000 in $25 shares, to buy a steam fire engine. The citizens bought the steamer now in possession of Nay Aug Hose Company.

NOTABLE LABOR TROUBLES.

Scranton, as the center geographically and commer- cially of the eastern coal district, has from time to time been the scene of some of those conflicts between capital and labor common to all localities where mining and

418

HISTORY OF LACKAWANNA COUNTY.

manufacturing are carried on extensively. The local troubles have been so frequent that it would be neither profitable nor interesting to notice all of them. Often they have been confined to one mine or manufacturing establishment and have been speedily adjusted without serious loss or inconvenience. The more notable strikes at Scranton occurred in 1869, in 1870-71 and in 1877.

THE MINERS' STRIKE OF 1869.

A general strike of all the miners in the employ of the Delaware, Lackawanna and Western Railroad Company, together with those at all collieries whose coal was par- chased by this corporation except the Nay Aug or Roar- ing Brook colliery, began May 25th, 1869, and continued until August 27th. The miners of the Delaware and Hudson Canal Company struck at the same time, but did not resume work until about a week after the date last mentioned. The cause for the action of the Delaware, Lackawanna and Western Railroad Company's miners was the refusal of the company to grant an increase of ten cents a car in the price of mining. The difficulty was finally adjusted by the promise of the company to pay the same price for mining that was paid by the Pennsyl- vania Coal Company, and not to make any reduction be- fore December Ist following, without thirty days' notice. Roaring Brook colliery and the mines of the Pennsylva- nia Coal Company were worked during this period of loss and inactivity without interruption. This was the first general strike in the Lackawanna district.

THE STRIKE AND RIOTS OF 1870 AND IS71.

December 5th, 1870, the miners of the Delaware, Lackawanna and Western Railroad Company and the Pennsylvania Coal Company stopped work. From time to time the employes of other companies joined the movement, and during the next five months and more, with few exceptions, the mines in and about Scranton, as well as throughout the entire anthracite coal region, were idle, the miners remaining stubborn in their demands for higher wages and the coal companies in their refusal to grant any concessions. . The effect of the suspension was disastrous not only to miners and operators, but to the business prosperity of the city and the surrounding country, and among the former there were numerous in- stances of want and destitution.

During the war the rapid increase in the demand for coal stimulated production beyond precedent, forced higher rates for mining than was paid by any other branch of industry, and attracted to the mines more men that could be profitably employed when business returned to its natural channel. To maintain the then current high wages, the miners formed an association, which in a short time embraced the entire anthracite region, and in 1869 resolved that they would not only determine the rates to be paid for labor, but would also control and de- termine the production of the mines and the value of coal to the consumer. This new and extraordinary claim was conceded by a majority of the producers, but was successfully resisted by the Delaware, Lackawanna

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History of Luzerne, Lackawanna, and Wyoming counties, Pa.; with illustrations and biographical sketches of some of their prominent men and pioneers, Part 128

Author: Munsell, W.W., & Co., New York Publication date: 1880 Publisher: New York, W.W. Munsell & co. Number of Pages: 900

Author: Munsell, W.W., & Co., New York
Publication date: 1880
Publisher: New York, W.W. Munsell & co.
Number of Pages: 900