History of Wayne, Pike, and Monroe counties, Pennsylvania, Part 43

Author: Mathews, Alfred, 1852-1904. 4n
Publication date: 1886
Publisher: Philadelphia : R.T. Peck & Co.
Number of Pages: 1438

USA > Pennsylvania > Monroe County > History of Wayne, Pike, and Monroe counties, Pennsylvania > Part 43
USA > Pennsylvania > Pike County > History of Wayne, Pike, and Monroe counties, Pennsylvania > Part 43
USA > Pennsylvania > Wayne County > History of Wayne, Pike, and Monroe counties, Pennsylvania > Part 43

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).

Bryan, William Calder, Thomas Tileston, Wil- liam M. Halsted, John Hitchcock, Samuel Reynolds, William Wheelwright, William Worrell, John Wurts, Allison Post, William Bradford, James Ruthven. The new board set about the work of restoring the credit of the company and rectifying the wrong impression that had gone abroad about its coal. The stock- holders, at a meeting March 23, 1831, author- ized them to borrow on the credit of the com- pany and a pledge of its property a sufficient sum to discharge its debts and prosecute its business. A loan of three hundred thousand dollars was effected from the State of New York, which, when it matured, in 1849, was promptly paid, and this freed the company, for the time being, of embarrassment. The company now began in a systematic way to educate the public in the matter of using anthracite, and their efforts were well repaid, for they succeeded in intro- ducing it in a very large number of manufacto- ries. Its use in generating steam on land pre- ceded, by several years, its general introduction in steamboats, and it was not until 1835 that its merits were fully demonstrated as an agent in the production of steam for navigation pur- poses. In that year a new steam ferry-boat, built for the purpose and fitted up with Dr. Nott's patent tubular boilers, using Lacka- wanna coal, made a trip of fifty miles up the Hudson with a party of gentlemen on board, and showed speed equal to that of any boat on the river. Dr. Nott had been engaged for sev- eral years, under the direction of Maurice Wurts, in carrying on experiments to bring about this result. Messrs. H. Nott & Co. sub- sequently made a contract with the Delaware and Hudson Company to run a passenger steamer upon the North River with no fuel but Lackawanna coal, and they were, in considera- tion for the benefits so accruing to the company, made the owners of one thousand shares of its stock at par. The large amount of coal sold and distributed gratuitously by the company in 1832 developed the fact that there were not enough miners in the country to mine the coal demanded, and many were brought from abroad. But still, " in 1835 miners were so scarce in Car- bondale that they were able to make their own

243

WAYNE COUNTY.

terms." "In 1836," says the managers' re- port, "to guard against a short supply of coal and other evils consequent upon a general want of miners, . . the company sent out an agent to secure additional ones," but owing to the great demand in England, only a few could be induced to come to this country.

For fifteen years the Delaware and Hudson Canal Company struggled against almost all conceivable adverse circumstances and did not obtain a financial success until 1840. Interest had to be paid upon the debt, mine roads opened and repaired, the railroad, with its cumbersome machinery and antiquated engines kept in work- ing order, and the damage which floods wrought in the canal made good.

But three great causes were now working in favor of the company, viz. : the introduction of coal upon steamboats, the demonstration of its practical usefulness in the manufacture of iron, and the diminution of the Lehigh Coal and Navigation Company's supply to the market, through the partial obliteration of their slack- water navigation by floods.

James Archbald figures as an important char- acter in the history of the company's progress. He came into the service of the company very soon after the railroad over the mountain was begun, and in 1829 he was made superinten- dent and resident engineer by J. B. Jervis. He was destined to work very material changes and improvements in the road and to place it prac- tically in its present condition. In 1836-37 he constructed new planes at Carbondale, greatly facilitating the movement of coal-cars. Prior to that time the track between the planes had been level and the cars had been drawn upon it by horses, but Mr. Archbald devised the plan of giving it a slight descent and taking advantage of the force of gravity to run the cars from one plane to another.

