History of York County, Pennsylvania : from the earliest period to the present time, divided into general, special, township and borough histories, with a biographical department appended, Part 65

Author: Gibson, John, Editor
Publication date: 1886
Publisher: F.A. Battey Publishing Co., Chicago
Number of Pages: 1104

USA > Pennsylvania > York County > History of York County, Pennsylvania : from the earliest period to the present time, divided into general, special, township and borough histories, with a biographical department appended > Part 65

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In July, 1770, a road was opened from Yonerstown (Dover) to George Ilgenfritz's mill in Dover Township by Michael Quickel and others.

In 1767 a road was opened in Chanceford from "John Finley's tavern house to Jacob Grove's mill, lately erected."

The same year a road was opened from the

Brogue tavern to Nicholson's mill at forks of Muddy Creek, thence to temporary line," by David Kirkpatrick, Thomas Scott, John Mc- Cally, William Gemmill, Benjamin Johnson and James White.

A petition, in 1768, of divers inhabitants of Shrewsberry and Codorns stated that "a road, formerly made by themselves, which led from Maryland road to the mill of Chris. tian Meckley, was stopped np by Peter Seis and others." William Ehrhart, Frederick Fishel, Michael Geiselman, Peter Runk, Kil- ian Divinger and Moses Lawson were ap- pointed by the court to open the road.

The inhabitants of Chanceford and Fawn, in 1768, stated, in a petition, that "they needed a road from Samuel Leeper's mill, which is now fitted for merchant work, and has on hand a quantity of flour ;" the road to begin "at the great road leading from York to Peach Bottom Ferry; to pass between Rol- and Huss and James Hill to said mill, and from thence to Provincial Line, where James Webb lives."

On motion of James Smith, Esq., on behalf of Caleb Lowe and others, viewers were appointed April, 1768, to open a road from Lowe's ferry (now York Haven) to intersect the road leading from York Town to Car- lisle." This afterward was known as the "Canal Road."

The petition of sundry inhabitants of New- berry and Dover, July, 1768, apprehended that " a road from James Rankin's house to Great Conewago, at or near a place called the wolf pit, and from thence to a ferry on the Susquehanna, would be useful. Where- upon the court appointed James Welsh, Esq., John Garretson, Sr., Henry Entzminger, Jo. seph Hutton, Peter Sneider, and Ellis Lewis, to open such road." It was laid out in Octo. ber. Its length was "fifteen miles, three- fourths of a mile, and fifty-six perches." It began at Lewisberry and ended at New Hol- land.

In 1769, in answer to many petitions in behalf of James Cooper, who had built a merchant mill near Peach Bottom Ferry, a road was opened from the ferry to said mill.

In 1770 a road was opened from Hellam Iron Works, at the mouth of Codorus, to York.

James Dickson, at April session, 1769, stated that "he had contracted with commis- sioners, and built a bridge across the Lit- tle Conewago Creek, - at Henry Sturgeon's house, for £100, and to uphold the some for seven years ; at the same time had the verbal promise of the commissioners that they would not see him at a loss, for they

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HISTORY OF YORK COUNTY.

said that it would be wrong to let one man suffer by a county. Accordingly they told him to lay his bill of expenses before the grand jury ; that nevertheless he had not yet ob- tained redress." The court appointed six men to view the bridge, whose report was favorable to the contractor, and the court or- dered the county to relieve him. It is doubt- ful if a contractor would be so favored now.

CONVEYANCE OF MAILS AND PASSENGERS.

In the infancy of our history, letters were carried by travelers or traders, or by mes- sengers specially entrusted with them. The colonial governors began, as early as 1683, to establish post-routes to the interior settle- ment, starting at Philadelphia. There was one to York as early as 1750, and postal affairs were managed by George Stevenson, the intelligent court clerk and surveyor. At first, and for many years, mail was brought to our forefathers on pack horses.

