USA > Pennsylvania > Mifflin County > History of that part of the Susquehanna and Juniata valleys, embraced in the counties of Mifflin, Juniata, Perry, Union and Snyder, in the commonwealth of Pennsylvania. V. 1, Pt. 1 > Part 80
USA > Pennsylvania > Perry County > History of that part of the Susquehanna and Juniata valleys, embraced in the counties of Mifflin, Juniata, Perry, Union and Snyder, in the commonwealth of Pennsylvania. V. 1, Pt. 1 > Part 80
USA > Pennsylvania > Union County > History of that part of the Susquehanna and Juniata valleys, embraced in the counties of Mifflin, Juniata, Perry, Union and Snyder, in the commonwealth of Pennsylvania. V. 1, Pt. 1 > Part 80
USA > Pennsylvania > Juniata County > History of that part of the Susquehanna and Juniata valleys, embraced in the counties of Mifflin, Juniata, Perry, Union and Snyder, in the commonwealth of Pennsylvania. V. 1, Pt. 1 > Part 80
USA > Pennsylvania > Snyder County > History of that part of the Susquehanna and Juniata valleys, embraced in the counties of Mifflin, Juniata, Perry, Union and Snyder, in the commonwealth of Pennsylvania. V. 1, Pt. 1 > Part 80
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At September sessions, 1824, John Ray and Elias Youngman reported "that, in pursuance of the order of the court, they had proceeded to view and examine the work done by Robert Barber, Jr., for improving the navigation of Penn's Creek from Stees' Mill (more lately known as Bellas') to the Centre County line, and that in their opinion the work was done to the best advantage."
By act of Assembly approved April 10, 1826, entitled an act appropriating to internal im- provements certain depreciated paper in the treasury of the commonwealth, it is enacted, " That the sum of five hundred dollars, with the interest thereon, of the Centre County Bank, be and the same is hereby appropriated to the improvement of Penn's Creek between the Union County line and Spring Mills, in Penn's Valley, and the said notes shall be delivered by the State Treasurer to Jacob Kryder, Michael Musser and Jacob Henry, of Centre County, who are hereby appointed commissioners to
On February 27, 1822, an act was passed re- quiring the supervisors of the roads to remove obstructions from certain navigable streams in the counties of Huntingdon and Centre, such as accumulations of driftwood and trees overhang- ing the streams. On February 12, 1831, the provisions of this act were extended to Penn's Creek, in Union County. By joint resolution No. 14, approved April 14, 1828, the board of canal commissioners are authorized, if they deem it expedient, to connect the navigation of Penn's Creek with the Pennsylvania Canal. On September 23, 1830, was approved an act to incorporate the Penn's Creek Navigation Com- pany. Christopher Seebold, Sr., Robert Bar- ber, Jr., Abraham D. Hahn, James Duncan, George Weirich, Daniel Fitzsimmons, George Bogar, William Kessler, James Merrill, Henry Gross, Samuel Wilson, Solomon Kleckner, John Seebold, Sr., and John Maclay were named as commissioners to open books and receive sub- scriptions to build a canal or slack-water navi- gation, or both, for the passage up and down of arks, rafts and boats from the lock out of the Pennsylvania Canal into the said creek to Solo-
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mon Kleckner's dam, at New Berlin. The time for commencing this work was extended several times, but no work was ever done.
Boating was carried on extensively along the Juniata at an early time. Store-houses were erected, at which grain and other produce from the interior was stored and from which place it was shipped. One of the earliest store-houses of which anything is known was owned and operated by George MeClellan, in 1795, at Lewistown, near the mouth of the Kishacoquil- las Creek and on the site of the stone brewery at the foot of Main Street. This place was, until the railroad was completed, kept up as a place of storage. The following is an advertise- ment from the Juniata Gazette of date Decem- ber 28, 1819 :
"STORAGE AND BOATING.
"The Subscriber respectfully informs the farmers, merchants, millers and stillers that he has rented a part of the new store-house at the mouth of the Kish- acoquillas Creek, in the borough of Lewistown, where he will store produce of every description in the best manner and on the most moderate terms. He has provided himself with good Boats, suitable for stage of water, and from his attention he feels con- fident that he will be able to carry produce in a man- ner satisfactory to all concerned. He may always be found at his house, west end of Water Street.
