600 - HISTORY OF BELMONT AND JEFFERSON COUNTIES. now occupies. He is one of the most extensive farmers in Jefferson county, and owns about six hundred and forty acres of improved land. JOHN FOSTER was a native of Washington county, Pennsylvania, came to this county in 1808, with his family, which consisted of his wife and eight children, six sons and two daughters. Mr. Foster departed this life in 1832. David, one of his sons, was an early manufacturer of woolen goods in this county, and carried on that branch of enterprise for several years; he went to California during the gold excitement, and died at sea while returning home. His wife, whose name was Johnson, still survives hint. ROBERT STARK was born in Jefferson county, and is of a pioneer family. Mr. Stark was reared on the farm and received a good education. He is an energetic farmer, and one of the representative men of the county. He has held several offices, and is at present infirmary director, which position be fills with entire satisfaction. Mr. Stark has a fine farm, which is one of the best in the county. JOHN STARK.—Mr .Stark was born in Cross Creek township in 1825. He was brought up on the farm, and received a good common school education. He married Miss U. Sproule of Saline township, October 21, 1858; they have four children living and one dead. Mr. Stark was a good citizen, and all who knew him appreciated his good qualities. He died November 21, 1870, leaving his wife and family to mourn a loss felt by the whole community. JOSEPH MCCONNELL was born in Cross Creek township in 1824. His father, Robert McConnell, came from Chester county, Pa., in 1811, and settled near where Joseph now lives. The subject of this sketch was reared a farmer and received his education at the common schools. In 1858, he married Miss Mary Thompson, who died in 1868. In 1873, he married Rebecca McClure, of Wintersville. Mr. McConnell is an enterprising farmer and a very good citizen. NATHANIEL PORTER.—The subject of this sketch was born in Cross Creek township in 1827. His father was John Porterand a soldier in the war of 1812. Nathaniel was brought up a farmer, which occupation he is now engaged in. He learned the carpenter trade, but did not follow it to any extent. He married, in 1857, Sarah Ekey, daughter of Samuel Ekey. She died and ho afterwards married Mrs. Margaret McFarlin. During Morgan's raid through this section, Mr. Porter was taken prisoner by Morgan, but was released without injury after one day's captivity. THOMAS THOMPSON was born in Jefferson county and is the son of one of the early settlers here. He received a good practical education and was brought up on the farm. At the outbreak of the late war he enlisted and served his country until it closed. He then engaged in the mercantile business with Mr: Graham, of New Alexandria, where he still continues. They are an enterprising firm and do a large business. THOMAS STRAND is a native of Jefferson county and the son of one of the pioneers. He was reared on the farm and has spent his entire life as a farmer. He is now living in Steubenville township, but was formerly a citizen of Cross Creek, in which township he still owns a fine farm. He is an energetic farmer and a very congenial man, liking nothing better than to talk over old pioneer times. He was born in 1811, and has never lived outside of his native county. JOSEPH DUNN.-Mr. Dunn was born in Cross Creek township in 1826, and is the son of Joseph Dunn, one of the old pioneers of this county. He was reared on the farm and received his education at the common schools of his native county. He is now engaged in farming on the old homestead of his father, and living in the same house in which he was born. Mr. Dunn is a gentleman highly respected and esteemed by all who come in contact with him. WILLAM EKEY was born in Crosss Creek township, December 24, 1824; and was a son of Samuel, and grandson of John Ekey. He was raised on the farm and received his education at the common schools. He married Miss Hook of his native township ; they had one child, a son. Mr. Ekey died July 20, 1878 much regretted by all why knew him ; he was a devoted christain and a good citizen. MATTHEW EKEY was born in Cross Creek township, and is a son of Peter Ekey, a pioneer of this township, who is probably the oldest settler new living in the vicinity. Mathew was brought up on the farm, and received a liberal education, and like his father is energetic and enterprising. September 3, 1863, he married Miss L. McCullough ; they have three children, Dora, Emma, and Frank. Mr. Ekey is engaged in farming near Alexandria Station. ROBERT EKEY, son of Samuel and grandson of John Ekey, was born in Cross Creek township in 1823. He was reared a farmer and educated at the common schools. In 1852 he married Miss Nancy Hanlon, daughter of Allen Hanlon ; they have two children, a son and daughter ; the daughter married James Stark. Mr. Ekey is engaged in farming and resides on the old Ekey homestead. REV. JOHN EKEY.—Mr. Ekey is a son of Andrew and Nancy Ekey. He was reared on the farm and received a good education. When young he manifested a great desire to become a minister of the M. E. Church, he having been raised in that faith. His desire was gratified, and he was educated and ordained as a minister of the Gospel. His parents were devoted members of the church and the founders of the Ekey M. E. Church. RUDOLPH HOOK.