LOCAL HISTORY: STOREY, Henry Wilson. HISTORY OF CAMBRIA COUNTY PA. Vol. 1 The Lewis Publishing Co., 1907. Contributed for use in the USGenWeb Archives by Martha Humenik. There is an HTML version of this book, with page images, on the county web site: http://www.camgenpa.com/books/Storey/v1/ Copyright 2006. All rights reserved. http://www.usgwarchives.net/copyright.htm _______________________________________________ CHAPTER VI. INDIAN TRAILS--OLD ROADS. It is admitted that the best map of Western Pennsylvania during the colonial days is that of "W. Scull," dedicated to Thomas and Richard Penn, without date, but generally said to have been made in 1770. It shows the Venango trail as beginning at Frankstown, thence to the top of the Allegheny mountains, most likely through the Burgoon Gap; crossing the Clearfield and Chest creeks, it passes through "Hart's Sleeping Place," near Carrolltown, thence in a direct line to "Canoe Place," or Cherry Tree, from where the trail runs to the junction of the Allegheny river and French creek. Scull's map also describes the Bedford-Pittsburg trait thus: Starting at Bedford and passing through the Shawnese Cabbins," at the foot of the eastern slope of the mountains, thence to the summit. A short distance from the top of the mountains is "Edmonds' Swamp," then crossing the Stoneycreek and the Quemahoning creeks and a direct line to Fort Ligonier, thence to Fort Pitt. The "Long Glade" and the "Great Glades" are a few miles south of the swamp. There is another map without date published by the state, also dedicated to the Penns, which locates the Indian village at the junction of the Conemaugh and Stonycreek rivers, now Johnstown, and marks it thus: "Conemack, Old Town and Sauvages." Also, at a point opposite the mouth of the Loyalhanna river, which is now Saltsburg, is marked "Black Town Sauvages," and further down the Kiskiminetas river another Indian village is shown. On the Ohio river the villages are indicated thus: "Sewicklys, Old Town, Sauvages," and "Chartiers' Old Town, Sauvages." These records are important in view of the fact that when Joseph Johns laid out what is now the city of Johnstown, he named it "Conemaugh Old Town," or at least the person who prepared the document made it that way. It seems clear that the wordy "Old Town" were not a part of the name of the place, but were given by the early surveyors to explain that the village 92 HISTORY OF CAMBRIA COUNTY. was an old Indian town, and in no sense to be a part of the name. The Pennsylvania Historical Society of Philadelphia has published a map of the early days of the province, which discloses the Kittanning trail as beginning at Frankstown, below Hollidaysburg, thence through Burgoon's Gap, at what is now known as Kittanning Point, to the top of the mountains. There it diverges, one going northwest direct to Cherry Tree and Kittanning, and the other one taking a southwesterly course follows the Little Conemaugh river to Johnstown. These maps show other places mentioned in the several schedules of distances given by Weiser, Harris and others. For instance, Dunning's creek begins on the eastern slope and empties into the Raystown branch of the Juniata, east of Bedford. The "4 mile Run," the "9 mile Run," and the "12 mile Run" are streams which empty into the Loyalhanna river west of Fort Ligonier, crossed by the Pittsburg-Bedford trail. The Kittanning trail was the route over which Colonel John Armstrong conducted his expedition to destroy the French and Indian out post at Kittanning. In his elaborate report Colonel Armstrong states: "On Wednesday the 3d instant, (September, 1756), we joined our advance party at Beaver Dams, a few miles from Frankstown, on the north branch of the Juniata. We were there informed that some of our men having been out on a scout had discovered the tracks of two Indians, on this side (east) of the Allegheny mountains, and but a few miles from camp. The next morning we decamped, and in two days came within fifty miles of Kittanning. It was then adjudged necessary to send some persons to reconnoiter the town and to get the best intelligence they could concerning the situation and the position of the enemy. Whereupon an officer with one of the pilots and two soldiers were sent off for that purpose. The day following we met them on their return, and they informed us that the roads were entirely clear of the enemy, and they had the greatest reason to believe they were not discovered. It will appear that on September 4th the expedition halted in the vicinity of Canoe Place, or Cherry Tree, to await the information desired. Receiving that, Colonel Armstrong continued his way and attacked the force at Kittanning, which he completely routed, and destroyed the town. The French and Indians retiring to Fort Duquesne, now Pittsburg, removed the enemy 93 HISTORY OF CAMBRIA COUNTY. from that portion of the colony. The loss to Armstrong's command was forty-nine; 17 killed; 13 wounded and 19 missing, and a number of prisoners held there by the Indians were recaptured. The result was so important that the city of Philadelphia tendered him and his men