" PHILIP MARKS."
Samuel Holliday had a store-house at Waynes- burg (Mc Veytown) from which shipments were made down the river, and Robert Gallagher also had one at Mifllintown.
THE ERA OF CANALS .- On the 27th of March, 1824, an act was passed by the Legisla- ture of the State providing for the appointment of commissioners for the purpose of promoting the internal improvement of the State. Three commissioners were to explore a route for a canal from Harrisburg to Pittsburgh, by way of the Juniata and Conemaugh Rivers ; also a route for a canal by the West Branch of the Susquehanna and Sinnemahoning to connect with the waters of the Allegheny. Commissioners were appoint- ed under an act passed 1825, and on February 25, 1826, an act was passed to provide for the commencement of a canal to connect the eastern and western waters. The style and name was to be " The Pennsylvania Canal." This act was re-
pealed and superseded by that of April 11, 1825, which authorized the appointment of five commissioners, who were to examine routes from Philadelphia through Chester and Lancaster Counties, then by the West Branch of Susque- hanna and from the mouth of the Juniata to Pittsburgh.
Ground was broken for the canal at Harris- burg July 4, 1826. A. canal-office was opened at Millerstown; James Clarke was chosen super- intendent of the Juniata Division, and, July 15, 1827, advertised for proposals for building the line of canal from Lewistown down the north side of the river a distance of sixteen miles, to a point near the town of Mexico ; also for the erection of dams, bridges, aqueducts, locks, culverts and other works necessary. This section was to be let on contract August 15th, proposals to be received to August 29th for the section from a point near Mexico along the north side of the Juniata River to the lower end of North's Island, below Millerstown, a distance of fourteen miles.
Proposals were received until September 12th for the section from the lower end of North's Island along the south side of the Juniata River for about fifteen miles, to a point nearly opposite Duncan's Island. The time of letting these contracts was postponed until October 12th, and then were concluded at the office at Millers- town. May 13, 1828, proposals were advertised for the construction of the aqueduct over the Juniata at Duncan's Island and for the construction of thirteen houses of wood, stone or brick for the use of lock tenders.
The Mifflin Eagle of February 23, 1828, says,-
" THE JUNIATA CANAL .- The work on this canal progresses rapidly ; many sections are now more than half completed. The sections in the Narrows appear to get along slower than the rest. This is occasioned in a great measure by the high water, which has pre- vented the work from going on. The Juniata has not been frozen over this season, and ever since the middle of December it has been in what is termed by boatmen good 'arking order.' We saw five arks pass down on Tuesday last. This is the first winter, in the recollection of our oldest citizens, that the river has remained clear of ice."
The canal was completed in 1829, and the
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first boat went up the canal from Harrisburg August 27, 1829. It was commanded by Cornelius Baskins, of Upper Clarke's Ferry. The freight consisted of seven thousand brick and a quantity of merchandise, the latter con- signed to John Hipple, then sheriff of Perry County and residing at New Bloomfield. On September 22, 1829, the water was let into the first level of Juniata Canal at Lewistown. On the afternoon of October 30, 1829, the whole canal from Lewistown to the aqueduct at Dun- can's Island, a distance of forty-five miles, was filled with water. The following communica- tion (November 5, 1829) to one of the Lewis- town papers gives an account of the arrival of the first boat at Lewistown :
"PACKET BOAT 'JUNIATA.'-On Thursday last this Boat, built by Joseph Cummins, Esq., of Mif- flintown, arrived at this town from Mifflin, having on board a large Party of Ladies and Gentlemen from the lower end of the County. The boat was met at the head of the Narrows by a large party of Ladies and Gentlemen from Lewistown, accompanied by the Lewistown Band, who got on board the Packet and landed here about 2 o'clock P. M. About 4 o'clock the company from Mifflin, after having taken Dinner, and a number of Ladies and Gentlemen from Lewistown, embarked on board the Packet, and re- turned to Mitllin that evening, remained there all night, and the next day returned to Lewistown, with a view of conveying the Members of the Legislature, who had, by a publication in the papers, been invited to pass through the Canal to the mouth of the River; but, in consequence of a letter having been received by Mr. Clarke from Mr. Craft, of Pittsburgh, one of the Western members, stating that the members from the West would be on on Saturday, the Boat was de- tained until about half after three on that day, when several Members of the West arrived, viz .: Mr. Brown, of Allegheny, Mr. McQuaid, of Westmore- land, Mr. Blair, of Huntingdon, Mr. Galbraith, of Venango, Mr. Petriken, of Centre, and Mr. Cummin, of Mifflin, &c., and a number of Citizens of Lewis- town and strangers, got on board the Boat, which was drawn by two white horses, when she set off in fine style, with the 'Star-Spangled Banner' flying at her head, and amidst the roar of cannon, the shouts of the populace and the cheering musick of the Band which was on board."
