USA > Pennsylvania > Pennsylvania, colonial and federal : a history, 1608-1903, Volume Three > Part 17
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In the meantime other important measures had been adopted, and in name at least the military establishment had begun to as- sume something of its present form. In 1870 (April 7) a fur- ther supplemental act provided that the militia of this Common- wealth shall hereafter be styled the "National Guard of Pennsyl- vania, and shall be subject at all times to the orders of their offi- cers." The commander-in-chief was empowered to form the militia into divisions, brigades, regiments, battalions and com- panies, and to designate each by number or letter. Local mili- tary boards were authorized, to consist of three officers highest in rank in each county. Enlistments were to be for five years. In its effect the act of 1870 was elaborate in detail, but many of its provisions were modified by subsequent legislation.
In 1873 (April 15) a further supplemental act provided that in time of peace the aggregate national guard should not exceed
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Hancock Avenue. Gettysburg, looking south to Round Tops
The scene of Pickett's charge, showing Bloody Angle, "high water mark of the Rebellion." En- graved especially for this work from a negative by W. H. Tipton
Military Affairs
10,000 men of all ranks, and should consist of two hundred com- panies, fully armed, uniformed and equipped, to be distributed among the several military divisions of the State according to the taxable population. In general system and discipline the militia should conform to that of the United States army. It was specially provided that the act should not affect the right of certain military organizations in addition to the number of companies pro- vided for, which were to be continued in existence. These were the First troop, Philadelphia city cavalry, Infantry corps of State Fencibles, Washington Infantry of Pittsburg, Artillery corps of Washington Grays, Infantry corps of National Guard of Phila- delphia, Weccacoe Legion of Philadelphia, National Grays of Philadelphia, Ringgold Artillery of Reading, Duquesne Grays of Pittsburg, City Corps of Harrisburg, and the Titusville Citizens' Corps.
During the next five years the system advanced through vari- ous stages of progress, gradually assuming more definite and prac- tical form. In 1878, under an act passed June 12, provision was made for a single major-general, five brigadier-generals, and, in time of peace, for an aggregate national guard of one hundred fifty companies of infantry, five of cavalry and five batteries of artillery, apportioned in such localities of the State as the necessi- ties of the service might require. In carrying out the provisions of the act it became necessary to disband many existing companies, yet there was retained in service an aggregate of 9,108 men, 608 commissioned officers and 8,500 enlisted men. In this year the enrolled militia subject to military duty, exclusive of exemptions, aggregated 418,482 men.
In 1879 provision was made for the codification of the mili- tary laws, and in 1880 annual encampments and inspections by the adjutant-general and brigade inspectors were authorized. In 1887, by an act passed April 13, the military establishment of the State was thoroughly reorganized, and all laws enacted previous to 1881, so far as they affected the militia system, were repealed. The
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term of service for enlisted men was changed to three years, but generally the regulations then in force were retained. However, the act was important in that it re-enacted the essential features of previous laws and abolished those which were unnecessary and of imperfect character. In 1889 the naval battalion of the na- tional guard was authorized, and in 1893 (June 10) an amend- ment to the act of 1887 provided for the organization of four com- panies of engineers and a signal corps of one company.
The act to constitute the naval battalion was passed April 26, 1889, and was the means of adding an important branch to the militia system of the State. By its terms the act authorized the formation of four additional companies to be designated the "Naval Battalion of the National Guard of Pennsylvania," and provision was made for its officers, uniforms and discipline. This law was repealed in 1893 and was superseded by a new act passed May 15, entitled "An act for the establishment and government of a State Naval Militia." This provided for the separate enroll- ment of all seafaring men of whatever calling or occupation, and all men engaged in the navigation of the rivers, lakes and other waters within the jurisdiction of the State; of all persons engaged in the construction of ships and crafts upon such waters ; of ship owners, members of yacht clubs and other associations for aquatic pursuits ; of all officers and former enlisted men of the United States navy, all subject to existing laws relating to the qualifica- tions for and exemptions from military service in the national guard. It was provided that, in time of peace, there be no more than two battalions of naval national guard, and that when organ- ized they should be known as the "Naval Force of the State of Pennsylvania," but in time of war for the defense of coasts, lakes and harbors the commander-in-chief was authorized to increase the force beyond the limit prescribed in the act.