Stage coaches without springs ran from Philadelphia to New York beginning in 1756. During the Revolution, York became a very important post town on account of the meet- ing of Congress here, and lines of stages then ran from Lancaster and Reading to York. In 1784 Frederick Sheaffer began to run a stage line from Philadelphia to Lan- caster, which a year or two later was extended to York. William McClelland, and Samuel Spengler, in 1797, started the " Lancaster, York & Baltimore Stage Line. " The trip one way was made in two days, and was begun on Monday, at the house of William Ferree, in Lancaster; fare for way passengers 53 cents per mile. In May, 1800, William Scott started a line from Lancaster through York, Hanover, Gettysburg to Hagerstown and Frederick, Md. The line from Balti more to Harrisburg was a very impor- tant route from 1796 to 1838, when the Baltimore & Susquehanna Railroad was completed to York. There were several com- peting liues over this route. Two rival lines ran between York and Harrisburg after 1838. At one time, on account of cutting rates, one of the owners of a line conveyed passengers from York to Harrisburg for 50 cents, and furnished a dinner in the bargain. Nearly all stage lines exchanged horses every ten or twelve miles. The York and Harrisburg line changed a mile below Goldsboro. Stages on all lines did not forget to stop a short time at the wayside inns "to refresh the inner man. " The line from Carlisle through Hanover to Baltimore . was an important route, and was opened in 1790, or thereabouts. The arrival of a stage coach at a town or

tavern was heralded with great joy. The hardy driver of an influential line always " felt his importance, " but he generally knew very well how to " tip the decanter" as well as to crack his whip to the trot of his noble steeds.

A line was started mainly for the convey- ance of mails from York, through Dover, Rossville, Lewisberry, Lisburn to Carlisle in 1815, and also one from York to Peach Bot- tom. All these villages mentioned became post towns that year under our present pos- tal system. During the days of wagoning to Baltimore, and from Philadelphia to Pitts- burg, the roads and turnpikes of York Coun- ty were bronght into very important use. Lines of teams loaded with grain, goods or merchandise might be seen daily, passing over our public highways, with six and even eight horses hitched double, and fre- quently with bells attached to the harness. Sometimes horses were hitched tandem. The stage coach lines have all been discontin- ned in York County. There are still a num- ber of government star postal routes in the County, by which the mails and also passen- gers are conveyed to points where there are no railroads.

EARLY FERRIES.

Wherever practicable, streams were forded, but when necessary ferries were established. There were a number of them across the Sus quehanna at a very early date.

John Wright's ferry, chartered in 1730, was the most important of its day. For one hundred years it was part of the great high- way to the West. Anderson's ferry, at Mar- ietta, was chartered soon after. The Vin- egar Ferry was also much used. Peach Bot- tom Ferry was named as early as 1738; Ash- more's ferry and Nelson's ferry, later known as Stevenson's, White's, and now McCall's, both originated about 1740. Nathan Hns- sey's ferry, near Goldsboro, started in 1740, and many of the Quaker emigrants crossed there.

Rankin's ferry, at York Haven, at a later day was much used. This was first known as Joshua Lowe's ferry, as early as 1737.

There was an important ferry near New- market, known in early days chronologically as Chamber's, Chesney's & Simpson's ferry. William Chesney, prominent in the Revolu- tionary war, died there in 1782. Gen Michael Simpson succeeded in the owner- ship of the ferry, and in 1794, had the dis- tinguished honor of entertaining President

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Washington over night on his return from the Whisky Insurrection.

The Blue Rock Ferry was established by Col. Cresap, the Maryland chieftain, under a charter in 1735 from his own State at the base of the Conojohela Valley, four miles south of Wrightsville; it was afterward known as Myers, and Dritt's Ferry. The Con- ewago, Codorus and smaller streams had ford- ing places until the era of county bridge building.

BRIDGES.

The first known bridge was built across the Codorus Creek, at Market Street, York, about 1743. A legal record entered in Janu- ary, 1768, petitioning for a new stone bridge, says, "The old bridge of wood at High (Market) Street is much decayed; the sills are rotten, so that it is dangerous to cross with heavy wagons." The stone bridge was built there that year. A bridge across the Conewago, beyond Dover, was built about the same time, the stone one at same site in 1811. Other county bridges were built at an early date. The Columbia Bridge across the the river was built in 1809. It was a covered wooden structure, stood on twenty-three piers, and existed until June 28, 1863, when it was burned by the Union forces under Col. Frick, to prevent the advance of the approaching Confederate force, under Gen. Gordon. A new one has since been erected.