In 1841 one hundred and ninety-two thou- sand two hundred and seven tons of anthracite was transported over the company's lines, but that amount being far beyond the ordinary working capacity of either the canal or railroad, the managers adopted a plan for enlarging the former and making important improvements in the latter. Instead of the single track, with

turnouts, by which the cars could pass at cer- tain points, a " loaded " and a " light," or re- turn track, entirely independent of each other, were constructed, the location, as well as the en- tire arrangement of the road, was changed and water-power and machinery took the place of horses, which were found too slow and expen- sive. Engineer Archbald, in his report to John Wurts in 1847, says: " After careful consider- ation and examination of the ground over which we had to go, in order to be fully satisfied of its fitness for what would be required, I pro- posed the present plan of road; whichi, though entirely novel in its arrangement for the return of empty cars, received the sanction of the Board and was adopted." These improvements were begun in 1842 and for the most part com- pleted in 1844, though minor ones have been made since, altogether increasing the carrying capacity of the road over thirty-fold. The im- provements made between the years specified cost $328,890.46. Simultaneously with the remod- eling of the road, the canal was deepened one foot, so that boats of forty or fifty tons could as readily pass through it as twenty-five-ton boats could in the original channel. In 1852 the second enlargement was completed and in 1866 it was again enlarged for boats of one hundred and fifty tons.

It was while the work upon the railroad al- Inded to was in progress that the company decided to extend the line to White Oak Run (now Archbald), and this was the signal for the outbreak of a most unreasonable and virulent hostility. The opposition to the extension of the Delaware and Hudson Canal Company's railroad into the central part of the valley was originally based largely upon an unreasonable fear of monopoly, but the war which ensued and raged with the utmost fury eventually drew into and entangled with the issue the conflicting interests of several rival corporations and am- bitious individuals, and involved also the vexed and rancorous strife for the carving of a new county from the northern part of Luzerne. Of this contest it is beyond our province to treat, for it belongs rather to the history of Luzerne and Lackawanna Counties than that of Wayne. Suffice it to say that the asperities of that long

244

WAYNE, PIKE AND MONROE COUNTIES, PENNSYLVANIA.

and bitter feud have been softened by the lapse of years, and that whatever its abiding results, they have not materially affected the condition of the great corporation whose history is here outlined.

In the mean time the practical work of the company was carried calmly and successfully on. Improvements were made from time to time, as they were demanded, and in the years 1847-49 especial preparations were made to accommodate the increased traffic caused by the construction of the Pennsylvania Coal Company's gravity railroad from the mines to Hawley, by which coal was first shipped in 1850.

In 1846, to avoid the delay formerly exper- ienced in crossing the Delaware River by means of a dam, the company commenced the erection of two wire suspension aqueducts, which were completed in 1849, and opened for navigation in May. They were constructed on the plan of the Pittsburgh suspension aqueduct, the first of the kind in the world, and were designed by Mr. John A. Roebling, the engineer of the former, acting with Mr. R. F. Lord, chief engineer of the Delaware and Hudson.

The trunks which held the water were com- posed of timber and plank, well joined and caulked, and suspended from two wire cables, one on each side. The cables rested in heavy cast-iron saddles surmounting stone towers four by six fect square, and rising four feet above the tow-path. The trunks were wide cnough for two boats to pass, and on each side of the channel was a tow-path. The masonry was of the most durable and compact graywacke, which constitutes the principal formation of the valley of the Upper Delaware, and was so con- structed as to insure it from damage by the heavy floods and ice that so often prove destruc- tive at this point in the river.

The cables were each made in one length from abutment to abutment, and were protected by close wire wrapping heavily coated with paint and varnish. The anchorage of each was by heavy chains secured to plates of cast-iron six feet square. The following table, exhibiting the principal dimensions at the Delaware aque- duct, will be of interest :

Length of aqueduct with extensions 600 feet. 4

Length of span varies from 131 to .. Width of trunk at water-line.

Depth of water.

Weight of water between abut- ments

Weight of water in one span ..

Diameter of wire cables ...

142 feet. 19 feet. 6 feet 6 in.

1950 tons. 487} tons. 83 inches.

2150

Number of wires in each cable. Total weight of cables and anchor- age. 190,000 pounds. 1900 tons.

Ultimate strength of each cable .... Hydraulic cement masonry in

abutment, piers and anchorage. 7688 cubic yds.

During the winter the general enlargement of the canal was also vigorously prosecuted. Fifty-seven of the enlarged locks were made one hundred feet long between quoins and given fifteen fcet width of chamber, while during the succeeding winter the remaining locks were improved, so that in 1880 the canal was ade- quate for the passage of boats loaded with one hundred and thirty to one hundred and forty tons of coal.