The canal from Lewistown to Huntingdon was completed in 1830. Regular packet lines for passengers and freight were established, and continued as late as 1850. Kennedy and Porter, of Lewistown, were proprietors of a line, and
advertised that their packet, " W. C. Porter," would leave the landing below McKee's tannery, in Lewistown, April 1, 1850, and solicited passengers and freight. Soon after this time all travel by packets was suspended, as the railroad was then in operation along the Juniata, and the canal was used only for the transportation of freight. In 1834 the line was open through from Philadelphia to Pittsburgh, via Columbia Railroad, 82 miles ; Eastern Di- vision of canal from Columbia to Hollidays- burg (including Juniata Division), 172 miles; Portage Railroad to Johnstown, 36 miles ; Western Division of canal from Johnstown to Pittsburgh, 104 miles.
The cost of this line is here given,-
Eastern Division $1,736,599.42
Juniata Division 3,521,412.21
Western Division 3,067,877.38
Total. $8,325,889.01
The West Branch Division of the canal was begun in 1828, and leaves the junction of Juniata and Susquehanna Rivers at Duncan's Island, passes along the west bank of Susque- hanna, through Perry, Snyder and Union Counties, to Northumberland Bridge, a dis- tance of thirty-nine miles; then across the river and up the east side of the West Branch, through Northumberland, Lycoming and Clin- ton Counties, to the mouth of Taugassatach Creek. It was completed in 1831. The an- nouncement of the arrival of the first boat was made in the Miltonian May 14, 1831,-
"Arrival of canal boat 'Merchants' Choice' at Milton, nine days from Philadelphia, with twenty tons of merchandise for C. Comly and S. Cadwallader, saving thereby $400 on freight, which had usually been $1.50 per cwt."
In this division are thirteen locks,-nine in Perry County and four in Snyder County. Two are in close proximity near Clarke's Ferry. The remainder are located, respectively, as follows: New Buffalo, Girty's Notch, Mont- gomery's Ferry, Mt. Patrick, below Liverpool, above Liverpool, Dryson Mill, Mahantango, Chapman, Port Treverton and Shamokin Dam.
An improvement act was passed by the Legislature March 22, 1831, which included provisions for constructing the "Cross-Cut
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Canal." Upon the receipt of the news at Lewisburg a public meeting was held, speeches made and the town was illuminated in the evening. It was put under contract at Harris- burg about May 1, 1831, and was completed in fifteen months, under the charge of William Cameron, who was an carnest advocate for the canal from its inception. Water was let in on the 26th of October, 1833, and the first boats passed through December 7th in that year. The improvement consisted in the construction of a dam below the site of the Old Bridge at Lewisburg and a canal three-quarters of a mile in length, from the east bank of the West Branch of the Susquehanna eastward to the canal at Montandon. The canal is entirely in Northumberland County, but was constructed for the benefit of Lewisburg and Union County. In the summer following its completion bitum- inous coal from the western part of the State was shipped by canal to Lewisburg.
An act was passed April 21, 1858, authorizing the Governor to sell and deliver to the Sunbury and Erie (now Philadelphia and Erie) Railroad Company all the public works remaining unsold in Pennsylvania, viz .: Delaware, Lower Branch, Upper and North Branch, West Branch and Susquehanna Division of the Pennsylvania Canal. The said company was bound to keep up the same, and pay annually to the trustees of the sinking fund $7,500. The whole con- sideration was $500,000.