In 1893 the forces of the national guard consisted of fifteen regiments, one battalion and four companies and one independent company of infantry, three companies of artillery, three com-
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David Dixon Porter
Naval officer; author; took important part in Civil War; raised to rank of rear-admiral, 1862; vice-admiral, 1866; admiral, 1870
Military Affairs
panies of cavalry, and one naval militia battalion of two divisions (each division equals one company of infantry) in the first brig- ade and one division in the second brigade. The military forces of the State comprised 680 commissioned officers and 7,932 en- listed men, an aggregate force of 8,612. In the same year the number of persons in the State subject to military duty was 790,- 451 men.
In 1898, soon after war with Spain was declared, President Mckinley called on the governor of Pennsylvania for ten regi- ments of infantry and four batteries of artillery, or a total of 10,- 800 troops to serve for two years. On April 28, three days after the call, the entire division of national guard1 reported for duty, ninety-nine per cent. of the total strength being present. The troops rendezvoused at Mt. Gretna, in Lebanon county. In the same year the several organizations of the national guard and naval force, except the Gray Invincibles (a separate company of infantry ) and Division C of the naval force, entered the volunteer service of the United States. Several of these organizations were mustered out previous to December 1, 1898, and all the remaining force before November 30, 1899. In this connection it may be said that in'1898 the State national guard comprised 684 commis- sioned officers and 7,955 enlisted men. The number of persons subject to military duty, exclusive of exemptions, was 894,753. In 1899 the total force consisted of 866 commissioned officers and 9,869 enlisted men. The total enrollment under the militia laws was 895,949; exemptions claimed, 540; number of persons sub- ject to military duty, 895.409.
The reorganization act of April 28, 1899, was a most impor- tant step in establishing the military system of the State on its
1At the outbreak of the war the national guard of the State consisted of fiftcen regi- mental organizations (three regiments of ten companies and twelve of eight companies), one separate battalion and one separate company, a total of 131 companies of in- fantry. To meet the requirements of the
occasion it was deemed best to reorganize the infantry branch so as to make twelve regiments of twelve companies each, and three brigades of four regiments each. More than 17,000 men of Pennsylvania served in State military organizations dur- ing the war.
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present basis of efficiency, and was the first act of its character after that of April 13, 1887. It provided, first, that in the event of a call by the president of the United States for troops from this Commonwealth, the national guard should be preferred and used in all cases. It fixed the maximum of companies of infantry at 180 instead of 150; created a medical department with a surgeon-
Union Volunteer Refreshment Saloon
Washington avenue, Philadelphia. Reproduced for this work from a negative taken during war times and in possession of J. F. Sachse
general as its chief officer ; an inspector-general's, a judge advo- cate's, a quartermaster's, and a subsistence department ; made pro- vision for a retired list, and authorized the commander-in-chief to relieve from active duty and place on the list any officer of the national guard who shall have served continuously in one grade for fifteen years. It provided that copies of the act, and all sub- sequent laws relating to the national guard, should be codified and published by the adjutant-general, and be known as "The Military Code of Pennsylvania." The whole act was the result of careful preparation by competent officers, and was and is con-
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sidered an advance movement in the organization and administra- tion of the national guard in the State.
As now established the national guard of Pennsylvania com- prises 742 commissioned officers and 8,902 enlisted men. In all arms of the service there are one hundred and fifty-eight com- panies, divided as follows: one hundred and forty-nine of in- fantry, four of cavalry, three of artillery and two divisions of naval force. These companies are fully uniformed, armed and equipped and are equally apportioned among the several localities of the State. In 1902 the total number of enrolled militia in the State was 957,919; exemptions, 160; total number of persons sub- ject to military duty, 957,759.
The succession of adjutant-generals in the State, with date of commission of each, is as follows :
Josiah Harman, 1793.
Peter Baynton, Feb. 27, 1799.