By an act of the legislature approved April 2, 1811, a State appropri ition was made to as. sist chartered companies in the erection of bridges across the Susquehanna at Harrisburg, at Northumberland and at McCall's ferry in this county; they were all built by the dis- tinguished civil engineer, Theodore Burr, the inventor of the "Burr Bridge plan." The Harrisburg bridge was commenced in 1812 and completed October 1816, at a cost of $192, - 138. A part of the bridge is still standing. The part nearest the city was taken away by the flood of 1846, and a second one at a subse. quent flood. Mr. Burr and his son soon com- pleting the Harrisburg Bridge, commenced the construction of the one at McCall's ferry, which cost about the same sum. During its short existence, it was considered a remarkable structure, but was taken away by the ice flood of 1817. Theodore Burr who was born at Torringford, Conn., in 1762, and in 1789 mar- ried the grand-daughter of Capt. Cook, the great English Navigator, died at Middletown, Dauphin County, November 21, 1822, while superintending the erection of a bridge across the Swatara there.

A bridge was built across the Susquehanna

at York Furnace, in 1855, and taken away by a flood the next year.

TURNPIKES.

No attempt was systematically made to fit the early roads for extensive wagon traffic until 1792. During this year a turnpike was commenced to extend from Philadelphia to Lancaster, sixty-two miles long, and was finished two years later at a cost of $465,000. This was the first stone pike in the United States. The progress of roadmaking in Pennsylvania, however, compares very favor. ably with that of modern European countries. After the decline of the Roman Empire, roads were neglected. One of England's historians says that in 1770 the trip from Liverpool to Manchester was not a little perilous from the bad condition of the road. In Pennsylvania, within forty years after the Philadelphia & Lancaster turnpike was built, 220 companies were chartered to construct turnpikes. The following description and history of the development of these enterprises in York County, arranged in chronological order of construction, was carefully prepared from the official records of the different companies:

SUSQUEHANNA & YORK BOROUGH TURNPIKE COM - . PANY.

The charter of this company was passed by the legislature on March 19, 1804, and letters patent issued to the stockholders there- of by Gov. 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, Chris- tian Stoner, Christian Hamaker, William Wright, James Wright, Philip Gossler, Christian Brenneman, Thomas P. Cope, man- agers, and William P. Beatty, treasurer. The judges of this election were William Ross and Godfrey Lenhart. Thomas P. Cope, the last named director, was a promi- nent citizen of Philadelphia.

The first business meeting was held at " Wright's ferry-house on the Susquehanna," August 22, 1808,-all directors present, ex- cept Thomas P. Cope. On this day the board proceeded to lay out the road, and pro- gressed the first day as far as Canoe Run. 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 center, slanting to the sides. After vari- ous proposals were presented, the one made by John Grier and Penrose Robinson, of

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HISTORY OF YORK COUNTY.

York, to make the whole road, bridges, aque- ducts, etc., at $11 per perch, and take ten shares of stock, was accepted at a meeting, 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. 1 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. This gate has been dis- continued; it was located on the west side of Little Codorous, in Spring Garden Township. A committee was appointed by Gov. Simon Snyder, to view the road, who reported it completed according to law, whereupon he issued an order empowering the company to erect gates, and turnpikes, and collect tolls. The first dividend declared was at the rate of 4 per cent, June 6, 1818; the second in November of same year of 4 per cent; the third in May, 1819, of 4 per cent. The following is a list of the presi- dents of the company in order of succession: -Samuel Miller, elected in 1808; James Wright, in 1817; Jacob Eichelberger, in 1821; James Johnson, in 1829; John Bar- nitz, in 1836; Dr. Jacob Hay, 1849; Philip A. Small, 1875; E. G. Smyser, 1876. Treas- urers :-- William P. Beatty, 1808; John Schmidt, 1817; John Hahn, 1829, and who was made secretary, 1824; Philip Smyser, who was also secretary, 1836; John A. Weiser became treasurer in 1868, and Joseph Smyser, secretary.

HANOVER & MARYLAND LINE TURNPIKE ROAD.

An act was passed on February 2, 1808, by the State legislature, then in session at Lan- caster, and signed by Thomas Mckean, gov- ernor of Pennsylvania, "incorporating a company to make an artificial road by the best and nearest route from the town of Hanover to the Maryland line, at or near the place the turnpike road from Baltimore to State will strike the same." Conrad Sher- man, Henry Welsh, Peter Storm, Frederick Wentz, Francis Lamotte, Jacob Metger and Peter Eckard were named in the act as com- missioners. Immediately after the passage of the act these men began soliciting stock, and having succeeded in their efforts, an election was held for officers and managers on August 5, 1808. The commissioners appointed as judges of this election were Henry C. Wampler and George Carl; Jacob Metger was elected president and Paul Metger, treasurer and secretary. The man- agers were Conrad Sherman, Jacob Eichel- berger, Christian Wirt, George Nace, Adam