—Mr. Hook is a son of Jonathan Hook, who came from Maryland in 1814, and located on the farm now owned by his son Rudolph. Mr. Rook was reared a farmer and received a good common school education. He has spent his entire life on the farm now occupied by him. He has a very interesting family, most of whom are grown up to be men and women. SAMUEL DINSMORE was born in Fayette county, Pa., March 17, 1801, and came to Jefferson county with his father in 1817, and located on the farm now owned by his son William. Mr. Dinsmore was reared a farmer and educated at the common schools. He married Miss Francis Leonard. They had eleven children —seven sons and four girls. His wife died in December, 1869, and he followed her March 1, 1879. He was a citizen highly esteemed and respected. O. J. WILLIAMS was born in Cross Creek, July 30, 1820. His father, John Williams, came from Lancaster county, Pa., in 1803, and purchased land and located here Mr. Williams was brought up on the farm and received a liberal education. In 1861, he married Miss Eliza Decker ; they have a large family of children. Mr. Williams has a good farm lying near the city limits of Steubenville, and is a man much thought of by all who know him. MRS. MARY OLIVER, daughter of Thomas Mansfield, was born in Westmoreland county, Pa., Feb, 17, 1794. Her parents came to Ohio when she was about two years of age, and located in Wayne township, where she was brought up. Her father, like most of the early settlers, was poor. and consequently unable to give his children much education. In 1818 she married Henry Oliver a farmer and very respectable gentleman.. They had two children, but both are now dead. JOHN MARLIN was born in Germany in, 1828, and came to America in 1852. He learned the stone-mason trade, and worked at it until he accumulated sufficient means_ to buy him a fine farm, joining the city limits of Steubenville. He has his farm under good cultivation, and is the owner of several houses and lots in the city, all earned by honest industry and economy. WESLEY PERMAR is a son of Sohn Permar, who came from Washington county, Pa., in 1806, and purchased the land now owned by Wesley. He was a machinist, and it is said built the first threshing machine that was built in Jefferson county. He was a man of great enterprise and ambition, and done great good among the early settlers ; he died in 1846. Wesley, the subject of this sketch, was born in 1823, and' is much like his father, aimi ng to be among the leading farmers, in trying to promote the interests of agriculture. HISTORY OF BELMONT AND JEFFERSON COUNTIES - 601 DAVID JOHNSON was born in Smithfield township in 1837. His father, Thomas Johnson, was a native of Ireland, and emigrated to America in 1809. David was reared on the farm and educated in the common schools of Jefferson county. With the exception of fifteen year's that he was engaged in the mercantile business, Mr. Johnson has been s n the farm. THOMAS L ANTHER.— Mr. Lanther was born on the farm on which he now resides, December 25, 1814, He is a son of G. and E. Lanther, who emigrated from Ireland, and first located in Washington county, Pa., but came to Jefferson in 1808. They had seven children, of whom but three are living. Thomas was reared a farmer, and educated in the common schools. He resides on the old Lanther homestead in Cross Creek township. J. W. MCCANN (attorney-at-law).—Mr. McCann is a native of Jefferson county and is a gentleman of fine education, having spent a number of years teaching school. He . studied law and was admitted to the Steubenville bar in 1877. He practices his. profession in New Alexandria and is also a justice of the peace. JOHN ROSS was born in Jefferson county in 1806. His father was Moses Ross, an early settler in the county. Mr. Ross was reared on the farm, and in 1834, married Miss Sarah Davis. They have eight children and had five sons in the late war. A. M. SMITH.—Mr. Smith is a native of New York, but came to this county when he was a small boy. He was reared on the farm and received .a liberal education•. in 1878, be was appointed to the position of superintendent of the county infirmary, which position he still holds, serving with credit to himself and to those who appointed him. WELLS TOWNSHIP. This township was a part of Warren and. was set off from the latter and made a separate township in 1823. It derived its name from B. Wells, a large land owner in early times, and the proprietor of Steubenville. Its surface is greatly diversified, there being rugged hills and pleasant valleys, elevated table-lands and undulating territory, suited to almost any taste, as will be seen by a topographical description of it. For ages previous to the advent of' the white man in this part of the country, the Indian nations under various appellations, had occupied this region. When the first pioneers began to visit the valley of the Ohio and its tributaries, they found the country occupied by the representatives of the Six Nations, principally belonging to the Mengwe (corrupted by the whites into Mingo). They were very hostile towards the whites, but the stream of immigration which continued to pour in from the older states into all parts of the western country, roused all the native jealousy of the Indians and they concentrated all their power to keep the white man from seizing their rich hunting-grounds and robbing them of the homes and graves of their fathers. Every Indian swore his child upon the altar of eternal hatred to the white man. So constant, persevering and daring were the attacks of the Indians upon the frontier settlements, that all the force which could be raised was not sufficient to repel their invasions. As early as the year 1790, the block house at the mouth of a small stream, called Block House run, about a mile and a half below La Grange, was a frontier post for the hardy pioneer of the north western territory. There nature was in her undisturbed livery of dark and thick forests, interspersed with sparkling rivulets flowing; into the Ohio ; then the forests had not heard the sound flowing the woodman's axe nor the plow of the husbandman opened the bosom of the earth ; there the beautiful wild flowers waived their golden bloom to the God of nature. It would be impossible to describe the beauty of these rich bottom lands. The soil itself, for richness, was not exceeded by any in the world. The lofty.sugar tree spreading. its beautiful branches ; the graceful elm waiving its tall head, the monarch of the forest ; the black and white