Area History: Warner-Beers' History of Franklin County, PA, 1887 -- Part II: Chapters VII & VIII Contributed for use in the USGenWeb Archives by Joyce Moore USGENWEB ARCHIVES NOTICE: Printing this file by non-commerical individuals and libraries is encouraged, as long as all notices and submitter information is included. Any other use, including copying files to other sites require permission from the submitters PRIOR to uploading to any other sites. We encourage links to the state and county table of contents. __________________________________________________ HISTORY OF FRANKLIN COUNTY PENNSYLVANIA ILLUSTRATED CHICAGO: WARNER, BEERS & CO., 1887 Chicago: JOHN MORRIS COMPANY, PRINTERS 118 and 120 Monroe Street. __________________________________________________ HISTORY OF FRANKLIN COUNTY - Part II CHAPTER VII. INTERNAL AFFAIRS Lands and Land Titles - Indian Trails - Roads - Bridges - Turnpikes - Inns or Taverns - Militia - Muster Days - Mail Routes and Postoffices - Postmasters - Railroads - Cumberland Valley Railroad - First Sleeping Car Ever Made - Franklin Railroad - Shenandoah Valley Railroad - Harrisburg & Potomac Railroad - Western Maryland Railroad - Baltimore & Cumberland Valley Railroad - Mont Alto Railroad - Mont Alto Iron Works, etc. When the white man came here he found all the lands in the posses- sion of the Indians. Their title was simply that of tribal possession. There was no individual ownership, and to this day that race spurns the idea of individual property in land. When civilization put its foot down to stay upon this continent it taught these children of the forest the sad lesson to them, of not only individual title to land but title acquired by right of discovery and conquest. By grant from England, WILLIAM PENN became the proprietary of the lands that constitute the commonwealth of Pennsylvania. The spend- thrift king was in debt to the PENN estate something over £16,000, and it was an easy matter for him to pay his debts by granting anything the creditor might want in the New World. PENN, by his agents first, and then in person, came on and entered upon his possessions. He used every means to bring immigrants here, and was very liberal in conferring titles to all who wished to occupy land. After PENN had purchased of the English Government what he had supposed was an indefeasible title to the land described in his grant, and his agents came to occupy the same, he found that his title was disputed by tribes of Indians -- first the Five Nations and afterward the Six Nations. He met them in the spirit of the utmost fairness, and again purchased what he had al- ready paid his king in full for. And more than once he had to buy the title to the same property from new claimant tribes, and in some in- stances, where the same tribe had sold and spent the proceeds of the sale, they demanded a second payment. Even these unreasonable claims were attended to and the second payments cheerfully made. PENN sold at very cheap rates to immigrants wanting to settle upon lands. He was as lenient to the absurd claims of some squatters, who here and there took possession and resisted his rights, as he had been to the ignorant Indians, in his sales generally reserving a small quit rent per acre, or in case of town lots, per lot, to be paid to proprie- tary per annum. In this way came all the titles to lands in Pennsyl- vania prior to the Revolution. When the independence of the colonies were established, the right of eminent domain and the title to all lands, not transferred to individuals, rested in the General Government, a satisfactory compensation having been made the proprietaries in the adjustment of the subject. The modern convenient plan of sectionizing land was then unknown. A purchaser would get a grant for so much land in a certain locality, and then locate it and mark it out as his judgment dictated, his first consideration being a spring of water, and then to curve and crook his lines to get where he supposed would be the best land. TRAILS The setting sun, the mountain passes, and the topography of moun- tain and valley, determined the course of the Indian trails -- the only highways known to the savages. The "war-path" was a term full of meaning. Bloody and senseless wars were the chief end in life of the most of them, and the trails from tribe to tribe usually meant "the war-path" -- the thin trails worn in the primeval rocks by the genera- tions of painted braves on their bloody missions. These Indian trails directed the white man to the heart of the wilderness. They were the primitive roads pointing his course in his slow voyage from the Atlantic to the Pacific. The adventurous hunters would discover and first follow up these trails, and then tell the young immigrants of the wonders of the country they had seen. It was a hunter, that had looked upon Falling Springs and the surrounding beautiful land, who told young Chambers about it, and determined him to come here. By following the trail leading from about Harrisburg toward the Potomac, as directed by the hunter, the Chamberses were led to the spot that will ever be a monument to the memory of that illustrious family. ROADS In 1736 the first road was laid out in the Cumberland Valley. It would be most probably termed in these days a bridle road, that is, a road over which the trains of pack-horses could travel and carry, as they did, the articles of commerce of that day. In the year named, the courts of Lancaster appointed COLONEL CHAMBERS and five others, to view roads and survey important lines. In 1735 a road had been order- ed to be made from Harris' Ferry toward the Potomac River, and COLONEL CHAMBERS and party surveyed the route and "blazed it out." This first road, strange as it seems now, met with considerable opposition "from a number of inhabitants on the west side of the Susquehanna." It was originally intended to extend only from Harris' Ferry to Letort Springs, (Carlisle). MILITARY ROADS, 1755. - This road extended from McDOWELL's MILL, near Chambersburg, "over the mountains to Raystown (Bedford), by the forks of the Youghiagheny, to intersect the Virginia road somewhere on the Monongahela," being supposed indispensable for the supply of BRADDOCK's troops on the route to Fort DuQuesne, and after their arrival. One of the commissioners to lay out this road was ADAM HOOPS, of Antrim. A route was surveyed from a gap in the mountain near Shippensburg over an old Indian trail to Raystown. The road was from ten to thirty feet wide, according to the work necessary to construct it; it was com- pleted to Raystown in June. BRADDOCK's defeat rendered further work unnecessary, and it was stopped. In 1768 the first public road extending through this county and into Fulton County was ordered by the court of quarter sessions of Cumberland County. It was an extension of the old "Harris' Ferry to- ward the Potomac" road. When made, it ran through Peters, Antrim and Washington Townships, as they are now formed. At the April session of the court of Cumberland County, 1761, a petition of the people of Peters Township was presented, asking for a road saying that they have no prospect for a standing market for the produce of the county, only at Baltimore, and having no road leading from their township to said town of Baltimore, and flour being the principal commodity their "township produceth, and having two mills in said township, viz: JOHN McDOWELL's and WILLIAM SMITH's," they pray the court to appoint men to view and lay out a road from each of said mills to meet at or near the house of WILLIAM MAXWELL, and from thence to run by the nearest and best way toward said town of Baltimore, until it intersects the "temporary line," or the line of York County. The court appointed HENRY PAWLING, JAMES JACK, JOHN ALLISON, JOSEPH BRADNER, JOHN McCLELLAN, JR., and WILLIAM HOLLIDAY, viewers, any four of them to make a report. No report was made until April, 1768, when the viewers re- ported in favor of granting the petition of the people of Peters and Hamilton Townships. But the branch roads to the mills were restricted to be bridle roads. They were to unite at or near JAMES IRWIN's mill, in Peters Township; thence crossing to the Conococheague Creek, at the mouth of Muddy Run; thence through Antrim Township to Nicholson's Gap, in the South Mountain, from there to Baltimore. Thus it mainly follow- ed the old trail; the trail being superseded by a bridle road, and this by a wagon road, and the last by a turnpike. This was the regular order of development that has now resulted in the railroads -- the first and main lines of which substantially follow the great Indian trails. In 1768 the court appointed EDWARD CRAWFORD, JONAH COOK, GEORGE BROWN, WILLIAM McBIER, WILLIAM HOLLIDAY and WILLIAM McDOWELL, viewers, to locate a road from JAMES CAMPBELL's, near Loudon, through Chambers- burg, to the county line in Black's Gap. This is now substantially the route of the present turnpike road. When Chambersburg was laid out as a town, the road toward Shippens- burg crossed the spring at the present fording on King Street, and following its course through the Indian burial place and the yard of the Presbyterian Church, finally joined the present road in front of the church, and pursued its eastward course several rods distant from the present turnpike, but nearly parallel with it. The only place where the Conococheague could be crossed near the southern limit of the town was at the lower fording, at LEMON's factory, where the bridge now is. At this ancient fording COLONEL CHAMBERS once kept a flat-boat for carrying foot passengers. Two roads ran westward from the ford, one of which, now Franklin Street, wound over the hill to Market Street, and then proceeded directly west. The other ran through Wolfstown and formed a junction with the former at Western Point, about a mile from town. Of the roads in early times in the county, DR. W. C. LANE, in Public Opinion, June 26, 1877, says: "In the infancy of the settlement the facilities which merchants now enjoy for bringing their goods from the eastern cities were unknown. Then we were not within a few hours' ride of Philadelphia, and could not order goods one day and receive them the next. Turnpikes were yet among