By the provisions of the act incorporating the company, passed March 13, 1823, the State of Pennsylvania reserved the right after the ex- piration of thirty years to resume the rights, liberties and franchises, on certain terms and conditions specified in the eighteenth section. The subject became one of considerable discus- sion in the Legislature as the expiration of the period, on March 13, 1853, approached, and on the 8th of January, 1852, the committee of the House to whom the matter had been referred reported that if the State did exercise its right of resumption, it must pay the company for the Pennsylvania section of the canal the sum of $1,246,437.63, that being the difference between the amount of tolls received and the cost of construction and repairs. In this conclusion the board of managers did not concur, but on the contrary they argued that even if the right of resumption, by the State, did exist, the amount paid must be much larger. Finally, on the 30th of April, 1852, a bill was passed which was in effect a total and unconditional surrender by the State of its right of resumption, if any such she had, and a perpetual extension of the franchises of the company.

In 1854 the company was deprived of the valuable services, of Maurice Wurts, who died

Number of spans

245

WAYNE COUNTY.

on the 29th of December in that year, at Phila- delphia. He had been identified with the company for more than thirty years, and with the great project from its inception, and to him more than to any other one man its wonderful success was due. Wm. Musgrave, another ef- ficient officer, the vice-president of the company, died in April, 1856.

John Wurts, after twenty-seven years of de- voted service, resigned his office as president on March 15, 1858, and his resignation was ac- cepted by the board with the greatest reluctance. Thus the pioneers and projectors, those who had borne the brunt of the struggle and finally brought the company to a solidly established prosperity, passed from the field of action, and the work was taken up by others. Thus far the company had had but three presidents,- Philip Hone, from 1825 to 1826 ; Jolin Bolton, from 1826 to 1832 ; and John Wurts, from 1832 to 1858. George T. Olyphant was elected as Mr. Wurts' successor and the latter gentleman retained a position in the board of managers until 1861. He died in Rome, Italy, on the 23d of April in that ycar. The other officers elected for the year 1858 were,-Vice-President, Robert Soutter, previously chosen in 1856; Treasurer, Isaac N. Seymour ; Secretary, James C. Hartt; Managers, John Wurts, Silas Holmes, Wm. S. Herriman, Chas. N. Talbot, Lora Naslı, Edward J. Woolsey, George T. Olyphant, Robert Ray, Daniel Parish, Samuel B. Schieffelin, Abicl A. Low, Robert L. Ken- nedy, John David Wolfe. During this year the company's railroad was extended from Arch- bald, seven miles down the valley, at an expense of three hundred thousand dollars, and within the next two years was extended to Scranton.

A great lawsuit between the Delaware and Hudson Canal Company and the Pennsylvania Coal Company, which had been several years in progress, and in which the former sued for ad- ditional tolls, was concluded in 1863. The de- cision rendered awarded the Delaware and Hud- son Company five cents additional toll for every ton of coal transported on the canal since July 28, 1853, the aggregate of the amount, with interest, being about three hundred and fifty thousand dollars.

R. F. Lord, of Honesdale, resigned his posi- tion as chief engineer of the company's canal on the 1st of January, 1864. He had entered the service of the company in 1826, and the man- agers felt it to be a pleasant duty to bear testimony to the zeal, ability and faithfulness with which he had for a period of nearly forty years discharged every trust committed to him.

Thomas Dickson, who entered the employ of the company as superintendent of the coal de- partment in 1860, was made general superin- tendent in 1864, vice-president in 1865 and president in 1869. In 1866, R. Manville, who had for a long period been a trusted employé of the company, was made superintendent of the railroad department, a position which he still fills, and Coe F. Young was appointed to the position of canal superintendent, to which Asher M. Atkinson succeeded when Mr. Young was meritoriously advanced to the office of general manager in 1869. With these and other efficient officers in the managing and executive departments, the company not only sustained its past prosperity, but entered suc- cessfully upon new and broader fields of action.