walnut ; the giant oak ; the tall hickory ; the cherry and the hackberry ; the spicewood, with its fragrance; the pawpaw, with its lucious fruit ; the wild plum, the rich clusters of grapes, which, hanging from the mossy vines, festooned the forest ; and, beneath all, the wild rye, green as a wheat field, mixed with the wild pea vines and buffalo clover, all formed a garden of nature most enchanting to behold. The clear and beautiful rivulet creeping through the grass, and softly 76—B. & J. Cos. rippling over pebbly bottoms, the gentle Zephyrs freighted with nature's incense, pure and sweet, regaled the senses and filled the beholder with delight. It was in September, 1792, that Henry Nations and Daniel Schammerhorn crossed the Ohio river to locate in the north western territory. After landing on the west side they set out down the river, and about one and a half miles below what is now La Grange, camped on a small stream called Block House run. Here they erected a small cabin with port holes to look out. They made a small clearing also, but their chief support was by hunting, and unfortunately they were soon waylaid and killed by the Indians, near the block house in the spring of 1793. During that spring a family named Riley came and located near the same spot, but they too met the same fate of Nations and his companion. While out making sugar just opposite the present residence of Smiley Johnston, the whole family with the exception of the oldest boy were killed. The the boy made his way over to Wellsburg and gave the alarm. It was not until after the treaty of General Wayne in 1795, that any permanent settlement was effected. Thomas Taylor came from Pennsylvania and located on section thirty. Henry Oliver and Ebenezer Spriggs came also in 1778, and located near Taylor, The Tarr family came quite early, and also the Johnsons, Armstrongs, Roberts, Cursor's, Daughertys, Milhollands, Damsons, Grahams and others may be mentioned among pioneers of Wells township, all coming in before 1810. John Barrett came about 1800, and was the first justice of the peace in what is now Wells township. He was appointed to the office before Ohio became a state, and married the first couple in this part of Jefferson county. He remained in office for about thirty-eight years. MILLS. The first mill in this township was a grist. mill run by horse power, kept by a man named Linton. The water privilege beings good in this township it was soon utilized by the settlers and it was but a short time until there were several erected on McIntire run, where there is still three in operation. The first one was erected by John Jackson in 1808, the remains of which can still be seen. There have been a number of saw mills erected at different times in the township, and several of them are still operating. They are all run by water power. EARLY HOTELS. In early times the main thoroughfare for driving stock from the back counties to the eastern market was through Wells township, crossing the river at La Grange, and, as a consequence, taverns were a great institution, inasmuch as they were widely known and resorted to by travelers of all classes, especially dro- vers, who. were almost invariably received in bland good humor by their complacent and self-satisfied hosts. And it. is rather sad to reflect that in these days of steam cars and long strides toward making everything go by machinery, and leave man but little work to do, other industries keep step, and the country tavern-keeper's trade is among the lost arts, except on the extreme frontiers, where the same scenes are enacted as were so familiar to the pioneers of this region. The first hotel was kept by either Matthew Thompson or Nathaniel Dawson, the latter keeping a whisky stand in connection with his tavern, as a tavern in those days without a bar would have but little patronage, although occasionally Some philanthropic individual would enter the race in opposition to his antiteetotaler brethren, and for a while try to breast the tide which flowed against him. Mr. Thompson tried this, calling his house "Tempo," but eventually he had either to give up his tavern-keeping, or make an addition to his place in shape of a bar, the latter of which be did, after which everything sailed smoothly, except, perhaps, the landlord's conscience. LA GRANGE, PHILLIPSBURG POSTOFFICE. This place was laid out by Phillip Doddridge, and named Phillipsburg, in honor of him, in 1819. The sand was purchased from James Ross, of Pittsburgh, Doddridge built the first house for hotel pnrposes, in 1819, and in 1820, James If. Moore purchased it and opened it first for the accommodation of the public. In 1822 Mr. Moore got the appointment as postmaster, and in the same year, Harden Wheeler and Joseph .Rose, opened the first store, and several other enterprises soon followed. Henry Hicks was the first physician to locate in the new town. From 1825 until 1826, Phillipsburg did not improve 602 - HISTORY OF BELMONT AND JEFFERSON COUNTIES. very rapidly, but in the latter year things took a new turn. Means, Collier, and Wilson laid out a new addition to Phillipsburg, and called it La Grange, where a number of houses were erected, but the excitement, did not last long and things soon resumed their old quiet ways and remained so. The present enterprises of the town are, one hotel kept by W. H. Hassner, and one large store, kept by William Rodgers, one grocery kept by Mr, West, one shoe store kept by Mrs. Smith, and a coal shaft giving employment to a number of men, The C. and P. R. R., passes through the town, and a ferry connects it with Wellsburg. There is a good school, but unfortunately no place for religious worship. COAL. Wells township is underlaid with coal, and several openings are seen along the several streams emptying into the river, but are mined irregularly and only to supply the local need. At La Grange, the La Grange Coal Company, of which Mr. John Lowe is manager, have sunk a shaft to the coal