the things of the future, and goods from the East were slowly drawn over the rough roads, in small and lumbering wagons, and many days were required for the journey. Commercial intercourse with the West was carried on exclusively by means of pack-horses, and the process of sending goods to, or bringing them from, this remote part of the State, was both slow and expensive; as a necessary consequence, merchandise of all varieties then commanded a much higher price than it does now. This mode of transporting goods on pack-horses from Chambersburg ran into the beginning of the present century. The roads from Chambersburg to the West were then narrow and rough, and wagons could hardly be drawn over them, and pack-horses were, necessarily, almost exclusively used as a means of transportation. Long strings of these horses, with small bells suspended from their necks, and laden with salt, iron and goods of various kinds, were accustomed to start from the town on their weary march to their distant destination. A wooden pack-saddle was fastened on the back of the horse, and over this was placed bent bars of iron, on the curved and projecting ends of which sacks of salt, iron bars and cast iron utensils of various kinds were strapped. Each horse carried about 200 pounds, and many weary days were spent in traversing the country over which they passed. It will not be forgotten that at this early date, the western counties of the State were sparsely settled, and that the manu- facture of iron, salt and different other commodities, was yet unde- veloped. Hence, the people of these sections were entirely dependent upon the East for these indispensable articles of daily use. We may incidentally remark that, about the year 1790, MR. JOHN GILMORE, of Strasburg, sold salt at his store in that town, for transportation to Washington County, on pack-horses, at $8 per bushel. Other articles of trade brought correspondingly high prices. In the few following years the roads over the mountains were widened and otherwise improved, and wagons then took the place of pack-horses. The usual time required for a loaded wagon to make the trip from Chambersburg to Pittsburg, and return, was three weeks. the average price of freight between these places was $10 per hundred. BRIDGES The first consideration to the settlers, in order to live at all, was roads. They had to have salt and iron. These they could, after a fashion, carry over the rough and narrow roads they made. The growth of their wants soon compelled the making of wagon ways, and then it was some time before they felt compelled to put bridges across the streams. They contented themselves with "fords" -- shallow places -- where, by a little work in digging the banks, it was possible to cross on the wagons with light loads, but here, as in many places in the mountain passes, they would "double teams," and in mud and water, and in sore trials and labor, after spending the most of a day at a bad crossing, they would pass over. Then selecting places of narrow and steep banks they would make rude bridges. These were very imperfect affairs -- of- ten washed away by the freshets that went raging down the mountain streams, and many were the freighters and travelers who had to go into camp and patiently wait the subsidence of the waters. When the water had gone down, the people would replace the washed-away first bridge with one better constructed, but still their inexperience often deceiv- ed them as to what the stream could do the next effort it made, and sometimes the second and third bridges would follow down the stream like the first one. TURNPIKES The building of the first turnpike road was an era in the history of the development of the county. The people heard of its promised advantages, and the probabilities of its ever being really made, with some incredulity. The national and State governments willingly lent their aid to the construction of these important improvements. Better ways for commercial intercourse among the distant communities were im- perative. The great Mississippi Valley was being rapidly taken up by settlers, and the stupendous national project was conceived of a great highway from Baltimore to the Mississippi River, through the States of Maryland, Pennsylvania, Ohio, Indiana and Illinois. The work upon this enterprise was carried on for nearly a generation. It was never com- pleted to the Mississippi River, but was built to Vandalia, the then capital of Illinois. It was the wants, the foresight and energy of the people of Franklin that caused the commencement of this national road. The turnpike road from Chambersburg to Baltimore was made in 1809, and the first broad-wheeled wagon which passed over it was made by MR. PHILIP BERLIN, of Chambersburg, in that year. The Pittsburgh turnpike was made about 1820. The first stage coach from Chambersburg to Pittsburgh "passed over a rough and narrow mountain road in the year 1804." The construction of the Western turnpike gave an active impulse to trade, and goods were shipped over it in great broad-wheeled wagons in large quantities. The business activity of Chambersburg and the sur- rounding country then greatly increased. Several lines of stages started daily for Philadelphia, Pittsburgh and Baltimore, besides other lines, which reached less distant places. The town then was a great thoroughfare for travel, and at all seasons the town's hotels were filled with travelers. The public highways were soon lined with black- smith and wagon-makers' shops, stage and hack stands, and trading places. The tavern yards were crowded with wagons, and merchants were busily engaged receiving and shipping goods. Large numbers of men were thus employed. the road from Chambersburg to Pittsburgh was often lined with long files of broad-wheeled wagons, with their high bows covered with heavy canvas, and drawn by those teams of powerful draugh horses, for which Pennsylvania was once famous, many of whose necks were mounted with bearskin housings and tinkling bells. The following account kept by HENRY R. F. MOLLWITZ, keeper of the North Mountain turnpike gate, leading from Loudon to McConnellsburg, for the years 1830 and 1834, exhibits at one view the amount of traveling, etc., on the turnpike, during those years. DURING THE YEAR: 1830 1834 Broad wheeled wagons............ 6641 6359 Narrow wheeled wagons........... 495 374 Single horse wagons............. 761 1243 Carriages....................... 138 107 Two horse wagons................ 318 779 Gigs............................ 18 00 Riding horses................... 3116 2817 Draft horses.................... 39824 42330 Heads of cattle................. 5834 6457 Sheep........................... 2180 2852 Hogs............................ 1180 40 Carts........................... 18 00 The first turnpike company in the State was incorporated in April, 1792; but it was not built till about 1814, when many similar companies were chartered, and the public mind became deeply interested in their building. The State was a liberal subscriber to such enterprises. Every State in the Union subscribed largely to its enterprises of in- ternal improvements. During these times three important turnpike roads were constructed into Franklin County, and to each of these the State contributed liberally. The three roads were: The Carlisle and Chambers- burg road (this received from the State $100,000); the Chambersburg and Bedford road ($175,000); and the Waynesboro, Greencastle and Mercers- burg road ($25,000). INNS OR TAVERNS Inns or taverns were numerous in those days. It is said that nearly every tenth house along the turnpike was a hostelry, whose yards were nightly filled with wagons, and whose tap-rooms were thronged with noisy and hilarious teamsters. A violin was then considered an indis- pensible adjunct to a country tavern; and, moved by its inspiring notes, the jolly crowd often stamped and thundered through the "stag dance," the Virginia reel, and the "hoe down." The fun was fast and furious, especially when the throng was maddened by their frequent and generous potations of the "worm of the still;" then a brawl and promiscuous fight was not unfrequent, and bloody noses and blackened eyes were the proud badges of the royal fun they had had. Certainly these were wild times -- but they were jolly. The good old drivers, who were the he- roes par excellence, whether mounted upon their box, the "ribbons" guiding the prancing horses, the long whip, and the winding horns blow- ing defiance and triumph in the face of a gaping world, like the heralds of the plumed knights of old; or in the bar-room, the center of an admiring crowd, to which they gave their condescending and oracular "Yes; with a little sugar, please." They were the country taverns' truly great men. The flattering "treats" of the men, the gracious smiles of the blooming barmaid, were theirs exclusively. What a picture of rural life and happy content your recollection conjurs up! Now all is gone. The shrill whistle of the flying engine has blown out of this world even those great heroes, the stage-drivers. Your memory lingers now like a fading tradition -- ye have passed away, like a dissolving view -- a silent tear to your shades. MILITIA The earliest settlers were, soon after landing here, compelled to re- sort to some mode of military organization, by the action of the Indians. Then there were the conflicting claims to the country by the Spaniards, French and English. The different settlements, as they happened to be from different nations of Europe, were often given to raids upon neighboring colonies, and sometimes drove them off and destroyed their property; at other times they were content to take the colony under their authority, and incorporate the conquered colonists with their own society. Except the Quakers, all the people were more or less militant. As early as 1750, nearly every able-bodied man was in some way or other connected with the militia of his county. The Indians had become so troublesome that parties, when they went out to open new roads, had to go as armed squads of militia. In 1755, COLONEL JAMES SMITH, who after- ward became eminent in the wars of the country, was captured by the Indians while in the act of