December 19, 1858, Wm. F. Parker, Gov- ernor of Pennsylvania, sold the West Branch Division of the State Canal, beginning at the Taugassatach, in Clinton County ; thence to Lockport, and through Clinton, Lycoming and Northumberland Counties to the North Branch Junction, at Northumberland ; thence through Northumberland, Snyder, Perry and to the Ju- niata Junction.
Wm. J. Moorehead, president, and John Lind- say, secretary of the Sunbury and Erie Railroad Company, and John A. Gamble, president West Branch and Susquehanna Canal Company, and Charles A. Mayer, secretary, signed and exe- cuted the contract.
The company are yet in possession, and are gradually abandoning the Juniata Division,
ERA OF RAILROADS.
THE PENNSYLVANIA LINE .- The building of railroads followed quickly the establishment of that class of internal improvements of which De Witt Clinton has been generally and right- fully regarded as the father. It has already been shown in this chapter how the canal and railroad were first used in conjunction, and it remains only to give outline sketches of the growth of those works of the latter class which have now, in a very large measure, supplanted the former. Of these, the earliest in any part of the territory which forms the province of this history was the Pennsylvania Railroad. Properly speaking, the history of this great public improvement is much older than its in- corporation, for it had its inception under other organizations and names-notably under that of the Philadelphia and Columbia Railroad- and it merged many other enterprises to create its own stupendous strength.
It will be remembered (by the reader who has read the account of the canals hitherto given) that in 1827 the canal commissioners were authorized to make an examination for a rail- road to connect sections of the canal, already partially connected, and that in 1828 they were authorized to locate and put under contract a railroad from Philadelphia through Lancaster, to Columbia. This was in reality the beginning of the Pennsylvania Railroad. In 1832 por- tions of the Columbia road were finished and cars were run upon them, In 1834 the entire line, partly railroad and partly canal, was open- ed from Philadelphia to Pittsburgh. Horse- cars were for several years run over the Colum- bia road, but in 1836 locomotives were regular- ly employed, to the exclusion of horse-power.
Several attempts were made towards the con- struction of a continuous railroad from the Del- aware to the Ohio, but they were abortive, and it was not until 1846 that the project assumed tangible shape, through the incorporation of the Pennsylvania Railroad Company. The act was passed April 13th, and from that date (says a writer,' from whom we condense the subsequent
I 'The editor of the Lewistown Gazette in the issue of his paper for December 8, 1880.
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history of this railroad) many energetic men, comprising the leading merchants and capitalists of Philadelphia, as well as a large number of citizens along the line, heartily engaged in the work. The board of directors elected on March 30, 1847, was as follows: Thomas P. Cope, Samuel V. Merrick, Robert Toland, David S. Brown, James Magee, Richard D. Wood, Ste- phen Colwell, Geo. W. Carpenter, Christian E. Spangler, Thomas T. Lea, William C. Patter- son, Henry C. Corbit and John A. Wright. S. V. Merrick was elected president.
Under this board energetic measures were adopted to save the interests of the road. An act of the Legislature had been passed some years previously giving the Baltimore and Ohio Railroad the right of way for a railroad through Pennsylvania from Cumberland, Md., to Pittsburgh. As this would have created a rival to the Pennsylvania at the start, and jeop- ardized its prospective prosperity, a clause was inserted in the act of incorporation of the latter that if three million dollars stock were sub- scribed and one million dollars paid in, and fifteen miles of road at each terminus put under contract by the 30th July, 1847, the privilege granted to the Baltimore and Ohio should be annulled. All these conditions were complied with by unusual stir in locating and securing the right of way, the second letting having saved the road by eight days.
The managers determined that instead of borrowing money to construct the road, the stock subscriptions should make it, and, as an inducement to subseribe, six per cent. interest was allowed thercon on the payments. The lo- cation was commenced in the early part of 1847 under the chief engineer, J. Edgar Thomson, and the grading of the first eighteen sections west of Harrisburg (including Rockville bridge) was let on the 15th July of that year, and a week thereafter fifteen miles east from Pitts- burgh were let. On the 26th November of the same year forty miles additional of the eastern end were let at Lewistown. These lettings were as follows :
LET AT HARRISBURG.
Section 1 .- Murray & Dufly. Section 2, 3 .- J. McMahon.
Section 4, 14 .- Gambrill & Oliver.
