USA > Pennsylvania > Erie County > Popular history of Erie county, Pennsylvania > Part 11
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An event of more than ordinary interest occured, in 1864. A Confederate named Cole, planned to capture the Michigan and release the prisioners, from Johnson's Island near Sandusky. The conspirators purchased a small steamer at Detroit, and with 30 picked men started for the scene of action, Cole who had been stopping at a high toned Sandusky hotel, disguised as a wealthy oil operator. had from time to time dined and wined the 'subordinates of the Michigan, when off duty, and now planned for a grand supper in their honor. The Detroit officials were suspiscious that something was wrong and telegraphed Commander Carter of the Michigan to lookout for the Philo Parsons. A cautionary dispatch, also came from the Secretary of the Navy, and Capt. Carter sent Ensign Hunter to Sandusky, with an escort, to arrest the wily Cole. The later was pleased to see the Ensign, and invited him to the proposed supper, but Ensign Hunter per- suaded Cole to go with him to the Michigan in order to receive the Commander's approval. When once on board the Michigan, he was arrested as a pirate, and discovered himself to be in a trap.
In a letter written by Cole after his capture, he says: "But for the vigilance and timely arrival of Capt. Carter, who had been ordered to Washington on official business, our plot would doubtless have succeeded.
*Other historians give the date, Nov. 7, which is incorrect. See Gazette, 1843. #Lieut. Holdup, by an act of S. C. Legislature, assumed the name of his early benefactor, Gen. Stevens, of Charleston, S. C. in 1815.
109
LAKE NAVIGATION
The opening of the canal from Lake Erie to the Ohio river in 1845, formed the connecting link by water. from New York to the Ohio Valley. and brought thou- sands of emigrants from Buffalo by lake and thence by the new canal to the Ohio.
From Lake to Rail-After the through connections made by the Lake Shore road, in 1853, there was a sudden revulsion in the emigrant trade, and steamboats were compelled to rely mainly upon the freight trade or to discon- tinue business.
Mr. Frank Henry, in an article to the Erie Gazette, says: "As late as the year 1850. there were no railroads in this region of country. The only public means of conveyance between the East and West was by stage coaches on land, and steam- boats on the lakes during the months of navigation. There were many competing lines of steamers, strongly built, fitted up and furnished in princely style, re- gardless of expense, and commanded by the most capable and experienced men that could be found. The arrival of one of these 'floating palaces' in port was an event of more importance and interest than a circus would be in these days. Scores of sight-seers would crowd the decks and cabins, closely inspecting every nook and corner. *
* These steamboats all used wood for fuel, and were pro- pelled by steam, the exhaust of which could be heard far over the hills on the mainland, striking terror to the hearts of timid people who never heard such sounds before. The highest ambition of many a country boy was to find employ- ment in any capacity on one of these boats. Many of these lake captains were very popular with the traveling public, and were better known, either personally or by reputation, than many United States Senators of the present day. The boats of these favorites were generally crowded to their utmost capacity."
The first propeller on Lake Erie was the Vandalia, of 150 tons, built at Oswe- go and brought through the Welland Canal in 1842. Two others appeared the same season. Propellers have now entirely taken the places of the old-style steam- boats, having been found more safe, economical and reliable.
In an address delivered by Mr. Martin, at Niagara Falls Aug. 1881, he made these striking comparisons:
"In 1855, the average wheat-carrying capacity of a sail vessel was from 16,000 to 18,000 bushels; in 1865, 25,000 to 30,000 bushels; in 1875, 40,000 to 50,000 bushels; and now 50,000 to 70,000 bushels. The largest sail vessel now on the lakes carries 2,300 tons of freight;" at the present date there are about a dozen "whaleback" steamers afloat with carrying capacity of 3,000 tons each, and the four-masted schooner David Dows of same capacity.
