Shenandoah Valley Pioneers and Their Descendants: A History of Frederick County, Virginia., Part 12

Author: Cartmell, T. K. (Thomas Kemp), 1838-1920
Publication date: 1909
Publisher: [Winchester, Va.] : [Printed by the Eddy Press Corp.]
Number of Pages: 607

USA > Virginia > Frederick County > Frederick County > Shenandoah Valley Pioneers and Their Descendants: A History of Frederick County, Virginia. > Part 12

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Alexandria, Loudoun and Hampshire Railroad

While Frederick County was, and is yet, inter- ested in this railroad; aided in securing its char- ter, and promised a large subscription to the stock of the company when the road entered the county from some point in the Blue Ridge-all that has been seen of this road West of the Blue Ridge was the markings of a well defined route, passing through Frederick and on to the coal fields of Hampshire. When that genial- hearted man and accomplished engineer, Maj. Blythe, with his competent corps, in the early fifties came to locate a route through Frederick, the writer recalls many incidents connected with their work. Land owners were fearful their farms would be cut in twain, and damages re- sult that could not be repaired, and many suffered anxiety concerning their crops, fearful they could not save them from the pick and shovel brigade which they looked for every day to appear in their midst. No need to worry over such pros- pects, they were often told. Some, glowing with hope that the Locomotive would soon come puff- ing from some gap in the Blue Ridge, were also told to be patient. Alas, for many human fears and hopes! Nearly all of those who were thus affected by the new enterprise, have long since passed from our midst; and we who survive are still looking for the locomotive. We may add, that in recent years this road now known as the Washington and Ohio, has reached the eastern base of the Blue Ridge, and at old Snickersville has its "Bluemont Station."

Winchester and Strasburg Railroad

A charter was granted by the General Assem- bly April 23, 1867, to this Company to construct a railroad from the town of Winchester to the town of Strasburg, with authority to connect the same with the Winchester and Potomac and Manassas Gap Railroads. We find by an Act of the General Assembly passed Feb. 26, 1877, some interesting matter relating to the connec- tion at Strasburg; and as much controversy has arisen in recent years concerning the inconven- ience given the passenger and shipper, it is con- sidered proper to give the leading features of

this last Act. The Act reads: "Whereas, the said Winchester and Strasburg Railroad Com- pany have constructed and completed under pro- visions of said Act a Railroad from the said town of Winchester to a point on the Manassas Gap Railroad near the town of Strasburg, and by means of the use of the track of the said Manassas Gap Railroad are willing to run, or procure to be run, by its lessee or other person, or corporation operating its said road, trains to said town of Strasburg at or near the Capon crossing, and is willing to treat and regard the said depot when so erected as a regular station on its road, for such trains as are accustomed to stop at stations of a similar character and dignity on its own road -. " Other provisions of this Act, when accepted by the W. & S. Com- pany, fixed the responsibility upon this company to provide proper accommodation for the pat- rons of this road, and save them from the an- noyance that so frequently occurs at Strasburg in making transfer of passenger and freight traffic. It is unfortunate that the railroad sys- tem in the valley is so broken. The B. & O. operating the W. & S. from Winchester to Stras- burg-the Southern from Strasburg to Harri- sonburg, and the B. & O. from the latter town to Staunton-and all this on a single track through this great Valley. The Winchester and Strasburg Road has one of the best tracks in the country, and rolling stock ample to carry the in- creasing business.

The Martinsburg and Potomac. (Cumberland Valley Railroad)

This railroad was incorporated by an Act of the General Assembly July 9th, 1870, and the enterprising Company, under the management of Mr. Thomas B. Kennedy, President of the Cum- berland Valley R. R. from Hagerstown to Har- risburg, Pa., secured prompt support from Frederick County and City of Winchester in 1881. Many citizens subscribed liberally to the stock; thus giving an earnest of their support to the movement. The road was soon con- structed, and opened for use 1885, and with full equipment of cars and other rolling stock, won plaudits from its patrons, affording the passen- ger many railroad comforts, as he sped his way out of the Shenandoah into the Cumberland Val- ley to enjoy the attractive features of both val- leys as seen from the well conducted train. The coming of this road was hailed with delight by people of all classes. It meant cheaper coal! This great agricultural section had felt the need of a competing line to get their products to the great markets. Freights were high, and profits on close margin. The advantage of competition was soon felt by the community, better facilities

CARTMELL'S HISTORY

were offered the public, and cheaper rates soon produced larger shipments. We only voice the Lower Valley when we add, this new railroad has been a success from the day it entered this section. New and increasing agricultural and horticultural industries, have made it an actual necessity; for as will be seen in other pages of this work, both railroads were taxed to their utmost capacity to handle the products of 1905. Frederick County subscribed $30,000.00 and City of Winchester $20,000.00 to the capital stock, all of which was paid promptly, and in return, they received certificates that were purchased by the Cumberland Valley Railroad Company in 1905 at a discount on their par value. Private stock- holders sold their stock at the same rate. Both County and City have used the money, received from sale of their stock enough to retire the most of their bonds. This closes the data of the railroads as now found in operation within the present bounds of the County.

