USA > Pennsylvania > Dauphin County > Middletown > The chronicles of Middletown : containing a compilation of facts, biographical sketches, reminiscences, anecdotes, &c., connected with the history of one of the oldest towns in Pennsylvania > Part 14
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The family and children's apartments are neatly and tastefully fitted up. The library is comparatively small, but contains a good selection of books. The school-room is supplied with all the modern educational
,
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appliances, globes, charts, blackboards, &c .; it is a cheerful looking, pleasant apartment, its windows are filled with flowers. The school course embraces history, geography, grammar, physiology, spelling, reading, writing and drawing. A literary and scientific department has been added by order of the Legislature. There are two school sessions, of three hours each, every day except Saturday. In the dining-room religious exercises precede and follow each meal; substantial, well-pre- pared and well cooked viands, that compare favorably with the aver- age hotel meals, are served. The play-room (although the founder made no provision for recreation) is a feature of the establishment that more pretentious institutions would do well to copy. The dormitory beds, covered with white counterpanes and snowy linen; the pantries, the kitchen, the cellars, but more than all, the comfortably dressed con- tented looking children, their almost perfect health, and the air of ex- quisite neatness, order and cleanliness which pervade every depart- ment, show executive ability in the present management.
The view from the windows of the institution is a fine one.
Look here, at the Round Top's bald old crown, Lit up by the sun rays' quiver ; And there, where Swatara's flashing down, Until lost in the broad blue river. Mark the puffing rings of smoke up-curl As a far faint whistle sounding,
Notes where, fire fed, with flash and whirl, Man's iron steed goes bounding.
In near, see many a sun-browned roof, Dwarfed chimney, and low steeple;
Down where time's shuttle, 'mid warp and woof, Life's web weaves the town's people.
East, west, north, south, o'er the wide expanse, The eye grasps a picture worth telling,
Of dotted white homesteads, groves (orchards perchance,) With close fence-locked fields, where the grain waves glance; 'Neath the soft breezes sinking and swelling.
The grounds immediately surrounding the institution are well kept, and protected by a neat pale fence. In the enclosure on the southern side, is a flourishing young peach orchard; in front is a lawn, and east are the gardens. There is also a fine spring house, and all necessary out buildings. The instructions of the founder, as modified by subse- quent legislation, are consistently and faithfully carried out, and every- thing is provided that is considered necessary for the comfort and con- venience of the inmates. The three farms, cultivated by tenant farmers, under the immediate supervision of the principal, are well tilled and pro- ductive. The barns, stables, etc., are comparatively recent erections, and provided with all modern improvements. In fact the whole estate is well conducted, and reflects credit on those controlling it.
Thus although the past history of the Orphan House is not pleasant reading, the present showing of what an honest and competent admin- istration of its affairs can accomplish, is gratifying, and encourages
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the hope that this institution-which offers shelter, food and instruction to those deprived of their most natural guardians, and fits them for the active duties of life-has a bright future before it.
The following persons have been trustees and officers of the institu- tion :
TRUSTEES.
The original trustees were: John Landis, Charles Fisher, Jacob Rife and John Cassel. Their successors previous to 1835 were: William Crabb, Sr., Joseph Burd, John Elliot, Jacob Hershey, Ephraim Heller, John Smith and George Lauman.
Trustees subsequent to 1835: Simon Salade, Martin Kendig, Joseph Ross, George Etter, John Snyder, Benjamin Jordan, Simon Cameron, John Eshenauer, Daniel Kendig, John Pricer, Adolphus Fisher, John Jos. Walborn, John Croll, Jacob L. Nisley, J. E. Carmany, Thomas Moore, Henry Alleman, Samuel Kiefer, Joseph H. Nisley, Simon C. Peters, Christian W. Esehenauer, Adam Ulrich.
Present trustees : Simon C. Peters, Henry Alleman, F. W. Lusman, Arthur King.
PRINCIPALS.
John Cassel, from 1806 to 1814.
Christian Spayd, from 1814 to 1835. Dr. Mercer Brown, from 1835 to 1866.
William A. Croll, from 1866 to the present time.
TUTORS.
1837-40, Rev. S. D. Finckel, D. D., Rev. Samuel Spreecher, D. D., Mr. Jonathan Cory, Rev. Samuel Schaeffer, Mr. Whittlesey; 1847-55, Rev. William Heilig; 1855-59, Rev. M. Valentine; 1859-62, Rev. C. J. Ehrehart; 1862-64, John T. Ross; 1865-66, Lewis F. Steinmetz; 1866- 70, Michael R. Alleman; 1870-71, S. L. Yetter; 1871, G. A. Lauman ; 1889, Grant W. Nitrauer; 1894, E. J. Miller; 1900, John Croll, the present tutor.
