Venango County, Pennsylvania: Her Pioneers and People (Volume 1), Part 13

Author: Babcock, Charles A.
Publication date: 1879
Publisher:
Number of Pages:

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CHAPTER IV

ROADS-BRIDGES-STREAMS

FIRST PUBLIC HIGHWAYS-OLD FRENCH MILITARY ROAD-ROADS AND PROGRESS-ROAD IMPROVE- MENTS IN COUNTY-STATE ROADS-WATERFORD AND SUSQUEHANNA TURNPIKE-MEAD'S WAR TRAIL-OIL ROADS-SALINA AND LAYTONIA TURNPIKE-PRESENT ROADS-WATERWAYS AND COMMERCE-MILITARY IMPORTANCE DURING WAR OF 1812-BRIDGES-THE ALLEGHENY RIVER AND FRENCH CREEK

Roads are almost as necessary to the evolu- tion of a remote settlement as are the settlers themselves. A company isolated, surrounded by desolate spaces, "the world forgetting and by the world forgot," is likely to revert to ancient types ; and if the individuals are also isolated, each within his own square mile or two, and intercommunication becomes difficult and infrequent, the reversion will take place more rapidly, in greater variety, and produce a medley of discordant types. In unity there is sameness as well as strength.

The founder of the Commonwealth must have recognized this. He placed in all land grants generous allowances of extra territory for road making, so that the settler did not have to sacrifice his acres for this public good. The State continued this policy, and enjoined it upon the land companies. After two and a quarter centuries, this gleam from the "inner light" by which the great Founder was guided still leads new paths through the forest.

FIRST PUBLIC HIGHWAYS

The first public highways were waterways. The State by act of Assembly, March 21, 1798, declared the Allegheny river and French creek public highways. This forever keeps riparian proprietors from collecting tolls, as was the custom then and later upon Old World water- ways. The colonists had not traveled beyond the reach of the State's protecting arm. The State in 1817 appropriated one thousand dol- lars to improve the Allegheny river for pur- poses of navigation. The settlers were thus, from the very first, assured of an open way to other settlements and toward the places of their earlier homes. :

OLD FRENCH MILITARY ROAD

Of roads overland, there was one, probably built by the French for military use in 1754. from Franklin to Presque Isle. This was laid out by surveyors, following probably an Indian

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trail. It led along easy grades and was much shorter than the winding way by French creek. Its line was the shortest one practicable be- tween the two places. In a report of Thomas Brull, an Indian spy, sent by the Colonial forces to ascertain the strength of the French forces, as transcribed by Col. Hugh Mercer, March 17, 1759, we find: "The road is trod and good from Venango to Le Boeuf, and from thence to Presque Isle, about half a day's journey, is low and swampy and bridged most of the way." From Franklin this road passed through the central part of Sugarcreek and the western part of Oakland and entered Plum township in the northwestern part of the county. Cross- ing Plum by way of Sunville and Chapman- ville, it entered the northeast corner of Craw- ford county. Thence it extended along the eastern parts of Troy, Steuben and Athens townships to the northeast corner of Rockdale township, on the northern boundary of Craw- ford. This old road was an unexpected gift to the colonists from those who had attempted to grasp this continent for feudalism and the glory of Louis XIV. It typifies the forces arrayed against the English Colonies in the eighteenth century, the French and the In- dians. It also illustrated the methods of those forces, the widening into military sources by French science of the short narrow trails of Indian instinct. It would add interest to the parts of this old highway now following the original course to have markers erected there- on, showing that these are parts of the old French and Indian road of 1754, Franklin to Presque Isle. The course of this road was changed in a number of places soon after the settlement of the county.

ROADS AND PROGRESS

The avenues of commerce are an undoubted evidence of the state of society. The convey- ance of products, facile and expeditious com- munication as well as the movements of armies, require an unobstructed highway, and in pro- portion to progress, travel increases, and the channels of exchange are improved. The aborigines used for centuries, probably, the narrow paths branching from a great western trail, but in the movements against their foes traversed the streams and studied strategy and ambuscade. The trail through the forest, and the light canoe upon the lake and river, were ample for the red men, and their ability to use them was marvelous. They could follow trails, or streams, and knowing the portages, through the woods or across deserts for miles,

could float down through days and nights and recognize the right inlet to take up stream among many looking all alike to a civilized man. All. these changes were made without compass, chart, or memorandum. The Indians had this capacity. No white man ever attained it except by years of life among the native red men. When the European first trod this por- tion of Pennsylvania he found narrow well beaten trails traversing the forests in various directions. Between native villages they showed frequent travel, and led away to other tribes or lost themselves at the borders, or at favorite hunting and fishing grounds.