number six. This coal is five feet three inches thick, divided into three benches by two slate partings of one inch thick. The shaft at La Grange was sunk under the direction of Mr. Lowe, who was the pioneer in this mining enterprise, and one of the principal stockholders of the company. In sinking the shaft three thin seams of coal were cut. Of these, two are twenty feet above the shaft, separated by two feet of sandstone. The Pittsburgh seam at La Grange is about five feet thick, with a parting of slate, sometimes two, near the middle. The coal works in large cubical blocks, resembling that mined in Pittsburgh in appearance and character, though containing a little more sulphur. SCHOOLS. This township has made great changes from the log houses and subscription schools of pioneer times, as will be seen by the following report of the actions of the trustees of the township : On the 15th of September. 1826, the trustees of Wells township, John Barret, Thomas Taylor and Belford Griffith, met at the house of R. A. Sherrard, and then and there ordered the clerk of said township to divide said township into the following dis- tricts, which should afterwards be known by their number and name : District No. 1, known by the name of Point Finley ; district No. 2, known by the name of Middle school ; district No. 3, known by the name of Jefferson school ; district No. 4, known by the name of Adams school district No. 5, known by the name of Monroe school ; district No. 6, known by the name of Center school; district No. 7, known by the name of Franklin school ; district No. 8, known by the name of La Grange school. District No. 8 was formed by the trustees March 3, 1845, through the petition of householders of district 4. Joint sub-district No. 9, known by the name of Pleasant Hill, was formed of parts of Wells and Cross Creek townships, and was formed by the consent of the two boards in April, 1858. Joint sub-district number 10 and 11, and known by the name of Blues Run, is composed of parts of Wells and Warren townships. This district was formed by the probate court. There was a petition before the board at different times from the citizens of both townships, praying for the formation of this district, they having first gained the consent of the Warren township board, but at last seeing all their efforts were of no avail, they petitioned the probate court and got their efforts crowned with success, September 17, 1878. This district was formed from districts 2 and 3 in Wells, and district 2 of Warren township. CENTRE PRESBYTERIAN CHURCH. The first Presbyterian meeting held in this part of Wells township was at the houses of the Armstrongs and Spragues as early as 1800. In 1803 or 1804, they held their meetings in tents. The date of when the first house was built and who was the first preacher could not be ascertained. The deed for the land was made in 1826, from John Jackson to the trustees of the church. A Scotchman by the name of Robinson was the first minister that we have any account of. The first person buried in the graveyard was John Armstrong, July 16, 1810. Rev. Huff is the present pastor: This church is commonly known as "Tent Church," on account of their having worshipped in tents until they could erect a building. TOWNSHIP OFFICERS. The first election in Wells township was held at the house of widow McAdams, April 1, 1823, and the following persons were duly elected to fill the respective offices for that year : First election, April 7, 1823.—Trustees: David Humphrey, Archibald Armstrong, Richard Spurrier. Clerk : R. A. Sherrard, Treasurer : John McAdams. Second election, April 5, I 824.—Trustees : John Barrett, Esq., Archibald Armstrong, Richard Spurrier. Clerk : R. A. Sherrard, Treasurer : John McAdams. Third election, April 4, 1825.—Trustees : John Barrett, Esq., David Riddle, Richard Spurrier. Clerk : R. A. Sherrard. Treasurer : John McAdams. Fourth election, April 3, 1826.—Trustees : John Barrett, Thos. Taylor, Belford Griffith. Clerk : R. A. Sherrard. Treasurer : John Sherrard. Fifth election, April 2, 1827.—Trustees: John Barrett, Thos. Taylor, Belford Griffith. Clerk: R. A. Sherrard. Treasurer : James Moore. Sixth election, April 7, 1828.—Trirstees : John Barrett, Thos. Taylor, Belford Griffith. Clerk : R. A. Sherrard. Treasurer : James Moore. Seventh election, April 6, 1829.—Trustees': John Barrett, Thomas Taylor, Belford Griffith. Clerk : R. A. Sherrard. Treasurer : James Moore. Eighth election, April 5, 1830.—Trustees : Nathaniel Dawson, Richard Spurrier, John Puntney. Clerk : James Davis. Treasurer : James Moore. Ninth election, April 4, 1831.—Trustees : Nathaniel Dawson, Richard Spurrier, John Puntney. Clerk : Jas. Davis. Treasurer : James Moore. April 7, 1832.—Trustees : Nathaniel Dawson, John Puntney, James Jackson. Clerk : James Davis. Treasurer : James Moore. April 1, 1833.—Trustees : Nathaniel Dawson, John Puntney, James Jackson. Clerk : James Davis. Treasurer : Jas. Moore. April 15, 1834.—Trustees : James Jackson, John Burns, Gideon Goswell. Clerk : James Davis. Treasurer : Israel Cox. April 6, 1835.—Trustees : James Jackson, John Burns, Gideon Goswell. Clerk : Hiram Taylor. Treasurer : Israel Cox. April 4, 1836.—Trustees : John Burns, Gideon Goswell, Smiley Johnson. Clerk : Hiram Taylor. Treasurer : James Jackson. 1837—Trustees : Henry Swearingen, Gideon Goswell, John Carey. Clerk : Hiram Taylor. Treasurer : James Jackson 1838—Trustees : Gideon Goswell, John Carey. David Riddle. Clerk : Hiram Taylor. Treasurer : Benjamin Linton. 1839—Trustees : Gideon Goswell, James Davis, Edmund Bucy. Clerk : Hiram Taylor. Treasurer : Benjamin Linton. 1840—Trustees : Gideon Goswell, Edward Bucy, David Carson. Clerk : Hiram Taylor. Treasurer : Benjamin Linton. 1841—Trustees : G. Goswell, D. Carson, John Rickey. Clerk : Hiram Taylor. Treasurer : Richard Starr. 1842—Trustees : G. Goswell, D. Carson, John Rickey. Clerk : Joseph Gladden. Treasurer: Richard Starr. 