USA > Pennsylvania > Lancaster County > Lancaster > The story of Lancaster, old and new : being a narrative history of Lancaster, Pennsylvania, form 1730 to the centennial year 1918 > Part 10
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At a meeting, March 6, Mayor Mathiot presented the account of Moncure Robinson, engineer, "for services of making a survey and the estimate cost of locating the railroad through the city, amounting to $284, which was ordered paid."
A petition was read from sundry citizens, lot- holders on "Front" street, Bethelstown; another from those living along "Navigation"; and still another from those residing in "Adamstown." At about this time there seemed to be towns within towns, not to overlook "Irishtown," "Ross's Corner," "Stony Alley," "Dinah's Hill," with other "hills" which, it seems, business shoppers have avoided ever since the town was laid out.
Mention of Adamstown, which has already been referred to-it was not originally a part of James Hamilton's plot. It came into his possession later, and comprised, as has been said, a town within itself. This may account for the way Middle and Church streets were laid out.
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And now, those more interested in streets than in the railroad can go their way in looking up "First" street, "Ross's Corner," not to forget that of "Navigation." Now to the railroad:
At the meeting, March 13, it was "Resolved, that a committee of five persons be appointed to consist of three from the citizens, and one from each of the Councils, who are to proceed to Harrisburg and immediately secure alteration of the route of the Philadelphia and Columbia railroad so that the same may pass through the business part of the city; and that the city of Lancaster will engage to have the work done, provided that sixty-thousand dollars are appropriated by the State for that purpose."
At another meeting, March 27, the committee presented to Councils a memorial addressed to the Senate and House of Representatives, which, being read in both branches, was approved. "It was further resolved by Select and concurred in by Common that a committee be appointed to ascertain as nearly as possible the damages that may be sustained to private property [city lots] in the location of the railroad, also to obtain such sub- scriptions as may be offered toward the promotion of the same."
At a meeting, April 14, a resolution was passed by both branches, "directing the Legislature to change the route of the railroad between the big and little Conestoga bridges, so as to cross North Queen street." In this report nothing was said about the "sixty-thousand dollars" to be appro- priated by the State. The ordinance follows at the end of this sketch.
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At the May meeting following, an "Ordinance, expressive of the consent of the city of Lancaster to the proposed alteration of the route was adopted by both branches of Councils. Then followed, "Resolved, that a committee of three from each council be appointed, whose special duty it shall be forthwith procure Joshua Scott to survey and locate the route for the proposed alteration as may be most beneficial to the city, stating the probable cost, so that the contract for making the contem- plated changes in the route may as speedily as possible be made with the Canal Commissioners." Concurred in by Common Councils.
"A committee was named to proceed to Harris- burg with a copy of the ordinance, together with copies of papers relative to the proposed alteration of the route of the railroad."
On the committee's return a report was made to councils, May 8, "that they had presented said papers to his Excellency, Governor Wolf. He im- mediately, on examining them, approved of the said Ordinance of councils in obedience to the requisitions of said resolution." Joshua Scott, on being notified of his election of engineer, reported, "That I will perform said duties faithfully until the railroad is completed at the rate of $1,000 per annum payable quarterly."
By action of councils, he was employed as en- gineer "to make the necessary maps of said route, and to do all other work to meet the approval of the Canal Commissioners."
A committee was named to ascertain the most
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favorable terms on which a loan or loans of money can be had for the city for the purpose of altering the railroad route.
On June second a resolution was offered and con- curred in that a petition be prepared and submitted to the Legislature, "praying that the grant of the $60,000 already appropriated to the city of Lan- caster be paid as the work on said alteration on the route progresses (the same as in the other parts of said railroad), thereby saving the city the trouble and expense of obtaining it by loan, inasmuch as it has already been appropriated; also to obtain their permission to raise and alter the Hardwick bridge to suit the purposes of the Engineer in affecting the contemplated alteration of the railroad between the Big and Little Conestogas."