opening a road from Loudon to Bedford. After the Revolution the Assembly enacted laws for the regular or- ganization of the militia, and appointed officers to take charge there- of, and to hold regular encampments and muster days. All the people of the county enrolled in the militia were required to meet upon the mus- ter days, and to bring their guns and learn the drill of arms. Those who had no guns, the State being too poor to supply any, were requested to use a stick or, as some did, a corn stalk; and, hence, the name of "Cornstalk militia" was at one time a term quite common. These muster days were eventually great annual events in the county. Here the peo- ple met, discussed political and current events, arbitrated disputes, fought out old quarrels, and some drank whisky and rather indiscrimi- nately frolicked and fought, as opportunity offered. In the early part of the century the authorities ordered a change in the uniform from a black to a white cockade in the hats of the militia. In counties where the Federal party was the stronger, this order created in some places almost riots, and in many there were acts of insubordination and open denunciation of the order. Companies would put on the required cockade while in the ranks drilling, but, the moment the commanding officer would say "dismiss," they would tear off the regular cockades and trample them under foot, and from their pockets produce and place in their hats the other color cockade, and thus boisterously parade the town. Many court-martials of militia officers occurred for insubordi- nations, and the two political parties for a while were the "white cockades" and the "black cockades." POST OFFICES, MAIL ROUTES, ETC. It sounds strange to the people of to-day, to say that, for six years after the formation of the county, there was not a postoffice, or mail facilities of any kind, in the county, or in this part of the commonwealth. People in those days wrote letters and watched for oppor- tunities to send them by the hands of some party going to their des- tination. The Government sent letters to its army officers only by special couriers. Business men sent and received important business letters, and remitted and received money by the hands of persons going from one to the other. The freighters were, of course, a common conven- ience in this respect. But off these routes of general travel, it was a very difficult matter to communicate with friends. Practically then at one time, after there were cetainly as many as 10,000 people in what is now Franklin County, neither letters nor papers were brought into the county. The first provision of the Government authorities, that refers to this county, was a resolution of Congress, passed May 20,1788. It provided that the Postmaster-General be directed to employ posts for the regular transportation of the mails between the city of Philadelphia and the town of Pittsburgh, "by the route of Lancaster, Yorktown, Carlisle, Chambers' Town and Bedford," and that the mail be dispatched, "once in each fortnight from the said postoffices respectively." The first postoffice in the county was established in Chambersburg in June, 1790. The settlement was then sixty years old, and all this time the people had to supply their imperative necessities by such means as they could find. For many years thereafter, as the reader will see by reference to the dates of the establishment of the postoffices as given below, it was only the few principal offices in the county that had any mail connections with one another. For a long time regular mails could only be sent from Chambersburg to Shippensburg; Chambers- burg to Greencastle; Chambersburg to Mercersburg, and Mercersburg to Hagerstown. Papers, circulars and political addresses preceding a hot- ly contested election were distributed by horseback couriers, each political party sending out its distributors. These pony riders would usually start from the county seat on the first of the week, each pro- vided with horns to blow, when he would approach a hamlet or some lead- ing citizen's house. The people would gather, they would distribute their important mail matter, and in this way go all over the county. These trips would occupy about the entire week. BARNEY O'NEIL and THEO. DITZ, both living hear Chambersburg, were such mail carriers. A copy of the Chambersburg Gazette of June 119, 1793, contains a list of settlers in the Chambersburg postoffice as follows: DAVID ADAMS, Falling Springs; PATRICK BOYLE; MATHEW BROWN; MARY BRETTOW care JOHN SCOTT, ESQ.; JOHN BIGHAM, care HUGH BIGHAM; THOMAS COOPER, JAMES CRAWFORD, Greencastle; ARCHIBALD CUNNINGHAM, care JAMES FINLEY, ESQ.; ANDREW DOUGHERTY, care J. MAHONEY; JAMES DODDS, care JAMES RAMSEY; JOHN McDONALD, care JOHN GILMORE; JOHN DORANS, care JOHN KING; THOMAS DOWNING, care DR. HUEY; DAVID EWING, care ANDREW KENNEDY; CHRISTOPHER FERRIS, Greencastle; MATHEW FLEMING, care REV. JOHN KING; JOHN GRIMES, care JOHN MARTIN; ANDREW GIVINS, Tuscarora Valley; JOHN GLENN, Mercersburg; WILLIAM GUTHRIE, Southampton Township; JOHN GILMORE, Strausburg; JAMES GREGG, care JOHN CALHOUN; THOMAS HENDERSON, hatter; ELEANOR HAYES, care SAMUEL CALHOUN; JAMES HENDERSON, care JOHN SCOTT; CHARLES HUNMTER, care JAMES RAMSEY or JOHN PARKHILL; LENOX HALLAM, care CAPTAIN BEATTY JAMES HENDERSON; ANDREW IRWIN, care SAMUEL QUIGLEY; ROBERT KIDD, care ALEXANDER DOBBIN; JOHN KENNON, care JAMES GAILEY; JAMES KELLY, care JAMES RAMSEY; JOHN MILLER, Coyler's Creek; WILLIAM McKEE, JAMES McCASLIN, JOHN McCURDY, JOHN McKILLOP, ALEXANDER McCRAKEN, care JAMES RAMSEY; WILLIAM McCLENEGHAN, care JAMES McCLENEGHAN; SAMUEL McMILLIN, Burnt Cabins; ROBERT MARTIN COOPER, care GEORGE CLARK; THOMAS MITCHELL, SUSANAH McSHANE, care REV. JOHN KING; WILLIAM MARTIN, Sherman's Valley; WALTER McKINNEY, care JOHN KING; JOHN NEAL, care THOMAS LUCAS; ROBERT PORTER, ROBERT PEEBLES, Hamilton Township; ARCHIBALD PATTERSON, Shoe-maker; ROBERT PATTERSON, cooper; NATHANIEL RANKIN, Greencastle; THOMAS STEWART, JAMES SEMPLE, MRS. POLLY STOKES, CHARLES VICTOR SHOOK, PETER SHIELDS, JOSEPH THOMPSON, HENRY WORK, ESQ. M. WILLIAMS, PETER WALTER, JACOB YEAR, JOHN ORR. The following is an alphabetical list of the postoffices in the county and the postmasters, with dates of appointments: Altenwald - JACOB B. COOK, December 21, 1881 Amberson's Valley - BENJAMIN J. CULBERTSON, December 16, 1850 SAMUEL SHEARMAN, June 21, 1852 JOHN CREAMER, June 25, 1853 JEREMIAH B. JONES, March 29, 1865 JOHN M. SHEARER, July 2, 1866 JOHN A. SHOEMAKER, April 28, 1874 FRANCIS L. SHOEMAKER, August 3, 1885 Antietam (late Quincy) - Changed to Quincy, September 2, 1841 ABRAHAM STONER, July 16, 1839 Black's Gap - Changed to Greenwood Mills, September 29, 1869 ROBERT BLACK, June 15, 1869 ROBERT BLACK, February 9, 1870 NANNIE C. BOHN, September 23, 1885 Blue Ridge Summit (late Monterey Springs) - A. C. ROOSMAN, April 5, 18176 MAGGIE L. CHAPMAN, January 7, 1881 Bridgeport Mills - MARTIN HOOVER, February 15, 1837 Discontinued May 10, 1842l re-established with JACOB PHILLIPI, December 19, 1873 Changed to Lemasters, April 6, 1877 Brown's Mills - ANDREW DALRYMPLE, May 14, 11867 HIRAM YOUNG, April 15, 1869 JOHN H. GRAYSON, April 1, 1870 JOHN T. VALENTINE, March 31, 1871 JEREMIAH R. YOUNG, February 25, 1876 HIRAM YOUNG, January 15, 1878 HENRY C. GELWICKS, April 14, 1882 JAMES B. WEICHT, March 17, 1886 Carrick - SAMUEL DUNN, April 16, 1834 JOHN DUNN, May 8, 1843 BENJAMIN H. ESHLEMAN, February 8, 1849 Discontinued December 24, 1849 Carrick Furnace - GEORGE W. SWANK, July 5, 1860 WILLIAM NOONAN, February 26, 1864 Discontinued January 19, 1865 Re-established October 23, 1872 with SAMUEL H. BROWN, Postmaster ALVIN W. HORNING, January 12, 1874 Changed to Metal, May 19, 1884 Chambersburg - JOHN MARTIN, June 1, 1790 PATRICK CAMPBELL, July 1, 1795 JEREMIAH MAHONEY, January 1, 1796 JOHN BROWN, July 5, 1802 JACOB DECKERT, April 7, 1818 JOHN FINDLAY, SR., March 30, 1829 JOHN FINDLAY, July 9, 1836 WILLIAM GILMORE, November 24, 1838 GEORGE H. HARPER, April 3, 1841 DAVID D. DURBORAN, July 8, 1842 JOHN McCLINTOCK, February 3, 1846 NICHOLAS PEARSE, April 18, 1849 JOHN NOEL, May 13, 1853 JOHN LIGGETT, April 13, 1858 JOHN W. DEAL, April 15, 1861 MATHEW P. WELSH, September 19, 1866 JOHN A. SEIDERS, April 8, 1869 DANIEL O. GEHR, April 21, 1877 E. W. CURRIDEN, November 14, 1884 JAMES SWENEY, October 19, 1886 Clay Lick - ELAM B. WINGER, April 21, 1862 JOSEPH W. WINGER, February 17, 1866 JACOB M. WINGER, December 2, 1874 ALBERT C. WINGER, March 21, 1881 JACOB M. WINGER, February 11, 1885 WILLIAM B. ZULLINGER, July 24, 1886 Concord - EDWARD W. DOYLE, April 1, 1811 EDWARD DOYLE, January 16, 1816 JAMES WILSON, April 3, 1826 WILLIAM R. PUMROY, June 15, 1849 WILLIAM JOHNSTON, June 10, 1853 SOLOMON B. HOCKENBERG, March 13, 1861 TILLIE E. McELHENY, March 20, 1886 RACHEL J. McELHENY, April 10, 1886 Doylesburgh - PHILIP T. DOYLE, May 23, 1854 JOSEPH M. DOYLE, April 29, 1856 JOHN GOSHORN, February 11, 1865 ISAAC CLUGSTON, December 15, 1869 ALVA C. CLUGSTON, February 6, 1879 Dry Run- WILLIAM CAMPBELL, JR., February 5, 1825 JAMES FERGUSON, May 27, 1839 THOMAS WILSON, April 27, 1849 JOHN E. KERR, December 1, 1853 WILLIAM W. PILES, January 16, 1854 HENRY S. DOYLE, June 21, 1856 JAMES H. CRAIG, February 23, 1859 JAMES M. RANKIN, June 29, 1861 GEORGE E. STEWART, September 27, 1866 WILLIAM H. H. McCOY, March 19, 1869 WILSON H. COONS, January 6, 1882 J. B. ELDER, July 30, 1885 Edenville - LEVI L. SPRINGER, December 21, 1882 WILLIAM C. HARTMAN, November 9, 1885 Fannetsburgh - JAMES SWEENEY, March 30, 1809 CHAMBER ANDERSON, April 11, 1820 JAMES BREWSTER, December 19, 1834 JACOB FLICKINGER, April 14, 1838 WILLIAM UTTZ, June 14, 1839 JOHN KYLE, May 16, 1845 MARY KYLE, October 5, 1848 WILLIAM W. SKINNER, September 23, 1850 JOHN S. SKINNER, May 1, 1854 MARY KYLE, July 19, 1853 JOHN S. SKINNER, May 1, 1854 GEORGE W. SWANK, February 6, 1855 JOHN KEGERRIES, November 1, 1855 MARY A. KEGERRIES, June 7, 1860 GEORGE A. MILLER, December 22, 1870 ROBERT E. TYPER, October 23, 1873 JOHN J. BASORE, January 6, 1875 JACOB B. WINEMAN, December 9, 1885 Fayetteville - JOHN DARBY, September 4, 1826 FREDERICK ASHBAUGH, March 20, 1827 JAMES D. REA, December 27, 1831 CHARLES P. CUMMINGS, June 14, 1832 