History of York County Pennsylvania, Volume I, Part 108

Author: Prowell, George R.
Publication date: 1907
Publisher: J. H. Beers
Number of Pages: 1372

USA > Pennsylvania > York County > History of York County Pennsylvania, Volume I > Part 108

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).

1 1

-------------------- 1 1 t

599

TURNPIKES, CANALS, RAILROADS

claim of the defendant was that the slave's tended through various sections of York mother had not been in Pennsylvania for County. Before the era of railroads, and during the time of stage coaches and wag- oning to Philadelphia and Baltimore, these turnpikes were used extensively. A care- fully prepared narrative of the origin and history of the turnpikes in York County is given herewith.

six months before her son's birth and there- fore under the law Mr. Showers has a right to return with his slave to Maryland, which was then a slave state. The evidence was not clear to Judge Atlee, of the York County courts, and he could not release the slave in accordance with existing laws. The abolition society then took out a writ of Homine Replegiando to take the slave out of his master's possession and hold him till they could procure further testimony to establish his claim to liberty. Although the abolition society did not succeed in the courts, circumstances occurred which gave them great satisfaction. While the owner was sleeping in one of the hotels of York the negro made his escape and the next morning nothing could be heard of him. How he had disappeared and where he went always remained a profound secret.

CHAPTER XXXIV

TURNPIKES, CANALS, RAILROADS

Wrightsville, Gettysburg and Baltimore Turnpikes-Hanover and Maryland Line -York and Chanceford-The Conewago Canal-Tidewater Canal-York Naviga- tion-Northern Central Railway-West- ern Maryland-Maryland and Pennsyl- vania.

The construction of turnpikes by char- tered companies was the first important step toward public internal improvements in Pennsylvania. The Philadelphia and Lan- caster Turnpike was begun in 1792. Previ- ous to this time there had been a few public highways opened by authority of the Penn- sylvania legislature. They were known as "State Roads." All the other highways of travel for horse and wagon were opened by authority of the county courts. The Lan- caster Turnpike was sixty-two miles in length. It was the first macadamized pub- lic road in America and was completed in 1794, at a cost of $465,000. Within forty years after this turnpike had been com- pleted, 220 other companies in the state re- ceived charters and had constructed macad- amized roads, called turnpikes. Between who reported it completed according to the 1808 and 1820 half a dozen turnpikes ex- law, whereupon they issued an order em-

The charter of this company

Wrightsville was granted by the legisla-

Turnpike. ture March 19, 1804, and let-

ters patent issued to the stockholders thereof by Governor Thomas McKean, May 16, 1808.

At an election held in the Court House, on July 23, 1808, Samuel Miller was elected president; Jacob Upp, Daniel Spangler, John Grier, George Bard, Jacob Liephart. Christian Stoner, Christian Hamaker, Wil- liam Wright, James Wright, Philip Gossler, Christian Brenneman, Thomas P. Cope, managers, and William P. Beatty, treasurer. The judges of this election were Colonel William Ross and Godfrey Lenhart. Thomas P. Cope was a prominent citizen of Philadelphia.

The first business meeting was held at " Wright's ferry house on the Susque- hanna," August 22, 1808. On this day the board began to survey the road, and went the first day as far as Canoe Run, and the next day continued to York. At the next meeting, September 10, 1808, John Barber, of Columbia, was elected secretary. The macadamized part of the road was made twenty-one feet wide and one foot thick in the centre slanting to the sides. . After vari- ous proposals were presented, the one made by John Grier and Penrose Robinson, of York, to make the whole road, bridges, aqueducts, etc., at $II per perch, and take ten shares of stock, was accepted at a meet- ing, held October 13, 1808, at the house of George Bard. The charter empowered the company to organize with a capital of $35 .- 000. Jacob Eichelberger was appointed superintendent. Gate No. I was erected at Rudy's Run; John Newcomer appointed keeper, at a salary of $160 per annum, and Christian Kreidler to keep gate No. 2. It was located on the west side of Little Co- dorus, in Springettsbury Township. A committee was appointed to view the road,