After reporting that repeated changes had been made by Mr. Scott, the Railroad Committee, on October 3, 1833, made the following report to Councils: "The gross cost of the road up to this day is $45,903.53. Of this sum the State has paid her pro rata of the cost of grading and forming the road, amounting to $23,790.13. The probable amount of cost necessary to complete the road will, as near as can be ascertained, be as follows, viz:
Amount of work yet to be done on the 13,
Section . $ 7,000.00
Damages and fences yet unpaid 2,500.00
Bridges. 4,500.00 Contingencies . 500.00
Total.
$14,500.00
To which add the amount already paid 45,903.53
Total
$60,403.53
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The report continues, "This calculation does not include the bridge at Hensel's alley (if there is to be one) nor the laying the additional length of rails, nor the damages to the old road, which will amount to at least $15,000 more."
A week later, October 9, "The Railroad Com- mittee have felt it to be their duty to convene Councils on some matters deeply affecting the interests of the city. It is with much regret your committee are still obliged to complain of the slow- ness of the work on Section 13. If this part of the work had been prosecuted with proper energy, it might easily have been completed six months ago, and the city relieved of the burden of the largest portion of the cost.
"The contractors appeared before your com- mittee and announced their inability to go on with the work unless the full measure of rock-excavation was allowed; as this was a matter altogether with the State Engineer, the committee could not alter it without abrocating the contract by the city with these contractors, and at the same time making the city liable of excess of measure, above the regular estimates; and it is very doubtful whether the work would have been any further on even had such allowance been made.
"The time fixed by the city to complete the work is narrowed down to the first of November, 1833, a period of not more than twenty days, and upwards of $7,000 worth of work to be done, a task rendered almost impossible by its magnitude, and yet, upon its execution, materially depends the
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most vital interests of the city. The Engineer informed your committee that after the first day of November, the Commonwealth would take the work in their own hands and complete it themselves. Such an event is greatly to be deplored, as by that time the city will have expended upwards of $25,000 on the road, and her claim on the Legislature for relief in a great measure cut off by the unnecessary delay in completing the work, with the odium that must attach to the city for the breech of her contract, made with the Commonwealth to complete the road.
"Mr. Scott, our Engineer, so far back as the twenty-fourth of July last, declared the contract of Messrs. Hambright and Overholtzer be abandoned on account of the delay of the work; a copy of that declaration accompanies this report.
"It is to be regretted that this abandonment was not acted upon at the time it was made by the Engineers; the road might now be finished. The committee delayed acting upon it, in consequence of the contractors repeatedly promising to prosecute the work with greater energy. An important crisis in the affairs of the city has arrived, that will require all the wisdom and energy of the councils to decide upon. As there is safety in the multiplicity of counsellors, it has been thought most advisable to lay this matter before Councils for them to con- sider, and decide upon the best course to be pursued in this state of the business."
This lengthy report resulted in another meeting on the evening following, at which the engineer and contractors appeared before councils with a full
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statement in writing of the present state of the road upon the thirteenth Section.
On February 11, 1834, Councils sent a memorial to the Legislature, "praying that the city be relieved of the cost of laying the rails on the increased length of the road occasioned by the change of location." This confession was the cause of great regret and anxiety on the part of Councils.
On March 4, the following claim was presented to . Councils by Hambright and Oberholtzer: "We claim a reasonable compensation for extra work in changing the line of road and embankment." Fol- lowing is a long defence by the city, but too lengthy to be copied.
At a meeting of April 10, 1834, the Railroad Com- mittee made their additional report: "With the current year closes the principal part of the expenses occurred in constructing that part of the Phila- delphia and Columbia railroad between the bridges of the Big and Little Conestoga, as changed by the Corporation of Lancaster in pursuance of a reso- lution of the Senate and House of Representatives of the Commonwealth of Pennsylvania of the 24 of April, 1832, the grading and bed formation of which have been completed, all necessary bridges built and single track of rails laid from one end of the road to the other. In conducting this great and important public work expenses have been incurred, particularly in the damage to private property beyond our expectation. By the resolu- tion of the Legislature, the city of Lancaster is required to complete with rails the increased length
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of the road, occasioned by such change in its loca- tion. The city, to save herself from ruin, was compelled to accept this unreasonable condition which your committee feel confident was never intended to be exacted, and from the expense of which they feel equally confident that at the next meeting of the Legislature they will relieve the city of Lancaster from the payment of the $60,000 granted by the Legislature to the city to complete this work.