The Albany and Susquehanna Railroad was acquired by perpetual lease of the property and franchises at an annual rental of four hundred and ninety thousand dollars, on the 24th of February, 1870, and the Rensselaer and Saratoga Railroad, with its branches, on the 1st of May, 1871, while the New York and Canada Rail- road was built soon after. President Dickson, on the opening of that great branch of the Dela- ware and Hudson Canal Company's Railroad, in November, 1875, thus summarized the pro- gress of the company's business :

". . . In 1830 the total product (of the mines) was forty-three thousand tons, and in 1860, the year of my entering the service of the company, the product had reached five hundred and forty-one thousand tons ; the present year it will be three millions ; in 1860 the company had a produc- tive capacity of not to exceed six hundred thou- sand tons per annum, had one hundred and eight miles of canal and twenty-three of rail- road ; its productive capacity is now four mil-

246

WAYNE, PIKE AND MONROE COUNTIES, PENNSYLVANIA.

lions of tons per annum, and in addition to the canal, it owns and operates seven hundred miles of railway, besides some two hundred miles of underground railway in their mincs, and while the capital stock has been increased from time to time, until now it reaches twenty millions, the increase of product and of the business has been much larger in proportion."

The fiftieth anniversary of the company was marked by the erection, in New York City, of a massive and magnificent fire-proof building, situated on the southeast corner of Cortlandt and New Church Streets. The foundation was laid in 1874, and the edifice known as the " Coal and Iron Exchange Building " com- pleted and occupied in January, 1876.

The rebuilding of the coal road by James Archbald, which left it substantially in its present condition, with a carrying capacity of three million tons per annum, has heretofore been spoken of. The arrangement of planes and "levels," with the length of each, the height of the former and fall of the latter, with the elevations above tide-water, are as follows :

Planes.

Levels.

Length of

Plane.

Length of

Level,

Rise.

Fall.

Elevation

above Tide.

...

119.39

1194.14

...

1,648

16.07

1178 07

...

1,435

105.95

1284.02

238

....

1,51

1282.51

1,310

556

5.28

1392.76

1,320

131.02

1523.78

...

239

2.67

1521.11

1,294

130.00

1651.11

...

209

2.00

1649.11

1,253

110.19

1759.30

216

2.10

1757.20

...

1,410

101.61

15.79

1843.02

1,257

104.15

43.58

1947.17 1903.79

...

1,369

242

4.97

1781.21

...

1,320

100

2.82

1661.51

...

1,342

114.75

1546.77

1,193

14.48

1535.29

...

1,463

52,194

430.65

985.00

Length of

Plane.

Level.

Rise.

Fall.

Elevation

above Tide.

985

194.50

1179.50

...

14,238

126.18

1053.32

629

102 55

1155.87

...

7,879

174.65

1264.07

6,673

55.87

1208.20

1,027

164.02

1372.22

...

2,169

185.70

1468.20

6,869

....

54.76

1413,44

1,760

137.72

1551.16

1,068

...

9.71

1541.45

...

2,630

231.43

3.31

1772.57

...

1,565

133.95

1906.52

74,281

1020.30

886.22

...

1,146

78.19

964.41

14,214

171.59

792.82

418

40.00

832.82

8,860

81.30

751.52

...

1,352

124.45

875.95

...

9,329

77.89

798.06

1,462

122,50

920.56

4,790

40.37

880.19

...

1,080

101.70

981.89

8,248

....

68.82

913.07

1,863

161.20

1074.27

...

4.60

1069.67

...

1,558

158.42

1228.09

25,673

206.26

1021.83

...

1,008

71.75

...

1093.40

...

2,137

18.65

1074.75

Pocket

646

92.30

The total length of the road from Scranton to Honesdale is thirty-one and thirty-two one- hundredths miles, and the total length of the light track from Honesdale to Olyphant (foot of G) twenty-nine and ninety-four one hun- dredths miles, making the total of the main line sixty-one and twenty-six one-hundredths miles. With branches the total length of track is eighty-seven miles.

The company employ in the operation of its "gravity " railroad, twenty-seven double en- gines, most of which are either sixteen or eight- een by thirty-six inch cylinders. The number of boilers is one hundred and seventy ; of loco- motives five.

The shipments of coal from the mines, for each year from the time the canal was opened

...

........

...

......

4,895

117.61

1786.18

...

116.87

1664.34

...

119.64

1415.65

...

....

10,572

89.72

1282.50

...

1775.88

...

295

...

552

...

115.53

1398.04

...

Planes.

Levels.

...

66.45

1089.42

...

1,312

Length of

1,479

. .

