History of Lycoming County, Pennsylvania, Part 39

Author: edited by John F. Meginness
Publication date: 1892
Publisher: Chicago, Ill. : Brown, Runk
Number of Pages: 1650

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In August, 1878, the Maynard street suspension bridge was completed across the river at Williamsport. It was built by an incorporated company with an authorized capital stock of $60,000. Its total length is 1,050 feet. Floods and winds damaged it at different times. After the flood of June 1, 1889, it was rebuilt, and, finally sold to the county commissioners, November 14, 1891, for $41,552 and made free to the public. All bridges in the county are free, but the Loyalsock Gap Turnpike Company, which was incorporated by act of April 16, 1840, still charges toll. In 1851 a plank road was built by a company incorporated May 8, 1850, from the mouth of Larry's creek through Salladasburg, to English Centre. Whilst affording a thoroughfare through to Little Pine creek, it never proved a very profitable invest- ment, and after sustaining great damage by the flood of 1889, the stockholders decided to repair it no further than Salladasburg. It is a toll road.

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HISTORY OF LYCOMING COUNTY.

Aside from the river bridges, Lycoming county, on account of its numerous streams, has forty creek bridges, the majority of which are handsome iron structures. Little Pine creek has four iron bridges which cost $64,000. Two of these at English Centre, about one-third of a mile apart, cost $42,000. The cost of the bridges now owned by the county amounts to several hundred thousand dollars.

RIVER TRANSPORTATION.

While roads were opened and streams bridged in early times for the convenience of the people, they had no means of reaching distant markets except by wagon and the river. The Susquehanna was declared a "public highway" by act of March 21, 1783, and Pine creek was declared the same by act of January 14, 1833, fifty years later. From the earliest times boats were used for the transportation of stores and produce up and down the river, and many of the first settlers brought their families here in boats, which were poled up the stream by strong men. Grain and manu- factured goods were sent below in arks and keel-boats constructed specially for that purpose. The most popular was the keel-boat. They were constructed with a hull like the modern caual boat and would carry twenty-five and thirty tons. Oars and poles were used to propel them, and sometimes they were towed by horses. Many keel-boats were in use on the river, and several parties made a business of running them. Warehouses were built at points along the river where grain was brought and stored to be sent to market at Columbia and Baltimore. The return load con- sisted of merchandise. Sails were introduced in 1805 by Captains Jordan and Blair, and as they proved of considerable benefit they immediately became popular with boatmen. Flat-boats were also used, and the canoe never failed to be of service for light and quick work.

It was not until 1826 that steamboat navigation was attempted. This experiment was brought about by Peter Karthaus, who had started a furnace at what is now the town of Karthaus, in Clearfield county. He had lost so much iron by the sinking of his arks that he conceived the idea of introducing steamboats. He visited Williams- port and conferred with Tunison Coryell, who was favorably impressed and lent him all the aid he could. Two small steamboats, the Codorus and Susquehanna, were built, the former under Baltimore and the latter under Philadelphia auspices. The Codorus, commanded by Captain Elger, experienced great difficulty in reaching Williamsport and Farrandsville, after which it returned to Northumberland and ascended the North Branch as far as Binghamton. The Susquehanna, which was larger, exploded her boiler while trying to ascend Nescopee rapids and was lost, May 3, 1826. The appearance of the Codorus at Williamsport caused quite a sensa- tion and the construction of wharves and laudings was talked of. On the way up people gathered on the shores to view the new river craft. It stopped at Bailey's island for wood, and as none could be found the firemen proceeded to tear down a fence for fuel. Bailey appeared with a gun and forbade such liberty. A compromise was effected and the boat proceeded. These trial trips demonstrated the impracti- cability of navigating the river by steam and the project was abandoned. And with the departure of the Codorus the hopes of the people that Williamsport was about to become a port of entry vanished. The mails, which were light, were carried on horseback in saddle bags, and boys did the riding. They traveled by the shortest

Engly P. Rice & Sons, Phía

Jamu Humes

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INTERNAL IMPROVEMENTS. .

routes on paths across the mountains. The late A. Boyd Cummings related that when a small boy he often carried the mail to White Deer valley on horseback, and his route was by the Culbertson path from Du Boistown.

THE STAGE COACH.