600

HISTORY OF YORK COUNTY, PENNSYLVANIA

powering the company to erect gates, and nia, "incorporating a company to make an turnpikes and collect tolls. The first divi- artificial road by the best and nearest route dend declared was at the rate of four per cent, June 6, 1818; the second in November of the same year of four per cent ; the third in May, 1819, of four per cent. The fol- lowing is a list of the presidents of the com- pany in order of succession: Samuel Mil- ler, elected in 1808; James Wright, in 1817; Jacob Eichelberger in 1821 ; James Johnston in 1829; John Barnitz in 1836; Dr. Jacob

from the town of Hanover to the Maryland line, at or near the place the turnpike road from Baltimore to State line strikes the same." Conrad Sherman, Henry Welsh, Peter Storm, Frederick Wentz, Francis La- motte, Jacob Metzger and Peter Eckert were named in the act as commissioners. Immediately after the passage of the act these men began soliciting stock, and hav- Hay, Sr., in 1849; Philip A. Small, 1875; E. ing succeeded in their efforts, an election

G. Smyser, 1876: Dr. Jacob Hay, Jr., 1887; was held for officers and managers August 5. 1808. The commissioners appointed as judges of this election were Dr. Henry C. Wampler and George Carl; Jacob Metzger was elected president and Paul Metzger, treasurer and secretary. The managers George P. Smyser, 1897. Treasurers: Wil- liam P. Beatty, 1808; John Schmidt, 1817; John Hahn, 1829, who became secretary, 1824; Philip Smyser, also chosen secretary, 1836; John A. Weiser in 1868, and Joseph Smyser, secretary in 1868: C. S. Weiser, were Conrad Sherman, Jacob Eichelberger, treasurer 1889; Ellis S. Lewis, secretary and Christian Wirt, George Nace, Adam For- treasurer, 1903.

Baltimore

The act incorporating the York and Maryland Line Turnpike

ney, Samuel Lilly, Samuel Graybill, Henry Welsh, Henry Bowman, Abraham Hiestand and Peter Forney. Three hundred and fifty

Pike. Company was approved by Gov- shares of stock were sold, some of it in Bal- timore, but most of it to citizens of Hanover

ernor Thomas Mckean March 31, 1807. The commissioners named in the and vicinity. The price of each share was act for the purpose of receiving subscrip- $100. The entire cost of the road, however, tions were Adam Hendricks, George Lor- seven miles in length, was $37,500. The turnpike was completed in November, 1809. man, George Bard, Caleb Kirk, Philip Fred- erick, Robert Hammersly, Jacob Loucks, C. T. Melsheimer was elected secretary of Isaac Kirk and John Brillinger. The form the company; Nicholas Gelwicks was of the subscription was $100 a share. The elected president in 1810, and was succeeded act states that the road was to be built by the best and nearest route from York to the Maryland line. Ten dollars on each share were paid by the original subscribers.

This turnpike was one of the leading highways in Pennsylvania in the time of wagoning to Baltimore and during the era of stage coaches. In 1907 Grier Hersh was president of the company, John J. Frick treasurer, and Charles A. Lyne, secretary.

The York and Conewago turnpike was completed to York Haven before 1814, and in 1838 was extended along the river to the bridge across the Susquehanna at Harris- burg. This pike was discontinued from Goldsboro to the Harrisburg bridge when the Northern Central Railroad was ex- tended to Marysville in 1850.

by John Danner in 1815; John Scholl in 1817: Jacob Eichelberger in 1818; Henry Wirt, Sr., in 1840; Jacob Wirt in 1861; Henry Wirt, in 1870. In 1907 Joseph Brockley was president and Reuben Young secretary and treasurer.

Before the railroad from Harrisburg to Baltimore was built, this turnpike was a part of the leading route from Carlisle; and other points north, to the metropolis of Maryland, to which place most of the trade of York. Cumberland and Adams Counties was generally directed. During a portion of its history the company paid large divi- dends. Its course is nearly the same as the old road laid out by the Province of Mary- land, in 1735, to the Conewago settlement, around the present town of Hanover.