From the forts of the Ohio on both sides of the Allegheny were trails extending to Venango. These were well known ancient paths. From Franklin a famous trail extended north on the west side of the river to the heart of the Iroquois country, much used by the Senecas, Shawanese and Delawares. This was the path, in all probability, utilized by the French to Waterford in 1754, as a military road, bridging thence to Presque Isle; their surveyors could not have found a shorter or easier one. Trust the Indians' instinct at work for generations! At points along this path- way trails led off right and left. An important branch extended along the west bank of the river connecting several important native vil- lages. The main path seemed to form a branch of the great western trail leading along the shores of Lakes Ontario and Erie.i The path that extended from Venango up French creek via Custaloga's Town was worn deep into the soil, formed a junction with the western part just mentioned, and was used by the Senecas and Munceys (a tribe of Delawares). A trail westward from Franklin was used by the Dela- wares, Shawanese, and other western tribes. From the southeast a trail, after crossing creeks, rivers and mountains, reached Venan- go. The track was well beaten, so its use was clearly shown. This was a favorite route for some of the tribes of the Senecas and Dela- wares. It seemed to form a junction with the noted trail north from Franklin. It will be remembered that the Senecas were the keepers of the "western gate" of the Long House of the Six Nations, and were therefore the overlords of all the native tribes in Pennsylvania. They would have overland ways to all parts of this State, as well as waterways.

The settlers used a number of these trails in coming to Venango. Later, and for a num- ber of years, the roads were only the old trails enlarged. The trees were cut out, the brush cleared, but the stumps were left to time and

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the weather. The settlement of a new country in the neighborhood of an old one is not at- tended with much difficulty, because supplies can be readily obtained. But the settlement of a country remote from any cultivated region is a very different thing, because at the outset food, raiment and the implements of husbandry are obtained only in small supplies and with great difficulty. The task of making new estab- lishments in a remote wilderness in a time of profound peace is sufficiently difficult; but when, to the unavoidable hardships attendant on this business, those resulting from furious warfare with savages are superadded, toil and sufferings are carried to the full extent of man's power of endurance. Such was the condition of our forefathers in making their settlement here. To their other troubles, the Indian was a weighty addition. This destruc- tive warfare they were compelled to sustain almost single-handed, because of the lack of communication between the East and the West, owing to the lack of highways in other words. They were three or four weeks' travel away from the centers of population, in time required to make the round trip. They must have felt the need of roads, roads and roads ; as in later times, we have heard the call for ships and ships. Their interest in road construction would naturally be keen and increasing.

There is great power in outside, vacant, diffi- cult space surrounding a little isolated band of people engaged in the indescribable task of trying to adapt the primary gifts of nature to their acute needs. On one distant side of them are their old homes, with clustering memories almost the only connecting links. On all other sides is the unknown, with lurking dangers. This space power pushes them together. They are social, they are religious. They are striv- ing to better their condition. They hope to leave to their children a free, enlightened com- munity, blessed with churches and schools, and all the instruments of civilization inherent in a state of self-respecting, equal, helpful citizens. Therefore the pathways between their sep- arated log dwellings, whether they are within sight, or miles apart, are well worn by their footprints, or by their "stone boats" of dugout logs, or by their "sled cars." The more these paths are worn, the closer are the settlers' hearts drawn together, the harder is the push upon them of the outside.

ROAD IMPROVEMENTS IN COUNTY

Very early in their history, the founders of the county turned their attention to the im-

provement of highways connecting the centers of settlements, or localities that promised to be- come such center-as a grist or hominy mill, or a blacksmith shop, or a store, or where hides could be tanned. At the first term of court a number of petitions were presented for the opening of public roads. In a comparatively short time, a number of trails had become pass- able highways, bridges had been built across the smaller streams, the roads along the ravines had been protected by dikes, and rude ferries were at the crossings of the river and of the larger.creeks. It is probable that log roads or "corduroy" highways were constructed in the early times here, as they have been in other sections ; though there seem to be no . traces of them at present. They are still to be found in many parts of other States. They were noticeable improvements when used.