Opening of Navigation-The spring opening at this harbor, varies great- ly with the different seasons, usually occurring in March or April. In 1829 it was reported as open here Jan. 29th, and the season of 1894 was phenomenal in the fact that boats could enter or clear from this harbor throughout the entire month of January. In 1863 the opening occurred on Feb. 27th. For late openings, we find that in 1827, the report was Apr. 24; '36 on Apr. 25: '55 May 10; '56 May 6; '57 Apr. 27; '77 Apr. 23: '79 Apr. 26; '81 Apr. 27. The average date for opening is about Apr. Ist, and season for closing about Dec. Ist, which is sometimes extended for two or three weeks later. The revenue cutter Erie, went from this place to Buffalo about the last of Dec. 1837, and in the winter of 1844-5 the Steamer United States, made a trip every month between Buffalo and Detroit. This port is gen- erally open about two weeks earlier than at Buffalo, on account of the ice drift to the Niagara river at the latter place.
112
ERIE COUNTY HISTORY.
Weather Contrasts-While we are on the subject of weather it may be of interest to note some of the contrasts. Judah Colt's journal, records, that Janu- ary 1799, was so warm that many of the pioneers did their spring plowing. On the other hand, May 1834, was notable for cold and snow. From the 10th to 15th, severe colds west winds prevailed, and on the latter date six-inches of snow fell. The storm was so severe that fruit and tender vegetables, generally throughout the County, were killed. No boat entered this harbor for four days and it was at this time, that the disaster occurred from a small boat, as referred to on a for- mer page. In June 1859 a severe freeze killed the fruit and corn, and there are several other times when freezing has occurred, in mid summer, in this County. On Nov. 10-11, 1835 and Nov. 15, 1842. very severe storms occurred. On the first occasion it is reported that the entire sand beach of the Garrison grounds was cov- ered with waves. On Oet, 20, 1869 a severe snow storm and cold wave came and the mercury fell, in this County, to within 8º of zero by the morning of the 21st. Winter continued from this date and a large share of the potato erop remained in the ground until spring. For 20 years, the mean Feb. temperature in Erie has been 28°. Feb. 1882 gave a mean of 37°, and the opposite extreme, 1875, gave the average only 10° above zero, it being 16° below on the 9th.
The winter of 1880-1 was among the coldest on record here, sleighing contin- ued without interruption from Nov. 15, to March 15. On Feb. 3, the mercury showed from 20° to 30° below zero at different points in the County. The lake was frozen across to the Canada shore, for nearly 3 months; an unusual occurrence.
Railroads-Tramways and horse-car roads were in use before the beginning of this century, and in 1802 Trevithick took out the first patent "for adapting a steam engine to powers of locomotion," although Watt is said to have invented one previously. Several other patents were obtained, but none of practical utili- ty until George Stephenson's "Rocket," which was run from Liverpool to Man- chester, England, was built in 1829. This, then wonderful locomotive, weighed but 74 tons and could draw 44 tons at the rate of 14 miles an hour; Peter Cooper built the first American locomotive for the Baltimore & Ohio road in 1830, and the same year an engine was built. for the South Carolina Railroad by E. L. Miller at New York. The South Carolina road was completed from Charlston to Camden, 133 miles by 1833, and for several years continued to be the longest road in America.
Models of an iron highway were referred to in the Erie Gazette of 1826. as being on exhibition here, but no definite public movement was taken, towards securing a railroad along the lake shore, until a convention held at Fre- donia, N. Y. in 1831, projected a road from Buffalo to State Line. At that date, the laws regarding inter-state commerce were crude and each State acted as a sep- arate country. It was understood that Pennsylvania would build a line, through Erie County. to connect with her sister states on either side. C. M. Reed. P. S. V. Hamot and Thos. Sill, were consulting delegates from this County. Eleven years intervened during which railroads had been put in operation. in several states, and Apr. 12, 1842, the Erie & North East R. R. was incorporated with au- thorized capital of $5,000,000. Four years later this was reduced to $600,000. Among the most active workers were C. M. Reed, John A. Tracy, John H. Wal- ker and Giles Sanford. Mr. Reed was chosen president and Giles Sanford secre- tary, when the subscription books were formally opened in Jan. 1847. Win. Kelly, Henry Caldwell. A. W. Brewster, James Williams and Milton Courtright were made directors, Surveys were completed, contraets let and grading commenced by July 1849. Two companies had been formed in "York State," to build on near-
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113
THE RAILROAD WAR
ly parallel lines, from Buffalo to State Line, one on 6-feet gauge and the other 4 feet 8} inches. These each made contracts with the Erie & N. E. R. R., but subsequently compromised upon a 4 ft. 10 in. basis and decided to build but one line. As a terminal point, where bulk had to be broken, would necessitate keep- ing numerous laborers, it was thought to be of great advantage and the Erie & N. E. R. R. was completed Jan. 9, 1852, on the original plan, with a 6-feet gauge.
The Franklin Canal Co., incorporated Apr. 27, 1844, by virtue of a supple- ment to its charter, granted Apr. 9, 1849, secured the right to extend from Erie to Pittsburg and from Erie to Conneaut Ohio. Through the efforts of John Gal- braith, Alfred Kelly, and others, this was constructed from Erie to Conneaut in 1852, and the first through connection from Erie to Ashtabula was Nov. 23, of that year, a banquet having been held at Brown's Hall on the return. As the law then stood roads from the East must have 6 ft.or 4 ft. 8} gauge and from the West 4 ft. 10 in., which necessitated the breaking of bulk here and again at State Line, N. Y. This made extra charges, delay and serious inconvenience to shippers, and Nov. 17, 1853 an agreement was effected, by which the Erie & N. E. R. R. Co. was to change its track to a 4 ft. 10, gauge thereby permitting of through traffic from Buffalo to Cleveland.
The Railroad War-The announcement of the contemplated change, created great indignation among the misguided people of this County, who believed that this would defeat their hopes of making Erie the western ter- minus of the New York & Erie Railway. The indignation culminated in an organ- zed mob, which resolved to defeat the change of gauge and Dec. 7, 1853, they tore down the new bridges over State and French streets and removed the rails from every crossing. On the same day the track was torn up, in several places, in the vicinity of Harbor creek. While the railroad employes were replacing the rails at Harbor creek, three weeks later, the citizens again made dem- onstrations, when a train conductor fired upon them with a pistol and two citi- zens were slightly wounded. The subsequent excitement was very great. But few persons took sides with the railroad company, the large majority treating their employes as common enemies. This was even carried into political lines and resulted in the election of Democrats to the Legislature, from this Whig dis- tict. For two months the railroad company's plans were defeated and passen- gers and freight had to be transferred from Harbor creek to Erie by stages and wagons. This great obstruction to transportation and traffic, subjected our County and citizens to just criticism and innumerable curses from the general public. Hostilities continued at intervals for nearly two years, during which time the interposition of the courts and State militia, were required upon several dif- ferent occasions.
Philadelphia & Erie-As early as 1830 a road from Erie over the Alleghe- nies, and down the Susquehanna was projected. Work was commenced, from Sunbury eastward in 1833, but later abandoned on account of the money depression. For the next dozen years the principal theme in Erie, was canals. The Pennsyl- vania Railroad Company, incorporated in 1846 was granted a charter to Erie, but this branch was never built.
THE SUNBURY & ERIE was chartered in 1837 and the survey made 1838-9. Further developments remained dormant until 1853; when Philadelphia sub- scribed $1,000,000, towards its completion, Erie City $300,000 and this County $200,- 000. Erie city also d nated 150 water lots, for dock accommodation. With the subscription from the Cleveland & Erie Co. of 500,000 and the State taking $3,500,-
ERIE CITY HALL
LAYING LAST SPAN ON NICKLE PLATE OVER WALNUT CREEK
..
ORE DOCK
116
ERIE COUNTY HISTORY.
000 of the bonds, the Erie & Sunbury commenced active work, and by Dec. 1854, were running from Milton to Williamsport, where connections were made with the Catawissa railroad.
The section from Erie to Warren was completed in Dec. 1859, and the name of the road was changed to the Philadelphia & Erie in the spring of 1861. The ad- vent of the war alarmed many of the stockholders, and fearing that they would be unable to complete and equip the road, in 1862, it was leased to the Pennsylva- nia Railroad Co., for a term of 999 years. The work was not fully completed from Warren to Williamsport until Oet. 1864. The event was celebrated by a through train from Philadelphia, with a large party of excursionists, and a ban- quet was given in their honor by the City of Erie, costing $3,000.
From Erie to Kane is 943 miles: Kane to Renovo 101 miles, Renovo to Sunbury 92}. At the latter place direct connections are made with the Northern Central, making the distances by this route from Erie, to Harrisburg 341 miles; Baltimore 425; Philadelphia, 446; Washington, 468; New York, 537.
Lake Shore Railroad-In 1854, the Supreme Court annulled the charter to the Franklin Canal Co. road, from Erie to Conneaut. The stock had principally been secured by the Cleveland, Painesville & Ashtabula Co. and a new charter was granted in 1855, from the Pennsylvania Legislature, to that corporation, upon condition that it extend its tracks to the bay front at Erie, subscribe $500,000 towards the completion of the Sunbury & Erie R. R. and retain three citizens of this State perpetually upon its board of directors. The charter of the Eric & North East Co. was revoked in 1855; but restored the following year upon the cor- poration subscribing $400,000 towards the building of a road from Pittsburg to Erie. A few years later the Erie & North East was consolidated with the Buffalo & State Line road making the Buffalo & Erie. The consolidation of the several western roads in 1869, made a through management, from Erie to Chicago, known as the Lake Shore and Michigan Southern, and, into this organization, the Buffa- lo & Erie was merged.
While the track was originally 4 ft 10, it has been gradually narrowed to the standard gauge which is 4 ft. 8} in. The grades through this county are very light, but several deep ravines had to be trestled, and these, have since been filled by solid embankments. The fill at Twenty Mile creek is 102 feet high by 400 in length; Sixteen Mile creek 40x800; Walnut creek 106x800; Elk, 115x1,400 and Crooked creek 45x500. Iron bridges span State and French streets, Four and Six Mile creeks. The main line of the Lake Shore is 540 miles. With branches and proprietary roads it aggregates 1,443 miles. The construction and equipment of this vast system costs about $100,000,000.
The gross earnings in 1892 were $22,000,000 and the cost of operation and tax- es nearly $16,000,000. The gross earnings in 1870, the year following the consoli- dation, were about $13,500,000 and the expenses $8,400,000 upon 1,013 miles oper- ated. The tonage moved in 1870, was nearly 3,000,000 tons, or 574,000,000 tons moved one mile. In 1892 over 13.500,000 tons were moved, equivalent to 2,435,000,- 000 tons moved on mile, for which the reciepts were less than 6 mills per ton per mile, while in 1870 the receipts were over 15 mills per ton per mile (1.504). A large increase in passengers carried has been made; from 2,000,000 in 1870 to near- ly 6,000,000 in 1892. To accomplish this increase, the equipment has been in- creaed from 299 engines in 1870, to 584 in 1892; 247 passenger cars in 1870, to 376 in 1892; 6,077 frieght cars in 1870 to 21,084 in 1892.
117
THE RAILROADS OF ERIE
In 1870 there were 36} miles of second track on the whole line Buffalo to Chi- cago; there is now 489.06 miles and 7.71 miles of third track, and there remains only 30 miles of second track to be laid to make a double track by this line from Buffalo to Chicago. The sidings have been increased from 238.86 miles in 1870 to 675.74 miles in 1892.