Section 5 .- Riley, Kearns & Gaynor.
Section 6,1 8 .- Barron & Co.
Section 7 .- George Blattenberger.
Section 9 .- Lea & Schofield.
Section 10 .- Church & Co. Section 11, 12 .- Schuyler, MeReynolds & Co. Section 13 .- Drums & Anderson.
Section 15 .- Gavit & Garver.
Section 16 .-- Gilson & Co.
Section 17 .- Miller, Moore & Elliott.
Section 18 .- Jackson McFadden.
LET AT PITTSBURGH.
Sections 1, 4, 9, 10 .- Joseph Hunt.
Sections 2, 11, 13 .- J. Rebrar and J. & J. A. Irwin.
Section 3 .- Collins, Reeside & Co.
Section 5 .- Collins, McFarland & Stewart.
Section 6 .- Lutz & Wallace.
Sections 7, 8 .- Nestar & Co.
Section 12 .- Rehrar, Black, Irvin & Co.
Section 14 .- Sterritt, Humbird & Co.
Section 15 .- C. Cherry.
LET AT LEWISTOWN.
Timber .- The contract for one million feet of hem- lock sills was allotted to S. Hopper and J. Hamilton, of Lewistown.
Grading and Masonry.
Section 22 .- Nagle & Lee.
Section 23 .- Joseph Bailey.
Section 24 .- D. Custer & Co.
Section 25 .- D. Custer & Co.
Section 26 .- Rody Magee. Section 27 .- P. Donnelly.
Section 28 .- W. Buffington.
Section 29 .- W. Buffington. Section 30 .- James Mead.
Section 31 .- Thomas O'Brien.
Section 32 .- MeConaughy & Fitzpatrick.
Section 33 .- Easton, Adams & Co.
Section 34 .- J. Nestor. Section 35 .- Waltman & Mills.
Section 36 .- J. Lafferty & Co.
Section 37 .- Means, O'Harra & Co. Section 38 .- Wm. G. Thompson.
Section 39 .- McAllister & Co.
Section 40 .- Dolan & Schott. Section 41 .- William Mead.
Section 42 .- Lafferty & Irvine.
Section 43 .- Lafferty & Irvine. Section 1 .- Michael Quinlan.
Section 45 .- Shoemaker & Passmore.
Section 16 .- Shoemaker & Passmore.
Section 47 .- J. & D. A. Dougherty. Section 48 .- J. & D. A. Dougherty. Section 49,-A. & P. Martin.
" This section comprised the bridge.
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Section 50,-Wells, MeReynolds & Co. Section 51 .- P. & P. Collins. Section 52 .- Edward Kearns. Section 53 .-- John Gaynor. Section 51 .- Casper Dull. Section 55 .- Crisswell & Oliver. Section 56 .- E. & J. McGovern. Section 57 .- D. & H. Salisbury. Section 58 .- William Clark & Son. Section 59 .- Ralph Bogle. Section 60 .- Galbraith, Walters & Co. Section 84.1-John McCord. Section 85.1-John MeCord.
From this time on thousands of men were hard at work between Lewistown and Harris- burg, and also at the most difficult points above, comprising Granville, Mayes' and Manayunk bridges with heavy embankments, the formidable rock cuts at Newton Hamilton, and the Spruce Street tunnel. For nearly two years but little, except busy engineers, supervis- ing contractors, pieks, axes, shovels and carts, with now and then the boom of a heavy blast, was seen or heard, but the road was steadily creep- ing westward from Harrisburg, and every few months the note was made that the rails were down to Duncannon, to Newport, to Millers- town ; that some bog in Juniata County which had bothered the engineers was at last firm enough for the superstructure, etc.
In May, 1848, another letting was held, at which the following were the successful bidders. The omitted sections were either bridges or some other heavy work, or had been allotted :
Section 62 .- Evans, Long & Co. Section 64 .- Geiger & Shultz. Section 65 .- Ralph Bogle. Section 68 .- D. Lutz & Co.
Section 69 .- Jackson McFadden.
Section 70 .- W. & J. Ross. Section 71 .- J. & II. Drum. Section 72 .- D. Lutz & Co. Section 73 .- D. Lutz & Co. Section 74 .- John Long & Co.