1843—Trustees : Nathaniel Dawson, James Holmes, David Carson. Clerk : George S. Welsh. Treasurer : Francis Brainard. 1844—Trustees : D. Tarr, D. Carson, John McCulley. Clerk : Francis Brainard. Treasurer : Hiram Taylor. 1845—Trustees : D. Carson, J. McCulley, Daniel Tarr. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1846—Trustees ; J. McCulley, Daniel Tarr, John Goswell. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1847—Trustees : John Goswell, Amos Parsons, Ira Dalrymple. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1848—Trustees : Richard Talbot, James Hyndman, Jacob Zoll. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1849—Trustees : J. Hyndman, John Riddle, John Carey. Clerk : Hiram. Taylor. Treasurer : Israel Cox. 1850—Trustees : J. Hyndman, John Riddle, Benjamin Linton. Clerk : Hiram Taylor. Treasurer: Israel Cox. 1851—Trustees : J. Hyndman, William Riddle, John Carey. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1852—Trustees : John Carson, William Riddle, William Ekey. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1853—Trustees : John Carey, William Ekey, William Riddle. Clerk : Hiram Taylor. Treasurer : Israel Cox. 1854—Trustees . John V. Tarr, Simeon Davis, Levi Roe. Clerk : Hiram Taylor. Treasurer : James Everson. 1855—Trustees : Wilson Winters, J. Dalrymple, Isaac Green. Clerk : John Litton. Treasurer : Isaiah Brenard. 1856—Trustees : J. McCulley, J. V. Tarr, C. D. Kaminsky. Clerk : G. W. Carey. Treasurer : James Everson. 1857—Trustees : John V. Tarr, John V. McCully, George IN. Gracey. Clerk : George W. Carey. Treasurer : James Everson. 1858—Trustees : James Hyndman, John V. McCully, Moore Thompson. Clerk : G. W. Carey. Treasurer : James Everson HISTORY OF BELMONT AND JEFFERSON COUNTIES - 603 1859-Trustees; John V. McCully, J. Hyndman, Moore Thompson. Clerk : G. W. Cary. Treasurer : James Everson. 1860—Trustees : J, V. McCully, Andrew Tarr, David Thomp- son. Clerk : G. W. Carey. Treasurer : James Everson. 1861—Trustees : J. V. McCully, Andrew Tarr, Moore Thompson. Clerk : G. W. Raston. Treasurer : James Everson. 1862— Trustees ; John Ekey, Andrew Tarr, Moore Thompson. Clerk : N. B. Cox. Treasurer : James Everson. 1863—Trustees.: David Carson, John Ekey, Phillip Trainer, Clerk : N. B. Cox. Treasurer : James Everson. 1864—Trustees : John Ekey, William Ewing, David Arm- strong. Clerk : N. B. Cox.. 'Treasurer : James Everson. 1865—Trustees : John Ekey, James Dean, John W. Bell. Clerk : N. B. Cox. Treasurer : James Everson. 1866—Trustees: John Ekey, James Dean, John C. Hunter. Clerk : John C. Pierce. Treasurer : James Everson. 1867—Trustees : John Ekey, William Oliver, John Dougherty. Clerk : John C. Pierce. Treasurer : James Everson. 1868—Trustees : John Ekey, Andrew Tarr, Richard Boyle. Clerk : Charles Kyle. Treasurer : James Everson. 1869—Trustees: John Ekey, Richard Boyle, Andrew Tarr. Clerk : Levi Roe. Treasurer : James Everson. 1870—Trustees: John Hunter, John Ekey, Hezekiah Golden. Clerk : J. A. Hobson. Treasurer : James Everson. 1871—Trustees : John Ekey, John C. Hunter, John V. McCully. Clerk : J. A. Hobson. Treasurer : James Everson. 1872—Trustees: John Ekey, John C. Hunter, John V. McCully. Clerk : J. A. Hobson. Treasurer : James Everson. 1873—Trustees: John Eckey, John C. Hunter, J. W. Thompson. Clerk : J. A. Hobson. Treasurer : James Everson. 1874—Trustees: John C. Hunter, John Ekey, J. N. Thompson. Clerk : J. A. Hobson. Treasurer : N. B. Buckingham. 1875—Trustees: John C. Hunter, David Armstrong, Wesley Noble. Clerk : David C. Peck. Treasurer : N. B. Buckingham. 1876—Trustees : John Ekey, J. V. McCully, W. Dalrymple, Clerk . J. A. Hobson. Treasurer : N. B. Buckingham. 1877—Trustees : John Ekey, John V. McCully, James Dean. Clerk : J. A. Hobson. Treasurer : John C. Pierce. 1878—Trustees : John Ekey, John V. McCully, Elmer Everson. Clerk : J. A. Hobson. Treasurer : John C. Pierce. 1879—Trustees : John Ekey, John V. McCully, Elmer Ever-Bon. Clerk : J. A. Hobson. Treasurer : John C. Pierce. This is the only township in the county in which perfect records have been kept. BIOGRAPHICAL SKETCHES JOHN V. TARR.—JOHN Tarr was born on the Tarr homestead, in what was then Warren township, Jefferson county, in 1819. Ile was a son of Daniel Tarr, a soldier of the war of 1812, and who, upon the outbreak of the trouble with England, was one of the first to take up arms in defense of his country. He was sent to Norfolk, Va., where he remained during the entire war. John, the subject of this sketch, was reared a farmer and received his education in the common schools of the county. When he reached manhood he took an active port in public affairs, and in 1855, was elected justice of the peace in his township, which office he has held ever since, and has also served several times as trustee of Wells township. WILLIAM A TARR, brother of John V., was also born on the Tarr homestead, where he still resides. He received a limited education, but by close application to study has gained a fine knowledge of geology, he having made that a special study for several years, giving much of his time to the research and examination of minerals. Mr. Tarr is probably one of the best posted men in his township on the .geology of the township and surrounding country. SMILEY H. JOHNSTON, Of Walnut Hill farm, situated near La Grange, on the P. & C. railroad, is among our pioneer and most successful agriculturists. His geneology may be traced in direct line from Oliver Cromwell, whose oldest daughter, Bridget, became the wife of General Fleetwood, and from their issue sprang the line of Johnstons of whom our subject is a member. Smiley's grandfather was Robert Johnston ; his grandmother, nee Jane Graham—and of their family our subject's father, James Johnston, was the oldest son. His grandfather came to this country at a very early date, and, together with his family, set- I-76—B. & J. Cos. tLed in Beaver county, Pa., about 1790. Our subject's father, however, was born on the Susquehanna. river, in 