Richard Humpton, 1802.
Mahlon Dickerson, Jan. 1, 1805.
Thomas Mckean, jr., July 23, 1808.
William Reed, Aug. 3, 18II.
William N. Irvine (actg.), July 6, 1813. William Duncan, Sept. 20, 1813.
John M. Hyneman, Aug. 1, 1814.
Nathaniel B. Boileau (actg.), Mar. 21, 1816. William N. Irvine, Oct. 1, 1816. Robert Carr, Aug. 23, 1821.
George B. Porter, Aug. 4, 1824. Simon Cameron, Aug. 19, 1829.
Samuel Power, May 3, 1830.
William Piper, Aug. 3, 1836. James K. Morehead, Aug. 3, 1839.
Adam Diller, Aug. 12, 1839. George W. Bowman, July 15, 1845. William H. Irwin, Nov. 21, 1848. James Keenan, Feb. 2, 1852. George W. Bowman, Oct. 18, 1852. Thomas J. Power, Oct. 25, 1856. Edwin C. Wilson, Feb. 5. 1858. Edward M. Biddle, April 17, 1861. Alexander L. Russell, Jan. 9, 1862. David B. McCreary, Oct. 1I, 1867. Alexander L. Russell Jan. 4, 1870. James W. Latta, June 1, 1873. Pressley N. Guthrie, Jan. 16, 1883. Daniel H. Hastings, Jan. 18, 1887. William McClelland, Jan. 20, 1891. Alexander Krumbhaar (actg.), Feb. 8, 1892.
Walter W. Greenland, Mar. 8, 1892. Thomas J. Stewart, Jan. 15, 1895.
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CHAPTER VI.
INTERNAL IMPROVEMENTS
T HE history of internal improvements in Pennsylvania naturally is divided into three successive periods: First, that of roads, turnpikes and highways; second, the canals ; and third, the railroads. From the time the colony was founded and its legislative branch of government was established. every encouragement has been given to the public, corporate and individual enterprises which had for their ultimate end the im- provement of the condition of the people and the development of natural resources in which our Commonwealth for more than a century has been known to abound.
Neither William Penn nor any of his associates or followers had any thought that the vast territory, amounting almost to a principality, which came to him quite in the nature of a legacy, contained mineral wealth far beyond the comprehension of man, yet it was a part of the proprietor's plan to open means of com- munication with the interior regions of his domain that he and his fellows might enjoy closer association with those who chose to dwell in "the remote parts." And to the end that, his people might have free intercourse with all parts of the province the gov- ernor, through his council, ordered that a certain portion of lands be set apart for roads, and that conveyances of titles contain "cer- tain concessions" in the way of additional lands to be added for that purpose. This led to the establishment of roads, the prin- cipal of which between populous communities were known as
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Internal Improvements
"King's highways," while those of less note were not specially designated by name.
But it appears that the immediate followers of Penn were not chiefly interested in the development of the interior localities of the province, beyond the extinguishment of the Indian titles, which was incumbent upon the proprietary, for they were chiefly tradesmen, content to dwell in the vicinity of their seat of gov- ernment, and there to enjoy the blessings of peace and worship in accordance with their sense of duty and right. The Friends, living within their own environment, were progressive and thrifty and thoroughly honest in their daily walk, but being "under a tye not to bear arms," they were slow to defend their province against the inroads and machinations of the French, hence early efforts at systematic and permanent internal improvements were delayed until after the union of the States, and until after a legis- lature had superseded the colonial council and assembly of former years.
The period of roads and turnpikes began with the proprietary government and continued in a state almost of infancy until after the adoption of the State constitution, when the legislature took the matter under discussion and gave substantial aid to enterprises of the sort, and while the public finances would not permit large expenditures in that direction, reasonable appropriations were made in their behalf and corporate companies were treated with favorable consideration. This special movement in internal im- provement enterprises began soon after 1789, and was continued on the part of the State government until the final sale of the sys- tem of public works in 1857 ; and by incorporated companies it has since continued to the present time. To-day turnpike and toll road companies are almost unheard of, and nearly all the thor- oughfares of travel of that kind are under the supervision of the authorities of the respective counties of the State.