XXVIII.
The Union canal, which was abandoned in 1885, had one of its termini here. An outlet from the basin of the canal to the Swatara river was made, to allow the boats, rafts, and arks access to and from the Susque- hanna. The lock was situate between the railroad-near where it crosses the Swatara-and the old collector's office. (For a full descrip- tion of this canal see Chapter No. 19.)
THE PENNSYLVANIA CANAL
Also passed through this portion of the borough, and here crossed the Swatara by means of an aqueduct, the piers supporting which also sus- tained an iron wagon bridge.
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In 1822 an act was passed authorizing the construction of this canal at the expense of the State. July 4th, 1826, ground was broken for it with great ceremony. In 1827, the canal commissioners were instructed to take measures to build a railroad, to connect the different sections of the canal. In 1828, water was let into this division and a railroad was commenced, to run from Philadelphia, through Lancaster to Columbia. It was an important link in the chain of public improvements inaugur- ated by the State. Millions of dollars were spent on both the canal and railroad, the expenditure being made necessary by the completion of the Erie canal, which was taking the commerce of Philadelphia to New York. In 1832, portions of the Columbia railroad were completed, and horse cars were run on it; it took them nine hours to travel from Phila- delphia to Columbia, and it was not until 1836 that locomotives were regularly put to work on it, to the exclusion of horse power. In 1834, the entire line between Philadelphia and Pittsburgh was opened to trade and travel.
It consisted of eighty-two miles of railroad between Philadelphia and Columbia; one hundred and seventy-two miles of canal from Columbia to Hollidaysburg; thirty-six miles of railroad over the Alleghenies, from Hollidaysburg to Johnstown; and one hundred and four miles of canal from Johnstown to Pittsburgh, making a total length of three hun- dred and ninety-four miles.
That portion of the road over the mountains is worthy of a brief description. It was known as the Portage railroad; in a distance of thirty-nine miles and a fraction it overcame, in ascent and descent, an aggregate of 2,570 feet, 1,398 of which was on the eastern, and I,I72 on the western side of the mountain. The top of the mountain, which was some 200 feet higher than the culminating point of the railroad, is 2,700 feet above the Delaware river at Philadelphia. The ascent and descent were overcome by ten inclined planes. The shortest plane was 1,585 feet and 130 feet high; the longest 3,100 feet and 307 feet high. There was on the line a tunnel 870 feet long and 20 feet high; one viaduct, that over the Horseshoe Bend, was a semi-circular arch of 80 feet span. All the viaducts and culverts were built of the most sub- stantial masonry. The cars were elevated by stationary steam engines at the head of each plane, and on the intervening levels locomotives and horses were used. The total cost of this (Portage) road exceeded $1,500,000.
Goods were then shipped in Philadelphia, in sections of boats, which were transported to Columbia on railroad trucks prepared for the pur- pose; at Columbia they were placed in the canal, and connected to- gether, forming a complete boat; then towed to Hollidaysburg, where they were again put upon trucks, and thence carried by the Portage road to Johnstown, where they were re-placed in the canal, and towed to Pittsburgh.
A large basin for the reception of boats, arks and other water craft was located in Portsmouth, and an outlet lock of great capacity con-
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structed to the Swatara. Upon the completion of this lock, that of the Union canal was abandoned and suffered to go to decay, and there is nothing left to show that there ever was one here.
The construction of this line of public works cost the State nearly fourteen and a half millions of dollars. It was afterwards sold to the Pennsylvania Railroad Company, who finally abandoned the whole line in 1903.
THE BREAKWATER.
During the palmy days of the lumber trade, several efforts were made to have a dam, or breakwater, constructed across the Susquehanna, a short distance below the Swatara, as a harbor for lumber where it would be safe at all seasons. The project, however, never took definite shape.
THE HARRISBURG, PORTSMOUTH, MOUNT JOY AND LANCASTER RAIL- ROAD.
This road, surveyed about 1832, was strenuously opposed by the farmers along its line, they objecting to having their farms cut up or divided. It was however partially finished, at different points, in 1836, and in August of that year the section between Middletown and Harris- burg was completed. A horsecar was at first run over it, the horses being attached by a rope to the car, and driven alongside the track. In September a locomotive called the "John Bull" was brought here by canal, on a flatboat landed at the wharf where B. S. Peters & Son's brick building now stands, and drawn from thence to the railroad by employes and citizens. It was a small, black affair with two driving wheels, the piston connected inside of the wheel; was built in England, and was scarcely more than a toy compared- with the powerful "mo- docs" of the present day. Instead of the heavy T rail and sleepers now employed, flat bars of iron, two and a half inches wide, and three quar- ters of an inch thick, spiked onto string pieces running lengthwise with the line of the road, were used. The first car was about the size of a one-horse street car, with the entrance at the side, and would accommo- date from twelve to eighteen passengers; a high seat outside was pro- vided for the conductor and brakeman; three or four cars constituted a train. Just below the old Railroad house was a turn-table, and when preparing for a start the conductor blew a horn.
When the locomotive made its first trip there was great rejoicing; Governor Ritner, the heads of the State departments, and other promi- nent citizens were brought here and handsomely entertained at Peter Young's tavern (now occupied by J. A. Kramer). The distance was covered in twenty minutes. Afterwards, on Saturdays and Sundays, excursions were run to Harrisburg and back every two hours; the single car attached was always crowded.
The next two locomotives put on the road were built by Matthew Baldwin, of Philadelphia; they were named after the principal towns on the road, and were used for both freight and passengers. Then two
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freight engines, named Henry Clay and David R. Porter, were pur- chased from Norris & Son's, Philadelphia. They were heavier and lower than the first, and although with but two driving wheels, had the piston connected on the outside, as they are now constructed. Owing to the heavy work at Elizabethtown, the tunnel there was not fully com- pleted until August, 1838. (During its construction passengers were conveyed around it in stage coaches.) After August 8th, the trip be- tween Philadelphia and the State Capital could be made in seven hours. General Simon Cameron, Dr. Mercer Brown, Henry Smith, Martin Kendig, and many other citizens of Middletown, took a great interest in the enterprise.
THE PENNSYLVANIA RAILROAD.
In Port Royal is the junction of the Mount Joy and Columbia divis- ions of this road. After crossing the Swatara on a substantial stone bridge of four arches, the road passes through Middletown.
This road was incorporated in 1846. The charter was granted Febru- ary 25th, 1847; and on the Ioth of December, 1852, cars were run through from Philadelphia to Pittsburgh, connections being formed be- tween the eastern and western divisions by the use of the Portage (State) road over the mountains.
The Pennsylvania Company's road over the Alleghenies was opened early in 1854. In 1857 the company became the purchaser of the main line of the State works.
In the years immediately following the completion of the road, it was greatly improved; the tracks doubled, other lines leased or bought, depots and extensions built, and later the line was straightened, re- graded, and entirely relaid with steel rails.
Soon after the breaking out of the "Great Rebellion," the president of the Road, Colonel Thomas A. Scott, was summoned to Washington by President Lincoln, and for some time the whole railroad transporta- tion of troops, army supplies and war material was under his supervis- ion and direction.
Years ago the Pennsylvania Railroad had but a single iron track and a few wooden stations between Philadelphia and Pittsburgh; now hand- some brick and stone depots line its route, and four tracks of steel bind its eastern termini in Philadelphia, New York, Baltimore, Washington and Richmond, with its western in Pittsburgh, Erie, Cleveland, Toledo, Chicago, Cincinnati, Indianapolis, Louisville, St. Louis, &c.
XXIX.
THE MUD PIKE.
This turnpike followed the course of the Susquehanna from Columbia to Portsmouth, and thence until it crossed the main Philadelphia and Pittsburgh pike a short distance west of the town. It was kept in good
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repair until the railroad was laid out, when, as the latter occupied much of the pike, it was abandoned, and what was left of it was turned over to the townships through which it passed.
Very few persons have any idea of the difficulties of transportation prior to the era of canals and railroads. One hundred years ago, it was not uncommon to see hundreds of pack horses pass through here west- ward loaded with merchandise, salt, iron, &c. The iron was carried on horseback, being bent over and around their bodies. Two men could manage ten or fifteen horses, carrying each about two hundred pounds, by tying one to the other in single file; one of the men taking charge of the lead horse to pioneer, and the other the hinder one, to keep an eye on the adjustment of the loads, and to stir up any that appeared to lag. The horses were fitted with pack saddles, and a bell collar orna- mented each animal's neck; at night after their loads had been removed they were hobbled and then turned loose. Each horse could carry two bushels of coarse alum salt, weighing 84 pounds to the bushel. The common price of a bushel of salt in the west at an early period was a cow and a calf, and before weights were used, the salt was measured into the half bushel by hand as lightly as possible, no one being per- mitted to walk heavily over the floor while the operation was going on.
When wagons were first introduced the carriers considered them as great an invasion of their rights, and were as indignant as the teamsters were some forty years later when canal boats, and afterwards railroads, . took their trade.
In those early years turnpikes were not the miserable apologies for roads that are called such now, but were well graded, rounded from the center to the gutters on each side, with all the necessary crossings for water, and thoroughly macadamized. Such were the roads and such the conveyances by which all the internal commerce of the country was then carried on.
THE MIDDLETOWN FURNACE,
On the west bank of the Pennsylvania canal, between Wood and Law- rence streets, was built by Jonathan Warner, January 12, 1855. He sold it to James Wood and Robert B. Sterling, who transacted business under the firm name of Wood & Co. February 2, 1864, Wood & Co. disposed of it to John and Richard Meily. January 8, 1874, Meily & Co. transferred it to Lyman Nutting. July 9th, 1880, Lyman Nutting sold out to Michael Schall; and he in December of the same year transferred it to the Conewago Iron Company. This furnace stood idle for some time, and was finally torn down in 1903.
It had a forty-five foot stack, an eleven foot bosh, and a capacity of six hundred and fifty tons pig-iron per month.
The residence of the secretary which was once called the "Mansion House," was built by Martin Kendig; after his death, his administra-
LEVY TYPE CO.
First United Brethren Church.
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tor, Martin Kendig, Jr., sold it May 30, 1851, to George M. Lauman. He disposed of it, April 25, 1856, to Wood & Co.
This brick edifice bears an air of faded gentility sadly out of place with its present environment ; surrounded, as it once was by orchards, groves, and fields, and overlooking a wide expanse of country, it must have been a desirable residence.
THE SLAB MILL.
On the mill race opposite the foot of Race street once stood a saw mill, known as the "Slab Mill." Although a rough looking affair, for a long time it did a flourishing business. Christian Spayd, when principal of the Frey estate (from 1814 to 1835), built it, obtaining the material for its construction from the (Ist) Emaus Orphan House, which stood on what is now known as the "Race Ground," west of Keener's brickyard. The logs of this latter building were used in the frame work, and the stone from its cellar walls in the abutments of the mill.
It was for several years run by the estate. In 1844 it was leased by George and G. W. Etter (father and son); in 1846, by Joseph Brestle ; in 1848, by the firm of Jacob Landis, Samuel Landis, and John P. Far- rington ; in 1850, by Samuel Landis; in 1852, by Philip Zimmerman ; in 1856, by Benjamin Kendig; in 1860, by Edward Stover; in 1868, by Connelly and Alleman. This latter firm tore down the old slab struc- ture, and erected the mill which finally passed under the control of Ken- dig & Lauman and was destroyed by fire (1885) while occupied by them.
THE LATH MILL.
About 1835, George Selser (father of Samuel Selser, Sr.) had a small sawmill on the sluice-way, near this mill, and was the first to manufac- ture sawed plastering lath in this section of the country.
THE FURNACE SAW MILL
Once stood near "Gamber's Grist Mill," better known to-day as "Deckard's Mill." It was erected by John Gamber. For a long time most of the timbers used in Middletown for building purposes, were cut either here, or at the slab mill. It was run successively by Daniel Ken- dig & Co .; Samuel Landis, and Kendig & Hendrickson; was torn down in 1860.
THE FEEDER DAM.
The dam across the Swatara which supplied a feeder to the Pennsyl- vania canal and the Cameron Company's furnace and grist mill was planned by John F. Houston (cousin of H. H. Houston, a native of Columbia, Pa.), a graduate of Amherst, and a civil engineer. He en- tered as a rodman on the Pennsylvania canal at Middletown in 1832; and succeeded Mr. Mccutcheon in charge of that enterprise in 1833. When the canal was finished, he was ordered to the Gap, and remained
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there until the road was completed in 1835. He then worked on the Tidewater (Susquehanna) canal; then on the W. & G. R. R. In 1838, he returned to the State service, and was engaged on the Delaware canal under Mr. Hutchinson. His last work was settling the accounts of the abandoned road known as the "Gettysburg Tape Worm." He married Catherine, youngest daughter of George Fisher, Esq., of Mid- dletown, and died in 1876.
XXX.
January 20, 1802, Peter Shuster, postmaster, commenced advertising letters remaining in Middletown postoffice, viz: "Holden Collins, Eliza- beth Cowan, Wm. & Jas. Hamilton, John Montgomery, Wm. Stout, Mr. Thompson, and Jacob White."
June 21, 1802, Daniel Shelley died on Shelley's Island, sixty-six years of age. Outlived four wives, had eighteen children.