The York and Gettysburg

Hanover and

Baltimore.

An act was passed February 2, 1808, by the state legislature, Gettysburg Turnpike Company was organ- then in session at Lancaster, Pike. ized under act of 1804, incor- porating the Susquehanna and and signed by Thomas Mc- Kean, governor of Pennsylva- York Turnpike. The provisions of this

---

601

TURNPIKES, CANALS, RAILROADS

same act were extended in the charter immigrants. State aid to the amount of granted to York and Gettysburg Turnpike $40,000 was received. The total subscrip- Company, on March II, 1815. The letters tion to stock was $103,516, and the entire patent, giving the company power to go cost of building the road and bridges was forward as a corporation, are dated April $107,366. This turnpike extends over a liam Findlay. On December 15, 1819, David Cassat, John Hahn and Jacob Metz- gar were appointed a committee to report 23, 1818, and are signed by Governor Wil- direct line from York to Gettysburg, and is twenty-eight miles in length. The income for the first year was $3,515; expenditures for the same year, $3,459. The following in writing concerning the building of the board was elected May 24, 1821 : President, Jolin Demuth; secretary, George Wagner; treasurer, George Upp; assistant treasurer, George Smyser; managers, Peter Butt, Jacob Smyser, Philip Frederick, Martin Ebert, Samuel Smith, Martin Danner, Emanuel Ziegler, Daniel Diehl, A. Camp- bell, Thomas Everhart, George Welsh and Henry King. May 24, 1823, John Hersh was made president and Philip Smyser, treasurer. The number of managers was reduced to six, and Martin Ziegler, Jacob Smyser, Henry King, George Welsh, Daniel Diehl and George Bangher were elected. In 1824, Benjamin Beitzel became one of the managers and Jacob Eichelberger, sec- retary. Benjamin Beitzel was elected pres- ident in 1830 and Charles Weiser, secre- tary. The first dividend, three per cent, was declared May 4, 1831. L. Rosenmiller was elected president in 1832; upon his death he was succeeded by Charles Weiser in 1858; Joseph Smyser in 1858 became sec- retary and in 1868, president, which office he held until 1875, as secretary, and until 1878, as president; Alexander J. Frey was chosen president in 1878. C. E. Lewis was elected secretary in 1875 and Jere Carl treas- urer in 1868. This road was an important route to the south and west before the time of canals and railroads. In 1907 the officers were Jere Carl, president; George U. Weiser, treasurer; W. F. O. Rosenmiller,

road, and between April 23, 1818, and De- cember 15, 1819, the road was completed. On May 2, 1818, at an election held in Ab- bottstown, the first officers and managers were chosen, as follows: President, Alex- ander Cobeen; treasurer, George Upp; sec- retary, Alexander Russell; managers, Wil- liam McPherson, George Hossler, John Hersh, Frederick Baugher, Jacob Smyser (tanner), Jacob Smyser (farmer), Thomas Eichelberger, Henry Wolf, Henry King, Peter Butt, George Dashiells and John . Murphy. A survey of the proposed road was made by Jacob Spangler. The next meeting was held in June of the same year, when the courses and distances of the pro- jected turnpike road were presented and dis- cussed. The board then proceeded from Gettysburg to Oxford, and from thence to York, making a complete examination of the route.

Several meetings were held for the pur- pose of raising stock subscriptions, and giv- ing out contracts for constructing the road. The president was ordered to meet the con- tractors at Abbottstown, November 7. April 9, 1819, proposals were received to build the part of the road from Codorus Bridge to the borough line. About this time three new managers, Samuel Smith, Michael Slagle and Philip Frederick were elected. The other part of the board re- mained unchanged. Superintendents were secretary.

appointed, and the building of the pike rap- idly progressed. In September the board met at the usual place in Abbottstown to receive reports from the superintendents. Two toll-gates in York County and two in Adams County were opened.

After the work was all done and viewed by the state authorities, an ox-roast was held on the farm of George Dashiells, to celebrate the event. Most of the labor of the building of the road was done by Irish

The act incorporating the East East Berlin Berlin and Hanover Turnpike and Company was passed in 1810.

Hanover. The commissioners named in it were Samuel Fahnestock. John B. Arnold, William Patterson, Borius Fahnestock, Tobias Kepner and Frederick Baugher. The first recorded meeting was held December II, 18II, when the follow- ing board was elected: President, Samuel Fahnestock: directors, Peter Becker, Peter

602

HISTORY OF YORK COUNTY, PENNSYLVANIA

Binder, Daniel Baker, John Deardorff, Michael Gyselman, Valentine Hollinger, John Miley, Ludwig Swartz, John Fox, Chanceford Jacob Hoffman and William Patterson, who proceeded to locate the road from Ber- lin to Abbottstown. The contract for building the road was concluded and given out October 10, 1812.

The first installment of $5 per share on the stock was called for payment, January 15, 1813, to be advertised in the Carlisle, scriptions and organize a company, were Hanover and Gettysburg papers. Freder-\ Joseph Smyser, Jason H. Slusser, Philip A. ick Baugher was appointed by the board Small, Samuel S. Hersh and Jacob Craver. shortly after this as the first superintendent at a salary of $199 for the work until fin- ished.

March 23, 1816, the president, Samuel Fahnestock, resigned. At the election held April 25, 1816, Henry Picking was elected president. November 9, 1816, the board contracted with John Fox to finish that part of the road not completed by Richard Mur-

At an election held in the Court House, December 26, 1867, Samuel S. Hersh was chosen president of the company, Jere Carl, treasurer, and Joseph Smyser, Stephen G. Boyd, Jacob Craver, Jason H. Slusser and ray, being the three miles nearest Hanover, Jacob Weiser, managers. At a subsequent at the rate of $18 a perch. November I, meeting George A. Heckert was made sec- 1817, the board passed a resolution reliev- ing Valentine Hollinger of his office of su- perintendent, which he filled to the satis- faction of the directors, the road having been inspected by a committee appointed by the governor and pronounced all riglit. Arrangements were also made for the ap- pointment of gate-keepers, and the road was opened for travel very soon after this date. Thomas Abbot was the first gate keeper appointed.

The public highway leading from Han- over to Carlisle was one of the most prom- inent turnpikes in the early history of Penn- sylvania. It was completed soon after the turnpike was built from the Maryland line to Hanover, and for a period of sixty years was used extensively by teamsters convey- ing products of the farm to Baltimore and bringing back to the interior of Pennsyl- vania, goods and merchandise.

The Hanover and McSherrystown turn- pike, two miles in length, was completed in 1885. It is one of the most profitable turn- pikes of central Pennsylvania.

The Littlestown turnpike is another pub- lic highway extending from Hanover to Littlestown, a distance of seven miles. In 1907, Lewis D. Sell was president ; Dr. J. H. Bittinger, treasurer, and Samuel Geiselman, secretary.

Feeling the necessity of a turn- York and pike road towards Peach Bot- tom, upon application a char- ter was granted for that pur- pose by the legislature of Pennsylvania through the efforts of Stephen G. Boyd, who was one of the representatives from York County. It was approved by Governor Geary on May 10, 1867. The charter mem- bers, who were empowered to receive sub-

The charter allowed a capital stock of 2,500 shares of $20 each, and required that within a specified time at least five miles of the road be completed.

retary. Upon the resignation of Joseph Smyser, Z. K. Loucks was elected one of the managers, March, 1868. Daniel M. Ettin- ger was appointed engineer of the proposed road. Jacob Loucks became a member of the board of managers upon the resignation of Jason Slusser, and Z. K. Loucks suc- ceeded S. S. Hersh as president. Part of the road being completed, tollgate No. I was established and Augustus G. Weiser appointed keeper. The first dividend was declared November 9, 1870. The 28th day of August, 1871, toll-gate No. 2 was erected and Charles Keesey appointed keeper. Five and one-half miles were completed the same year, and the work was discontinued until 1879, when one-half mile more was added. Peter Grim kept Gate No. I 'for many years; in March, 1885, Michael Grim succeeded him. The capital of the com- pany is $42,000. In 1907, Horace Keesey . was president, and Jere Carl, secretary and treasurer.