WILLIAM B. CUMMINGS, October 21, 1835 R. M. FRENCH, January 24, 1837 JOSEPH BOGGS, June 22, 1841 R. M. FRENCH, July 29, 1845 MARY A. FRENCH, April 8, 1846 HIRAM HEYSINGER, September 27, 1855 WILLIAM RICHEY, April 24, 1857 DAVID F. RICHEY, October 18, 1859 JOSEPH BOGGS, June 17, 1861 UPTON J. COOK, January 23, 1866 JACOB OYLER, August 29, 1866 WILLIAM N. HORNER, March 19, 1869 JOHN D. BOGGS, January 6, 1882 JOHN N. BAXTER, September 14, 1885 Five Forks - WILLIAM H. BROWN, March 5, 1873 Foltz - APPLETON BERGER, April 2, 1880 THOMAS O. BRADLEY, November 1, 1882 GEORGE F. GROVE, May 15, 1884 JOHN A. WISTER, August 24, 1885 Fort Loudon (late Loudon) - THOMAS G. McGUIRE, June 22, 1883 JOHN H. METZ, July 30, 1885 Greencastle - JOHN WATSON, April 4, 1797 DAVID WATSON, June 29, 1837 JACOB F. KREPS, July 7, 1845 GEORGE EBY, February 27, 1849 WILLIAM W. FLEMING, April 9, 1849 WILLIAM McCRARY, June 11, 1853 GEORGE EBY, May 28, 1861 ELI FUSS, July 29, 1868 GEORGE H. MILLER, May 6, 1869 HENRY P. PRATHER, December 18, 1871 Green Village - JAMES McANULTY, September 12, 1827 JOHN E. McGAW, March 9, 1832 THOMAS STURGIS, April 16, 1832 WILLIAM BLANKNEY, February 22, 1833 CHARLES W. LEGO,June 18, 1841 WILLIAM BLANKNEY, February 3, 1843 JOHN P. WALLACE, May 4, 1849 THOMAS H. WALLACE, November 28, 1881 JOHN DITZLEAR, September 23, 1885 Greenwood Mills (late Black's Gap) - ROBERT BLACK, September 29, 1869 Changed to Black's Gap Febuary 9, 1870 Jackson Hall - JOHN S. KERR, May 12, 1827 FREDERICK ROEMER, February 2, 1830 JOHN P. BAKER, March 16, 1835 WILLIAM McCLEARY, May 30, 1837 JOHN UNDERLICH, April 11, 1839 JOHN C. TRITLE, June 21, 1853 THOMAS C. FITZGERALD, September 19, 1854 JACOB C. SNYDER, July 5, 1860 JOHN McKNIGHT, May 8, 1861 JEREMIAH Y. HERMAN, March 30, 1868 JAMES A. DAVIDSON, December 22, 1870 CHARLES A. W. BAKER, March 20, 1872 FREDERICK J. PFOUTZ, March 27, 1870 CHARLES A. W. BAKER, March 20, 1872 FREDERICK J. PFOUTZ, March 27, 1879 Changed to New Franklin August 21, 1882 Keeffer's Store - LEWIS KEEFFER, August 25, 1849 ISAAC H. THOMPSON, July 29, 1853 LEWIS KEEFFER, December 29, 1854 JONATHAN STRINE, December 20, 1855 Discontinued December 5, 1856 Re-Established May 13, 1858 with PHILIP D. WEAVER, Postmaster, May 13, 1858 GEORGE WESTHAFER, December 12, 1859 Discontinued April 18, 1864 Re-Established October 20, 1864 with WILLIAM KARPER, Postmaster, October 20, 1864 Discontinued February 9, 1871 Keefers - JACOB A. KARPER, December 9, 1879 DANIEL G. HOOVER, March 10, 18182 JACOB A. KARPER, September 24, 1883 JOSHUA A. PHILLIPS, November 19, 1884 Lemasters (late Bridgeport Mills) - SAMUEL PLUM, April 6, 1877 EDGAR B. DIEHL, May 11, 1885 Loudon - NICHOLAS BAKER, May 2, 1814 WILLIAM H. BROTHERTON, April 8, 1817 ALEXANDER ELDER, February 1, 1819 WILLIAM H. BROTHERTON, June 27, 1821 JOHN EASTON, October 18, 1823 BENJAMIN STINGER, December 24, 1828 HUGH L. McGAW, February 14, 1831 WILLIAM MINICH, October 11, 1833 JANE MINICH, August 5, 1850 JOHN MULLAN, December 10, 1852 JACOB SNYDER, July 5, 1860 ELIZA L. B. MADDEN, December 4, 1861 JOHN THOMPSON, December 14, 1863 JOHN H. JARRETT, December 28, 1866 WILLIAM BURGESS, March 19, 1869 HETTIE A. EASTON, June 28, 1872 THOMAS G. MAGUIRE, October 2, 1878 Changed to Fort Loudon, June 22, 1883 This office was at one time called Loudontown. Lurgan - D. D. SWANGER, February 27, 1886 MARY E. SWANGER, April 14, 1886 Marion - WILLIAM MARTIN, March 2, 1833 ABRAHAM SCOTT, April 5, 1834 EMANUEL KUHN, January 21, 1835 JOHN S. SCHEIBLE, March 29, 1837 JOHN CLUGSTON, April 2, 1838 JACOB GREENAWALT, July 9, 1847 JACOB A. SWIGERT, October 9, 1865 ANDREW STATLER, March 10, 1874 SAMUEL S. LEDY, October 19, 1885 Mason & Dixon - ABRAHAM B. BARNHART, May 15, 1868 JACOB H. BREWER, April 25, 1871 HURON A. HUYETT, July 17, 1872 HENRY B. HARNISH, October 9, 1875 FRANK H. McLAUGHLIN, May 25, 1877 HENRY P. McLAUGHLIN, March 25, 1886 Mercersburg - At first called Messerburg JAMES BAHN, January 1, 1803 GEORGE KING, October 1, 1803 JAMES McCOY, January 1, 1808 WILLIAM B. GUTHRIE, January 22, 1813 PETER W. LITTLE, February 11, 1822 ROBERT KING, May 5, 1827 ELLIOTT T. LANE, July 15, 1829 DANIEL SHAFFER, April 30, 1834 THOMAS P. BARD, June 24, 1841 DANIEL SHAFFER, January 21, 1845 SARAH H. FINDLAY, April 18, 1849 ELIZA CARSON, April 14, 1853 MAGGIE G. GROVE, March 29, 1861 JOHN HOCH, September 26, 1866 ELIZABETH RICE, March 6, 1867 WILSON L. HARBAUGH, February 17, 1879 W. A. SHANNON, July 24, 1885 Metal (late Carrick Furnace) - ALVIN W. HORNING, May 19, 1884 GEORGE W. SWANK, April 16, 1886 Midvale - M.R. NEVIN, February 24, 1881 OSCAR W. GOOD, March 24, 1881 JACOB F. GOOD, November 282, 1881 Mongul - WILLIAM A. BAER, April 14, 1882 Mont Alto - JOHN KUHN, December 14, 1843 Discontinued December 9, 1845; Re-established with PETER HEEFNER, August 15, 1845 JOSEPH F. WALTER, April 21, 1848 EPHRAIM J. SMALL, May 29, 1849 PETER HEEFNER, jULY 15, 1853 GEORGE W. TOMS, August 27, 1853 Discontinued June 22, 1855; Re-established with GEORGE W. TOMS, June 30, 1855 EPHRAIM J. SMALL, October 6, 1855 JOHN SMALL, November 21, 1857 JOHN KEIS, May 28, 1861 RALPH SMITH, May 17, 1866 HENRY SHIERY, October 17, 1866 EPHRAIM J. SHANK, April 10, 1869 DAVID ZIEGLER, April 24, 1873 DAVID KNEPPER, January 9, 1882 EDWARD M. SMALL, July 24, 1885 Monterey Springs - HENRY YINGLING, September 28, 1870 Changed to Blue Ridge Summit, April 5, 1876 Mount Parnell - JOHN MULLAN, April 2, 1862 CHARLES GILLAN, April 6, 1866 JAMES D. McDOWELL, April 1, 1878 JOHN A. GILLAN, March 2, 1880 ALEXANDER DALE, March 28, 1881 Discontinued August 19, 1881 Mowersville - JACOB H. SNOKE, March 3, 1868 A. S. BASHORE, February 8, 1875 ANDREW B. GROSS, October 15, 1879 SAMUEL TAYLOR, March 15, 1881 DAVID R. FREHN, sEPTEMBER 23, 1885 JAMES F. GEYER, MARCH 25, 1886 New Bridge - HARMON P. PIPER, September 8, 1868 New Franklin (late Jackson Hall) - JEREMIAH HOOVER, August 21, 1882 NEW GUILFORD - GEORGE TRITTLE, December 17, 1849 Discontinued August 31, 1852 Re-established with JACOB SNYDER, December 17, 1852 NATHAN R. HUTCHINSON, January 9, 1856 JOHN L. WINGERT, December 27, 1856 JOHN WOLFKILL, October 17, 1859 Discontinued February 27, 1866 Opher - JOHN H. McMULLEN, April 16, 1883 Discontinued January 12, 1885 Orrstown - JAMES B. ORR, June 26, 1836 WILLIAM L. SMITH, March 19, 1849 EPHRAIM BEAR, April 26, 1859 JACOB R. ZEARFOSS, March 4, 1852 HENRY RUBY, January 18, 1853 CYRUS B. RUBY, October 9, 1855 JAMES B. ORR, May 24, 1857 WILLIAM ORR, JR. March 12, 1858 DAVID T. BARD, December 18, 1869 JACOB KINDIG, March 25, 1861 SAMUEL KNISLEY, March 16, 1864 DAVID L. POWDERS, January 9, 1872 SAMUEL KNISLEY, April 20, 1874 DAVID E. KENDIG, December 9, 1875 LOTTIE A. KENDIG, January 5, 1883 SAMUEL KNISLEY, July 7, 1884 JOHN A. ZULLINGER, July 20, 1885 Pen Mar - CHARLES A. ROUZER, April 16, 1883 Pleasant Hall - CHARLES WHEALAN, August 28, 1851 JONATHAN STRINE, May 9, 1855 CHARLES WHEALAN, December 14, 1855 JOHN S. MYERS, May 11, 1859 ALBERT M. HUNTER, May 1, 1860 ABRAHAM KEEFER, April 20, 1863 Discontinued October 20, 1873 Re-established with Postmaster ISAAC BURKHOLDER, January 13, 1876 ABRAHAM W. HOOVER, February 14, 1882 Quincy - JACOB BYER, March 27, 1830 GEORGE WERTZ, November 2, 1832 Changed to Antietam July 16, 1839 Quincy (late Antietam) JAMES McKINLEY, September 2, 1841 JACOB FIROR, May 28, 1846 WILLIAM B. RABY, December 15, 1846 JOHN B. WAYNANT, December 14, 1848 JACOB S. ZEIGLER, March 22, 1849 DAVID PIPER, August 12, 1852 HUGH LOGAN, June 11, 1853 JOHN R. SMITH, December 21, 1853 GEORGE A. ANDERSON, May 2, 1854 Discontinued October 12, 1860 Re-established with DAVID WERTZ, October 31, 1860 JOHN R. SMITH, October 3, 1866 SAMUEL SECRIST, October 24, 1866 WILLIAM B. RABY, January 20, 1868 ELAM B. WINGAR, March 19, 1869 DAVID SOMMERS, May 8, 1871 CHRISTIAN W. GOOD, July 1, 1874 LEVI C. KEFMER, January 16, 1878 BENJAMIN R. SUMMER, August 6, 1885 Richmond Furnace - WILLIAM BURGESS, May 23, 1872 CHARLES HOFFMAN, December 7, 1876 JOHN A. DIEHL, mARCH 18, 1878 Rocky Spring - BARNARD FOHL, May 4, 1839 ROBERT E. TOLBERT, March 7, 1844 Discontinued April 1, 1847 Rowzersville - SAMUEL GONDER, January 22, 1873 CHARLES H. BUHRMAN, June 26, 1873 ANIE E. GRESANAM, December 13, 1880 Roxbury - WILLIAM REYNOLDS, February 5, 1822 GODLIEB WUNDERLICH, January 17, 1823 THOMAS RUMROY, May 1, 1826 WILLIAM I. THOMPSON, March 12, 1832 GEORGE A. DOUGHERTY, February 3, 1837 ROBERT GILMORE, March 14, 1839 SAMUEL STAILEY, June 24, 1841 WILLIAM DEARDORFF, April 1, 1851 WILLIAM J. G. THOMPSON, April 7, 1852 JOHN TAYLOR, January 20, 1853 ESROM D. WEAVER, October 9, 1855 GEORGE W. SALTSMAN, April 9, 1861 JOHN M. SALTSMAN, December 18, 1862 ROBERT A. HAMILTON, November 23, 1885 Saint Thomas - JAMES EDWARDS, February 21, 1824 WILLIAM G. STERRETT, March 20, 1832 JAMES EDWARDS, April 20, 1835 HENRY SMITH, April 18, 1837 DAVID S. HOSSLER, December 7, 1848 (Pencil notation in margin: Jacob Hassler's nephew Daniel Hassler's son) BARNARD FOHL, May 4, 1849 CHRISTIAN W. BURKHOLDER, July 7, 1853 WILLIAM D. DICKSON, January 13, 1858 BARNARD FOHL, March 29, 1861 MICHAEL H. KEYSER, September 22, 1862 WILLIAM D. DICKSON, March 19, 1869 WILLIAM L. GILLEM, October 10, 1872 CYRUS C. GELWICKS, August 14, 1885 Scotland - GEORGE R. McILROY, June 29, 1849 JAMES W. DUNMIRE, April 15, 1854 JAMES S. CHAMBERS, July 5, 1861 WILLIAM WALLACE, JR., April 25, 1866 HENRY SLEICHTER, June 15, 1869 JOHN G. YOUST, April 4, 1881 WILLIAM L. CRAIG, August 4, 1885 Shady Grove - CHARLES McCAULEY, April 15, 1852 JACOB B. WAYNANT, May 13, 1854 Discontinued April 25, 1856 Shady Grove - FRANK B. SNIVELY, December 7, 1860 MELCHI SNIVELY, May 4, 1879 WILLIAM T. PHILLIPS, August 24, 1885 JOHN F. WILT, April 29, 1886 Spring Run - WILLIAM A. MACKEY, November 13, 1850 ISAAC CLUGSTON, November 22, 1858 WILLIAM A. MACKEY, July 5, 1861 WILLIAM M. NESBITT, August 21, 1877 WILLIAM S. ELLIOTT, September 7, 1880 DANIEL WOLFF, March 20, 1883 State Line - DAVID BRUMBAUGH, JR., February 9, 1830 JOSEPH GILBERT, May 28, 1834 JACOB FELMLEE, April 2, 1838 GEARHART BRENNER, April 11, 1843 WILLIAM MARTIN, June 12, 1843 JACOB FELMLEE, August 15, 1844 Discontinued February 13, 1845 Re-established with Postmaster JOHN REARICK, January 6, 1851 DANIEL S. BARNHART, June 