July 5th, Samuel B. Davis (Harrisburg), advertises "Seneca French Creek Oil" to cure consumption, dropsy, rheumatism, &c. Seen in the light of our present knowledge, the following may prove interesting :
OIL FIELDS OF PENNSYLVANIA.
The commandant of Fort Duquesne writing (probably about 1755) to General Montcalm says: "While descending the Allegheny, fifteen leagues below the mouth of the Conewago, and three above Fort Venango, we were invited by the chief of the Senecas to attend a relig- ious ceremony of his tribe. We landed and drew up our canoes on a point where a small stream entered the river. The tribe appeared un- usually solemn .- The scene was really sublime .- The surface of the stream burst into a complete conflagration .- At the sight the Indians gave forth a triumphant shout that made the hills and valleys re-echo again! Here then is revived the ancient fire worship of the East ;- here then are the Children of the Sun."
The Democratic Archives (1842): "The Seneca oil from the oil springs on Oil creek was used by the Seneca Indians as an unguent. It is almost as celebrated as the far-famed Naptha of the Caspian Sea. With it the Senecas mixed their war paints which gave them a hideous glistening appearance, and added great permanency to the paint, as it rendered it impervious to water."
The Lancaster Journal, August 12th, 1795, says: "The American troops in marching that way halted at the spring, collected the oil and bathed their joints with it. This gave them great relief and freed them immediately from the rheumatic complaints, with which many of them were affected. The troops drank freely of the waters, and they operated as a gentle purge."
The New York Journal of Commerce (in 1830) thus alludes to Oil
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creek: "Springs exist on its margin, from which there is a constant flow of oil, floating on the surface of the water and running into the creek, which may be seen for a great distance down the stream. The oil is burned in lamps, and used in various ways, but is particularly valued for its medicinal qualities .- Considerable quantities are annually brought to this city and sold to the apothecaries."
August 3Ist, John Cassel, stone cutter, is now manufacturing burr mill stones for sale.
December 13th, Wm. Hamilton is appointed printer of the State Sen- ate.
January 8th, 1803, Wm. Crabb advertises house and shop of Thomas Minshall on Market Square and Main cross street (Union) for sale. To let house and lot of Christian Rodfong, lately occupied by Mr. Thomas Stubbs, "on the main road from Middletown to the landing (Portsmouth) at the junction of the two main streets, suitable for a tavern." Also the house adjoining this property.
March 28, John Cowden, B. F. Young, Joseph Priestley, Wm. Spring and Thos. Cooper (Northumberland) solicit subscriptions for the pur- pose of stocking the Connecticut with salmon.
February 2Ist. "For sale a healthy negro wench; she is an excellent washer, baker and cook, and well acquainted with all kinds of house work. For terms apply to the printer hereof."
April 19th, William Crabb, tax collector, notifies the inhabitants of Harrisburg, Lower Paxton, Swatara, Derry, West Hanover, Middle and Upper Paxton townships, who have not paid their house and land taxes, to come to his office, in Middletown, and settle before May Ist.
June 13th, George Shuler, coppersmith and tinplate worker, has for sale stills, washing kettles, coloring, planking, fuller's, fish and tea kettles.
July 18th, Christian Swartz (near Middletown) advertises six stray steers.
December 3Ist. "Died on Thursday morning last, after a lingering illness, Mrs. Eliza Fisher, consort of George Fisher, Esq., of this bor- ough, in the thirty-sixth year of her age. By this unexpected decree of Providence her husband is deprived of an amiable wife, several young children of an affectionate mother, and her relations and acquaintances of a kind and sincere friend."
September 22nd, John Bomberger, Jacob Bomberger and Michael Bomberger, executors, offer a plantation of 132 acres, one mile from Middletown, and adjoining lands of George Fisher, Esq., and others.
House (two story log), barn, orchard, timber and ploughed land. To be sold by direction of the last will of John Bomberger, deceased.
December 31st, blacksmiths, nailers, &c., are notified by James Biddle
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to leave their orders for stone coal with James Hamilton, Middletown, before February Ist, 1805.
Aprll 17th, John Fox (Hummelstown) acknowledges receipt of money from John Smuller (Middletown).
April 6th, Alexander Boggs wants several journeyman nailers.
June 29th, 1805, "Married in Phila. on Wednesday evening the 19th inst., by the Rt. Rev. Bishop White, Geo. Fisher, Esq., attorney at law, of this place (Harrisburg), to the amiable, beautiful and accomplished Miss Nancy Jones, of Philadelphia."
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