1766, and subquently married ono Sarah Burns, in Chartier, Washington H. county, Pa. They had a family—four sons and five daughters, as follows : Smiley J, born November 4, 1799 ; George B., a prosperous farmer near Wellsville ; Robert, who was a Presbyterian minister at Peoria, Illinois, and died several years ago ; and Enoch Merwin, also a Presbyterian minister, who settled and died in Carlisle, Pa. Elizabeth was married to John Alexander, of Belmont county, a brother to the wife of the subject of our sketch, and still lives, at the ago of 83 years. Jane became Mrs. Matthew .Nelson, and subsequently died at Carrolton, Ohio. Margaret was married to Robert Hughes, a son of the Rev. Thomas Hughes, Presbyterian minister, of Beaver county, Pa. Pollie became Mrs. James Black—the latter becoming a Methodist preacher, but is now dead—his widow still surviving him in Indiana. Eliza was married to Mr. William McGee, a prominent merchant of Point Pleasant, Belmont county ; they are both now deceased. Our subject, Smiley H., early took only a plain "education, and then learned the business of a joiner and cabinet maker, at Beaver, where he continued to work at his trade till 1827. On the 17th of January, 1828, he saw proper to take unto himself a wife, in the person of Levenia, youngest daughter of the late Judge James Alexander, a worthy native of Bonnie Scotland, who came to this country while young. After two years, Mr. and Mrs. Johnston purchased and located at Walnut Hill farm, comprising 160 acres, then held by Ezekiah Griffith, though the land really consisted of a portion of the old Bazaleel Wells property. Griffith at one time kept a tavern here, but Mr. Johnston purchasing him out, it was discontinued. Some eight or ten years after, our subject next bought the Barret farm adjoining, and consisting of 80 acres. After this he secured the Ezekiah Davis place, also adjoining, and containing 115 acres. Next the Dean farm of 300 acres, the horse-mill farm of 55 acres, the Rickey farm of 100 acres, and subsequently several small patches of land, until to-day he is the owner of over 1,000 acres. Mr. Johnston has chiefly devoted himself to stock raising and grain growing, and has frequently had from 1,000 to 1,200 head of sheep at a' time. But being now advanced in years, he has barely so many sheep. He employs two good farmers on certain portions of his valuable estate, and also has four tenant farmers. Some years ago he built his present extensive and very attractive mansion, (see illustration elsewhere) which has few equals in any respect as a farm residence in the county or oven state. Mr. and Mrs. Johnston have been favored with a family of three daughters, but no sons. Samantha, born December 22, 1829, became Mrs. Robert Ramsey, July 1849, but died September 30, 1855. Amanda, born 1834, died in 1847, at the tender age of thirteen years ; Laura, born in 1841, became the estimable wife of senator W. H. Tarr, a popular resident of Wellsburg, whore they still reside in the happy associations of a highly interesting and accomplished family. . Much interesting Indian history is associated with the property owned by Mr. Smily Johnston, and his extensive lands are frequently referred to in the pages of this work. A noted instance being the scene of the " massacre of the Riley family"—the graves of which poor victims are still preserved green. Mr. Johnston, and particularly his excellent lady, afford quite a fund of ancient anecdotes, and are not only most kindhearted, hospitable and entertaining, but well informed alike in ancient and modern history of Jefferson county and its resi- dents. JOSEPH A. Hoox.—This gentleman was born in Cross Creek township in 1820. He was a son of Jonathan Hook, one of the pioneers of that township, who was born in the state of 'Maryland in 1787, and came to Ohio in 1811 ; he was a soldier in the war of 1812, and was in the battle of Bladensburg ; ho was a sturdy kind of. a man, and died in 1871, on the old Hook homestead in Cross Creek. Joseph was reared a farmer and received his education at the common schools. In 1852 he married Eliza J. McConnell ; they have four children, two sons and two daughters. JAMES DEAN.—Mr. Dean was born February 6, 1831. He is a son of Samuel Dean, who came to Jefferson county prior to 1812, and was of Irish origin, like most of the settlers in this county. Mr: Dean was brought up a farmer and received a common school education. On arriving at the age of manhood he married Miss Ralston ; they have nu children. Mr. Dean is an active member of church to which he belongs, and is a highly esteemed citizen. 604 - HISTORY OF BELMONT AND JEFFERSON COUNTIES. J. H. EVERSON was born in Wells township in 1850, and is a son of James Everson, one of Wells' best citizens. He was reared a farmer and educated in the schools of his native county. During hie boyhood ho expressed a strong desire to study law, and as he was a natural orator, his father concluded to gratify his wishes. In 1876 he entered the law office of John McClure, a prominent attorney of Steubenville, and by close application and hard study, was admitted to the bar in 1878, and now takes his stand among the most promising young attorneys of Jefferson county. LEVI ROE.—Levi Roe was born in Wells township in 1819. His father, William Roe, was one of the pioneers of this township, coming to the county very early. He met his death by an accident, being on board of the steamer Virginia when she exploded at Rush run in 1838. Levi was reared a farmer and attended the common schools of the county. He is a prominent citizen and zealous member of the Methodist Episcopal Church, and is one of the oldest members living, connected with the Olive M. E. Church. NATHANIEL DAWSON was born in Wells township in 1839, and was a son of Nathaniel Dawson, an early settler in Wells township. Mr, Dawson, Sr., was a representative man in Wells township, as we find his name frequently among the early records of the township officials. Nathaniel was reared a farmer and received a limited education. He now occupies the old homestead, and is a prominent citizen and a thorough and successful farmer. JOHN V. MCCULLEY.