In General Irvine's report upon the donation lands in 1785. the "Path leading to French creek" from Pittsburgh is mentioned. This path coincided with the general course of the State road afterward opened between these two points and commonly called the Pittsburgh road. This term has also been applied to two principal roads converging at Springville, in Victory township, one passing through Clin- tonville in Clinton township, the other through Mechanicsville in Irwin township.

The road known at an early date as the Oil Creek road, from Franklin to Titusville, was probably laid out by authority of Crawford county court. It passed through the village of Cherrytree and several miles southeast of Dempseytown, but its original course has been changed in a number of places.

A petition was presented at the first term of the Court of Quarter Sessions, Dec. 16, 1805, setting forth the necessity of a public road from Franklin to the Mercer county line near Robert Henderson's to intersect a road opened from the town of Mercer. This was the first road petition considered by the court after the organization of the county. Samuel Dale, Robert Henderson, John Lindsay, Caleb Crane, Sr., George Power and Alexander McDowell were appointed to consider it, and reported favorably at the June session, 1806. The super- visors were then directed to open the road according to distances and courses recom- mended. The survey was made by Colonel Dale. This is known as the Franklin and Mercer road, and is one of the most important in the county.

The road from Emlenton to intersect "the great road from Scrubgrass meeting house to Franklin" at Moses Perry's field (Lisbon) was

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laid by Thomas Baird, James Scott, Robert Blair, Moses Perry, William Crawford and Samuel Jolly, and confirmed at September term, 1806.

In 1806 another road was confirmed at December term. This had been laid out by Samuel Dale, David Martin, William Milford and Patrick Jack, from Robert Mitchell's tract on the line of Butler county to intersect the Franklin road at William Lyon's. At the same term was also confirmed the road from White Oak Springs, Butler county, to the Franklin road, near John DeWoody's, laid out by James Martin, Jr., Samuel Plumer, Caleb Crane and James Martin, Sr.

In March, 1807, was confirmed the road from John Lindsay's mill on Mill creek to Franklin, intersecting a road from James Adams' mill to that town, laid out by Alexander Johnston, James Martin, Jr., James McClaren, David Blair, George King and James Martin, Sr.

STATE ROADS

Before 1800 the legislature provided for a State road from Milesburg, Center county, to Waterford, Erie county, but no appropriation was provided for the completion of the western part of its course till 1810. The disposition of the sum then provided was placed in the hands of the county commissioners. Similar pro- vision was made for the State road from Butler to Meadville. The preparation made by the commissioners to expend the appropriation is shown by the following extracts from their minutes of Sept. 13, 1811 :

Agreeably to an act of Assembly, entitled "An act making appropriations for certain internal improve- ments," the commissioners after having viewed the following roads in Venango county, viz., the State road leading from Butler to Meadville, and the State road leading from Milesburg to Waterford, or such parts of the same as lie in said county, have made agreement with the following persons to do and perform certain pieces of work thereon, viz .:

On the Butler road leading to Meadville, John Boner agrees to dig a certain space at the rate of sixteen dollars, James Davidson agrees to bridge and dig a certain distance of said Butler road for the sum of one dollar and fifty cents, at the run called Bullion's run.

Archibald Davidson agrees to bridge a certain part of said road between Scrubgrass and Samuel Grimes at twelve dollars.

Adam Taylor agrees to cut open and bridge a certain part of said road near Irwin township line at seventeen dollars.

William Dewoody agrees to dig a certain part of said road on the south side of Sandy creek hill at sixty-nine cents per perch.

John Dewoody agrees to dig a certain part of said road adjoining the above at seventy-eight per perch.

Luther Thomas agrees to cut and open a part of said road near Crawford county line at one dollar ; also four perches of bridging at one dollar and twenty-five cents per perch; also a piece of digging at one dollar, and a piece of digging, etc., two hills at three dollars.