CANALS.

One of the most notable events in the history of internal improvements in the State of Pennsylvania was the opening of a navigable canal around the Conewago Falls, on the west side of the Susquehanna River, at the place since the year 1814,

- ----- -----

603

TURNPIKES, CANALS, RAILROADS

known as York Haven. It was the first set their poles at the bottom of the river, canal built in this state, and so far as definite and then walk down what was called "runs," records go. the first in the United States. thus forcing the boat up the stream as fast as a man could walk. Thousands of bush- els of wheat, corn and potatoes were con- veyed down the stream and unloaded at Middletown. The business interests of the town became important. Its history antedates the history of York Haven many years. It was the initiatory step which inaugurated a great system of artificial navigation and internal improve- ment in Pennsylvania.

The original mode of transportation on the Susquehanna, and on many other rivers, was with the " dug outs." They were made in imitation of the Indian canoe, and con- sisted of a log, usually of pine, with a por-

On account of the increase of the traffic, some boats were

Conewago Falls. landed on the west side of the Susquehanna above the Cone- wago Falls, a barrier to further navigation tion of it dug out like a trough. The In- of keel-boats. The products from these dian traders used them to convey furs and boats were conveyed in wagons to the city other products down the stream. The bat- of Baltimore. The town of Falmouth was teau, a sort of flat boat, was used next, and was considered of great value to early settlers and traders along the Susquehanna. But for river navigation on a more Keel- extended scale, the "keel-boats " Boats. were of great importance in the transportation of goods and prod- Thousands of bushels of rye, oats, ucts.

then laid out on the east side of the river, opposite the site of York Haven, by James Hopkins, Thomas Bailey, James Keys and John Greer. But the expense of overland transportation of goods from Middletown, Falmouth and the port of entry on the York County side of the river, was too great to afford merchants much profit on account of competition from other sources.

corn, wheat and potatoes were brought

Enterprising business men then began to devise plans by means of which the obstacles to navigation at Conewago Falls might be avoided, and a passage down the Susque- hanna river to its mouth be accomplished. Bertram Galbreath, a prominent land sur- veyor, who lived at Bainbridge, Lancaster County, and other influential citizens, were appointed by the state authorities a com- mittee to explore the river and report some feasible plan of avoiding the obstructions. down the river in them. They obtained their name from the fact that the lowest piece of timber, named a keel, ran the whole length of the boat, from the lower part of the stem to the stern post, and supported the entire boat. Sometimes two keels were used. On account of the rapids at the mouth of the Conewago creek, these boats could not pass down the river farther than Middletown, which until 1797, was a great port for them. It was about the time of the close of the Revolutionary war, in 1783, The Revolutionary War prevented further possibly earlier, that the "dug outs " were action immediately, and the matter was de- succeeded by the "keel-boats." The for- ferred. In the year 1789, Thomas Hulings, Bertram Galbreath and Samuel Boyd were appointed commissioners to explore the Susquehanna and Juniata rivers. On the 30th of January. 1790, they reported : mer were no longer considered adequate to the business. The latter were generally built in the valuable wooded districts up the Susquehanna and its branches, and floated down the current, bearing from five to thirty tons of produce.

" The Conewago Falls, about fourteen miles above Wright's Ferry, is the great ulation of our western country." They

Middletown at the mouth of the Swatara, obstruction and bar to the wealth and pop- was the lowest port of entry. Here the produce was transferred to the shore and urged that a canal should be built around these falls or riffles. This proposition was encouraged by all enterprising citizens who transported overland by means of wagons, to the eastern markets. The return trip of these boats was more difficult. They were were directly or indirectly interested. and forced up the current with " set poles " and the legislature of Pennsylvania was soon contained usually a light load of groceries, petitioned to furnish aid. It became an im- hardware and other merchandise. Boat- . portant subject for discussion in the legisla- men would start at the head of the boat and ture.