Shenandoah Valley Railroad Company.

We should be interested in this great improve- ment sweeping through four subdivisions of old Frederick. A brief sketch will be given at this point. The company was incorporated by Act of the General Assembly Feb. 23, 1867, the pros- pective route surveyed, and numerous routes proposed. Many Winchester people felt sure that this new railroad must make her a point on its line. A few prominent business men, however, opposed it; arguing that if this road touched Winchester, it would detract from the prosperity of this section, and there was danger that the growing little city might become a way station. These same business men saw the day when the city in a great measure lost a large volume of Clarke County trade that had always sought this market.

This railroad starting from Hagerstown, crosses the Potomac River at Shepherdstown, passing entirely through Jefferson County, cross- ing the W. & P. R. R. at a point South of Char- lestown, running thence in nearly a straight line to enter Clarke, making Berryville a prominent station on its line. Next important station, Boyce near Millwood; then into Warren County, crossing the Manassas Gap R. R. (The South- ern) and Shenandoah River West of Front Royal ; then into Page County, through the Luray Val- ley. Beyond this point the road soon passes over the original boundary between the two old Counties Augusta and Frederick. The work of construction commenced in 1872. The road was completed and opened for business from Hagers- town to Berryville first day of October, 1879. This railroad has been operated for several years by the Norfolk and Western system; which

has made it one of the great competitive South- ern lines of commerce.

These brief sketches of the railroads mention- ed, are given as matter of reference to those who would like to answer the question so often asked the writer: When was some one of these railroads chartered? when constructed, and where located ?

Next to the railroads, came another develop- ment somewhat akin to the railroad system; for without it they would be practically helpless; and for this reason we think it might be of in- terest to many to mention the "Telegraph Sys- tem." Very few persons are able to give an in- telligent answer relating to questions asked about the first appearance of the "Telegraph" in the Valley of Virginia; (and if in operation elsewhere in Virginia, let some one answer when and where). It must be remembered that the B. & O. and W. & P. Railroads were the first railroads operated in Virginia; and that the B. & O. Company claims the honor of being the pioneer in this wonderful public improvement. Alongside of the B. & O. was the old Winches- ter and Potomac Railroad; and it was but nat- ural that they should encourage the infant en- terprise, so urgently pressed by the inventor, Samuel F. B. Morse. To this end, they gave aid to the inventor when he appeared before the General Assembly of Virginia in the sessions 1848-9, when he presented the plan of his great work. The General Assembly passed an Act January 17, 1849, "authorizing Samuel F. B. Morse and John F. Pickeral and their associates, who have or may become owners of Morse's Electro-Magnetic Telegraph, to put up and maintain a line of said Telegraph from Harpers Ferry to the Ohio River-through the territory of this State upon the ground of the Baltimore and O. R. R. Company so far as it extends." A charter was granted them to incorporate this proposed line, under the name and style of the Western Telegraph Company "for the purpose of building and managing said line of Tele- graph." At this session we find the W. & P. Company too, seeing the need of the Telegraph for their business, gave their aid for the forma- tion of a company to secure the right to use the telegraph. An Act was passed March 12, 1849, granting a charter to Jacob Baker, Henry M. Brent, John Bruce, Geo. W. Hammond, Jo- seph H. Sherrard, Wm. L. Clark, Sen., and their associates, "who have acquired from Samuel F. B. Morse and others the right to construct and carry on the Electro-Magnetic Telegraph, in- vented and patented by said Morse, from the town of Winchester to Harpers Ferry-the char- ter name being The Valley Telegraph Company.

RAILROADS, CHARTERS, LOCATIONS, ETC.

It will be seen the old Railroad Companies were dealing with Morse in person. Few if any of those old actors ever dreamed of what their in- itiative steps were destined to do with the great net-work of Electro-Magnetic currents encircling the globe, and enlivening the life of millions of hamlets and villages throughout the universe; even transmitting intelligence on waves of at- mosphere and light between distant points, un- seen from each other.

The Western Telegraph Company and Valley Telegraph Company were later on gathered up into the folds of the great monopoly, The West- ern Union which has covered America with her lines. The B. & O. and all other great railroads, have for many years operated their independent lines, strictly for railroad purposes. We find in addition to the enterprises and public improve- ments embraced in the foregoing accomplished facts, another enterprise occupying the at- tention of the public-spirited men of that per- iod; and this, too, when it was regarded that railroad construction was so stupendous an un- dertaking, that only great capitalists could hope to accomplish it. But here we had a class of men composed of farmers, tradesmen, lawyers and mechanics, undertaking a work then new to the world and actually working it out. This, too, during its infancy. Others had conceived the idea that the Shenandoah Valley should have an enterprise similar to the one fast approach- ing the Potomac border of the Old County. Be- fore the Chesapeake and Ohio Canal was fully completed to Harpers Ferry, many public-spirited men were agitating the building of a canal from Harpers Ferry, along the Shenandoah River, to some point far up the Valley. We find an inter- esting account of the first meeting of the promo- ters of this scheme, held in Winchester as early as 1831-the full account published in the Win- chester Republican. Strong reasons were given not only why a canal should be made, but that one could be made. Steps were taken to secure the opinions of experts, such as the engineers who had entered largely into the work of the

Chesapeake and Ohio Canal. The President and active men of that corporation, were in close touch with the proposed enterprise. We find a very satisfactory paper from Hon. Charles F. Mercer, President of the Canal Company then seeking its way from Georgetown to Cumberland (who was Member of Congress from this Dis- trict) in which he makes very plain the possi- bility of the plan, and the consequent profits re- sulting to a country so resourceful as the Shen- andoah Valley. The promoters became so en- couraged, that we find them before the General Assembly, 1831, attracting such attention, that the whole Valley delegation was in solid line to not only secure the charter then granted, but to secure aid from the State. Later on, we find surveys were made for the section of five miles near Harpers Ferry, and reports made by such engineers as Fulton and Latrobe-men of na- tional reputation, and also by the State engineers of the entire river. Mr. Mercer became so en- thused, that he introduced a bill in Congress asking for an appropriation to deepen the chan- nel of the river and make the Shenandoah navi- gable for better boating. Congress made an ap- propriation to pay the cost of survey-but none for the great work of deepening the channel. This seems to have satisfied the projectors of the proposed canal, who, doubtless thought what the U. S. Government proposed to do would an- swer the demand for a water highway; and their project was never agitated again. The Hon. James G. Blaine, related to the writer many in- teresting incidents concerning this U. S. Gov- ernment undertaking; and stated that after the reports were made of these preliminary surveys, Congress took the matter up again, and the Omnibus Bill asking for appropriations, had the Shenandoah River named as one of the places to spend Government money; but by some work of the Committee, Shenandoah and many other rivers and harbors were stricken out. The U. S. Government was freely spending money at Har- pers Ferry, where the U. S. Armory and Na- tional Arsenal were maintained.

CHAPTER XII

Public Ferries

It may be of interest to some readers to learn how and when the great waters were crossed in the early days of the first settlers.

The House of Burgesses at a very early day made provisions for ferries to be maintained at designated points on the waters East of the Blue Ridge. We find that in 1736 the Colonial Gov- ernment had been apprised of the necessity for ferries along the Shenandoah River; and by an Act, provided for the first ferries over this river. The first being "for a ferry from the land of William Russell on Sherando to cross into the fork or cross main river, be established and maintained by the Justice's Court until the Ferry- men receive sufficient tolls to pay his time." This Ferry was located near the site of Front Royal. The Second, "On Sherando River from the land of William Russell next above the mouth of Happy Creek, in the County of Orange across into the fork-the price for man three pence, and for one horse three pence, or across the main river the same; and that the courts of the several counties wherein such ferries shall be kept, shall have power to appoint proper boats to be kept at the said ferries for the convenient transportation of coaches, wagons and other wheel carriages." This 'very significent lan- guage, conveys the impression that wagons and other wheel carriages were in use between set- tlers on West side of the Blue Ridge and the sec- tions on the East side-and this, seven years be- fore the first court was held in Frederick Coun- ty, and two years before its erection as a County, less than four years after the first appearance of Joist Hite as a settler in the Shenandoah Valley, the lands of William Russell lay altogether on the South and East side of the main river and South Fork, and were part of a grant to him. He was of the number of settlers of the immigration from the East side of the Ridge, who found other settlers in the Valley desiring intercourse with the East side, and especially so with the County seat at Orange Courthouse, and needed some way to cross the rivers with their wagons etc. We must remember that this was only about sixteen years after Governor Spottswood proclaimed the Valley a wilderness of grandeur unknown to the white man. The first settlers seem- ed to be as eager to possess the new country and re-

main on the ground, as the Oklahoma settlers have exhibited in their efforts in recent years. There can be no doubt about the Russell Ferry being the first ferry established over any river West of the Blue Ridge. Tradition has it that ferries were established at Harpers Ferry and Shepherdstown about this period. This claim is not sustained by any record evidence; and as will be shown later on, no such ferries existed as early as 1736. At this point it is well enough to show in part one of the reasons why the new County of Orange was formed in 1734 The House of Burgesses had the matter presented to them, that settlements were being made on the West side of the Great Mountains, and should have greater attention than could be given by Spottsylvania County; that it was desirable to erect a new county, and have a county seat nearer the new settlements. Orange County was formed from the latter. In one of the sections of the preamble; this language is used to show the concern the Colonial Government had for the new settlements: Section 3, "And for the encouragement of the inhabitants already set- tled, and which shall speedily settle on the west- ward of Sherando River; Be it enacted, that all the inhabitants which shall be settled there the Ist day of January, 1735, shall be free and exempt from the payment of public, county and parish levies, by the space of three years, from thence next following."

The House of Burgesses, 1748, passed a gen- eral law declaring the streams as part of the general domain, and that no rights existed in any inhabitant to convert any such streams to their private or for public use. The Justices' courts were instructed to take jurisdiction and control in the several counties; and to either grant or restrict the uses, when not in conflict with the right of general control vested in the Governor's Council. So the court put itself in evidence, that the right should be guarded. In the case of John Kersey, the Orange Court gave him the ferry right over the "Sherando" River, 1736, and Frederick County confirmed this by an order January 13, 1744. The land at the Kersey Ferry was owned by Thomas Ashby, of Prince Wil- liam County, who conveyed it to Joseph Berry in 1757; and very soon it was called Berry's

PUBLIC FERRIES

Ferry. Berry was then a resident of Prince George County. Joseph Berry secured fuller rights to run this ferry, by an Act of the Gen- eral Assembly Dec. 11, 1790. Up to that time, he had conflict with the ferry established by the Court, and tradition says that two ferries were operated there.

The first ferry established on the Potomac, West of the Blue Ridge, was in 1755, and this was near what was then known as Mecklen- burg. Thomas Swearingen upon his application, endorsed by quite a number of settlers on the South side of the "Cohongoluta," was granted the right to establish a ferry over said river from his land to a point opposite in the Province of Maryland.

Robert Harper was granted a right to estab- lish and maintain a ferry March, 1761, "to cross the "Powtomack" from the point in Frederick County to the land of said Robert Harper on the opposite side-being in the Province of Mary- land." This would indicate that Robert Harper did not start this ferry from his land on the South side, to land on his land on the Maryland side. This led the Author to search carefully for Harper's deed for land on the Virginia side, hoping to be able to determine what point on his land on the South side was the starting point. Assuming that he would start from some point on his land and not on the land of an- other, and thus settle the question of a ferry being in use at or near the confluence of the Powtomack and Shenandoah. Strange to say, however, no such deeds can be found; and no evidence appears that Robert Harper owned any land in Frederick prior to 1780. This casts .a shadow over the claim that Harper's ferry was the oldest ferry West of the Blue Ridge. Some have argued that the ferry could not have been from the point now known as the Village of Harper's Ferry (as there was not sufficient water at that point) and that it was below the con- fluence that the ferry was established. This is not true; for the Act says it is from a point in Frederick County, etc., and the boundaries of this county did not extend far enough East to make it possible for the provision to apply. Others give good reason for a point up the river where sufficient water was found; and this is sustained by the evidence that Harper owned land on the opposite side from the last named point; while there is no evidence that he owned land on either side, below the union of the two rivers, where sufficient water could have been found.

October, 1755, Thomas Shepherd was given the right "to erect and maintain a ferry from the town of Mecklenburg in Frederick County- from his land to cross the Cohongoroota and

find suitable landing on the Maryland side." This right he did not enjoy long, for we find that in November, 1766, this grant was withdrawn and the ferry discontinued, in the following language, "The Ferry is discontinued-found unnecessary -same being at a very small distance from a ferry already established from the land of Thomas Swearingen-crossing the Cohongoroota from a convenient point over to the Maryland side."