1858.51

1,809

247

WAYNE COUNTY.

to 1885, are exhibited in the following table, which is also suggestive of the slow but con- stant and comparatively uniform development of the company's prosperity :

Years.

Tons.

Years.

Tons.

1829

7,000

1857

480,677

1830

43,000

1858.

348,789

1831

54,000

1859

591,000

1832

84,600

1860

499,568

1833

111,777

1861

726,644

1834

43,700

1862

644,100

1835

90,000

1863

828,150

1836

103,861

1864.

852,130

1837

115,387

1865

759,699

1838

78,207

1866.

1,391,674

1839

122,300

1867

1,507,487

1840

148,470

1868

1,991,870

1841

192,270

1869

1,626,391

1842

205,253

1870.

2,318,073

1843

227,605

1871.

2,011,333

1844

251,005

1872

2,930,767

1845.

273,435

1873

2,752,596

1846.

320,000

1874

2,399,417

1847

386,203

1875

3,053,817

1848

437,500

1876

1,997,545

1849.

454,240

1877

1,893,315

1850.

432,339

1878

2,045,041

1851.

472,478

1879.

3,412,063

1852

497,839

1880

3,047,594

1853.

494,327

1881

3,661,792

1854

438,407

1882

3,719,322

1855

565,460

1883

4,097,218

1856.

499,650

1884.

3,986,377

Following is a list of the managers, officers and department superintendents of the company from 1825 to 1885 :

Presidents : 1825, Philip Hone ; 1826, John Bolton ; 1832, John Wurts ; 1858, George T. Olyphant; 1869, Thomas Dickson ; 1884, Robert M. Olyphant.

Vice-Presidents : 1845, Isaac L. Platt; 1849, John Ewen ; 1851, William Musgrave ; 1857, Robert Sout- ter ; 1866, Thomas Dickson ; 1882, Robert M. Oly- phant ; 1884, Coe F. Young ; 1885, Le Grand B. Can- non.

Assistant Presidents : 1874, Harwood V. Olyphant; 1876, Robert M. Olyphant.

Managers: 1825, Garrett B. Abeel; 1867, John J. Astor, Jr. ; 1867, John L. Aspinwall; 1825, John Bolton ; 1831, James Bryar ; 1832, William Branford ; 1834, Joseph Bayley ; 1841, Henry Brevoort, Jr. ; 1825, Lynde Catlin; 1826, William Calder; 1833, Edward Colman ; 1837, Don Alonzo Cushman ; 1860, Le Grand B. Cannon ; 1862, John J. Crane ; 1868, Thomas Cornell ; 1835, Robert Dyson ; 1866, Thomas Dickson ; 1834, John Ferguson ; 1852, Daniel B. Fearing; 1866, O. De F. Grant; 1825, Philip Hone ; 1825, John Hunter ; 1825, Abraham Hasbrouck ; 1831,

John Hickok; 1831, William M. Halstead ; 1838, William C. Hickok ; 1841, Silas Holmes ; 1842, Irad Hawley ; 1844, William S. Herriman; 1845, Cyrus Hickok ; 1859, James M. Halsted; 1868, W. J. Hoppin ; 1826, William H. Ireland; 1 858, Robert L. Kennedy ; 1825, Rufus L. Lord; 1833, William E. Lee ; 1841, Daniel Lord, Jr .; 1842, Jacob R. Leroy ; 1857, Abiel A. Low ; 1873, J. Pierpont Morgan ; 1846, Howard Mott; 1848, Lord Nash; 1837, Joseph Otis ; 1852, George T. Olyphant; 1873, Robert M. Oly- phant ; 1 1825, Hezekiah Pierrepont ; 1832, Allison Post ; 1834, Isaac L. Platt ; 1855, Daniel Parish ; 1825, William W. Russell; 1826, Benjamin W. Rogers ; 1832, Samuel Reynolds ; 1832, James Ruth- ven ; 1840, John Rankin; 1853, Robert Ray ; 1833, Philemon Starr; 1834, Joseph Sands; 1841, Aquilla G. Stout; 1857, Samuel B. Schieffelin ; 1859, John Schenck; 1870, Isaac N. Seymour; 1825, Jonathan Thompson ; 1826, Thomas Tileston; 1826, Henry Thomas; 1833, Knowles Taylor; 1845, Charles N. Talbot ; 1864, James R. Taylor; 1830, Myndert Van Schaick ; 1825, George D. Wickham ; 1825, Maurice Wurts ; 1826, Samuel Whittemore; 1831, John Wurts; 1831, William Worrell; 1831, William Wheelwright ; 1852, Edward J. Woolsey ; 1858, John D. Wolfe; 1873, George C. Ward; 1842, Henry Young.

The following managers have been elected since the foregoing list was compiled :

1875, Robert S. Hone and James Roosevelt; 1877, Levi P. Morton ; 1880, Adolphus Hamilton and Abra- ham R. Van Nest ; 1881, Hugh J. Jewett and David Dows : 1884, Benjamin H. Bristow; 1885, John A. Stewart.

Treasurers : 1825, John Bolton ; 1826, Samuel Flewelling ; 1832, John H. Williams ; 1845, Isaac N. Seymour; 1869, Charles P. Hartt; 1873, James C. Hartt.

Assistant Treasurer : 1885, Charles A. Walker.

Secretaries : 1842, Isaac N. Seymour; 1848, Gilead A. Smith ; 1855, James C. Hartt; 1866, Richard H. Nodyne; 1871, Daniel Wilson; 1873, George L. Haight ; 1883, F. Murray Olyphant.

General Sales Agents : 1866, James C. Hartt ; 1873, Rodman G. Moulton ; 1885, James C. Hartt.

General Sales Agent, Western and Southern Sales Department: 1869, Joseph J. Albright.

General Managers: 1869, Coe F. Young; 1885, Horace G. Young.

Assistant General Manager: 1883, Horace G. Young. Coal Department Superintendents : 1866, E. W. Weston ; 1874, A. H. Vandling.

Pennsylvania Division Superintendent : 1866, R. Manville.

Canal Superintendents : 1866, Coe F. Young ; 1869, A. M. Atkinson ; 1884, L. O. Rose.

1 Retired in 1874; was re-elected in 1883.

248

WAYNE, PIKE AND MONROE COUNTIES, PENNSYLVANIA.

Rondout Department Superintendents : 1873, A. H. Vandling; 1874, A. Osterhondt ; 1877, S. S. Smith.

General Agent Real Estate Department : 1874, E. W. Weston.

Superintendent Albany and Susquehanna and Rensselaer and Saratoga Railroad Department : 1873, H. A. Fonda.

Chief Engineer Albany and Susquehanna and Rensselaer and Saratoga Railroad Department: 1873, C. W. Wentz.

President and Superintendent New York and Canada Railroad Department : 1873, Isaac V. Baker.

On January 1, 1875, the Northern Railroad Department was created, consisting of the Al- bany and Susquehanna Railroad and branches, Rensselaer and Saratoga Railroad and branches, and the completed portion of the New York and Canada Railroad. It was divided into two divisions, viz .: Saratoga Division, embracing the Rensselaer and Saratoga Railroad and branches, and the New York and Canada Railroad and branches ; and the Susquehanna Division, em- bracing the Albany and Susquehanna Railroad and branches.

The superintendents placed in charge were as follows :

Saratoga Division, Theodore Voorhees, Troy, N. Y .; Susquehanna Division, C. D. Hammond, Albany, N. Y.

November 1, 1885, both divisions were placed under the charge of C. D. Hammond, as superintendent of the Northern Railroad De- partment.

Chief Engineers Northern Railroad Department: 1875, C. W. Wentz; 1885, A. J. Swift.

The managers and officers of the company at present are as follows :

Board of Managers .- Abiel A. Low, James M. Hal- sted, Le Grand B. Cannon, James R. Taylor, John Jacob Astor, Thomas Cornell, Robert S. Hone, James Roosevelt, Abraham R. Van Nest, Hugh J. Jewett, David Dows, Robert M. Olyphant, Benjamin H. Bristow.

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History of Wayne, Pike, and Monroe counties, Pennsylvania, Part 43

Author: Mathews, Alfred, 1852-1904. 4n Publication date: 1886 Publisher: Philadelphia : R.T. Peck & Co. Number of Pages: 1438

Author: Mathews, Alfred, 1852-1904. 4n
Publication date: 1886
Publisher: Philadelphia : R.T. Peck & Co.
Number of Pages: 1438