The next step to secure swifter travel was the introduction of the stage coach, and to James Cummings belongs the credit of starting the first line between North- umberland and Williamsport. This was on the 25th of August, 1809. The stage only made one trip a week. In his advertisement Mr. Cummings says: " The stage will leave Williamsport on Friday morning at 4 o'clock, and arrive at Northum- berland at 6 P. M. Start from Northumberland at 5 o'clock A. M., and arrive at Williamsport at 7 o'clock P. M. Fare between Williamsport and Northumber- land, $2.25. All way passengers six cents per mile, each entitled to fourteen pounds baggage, gratis." The appearance of the first stage was an event of unusual interest, and many persons assembled to greet its arrival. It marked the beginning of a new epoch on the West Branch in the transportation line. In 1814 Mr. Cummings extended his stage line to Jersey Shore, but the venture proved a loss, and the people of that town had to raise a purse to reimburse him in order to keep the stage on the road. As late as 1838 but one trip weekly was made between Williamsport and Northumberland. That year Bailey & Eder underbid Samuel H. Lloyd & Company for the contract to carry the mail from Harrisburg and an opposition line with four horses was started. Passengers were carried for a nominal fare and there was much strife for a time between the rival parties. In those days stage coaching reached high water mark in this valley.

THE CANAL.

The construction of canals had been long advocated by prominent men. As early as 1790 surveys had been made to ascertain if Lake Erie could be connected with the West Branch. It was foreseen by leading men that water ways could be built to facilitate the transportation of goods. By act of March 31, 1823, the State appropriated $50,000 to improve navigation on the Susquehanna between Columbia and the mouth of the river, and appointed John McMeens, of Lycoming county, one of three commissioners to disburse the money. Other experiments were made but without success, when it was determined to resort to the construction of canals as the only feasible means of transporting the increasing products of the interior of the State to market. The legislature therefore passed a law, March 24, 1828, authorizing a board of canal commissioners to proceed "to locate and contract for making canals, locks, and other works necessary thereto" from Northumberland to Bald Eagle on the West Branch. Surveys were made and the work commenced, but delays occurred. The famous Muncy dam was put under contract at once and completed that year. The canal reached Williamsport in 1833 and Lock Haven in 1834. The superintendent of the Lycoming line, as it was termed in the reports, was William F. Packer. Under date of November 1, 1833, he submits an inter- esting report in which the condition of the improvement is given, together with a statement showing that the total cost of the " Lycoming line, Bald Eagle side cut, and Lewisburg side cut " was $1,158, 580. 84. The chief engineer was Robert.

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HISTORY OF LYCOMING COUNTY.

Faries, assisted by James D. Harris. On the 8th of July, 1833, the canal com- missioners met at Williamsport to hear reports from the engineers, settle claims for damages, and give instructions to the superintendent. The meeting, according to the minutes, was an important one and lasted two days.

By act of April 1, 1836, the Muncy Canal Company was incorporated. This com- pany was organized for the construction of the branch to the town; and in order to give ample time for its completion the date was extended by act of March 30, 1838, to November 1st of that year.

For many years the canal was an important water highway, and it gave an impetus to business that was felt in commercial circles throughout the country. Packet boats for the transportation of passengers were also introduced. They were fitted up neatly and towed by horses, relays of which were provided at certain distances, so that the teams would always be fresh. They were driven swiftly by mounted riders and the packet always had the right of way. The mail and express were carried on these boats. The captain of the packet took special pains to look after the comfort of his passengers and he was regarded with great favor by travelers. Capt. D. B. Else, of Williamsport, was one of the last of the line of these packet commanders. The landing wharf in Williamsport was at the Ex- change Hotel of Robert Hughes, on Market street, and the approach of the boat was announced by the vigorous ringing of a bell. Hundreds of persons were always present at the time of arrival, and the bustle and excitement which ensued never failed to be great.

The canal was operated until the great flood of June 1, 1889, when it was so badly damaged above Mnncy dam that it was abandoned by the Pennsylvania Rail- road Company, which had bought it from the State in 1857, nearly a quarter of a century before. It is now partly filled up through Williamsport and a railroad track has been laid to facilitate the shifting of freight cars. The canal packet supplanted the stage coach, and in time it was supplanted by the locomotive.

ADVENT OF RAILROADS.

The State canals had not been in operation many years until a sentiment in favor of railroads began to develop, and many charters were sought and obtained from the legislature. Among the first we find a charter granted by act of March 31, 1836, for the Jersey Shore and Willardsburg railroad. This projection ultimately devel- oped into the railroad of Pine creek. The Williamsport Railroad Company was chartered, May 20, 1837. This company had many ups and downs before it became established. The road was opened through to Ralston, January 12, 1839, and a locomotive named the " Robert Ralston " was brought from Philadelphia on a canal boat and placed on it. Eighteen months afterwards a second locomotive was pur- chased and named the "Williamsport." The road was poorly constructed. The track consisted of strap iron spiked on stringers, and the wear and tear caused by the locomotives was so great that they had to be taken off at the end of nine years and horses substituted. This railroad was the outgrowth of the coal and iron oper- ations on Lycoming creek, on which Mr. Ralston spent his fortune but founded a town which perpetuated his name. When the road was rebuilt and iron rails placed on the track, the discarded locomotive, "Williamsport," was resurrected and

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put on the road again. After many vicissitudes the road was completed through to Elmira and called the Williamsport and Elmira railroad. It is now known as the Northern Central.

The charter for the Sunbury and Erie was obtained April 3, 1837, but the part between Sunbury and Williamsport was not completed until 1855. It was known by this name until 1861, when the road was leased to the Pennsylvania Railroad Company and the title changed to the Philadelphia and Erie.

The Catawissa railroad was extended from Milton to Williamsport in 1871, under the superintendency of George Webb, and November 1, 1872, it was leased to the Philadelphia and Reading Railroad Company, which has since operated it.

The Jersey Shore, Pine Creek and Buffalo railroad, now known as the Fall Brook, was opened to Williamsport, June 4, 1883. It unites with the Philadelphia and Reading at Newberry Junction.

The Beech Creek railroad, which enters the county in Porter township from the west, was completed and opened for traffic in 1884. It unites with the Fall Brook at Jersey Shore Junction and runs into Williamsport over its tracks.

By act of June 24, 1839, George Grant, Robert S. Grant, Thomas G. Morris, John Knox, Bernard Duffy, and Abraham Lyon were "constituted a body politic and corporate" by the name of "The Larry's Creek Railroad and Coal Company," for the more convenient ownership and mining of coal, etc. To have a seal and hold 2,000 acres of land. The capital stock was fixed at $200,000, divided into 4,000 shares. When it was shown that the parties named had subscribed for the whole number of shares and paid in fifteen per cent., the Governor was authorized to issue a charter. It is scarcely necessary to add that the road never was built.

Another road, entitled " The Loyalsock Railroad Company," was chartered by act of 1839, but it shared the same fate as the Larry's Creek road.

What was originally known as the Muncy Creek railroad was chartered in 1864, and Michael Meylert, H. R. Merhling, Robert Taylor, George Bodine, and A. J. Dietrick were constituted a body corporate to lay out and construct the road along Muncy creek and ultimately extend it to Laporte, and from that point connect with some line running east. Steps were at once taken to push the enterprise by appoint- ing Joshua Bowman, Michael Meylert, and H. R. Merhling commissioners to open subscription books and canvass for the sale of stock. The first organization was com- posed of the following officers: President, Michael Meylert; treasurer, Joshua Bow- man; secretary, B. Morris Ellis; superintendent, H. R. Merhling; directors, Edward Lyon, Baker Langcake, B. Morris Ellis, Robert and D. W. Taylor. Opposition was early manifested by the citizens of Muncy, which resulted in the withdrawal of Messrs. Bowman and Langcake. B. M. Ellis was then made treasurer and James Taylor director. Slow progress was made in construction on account of a scarcity of funds. In 1867, after three miles of track had been laid from Hughesville, work was stopped, and the prospect of getting a road up the creek was not encouraging.

In 1870 an act was passed authorizing the sale of any improvement of this kind under execution for debt, no matter how small the amount. But the friends of the road managed to have a bill passed exempting the Muncy Creek from the sweeping effects of the law, and in June, 1872, a new organization was effected as follows: James K. Boak, treasurer; E. Livingston, secretary; H. R. Merhling, superintend-

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ent; B. Morris Ellis, Dr. M. Steck, De Witt Bodine, James Taylor, and Henry C. Warner, directors.

A renewed effort was made to push the enterprise, and the road was finally built to Hall's. The cost, including equipments, was $148,640. The total earnings for 1872 were $7,493.33. After encountering many vicissitudes, the management, on account of lack of means, was unable to extend the road, and creditors becoming clamorous, it was finally sold, about 1880, and B. G. Welch became general man- ager. Since that time the road has steadily been gaining in strength. It has been extended to Nordmont, in Sullivan county, and with increased rolling stock, has made considerable progress. Its business is gradually increasing, and when a con- nection is made with the Lehigh Valley it will become a through route and open up an extensive region of country. After the road passed into new hands a reorgani- zation took place and the name was changed to the Williamsport and North Branch railroad, under which title it is still operated. Some time after the first reorgani- zation George L. Sanderson became president and served in that capacity until the winter of 1892, when another change took place. The present officers are: Presi- dent, H. C. McCormick; vice-president, John Satterfield; treasurer, J. Henry Coch- ran; secretary, S. T. McCormick; general manager, B. G. Welch; directors: H. C. McCormick, John Satterfield, J. Henry Cochran, E. R. Payne, H. L. Taylor, and S. T. McCormick. Connection is made with the Philadelphia and Reading railroad at Hall's, ten miles east of Williamsport.

CHAPTER XX.

WILLIAMSPORT.

ORIGINAL OWNERSHIP OF THE SITE-NEWBERRY-JAYSBURG-WILLIAMSPORT LAID OUT- ADDITIONS TO THE TOWN PLAT-MICHAEL ROSS-ORIGIN OF THE NAME-THE FIRST IMPROVEMENTS FIRST TAXABLES FIRST STORES SIXTY YEARS AGO.

T 0 make the early history of Williamsport more intelligible, it is deemed best to give the names of the original owners of the land lying within the present boundaries, beginning on the east and moving westward. They run in the follow- ing order:

The records show that on April 3, 1769, Paul Weitzel made application for a tract of 266 acres, which, according to data in the office of the city engineer, embraced what is now that portion of the city lying east of Penn street, and south of Wyoming street to the river. The warrant for this tract, however, was made to Thomas Grant, who received a patent, March 27, 1799.

What is known as the "Michael Ross tract " adjoined Grant on the west. Application for the land was made by George Gibson, April 3, 1769; he transferred his claim to Matthias Slough, February 26, 1770; Slough transferred the same to

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William Winter, May 2, 1786, and April 1, 1793, Winter sold to Michael Ross, who, May 7, 1794, received a patent in fee from the Commonwealth for 280 acres. In the application the tract was called " Virginia." It extended west from Penn to Hep- burn streets; north to Brandon park, and south to the river. It was on a part of this land that Ross laid out the town of Williamsport.

The third tract on the west was applied for by Robert Galbraith, April 3, 1769, and it was called "Mount Joy." He disposed of his claim to Turbutt Francis, March 27, 1770, and he received a patent from the Proprietaries, June 2, 1772. It called for 300 acres. On the death of Francis his widow sold the land to Tench Coxe, May 2, 1772, and Coxe sold it to Jonathan Mifflin, September 18, 1784; and he sold to John Hollingsworth, April 29, 1786.

The fourth tract, adjoining Mount Joy on the west, was applied for by John Nesbit, April 3, 1769; he transferred his application to Turbutt Francis May 1, 1770, and the Proprietaries granted him a patent in fee April 16,1772. Francis sold to Tench Coxe, and he sold to John Hollingsworth. This tract was called " Deer Park," and contained 311 acres. The patents for these two tracts are the oldest covering any portion of the land lying within the city of Williamsport.

On the 3d of March, 1804, Hollingsworth exchanged these two tracts for 600 acres owned by James and William Hepburn, at Montoursville, afterwards known as the Charles Lloyd farm, the consideration being 5s. An interesting history of this exchange may be found in Deed Book F, page 74. And it is distinctly stated in the deed that the Hepburns were to hold Deer Park and Mount Joy as "tenants in common, and not as joint tenants." These tracts covered all that portion of the city lying between what is now Hepburn and Susquehanna streets.

On the 6th of September, 1810, James and William Hepburn made amicable partition of these lands, William taking that part lying west of what is now Camp- bell street, and James that portion between Campbell and Hepburn on the east. The records show no further early land transactions by the Hepburns within the city limits, although they were concerned in speculations outside.

On the 1st of December, 1795, William Hepburn conveyed to Alexander Smith a tract of land called " Williamsburg," containing 157 acres and 147 perches, in consideration of $473.21. There were some buildings, a barn, and an orchard on this land, and it is supposed to have been located north of the city. Hepburn had obtained a patent for it, April 16, 1794.