On which side of the river to con-

604

HISTORY OF YORK COUNTY, PENNSYLVANIA

struct the proposed canal was a subject flin, one of the projectors of it and who was which caused considerable debate. The governor, and a number of distinguished commissioners appointed to view the ob- attendants arrived on horseback at the foot structions recommended that a canal be of the falls on the Lancaster side. They built one mile long, thirty-three feet wide and nine feet deep, with a fall of nineteen feet. They did not recommend locks to raise the boats to a level with the head of the falls. Governor Thomas Mifflin, who was elected in 1790, and was a great advo- cate of furthering any enterprise that en- couraged internal improvement, called to his counsel some of the most skillful civil engineers of the time. They decided that nineteen feet fall in one mile would make it impossible for a keel-boat to ascend it against the rapid current.

came from Philadelphia, then the capital of the state. A large concourse of people from York and vicinity had congregated along the canal. The canal commissioners and the Rev. Dr. Smith had already crossed the river to the York County side. Some of the ingenious workmen began to drill holes in the adjoining rocks, which they filled with powder. The governor and his party came across the river in flat-boats, amid the sleet and snow, fully determined, even though the weather was inclement, to fulfil their intentions. Just as he set foot on the On April 13, 1791, the legislature of York County shore, there was enthusiastic State Pennsylvania appropriated 5,250 Aid. pounds "to improve the Susque- hanna river from Wright's Ferry to the mouth of the Swatara." One hundred and fifty pounds of this sum were spent at Chickie's Falls, and 100 pounds at Halde- occasion. man's riffles. On the 3rd of July, 1792, a contract was entered into by Governor Mif- flin on the part of the State of Pennsylvania cheering from the gathered crowd, and a loud explosion from the improvised cannon, as a salute. As the Governor passed up and down the canal in a flat-boat, a number of salutes were fired in order to enliven the The canal had two locks at the lower end, each eighty feet long and twelve feet wide. When the distinguished guests arrived, they were placed on flat-boats pre- and a number of prominent citizens of the pared for the occasion, and when they en- tered the chamber of the first lock, and the lower gate closed behind them, they were astonished to find that their boats in a few minutes had risen nine feet. Ice formed on the canal, and it had to be broken with poles to enable the boats to proceed. They passed up the canal amid the cheers of the multitude, and the firing of salutes from the adjoining rocks. At the head of the canal were several keel-boats, which came down from Middletown. By the time the Gov- ernor returned to the lower end. again, an audience of over 600 people had assembled, awaiting a speech from him. He served nine years as governor of Pennsylvania, and had distinguished himself as a civilian and a soldier. He addressed the audience for half an hour and then left for Lancaster.

commonwealth, most of them from Phila- delphia, as follows : Robert Morris (the great financier of the Revolution), William Smith, Walter Stewart, Samuel Meredith, John Steinmetz, Tench Francis, John Nich- olson, Samuel Miles, Timothy Matlock, David Rittenhouse, Samuel Powell, Alex- ander James Dallas, William Bingham, Henry Miller, Abram Witmer and Dr. Rob- ert Harris. These men were appointed a committee to construct a canal forty feet wide and four feet deep around Conewago Falls. James Brindley, their engineer, es- timated the entire cost of the canal at $20,- 000. The State appropriated one-half of this amount. The company found, how- ever, that by the time it was completed in 1796, the sum of $102,000 was expended. The canal was about one mile long, and contained locks. This canal was of great importance to Pennsylvania, and became a centre of attraction.

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of York County Pennsylvania, Volume I, Part 108

Author: Prowell, George R. Publication date: 1907 Publisher: J. H. Beers Number of Pages: 1372

Author: Prowell, George R.
Publication date: 1907
Publisher: J. H. Beers
Number of Pages: 1372