20, 1857 JOHN REARIGH, August 15, 1859 JOHN A. ORR, September 10, 1861 DANIEL B. HADE, June 17, 1869 GEORGE W. HARBAUGH, June 15, 1874 JACOB A. WITMER, September 10, 1875 HENRY R. HARNISH, June 7, 1877 PHILIP N. BRUMBAUGH, August 24, 1885 Stone Bridge - ISAAC KUHN September 22, 1873 Discontinued May 6, 1875 Strasburgh - GEORGE BEAVER, July 1, 1797 GEORGE McCLELLAN, April 23, 1798 WILLIAM McCLELLAN, August 4, 1823 Changed to Upper Strasburgh February 28, 1829 Sylvan - WILLIAM BOWERS, February 3, 1837 Discontinued February 9, 1842 Sylvan - JOHN ZIMMERMAN, June 6, 1843 Upper Strasburgh (late Strasburgh) - WILLIAM McCLELLAN, February 28, 1829 JAMES McFARLAND, March 14, 1839 JOHN GROVE, July 2, 1841 WILLIAM GILMOR, December 26, 1844 WILLIAM S. DOYLE, May 9, 1849 JOHN GROVE, June 10, 1850 PHILIP KARPER, July 14, 1853 JOSEPHUS M. WOLFKILL, November 2, 1855 SAMUEL GILMORE, June 9, 1858 JAMES S. SLYDER, July 5, 1861 WILLIAM W. BRITTON, March 24, 1865 FREDERICK C. KARPER, December 10, 1880 JACOB V. B. LEEDY, May 11, 1885 Upton (late Whitestown) - GEORGE COOK, July 24, 1837 ROBERT J. BOYD, November 15, 1867 Warren Point - ARCHIBALD S. WINGER, February 11, 1878 Discontinued August 26, 1878 Waynesborough (First called Waynesburgh or Waynesboro) MICHAEL STONER, December 19, 1807 JOSEPH DEARDORF, September 22, 1830 THOMAS WALKER, February 28, 1833 MICHAEL M. STONER, May 2, 11837 JOHN W. STONER, December 17, 1840 JAMES BROTHERTON, July 19, 1845 JAMES BROTHERTON, JR., February 15, 1849 JACOB R. WELSH, June 13, 1853 THOMAS G. PILKINGTON, May 28, 1861 NANCY PILKINGTON, February 10, 1863 ANDREW G. NEVIN, September 30, 1864 JACOB R. WELSH, November 26, 1866 ANDREW G. NEVIN, May 6, 1869 MATILDA R. NEVIN, February 5, 1875 GEORGE MIDDOW, January 19, 1882 JAMES P. LOWELL, March 12, 1886 Welsh Run - JOHN ELDON, May 17, 1830 JAMES WATSON, February 16, 1832 THOMAS BOWLES, February 16, 1939 WILLIAM H. CRAIG, June 18, 1859 THOMAS BOWLES, February 18, 1862 JOHN R. STOVER, December 27, 1877 HENRY G. CHRITZMAN, December 12, 1881 FRANK T. ELLIOTT, December 3, 1884 Whitestown - GEORGE COOK, July 10, 1837 Changed to Upton, July 24, 1837 Williamson - E. H. HAGERMAN, August 20, 1872 UPTON G. HAWBECKER, September 23, 1885 Willow Hill - CHARLES FLEMING, September 24, 1878 Edgar S. Bock, April 24, 1882 Wingerton - PHILIP WIESNER, January 22, 1884 Yetter - CHRISTIAN YETTER, May 17, 1881 Discontinued February 16, 1882 Zullinger - DAVID ZULLINGER, February 23, 1882 Zero - LEWIS RIPPLE, February 7, 1837 JOHN P. BAKER, July 28, 1838 Discontinued April 10, 1839 RAILROADS The Cumberland Valley Railroad is the oldest road in this sec- tion, and among the pioneer roads of the country. Its history is the history of the railroads of this valley, as well as the interesting story of the simpler, crude beginnings that have grown into the great railroad system of the country. The simplest statement of the facts is a story full of interest to the general reader. The Cumberland Valley Railroad Company was chartered by the Legis- lature of Pennsylvania on the 2d of April, 1831, to construct a rail- road from Carlisle to a point on the Susquehanna River at or near Harrisburg. The charter, having expired by limitation of time, was revived by an act of Assembly of the 15th of April, 1835, and author- ity extended to construct the road from the Susquehanna River to Shippensburg and Chambersburg. In accordance with the provisions of the charter, in order to organize the company, an election for officers and managers was held on the 27th of June 1835, in the borough of Carlisle with the following results: President, THOMAS G. McCOLLOH of Chambersburg Treasurer, JOSEPH B. MITCHELL of Philadelphia Secretary, ABRAHAM HENDEL of Carlisle Managers, SAMUEL ALEXANDER CHARLES B. PENROSE LEWIS HARLAN FREDERICK WATTS JOHN K. NEFF JOHN GRIGG DAVID MAHON FREDERICK BYERS PHILIP BERLIN THOMAS CHAMBERS CHARLES S. BORDER GEORGE W. HIMES The board of managers, at a meeting held on the 21st of August, 1835, selected WILLIAM MILNER ROBERTS for Chief Engineer. On the 23d of October, 1835, MR. W. MILNER ROBERTS reported to the board of directors the results of his survey of the line from the Susquehanna River, opposite Harrisburg to Chambersburg. He estimated the cost of building the road to a connection with the Harrisburg & Lancaster Railroad, including the bridge across the Susquehanna at $564,064, and the average annual receipts of the road at $284,617.50. He calculated on 100 passengers each way per day at 3 cents per mile, and 35,000 tons of through freight and 51,950 tons of local freight, all at the rate of 4-1/2 cents per ton per mile. On February 21, 1836, the Pennsylvania Legislature granted autho- rity to bridge the Susquehanna and connect with the Pennsylvania Canal, and the Harrisburg, Portsmouth, Mount Joy & Lancaster Railroad, and authorized the managers of the Cumberland Valley Railroad to manage for uninterrupted communication of trade and travel between Chambers- burg and Philadelphia. The Cumberland Valley Railroad was opened for travel from White Hill to Carlisle in August, 1837, and through to Chambersburg in November of the same year. The first locomotive and cars were hauled across the Harrisburg Bridge (a part of which still stands), and over the turnpike to White Hill. The locomotive had two driving wheels, wooden spokes, was named "Cumberland Valley," and was built by WILLIAM NORRIS in Philadelphia. The passenger cars were like the old stage coaches. They had been run on the State road from Philadelphia to Columbia, and would seat, inside and out, fourteen passengers each. The railroad track consisted of cross ties laid four and a half feet apart upon the ground without ballast, upon which were laid oak stringers 5x9 inches, on which bar iron five-eights of an inch thick and two and a quarter inches wide was spiked. The ends of the iron bars were mitred, and the bar which extended on the inside of the track would become pressed away from its connection, so as to be caught on the flange of the wheels going in an opposite direction, causing them to turn against the bottom, and sometimes through the car. As a protection against the turning up of bars, the bottoms of the cars were covered with two-inch plank, inside of which was a liming of boiler plate, and at the time the road was opened to Chambersburg, the iron was not laid for about three miles from Chambersburg, and the cars were run in on the wooden stringers. The railroad bridge across the Susquehanna was built in 1837-38, and completed in January, 1839, when on the 16th of that month it was opened for travel and connection was made with the Harrisburg & Lan- caster Railroad. A poster, bearing pictures of the primitive locomo- tive and train, was issued by MR. T. G. McCOLLOH, president of the Cumberland Valley Railroad, January 25, 1839, announcing that "on the first day of the next February the regular train of passenger cars would commence running as follows: "Leave Chambersburg at 4 o'clock in the morning; Arrive at Harrisburg at 8, at Lancaster at 12, at Philadelphia before 6 P.M. Returning it will leave Harrisburg as soon as the cars from Philadelphia arrived, about 5 o'clock in the evening and arrive at Chambersburg at 10 P.M." FIRST SLEEPING CAR EVER MADE The first sleeping car ever used on any railroad was put in use on the Cumberland Valley railroad in the spring of 1839, a historical fact of great importance, because it was the first of the kind in the world. The berths were upholstered boards, in three rows, one above the other, held by leather straps, and in the daytime were folded back against the walls -- very simple and plain in construction, but comfortable, and in all essential features the germ of the luxurious sleeper of the present day. At that time travel between Philadelphia and Pittsburgh was by rail to Chambersburg, and stage from Chambersburg to Pittsburgh. Pas- sengers going east reached Chambersburg about midnight, and left about 1 A.M., reaching Harrisburg about 5 A.M. The oldest extant report of the operations of the Cumberland Val- ley Railroad was made by PRESIDENT McCOLLOH for the year 1839. In it he deplores "the general financial depression of the country, due to the error which has everywhere prevailed, of forcing public improve- ments further than the means of the country would justify." "We start," he says, "with half means, and are then forced to finish on credit at a ruinous cost, and one experience has been an example of this pre- vailing error." He finds hope, however, in the fact that "we are an energetic and elastic people, and with care and economy our wonted prosperity will soon be attained." He announces the purchase of three locomotives for $21,250, and two passenger cars at $4,175; that two passengers and one freight train are run each day between Chambersburg and Harrisburg, and that no injury has been done to any passenger since the road has been operated -- two and one-half years. On the 27th of April, 1840, THOS. G. McCOLLOH tendered his resig- nation as president of the company, and on the same day CHAS. B. PENROSE, of Carlisle, was elected by the board of managers to fill his place. On the 26th day of April, 1841, CHAS. B. PENROSE tendered his resignation of the presidency of the company, having accepted the po- sition of solicitor of the treasury, under the administration of GEN. HARRISON, at Washington. Upon its acceptance, on the same day, FREDERICK WATTS was unanimously chosen by the board to fill the posi- tion, which he held for thirty-two continuous years. The next report of which we find a copy was made by HON. FREDERICK WATTS, president for the year 1842, in which he states that the uni- versal depression of the last few years has had its effect upon the business of the company; but that it is hoped that prosperity will again bless the country, and if it does, he is confident that the stock of the Cumberland Valley Railroad will be profitable to its owners. The total earnings for the year were $70,116.82. For the year 1849, the earnings were $101,084.77, and the tonnage, which is for the first time shown, was 37,439, of which 7,818 was flour, 5,126 ore, 4,247 coal, 2,123 grain, 2,237 lumber. It is stated in the report for the year 