On the road leading from Milesburg to Water- ford Charles Holeman agrees to dig sixteen perches on the river hill at seventy-five cents per perch.

William Hays agrees to dig a part of said road on the north side of Three Mile run at forty cents per perch.

Isaac Connely agrees to dig a part of said road on the north side of Hemlock creek at. fifty cents per perch.

William Hays agrees to dig and open a part of said road on the south side, Hemlock creek, at forty cents per perch.

Samuel McHattan and Alexander Ayres agree to open and bridge a part of said road near Hicks' cabin at eight dollars.

Charles Holeman agrees to open and dig a part of said road at sixty-six cents per perch for digging and a reasonable price for any part that may be opened.

Samuel McHattan and Alexander Ayres agree to open and dig a part of said road at fifty-seven cents a perch on the north side of Little Toby's creek.

Alexander McElhaney agrees to bridge a part of said road supposed to be twenty-six rods at ninety- nine cents per perch, and to open and repair at a reasonable price.

Samuel McHattan and Alexander Ayres agree to dig and open a part of said road on Toby's creek hill at twenty-four and a half cents a perch.

The road from Milesburg to Waterford crossed the Allegheny at Alexander Holeman's as originally laid out. Its course through this county has been vacated to such an extent that it would be difficult to indicate it by present landmarks. It was an important and much traveled thoroughfare. The road leading from Franklin through the villages of Salem City and Ten-Mile Bottom, in Cranberry township, and thence on through Pinegrove to Fryburg, was the only other highway of importance opened through the county at an early date under State auspices.

The road from Franklin to the mouth of Oil creek, laid out by William Martin, George King, James Martin, Sr., and John Snow, was confirmed at December term of Quarter Ses- sions, 1807. The old Warren road crossed Oil creek at Rynd Farm and thence pursued a circuitous route through Cornplanter and Allegheny townships. Frequent changes in its course rendered this a direct route between Franklin and Warren, as near as the irregular surface of the country allowed.

WATERFORD AND SUSQUEHANNA TURNPIKE MEAD'S WAR TRAIL

The first public improvement made by a body organized for that purpose was the

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Waterford and Susquehanna Turnpike. It was surveyed by General Mead in accordance with an act of the legislature, and was called Mead's War Trail. It was resurveyed in 1818. The company was incorporated by act of legislature Feb. 22, 1818, and commissioners were ap- pointed to receive subscriptions for stock. În Venango county William Moore and George Power were appointed to serve, and the amount of stock apportioned to this county was three hundred shares at par value of twenty-five dollars. One hundred and twenty-five thou- sand dollars was the share allotted to the State, for which amount the governor was au- thorized to subscribe, one hundred thousand dollars for that part of the line between the Allegheny and the Susquehanna, and the re- mainder for that part between Franklin and Waterford. As a basis of apportionment, the expense of constructing a section five miles east and west of the Allegheny was taken. The route led from Waterford through Meadville and Franklin to the Susquehanna, to the mouth of Anderson's creek in Clearfield county. It used in its route a large portion of the Indian trails leading to the Susquehanna. The width of the roadway was prescribed to be sixty feet, except the portions artificially constructed, which should be twenty feet. Tolls were au- thorized upon each section five miles long, as soon as completed and approved. The condi- tion governing the State appropriation was that two thousand shares should be subscribed by private individuals within three years. The business depression caused by the War of 1812- 15 rendered compliance with this condition im- possible. The time was extended three years for obtaining subscriptions ; still the condition was met with difficulty, and only by combina- tions among the communities most affected. It is said that one impecunious tailor, without property or credit, was induced at a public meeting in Meadville to become the nominal owner of seven hundred and fifty shares of the stock, thus helping materially the accelera- tion of the work. The necessary subscriptions had been received in January, 1816. The sur- vey was finished in October, 1818, contracts were let in the same year for sections of the road, and in 1820 the entire line was open to travel. In this county the course is through the townships of Rockland, Cranberry, Sugar- creek and Canal. East Sandy creek is crossed at the village of the same name, the Allegheny river and French creek at Franklin, and Sugar creek some distance above its mouth. The longest distance in its course between the ter- minal points, where the road makes a straight

level line, is from the summit of the hill below Franklin to Salina, nearly five miles. The Waterford and Erie turnpike had been con- structed in 1809, and this great thoroughfare, completed in 1824, extended to Philadelphia. It was continued for a number of years as a toll road, but becoming unprofitable, it was turned over to the townships through which it passes.