Forney, Samuel Lilly, Samuel Graybill, Henry Welsh, Henry Bowman, Abraham Hiestand and Peter Forney. Three hundred and fifty shares of stock were sold, some of it in Baltimore, but most of it to citizens of Hanover and vicinity. The price of each share was $100. The entire cost of the road, however, seven miles in length, was $37,500. A contract was first made with Conrad Sher- man to construct the turnpike, but he re- signed before the work began, and Edward McCabe entered into a contract to complete it within fifteen months from time of begin- ning. It was completed in November, 1809. Paul Weaver was appointed keeper of gate No. 1, at a salary of $135 a year, and Abra- ham Bixler, keeper of gate No. 2, at a salary of $140 a year.

C. T. Melsheimer was elected secretary of the company; Nicholas Gelwicks was elected president in 1810, and was succeeded by John Danner in 1815; John Scholl in 1817; Jacob Eichelberger in 1818; Henry Wirt, Sr., in 1840; Jacob Wirt in 1861; Henry Wirt, who is now president of the company, was elected in 1870. The cther members of the board are R. Young, R. A. Eichelberger, W. C. W. Welsh, Joseph Brockley, Luther Weigle and W. N. Scholl. Before the rail- road from Harrisburg to Baltimore was built, this turnpike was a part of the leading routo 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 dividends. It is now in excellent condition. Its course is nearly the same as the old road laid out by the Province of Maryland, in 1735, to the Conewago settlement, around the present town of Hanover.

YORK & GETTYSBURG TURNPIKE.

This turnpike road was organized under the act of 1804, incorporating the Susque- hanna and York turnpike. The provisions of this same act were extended in the charter granted to York & Gettysburg Turnpike Company on March 11, 1815. The letters patent, giving the company power to go for- ward as a corporation, are dated April 23, 1818, and are signed by Gov. William Find- lay. On December 15, 1819, Jacob Cassat, Jacob Hahn and Jacob Metzger were appoint- ed a committee to report in writing concern- ing the building of the road, and between April 23, 1818, and December 15, 1819, the road was completed. On May 2, 1818, at an election held in Abbottstown, the first officers and managers were chosen, as follows-Presi-

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dent, Alexander Cobeen; treasurer, George Upp; secretary, Alexander Russell; managers, William 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 projected turn- pike road were presented and discussed. 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 purpose of raising stock subscriptions, and giving out contracts for constructing the pike. The president was ordered to meet the contractors at Abbotts- town, 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 remained unchanged. Superintendents were appointed, and the building of the pike rapidly progressed. In September, the board met at the usual place in Abbottstown to re- ceive reports from the superintendents. De- linquent stockholders were forced to pay up, and Michael Slagle appointed to notify the governor that the road was ready to be viewed by commissioners. 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, a grand ox-roast was indulged in on the farm of George Dashiells, to celebrate the joyful event. Most of the labor of building the road was done by Irish immigrants. State aid to the amount of $40,- 000 was received. The total subscription to stock was $103,516 and the entire cost of building the road and bridges was $107,366. The length, being nearly a direct line from York to Gettysburg, is twenty-eight miles. The income for the first year was $3,515.73; expenditure for the same year $3,459.10}; net income $56.623. The fol- lowing board was elected May 24, 1821- president, John 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. Campbell, Thomas Everhart, George Welsh and Hy. · King. It will be observed that the composi- tion of the board had materially changed

from time of the organization. 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 Baugher were elected. In 1824. Benjamin Beitzel became one of the managers and Jacob Eichelberger secretary. Benjamin Beitzel was elected president in 1830, and Charles Weiser, secre- tary. The first dividend, one of three per cent, was declared May 4, 1831. L. Rosen- miller was elected president in 1832; upon his death was succeeded by Charles Weiser in 1858; Joseph Smyser in 1858, became secretary, and in 1868, president, which of- fices he held until 1875 as secretary, and until 1878 as president; Alex. J. Frey was chosen president in 1878. C. E. Lewis was elected secretary in 1875 and Jere Carl treasurer in 1868. This road was an important route to the South and West, before the time of canals and railroads. The present board of managers, 1885, is composed of John A. Weiser, president since 1883; W. H. Kurtz, Charles Spangler, G. Ed. Hersh, J. H. Mc- Clellan, W. D. Himes and C. E. Lewis. C. E. Lewis continues as secretary and Jere Carl, treasurer.