J. C. Spencer, secretary of the Erie & North East Co. reported that while the track was torn up, from Dec. 7, 1853, to Feb. 1, 1854; the transfer of passengers, freight and express, cost $17,000. On the part of the railroad, he claimed that the New York companies had broken faith, in making the line from Dunkirk to State Line 4 ft. 10 in., instead of the broad guage 6 ft. or the medium 4 ft. 8} in. He says "much complaint is justly made on account of the unnecessary obstruc- tions, and none regret their existence more than this company. It was not in the power of the company to prevent them and is therefore out of its power to remove them. It is thought, hy some of our friends in Buffalo and Cleveland, that Con- gress in the exercise of its power to establish post roads, may remove such nui- sances."
Erie & Pittsburg-This road was chartered in 1856, by parties who were interested in the Erie & North East Railroad Company. Meadville and Conneautville both desired to be on the route and a sharp rivalry sprang up along each proposed line, resulting in a victory for the Conneautville route. With $400,000 secured from the E. & N. E.R. R. and other funds from the stockholders, the road was graded from where it connects with the Lake Shore, a little west of Miles Grove. to Jamestown in Mercer, Co., a distance of 40 miles, and part of the rails laid. The Buffalo & Erie Co., in 1859, completed the construction to James- town, and five years later the extension was made to New Castle, where it con- nects with the Pennsylvania Company. The extensive coal and iron ore docks at Erie were erected in 1863, and the round house two years later. The late W. L. Scott of Erie, was president of the road for over 20 years, prior to his decease Sept. 24,1891, and under his shrewd business management, it became an important road. It was originally operated by the Lake Shore and Mar. 24, 1870 was leased to the Pennsylvania Railroad Company for 999 years, this agreement having a year later been transferred to the Pennsylvania Company, a separate organization from the Penn'a Railroad, created to operate the lines west of Pittsburg. The lessee agreed to pay the interests on its bonded indebtness and a 7 per cent dividend up- on the two million dollars capital stock. In 1881, the headquarters of the E. & P. was moved from Erie to Youngstown. The elevation above the sea at Summit is 1,141 ft., Greenville, 984; Sharon, 853; New Castle, 802. The heaviest grade is about 50 ft. to the mile, near Conneautville.
The extensive connections of the Penn'a Co., and the magnitude of its opera- tions are worthy of note. It has over 2,500 miles of lines, reaching a thousand stations, connecting with 90 railroads and 90 coal mines. Pittsburg is its terminus on the East; St. Louis on the West; Louisville on the South; and Erie on the North. It also has terminals at Waynesburg, Benwood, Bellaire, Cadiz, New Cumber- land, Springfield and Cincinnati in Ohio; Madison, New Albany and Vincennes in Indiana; and passing through Mansfield, Ft. Wayne, Logansport, Indianapolis, Richmond, Columbus, Wheeling. Youngstown and many other important cities. The earnings for 1892 were $138,974,520, and gross expenses ineluding rental, divi- dends, interest, etc., $98,352,083. The number of tons of freight carried was 141,- 371.640. equal to 13,457,038,366 tons for one mile. The passengers carried wero 89,699,341, and miles of travel aggregating 1,758,907,322. There are many other facts which might be given in connection with this stupendous system, but space forbids extended mention.
RESIDENCE VIEW, CORRY
DRUGS
C.LANCIA
BOD.TS
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BUSINESS BLOCKS
GOVERNMENT BUILDING
120
ERIE COUNTY HISTORY.