1849 that "arrangements have been made to relay the road with heavy T rail." FRANKLIN RAILROAD In March, 1832, the Franklin Railroad was chartered by the Penn- sylvania Legislature, and on January 16, 1837, by the Legislature of Maryland. The road was built from Chambersburg to Greencastle in 1837, and to Hagerstown in 1841. It was run by steam-power for two years, when an arrangement was made with the Cumberland Valley Railroad to operate the line and its own motive power was sold. It is worthy of note that the first cab ever put on a locomotive was placed on one of the Franklin Railroad locomotives, named "Washington," at the shops of the Cumberland Valley Railroad, in Chambersburg, in 1841. The Franklin Railroad was only operated a short time by the Cumberland Valley Rail- road, when steam-power was withdrawn, and it was then operated by Mr. D. O. GEHR, of Chambersburg, with horse-power. It was never profitable, and was sold several times, until, in 1860, it was rebuilt and laid with T rails. The Cumberland Valley then contracted to run it, and, with some changes in the contract, continued to do so, except during the time of its possession and partial destruction by the rebels, until 1865, when the two roads consolidated. In October, 1862, the rebels destroyed the shops and depot build- ings in Chambersburg, and on June 15, 1863, they made another raid, destroying all company property in the town, and tearing up and des- troying five miles of the track of the Franklin Railroad. The rebel raid and burning of Chambersburg July, 1864, also caused the company great inconvenience and loss. In 1871 the Southern Pennsylvania Railroad was opened from Marion to Richmond, Penn., and leased by the Cumberland Valley Railroad. In the year 1872 the Mont Alto Railroad was completed from a point near Scotland to Mont Alto. In 1873 the HON. FREDERICK WATTS, who had been president of the Cumberland Valley Railroad for thirty-two years, declined a re-election, as he had accepted the position of commissioner of agriculture at Washington, and Mr. THOMAS B. KENNEDY, of Chambersburg, was elected president. In this year the Martinsburg & Potomac Railroad was com- pleted, and leased by the Cumberland Valley Railroad. SHENANDOAH VALLEY RAILROAD In June, 1882, the Shenandoah Valley Railroad was opened from Hagerstown to a connection with the Norfolk & Western Railroad, at Roanoke, Va., making a through line via the Cumberland Valley, between the northeast and southwest. From the year 1837 up to this time the business of the Cumberland Valley Railroad had been entirely local, that is, it had originated or terminated at local points on its road. The management of the Cumberland Valley railroad has always been in close sympathy with the patrons of the road, giving all possible accommodations, and the benefit of the best transportation facilities of the times, keeping pace in improvements with the best and most enterprising railroad companies of the country. The Old "Tape Worm" Line was chartered about the same time the Cumberland Valley Railroad was -- or in 1835. This was the day of the rage of internal improvements in the country. THAD. STEVENS stood sponsor to this enterprise for many years. He was then a resident of Gettysburg, and had iron mills in Franklin County, and he wanted a railroad to his mills. The charter was for a road to start at Gettys- burg to run into Franklin County and then turn south, tapping the heart of the southern country wherever it was advisable and most convenient. The State made a large appropriation to the road, and the managers, when they came to spend the money, commenced all along the line. The result was, a great deal of money was expended, the appropriations were exhausted, the State internal improvement scheme collapsed, and the work stopped, and not a mile of the road was completed, and practically this was the end of the "Tape Worm." HARRISBURG & POTOMAC RAILROAD The Harrisburg & Potomac Railroad was chartered in 1870, as the Mermar Iron & Railroad Company. Its chief promoters were DANIEL V. and PETER A. AHL, of Newville. It was originally intended to pass through the country via Shippensburg, Mont Alto, Quincy and Waynesboro, but owing to financial difficulties was never completed. WESTERN MARYLAND RAILROAD BALTIMORE & CUMBERLAND VALLEY RAILROAD The Baltimore & Cumberland Valley Railroad was organized in 1876, to run from Chambersburg by a direct line through Waynesboro to a junction with the Western Maryland Railroad, at a point on the west slope of the Blue Ridge, two and one-half miles east of Smithsburg, and seventy-two miles west from Baltimore, the line to be built in the interest of the Western Maryland Road, and, when constructed, leased by it and operated. The length of the line, twenty-one miles, thus less- ening the old route, via Harrisburg, forty miles. The road was built, and May 18, 1886, the Cumberland Valley Railroad Extension Company leased the line to the Western Maryland Railroad, at an annual rental of $32,700. This is one of the most valuable lines now in Franklin County. It opens up to the trade of the county, not only a competing line to the eastern ports, but is the great highway to the South -- to Memphis, New Orleans, Savannah and all southern points. Mont Alto Railroad - In 1872 the Mont Alto Railroad, extending from Mont Alto to a connection with the Cumberland Valley Railroad at a point three and one-half miles northeast of Chambersburg, was built by the Mont Alto Railroad Company. GEO. B. WIESTLING, engineer and superintendent. It was opened for business on October 2, 1872. It was ten and one- quarter miles in length. During 1878 and 1879 the line was extended to Waynesboro, Penn., making the entire line eighteen miles in length. The extensive iron ore fields in the Mont Alto region were largely de- pended upon to furnish tonnage to the railroad, and it is only in prosperous stages of the iron business that this can be realized. In 1875 the magnificent summer resort, Mont Alto Park, was improv- ed and opened by GEO. B. WIESTLING, and has received the evidence of high appreciation by the liberal patronage bestowed upon it by the public. MONT ALTO IRON WORKS, ETC. Mont Alto Iron Works consists of a blast-furnace, steam bloomary, refinery, machine shops, foundry, blacksmith, carpenter and wheel- wright shops, charcoal kilns, two saw-mills, seventeen developed iron mines, seven farms and 20,000 acres of ore and timber lands. In prosperous time it employs 500 men, 75 horses and mules and 21 steam engines. The furnace was built in 1807-08 by DANIEL and SAMUEL HUGHES, of Maryland. At first it was what is known as a "quarter stack," and was 31 feet high, and 8 feet diameter of boshes. It was operated with cold blast; the water-wheel was 30 feet in diameter. The first output was from two to three tons per day of pig iron, but this only accumu- lated hands for want of transportation. To reach markets, the pig iron was hauled by wagon to the Potomac River, at Williamsport, and then waited for a rise in the water, to be taken down on flat boats. A foundry was built in 1815, and then the pig iron was made into stoves and hollow ware on the grounds, which were then wagoned to Baltimore. For some time the iron was not remelted to cast, but was dipped out of the furnace and poured into the molds. A cupola furnace was put up, and then the iron was remelted. In 1811 the MESSRS. HUGHES brought over an expert, MR. OVERMEYER. He leased land in East Antietam Valley, five miles from Mont Alto, and erected a bloomary, forge and saw-mill, and commenced manufacturing hammered bar iron. In 1832 a rolling-mill was put up near the bloomary on East Antietam Creek. This was at that time supposed to have the best power of any mill in the country, and therefore could roll the largest bars of iron. In 1835 the MESSRS. HUGHES built nail works near the above rolling- mill. These were eventually burned. In 1864 the entire Mont Alto plant was purchased by the Mont Alto Iron Company, GEO. B. WEISTLING, superintendent. The furnace was enlarged to 37 feet high, and nine feet diameter in boshes; two addi- tional tuyers were introduced, making it a three-quarter stack, and steam-power was introduced. The output was fifteen tons a day of pig iron. Another enlargement was made in 1880; the stack increased in height, the boshes made nine and one-half feet, and other modern im- provements were introduced. Capacity then became thirty-five tons of pig iron per day. The Caledonia Iron Works were constructed in 1837, by THAD. STEVENS and JAMES D. PAXTON, in Green Township. These men were the firm until 1848, when a heavy indebtedness caused a change, and STEVENS bought out PAXTON, and assumed the entire indebtedness. The new pro- prietor put MR. WM. HAMMETT in charge as superintendent, who filled the place for twenty years, and was succeeded by MR. JOHN SWANEY, who had charge of them at the time of their destruction in 1863. In the plant were bout 20,000 acres of good ore and lumber land. The ore was con- verted into blooms and marketed in the eastern cities -- average price $65 to $75 per ton. It is supposed that STEVENS lost considerable money by his iron-mills. The mill and machinery were entirely des- troyed during the war, by order of GENERAL EARLY. Mount Pleasant Iron Works were established by the CHAMBERS, about 1783. They afterward passed into the possession of the KINGS, DUNNS and DOYLES, respectively. Through all these various changes, they were operated more or less successfully, until 1829, when they were permanently closed. Being among the earliest of iron-mills in the country, they served in their time a valuable purpose. The Carrick furnace, four miles north of the Mount Pleasant works, was the substitute that made the latter such a prime necessity. The Carrick furnace was erected about 1830, and continued to be operated through various changes, until 1844, when it closed down for want of patronage. The Richmond furnace, in Metal Township, at the time of the gene- ral depression of the iron trade of the country, banked its furnaces and closed up. It is fully equipped for the production of iron, and it is the intention to start it again into full operation as soon as a change in the trade will warrant it. CHAPTER VIII. WAR OF 1812-1814 Cause of the War - Declaration of War - Franklin County Companies - Incidents of the War Free trade and sailors' rights" was the Nation's watch-word, that culminated in the second war with Great Britain. The mother country seems to have forgotten that the colonies had relinquished maternal dependence, and were living a national existence on their own. The right to search our merchant vessels upon the high seas, and also the right to impress seamen, found in such merchant service, was the pro- voking cause to the national motto given above. June 12, 1812, Congress declared war against Great Britain, and the President called upon the people to take up arms. It is not proposed here to give a history of the ensuing war. That is a part of the general history of our country. The part taken there- in by Franklin County is the boundary limit of this chapter. During the three years of hostilities thirteen companies of Franklin County men were recruited and sent to the field of action. Some time before actual hostilities were declared our people antici- pated the coming struggle, and in the towns, villages and rural districts the nuclei of military organizations were formed. A large number of these was found in this county, many of them ready on short notice to march in effective martial display to the front. We have the names of the ANTRIM GREENS, a rifle company of 60 men; FRANKLIN COUNTY LIGHT DRAGOONS, 41 men - Captain, JAMES McDOWELL; CONCORD LIGHT INFANTRY, 30 men - Captain, MICHAEL HARPER; CHAMBERSBURG UNION VOLUN- TEERS, 51 men - Captain, JEREMIAH SNIDER. These companies at once tendered their services, though COUNTY BRIGADE INSPECTOR WILLIAM McCLELLAN, to the Government. The first detachment of troops left the county September 5, 1812. This was composed of the UNION VOLUNTEERS, the FRANKLIN RIFLEMEN, the CONCORD LIGHT INFANTRY, the MERCERSBURG RIFLES and the ANTRIM GREENS - total 264, officers and men. The quota of the county was 507, and the deficiency was made up by draft from the militia. MAJOR WILLIAM McCLELLAN was in command of the detachment. They were sent to the northwest frontier, proceeding there by way of Bedford, Pittsburgh and Meadville, reaching the latter place in September. The troops were there re-organized into four regiments -- two of rifles and two of infantry. JEREMIAH SNIDER was elected colonel of the First Regiment, JOHN PURVIANCE of the Second Regiment. The four regiments being form- ed into a brigade under GENERAL TANNAHILL, DR. SAMUEL D. CULBERTSON, of Chambersburg, was appointed surgeon-in-chief; JOHN McCLINTOCK became captain of Snider's company, on latter being made colonel, and GEORGE K. HARPER was promoted to the vacant lieutenancy in SNIDER's company. The companies of CAPTAINS McCLINTOCK, REGES, and HARPER were in COLONEL SNIDER's regiment and those of CAPTAINS OAKS and HAYS in COLONEL JARED IRWIN's regiment. Immediately after the re-organization, the command marched to Buffalo, reaching there in November, where it went into winter quarters, and remained until discharged, their term of enlistment expiring in January, 1813. CHAMBERSBURG COMPANY CAPTAIN -- JEREMIAH SNIDER LIEUTENANT -- JOHN McCLINTOCK ENSIGN -- OWEN ASTON SERGEANTS -- JOHN STEVENSON ALEXANDER ALLISON JOHN CALHOUN ANDREW CALHOUN CORPORALS -- ROBERT HASLETT WILLIAM TILLARD H. RUTHRAUFF JOHN REED MUSICIANS -- WILLIAM DONALDSON HENRY BICKNEY PRIVATES TIMOTHY ALLEN A.L. CRAIN ROBERT FOOTE JOHN ANDREWS ANDREW CLUNK HUGH GREENFIELD JOSEPH BARNETT DAVID CLOUSER ISAAC GRIER SAMUEL BEATTY JOHN CUMMINGS PETER GLOSSBRENNER DAVID BLYTHE GEORGE FABER JOHN HUNTER GEORGE HEIST ANDREW McCONNELL GEORGE SAMPSON HORACE HILL SPENCER McKINNY MOSES H. SWAN JOHN HUTCHINSON ELISHA NABB WILLIAM TAYLOR THOMAS HARVEY JOHN PHILLIPY JOSHUA WILSON DANIEL HOOD JOHN PLUMMER JAMES WILSON ANDREW LINDSAY STEPHEN RIGLER BERNARD WOLF JAMES MURRAY WILLIAM SHANNON CAPTAIN -- HENRY REGES FIRST LIEUTENANT -- JEREMIAH SENSENY SECOND LIEUTENANT -- JOHN MUSSER FIRST SERGEANT -- PETER FLACK PRIVATES JOHN BAYLE PHILIP GRIM RICHARD RUNNION JOHN BAUGHMAN CHRISTIAN JOHN JOHN RADEBAUGH ROBERT CUNNINGHAM GEORGE W. LESTER JOHN ROBINSON JOHN COOK JOSIAH LEMON JOHN REILLY EDWARD CRAWFORD ISIAH LAMER JACOB SNYDER ARTHUR DOBBIN ROBERT McMURRY JOSEPH STATE JOHN DENIG JOHN MUMMA HENRY SMITH JOHN ESSIG HUGH MARMON THOMAS SCHOOLS ISAAC ERWIN HUGH McCONNELL JOSEPH SEVERNS JOHN FAVORITE HUGH McNULTY DANIEL SAILER JOHN GILICKS JOHN MARTIN JOHN WHITNEY WILLIAM GRICE BENJAMIN MATTHEWS JAMES WISE JOSEPH GOOD JAMES McCONNELL GEORGE WILSON JOHN GILMORE WILLIAM POLLOCK GEORGE ZIMMERMAN CAPTAIN -- ANDREW OAKES LIEUTENANT -- THOMAS WILSON ENSIGN -- GEORGE ZEIGLER SERGEANTS PETER CRAMER JACOB GUDTNER JACOB FLETTER JAMES PENNELL CORPORALS -- WILLIAM DUGAN GEORGE SHARER HENRY SITES JACOB GARRESENE THOMAS BRADY JOHN POPER PRIVATES WILLIAM BOLTON JOHN GAFF GEORGE SHAFFER GEORGE BETTES JOHN GARNER SAMUEL SMITH HENRY BRENDLINGER WILLIAM GORDON JOHN SNYDER JOSEPH BYERLY RICHARD KELLER JOHN SREADER SAMUEL BENDER SAMUEL MARTIN GEORGE STUFF WILLIAM CARROLL JAMES McCURDY GEORGE ULLER PATRICK DUGAN SAMUEL McLAUGHLIN SAMUEL WEIDNER EVAN EVANS WILLIAM OVELMAN DANIEL WEIDNER WILLIAM FOSTER THOMAS PLUMMER CHRISTIAN WILLHELM THOMAS FLETCHER WILLIAM SCULLY CAPTAIN -- PATRICK HAYS LIEUTENANT -- JOHN SMALL ENSIGN -- SAMUEL ELDER SERGEANTS -- JAMES McQUOWN JACOB SMALL JACOB WILLIAMS GEORGE SPANGLER CORPORALS -- JOSEPH HERRINGTON JOHN DONOTHEN JOHN MULL DANIEL LEER JACOB CAIN JACOB WISE PRIVATES JAMES BENNETT JOHN DUNLAP WILLIAM HART ISAAC BRUBAKER FREDIK DIVELBISS JOHN HEART SAMUEL CAMPBELL DAVID DEITRICK JACOB HODSKINS JOSEPH CUNNINGHAM JAMES ELDER JOHN HALLIN HENRY CLINE JACOB GROSCOPE JAMES HALLAND JOHN CROUCH PETER GASTER JOHN KING WILIAM COOPER JONAS HISSONG PETER KYLER SAMUEL CRAIG JOHN HASTLER* ROBERT McFARLAND JOHN CLAPSADDLE ABRAHAM HODSKINS JAMES McDOWELL ALEXANDER DUNLAP JOHN HARRIS WILLIAM McCURDY ROBERT McQUOWN SAMUEL MARTIN PETER TEACH JOHN MOWRY CHARLES PETTET JAMES WALKER CAMPBELL MONTGOMERY HENRY SUFFECOLL HENRY WEAVER WILLIAM McQUOWN WILLIAM STEWART DANIEL WELKER CHARLES McPIKE *A pencil notation in the margin (author unknown) states "brother of Jacob Hassler, Sr. HARPER'S COMPANY FROM PATH VALLEY CAPTAIN -- MICHAEL HARPER LIEUTENANT -- WILLIAM McKINZIE ENSIGN -- JOHN CAMPBELL SERGEANTS -- WILLIAM IRWIN JAMES McKINZIE JOHN WIDNEY HUGH BARRACK CORPORALS -- JEREMIAH BAKER FRANCIS McCULLOGH SAMUEL CAMPBELL JAMES GIRMEREN PRIVATES JOHN CANNON JAMES HOCKENBERRY ISAAC SCOOLY JAMES DEVER PETER HOCKENBERY WILLIAM SMITH BARNABAS DONNELLY GEORGE IRWIN RICHARD SCOTT DAVID EVANS JAMES LINN JAMES TAYLOR JERE HOCKENBERRY SAMUEL PHILLIPS PETER TIMMONS In 1814, in obedience to orders from Government, GOVERNOR SNYDER ordered a draft upon the State for troops. Franklin, Cumberland, York and Adams Counties' quota under the call was 1,000 men, the men from this county to assemble in Loudon on the 1st of March. CAPTAIN SAMUEL DUNN, of Path Valley, had a company of forty men. These at once volun- teered. The balance of the county's quota was 175 men. CAPTAIN SAMUEL GORDON's full company from Washington, and CAPTAIN STAKE's partial company from Lurgan, rendezvoused at Loudon. WILLIAM McCLELLAN in com- mand, who took them to Erie, leaving Loudon March 4. MAJOR McCLELLAN's official report says the command, 221 privates, was officered by one major, three captains, five lieutenants and two ensigns. At Erie, they were put in the Fifth Regiment, commanded by COLONEL JAMES FELTON; JAMES WOOD, of Greencastle, was major; THOMAS POE, of Antrim, adjutant. The latter was a brave and gallant soldier. He was a man born to com- mand. It is told of him that by the mere power of his presence he quelled an outbreak of his men in camp, and by a word forced them to go quietly to their quarters. He fell mortally wounded at the battle of Chippewa, July 6, 1814. CAPTAIN JACOB STAKE lived between Roxbury and Strasburg. DR. W.C. LANE says of his command: "He went as a captain of drafted men as far as Erie, at which place his company was merged into those of CAPTAINS DUNN and GORDON." DUNN's COMPANY CAPTAIN -- SAMUEL DUNN FIRST LIEUTENANT -- JAMES McCONNELL SECOND LIEUTENANT -- ROBERT FOOTE THIRD LIEUTENANT -- JOHN FAVORITE ENSIGN -- WILLIAM GEDDES SERGEANTS -- JOHN SNIVELY SAMUEL BAKER JAMES McHENRY JOHN M. SHANNON PRIVATES LEVI BLACK JAMES CONNOR ABRAHAM FLAGLE JOHN BRANDT SAMUEL CREAMER JACOB FRUSH JESSE BEAMS JOHN CUNNINGHAM JERE GIFT GEORGE BRYAN JAMES COMPTON HUGH HENDERSON FREDK. BOREAUGH BARNABAS CLARK NEHEMIAH HARVEY ANTHONY BATES THOMAS CUMMINGS EDWARD HEIL JOHN BARCLAY BENJAMIN DAVIS HENRY HALBY JOHN BREWSTER SAMUEL DAVENPORT THOMAS HAYS HUGH BAKER JOHN DOYLE ROBERT HUNTER* JOHN BEATTY JAMES ELLIOTT JOHN HUMBERT WILLIAM BUCHANNAN ROBERT ELDER HENRY HESS ANDREW BARCLAY JOSEPH FINGERTY ROBERT JOHNSTON ENOCH JOHNS JOHN MARSHAL JOHN SMITH JOHN KROTZER JAMES McKIM JOHN SWANGER JAMES KEEVER ABSALOM McILWEE JACOB STALEY MICHAEL KESTER JOHN MURRAY WILLIAM SHEETS JAMES KIRKWOOD JOSEPH NOBLE JOHN STEWART BENJAMIN LONG JOHN NOBLE BARNEY SHIPTON DAVID LIGHTNER JOHN OVER JOHN STAKE TOBIAS LONG JOSEPH PHIPPS DAVID TRINDLE NOAH MACKY THOMAS PENWELL WILLIAM WOODS JOHN McCONNELL GEORGE PLUCHER RICHARD WRIGHT ROBERT McCONNELL MATHIAS PANTHER JOHN WALKER JAMES MORHEAD WILLIAM REED GEORGE WRIST JOHN McDOWELL CHARLES RUNION WILLIAM WILLIAMS ADAM MEYERS WILLIAM RAMSAY WILLIAM WESCOTT GEORGE MACOMB PHILLIP ROAN JOHN YOUNG JOHN MILLER JACOB STEVICK ROBERT YOUNG WILLIAM McCLURE PETER SCHELL JOHN YOUNG SAMUEL MATEER SAMUEL SWOPE JACOB ZETTLE WILLIAM MOORE JOHN SHELL *Footnote: Afterward colonel of the Fiftieth Regiment. This company was in service seven months, in battles of Chippewa and Lundy's Lane; guarded prisoners captured on the frontiers to Albany N.Y.. They were mustered out at Albany. GORDON'S COMPANY, MARCH 1, 1814 CAPTAIN -- SAMUEL GORDON FIRST LIEUTENANT -- WILLIAM DICK SECOND LIEUTENANT -- WILLIAM PATTON THIRD LIEUTENANT -- JAMES BURNS ENSIGN -- WILLIAM MILLER SERGEANTS -- HUGH DAVISON CHARLES MILLER JAMES SCOTT JOSIAH GORDON CORPORALS -- JOSEPH ARTHUR JAMES HALL JOSEPH SHILLING JOHN PODMAN PHILIP MASON WILLIAM BURGISS PRIVATES THOMAS ALLEN JOSEPH FLORA JOHN McCLAY WILLIAM