OIL ROADS

The necessity for improved roads for the transportation of oil led to the construction of several lines of turnpike and plank roads, dur- ing 1860 and for several years following. An act was passed Feb. 19, 1862, incorporating a turnpike from the mouth of Oil creek to Franklin. This names Thomas H. Martin, Arnold Plumer, W. M. Epley, Thomas Hoge, James Bleakley, Richard Irwin, S. P. Mc- Calmont, George H. Bissell, J. L. Hanna, C. Heydrick, William Hilands, Joseph Shaefer, P. McGough, James Wilson, C. C. Waldo, M. W. Kelsey, William Hasson, Sam. Q. Brown and Robert Lamberton as the corporators. The construction was begun May 19, 1862, under Miles W. Sage as superintendent. This road was operated for a few years as a toll road, and did an enormous business. It was the main avenue by which the greater part of the oil production along Oil creek could reach Franklin, the terminal of the Atlantic and Great Western Railroad at that time. It is said the lines of teams were continuous along its course, and that two men were required to collect the tolls. It was abandoned as soon as other outlets were provided, but it proved a very profitable venture for its stockholders.

The second road to be built to meet the emergency caused by the production of oil was the Titusville and Pithole plank road. This was constructed in the summer of 1865 by Sam Q. Brown, William H. Abbott, F. W. Ames and Oliver Keese; but the company was not incorporated till March 2, 1866. The road was first built, the charter obtained later. The need was too urgent to admit waiting for legis- lation. This road led from Titusville to Pit- hole City by way of Pleasantville. There were at this time thousands of persons from all parts of the country, seeking to see their own faces glorified in the rainbow tints of the bub- bles at Pithole. This venture, though a double track was laid at great expense, was highly successful. A similar road was also laid be- tween Miller Farm and Pithole, passing through the Shamburg region. This road has

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been entirely abandoned. The Titusville and Pithole road is still continued between Titus- ville and Pleasantville, formerly as a toll road, but lately turned over to the care of the town- ships through which it passes. Between Pleasantville and Pithole it has been discon- tinued.

SALINA AND LAYTONIA TURNPIKE .

The Salina and Laytonia Turnpike Company was chartered March 25, 1864. A macadam- ized road connected the designated termini. The company consisted of Thomas M. Parker, William Gates, Henry Mays, William L. Lay, C. B. Mckinney, James S. Johnston, W. H. Steffee and William Cartwright. This highway was continued a number of years as a toll road. It is now free to the public. It was for years the only turnpike in the county, as the plank road from Titusville to Pleasantville was the only one of that kind.

PRESENT ROADS

There are now hundreds of miles of roads in the county superior to either one of these in its palmiest days, and all free, all belonging to the public. All roads are now cared for by the township, or the county, or by the State Highway Commission, or by a combination of all three. Generally speaking, inter-State roads are cared for by the State alone; inter-county roads by the counties concerned, assisted by the State; while some roads between important points are taken over in their upkeep one-half by the State and one-fourth each by the county and townships along the line. There are very good roads reaching to every point of the county, if one is familiar with the way. The last twelve or fifteen years, the era of the auto- mobile, have been more prolific in the produc- tion of good roads than was the whole pre- ceding century. We have turnpikes macadam- ized and paved roads, all good, and pleasant to travel over; some cared for exclusively by townships are as good as any. The mileage of good roads is increasing constantly. The sentiment back of them is getting stronger every year. Venango has no roads paved only with good intentions. The intention has not been possible for those yet unpaved; it will come. Patriotism is also a splendid spur in the interest of good roads. In these latter days, more than ever before, the people have come to a full realization of the absolute necessity and unending utility of durable highways ex-

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Venango County, Pennsylvania: Her Pioneers and People (Volume 1), Part 13

Author: Babcock, Charles A. Publication date: 1879 Publisher: Number of Pages:

Author: Babcock, Charles A.
Publication date: 1879
Publisher:
Number of Pages: