Area History: History of Schuylkill County, Pa: W. W. Munsell, 1881 History of Schuylkill County, PA: Chapter XI - XIII Contributed for use in USGenWeb Archives by R. Steffey. Typing and editing by Jo Garzelloni and Carole Carr. USGENWEB NOTICE: Printing this file by non-commercial individuals and libraries is encouraged, as long as all notices and submitter information is included. Any other use, including copying files to other sites requires permission from the submitters PRIOR to uploading to any other sites. We encourage links to the state and county table of contents. ____________________________________________________________ HISTORY OF SCHUYLKILL COUNTY, PA with Illustrations and Biographical Sketches of Some of Its Prominent Men and Pioneers. New York: W. W. Munsell & Co., 36 Vesey Street, 1881 Press of George Macnamara, 36 Vesey Street, N.Y. ____________________________________________________________ __________ CHAPTER XI. __________ THE RAILROAD SYSTEM OF SCHUYLKILL COUNTY. ________________________ The railroad system of Schuylkill county embraces a network of roads more extensive and intricate than that of any other region of equal extent in the country. These roads ramify in all parts of the county where coal is mined, follow the windings of the streams through the many valleys and ravines, climb the moun- tains, over planes or by winding along their sides, or pass under them through tunnels. They enter the mines, to all parts of which they extend; and it is a well known fact that a greater number of miles of railroad run beneath the surface than above it in this county. Like the ramifications of the vascular system of an animal, these branches unite in a few main lines, which carry to the different markets the immense amounts of coal that are brought to them from the mines to which the branches extend. The development of the railroad system in this county has kept even pace with the growth of the mining interest. As elsewhere stated, the Schuylkill navigation was projected with the view, mainly, of affording an outlet for the lumber which had before been taken to market from this region in rafts, and a means of transportation, in connection with the Center turnpike, of the commerce between the Susquehanna region and Philadelphia. The coal trade was then in its infancy; and the most sanguine did not dream of the growth which it was to acquire, or look forward to the time when it would constitute more than a considerable item in the business of the naviga- ____________end page 83._____________ page 84 HISTORY OF SCHUYLKILL COUNTY. _______________________________________________________________ tion. A few of the projectors foresaw an increasing trade; and in 1817 the managers, in an address, stated that probably "coal might one day be carried along the Schuylkill to the amount of ten thousand tons per annum;" but, in the absence of any previ- sion of the importance which the coal trade has since assumed, many prudent men looked on the scheme as a visionary project, that would be beneficial to a few speculators and stock gamblers, but not a permanent source of advantage to the public, or of wealth to the stockholders. For a few years after the completion of the navigation the coal which was carried over it was brought to the boats in wagons by teams. In 1827 a railway nine miles in length was built, to connect some coal mines with the Lehigh navigation at Mauch Chunk. It has been stated by many historians that this was the first railroad in Pennsylvania, and the second in the United States; but such is not the fact. In 1826 Abraham Potts, now living at Port Carbon, built the pioneer railroad in the state. This road was half a mile in length, from his mine to the head of navigation at the mouth of Mill creek. It had wooden rails, and the cars running on it carried each 1 1/2 tons of coal. It proved a success; and after it had been in operation some two years the place was visited by some of the managers of the Schuylkill navi- gation to see the new method of carriage. Mr. P. had thirteen cars loaded, ready to take to the canal. When they saw him fasten a single horse to the foremost car, they asked him if he proposed to "draw a ton and a half with one horse." When they saw this one animal easily move the train of thirteen cars, with about twenty tons, to the canal, their astonishment was great. Mr. Potts told them that in ten years they would see coal taken from these mines to Philadelphia in cars over a railroad. They replied that if he came to the city they would find a place for him in an insane asylum, for he was certainly crazy. Eleven tears saw the fulfill- ment of the prediction. It may be remarked here that the cars which Mr. Potts used were unloaded through the bottom, instead of by dumping, and that the wheels were fixed on the axles. He was the originator of both these plans, which have since been almost universally adopted. As soon as the practicability of railroads for transporting coal from mines to the navigation came to be demonstrated such roads began to spring into existence. After the completion of the Schuylkill navigation other navigation companies were char- tered, for the utilization of the waters of other streams, but supplementary acts authorized railroads instead of these naviga- tions, and nothing was done under the original charters. In 1826 the first act authorizing the construction of a railroad in this county was passed. This was followed in 1828 and 1829 by others, and in the latter year portions of several were in operation. These roads were operated by horses or mules, and by the condi- tions of their charters were highways, over which the cars and freight of any one might be taken, on the payments of the tolls, which were prescribed or limited by the charters. In 1833 two locomotives, named the Comet and the Spitfire, were placed on the Little Schuylkill Railroad, and afterward locomotives came into use on other roads. On roads where motive power was used the law prescribed regulations for the tolls on freight drawn by the locomotives of the company or individuals. It was not at first the design of the people through their representatives to grant- to these railroad companies privileges of exclusive transporta- tion on their roads, but these companies have come to exercise and even claim that privilege, without the sanction of legisla- tive enactments. Of the reciprocal influence upon each other of the coal and railroad interests in this county it is hardly necessary to speak; for it is evident to every one that neither could have been developed, to its present extent, without the other. It is also unnecessary to allude to the combination of these interests, and to the effect of such combination on the prosperity of the county; for these subjects are before the people here in a prac- tical form. During many years there have been in this county a growing tendency toward the combination or concentration of capita in important branches of trade and industry, and the smothering of healthful competition. The following history of one of the most important roads in this county, by one whose relation to it gave him a thorough knowledge of everything pertaining to it, will, at the same time, illustrate the development of the railroad system here, the experiences which the builders of railroads have encountered, and the improvements which have been made since the first rude and somewhat awkward structures were built. Comparatively little will be said of other roads that would not be repetition of portions of this history. Nearly all the roads in the county have, by purchase, lease or otherwise, been absorbed by the Philadelphia and Reading Railroad Company. MINE HILL RAILROAD By R.A.Wilder What are known as the lateral railroads of Schuylkill county were first constructed to accommodate the Schuylkill canal with a coal tonnage from the district south of the Mine hill and east of the west branch, covering an area of between sixty and seventy square miles. Previous to the construction of the laterals, the coal openings had been made in the immediate vicinity of the canal; no one was more than half a mile distant, and the tracks running to the loading place were no more than an extension of the mine roads a short distance beyond the mouths of the drifts. The mine tracks were very primitive. They consisted of notched cross ties (sleepers) on which a wooden rail, three by four or four by six inches, was laid and fastened by wooded keys driven in by the side of the rail. The gauge of the track was made to suit the fancy of the owner, but the average was forty inches. The mine cars held about a ton of coal and slate, and the wheels were loose upon the axle, like those of a wagon. There was usually a platform upon which the coal was dumped for the purpose of separating the impurities before loading, as breakers had not then been introduced. The pure coal _______________end page 84._______________ page 85 MINE HILL AND SCHUYLKILL HAVEN RAILROAD ______________________________________________________________ went into the boats as it cane from the mines; large and small sizes were intermingled, and the consumer in that day had to break it to suit himself. Could that method have been continued through the intervening years, a hundred millions of dollars would have been shared by the land owner, and miner and trans- porter. The Mill Creek Railroad, extending from Port Carbon to the vicinity of St. Clair, was commenced in 1829. It had a forty- inch single track and was built much like the mine tracks just described. The Schuylkill Valley Railroad was also commenced the same year, and finished in 1830. This line runs from Port Carbon to Tuscarora-ten miles-and was at first a double forty-inch track, costing about $6,000 per mile. The Norwegian and Mt. Carbon Railroad was built about the same time and extended from navigation at Mt. Carbon to the several coal mines northwest of Pottsville. This road had a common gauge of 56 1/2 inches and was built in a more substantial manner than either of the first-named lines. The first three miles were double track, and the balance single track so arranged as to accommodate a large traffic. The Little Schuylkill Railroad, extending from Port Clinton to Tamaqua-twenty-two miles-was built subsequently to most of the others and is mentioned in this connection only because it formed a part of the lateral system of the county. It had gauge of 56 1/2 inches. The most important of all the laterals is the Mine Hill and Schuylkill Haven Railroad, which extends from Schuylkill Haven to the coal fields north and south of the Broad mountain, and enters by short branches every ravine of the mountains and other suit- able places for locating a colliery. It was first projected by a few landowners who were desirous of developing their properties and obtaining revenues therefrom. The original charter was approved by J. Andrew Schulze, governor of Pennsylvania, on the 24th day of March, 1828. Several amendments and supplements have been made since to meet the expanding trade and provide facili- ties for moving the tonnage, that grew year by year. The company was organized on the 21st of May, 1828. The amount of stock subscribed was only $13,000, on which ten per cent. was paid into the treasury. With this small sum of $13,000 the company began the construction of a road that ulti- mately covered, like a network, more than one hundred square miles of the anthracite coal fields. The treasury was empty before the preliminary work had been accomplished, and then efforts were made to obtain subscriptions to the whole capital stock of $25,000. The managers took it individually, but soon found it to be entirely inadequate to the undertaking, and then restored to the plan that has wrecked so many enterprises and individuals in this country; they endorsed the notes of the company and were obliged to protect then individually when they fell due. This condition could not continue, and the managers availed themselves of the power conveyed in the charter to in- crease the capital stock to $100,000, by a vote of the stockhold- ers; a part of this additional stock was taken by parties inter- ested in the completion of the work, but a large amount of money was still needed, and capitalists were invited to make up the requisite sum on the security of a mortgage upon the road. With the funds thus obtained the road was finished, and in April, 1831, the first coal passed over it. The cost of the loan at this time was $185,783.02, of which $68,450 was stock and $117,333 was borrowed money. Of course this amount was far beyond all est- imates of the projectors of the work and such engineers as laid out the line. In the eight months following April, 1831, seven- teen thousand five hundred and fifty-nine tons of coal were tran- sported over the road, which was esteemed a food beginning; and one sanguine gentleman predicted the time when as much as a hundred thousand tons would be carried, and was laughed at as a visionary. More than two millions per annum have since been carr- ied as an earnest of his prophecy. The engineers of that period had little knowledge of railway construction, and it was well they had not, for few of the early lines would have been built. An estimate of $50,000 per mile would have scared the capitalists more than an attempted bur- glary. Such estimates as they did make were wide of the mark, and consequently the construc-tion proceeded by degrees, and funds were obtained in the same way, and each succeeding effort encouraged to more vigor, till finally the line would be opened to traffic and rosy reports circulated then as now to induce investments in the stock or loans. The line followed the sinuous valley of the west branch, and as near grade as possible: consequently it was altogether a succession of curves of small radii, simple and compound, with a few connecting tangents. The bridges were frequent, and consist- ed of untrussed stringers placed four or five feet above the water. The railroad track was made by laying cross-ties four feet apart, and placing in the notched ends an oak rail, three by seven inches, on which was spiked a strap of iron about fifteen feet long, and one and a-half inches wide by three-eights thick, which was designed for the wearing surface. The locomotive had not then entered into the dreams of those builders, and horsepow- er was employed to haul the cars. The road soon reached the highest expectations of the owners, and in the second year the tonnage equaled 65,420 tons. All doubts vanished, and a dividend of seven per cent. was declared from the surplus after paying interest and all indebtedness. All the loans that could be con- verted were changed to stock. The capital was increased to $2000,000 by an act passed in January, 1831, and all the indebt- edness was allowed to take the form of stock. The year 1833 was also very prosperous, and the tonnage increased to seventy-seven thousand tons, which served to increase the sanguine views of the owners to a greater extent than ever before. But the following year brought great commercial embarrassment and heavy losses to nearly every department of trade, and as a consequence the traf- fic of the Mine Hill Railroad was reduced to 42,616 tons, the income from which was barely sufficient to pay _____________end page 85._______________ page 86 HISTORY OF SCHUYLKILL COUNTY. _______________________________________________________________ interest on its debt, leaving nothing for dividends. The recov- ery from depression was rapid, and the traffic was increased again in 1835 to 66,000 tons, and in 1836 to over 107,000 tons. This increase indicated a healthy demand for coal, and many land owners and operators desired extensions of the road to the lands where their interests centered, but the company had no capital for that purpose. To remedy this an act was approved the 29th of March, 1836, authorizing an increase of capital to $4000,000; at the same time power was given to put locomotives on the road but the company did not use this privilege till about ten years later. The policy of the company was one of progress, keeping pace with the gradually increasing demands of an expanding market and the efforts of the land owners and operators to meet it. After constructing branches to most of the available points south of the Broad mountain and west of Pottsville, as far as Tremont and Mt. Eagle, they asked to extend their main line across the for- midable barrier of the Broad mountain into the Middle coal field. The effort to do this had once before been made in the partial construction of the Girard Railroad on a very bad system of inclined planes, which proved an absolute failure and was aban- doned altogether. Just previous to the time the application for what has been known as the "Ashland Extension" was made, several important changes had taken place in the management, and in the mode of working the road. The increase in tonnage from 1844 to 1847 made it necessary to substitute locomotives for horse power, so as to decrease the great number of trains, that then obstructed the road. A firmer and better track was found necessary also, and a general modification of the line took place for the reception of steam engines. This consisted mainly of stronger and wider bridges, planting the double tracks farther apart to make room for the passing of trains with broader coal cars and locomotives, and in substituting heavier rails to support the greater weight upon the wheels and increased speed. The Tremont extension was finished in 1847; and in May, 1848, a much more extensive project was undertaken by the company. Many land owners in the Middle coal field had petitioned the company to open their coal field to the eastern market by contin- uing their main line up the west branch and across the Broad mountain, at a point about 1,520 feet above tide at Philadelphia. The surveys were commenced of the 25th of May, 1848, at the summit between Rattling run and Dyer's run. S.W. Roberts, Esq., of Philadelphia, was chief engineer, and R.A. Wilder principal assistant. Soon after the beginning of the work Mr. Roberts was appointed chief engineer of the Pennsylvania and Ohio Railroad (now Pittsburg and Fort Wayne), and left the field work in charge of the principal assistant. The surveys covered the region between the Schuylkill and the water sheds of the Susquehanna a few miles below Shamokin, where connection was made with the old Sunbury and Pottsville Railroad, which was the western portion of the Girard Railroad before referred to. The crest lines were about ten miles in length on the Broad mountain. At that time the whole region was densely wooded, and, with the exception of a few farm houses here and there, miles apart, uninhabited. The work of the surveying parties was exceedingly laborious on account of the long distances walked morning and evening to and from the lines. It was necessary to finish the surveys within a specified time required by the terms of the supplement to the charter, so that the company could determine the question of accepting, or not, the provisions of the act. The preliminary work for an accurate topographical map had con- sumed much of the time, and the final location had to be pushed in a manner very exhausting to the party. An approximate esti- mate of the cost showed that the authorized capital was inade- quate, and the company concluded not to accept the supplement. This line had two inclined planes on the north of the moun- tain to hoist the loaded cars by stationery machines. The as- cending grades to the summit along the southern slope were an average of eighty-four feet to the mile. This line followed the underlying strata of the coal measures, and consequently avoided the danger of the cavings on the coal seams which have given so much trouble on the line built a few years later and which is now being operated. At the close of these surveys Mr. Wilder was appointed resi- dent engineer, and immediately began surveys of the main line for the purpose of straightening it wherever practicable. In this way much of the old line was rebuilt and improved in every re- spect. The standard width between the tracks was made six feet, which has since been very generally adopted on all lines of railway having a double track. On the first of January, 1849, Mr. Wilder became superintendent of the road, and later in the same year he took entire charge of the machinery and transporta- tion (in addition to his former duties) with title of chief engineer and superintendent. Between 1849 and 1852 many improve- ments were made in the old tracks, and the Swatara and Middle creek branches were built. At the session of the Legislature of 1852 an act was passed which again authorized the construction of the Ashland extension, with an increase of capital not exceeding $500,000. At that period of time the Legislature was exceedingly jealous of corporate bodies, and rarely gave sufficient capital to pay the cost of the authorized to be done. Edward F. Gay was appointed engineer of construction, and in April, 1852, began a resurvey of the line located in 1848. Unfortunately for the company his desire to reduce the former estimates of costs induced him to increase the grades to ninety- three per mile in order to diminish the distance to the summit, which brought his line on the outcrop of the veins of coal in the vicinity of Glen Carbon for a long distance. The results has been disastrous in the extreme. Frequent falls of the surface have taken place at various points, causing interruptions to the traffic, and entailing heavy expenditure for repairs, litigation, and re-location of the road. The line was _______________end page 86._________________ page 87 BRANCH RAILROADS TO COAL MINES _______________________________________________________________ opened on the 16th of September, 1864, by passing an engine and train of coal cars, with one small passenger car attached, from Cressona to the terminus at Big Mine Run. The machines for hoisting and lowering cars at the inclined planes were not ready, and the descent was made down these steep inclines by the use of brakes on the cars, and iron shoes placed under the wheels of the tender and fastened by chains to the frame of the locomotive. The vertical descent of the two planes is seven hundred and twenty feet, but the train was taken down without accident. The return was made by separating the train and hauling single cars up the planes with mules. The opening of the road in this imper- fect manner was rendered necessary by the requirements of the charter, which limited the period for finishing the line. Mr. Gay resigned his connection with the work at this time. While the tracks were in a condition to be run over, the most important parts about the planes were unfinished. The chief engineer of the company began at once to make the deeded altera- tions and improvements of the work, and in the course of the next two years the whole was remodeled upon plans that have been successfully used ever since. The first hoisting machinery was imperfect in design and construction, and after many efforts to adapt it to the wants of the trade it was abandoned, and that in present use was designed and patented by Mr. Wilder. The hoist- ing wheels of the Mahanoy and Broad mountain planes, and also of the Wilkes-Barre planes belonging to the Lehigh Navigation Compa- ny and operated by the New Jersey Central Railroad Company, are of the same construction. The pushing cars (Barneys) attached to the wore ropes had at first telescopic axles to enable them to be drawn together, after descending the planes on the same rails as the coal cars run, to enter the pit at the foot of planes, while the train passes over them. Frequent accidents rendered it neces- sary to lay another track of narrow gauge between the main rails, and run upon it a "pusher,) of "Barney," with wheels made fast to a shorter axle, that would enter the pit without danger of get- ting off the track. A new method of ballast for the tail rope was also devised. Owing to the length of the planes the method of signals on common use to communicate between the head and foot of the planes was found to be impracticable, and a simple elec- tro-magnetic bell signal was arranged and put in use successfully in 1856. This has worked so well since that not even the tele- phone has supplanted it. The various new devices introduced cheapened the cost of movement over the planes to such an extent as to reduce it to the sum charged on any other part of the road, viz., two and a half cents per ton per mile. The blocks of wood inserted in the perimeters of the wheel, in which the groove to three years, and the wire rope has elevated more than 3,000,000 gross tons before removal. In 1856 an extension of the Tremont branch was made to Mt. Eagle under a charter creating the Mt. Eagle and Tremont Railroad Company. This road opened the lands owned by Hon. Henry K. Strong, who procured the authority to build the line while he was a member of the Legislature. A large amount of coal was trans- ported from the property, but in this case, as in many others in the anthracite coal fields, the cost of the road was too great for the tonnage supplied, and taken by itself it never was prof- itable to the company. Indeed, all the branches running into the lands in the vicinity of Tremont never paid a large percentage. As a rule, land-owners and operators are sanguine men, and lavish in promises which are seldom fulfilled. In the same year (1856) the Big Run branch was built as far as Locust Dale, about three miles from the foot of the planes, to open new mines at that point. In 1860 the Locust Mountain Coal and Iron Company made application for an extension of the Big Mine Run branch to the basin north of the Locust mountain. The elevation of the valley was three hundred feet above the terminus of that branch; and as the only method of overcoming the heights by a graded line was through a long switch-back, involving heavy and very expensive work, it was deemed advisable to make a self-acting or gravity plane, where the descending load raised the empty cars. This was done at a comparatively small cost, and a new system of machin- ery, specially adapted to heavy and rapid working, was invented and put in use, and is still in good order after twenty years of heavy service. During the same year the Big Run branch was extended from the terminus of the portion constructed from the foot of the planes westward through the Big Run valley to Locust Gap, where it connected with the Shamokin Valley and Pottsville Railroad. By this line the railway system of Schuylkill county was connected with the western and southern railroads through the Philadelphia and Erie and Northern Central railways. The opening of this branch, on the 18th of October, 1860, was celebrated by an excursion train from Philadelphia to Sunbury, participated in by the Schuylkill Navigation Company, the Philadelphia and Read- ing Railroad Company, and the Mine Hill and Schuylkill Haven Railroad Company, and their guests. Six passenger coaches, with other five hundred persons, were hauled by a single locomotive, weighing thirty tons, across the Broad mountain at a speed of twenty-five miles an hour. This was considered quite a feat at that time, and probably no engine of equal weight has ever done better on ascending grades of one hundred and ten feet per mile. The train was taken down the planes (two cars at a time) without delay or accident. An extension of the Mill Creek branch of the Philadelphia and Reading Railroad into the Mahanoy basis, via the old Girard line, or the immediate vicinity of it, by the Mahanoy and Broad Moun- tain Railroad Company, was put under contract at this time, with George B. Roberts as chief engineer. The road was intended to be a rival of the Mine Hill Railroad in that region, and the charges for transportation over it were reduced below those of the latter company, to the serious detriment of its aggregate income. As was perfectly natural under the circumstances, a conflict began between the rival _____________end page 87._______________ page 88 HISTORY OF SCHUYLKILL COUNTY. ______________________________________________________________ interest, and litigation of a very unsatisfactory character con- tinued for more than a year, resulting in nothing more than a confirmation of what had been suspected from the beginning, that the Philadelphia and Reading Company had been the instigator of the whole movement, for the purpose of obtaining ultimately a control of the Mine Hill road, and through it crippling the canal as a coal carrying line. The next movement was to withdraw the eastern tonnage from the Reading company, which had previously received more than one-half the coal passing over the Mine Hill Railroad, and send it to New York by a new connection with the Lehigh Valley and New Jersey Central railroads. A charter had been granted by the Legislature of Pennsylvania for a railroad, entitled the Schuyl- kill Haven and Lehigh River Railroad, in 1856, and in October and November of that year a preliminary survey of the line was made by Alexander W. Rea. At the session of 1850 the charter was extended and amended to include members of the Mine Hill Company among the commissioners to open books and organize the company. On the 15th of July the books were opened at Franklin Hall, Philadelphia, and 8,000 shares, or a majority of the stock, were taken by the Mine Hill Company. The commissioners met on the 5th August and completed the organization of the company. The sur- veys were rapidly made, and the work placed under contract on the 5th of December following. The grading and masonry were pushed ahead as fast as possible through the winter, which was favorable for the contractors, and by spring had advanced so much as to convinced the managers of the Philadelphia and Reading Railroad Company that at an early day they would have to encounter a competition for the eastern traffic far more formidable than they had thought it possible to effect; and when they learned that the whole superstructure and rolling stock had been contracted for, they sought at once to stop the construction of the road by opening negotiations for the lease of the Hine Hill and Schuyl- kill Haven Railroad and its dependencies for a period of 999 years. As a preliminary to this the new company was to be merged in the old, under a general law providing for such action between corporations, after which the terms of the lease began to be discussed by committees of the two companies. A meeting was finally held on April 24th by the directors of the Schuylkill Haven and Lehigh River Railroad Company at their office in Phila- delphia to take action upon the Reading offer, and they resolved to accept it, stop all work upon the line, go into a liquidation of the contracts, and settle all claims for damages that had been incurred during the progress of the work. In the meantime an appraisal of the rolling stock and loose property of the Mine Hill Railroad Company was made, and the property scheduled in the lease, with the option by the Reading Company to take it at such estimated value. Many things occurred to retard the final trans- fer of the property, and the officers of the company continued to operate the line all through 1863 and during the early apart of 1864, dividing their time and energies between the transportation of coal and movement of troops stationed at various points for the protection of the region, and to aid the enrolling officers to make the draft for the army. Few will ever know the extent of labor and anxiety involved in the railway service of this period, not to say anything of the personal peril that daily and nightly followed the movements of officers. The loyal men and youths of the mining population were in the field doing noble work for their country, whether by birth or adoption; the disloyal remained at home, and they far outnum- bered the former, and carried with them everywhere the means of destruction to properties of immense value in themselves, and of still greater value to the government in its hour of greatest peril; because from the anthracite mines came the power of su- premacy over the blockade runners that used bituminous coal, the black smoke from which signaled their presence from along dis- tances to their foe, unseen save perhaps by a doubtful wreath of steam rising upon the frosty air. To guard these properties, and keep the reckless population in check by kindness, by vigilance that knew no rest, and, when necessary, by the dark mouthed cannon and glittering bayonets, was a work of no ordinary charac- ter, and could have no recognition, and no reward but the con- sciousness of duty. At length the contracts were signed, and on the 16th of May, 1864, the Mine Hill and Schuylkill Haven Railroad was formally transferred to the officers appointed by the lessee to receive it. The chief engineer and superintendent was retained by the old company till January 1st, 1865, when he asked to be relieved, and closed his connection with the road, after a continuous service of nearly seventeen years, during which time he had never been absent from duty for any purpose except when absolute neces- sity called him away. A general review of the status of this company results in an impression of profound regret that the stockholders ever permit- ted the control of it to pass from them. They had always re- ceived large dividends in their investment, and had they availed themselves of the recommendation of those fully qualified to judge the condition of things impartially they would have found no cause to apprehend financial difficulties in the future. The terms offered by the Lehigh Valley Company and the Central Rail- road of New Jersey were such as would have given them all the benefits of a through line, and would also have put those compa- nies in a position to defy competition; and the crisis through which each has since passed, bringing disaster to one and great reduction in the value of the other, would probably have only been drawn and executed at once, as suggested by the chief engi- neer, all these results evils would have been avoided, and the region would have remained in a comparatively flourishing condi- tion. The great corporation which to- _____________end page 88.____________ page 89 RAILROADS IN SCHUYLKILL COUNTY ______________________________________________________________ day is floating, an unwieldy wreck, on a sea of trouble, threat- ened with utter ruin by every financial wave sweeping over it, would have been the safe investment its patrons believed it in years gone by. At the time of the change the road had a reputa- tion abroad for its progressive spirit, and on no one were great- er advances made in the department of machinery and road fix- tures. Its hoisting machinery for inclined planes was excelled nowhere in this or any other country; its locomotives were the most powerful of all then constructed, and the accommodations furnished the numerous collieries of the various branches have never been equaled. In the local management great vigilance was exercised: no trains collided, no engines exploded, and few men in the long term of years were killed or injured. And yet in the very midst of a prosperous career, with a full corps of energetic men to aid them in an expansive policy, with a prestige that would have commanded any amount of capital, and the co-operation of men whose views of our railway system were constantly widen- ing, they suffered a work that cost $4,000,000 to pass away from their control, and became the passive observers of the decline of a system they had created, to the mere shadow of corporate au- thority. All the elements of a greater system still exist, and may be combined in the future to make the road what it should have been in the past, ere the desire for personal aggrandizement and corporate agreed had paralyzed its energies. The present organization is no more than a mere agency for the distribution of semi-annual rentals among the stockholders. UNION CANAL RAILROAD This was the first railroad chartered in the county. It was incorporated by a supplement to the several acts incorporating the Union Canal Company, which supplement was approved March 3rd, 1826. It authorized the company "to construct a railway or railways branching from said navigation to any point or points which may be required for the communication between the said Union canal and the coal mines of the Swatara and the country west and northwest thereof." In accordance with the provisions of its charter it was con- structed to the junction of Lorberry and Swatara creeks, and used mainly for the transportation of coal. It was operated by horse power till about 1848, when motive power was brought into use on this and the roads that had been built beyond it. LITTLE SCHUYLKILL RAILROAD A supplement approved on the 14th day of April, 1828, to the act incorporating the Little Schuylkill Navigation Company, empowered that company to construct a railroad in place of the canal and slackwater navigation which the original act author- ized; or in lieu of any part of such canal and navigation, from a point at or near where the Wilkes-Barre state road crosses the Little Schuylkill to a point at or near the foot of Broad moun- tain. Though the work was commenced early several acts were passed extending the time for its completion. In 1833 its completion was extended to 1838, in 1842 till 1847, and in 1847 five years from the date of the act. Locomotives were placed on this road in the spring of 1833. Of one of these the Miners' Journal said at that time: "It is able to travel at the rate of ten miles an hour, leading a train of fifteen cars, each carrying three tons. Now, allowing two trips a day for an engine, this would be equal to 90 tons a day; or 540 tons per week." This company were transporters only, at first, but subse- quently, like many others, they came to be owners of coal lands, and operators. An act passed in 1832 gave exclusive privileges of transportation; and at a public meeting in McKeansburg, in 1833, a resolution was adopted recommending the circulation of peti- tions for the repeal of this act. The resolution stated that this "monopolizing policy is daily practiced to the great injury of individuals in that section of the commonwealth." At that time there existed a strong feeling of opposition to the creation of charter companies, with exclusive privileges. By the connection which was formed with the Catawissa rail- road this road became a link in the through line between Phila- delphia and Buffalo and Niagara Falls; and thus became an impor- tant passenger road. A branch of this road was extended west from Tamaqua about a mile and a half, connecting with the Mountain Link railroad. Other short branches were constructed to different collieries along its course. SCHUYLKILL VALLEY RAILROAD This was chartered March 20th, 1827, as a navigation company; and on the 14th of April, 1828, a supplement passed which author- ized he construction of a railroad from near the mouth of Mill creek to a point at or near the mill of George Reber, Esq. An extension of six miles was authorized by a supplement passed April 12th, 1844. January 24th, 1845, the time for com- pleting the second track between Middleport and Tuscarora was extended till the annual tonnage of coal over the first track should amount to 1,000,000 tons; and in 1849 it was extended to the 24th of March, 1853. March 8th, 1859, a road from Tuscarora to Tamaqua, to be completed in eighteen months, was authorized; and April 2nd, 1860, the time was extended twelve months from the date of the act. The progress of construction of this road is indicated by the supplements to the charter, passed from time to time, as above stated. It is noteworthy that the supplement of April 12th, 1844, provided that the company should charge no more than one cent per mile for transporting loaded cars, and should return them empty without charge; and that it should make no charge for the locomo- tives of others, used for this purpose, on its road. Near Tamaqua this road connects, by means of the ______________end page 89._______________ page 90 HISTORY OF SCHUYLKILL COUNTY. _______________________________________________________________ Mountain Link Railroad, with a branch of the Little Schuylkill; and through it with the system of railroads running out from Tamaqua. A number of short branches run from this road at var- ious points along the Schuylkill valley to the collieries on the southern slope of Mine hill. MILL CREEK RAILROAD An act authorizing the incorporation of the Mill Creek and Mine Hill Navigation and Railroad Company was passed February 7th, 1828. This highway was to extend from near the mouth of Mill creek to a point on the Center turnpike near the foot of Broad mountain. The time for its completion, which had been fixed at February 7th, 1863, was, by act of May 28th, 1840, extended to February 7th, 1845. It was partially built in 1829, and at that time only connected with some coal mines and the head of Schuylkill navigation. It was a 40-inch single track road, built with wooden rails covered with strap iron, and operated by horse power. It was an important avenue of coal transportation, and continued to be used mainly for that purpose many years. In 1847 a supplement to its charter empowered it to build branches to accommodate its business, and another in 1857 author- ized it to const-ruct branch roads to the Mahanoy coal region. MOUNT CARBON RAILROAD This road was incorporated by an act approved April 29th, 1829. Its location, according to the act, was to be from "the lower landings at Mount Carbon, in the county of Schuylkill, thence up the river Schuylkill to the mouth of Norwegian creek, and the west branch thereof, to the south side of the Broad mountain in the said county; and also a single or double railroad from the forks of Norwegian creek, up the east branch thereof, to the south side of Mine Hill." April 8th, 1833, the time for completion of this road was extended to April 1st, 1838; and on the 17th of March, 1838, it was further extended to April 1st, 1848. April 11th, 1848, it was empowered to construct laterals, not to exceed one mile each in length. The road was constructed in accordance with the provisions of its charter, and in the style of early railroads. Many branches to collieries were built, but the company never extended the main lines beyond their original chartered limits. About 1848 the wooden track was superseded by the T rail, but, although the locomotives of other companies occasionally passed over it, mule power continued to be used till February, 1862, when the road was leased by the Philadelphia and Reading Railroad Company for the period of 999 years. It has been oper- ated since by the P. and R. company, and it is used almost exclu- sively for the transportation of coal. In 1868 or 1869 a switch- back was built at Mount Laffee, the terminus of the west branch of this road, in order to reach the Beech-wood colliery. CATAWISSA RAILROAD The Little Schuylkill and Susquehanna Railroad, to extend from the terminus of the Little Schuylkill Railroad, as designat- ed in its char-ter, along the valleys of Messer's run and Cata- wissa creek to a point on the north branch of the Susquehanna, at or near Catawissa, was incorporated March 21st, 1831. In 1833 the time for commencement was extended three years, and for completion six years. By a supplement of February 26th, 1846, the time for completion was extended five years, and the construction of lateral branches to mines authorized; the owners of those mines to have the privilege of transporting the products in their own cars, with their own motive power. March 20th, 1849, the name was changed to the Catawissa, Williamsport and Erie Railroad, and the time for completion further extended to December 1st, 1855. In 1860 an act was passed concerning the sale of the road; and in 1861 the time for completion was further extended to 1871, and branches and connec- tions to coal mines and iron works authorized. This road was commenced not long after the date of its char- ter; but by reason of financial embarrassments the work was suspended during several years. It was afterward resumed, and the main line completed about 1854. The road has two tunnels; one under the Mahanoy mountain at the summit of grade having considerable length. The other is a shorter, curved tunnel, which passes under a spur of the mountain jutting into the Catawissa valley. This road constitutes a link in the chain of roads between Philadelphia and the great lakes. A peculiarity of this consists in its uniform grade of about 30 feet to the mile from the Susquehanna to the summit tunnel. This uniformity necessitated the erection of seven timber via- ducts, from 90 to 130 feet in height, and of various lengths up to 1,100 feet. SWATARA RAILROAD This was chartered as the Swatara and Good Spring Creek Rail- road, April 2nd, 1831. It was to run "from the northern end of the Union Canal Company's railroad, up the Swatara river to its junction with the Good Spring creek, and thence up the said creek to a point most suitable in the heart of the coal region. "March 25th, 1841, its name was changed to the Swatara Rail- road Company." By supplements to the charter the time for construction was several times extended, and by other supplements the company was authorized to construct branches, make extensions and form conne- ction. By a supplement passed April 6th, 1848, the use of loco- motive power on the road was authorized, and locomotives were soon afterward placed on the road. In 1863 the road was leased by the Philadelphia and Reading Railroad Company, and afterward purchased by that company. About six miles had been built when it was leased, and a branch from Tremont up Middle creek partly graded. The road has been extend- ed by the Philadelphia and Reading company. __________end page 90.____________ page 91 READING RAILROAD AND BRANCHES. _______________________________________________________________ PHILADELPHIA AND READING RAILROAD On the 20th of March, 1838, an act was approved empowering the Philadelphia and Reading Railroad Company " to extend their said railroad from its present termination in the borough of Reading to some suitable point in or near the borough of Potts- ville in the county of Schuylkill," or to connect with the Mount Carbon road if deemed expedient. The act required the work to be commenced simultaneously at both termini of the road within a year, to be completed between Mount Carbon and Port Clinton within two years, and through its entire length within four years. The road was constructed in accordance with the terms of the act; and the first train of cars passed over it on the 19th of January, 1842. By a supplement, approved March 29th, 1848, the company were required to extend their road into the borough of Pottsville and establish a depot there. The required extension was made through the Mount Carbon Railroad. Previous to the completion of this road the net work of railroads in this county had been used for the transportation of coal from the mines to the Schuylkill navigation. The establishment of this through line to the city of Philadelphia not only furnished an outlet for the products of the mines during the winter season, but relieved but relieved the navigation of a portion of its tonnage during other seasons of the year. By reason of increased facilities for transportation the development of the coal trade was more rapid, and other avenues were opened. In order to maintain itself against the rivalry of these, the Philadelphia and Reading Company inaugurat- ed and carried out the policy of absorbing, by lease, purchase, or otherwise, the control of the various lines in this portion of the coal region. In this they succeeded; and all the principal roads in the county, except the Lehigh and Mahanoy, came under their control. By lease of the Schuylkill navigation their control of the means of transportation to Philadelphia became complete. Under their charter the company had not the power to carry on mining operations, and their control of the avenues of transpor- tation did not enable them to control the trade, or prevent the construction of other avenues. To accomplish the latter a corporation first known as the Laurel Run Improvement company was chartered, and the name was soon changed to the "Philadelphia and Reading Coal and Iron Company." It was owned, and its operations were directed by the Philadelphia and Reading Railroad Company; and it was a separate organization only in name. Many millions of dollars were expended in the purchase of coal lands, and the purchase and establishment of collieries, and for these purposes an immense debt was incurred. Under this company mining opera- tions were carried on to a very great extent in this county; and during many years the Philadelphia and Reading Railroad Company were able almost wholly to control the coal trade and the trans- portation of this county. At length, for reasons which it would not be proper to discuss here, these corporations,-or rather, in fact, this corporation,-which had grown to such gigantic propor- tions, collapsed. President Gowen was appointed receiver, but an influential party of stockholders opposed his management, and secured the election of Frank S. Bond as president, who on the 21st of April, 1881, issued a circular announcing his assumption of the duties of the office. Mr. Gowen immediately stated that the points involving the control of the road would be appealed to the United States Supreme Court, pending whose decision he in- tended to retain the management. MOUNT CARBON AND PORT CARBON RAILROAD This road was incorporated by an act of Assembly approved July 16th, 1842. The route designated in the charter was from "the lower landings at Mount Carbon, at or near the termination of the Philadelphia and Reading Railroad;" thence to pass across the river Schuylkill to Port Carbon. By a supplement passed April 14th, 1843, the time for its commencement and completion was extended to one and three years respectively from the date of the supplement. It was built as provided by its charter, and connected with the Philadelphia and Reading Railroad at Mount Carbon, and with the Mill Creek and Schuylkill Valley railroads at Port Carbon. The first locomotive and cars passed over it in November, 1844-a year after its commencement. It was empowered to construct branches to mines, furnaces, etc., of other companies by an act of April 25, 1854. May 5th, 1855, an act was passed authorizing the sale of this road; and in accordance with the provisions of this act it was sold to the Philadelphia and Reading Railroad Company. SCHUYLKILL AND SUSQUEHANNA RAILROAD On the 25th of April, 1844, the Fishing Creek, Swatara and Schuylkill Railroad, commonly called the Schuylkill and Susque- hanna Railroad, was incorporated. It was to run from Fishing Creek gap in the Sharp mountain, near the junction of Fishing creek and Baird's run, in Pine Grove, along the valley between Sharp and Second mountains, to the Swatara; and thence, by a favorable route, to the summit between Little Swatara and Bear creeks; and by the valley of the latter to the Philadelphia and Reading Railroad, at some point near the mouth of Bear creek. In 1847 the time for commencement was extended to 1850, and in 1850 to 1855. This road runs from Auburn to the county line in Tremont township, via Pine Grove, and extends thence to Dauphin, where it connects with the Northern Central, and through it with the northern and southern systems of railways. EAST MAHANOY RAILROAD This was incorporated April 21st, 1854, to run from a point where it would connect with the " Little Schuylkill Navigation Railroad and Coal Company," about five __________end page 91._____________ page 92 HISTORY OF SCHUYLKILL COUNTY. _____________________________________________________________ miles north from Tamaqua, and thence by a route considered fa- vorable by the directors to "any point or points in the Mahanoy second coal field, with suitable branch roads thereon not exceed- ing in the whole twenty-five miles in length." An act of April 11th, 1859, authorized the leasing of this road to the Little Schuylkill Company; and another of April 21st in the same year revived the charter and extended the time for commencement of construction five years. It was constructed, in accordance with the provisions of its charter, to the southern base of Mahanoy mountain at a point about four miles from Mahanoy City. It passes under the mountain through a tunnel some four thousand feet in length. It was extended to Mahanoy City and there connected with the railway system in the eastern part of the county. The road was built under the patronage of the Little Schuyl- kill Railroad Company, and after its completion was leased by that company. LEHIGH AND MAHANOY RAILROAD The charter of the Quakake railroad was granted April 25th, 1857, and authorized the construction of a road from the Beaver Meadow railroad, at the junction of Quakake and Black creeks, westwardly up the Quakake valley, and thence to make connection with the Catawissa railroad between its two summit tunnels in the township of Rush. A supplement, approved March 22nd, 1859, authorized the extension westwardly of this road to the head waters of and down the Mahanoy creek, "as far as may be deemed expedient;" with authority to make connection with any railroad in the valley, and to construct branches. Under this charter and supplement the Lehigh and Mahanoy Rail- road was built, and completed as far as Mount Carmel in 1865. In 1866 it was merged in the Lehigh Valley Railroad, by which it has since been owned and operated. It has a branch to Ashland, and branches to various collieries. The grades on this road are very heavy. It connects at Mount Carmel with the Northern Central, and through that road with the southern and western system of rail- ways. It connects with the collieries of the Locust Mountain Coal and Iron Company, in which the Lehigh Valley Railroad Company, in which the Lehigh Valley Railroad Company owns half interest. This company also owns the collieries on the Girard coal lands, formerly owned by the Philadelphia Coal Company. The shops of the Lehigh and Mahanoy railroad are located at Delano, in the township of Rush. MAHANOY AND BROAD MOUNTAIN RAILROAD The charter for this road was granted March 29th, 1859; and the route prescribed was from a point in Mahanoy or Butler town- ship, and "thence, by the most expedient and practicable route, to connect with the Philadelphia and Reading Railroad, or any of its tributaries, with the privilege of making lateral roads into the Mine Run, Shenandoah, Mahanoy, and New Boston coal basins." In 1860 this road was constructed, with its termini at the terminus of the Mill creek railroad on the south, and a point near Ashland on the north. Subsequently it was extended; and con- nections were made with the Mine Hill railroad at Big Mine Run and Locust Dale. On the northern slope of the Mahanoy mountain, near the old Girard plane, this road was an important plane, with an elevation of about 380 feet. It is what engineers term a reci- procating plane; and its annual tonnage is about two millions of tons. The expense of this tonnage is not more than one-fifth of what the cost of the same would be over a route and grade that would dispense with the plane. If, by any accident, the plane should become useless for a time, the tonnage of the road could be carried away through interconnecting branches. NESQUEHONING VALLEY RAILROAD This was chartered April 12th, 1861. By the provisions of its charter it was allowed to form connections with many other roads at the option of its directors. It extends from the line between Carbon and Schuylkill coun- ties to Tamaqua, and coal lands in its vicinity. It was leased and operated by the Lehigh Navigation Company, which was subse- quently leased by the Central Railroad Company of New Jersey. MOUNTAIN LINK RAILROAD Between the terminus of the Schuylkill Valley Railroad at Tuscarora and the Little Schuylkill Railroad at Tamaqua was a space of about four miles, over which passengers passed in stages during many years. No railroad was built over this route, by reason of a want of cordiality on the part of the two companies. When the Philadelphia and Reading had acquired control of both these roads of course this antagonism ceased; and in 1864 and 1865 a road was constructed and put in operation by that company across this space, and railroad communication was thus establis- hed between these places. The road passes over the watershed, or divide, between the head waters of the Schuylkill and Little Schuylkill rivers, and this necessitates grades, in some places, of about 100 feet to the mile. The connection which it established over this height rendered its name-Mountain Link-quite appropriate. THE PEOPLE'S RAILWAY was incorporated April 4th, 1865. It might extend "from and in the borough of Pottsville to any point or points in any direc- tion, in the county of Schuylkill, not exceeding six miles in length, as the direct-ors may select, and through any streets of boroughs, or roads, or by any routes they may deem advisable." The powers conferred on this road were extraordinary. April 28th, 1871, the time for completing the work was extended till 1874, and the company was empowered to use dummy engines instead of horse power, to which it was restricted by the _______________end page 92.________________ page 93 PRIMITIVE EDUCATION-INTRODUCING FREE SCHOOLS. ______________________________________________________________ original charter. March 4th, 1873, it was authorized to use locomotive engines. The road was opened in 1872 between Mount Carbon and Fishb- ach, and used as a street railway. Early in 1873 it was opened from the head of Market street, in the borough of Pottsville, to Minersville; and it has since been operated between those points with motive power. From Mount Carbon to the head of Market street to Fishbach it has been discounted, and the rails have been removed. ____________ CHAPTER XII ________ EDUCATION IN SCHUYLKILL COUNTY THE FIGHT FOR FREE SCHOOLS ORWIGSBURG ACADEMY _____________ The following sketch is condensed from a report made in 1877 by Jesse Newlin, who has been during many years county superin- tendent. For a long time after the first settlements were made in the southern or agricultural portion of the county no schools were established, and only the children of a portion of the scattered settlers received instruction in the primary branches from their parents. In their youth these people had been by their parents and clergymen in their native country, and they did not deem an education necessary, beyond the ability to read the Bible and catechism, and keep their accounts. They did not conceive mental discipline to be of any advantage, and they believed an educa- tion, beyond the rudimentary one which they had received, in- clined its possessor to indolence and vice. It was not till the commencement of the present century that they began to gather their children in schools-at first in private rooms and after- wards, when settlers had multiplied sufficiently, in rude log school-houses. These were built by voluntary contributions of materials and labor, and were quite in harmony with the other pioneer surroundings of the people. In these instruction was given in reading, writing, the rudiments of arithmetic, sacred music, the catechism, etc., and the pastor was usually the teach- er; and in many of the German districts this religious instruc- tion is continued to the present time. This curriculum of in- struction continued in general use up to the time of the accept- ance of the common school system, or more than half a century, in the town-ships of Brunswig and West Penn, which were the first to establish these primitive schools and the last to accept the common school system In all the agricultural districts, which are situated between Second mountain and the Blue hills, the German settlers enter- tained the same views concerning the utility of education and the amount necessary to enable people to accumulate property and learn the simple tenets of their religious faith. The only higher institution of learning in the county was the Orwigsburg Academy, of which a history is given elsewhere. The academy was succeeded in 1824 by the Arcadian Institute, which was established in the old court-house by Professor W. J. Burn- side. He was succeeded by Elias Schneider, A.M., and he by Rev. Mr. Fries. The institute became defunct in 1864, and the build- ing was afterward converted into a shoe factory. Although many of the German districts in this county were slow to adopt the school system of 1834, to Schuylkill belongs the honor of first moving in the direction of free education. Mr. William Audenreid, who represented Schuylkill and Berks counties in the Senate in 1825, was the first to propose and earnestly advocate the establishment of the fund which has since become the foundation of the present school system. He was the leading advocate of English schools in his own town (McKeans- burg). At a meeting of county commissioners and delegates from the districts in the county at Orwigsburg in 1834, the provisions of the school law, owing to the prejudices of the German population, then constituting four-fifths of the inhabitants of the county, were accepted by only four districts in the county. These were Orwigsburg, Pottsville, Norwegian and Schuylkill; and of these Schuylkill refused to elect directors favorable to the enforce- ment of the law. In opposing the new system the rich complained of a law that compelled them to pay for schooling the children of the poor and thereby make them the intellectual peers of their own; and politicians were, of course, found to espouse the cause of ignorance as long as it remained popular. In Orwigsburg the free school system was almost unanimously adopted, and since 1865 graded schools have been maintained. In 1829 Abraham Pott, of Port Carbon, built at his own expense the first and only school-house in the town prior to the acceptance of the new school system, of which he was one of the most promi- nent champions. Norwegian and the townships that have been formed wholly or in part from it have always availed themselves of the full benefits of the school system and amply remunerated their teachers. In 1834 Tamaqua belonged to Schuylkill town- ship, which then included the districts of Blythe and Mahanoy, and parts of Butler, New Castle and East Norwegian. In Tamaqua the friends of the new system prevailed; and in the vote on its adoption in 1835 they outwitted and defeated the dull opponents of educational progress, who perponderated in the rural part of the township, by reserving a body of voters till near the closing of polls, when the other party were leading and had concluded they need not exert themselves. Tamaqua then elected directors who at once put the system into operation. Among the first directors we find such men as the Honorable Benjamin Heilner, Doctor D. Hunter, A. H. Deuel, and others of like intelligence. The latter was secretary of the first board. Judge Heilner and Doctor Hunter served in the _____________end page 93._____________ page 94 HISTORY OF SCHUYLKILL COUNTY. ______________________________________________________________ Tamaqua school board over thirty years. In Schuylkill township there were two pay schools, in log houses, where children were taught at fifty cents per month till 1837, when the school system was adopted. In 1838 it was adopted in Manheim. Out of this, which in 1838 had eight schools, five districts have been formed, with thirty-nine schools. Pine Grove unanimously rejected the system in 1834. Pine Grove village organized an independent district in the spring of 1835; north Pine Grove in 1843, and west Pine Grove in 1845. The remainder of the town-ship was without public schools till 1847. In Rush, which included what are now Rush, Rahn, Ryan and Klein townships, a school was opened in 1810, through the instru- mentality of John Faust, who became a resident of the township in 1806. It was taught by Francis Keenly in an unoccupied log house. Mr. Faust's son Jacob subsequently built and furnished three houses for school purposes at his own expense; and when the school system was introduced built a school house and presented it and the lot to the township as a contribution to the common school cause. These houses, and a school kept in an old saw- mill, were the school facilities of Rush till 1851, when the court, on petition of Mr. Faust and a few others, ordered the common school put into operation. Jacob Faust procured the use of the English language in the schools, which has latterly been employed exclusively. From four schools in 1851 the number in all the districts has grown to twenty-six. In Brunswig the first school in the county was established about the year 1777 at the "red church," followed by others at McKeansburg, New Ringgold, and one near what is now Moser's hotel. In 1838 the friends of the free schools here beat their opponents through the latter voting for "common" schools under the impression that they were the existing schools, whereas they were the very thing the obstructionists thought they were voting against. In 1849, when two more independent districts-South Brunswig and Center-were formed a school was opened in each. These were soon followed by other sections forming themselves into independent school districts as soon as a majority favored the system. West Brunswig was the last to yield to the system, and only acquiesced when compelled by order of the court. East and West Brunswig townships now include fifteen school districts, with twenty-six schools, supervised by ninety directors. Ten of these districts have each but one school. The annual school term has never exceeded five months. In Upper and Lower Mahantongo the common schools were not accepted till 1850, when Eldred township and what is now Lower Mahantongo made the advance move- ment. These were followed by others, until 1868, when what was left of Upper Mahantongo brought up the rear through a peremptory mandate from the court. The original territory now embraces the school districts of Berry, Eldred, Porter, Hubley, Hegins, Kes- sler, and Upper and Lower Mahantongos. They have thirty-eight schools, with an annual term of five months. West Penn was forced into accepting the common schools in 1868 by the court appointing Peter Seiberling, Reuben F. Lerby, John S. Longacre, Ludwig Berner, Thomas Zimmerman, and William Backert school directors. They at once organized the board, located and built fifteen school-houses, and opened the schools four months. Some of these were men of business, and suffered very materially for a few years by the withdrawal of much of the patronage of the opponents, who outnumbered the school men three to one. The opposition has almost entirely disappeared. Previous to the formation of Butler, in 1848, there had been one "pay school" in the territory which it includes. Miss Mary Savage was the teach- er, and the school was supported by A.H. Wilson, Samuel Boone, Peter Seitzinger, and R.C. Wilson. In 1877 Butler had forty- eight schools, with a term of nine months Barry accepted the school system in 1852, Wayne in 1841. In this township Christian Meyer taught during forty-one years from 1829. In Union township the Germans succeeded in defeating the adoption of the free school system until 1858, when the court appointed six directors. But these men, after laying a school tax and locating school- house, were forced to retreat. "In July, 1859, the court appoint- ed six others, who fought the cause with a determination equaled only by that of the opposition. They levied the tax and appoint- ed the collector, who being a man of unshaken courage and endur- ance, accomplished his part of the work under the most trying circumstances. He says: "Many guns were leveled at me, and threats were made. At least I was badly scalded by a woman throwing boiling water over me; at another a woman struck me on the back of the head with a heavy iron poker; and at another I was knocked down with stone and assaulted with pitchforks and clubs, but succeeded in getting away with three cows. Many wealthy farmers did not pay their tax till after I had taken some of their stock, advertised it for sale, and they had consulted their attorneys." In Mahanoy township twenty years ago there was not a single school of any kind. In 1858 it commenced with three free schools; to-day it has within its original limits ninety- four public schools-more than in any one of the counties of Montour, Union, Sullivan, Pike, Fulton, Forest, Elk and Cameron. These schools are nearly all graded; have an annual school term of nine months, and paid in 1876, for teaching alone, $34,155,88. It has two public high schools, that furnish the children of the miner, as well as those of the wealthy operator, a first class academical education. It has also a number of excellent grammar schools. The first teachers' institute in the county was held at Potts- ville in 1851, under the instruction of P.G. Angle, A.M., D.G. Rush, N. Olmstead, B. Bannan, A.K. Brown, A.H. Ludlow, and S.E. Carr. Fifty-seven were in attendance at this session; among whom were many who have subsequently attained high rank as teachers, or in other walks in life. Semi-annual institutes were held till 1859; then they were held annually till 1875, in which year the institute numbered four hundred and forty-eight teachers. _______________end page 94._______________ page 95 ORWIGSBURG ACADEMY--COUNTY MEDICAL SOCIETY. ______________________________________________________________ ORWIGSBURG ACADEMY This institution was incorporated March 29th, 1813. Daniel Graeff, William Green, jr., James McFarland, Jacob Krebs, Barnet Kepner, Jeremiah Reed, Abraham Reiffschneider and Philip Hoy were named in the act as trustees. Their successors were to be elect- ed two each year, at the general election in the county, and their powers and duties were defined. They were authorized to receive donations, and the income applied to the payment of the compensation of teachers. In consideration of this endowment four indigent children were to be taught gratis in the school each year. The yearly value of the property owned by the corpo- ration might not exceed $2,000. A supplement to this act, passed in 1823, required the gratu- itous instruction of as many indigent children as the resources of the institution would permit. The only record concerning this academy that can be found is the treasurer's book, containing entries from 1826 to 1853, except for the years between 1831 and 1840. From this it appears that under the charter a school was established before the acade- my building was erected. The first entry in this book (January, 1826) is an order in favor of Jacob Shelly for making a desk for the academy. This is followed by similar entries in favor of John Kreter for work done, and Joseph Rambo for repairing stove in academy. From allusions in other entries to previous settle- ments it appears that a school had been established before 1826, but at what date can not be learned. During this and several succeeding years various amounts were paid "for teaching poor children," to Silas Hough, John St. Clair, Charles Loeser, John McClenan, P.W. Jackson and William Clark. These were probably teachers employed in the academy. In April, 1829, twenty dollars were paid for a lot on which to erect an academy, and Daniel De Frehn was the contractor for building it. The mason work was done by John Kreter, and the building was completed in December at a cost of $1,316.96. It was planned and its erection super- vised by Colonel John Bannan. It was of brick, two stories in height, and it covered an area of about 24 by 35 feet. Under an act of Assembly passed in 1870 it was sold, and it has since been taken down. But few statistics can be gleaned from the meager records that are left. It appears that the $1,000 endowments granted by the State was loaned to the county, and that during a portion of its existence the institution received from the State an annuity of $125. The names of only a few of the teachers in this school are preserved. Among them are found, in addition to those already named, Charles Loeser, F. Landebrun, James Ottinger, P.B. Carter, William H. Burns, Amandus Schmidt, S.F. Penfield, William Hammer, Thomas Shoener and probably G.H. Melabe, George H. Hart, Joseph Hammer, Jacob Diebert and Charles A. Wyeth. ______________ CHAPTER XIII ____________ MEDICAL, RELIGIOUS AND AGRICULTURAL SOCIETIES THE MINERS' HOSPITAL ___________ At a meeting of allopathic physicians of Schuylkill county held at Pennsylvania Hall, in the borough of Pottsville, January 15th, 1845, the preliminary steps were taken for the formation of a medical society. At another meeting, February 22nd of the same year, a permanent organization was effected by the adoption of a constitution and by-laws and the choice of the following offi- cers: President, George Halberstadt; vice-president, James S. Carpenter; secretary, William Housel; treasurer, G.G. Palmer. The original members of the organization, as appears from the record, were Drs. George Halberstadt, James S. Carpenter, Thomas Brady, G.H. Knobel, William Housel, Enos Chichester, Pottsville; John G. Koehler, Samuel Shannon, Schuylkill Haven; George W. Brown, Port Carbon; S. Morton Zulich, Orwigsburg; R.H. Phillips, New Castle. This society took part in the formation of a State medical society at Lancaster in April, 1848, and it has been represented in every meeting of that society since. Its members have been honored by positions in the State Medical Society as follows: President, Dr. James S. Carpenter in 1855; Vice-president, Dr. George Halberstadt 1852, Dr. Andrew H. Halberstadt 1855, Dr. John T. Carpenter 1878; recording secretary, Dr. John T. Carpenter 1860, Dr. A.S.. Chrisman 1875. Many of the most valuable papers in the State Medical Society transactions are contributions of members of the Schuylkill county society. In the transactions of the American Medical Association for 1878 is published a paper by Dr. John T. Carpen- ter on the identity of hospital gangrene and diphtheria. The society has for a long time comprised the best medical talent of the county. The University of Pennsylvania has accept- ed its examinations in place of those of its own faculty for admission to the medical department. The presidents of the society have been: George Halberstadt, six years; James S. Carpenter, sixteen years; G.W. Brown, J.F. Treichler, each two years; Wm. Housel, J.G. Koehler, O.M. Robins, L.M. Thompson, J. McKibben, John T. Carpenter(whose latest term was 1880), G.L. Keegan, D.W. Bland, A.B. Sherman, each one year. The membership is forty. The present officers are: Dr. John T. Carpenter, Pottsville, president; Dr. F.D. Emach, Frackville, Vice-president; Dr. A.S. Chrisman, Pottsville, recording secre- tary; Dr. S.C. Spaulding, Shenandoah, corresponding secretary; and Dr. I.J. Birch, Port Carbon, treasurer. _____________end page 95._______________ page 96 HISTORY OF SCHUYLKILL COUNTY. ______________________________________________________________ MINERS' HOSPITAL The want of an institution of this kind has long been recog- nized, and in 1873 steps were taken to raise funds for its estab- lishment. A gift enterprise was inaugurated and several thousand dollars were raised, all of which was lost by the failure of the bank in which it was deposited. The Anthracite Hospital Association was chartered in 1874. It had its origin among the workingmen. Liberal subscriptions were made, but nothing beyond that was accomplished. June 11th, 1879, an act was passed authorizing the erection of a hospital, appropriating $60,000 for the purpose and providing for the appointment of six commissioners to locate it and super- intend its erection. The act provides that injured persons shall in all cases have preference over paying patients. The commis- sioners appointed by the governor were D.A. Beckley, of Columbia county; John D. Morgan and Thomas F. Kerns, of Schuylkill; Jacob R. Eby, of Dauphin; William Lilly, of Carbon; and William James, of Northumberland. These commissioners determined upon Fountain Springs, about a mile from Ashland, as the location; and the Philadelphia and Reading Railroad Company donated the ground. The hospital is now in process of erection, under the super- intendence of H. Alricks, Jr., architect. It is to be of stone, the main administration building in the Queen Anne style, two stories in height, with pavilion wards one story high. It will have a front of 188 feet and a depth of 190 feet, and will be capable of accommodating 75 patients. When completed it will be turned over by the commissioners to nine trustees, to be appoint- ed by the governor. SCHUYLKILL COUNTY FEMALE BIBLE SOCIETY At a meeting held pursuant to notice on the 16th of February, 1852, an association was organized under the name of the "Female Bible Society of Pottsville and vicinity, auxiliary to the Penn- sylvania Bible Society." The object of the association, as stated in the constitution, was "to distribute the Bible without note or comment in the county of Schuylkill, and aid the Pennsyl- vania Bible Society with its surplus funds. On the 7th of Sep- tember, 1852, the name was changed to the Schuylkill County Female Bible Society." The following have served as presidents of the society, in the order named: Rev. Mr. Cooly, Mrs. Dr. Housel, Mrs. A. Russell and Mrs. Pollock, who has been president during many years. During the early years of the society many local organizations auxiliary to this were established in different parts of the county, and they did efficient work. Since its organization the society has maintained an uninterrupted existence, and its re- cords show that but few of its regular monthly meetings have been collected and expanded in the benevolent work of the society. Colporteurs have been from time to time employed to thoroughly explore the county and supply copies of the Bible to those who would receive it, and thousands of copies have been thus distrib- uted. Not only has this work been prosecuted among the miners and operatives at the mills and manufactories, but the poor in remote parts of the county have been sought out and supplied. One of these agents, S.S. Kennedy, says of his canvass of that part of the Catawissa valley lying in this county: "This valley was once a vast pine forest, which has but re- cently fallen before the woodman's axe; but the lumbering busi- ness has nearly ceased, and many of the people are now giving their attention to agriculture. The streams once abounded with saw-mills, which have nearly all been burnt down or swept away by the flood. Many of the old tenement houses about the mill dams are still occupied by very poor people, who still linger where they formerly found employment. The old roads which led to these obscure places lie through the mountain gorges and deep ravines, and are obstructed by rocks and stumps and corduroy logs. With much difficulty and with great danger to my horse and vehicle I jolted slowly along these mountain passes, searching for these poor families, many of whom were destitute of the Bible. "When they asked me why I thus sought them out in such a wilderness, and gave them the Bible, I answered: "I am sent by persons who care for your souls. What you regard as a great charity is but a light burden to the benevolent men and women of Pottsville, who gladly pay for the Bibles which I give you." The donors of these sacred gifts will never tread the rough roads over which they were conveyed, and will never see the faces nor hear the glad exclamations of the needy persons who received them; But the Omniscient eye which watches all our efforts will place the credit of each good deed to the account of the proper person." The Bibles distributed were mostly in the English, German and Welsh languages, according to the nationalities of the recipi- ents. AGRICULTURAL SOCIETIES The Schuylkill County Agricultural Society was organized at a meeting of farmers in Orwigsburg, February 22nd, 1851. Hon. Jacob Hammer was chosen president, Edward Kearns and B.W. Hughes vice-presidents, J.S. Keller secretary, and Henry Hoy treasurer. A charter, which had been drawn up by J.S. Keller, was adopted, and Hon. Jacob Hammer was appointed to procure its enactment by the Legislature. The first fair of the society was held at James Lessig's Hotel, in North Manheim, about three miles from Orwigsburg, on the Center turnpike. It was quite successful. In the summer of 1854 three-fourths of an acre of ground in Orwigsburg was pur- chased from Daniel Boyer and fitted up for a fair ground. Changes by sale and purchase have since been made to meet the growing requirements of the society, and the present capacious, convenient, and tasteful grounds, including an area of eighteen acres, have been developed. The records of the society for a number of years are lost, and a connected history of its doings cannot be given. Its annual fairs have been regularly held, the exhibitions have been cred- itable, and it is believed that ______________end page 96._______________ page 97 AGRICULTURAL SOCIETIES-LABOR TROUBLES. ______________________________________________________________ much good has been accomplished through their instrumentality; but financially they have not been as successful as they might have been had railroad facilities been greater. Among the later presidents may be named J.T. Shoener, J.C. Beck, J.S. Keller, Reuben Fegley, and H.H. Brownmiller. The Agricultural and Industrial Association of the Catawissa valley was organized in November, 1870, with the following offi- cers: William Grant, president; Jacob Breisch, vice-president; T.J. Foster, secretary; Philip Kolb, treasurer. Five annual fairs were held by this association, and two by a temporary organization. The society was reorganized in May, 1879, with the following officers: L.D. Krebs, president; Jonathan Wetherington, vice- president; Israel Applegate, secretary, and Joseph Stauffer, treasurer. $2,000 of the stock in this society has been taken, and it has a good prospect of success. The present directors are J.M. Litman, O.W. Chisington, G.R. Goodman, D.M. Stauffer, G.S. Hughes, Lemuel Deeble, Franklin Lindermuth, D.D. Krieger, P.M. Basson, P.J. Ferguson, and Samuel Dresher. In 1856 a society for the promotion of agriculture, horticul- ture, and mechanics was organized at Schuylkill Haven, with John J. Paxon as president and J.S. Keller secretary. During several years the society was prosperous, and its annual exhibitions were well sustained; but financial embarrassments ultimately compelled it to suspend operations. CENTRAL PENNSYLVANIA POULTRY ASSOCIATION By E.F.C. Davis, Secretary. This association was organized at Tamaqua, July 28th, 1874, by the adoption of a constitution and a code of bylaws and the choice of the following officers: President, John Hendricks; vice-president, O.H. Moore, Charles Shoener, E.S. Wheatley, Thomas Job, Daniel Shepp, Richard Rahn, Edward Griffiths, H.A. Weldy, B.O. Witman, Edward Scher; secretary, Thomas D. Boone; treasure, E.J. Fry. The first exhibition, held in Tamaqua, December 15th to 18th, 1874, was quite a success, and did much toward encouraging an interest throuhout the county in the breeding, improvement and managing of throughbred poultry. A fine exhibition was held in Mountain City Hall, Pottsville, in January, 1878, and a still larger one in January, 1879; and in January, 1880, one of the largest and most creditable poultry shows ever organized in the middle states was held in Mountain City Hall. At this show there were about 500 entries, including some from New York, New Jersey and Maryland. Not less than four thousand persons visited the hall during the show, and cash premiums to the amount of $600 were paid, being awarded by the veteran A.P.A. Judge Henry S. Ball, of Shrewsbury, Amass., the total expenses amounting to something over $1,000. The association has become one of the popular institutions of Schuylkill county, and has nearly 200 members, including some of the most prominent professional and business men of the county. At the annual meeting held January 10th, 1880, the following officers were elected: President, William Fox; treasurer, A.K. Whitner; secretary, E.F.C. Davis; executive committee, William Fox, Richard Rahn, A.K. Whitner, Charles M. Lewis, Samuel Auman, Charles H. Wottjen, E.F.C. Davis; also twenty vice-presidents, nearly all citizens of Schuylkill county.