a vote of thanks, and appropriated 150 pounds for a medal for the Colonel and to give relief to the widows and children of the soldiers lost. There were three Indian paths leading from the Allegheny river to Philadelphia, which passed through what was and is now Cambria county. The Quemahoning trail from Bedford to Ligonier crossing the Quemahoning creek at Kickenapaling's Indian village, now in Somerset county; the Conemaugh, following the river to Johnstown thence to Bedford, and the Kittanning trail from Kittanning to Frankstown. However, the first highway for teams and wagons was the military road constructed by Colonel Boquet in 1758, to take his army to Fort Duquesne, which passed near to Stoystown. The Bedford and Johnstown road is the oldest one in the county, and ends at the corner of Main and Bedfords streets, Johnstown. It was opened for travel so early that there are no records of it. It was the most direct route between these points, and may have been travelled as early as 1731, when it was simply a trail to the nearest block house at Bedford. It was used by Solomon and Samuel Adams and their sister Rachel between 1760 and 1770. At that time it came down Solomon's Run to Adam's mill, subsequently John Horner's mill, on the northerly side of the Von Lunen road, in the Seventh ward. The old road passed Salix three miles to the south of that town. It has been changed in many places, but it is substantially the same road between these points that the pioneers and the Indians used as a path. It was upon this road that Samuel Adams was killed by the Indians in 1771, as noted elsewhere. The Kittanning Trail, or Burgoon's Gap Road, was one of the northerly pathways between Bedford and Kittanning, or lake Erie, at a very early date, at least in 1754. It led from Frankstown to what is now known as Kittanning Point on the Pennsylvania railroad, where there are two gaps. The Kittanning trail was in the northeasterly gap and passed through Clearfield township, Hart's Sleeping Place, near Carrolltown, thence through Susquehanna township to Kittanning. This road was not in use in 1816, excepting through the Burgoon Gap, the 94 HISTORY OF CAMBRIA COUNTY. southwesterly gap at Kittanning Point, thence passing Cadwalladers, and Elder's Mill, in Gallitzin township to Loretto. The Burgoon, or the Dry Gap road to Captain Michael McGuire was used prior to 1789, when the Galbreath road was opened through Blair's Gap to Frankstown. On April 6, 1787, the executive council for the province of Pennsylvania appointed Charles Campbell, of Westmoreland county, James Harris, of Cumberland county, surveyor, and Solomon Adams of Bedford county, Commissioners to lay out a highway between the navigable waters of the Frankstown branch of the Juniata and the river Conemaugh, agreeable to the act of assembly of March 29, 1787. Charles Campbell was the grandfather of Joseph H. Campbell, formerly a resident of Ebensburg. He is also the same person who took out the warrant for the land on which Johnstown is now located. Solomon Adams is the same Mr. Adams who occupied the tract of land known as "Adams Mill Site," in the Seventh ward of the city, and extending along Solomon's run, later acquired by John Homer. On September 25, 1788, the bid of Robert Galbreath, of Bedford, was accepted. He offered to make a good public road to lead "from Frankstown to the mouth of Loyalhanning creek," fifteen feet in width, except at places where digging or bridges were necessary, which were to be twelve feet, for three hundred and ninety-three pounds in specie, or about $1,906. Hugh Davidson and Andrew Henderson were his sureties for the faithful performance of the work. On January 4, 1790, Mr. Galbreath made this report to the council: "Agreeably to a contract made with your honorable Board in September 1780, I have proceeded to open the road from Frankstown, in Huntingdon county to the mouth of the Blacklick, in Westmoreland county, having compleated the same as will appear by the enclosed certificates, take the liberty of requesting a performance of the contract. "I also beg leave to inform the Honorable Board, that at the time I undertook this Business it was with a full conviction that the distance was no more than forty three miles agreeably to the Draughts made by the Commissioners appointed to lay out the road. Whereas the real distance measured after Compleating the Business (the chain carrier being previously sworn) is fifty four miles, &, the Comm'rs in surveying the road after running several different courses laid down the draught in a straight line from the first to the last which will appear by a copy of the field notes obtained from Mr. Harris. I was con- 95 HISTORY OF CAMBRIA COUNTY. sequently obliged at a considerable expense to do what they have already been paid for in addition to the expense of clearing the Road eleven miles further than I had any Idea of when I made the contract. Confident of the Justice of your Honorable Board I appeal to it on this occasion. Should any further Information on the subject be deemed necessary I would be happy in laying it before you or any Committee for the purpose." Thence follow the field notes, which appear in the first series of Archives, in volume 11, at page 656. The road was laid out in August, 1790, beginning at a buttonwood on the branch of the Juniata near Dan Titus, thence up near Blair's run; thence to a beech on the top of the Allegheny mountains; thence to a branch of the Clearfield creek; thence to a beech at Robinson's Improvements; thence to a beech over the north branch of the Conemaugh river above the Great Elk Lick; thence to a small branch of the Conemaugh river running southward 620 to a chestnut; thence across several small branches of the river to the top of the Laurel Hill, thence to the mouth of the Blacklick creek below Blairsville. There are recorded four certificates from persons who had examined the road and approved it, namely: Captain Michael McGuire, James Karr, Daniel Titus, and Joseph McCartney who said "One wagon I have seen that had come from Frankstown to the West side of Laurel Hill and heard no complaints." The certificate of Captain Michael McGuire dated November 30, 1789, is thus: "I do certify that I have travelled the new road opened by Robert Galbreath, Esq., from Frankstown to Conemaugh and found it sufficiently opened, and found the Digging and Bridging Compleatly finished where it was necessary, and Likewise Drove My Waggon with upwards of Twenty Hundred over the Allegheny Mountains with Ease; Nor Did I find any difficulty in any Parts of the Road so far as I had occasion to travel it." The Galbreath, or the Frankstown road, ran along the ridge almost to Munster, thence it took a southward course and passed Ebensburg about four miles to the south; thence to and across the Laurel Hill. The popular Frankstown avenue in the city of Pittsburg is the westerly terminus of this road; however, the part in Cambria county has long been abandoned. The objection that it was too far south seemed to be sustained, as a report stated: "But from information of other as well as my own observation I am convinced that by continuing upon the dividing ridge which separates the waters of Connemach from 96 HISTORY OF CAMBRIA COUNTY. those of the Clearfield and Chest, a good road may be had several miles shorter, and much easier made. * * Indeed these mountains (except some of the east side of the Allegheny) are no obstruction to the road; they are capable of a close settlement the whole way across, but the lands, being already appropriated by such as do not choose to live on them. There is more than thirty miles without a house." This report is neither dated or signed. The exception seems to have been dismissed and a settlement made with Mr. Galbreath. There is confusion in the name of the Frankstown road, as there were two highways of that name. The second one was authorized by the province, April 10, 1792, (3 Smith, 85), to lead from "Frankstown to Conemaugh, (Johnstown) at the month of the Stoney creek, and from thence to the northwest side of the Chestnut ridge, at or near Thomas Trimbles." This road was completed that year as it appears on the Howell snap of 1792. It has been of great service and is as yet the direct route from Johnstown to Hollidaysburg. It was a prominent highway while the canal system was in operation. The road is thirty-three miles in length between these points, and passes through the northerly part of the Cedar swamp and below the old reservoir to Johnstown. The route, at least that part of it west of Johnstown, was probably changed by the act of assembly dated April 11, 1799, (3 Smith, 385), for the convenience of the people between "Frankstown and Ligonier Valley." The Hudson and Morrison map of 1816 shows two roads from Johnstown leading to the west, one on each side of the Conemaugh river, which were probably the continuation of the Frankstown road to Johnstown. Neither of them have been in use for very many years, but evidence still appears that they were one time. Mr. James L. Shields, now residing in Blairsville, travelled the road on the south side of the river before the canal was constructed, and before there was a bridge erected over either the Conemaugh or the Stony creek rivers below their junction at Johnstown. He was then about sixteen years of age, and crossed the Conemaugh river at the Point in a little rowboat which was conducted as a sort of a ferry. The westerly landing was about where the west abutment, of the Pennsylvania railroad stone bridge is now located. A petition was presented to the court of quarter sessions for Somerset county at the September term, 1798, for the ap- 97 HISTORY OF CAMBRIA COUNTY. pointment of viewers to lay out a road running west from the Huntington county line, near Beula. (On December 17, 1798, (Road docket A, page 137), the report of John J. Evans, Simon James, Peter Galbreath, William Seamy, Ebenezer pickling and Thomas W. James appear. They laid out a road "from the Huntingdon County line at the Dividing Ridge between that county and Somerset County where the new cut road from Frankstown to the town of Beula to the Westmoreland County line on the north end of Laurel Hill," passing through the "center of the town of Beula". At the December term, 1800, a petition was presented describing the situation very clearly as follows: "That a road hath lately been laid out from the Town of Somerset to the Town of Beula passing by or near a place known by the name of Samuel Steel's saw mill. Also, that one other road from Somerset to Beula aforesaid hath been laid out as 'tis presumed pursuant to order or orders hitherto issued by the said court, which both roads we understand will at the present Sessions be presented for confirmation. In the laying out the two roads aforesaid the said petitioners agree there is great propriety as they swerve from each other so as that the one materially accommodates the neighborhood of Stoystown and the other in a less degree as tis at present surveyed accommodates Benn's Creek settlement, yet, under the impression that the road intended to accommodate Benn's Creek and its neighborhood more fully the petitioners pray the said Court to nominate and appoint a sufficient number of suitable persons to review that part of the said road (meaning the Westermost route to Beula) which lies between John Reed's saw mill and Somerset." The court appointed Daniel Miller, Andrew Neel, John Borntrager, Jacob Berkey, John McQuiller and John Rhoads to review and examine the ground, and make such alterations as were necessary. The road was substantially laid out on what is now the Somerset and Johnstown road. At the February term, 1801, of the court of common pleas for Somerset county, another petition was presented to change the route of another part of the Beula road as follows. "The petition of divers inhabitants in Somerset County humbly showeth that your petitioners on the west side of the Allegheny Mountains in said township of Cambria in said County humbly pray for a review of the road that leads from Frankstown to Beula from Thomas B. Durbin's house to a mile on the East Vol. I-7 98 HISTORY OF CAMBRIA COUNTY. side of the Little Conemaugh on said road." Finding it to be three miles shorter than the other route, they consider it better. These petitioners were Thomas Braniff, Patrick Braniff, Michael Braniff, Arthur McGough, Andrew Mikesil, A. Weisener, Tom Welch, William Dodson, Martin Mikesil, Sr., William Dickson, Martin Mikesil, Jr., Michael Diamond, Samuel Longstreth, Daniel Diamond, Sr., Daniel Diamond Jr., Samuel White and Isaac Crum. An examination of the Hudson and Morrison map of 1816 does not show that the Beula road was ever opened between Johnstown and Beula, and the only evidence of it is the fording just above the Franklin street bridge, which is called the "Beula fording" to this day. The Act of Assembly dated April 8, 1833 (P. L. 365), appointed Charles Ogle, John Witt, John McMullen, John Bell, Jesse Griffith, Samuel Kimmell, Peter Levy, Garret Ream and Peter Levergood to organize the Somerset and Conemaugh Turnpike Company to make a turnpike road from the borough of Somerset to the canal basin at Johnstown. This took the place of the old Beula road. The new pike came through Morris street to the south end of the Franklin street bridge. The old Kernville covered bridge was erected at that point in 1836, and it was the first bridge across the Stonycreek river below Fox's fording bridge. The old Beula road followed the Stonycreek bank from Poplar street bridge to the Beula ford. The borough of Johnstown purchased the rights of the turnpike company to Morris street, now Franklin, in the Fifth and Sixth wards in 1883. The Huntingdon, Cambria and Indiana turnpike was authorized March 10, 1810, but letters patent incorporating the company were not issued until February 15, 1815. This road is now known as the stone pike leading from Hollidaysburg through Ebensburg to Blairsville, thence to Pittsburg. In addition to this northern pike there were three other turnpikes crossing the mountains south of Johnstown. The first was the National Pike from Cumberland to Wheeling, authorized April 9, 1807, but not completed until 1821; the Bedford and Somerset pike by the act of March 9, 1814; the Bedford and Stoyestown pike, on March 8, 1815, and the Stoyestown and Greensburg pike the same day. On March 27, 1819, another road was authorized to be made between Ebensburg and Indiana. The old covered bridge at Blairsville, built in 1820, 99 HISTORY OF CAMBRIA COUNTY. was at that time the finest one in the western part of the country. It was destroyed by the Johnstown flood of May 31, 1889. The Northern pike was finished in 1821, and the Bedford and Stoystown pike in 1818. The first year the Northern pike was in operation the amount received from tolls was $5,838.25, and the expenses $4,267.60. There were six toll gates ten miles apart; two, seven and a half miles and one only five miles distant from another. The construction of the Northern turnpike reduced the charge for hauling pig metal from Huntingdon and Center counties to Pittsburg to twenty dollars and thirty dollars per ton, which before had been between fifty dollars and eighty dollars. The following are the details of the construction of the three principal pikes nearest to Johnstown, dated March 23, 1822: Whole Number Cost Length of miles per Depth Completed Capital State Mile Inches Material Bedford and Stoystown, 28½ All $40,400 $104,000 $6,211.22 12 to 15 Limestone Somerset and Bedford 33 15 40,000 12,500 3,000.22 15 Gravel Huntingdon, Cambria and Somerset 80 80 55,950 171,850 3,435.22 12 to 13 Stone National Pike 80 80 ..... ...... 8,000 .. Stone The road from Ebensburg to Summerhill was the first road ordered to be opened by the court after its organization in the new county. It was presented to Judge Young, who had as his associate judges Abraham Hildebrand and George Roberts, on December 3, 1807; the return was made and ordered to be opened March 8, 1808. It led from Ebenburg to Croyle's mill, on the Little Conemaugh river, now known as Summerhill. Thomas Croyle established a mill there about 1801. A bridge was erected across the river at a very early date, but it was washed away in the spring flood of 1824, and was immediately rebuilt. Another road was opened from the mill to connect with the Frankstown road on the top of the hills on the south side of the river. The Phillipsburg road is the oldest county road extending north of Ebensburg. The proceedings were begun June 20th, 1808, but the viewers did not make their return until December 3, 1811. The petitioners represented that they "suffer great injury for the want of a road from the town of Ebensburg to join that one being made by the order of the Court of Centre 100 HISTORY OF CAMBRIA COUNTY. county from Phillipsburg to the line of the county of Clearfield, near the Great Forks of Clearfield creek. That the ground is such as to admit of a good wagon road being made at a moderate expense." The viewers were Samuel McMullen, Zephania Weakland, William O'Keefe, Luke McGuire, David Todd and John Glass. They recommended it to be kept up by the supervisors of Allegheny township, and to be thirty feet in width. It passed through Loretto and the improvements of Delozier, Meloy's, Samuel McMullen, A. Anderson and Nugent. On September 9, 1819, the Court appointed Peter Levergood, Isaac Proctor, Samuel Hildebrand, Shepley Priestley, Leavy Roberts and Christian Good viewers to lay out a public road between Johnstown and Ebensburg. The Northern pike was then in the course of construction. On October 9 they reported that they had laid out such a road to lead from "Johnstown to the Turnpike road at Bellewes Cabbins," to be thirty-five feet in width. This is substantially the road which now connects with the old stone pike at Munday's. It has been the principal road for driving between these points, and is the best road at this date. The distance is eighteen miles, and many interesting tales are told of fast driving in the early days of sleighing, or in less than two hours when it was favorable. On one occasion within recent years, a Johnstown merchant desiring to get a writ of execution ahead of one which had been sent by mail on the morning train, employed J. C. Pender to drive him in a two horse buggy under contract to reach Ebensburg before the railroad train, which he did in one hour and ten minutes, and secured the first fieri facias and got his money, too. After the completion of the Old Portage railroad the favored route from Johnstown was by railroad to Jefferson, now Wilmore, then driving to Ebensburg. However, since the completion of the Ebensburg branch in 1861, the best manner of traveling is by the Pennsylvania railroad via Cresson. Prior to 1821, the only road between Ebensburg and Johnstown was via Croyle's road and bridge, now Summerhill, thence to the Frankstown road into the town. On October 25, 1818, a road was laid out from the Somerset county line at Garrett Reams' to the south end of Franklin street--at that time at the Kernville bridge. What is now known as Franklin street through the Fifth and Sixth wards was named and known as Morris street. In 1821, January 2, 101 HISTORY OF CAMBRIA COUNTY. another road to lead from the Somerset county line, at or near Henry Miltenberger's to Johnstown was opened. On June 3, 1817, the court appointed Adam Cover, William Spencer and A. Murphy viewers to meet viewers on the part of Somerset county to locate a bridge across the Stonycreek at or near Fox's Fording, which was near the Red bridge, or what is now known as Kring's. This was the first bridge across the Stonycreek river. In traveling between Somerset and Beula or Ebensburg, the Stony creek river was crossed at the Beula fording at the Franklin street bridge when fordable, but when the water was high it was necessary to cross at Fox's fording. On the same day another board of viewers were appointed to locate a bridge across the Little Conemaugh at or near Johnstown. It is probably located a little north of the Walnut street bridge, but it was the first erected in the town. There were but two other bridges in the county--one at Croyle's and the other at Fox's fording prior to 1816. The order to locate a county bridge at Fox's fording, dated June 3, 1817, authorized the second bridge at that place. It was so selected on account of it being the most economical place for a bridge.