—The subject of this sketch was born in Washington county, Pa., in 1821, and came to Jefferson county, Ohio, in 1840, and located on the farm now owned by Mrs. Graham. He remained there four years, when he moved to his present home. He is one of the leading farmers in the township and is a breeder of fine Spanish merino sheep and fine hogs and cattle. Mr. McCulley has probably the best improvements of any farmer in the township, and persons wanting fine stock will do well to give him a call. Mr. McCulley is one of the present trustees of Wells township. WILLIAM OLIVER, ESQ., was born in Jefferson county in 1832, and was a son of Charles Oliver, being the youngest of six children. He was reared a farmer and received a common school education, and being of a roving disposition, upon reaching manhood, went West to seek his fortune in the gold fields of Colorado, but left there before the country was fully developed and returned to his native state, when he located on the Oliver homestead. In 1866, he married Miss Mary Jones, daughter of John Jones, of West Union, Fayette county, Pa. They have three children—one son and twQ daughters. In 1877, Mr. Oliver was elected a justice of the peace, which office he still holds. W. W. Louiss, JR.—The subject of this sketch was born in Wells township, December 15, 1855. His father was a pioneer of the township and a man of intelligence and enterprise. William, Jr., was reared a farmer and received a good education. Upon reaching manhood he started out to make his living at his chosen profession, that of a farmer. He built a fine residence on Scull Bone Ridge, near his father. He is now married and prepared to enjoy the comforts of a good home. ROBERT SHEARER.--Mr. Shearer was born in Pennsylvania, January 29, 1808, and came to Jefferson county with his father, when a boy. His mother was a sister of Rev. George Brown, a pioneer Methodist minister, and the family were well known in Jefferson county. Robert learned the blacksmith trade with a Mr. Doyle, in Steubenville. In 1829, he married Miss Jane Sheppard, who was born December 2, 1809. They have bad six children, of whom but two are living at present. Mr. Shearer still carries on the blacksmith trade in New Alexandria, where he has been for a number of years. His father, Robert Shearer, was born in 1773, and died in 1850. JOSEPH HOYLE, son of John Hoyle, was born in Jefferson county, in 1827. He was reared a farmer and received a liberal education. his parents were Quakers and he has inherited their belief. He married Phebe Watson, of Jefferson county, and has been blessed with a large family of children. Mr. Hoyle is a farmer and fine stock raiser, and imported the first thoroughbred short-horn cattle ever brought into the township, and has a fine lot of them on his farm. His postoffice address is Smithfield. JAMES A. HOBSON,—Mr Hobson was born in Jefferson county. He was raised a farmer and educated at the common schools; he is a very active business man and has been elected to the position of township clerk twice, and judging from his records, should hold the position for many years to come. Mr. Hobson, is a farmer. His posoffice address is New Alexandria. MARK WILLETT, was a son of E. Willet, and was born in Fayette county, Pennsylvania, in 1805, but the exact date of his coming to Jefferson county, we failed to learn. He located the farm now owned by his heirs, and built the first cabin and made the first clearing in this section. Mr. Willett was raised in the Quaker faith and brought up his family to believe as he did. He was a good citizen and neighbor, living a christian life, and finally when his mission on earth was filled, he passed to his home above, leaving a family and many friends to mourn his loss. JOHN SIXSMITH was born in Pennsylvania in 1822, and came to Jefferson county with his parents when ten years of age. He was reared a farmer and received a fine education. He has a fine farm in Wells township, on the line of Smithfield, and is an enterprising citizen and a good neighbor. ANDERSON WOOD.--Mr. Wood was born in Smithfield township, in this county, August 21, 1825. His father was a native of Maryland, but came to this part of the country many years ago. Anderson was raised a farmer, and received a good common school education. In 1864 he married Miss P. Hall, daughter of Richard Hall. They have no children of their own, but have four adopted ones. Mr. Wood is a farmer and stock raiser. Postoffice address is Smithfield. JOHN PUNTNEY was born in Brooke county, W. Va. He came to Jefferson county in 1832, and purchased one hundred and thirty-two acres of land in what is known as the Kirkwood section. This property is now owned by his son, J. L. Puntney, and is one of the finest improved farms in Wells township, and shows that it has been managed by experienced farmers. HISTORY OF WARREN TOWNSHIP. SETTLEMENT AND EARLY INCIDENTS. Very soon after the termination of the memorable revolutionary war the first settlements in what is now Warren township began. Although the lands yet being fresh, as it were, with the tracks of its native inhabitants—the Indians—the whites ventured across the Ohio from the east and attempted a settlement here. The attractiveness of the situation, the richness of the soil, and the prospectiveness of a healthy climate, apparently satisfied the pioneer's "fairy dreams" of his western home. The Indian was so hostile to the new corner that every conceivable strategy the barbarous mind could conjecture was by him brought into requisition that he might make sure of his pale-faced intruder's scalp. Nothing but the most determined purpose of man would -nave endured the hardships, privations and dangers that the earliest pioneers experienced. It is true that the first settlers were