The era of navigable artificial canals in Pennsylvania actually began with the work undertaken by the Society for the Improve-
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ment of Roads and Canals, although suggestions looking to the same end were made as early as 1762. Canal construction was begun soon after 1790, and within the next few years the State gave material assistance to such enterprises. A little later, under pressure of public necessity, widespread demand and political in- fluences, the State itself turned builder and succeeded in opening a navigable waterway from the Susquehanna river to Lake Erie,
2
No. 16.95
Treasurer of the Huntingdon, Cambria and Indiana TURNPIKE ROAD COMPANY, payto Gillespie or beaver on demand, TWO DOLLARS.
afinal 2.58 y.
Attest
David Stewart
Secretary.
Huntington, Cambria and Indiana Turnpike Shinplasters
Showing signature of John Blair, for whom Blair County was named
and by indirect route, with auxiliary railroad lines, joined the lake on the west with tide-water on the east. In this great undertak- ing there was expended more than $35,000,000 of public moneys, yet the end accomplished certainly justified the outlay, for of all early measures proposed for the development of the resources of our State in general, that which resulted in the construction of the public works, more frequently referred to as the State canal, was productive of the greatest benefit to all our people, regardless of residence or personal concerns. In earlier years Pennsylvania had kept even step with her sister States in public improvements, even under adverse conditions, but the completion of the system of canals within her borders gave her a certain prestige and placed her in the front rank of the progressive States of the Union. On
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Internal Improvements
final sale there was realized hardly a third of the actual cost of the public works, yet as a measure of progress and development the wisdom of the expenditure never has been doubted.
The period of canal construction was continued until about 1850, and during that time the territory of the State became well traversed with artificial water courses. To a large extent this means of travel and traffic has been superseded by modern rail- roads, but it is doubtful whether greater comparative prosperity has come with the new conditions. During the days of canals and turnpikes, all interests, even to those of the remotest country hamlets, were directly benefited by their operation, but after both were compelled to yield ascendency to the railroads the commer- cial centers and larger cities derived the greatest benefits, while the lesser towns and agricultural localities suffered corresponding loss.
As the old-time turnpike gave way to the canals as avenues of trade, so, in turn, the latter were compelled to yield supremacy to the steam railroads, after having been for many years engaged to- gether in the carrying trade. As early as 1823 the first railroad was projected in this State, when the legislature authorized the construction of a road from Philadelphia to Columbia, to fur- nish the means of transportation which previously had been at- tempted by a canal company, but without success. Like its pre- decessor, the railroad enterprise also failed of accomplishment and its work was in part undertaken by the State in completing the line of public works from tidewater to the Susquehanna river.
The era of railroad enterprises began with the enabling act of 1823, and at the end of the year 1830 twenty-eight companies had been chartered for such undertakings in this State, and in 1831 eleven new companies were authorized to build railroads. In the course of time the legislature extended aid to several of these companies by subscription to shares of stock, but generally the policy of the State was against such proceedings, for at the time the Commonwealth itself was the builder and owner of two lines
3-17
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of railroad, one from Philadelphia to Columbia, and another across the Alleghenies from Hollidaysburg to Johnstown.
Soon after 1850 the State sought to dispose of its interest in the public works, and in conformity to legislative enactment the same were sold and the title vested in corporate companies. Hav- ing thus parted with its interest in transportation enterprises at about one-third their original cost, an act of the legislature pro- hibited the State from further similar investments, and also for- bade the further extension of financial assistance to corporate en- terprises by stock purchases. This appears to have been a pru- dent defensive measure, and by it the treasury of the Common- wealth was protected against the machinations of designing per- sons and constant applications from localities where railroads were asked for at the public expense. In 1853 it was found that the total appropriations by the State for internal improvements, from the adoption of the constitution to the year mentioned, aggregated more than $100,000,000, and it was believed that the time had ar- rived when each corporate enterprise should be able to maintain itself without charge upon the public funds, hence the act men- tioned, which received the approval of every right-minded citizen of the State.