We also find that Abraham Shepherd in 1778, secured a charter for a ferry from Shepherds- town over the "Potowmack" to the land of Thomas Swearingen on the opposite side in Maryland. This Act was repealed in 1779. This shows that Swearingen was ever ready to con- trol the Shepherds whenever they appeared on his preserves. The records show Swearingen owner of land at this point in 1748, on both sides of the river. The old court records show that a road was opened in 1744 from Shepherd's Ferry to the Bullskin; so some Shepherd was there with a ferry at an early day.

1792, Edward McSheary, in the County of Berkley secured ferry rights across the Poto- mack, to the Iron works on the Maryland side.

Snicker's Ferry on the Shenandoah River where one of the old county roads leads from Frederick County through the Blue Ridge to connect with roads to points East of the Ridge, was laid out by order of Court at a very early day. "A ferry being needed for the much in- creasing travel"-the court granted ferry right, at that point, 1766.

1789, Charles Buck, by an Act of the Assem- bly, erected a ferry in Frederick County across the North Fork of Shenandoah River, at the mouth of Passage Creek, to the land of Isaac Hite on opposite shore. Thomas Buck at the same time secured ferry rights across the North fork of Shenandoah River, to the lands of George Hardin and Rowley Smith.

The Charles Buck mentioned above was be- fore the court June term, 1767, for insulting the court, and the Sheriff was ordered to put him into the "Stocks" and keep him there a half hour. Same punishment was meted out to Thomas Martin for like offense. The old Jus- tices were firm men, and some times severe.

1784, Ralph Humphreys was granted right for public ferry from his land in Hampshire County across the South Branch of "Potowmack."

1789, Luther Martin was granted a charter for a public ferry from his land in the County of Hampshire across the "Potowmack" River, at the confluence of the North and South Branches thereof.

1790, George Glaize was granted ferry rights

CARTMELL'S HISTORY

by General Assembly, from his land in County of Hampshire across the South Branch of the Potowmack, to the land of Conrod Glaize.

1790, by an Act of Assembly, John Chenowith, secured a right for a public ferry from his land in Hampshire County across Great Ca-Capon Creek, to the opposite shore.

1790, Rees Pritchard by Act of Assembly, erected a ferry across the North Fork of Great Ca-Capon to his land on opposite shore.

Having briefly pointed out some, if not all, the highways, including ferries, the author deems it of sufficient importance to notice the question of mills in a separate chapter.

CHAPTER XIII

Mills and Other Developments

We find in studying the first settlers, they were in direst straits for several years, while the im- portant provision was being made to supply the wants of the whites with meal and flour. On the arrival of the pack horse train, this necessary of life was amply cared for; but such tedious modes for supplying the settlers with breadstuffs, soon became too uncertain. The original stock once consumed, their old pack trains expected to come with other settlers, seldom if ever arrived in time to relieve their wants. Many families were not to be disconcerted. They resorted to the Indian mode of preparing cornmeal-the mortar and pestle became a necessary part of the household effects. This old mortar was generally of stone, hollowed out to receive the corn; then the pestle was vigorously used, and the corn reduced to meal. The author saw one of the old mortars many years ago, carefully guarded and retained as a relic of the early days. The increasing demand, caused enterpris- ing men to seize the natural power found in so many creeks; and rude grist mills were erected as one of the first developments. Old orders of court previously mentioned relating to roads, revealed the location of the first mills. It will be seen that Funk's Mill, Hite's, Frye's, Friend's and others were on Cedar Creek and the North fork of the Shenandoah ; while the Opecquon kept the wheels running for many famous mills. Samuel Glass, the emigrant, erected a stone mill near his house about 1736, using water from two large springs. This building is now used as a residence for the Steck family's tenant, a photo- graph of which will appear in this connection.

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Shenandoah Valley Pioneers and Their Descendants: A History of Frederick County, Virginia., Part 12

Author: Cartmell, T. K. (Thomas Kemp), 1838-1920 Publication date: 1909 Publisher: [Winchester, Va.] : [Printed by the Eddy Press Corp.] Number of Pages: 607

Author: Cartmell, T. K. (Thomas Kemp), 1838-1920
Publication date: 1909
Publisher: [Winchester, Va.] : [Printed by the Eddy Press Corp.]
Number of Pages: 607