"$28,127.36, including $2,144 allowed the city to defray the expenses of building the stone culbert over the run at Hardwick, has been received. The balance that remains due and coming to the city, it is expected the Canal Commissioners will pay as soon as the State shall have received funds, first deducting therefrom the cost of completing with rails the additional length of the road occasioned by the change in the location. This balance when received ought to be immediately applied to the payment of such damages occasioned by the road made by the city to carry on the work, and thus lessen as soon as possible the unnecessary payment of interest.
"Your committee find the city debt to be $47,750, the greater part of which has been created by change in the road." Following the committee's report came a lengthy eulogy of the action of Coun- cils with a "fling" at certain of those higher in authority: "It cannot but be the subject of amaze- ment to see the most costly and valuable public road ever made in the United States, located within
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one mile of the largest and most important inland city in the Union, containing a population of up- wards eight thousand inhabitants, when the practi- cability of bringing it through was fully ascertained, without scarcely an apology for this flagrant viola- tion of the public interests. The object contem- plated by the Legislature, in the construction of her public improvements, was to open communication between the seaboard and the lakes; affording her citizens generally the opportunity of conveying to market the immense riches with which the western part of the state abounds; that but for these im- provements would forever have remained where Nature had placed them, valueless to the owners and useless to the community. The distinguished gentlemen composing the board of Canal Com- missioners, have studiously endeavored to make every town of any consequence along the line a point of public improvement. This truly wise and commendable policy was frustrated with regard to our city. Major Wilson, in the employ of the State, who located the road, seemed determined to avoid Lancaster, and actually reduced the grade twelve feet in a mile, when he took the level of his survey through the city. This remarkable fact was discovered by Mr. Scott who took the level of the same course. Mr. Wilson's determination to take the road around the city, instead of through it, in opposition to the earnest solicitation of councils and the anxious desires of its citizens. This gentle- man has since paid the debt of nature; the committee therefore forebare any further remarks on his con-
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duct, leaving the evil he intended us, to repose with him, and the good he may have done, live after him."
The foregoing somewhat caustic reflection on the character and standing of Mr. Wilson may have resulted from a misunderstanding between the city railroad committee and himself, rather than from any desire to discriminate against Lancaster.
It would seem that the city committee's troubles were never to end. On May 27, 1834, the following was submitted to Councils: "It was yesterday announced that the State, having selected a piece of ground in Mr. Duchman's field, entirely beyond the business part of the city for the purpose of building thereon a weight-house, your committee was no less surprised than mortified at this un- expected intelligence. Mr. Gay was called upon to learn the truth, which he confirmed by stating that he had just returned from laying out the plan for the foundation of the building; that Mr. Duchman had given the ground to the State at such a price as it might think right and proper to give. Your committee informed Mr. Gay that it had always been contemplated to offer the lots owned by the Corporation to the State for establishing such buildings as the Commonwealth might require. It has always been an important dissideratim to bring as much business into the city as possible; the objects contemplated by changing the railroad will be en- tirely defeated if the business produced is to be done without the limits of the city; therefore, so important a depot as the weighthouse ought not to
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be suffered to be built out of the business parts of the city, if it were in the power of Councils to pre- vent it, which it certainly is by offering the State such lots owned by the Corporation lying between Prince and Water." As the result of this compro- mise, certain lots were sold by the city to the State on which stood at one time the Goodell coal yard.
Mention of "going outside of the city" goes far to show that the committee were not looking toward the town's extension. It is difficult to understand what "open fields" meant. However, at last, when settlement day came, it is surprising how many property-holders who had been benefited by the change stood ready to present bills for damages. In round number there were just one hundred run- ning into thousands. But the arbitrators cut out the great majority, holding that the advantages were greater than the amount claimed. Only in one instance were claims allowed as presented. One whose claim was $2,300, got but fifty, and so, the larger the claim, the less the reward. Over fifty per cent. of the claims were offset by advantages.
At the time of the location of the railroad the passenger station did not stand where it is at present. By taking a bird's eye view of the wood-cut, it will be seen that close by where the small loco- motive stands was the "Pioneer Hotel," and directly south where the drug store looms up, once the Museum, was the car office. Directly on the corner where the Brunswick stands, was the North Ameri- can hotel. In this was the ticket office, and where the passenger station now is, was Owen Hoppel's hotel.
12
CAR OFFICE
NORTH AMERICAN
HOTEL
PIONEER LINE - -PHILADELPHIAUPITTSBURGH
PIONEER
OWEN HO PI
NORTH QUEEN STREET AFTER COMPLETION OF RAILROAD
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The chronicler is now to relate what occurred at a meeting of Councils in 1858, entitled "an ordinance relative to the granting of certain property of the city of Lancaster to the Pennsylvania R. R. Com- pany in two parts."
"Section 1, Grant in fee simple the piece of ground at the angle of North Queen and Chestnut streets whenever by resolution of the Board of Directors of the Pennsylvania Railroad Company that they will locate and erect a passenger depot on adjoining ground, shall be presented to the Mayor, with a clause that the grant shall be void if such depot shall not be erected within one year after the passage of this ordinance.
"Section 2, Grants the Company for the use of their buildings the privilege to build over the public alley between North Queen and Duke streets at a height of twelve feet or more and across said alley, with such additional track or tracks between it and Prince Street, and at such points, deviation and grades as the Company may desire, so as not to prevent the ordinary travel along said street and alleys." The ordinance was offered by Mayor Burrowes and passed by both Select and Common Councils on December 7, 1858. That the passenger station was started and completed possibly a year or two later, its location testifies.
The narrator has failed to find in the ordinance any provision that the said passenger depot was never to be removed.
Turning again to the minutes of Select Council of July 22, 1834, it occurred to the committee that
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they had overlooked one very important matter- "turn outs" to connect with a lateral rail or rails for the accommodation of those running cars along certain streets. It may be surprising to many to learn that rails were laid along Chestnut from Duke to Water. And it was even proposed by one Councilman to run the tracks down North Queen as far as the court house. If this suggestion did not meet the approval of Councils, it is not so many years ago when rails were laid on Water street clear to the Conestoga.
But at last came the day of jollification. At a meeting, October 3, 1834, "It was resolved by both Councils that a committee be appointed to wait on the Governor at Columbia, and invite him to the hospitalities of the city." And wait upon him they did, bringing him with them to Lancaster with his retinue. From here they all went their way aboard a car drawn by the "John Bull," the "Enterprise" or "Bald Eagle," to the great big city of "Phila- delphy."
Here follows the ordinance on file in the Recorder's Office.
"AN ORDINANCE.