ALSIP JOHN FISHER PHILLIP MYERS MARTIN BEARD MICHAEL FRITZ WILLIAM MAHAFFY HENRY BAUGHER HENRY GEIGER MURDOCK MITCHELL BENJAMIN BUMP GEORGE GLAZE JOHN McCURDY GEORGE BURR MOSES GETRICH ROBERT McCLELLAND FRED'K BEVERSON JOHN GREENLY DANIEL MENTZER JOHN BAKER JOHN GRAHAM G.M. MILLER MICHAEL BORER JOHN HUBER GEORGE MILLER JACOB BAKER JOSEPH HOFFMAN GEORGE NEFF PETER BAKER WILLIAM HARDIN JOSEPH NEAL MICHAEL BEAR GEORGE HARMONY NATHAN PHIPPS ADAM BROWN JAMES HARDY ABRAHAM PIACEARE CONRAD CROFT JOHN HAWK WILLIAM PEARSLAKE JOHN COON PETER HARGER THOMAS POE JOHN CRAIG JOHN IRWIN ERASMUS QUARTERS RICHARD CAHIL DAVID JOHNSTON ANDREW ROBERTSON WILLIAM CLEM JOHN JEFFERY WILLIAM REESEMEN JOHN CARVER NATHANIEL KING JOHN RITTER WILLIAM CLARK JACOB KEEFER ADAM RANKIN RICHARD DONAHOE WILLIAM KLINE ADAM REAM WILLIAM DIVELBISS WILLIAM KING CHRISTOPHER SITES JOHN DOWMAN PETER KEEFER FREDK STUMBAUGH EDWARD DETRICK MATHEW KING JACOB STAUFFER GEORGE DAVIS JAMES LOGAN NICHOLAS SMITH SAMUEL DEAN BENJAMIN LEWIS JACOB SMITH JACOB DEEMER JACOB LIEPERT HENRY SATIN JOHN DAVIS JOHN McCOLLEY JOSEPH TICE ADAM DUNCAN JOHN McCONNELL JAMES THOMPSON JACOB EBY ALEXANDER McMULLEN HENRY UNGER GEORGE ENSMINGER PETER MYERS WILLIAM WOLF WILLIAM EDWARDS WILLIAM MILLER WILLIAM WHITMAN NATHANIEL FIPS JOHN McNEAL HENRY WEAVER August 14, 1814, the Americans, under GENERAL WINDER, were defeat- ed at the battle of Bladensburg; the same day the British entered Washington and burned the capitol and other buildings. This fired anew the hearts of the people. The people by common impulse rang the bell and assembled in meetings. The people at one of these meetings, in Franklin County, dispatched one of their number as a messenger to the national authorities to learn if more troops were wanted or would be accepted. The news borne by the messenger was gladly received, and word returned that the Government wanted more troops. When the people learned this they gave expressions to their joy, and all the bells of the town were rung, drum and fife corps paraded the streets, and in a few days seven companies were organized, equipped, and on their way to Baltimore. One of them was a troop of cavalry, from Mercersburg, under CAPTAIN MATHEW PATTON, which marched to Baltimore, but their services were not accepted as cavalry were not needed, but the majority of the troops determined to go to the war, disposed of their horses, and join- ed different companies of infantry. The following are the rosters of the companies that left the county in the early part of September, 1814: CHAMBERSBURG COMPANY CAPTAIN -- JOHN FINDLAY FIRST LIEUTENANT -- JOHN SNIDER SECOND LIEUTENANT -- GREENBERRY MURPHY ENSIGN -- JOHN HERSHBERGER SERGEANTS -- JOSEPH SEVERNS ANDREW REA HENRY SMITH JEREMIAH SENSENY JACOB FEDDER CORPORALS -- JOHN ROBISON GEORGE W. LESTER JACOB HECK JACOB BICKLEY PRIVATES JACOB ABRAHAMS JACOB GEORGE SAMUEL NOGEL JOHN BERLIN JOHN GILLESPY JOHN NITTERHOUSE PETER BONEBRAKE JACOB GLOSSER JACOB NEFF JOHN BAXTER JOHN GELWICKS JOHN NIXON JAMES BUCHANAN MICHAEL HELMAN JOHN PORTER JOHN BRINDLE THOMAS HALL EDWARD RUTH WILLIAM BRATTEN WILLIAM HARMAN JACOB REICHERT BENJAMIN BLYTHE JAMES HUSTON JOHN RADEBAUGH JOHN BAUGHMAN DAVID HELMAN ELIJAH SARGEANT JOHN BUCHER ISAAC IRWIN CHARLES STUARD JACOB BITTINGER THOMAS JONES SAMUEL SHILLITTO ABRAHAM BURKHOLDER WILLIAM KINNEARD DANIEL SHARP FRED'K BEST DAVID KELLER WILLIAM SIPES JOHN CAMPBELL THOMAS KAISEY JACOB SPITEL JAMES CARBERRY JACOB LAUFMAN ROSS SHARP CONRAD CLOUSE JOHN LUCAS JOHN SUTTEY DANIEL CROUSE REUBEN MONROE JOHN TRITLER JOSEPH COPE ROBERT McAFEE JOHN TODD JOHN CLUGSTON DANIEL McALLISTER JOSEPH WILSON McFARLIN CAMMEL WILLIAM McKESSON BENJAMIN WISER CONRAD DRAHER WILLIAM McKEAN JAMES WALKER DANIEL DECHERT WILLIAM MILLS JACOB WOLFKILL WILLIAM DUGAN SAMUEL McELROY JOSIAH WALLACE JAMES DIXON SOYER McFAGGEN DAVID WHITE JOHN EATON JOHN MILONE MATTHEW WRIGHT SIMON EAKER DAVID MENTZER JAMES WESTBAY BENJAMIN FIRNWALT JACOB McFERREN HUGH WOODS HENRY FRY CAMMEL MONTGOMERY WILLIAM WHITE THOMAS FLETCHER DAVID MUMMA GEORGE YOUNG HENRY GAUTER LUDWICK NITTERHOUSE GEORGE ZIMMERMAN CULBERTSON'S COMPANY CAPTAIN -- SAMUEL D. CULBERTSONS FIRST LIEUTENANT -- JOHN McCLINTOCK SECOND LIEUTENANT -- GEORGE K. HARPER ENSIGN -- JOHN STEVENSON SERGEANTS -- ANDREW CALHOUN JOHN CALHOUN STEPHEN RIGLER ALEX ALLISON CORPORALS -- HUGH GREENFIELD JAMES WILSON SAMUEL BEATTY JOHN ANDREW PRIVATES JOHN ARNTT JOHN HOLMES JAMES D. RIDDLE HENRY BURCHETT WILLIAM HEYSER PHILLIP REGES JOHN BESORE JOSEPH HOUSEM SAMUEL RUTHRAUFF MATTHEW BESORE GEORGE HARRIS WILLIAM RICHEY GEORGE BEAVER HENRY HELFMIRE ADAM ROEMER JAMES CRAWFORD JOHN HINKLE GEORGE SIMPSON AUGUSTUS CAPRON MICHAEL S. JOHNS WILLIAM SCHOEPLIN WILLIAM COOK WILLIAM JAMISON JOHN SNIDER JAMES CAMPBELL GEORGE JASONSKY SAMUEL SHILLITT EDWARD CRAWFORD JOHN KINDLINE WILLIAM SHANE EDWARD CAPRON JACOB KELKER DANIEL STEVENSON PETER CRAYTON ANDREW LINDSAY JACOB SMITH JOHN DEVINE WILLIAM M. McDOWELL DAVID TRITTLE WILLIAM DENNY JOHN McBRIDE ROBERT THOMPSON JOSEPH DUFFIELD PATRICK MURRAY ABRAHAM VORESS JOHN DENIG JOHN McCORMICK BARNARD WOLFF JOHN DAUGHERTY GEORGE B. McKNIGHT JACOB WIDEFELT JOSDEPH ERVEN THOMAS G. McCULLOH JOHN WEAVER BENJAMIN FAHNESTOCK HENRY MERKLEIN JOHN WHITMORE WILLIAM FERRY JOHN NUNEMACHER JOHN B. WATTS ISAAC GRIER WILLIAM NOCHTWINE JAMES WARDEN JACOB GROVE GEORGE OYSTER JOSEPH WALLACE HENRY GREENAWALT JOHN O'NEAL GEORGE WILSON WILLIAM GROVE SAMUEL PORTER PAUL HEOFLICH WILLIAM REYNOLDS BARD's COMPANY CAPTAIN -- THOMAS BARD FIRST LIEUTENANT -- JAMES McDOWELL SECOND LIEUTENANT -- JOHN JOHNSTON ENSIGN -- JOSEPH BOWERS SERGEANTS -- A.T. DEAN G. DUFFIELD THOMAS SMITH G. SPANGLER CORPORALS -- WILLIAM SMITH THOMAS GRUBB WILLIAM McDOWELL THOMAS JOHNSTON FIFER -- JOHN MULL PRIVATES JOHN ABBOTT WILLIAM HOUSTON JOHN McCULLOCH JOHN BROWN JOSEPH HARRINGTON CHARLES PIKE ARCHIBALD BARD FRED'K HENCHY MATHEW PATTON ROBERT CARSON JAMES HAMILTON DAVID ROBSTON SAMUEL CRAIG JOHN HARRER WILLIAM RANKIN JOHN COXE SAMUEL JOHNSON THOMAS SPEER JOHN COX, JR. JOHN KING GEORGE STEVENS JOHN CAMPBELL JOHN LIDDY CONRAD STINGER JOSEPH DICK JAMES McDOWELL JAMES SHEILDS JOSEPH DUNLAP WILLIAM McDOWELL, SR. JOHN SYBERT JOHN DONYHON JAMES McNEAL WILLIAM STEWART JEREMIAH EVANS JOHN McCURDY DAVID SMITH PETER ELLIOTT JOHN MAXWELL THOMAS SQUIRE JOHN FURLEY JOHN McCLELLAND WILLIAM WILSON JOHN GLAZE GEORGE MCFERREN JAMES WALKER WILLIAM GLASS AUGUSTUS McNEAL CHRISTOPHER WISE JOSEPH GARVIN ROBERT McCOY SAMUEL WITHEROW HENRY GARNER WILLIAM McKINSTRY JOHN WERLBY LEONARD GAFF THOMAS C. McDOWELL THOMAS WILLIAMSON JAMES GARVER JAMES MONTGOMERY JOHN WITHEROW WILLIAM HART SAMUEL MARKLE THOMAS WADDLE JAMES HARRISON ROBISON's COMPANY CAPTAIN -- ANDREW ROBISON FIRST LIEUTENANT -- JOHN BROTHERTON SECOND LIEUTENANT -- JAMES MITCHELL ENSIGN -- JACOB BESORE SERGEANTS -- JAMES WALKER ANDREW SNIVELY THOMAS WILSON ARCHIBALD FLEMING CORPORALS -- JOHN RANDALL GEORGE BELLOWS GEORGE SACKETT ALEX AIKEN PAYMASTER -- WILLIAM CARSON PRIVATES WM. ARMSTRONG, JR. JOHN GAFF JACOB POPER JOHN ALLISON JOHN GARNER JAMES POE ROBERT BRUCE EDWARD GORDON J. PIPER SAMUEL BRADLEY FRED'K GEARHART JOHN PARK ROBERT BROTHERTON JOSEPH HUGHES A.B. RANKIN JOHN BILLINGS WILLIAM HARGER JOHN REED WM. H. BROTHERTON JOHN HENNEBERGER JOHN ROWE, SR. FREDERICK BAIRD WILLIAM IRWIN ROGER RICE WILLIAM BRATTEN JAMES JOHNSTON JOHN ROGERS HENRY BEATTY WILLIAM KREPPS JOHN SHIRA JAMES BROTHERTON JONATHAN KEYSER JOHN SHEARER JOHN BOGGS GEORGE KUY HENRY SITES BENJAMIN CORE MATHEW KENNEDY ROBERT SMITH GEORGE CLARK JAMES McGAW CHARLES STEWART JAMES CAMLON WILLIAM H. MILLER SAMUEL STATLER WALTER B. CLARK SAMUEL McCUTCHEN GEORGE SPECKMAN FREDERICK CARPENTER ABRAHAM McCUTCHEN JOHN SHAUP WILLIAM CLARK JOHN McCLELLAN ADAM SAYLER WILLIAM COFFROTH JOHN McCUNE GEORGE SCHREDER JAMES DAVISON JAMES McCORD JOHN SNYDER JESSE DEMAN WILLIAM MORELAND GEORGE ULLER WILLIAM T. DUGAN JOHN MILLER WILLIAM VANDERAW JOHN DENNIS JOHN McCOY GEORGE WALLACK GEORGE FLORA ADAM McCALLISTER JOHN WEAVER DAVID FULLERTON WILLIAM McGRAW THOMAS WELSH SAMUEL FOREMAN JOHN McCONNELL CHRISTIAN WILHELM ROBERT GUINEA ARCHIBALD McLANE THOMAS WALKER WILLIAM GALLAGHER JOHN B. McLANAHAN JAMES WILSON PETER GALLAGHER SAMUEL NIGH CHRISTIAN WISE HUGH GUINEA ROBERT OWEN ALEXANDER YOUNG FLANAGAN's COMPANY CAPTAIN -- JOHN FLANAGAN LIEUTENANT -- WILLIAM BIVINS ENSIGN -- DANIEL McFARLIN SERGEANTS -- ROBERT GORDON GEORGE COCHRAN WILLIAM DOWNEY GEORGE FOREMAN PRIVATES SAMUEL ALLISON JAMES GETTYS JOSEPH MISNER CHRISTIAN BECHTEL GEORGE GETTYS JOHN OELLIG HUGH BLAIR DANIEL HAULMAN MAXIMILLIAN OBERMEYER JOHN BOWMAN DAVID HEFFNER GEORGE PRICE DAVID BEAVER PETER HAULMAN ROBERT RAY JOHN BORMEST DANIEL HARTMAN ABRAHAM ROBERSON WILLIAM BARNET JAMES HARSHMAN JOHN SHEFFLER WILLIAM CALL JAMES HAYDEN ALEX STEWART JAMES DUNCAN GEORGE KOONTZ JOHN STONER JOSEPH FULTON JOHN LOGAN ADAM STONEBRAKER JAMES FULLERTON DANIEL LOGAN DAVID SPRINGER JACOB FRY JAMES McCRAY GEORGE WEAGLEY LOUDON FULLERTON WILLIAM MOONEY DAVID WEAGLEY SAMUEL GREEN WILLIAM McDOWELL ALEXANDER's COMPANY CAPTAIN -- WILLIAM ALEXANDER LIEUTENANT -- FRANCIS McCONNELL ENSIGN -- JAMES BARKLEY SERGEANTS -- JOHN MACLAY RICHARD CHILDERSON PETER FOREMAN WILLIAM YOUNG CORPORAL -- JOHN STERRETT PRIVATES JAMES ALEXANDER GEORGE HOUSTON HUGH MAXWELL THOMAS CHILDERSTONE JAMES IRWIN JOHN McKEE EDWARD DUNN JAMES JONES JOHN NEAL JOHN ELDER DAVID KYLE PETER PIPER NOAH ELDER JAMES McCONNELL JOHN PATTERSON ANDREW FOREMAN JOHN LITTLE JOHN RYAN WILLIAM FINNERTY ROBERT LEWIS WILLIAM SHUTTER THOMAS GEDDIS ROBERT McMILLON ARTHUR SHIELDS JOHN HARRY JAMES McKIBBEN JOHN VANLEAR SAMUEL HOCKENBERRY ROBERT McCLEARY DAVID WITHEROW JOHN HILL JOHN McALLEN JAMES WALLACE THOMAS HARRY JOSEPH McKELVY PETER WILT These companies formed a regiment, COLONEL JOHN FINDLAY command- ing. After FINDLAY's promotion LIEUTENANT WILLIAM YOUNG became CAPTAIN. The other field officers of this regiment were MAJOR, DAVID FULLERTON; SURGEON, JOHN McCLELLAND; FIRST MATE, DR. JOHN BOGGS; SECOND MATE, DR. JESSE McGAW; ADJUTANT, JAMES McDOWELL; QUARTERMASTER, THOMAS G. McCULLOH; SERGEANT-MAJOR, ANDREW LINDSAY; QUARTERMASTER-SERGEANT, WILLIAM CARSON; PAYMASTER-GENERAL, GEORGE CLARK. These troops continued in active service until September 23 fol- lowing when they were mustered out.