Nickel Plate-The survey for the New York Chicago & St. Louis Ry., fa- miliarly known as the Nickel Plate, commenced late in February 1881, and grad- ing began in June following. The construction was pushed through in a spac ; of time, that has never been surpassed by a road of equal length, and by the last of August 1882, through trains were running from Buffalo to Chicago. The original syndicate subscribed $15,000,000, which was increased $7,000.000 before the com- pletion of construction. The actual cost of the road and its equipment, is said to have been $28,000,000. By this route, which for half its distance lies nearly par- allel with the Lake Shore, it is but 524 miles, from Buffalo to Chicago. A few months after it began service, the Nickel Plate was purchased by Vanderbilt and other stockholders of the Lake Shore. Although run under a separate manage- ment, the Nickel Plate practically operates in uni on with the Lake Shore. The right of way on Nineteenth street was granted to this company through Erie. The P. & E. R. R. would not allow this iron highway to intersect that road at grade, and the Nickel Plate was compelled to erect an expensive trestle.
Most of the deep gulehes along this line are spanned by substantial iron via- ducts. We present herewith an illustration of the laying of the last span across Walnut creek, in this County. The gulch is 80 feet deep and length 870 feet.
Western N. Y. & Penn'a-In 1862, the Oil Creek Railroad, was completed from Corry to the Miller Farm and three years later its principal stock purchased by a New York syndicate. This was later extended to Petroleum Centre and Oil City. The Cross Cut was constructed from Corry to Broeton in 1867. After the equipment of the Nickel Plate, privilege was leased on that line making through connections from Buffalo to Pittsburg, Rochester, Emporium and other points. The system, known as the Western N. Y. & Penn'a, has about 700 miles. It in- cludes the Union & Titusville branch, which was originated in 1865, by James Sill and P. G. Stranahan of Union City.
New York, Pa. & Ohio-This road, originally known as the Atlantic & Great Western was completed to Corry, in June 1861, and the following year extended to Meadville. It was built as an extension to the Erie Railway, connecting with that road at Salamanca, N. Y. The track originally a six-feet guage was changed to standard in 1885. The original name was changed in 1882 to that of New York Pennsylvania & Ohio and March 1883, it was leased to the New York Lake Erie & Western, for 99 years. It is one of the great trunk lines, and con- trols a fair share of patronage. The road has been of much importance in devel- opment of the southeastern portion of this County.
Erie City Passenger Railway Company-An aet of the Legislature chartering the above Company, was approved March Ist, 1867, which provided, among other things, that this company, before commeneing to run their cars up- on State street, should purchase the stock of omnibuses, sleighs, horses and harness owned by and used upon the South Erie Omnibus Line, at a price to be fixed by arbitration. W. W. Reed is and has been, for many years, President of this Company, and among the incorporators were G. F. Brevellier, Dr. Brandes, Colonel J. H. Bliss, Phillip Becker, Milton Courtright, David S. Clark, W. A. Crawford, E. Camphausen, John Eliot, F. F. Farrar, Jonas Gunnison, A. H. Gray, Wm. A. Galbraith, John Gensheimer, John B. Gunnison, M. Hartlieb, August Jarecki, Selden Marvin, Dr. W. E. Magill, Prescott Metcalf, Joseph McCarter. Orange Noble, Richard O'Brien. Charles M. Reed. Wm. F. Rindernecht, H. C. Shannon, Hon. James Sill, Geo. W. Starr, Benj. Whitman, John H. Walker and a number of other prominent citizens of Erie.
121
ERIE ELECTRIC MOTOR CO
The line from the foot of State Street to 26th Street was laid in 1863 and in 1883 West Eighth street and East Eleventh streets were built; in 1885 East Eighteeenth street was added, and in 1888 the
Erie Electric Motor Company wasorganized with General J. S. Casement of Painesville, Ohio, Pres. and S. T. Everett, Vice Pres. This organization leased the lines of the old company, took up all the tracks which had formerly been in operation and laid new rails. On the 29th day of June, 1889, the first electric car appeared on the streets of Erie. The brick barn and car house at the corner of State and Second streets was remodeled into an electric plant and power house; equipped with four 75 HP. dynamos and two 150 HP. boilers. The next year the "Head" line was built to Trinity Cemetry and the year following it was extended down through the Marshall ravine to the grounds near Massasauga Point Hotel.
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