"Expressive of the consent of the City of Lan- caster to the proposed alteration of the rout of the Philadelphia and Columbia railroad: Whereas by a resolution of the senate and house of Representatives of the commonwealth of Pennsylvania duly approved by his excellency, the governor on the twenty-sixth day of April last the Canal commissioners are
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authorised and required to allow the corporation of the [City] of Lancaster to change the location of the Philadelphia and Columbia railroad, between the little and big Conestoga bridges, so that the same shall pass through the City of Lancaster, at or near the intersection of North Queen and Chestnut Streets, and to grade and form the same for a double track of railway, for the performance of which work the said commissioners shall pay to the said Corporation a sum not exceeding $60,000 and whereas the said resolution is not to take effect, or be in force unless at public meetings in their respective wards the consent in writing of at least two thirds of the taxable inhabitants of the city be obtained and the consent of the corporation itself be expressed by an ordinance and whereas two thirds of the taxable inhabitants of the city have in writing in pursuance of the provision of the said resolution expressed their consent thereto, therefore be it ordained and enacted by the Citizens of Lan- caster in Select and Common Councils assembled that the mayor, alderman and citizens of the said city consent to the contemplated change in the location of the Philadelphia and Columbia railroad and hereby obligate themselves to pay all damages that may arise as well by the change of the location of said road as those caused by the original location, which damages shall be appraised and assessed in the same manner as upon other sections of said road, and also all sums over the said $60,000 neces- sary to effect said change and complete as aforesaid that part of the road between the said Bridges and
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also that they would finish and complete with rails in like manner at their own expense the additional length occasioned by said change and that the said road shall be graded and formed for a double track of railway on or before the first day of April One Thousand Eighteen Hundred and thirty-three, provided that the canal commissioners enter into a contract with the said Mayor, Alderman and Citizens to pay them the sum of $60,000 for making the said change and doing the said work agreeable to the terms and provisions of the said resolution.
"Sec. 2nd. and it be further ordained by the authority aforesaid that the mayor of the city be and he is hereby requested forthwith to transmit to the Governor of the Commonwealth a copy of this Ordinance together with copies of the papers signed by the taxable inhabitants of the city, sig- nifying their consent to the proposed alteration of the route of the railroad ordained and enacted into a law at the City of Lancaster this first of May A. D. 1832.
"GEORGE H. BOMBERGER President of the Common Council. President of the Select Council
"E. SCHAEFFER,
ATTEST: JACOB SHINDEL, Clerk C. C. REAH FRAZER, Clerk S. C.
" CITY OF LANCASTER.
"Personally appeared before the subscriber, re- corder of said City, Reah Frazer, Clerk of the Select Council of said city who being duly sworn according to law doth depose and say that the
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within and foregoing ordinance entitled an ordinance expressive of the consent of the City of Lancaster to the proposed alteration of the route of the Phila- delphia and Columbia railroad was duly published in the Lancaster Intelligencer on the 8th day of May A. D. 1832 a weekly newspaper published in said City by Thomas Feran.
" REAH FRAZER.
"Sworn & Subscribed this 9th
day of May A. D. 1832.
Coram: Patton Ross. Recorder.
"I, Patton Ross, Recorder of the City of Lan- caster do certify that the within and foregoing ordinance entitled an ordinance expressive of the consent of the City of Lancaster to the proposed alteration of the route of the Philadelphia and Columbia railroad was duly enacted by the select and common councils of said City on the first day of May A. D. 1832.
"In testimony whereof I have hereunto set my name and affixed the seal of said City this 9th day of May, Anno Domini 1832.
" PATTON ROSS, " Recorder.
"Corporation Seal
"Recorded May 9th 1832. "per JACOB PEELOR "Recorder."
CHAPTER XII
OUR VENERATED GRANDMOTHERS AND GRANDDAUGHTERS
ONLY occasionally during the seventy-six years of burgess-rule had mention been made of our "ven- erated grandmothers," as the chronicler delights to designate the wives and daughters, who, in their respective spheres, did their part in building up the townstead down to the time it became a city in 1818.
While the women took little or no part in their husbands' affairs in the running of the town, it need not be assumed that all they had to do was to sit themselves down in the ease of contentment. From all that history furnishes, they were usually blessed with large families, and could always find some- thing to do in the bringing them up in the way they should go. Of course, there were not any suffragettes nor temperance lecturers among the married or the single. But if not before, at least during the Revolution and after peace was declared, the borough had its "Revolutionary Daughters." And they managed to keep their names on the map. They had their sociables, quiltings, knittings, and the making of homespun, at times for the wounded soldiers, on other occasions for the poor and needy. Enough has already been shown that the town has ever had its deserving poor, possibly
160
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more in ye olden times than at the present day, owing largely to changed conditions.
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