Section 75 .- John Long & Co.
Section 76 .- Daniel Keefe. Section 77 .- Houston & McMahon. Section 78 .- Houston & McMahon Section 79 .- Garrett & Garver. Section 80,-J. Kelly & Co. Section 81 .- J. Kelly & Co.
I Sections 81 and 85 comprised a deep eut and embank- ment at Newton Hamilton.
Section 82 .- Michael Quinlan.
Section 85 .- D. Lutz & Co. Section 86 .- Miller & Elliott.
Section 87 .- Thomas Dolan.
Section 88 .- Mellduff & Dougherty.
Section 89 .- A. & P. Martin. Section 90 .- Salsbury & Bro. Section 91 .- Saxton & Anderson.
Section 92 .- Becker & Gros. Section 93 .- George Scott. Section 94 .- Charles Murray & Co. Section 95 .- Charles Murray & Co. Section 96 .- James McMahon & Co. Section 97 .- White, Wolf & Co. Section 98 .- E. & J. McGovern.
Section 99 .- McMurtrie & Fisher.
Section 113 .- Carr & Thurlow. Section 114 .- George Liebrick & Co.
Section 115 .- John McGran & Co.
Section 116 .- McCue & Gillespie.
Section 117 .- W. P. Sterrett & Co.
Section 121 .- E. Sankey & Co.
The several lettings given above surmounted all or nearly all the heavy and most important work cast of the mountain, most of the remain- der being light grading, side cuts, small bridges, etc.
The first train that arrived at Lewistown was a lumber train, August 23, 1849. On the 30th a large party of railroad men and others came up to Lewistown from Harrisburg.
On the 1st of September the trains commenced running regularly, but no advertising was done until November 3d, when the following ap- peared in the Gazette :
" Freight trains now run twice a week between Lewistown and Philadelphia, as follows, viz. : Leav- ing Lewistown on Wednesdays and Saturdays, and Philadelphia on Mondays and Thursdays, at the fol- lowing rates of freight, which include commission on storage: [From Lewistown to Philadelphia for 1st class, 25; 2d, 30; 3d, 37} ; 4th, 45 cts. per 100 pounds.] "Way freight per mile is 23 mills for first and second, and 3 mills for third and fourth.
"This notice was signed by Samuel Milliken, Jr., agent, Lewistown, and Craig & Bellas, agents, Phila- delphia."
No mention was made of passenger trains until December 22d of that year, when the fol- lowing was published :
"ON and after MONDAY, 24th December, FREIGHT TRAINS will run three times a week between Lewistown and Philadelphia, as follows :- Leaving Lewistown eastward, on Mondays, Wednes- days and Fridays, at 7 o'clock A. M., and arriving
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from Philadelphia on Tuesdays, Thursdays and Satur- days, at 5.10 P. M.
" DO All freight going east MUST BE DELIV- ERED BY THREE O'CLOCK P. M. on the day previous.
"PASSENGER TRAINS cast will leave at 15 minutes to 10 A. M., daily.
"SAM. MILLIKEN, Jr., Ag't. " Lewistown, Dec. 22, 1819-tf."
To this was subsequently added, "Fare to Harrisburg $2.10; to Philadelphia, $5.50." The fare was afterwards reduced to three cents per mile.
During 1850 the railroad steadily progressed westward, having been completed to Mc Vey- town in the winter, where, by the by, an inci- dent which occurred on the 9th of February shows how little was then thought of a locomo- tive. An omnibus, with several passengers in it, was driven right on the track, and when the train came along it could not be stopped in time and the 'bus and some of the inmates rather got the worst of it, though not badly.
On the 5th of April the Gazette contained the following advertisement :
"On and after MONDAY, April 1, 1850, PASSEN- GER TRAINS leave daily for the East at 3 o'clock 47 m. and 10 o'clock 16 m., A. M., and Wednesday at 12 o'clock 20 m. and 5 o'clock 45 m., P. M.
" FREIGHT TRAINS daily (except Sunday). " * * Freight in all cases payable on delivery of goods at the warehouse.
"SAM. MILLIKEN, Jr., Ag't. "Lewistown, April 5, 1850-tf."
On the fourteenth of June the Gazette local notices had the annexed in relation to the rail- road,-
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