The claim cannot be made that Pennsylvania ever has been backward in promoting public improvement enterprises, or that the legislature has been niggardly in voting appropriations in their behalf, for such is not the case. First, the roads and turnpikes; next, the canals, and after them the railroads-all have received substantial assistance at the hands of the legislative power. In subsequent pages each of these subjects will be separately treated.
Roads and Turnpikes .- Any narrative which treats of the earliest roads in what is now Pennsylvania must be founded large- ly on tradition, and that this is at best an uncertain authority may be seen in the fact that not less than three localities in the eastern part of the State make claims to the first laid out thoroughfare of travel. The Swedes in visiting their scattered and meagre settle-
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ments journeyed chiefly by water, and after them the Dutch made use of any convenient means of travel without attempt to lay out highways,1 for they were traders rather than colonizers. Then came the English settlers under the Duke of York's claim to title, and under his dominion the deputy governor and councillors were authorized to lay out and improve roads, one of which had its course from the locality of the Swedish and Dutch settlements below Philadelphia to New York. This is believed to have been the first regular thoroughfare in the region, and although its exact course and the date of laying out are now unknown, it led from Philadelphia to Morrisville and thence through Bristol. This was made a "King's highway" in 1677, and is mentioned by some writers as the "King's path." The Queen's road from Philadel- phia to Chester was opened in 1706, the York road in 1711, the Doylestown and Easton road in 1722, and still another from Philadelphia to Lancaster in 1733. The list might be continued almost indefinitely, but however interesting the subject may be, as a matter of fact most of these ancient highways within the prov- ince were of small account in the proceedings of the proprietary government in establishing a system of internal improvements.
Under the Penn proprietary liberal provision was made for roads and highways, and five per cent. additional land was con- veyed with each considerable tract for the purpose of highways. This practice was continued for a time and was entirely an act of generosity on the part of the proprietor. In 1686 the council re- ceived a petition relative to opening highways, but no definite ac- tion was taken other than to refer the matter to the County court, which body, says the record, "is assumed to have charge of such business." In 1700 the assembly passed an act which declared
1Various publications, chiefly county histories, assume to furnish records of the "first roads," some of which are claimed to be the very first in their respective lo- calities. Day's "Collections" speaks of the "Mine road," said to have been opened by the Dutch about 1616, extending from the
Hudson river to the "Delaware Flats" in Monroe county. It was used in transport- ing copper ore from the Delaware river to the Dutch settlements in the Netherlands, and is said to have been the first good road in the country.
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. that King's highways shall be laid out by the governor and coun- cil, for the time being, and a record thereof kept in the council book; also that cartways and public roads be laid out by six "house-keepers," appointed by and held under the supervision of the justices of the County court. At the same time provision was made for the appointment of overseers of highways. The roads known as the King's highways were the principal avenues of travel between the important localities of the province, and were laid out of greater width and with more formality than the lesser roads, the latter being for the accommodation of inhabitants of scattered settlements.
Although somewhat crude in regard to its provisions and im- perfect in results accomplished, the law of 1700 was kept in force until after the adoption of the first constitution, and under it high- ways of travel and traffic were opened throughout the territory of the province. As settlement progressed and public interests became greater, the larger rivers and streams of the State were de- clared to be public highways. In 1771 the Delaware and Lehigh and parts of the Susquehanna and Juniata rivers, and several streams of less size, were made public highivays. The Monon- gahela and Youghiogeny were added to the list in 1782, and later on almost every watercourse of sufficient size to float a flatboat or a raft of logs or lumber was likewise declared to be a public high- way, and legislative enactments prohibited the obstruction of their channels or the diversion of their waters in restriction of traffic.
State roads first came into existence in Pennsylvania in 1785, when the legislature passed an act for laying out such a highway from the western part of Cumberland county to the town of Pitts- burg, and for its construction appropriated £2,000 from the "im- port monies." The preamble to this act reads as follows : "Whereas, the making and maintaining of highways and roads be- tween the several parts of this Commonwealth is of the greatest importance to the intercourse and commerce thereof, and to the
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