All that territory lying between Susquehanna street and Lycoming creek had been surveyed on a warrant dated January 31, 1769, and a patent issued to Richard Peters, August 11, 1772, calling for 579 acres. It was called "Orme's Kirk;" and November 23, 1772, Peters sold to Turbutt Francis; January 19, 1775, Hawkins Boone purchased it. He died intestate, (killed at the battle of Fort Freeland,) and his administrators-Robert Martin, Robert Arthur, and Jean Hardy-sold 2872 acres to William Winter for £350, "lawful money of Pennsylvania," July 11, 1791. William Winter died, June 29, 1794, and his executors sold the property to John Rose, October 6, 1801, for $9,200. The Rose purchase in after years came to be known as the " Grier farm," because Judge Grier married Isabella, the only daughter of John Rose, who inherited the farm. It was at the house of Mrs. Winter-which stood near the corner of Fourth and Cemetery streets-where a few sessions of

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HISTORY OF LYCOMING COUNTY.

court were held in 1797, and where the hounds of Judge Wallis upset the dinner table and broke all the china dishes but two!

Amariah Sutton became the owner of that part of Orme's Kirk (287} acres) lying next to Lycoming creek. It was conveyed to him by Turbutt Francis, January 19, 1775, in consideration of £210 17s, " lawful money of Pennsylvania." The patent to Francis was signed by Richard Penn, lieutenant governor. Sutton's deed is recorded at Sunbury in Book F, page 141. He was an Englishman, a brother-in-law of Winter, and settled there certainly as early as 1770. He was reputed to have had four wives and many children. His death occurred October 17, 1817. William Winter had two wives and nineteen children, and his neighbor, Judge Hepburn, had two wives and nineteen children also.

Sutton by deed dated September 3, 1808, (see Deed Book VI, page 275,) also conveyed to Daniel Tallman, Jeremiah Tallman, William Tharp, Alexander Smith, Thomas Smith, William Collins, and John Forster, trustees of the Lycoming con- gregation of the Methodist Episcopal church, in consideration of $1, ten acres of ground on which to erect buildings for the accommodation of ministers of that denomination. The terms of the conveyance not being complied with, the land reverted. This ground is now occupied by the Demorest Sewing Machine Works.

NEWBERRY.

Crossing Lycoming creek into what is now the Seventh ward of the city, we find that John Sutton, a nephew of Amariah, was the first owner of the land on which Newberry stands. He settled there about 1772, when the territory was known as "Indian land." Sutton staked out a claim, but during his absence, when the settlers were driven away, John Boak squatted there, but sold his right to Robert Arthur, July 10, 1776, for £35. When Sutton returned he appealed to the Fair Play committee, consisting of John Walker, Thomas Kempley, Brattan Caldwell, and James Crandon, and after hearing the case they decided, July 20, 1776, as follows: " We, the regulators of the Indian land, being met upon a case of dispute between John Sutton and John Boak, and having heard all that has been delivered in the matter between them concerning the land John Boak lived on, we do agree that John Sutton has the prior aud best right of the two." The case was afterwards arbitrated between Sutton and Boak, because .John Dunlap and Dorothy Reeder put in a claim, which was disputed by Robert Arthur, and Boak was prevented from signing a release, the said Arthur claiming in right of Samuel Anderson, by a con- veyance bearing date June 20, 1785. The arbitrators, after hearing the evidence did " award and determine that John Sutton had the only just right and title of pre- emption to the land." There were six arbitrators and William Hepburn was one of the number. Arthur then signed a release to Sutton as the "assignee of Samuel Anderson," disclaiming any right to the land "from the beginning of the world until the day of the date hereof," which was the 20th of October, 1785. This release enabled Suttou to get a patent from the Commonwealth, September 2, 1786.

The original grant to Sutton, to be more specific, was a pre-emption warrant, dated October 26, 1785, for 300 acres, "including his improvement made before the year 1778, on the west side of Lycoming creek adjoining the same, bounded by lands of John Dunlap on the north, John Clark on the west, and Joseph Reeder on the

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south." The terms of the warrant were at the rate of £30 per hundred acres. At. the time the warrant was granted he had a credit on the books for a payment of £90, and at the time of final settlement another credit of £6 14s Sd. The quantity of land returned was 3212 acres and allowance. The consideration named in the patent is "the moneys paid by John Sutton into the receiver general's office of this Commonwealth at the granting of the warrant hereinafter mentioned, and of the sum of £6 14s 8d, lawful money since paid by him." The £96 14s 8d was Pennsylvania currency, which reduced to dollars and cents would be about $257.98. The tract. was called "New Garden."

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History of Lycoming County, Pennsylvania, Part 39

Author: edited by John F. Meginness Publication date: 1892 Publisher: Chicago, Ill. : Brown, Runk Number of Pages: 1650

Author: edited by John F. Meginness
Publication date: 1892
Publisher: Chicago, Ill. : Brown, Runk
Number of Pages: 1650