YORK & MARYLAND LINE TURNPIKE.

The act incorporating this company was approved by Gov. Thomas Mckean, March 31, 1807. The commissioners named in the act for the purpose of receiving subscriptions were Adam Hendricks, George Lorman, George Bard, Caleb Kirk, Philip Frederick, Robert Hammersly, Jacob Lucks, Isaac Kirk and John Brillinger. The form of the sub- scription was $100 per share. The act states that the road was to be built by the best and nearest route from the borough of York to the Maryland line, at the place the old York road passes. Ten dollars on each share were paid by the original subscribers.

The York & Conewago turnpike was con- structed to York Haven before 1814, and in 1838 was extended along the river to Harris- burg pike. These were all important high- ways of travel.

BERLIN & HANOVER TURNPIKE COMPANY.

The act incorporating this company was passed in 1810. The commissioners named in it were Samnel Fahnestock, John B. Arnold, William Paterson, Borius Fahne- stock, Tobias Kepner and Frederick Baugher. The first recorded meeting was held Decem- ber, 11, 1811, when the following board was elected-President, Samuel Fahnestock ;

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HISTORY OF YORK COUNTY.

directors, Peter Becker, Peter Binder, Daniel Baker, John Deardorff, Michael Gyselman, Valentine Hollinger, John Miley, Ludwig Swartz, John Fox, Jacob Hoffman and Will- iam Patterson, who proceeded to locate the road from Berlin to Abbottstown, the courses and distances of that part being decided upon. At a meeting held September 26, 1812, the road was located from Abbottstown to Hanover. The contract for building the road was concluded and given out October 10, 1812, to the following parties, and at the prices named per lineal perch.

Per Perch.

James Tuly, first mile from Berlin. $ 8 33} James Tuly, second mile from Berlin. 8 73 Cormick McNulty, third mile from Berlin ... 8 60 William Henry, fourth mile from Berlin .... 11 34 Cormick McNulty, fifth mile from Berlin ... 6 85 Cormick McNulty, sixth mile from Berlin. . 7 10 Richard Murray, eighth, ninth and tenth miles from Berlin .. 10 31

The names of the contractors show their nationality. The road was to be twenty- eight feet wide, paved with stone, twenty-one feet wide and one foot thick, six inches bot- tom, to be large stone well laid together, and to be covered with six inches of stone, made small enough to go through a three-inch hole. These prices included the building of all the bridges and culverts on the line.

The first installment of $5 per share on the stock was called for payment, January 15, 1813 -- to be advertised in the Carlisle, Hanover and Gettysburg papers.

Frederick Baugher was appointed by the board shortly after this as the first superin- tendent at a salary of $199 for the work until finished. He was to see that the con- tractors carried out their part of the contract according to the agreement, and make report to the board from time to time as to the pro- gress of the work.

The board contracted with Christian Nagle to put up ten mile stones at such places as the board should designate for the sum of $50: the stones to be sandstone, four and a half feet long, ten inches thick, to be cut two feet nine inches, and one foot nine inches in ground; painted white with black letters.

James Tully, the first two miles from Ber- lin, failed to put in an appearance, and one mile was afterward given to Daniel Manear on the same terms. The other mile was un- dertaken and contracted for by James Heth- erington and William Turner.

July 13, 1816, the board resolved to make no further payments to the contractors "until evidence appears from their conduct and in- dustry that they intend finishing their con- tracts, and this evidence to rest with the board."

March 23, 1816, the president, Samuel Fahnestock, resigned. At the election held April 25, 1816, to fill the vacancy, 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 Murray, being the three miles nearest Hanover, at the rate of $18 per perch. November 1, 1817, the board passed a resolution relieving Valentine Hol- linger of his office of superintendent, which he filled to the satisfaction of the directors, the road having been inspected by a commit- tee appointed by the governor and pronounced all right. Arrangements were also made for the appointment of gate keepers, and the road must have been opened for travel very soon after this date. Thomas Abbot was the first gate keeper appointed.

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History of York County, Pennsylvania : from the earliest period to the present time, divided into general, special, township and borough histories, with a biographical department appended, Part 65

Author: Gibson, John, Editor Publication date: 1886 Publisher: F.A. Battey Publishing Co., Chicago Number of Pages: 1104

Author: Gibson, John, Editor
Publication date: 1886
Publisher: F.A. Battey Publishing Co., Chicago
Number of Pages: 1104