several times driven back across the river by the Indian, but returned again and again, and many made here their permanent home cleared, improved and cultivated their lands, and to their posterity bequeathed pleasant homes and plenty of land after old age and infirmity incapacitated them for toil. To guard against the treacherous and inhuman depredations of the redskins, the early settlers were obliged to secure themselves in some manner, and so they erected BLOCK HOUSES. A number of these were built not far from the river's edge. into which the settlers would gather during the night when Indians were known to be prowling about the neighborhood. As to the exact spot these, houses stood is not positively known. Tradition, upon which the author, at this late day, can only rely, fixes one of these block houses on the present ground upon which the stone house of Mr. Joseph Stringer is situated. Mrs. Bayless, the widow, and third wife of John B. Bayless, says that one of these forts was located here, and there are several other old persons, with whom we have had interviews, who corrob- orate her statement. This was built a short time after what is HISTORY OF BELMONT AND JEFFERSON COUNTIES - 605 known as Carpenter's fort. It is believed that there were a couple more block houses in this township, but as to their exact location the author cannot definitely conclude. The oldest and the most important was that of CARPENTER'S FORT, "Which was originally nothing more than an ordinary settler's cabin, stood some disfance above the mouth of Short creek, and less than one hundred yards from the Cleveland and Pittsburgh railroad, above Portland station. "It was built in the summer of 1781, by John Carpenter, who resided at the time on Buffalo creek, some miles east of the Ohio river. In his hunting expeditions he was in the habit of crossing to the west side for the purpose of hunting game along the Short creek valleys, when he determined to be the first to get possession of these lands, which everybody believed would, in due time, belong to the United States. He determined to take the risks, which he did by building a cabin and clearing off a piece of ground ready for planting in corn the next season. "But not thinking it safe at that time to remove his family across the river, he took a couple of horses and started back to Fort Pitt, for the purpose of getting a supply of salt, which they were obliged to carry across the country on pack horses. On the way he was captured by a band of Wyandotts, taken to the Moravian towns, where his dress was changed for an Indian outfit, when he was carried back to Sandusky, where he was kept. a prisoner until the following spring, when ho escaped and made his way to Fort Pitt, from whence he returned to his family, which he removed across the Ohio to the improvement he had made the previous summer. "One day, while at work in his own patch, he was fired on by an Indian from the adjoining woods and severely wonnded, when the Indian attempted to scalp him but was driven off by his wife, a stout, resolute woman, who went to his assistance and made such a vigorous resistance that her husband escaped into their cabin, when the Indian fled. "After Colonel Williamson's unfortunate expedition which resulted in the massacre of the Moravian Indians and the destruction of their towns on the Tuscarawas, a court of inquiry was called at Fort Pitt to investigate his conduct. .John Carpenter was summoned as a witness on behalf of the accused and identified his own clothing among that found by Williamson in the possession of the Moravians, proving a valuable witness for that officer. "Other families soon followed Carpenter. across the Ohio into the Short creek neighborhood, and as the Indians became troublesome his cabin was strengthened and converted into a kind of fort, into which the settlers and their families fled for safety in cases of alarm." J. C. McCleary, Esq., says : "George Carpenter, a noted Indian spy, established a blockhouse below the mouth of Rush run, in about 1785. The next year Enos Kimberly, Robert McCleary, Benedick Wells, John McElroy, John Humphrey and some others, made a settlement at the mouth of Short creek, where the town of Warrenton is now situated. About the year 1784 or 1785 John Tilton, Charles Kimball and two or three others, crossed the Ohio river with their families, and settled on the present site of the village of Tiltonville. In a blockhouse at this point, Caleb Tilton was born, and is believed by some to be the first white child born west of the Ohio river. These persons are low, since deceased, but quite a number of their descendants are still living and residing upon the lands purchased by their ancestors." Robert McCleary was born in York county, Pa,, in 1760, and at the age of thirty years migrated to what is now Jefferson county. Joseph Tilton was born in 1766, and died on the land upon which he settled, in Warren township, in 1860. Solomon Scamehorn, was born in Washington county, Pennsylvania, and emigrated from said state to Jefferson county, and settled in Warren township, in 1797. The Lisby's emigrated to Warren township from Maryland and located in now Portland, in 1801. Willian Lewis, settled in Warren township in 1801-2. He was born in Fayette county, Pennsylvania, in 1796. James McCormick came from Mercer connty, Pennsylvania, in 1810, (where he was born,) and located in Warren township. The Maxwells emigrated to Warren township, in 1810. They were natives of Ireland, and came to America in 1782, first settling near Winchester. The lands in this township were first located by the early settlers, along the Ohio river, between what is now known as Yorkville and Rush Run, and then they gradually penetrated the forests westward. The author would like very much to have given a larger list of the pioneers, but is unable to get their names traditionally and is necessarily obliged to omit many, no doubt, of other prominent settlers besides those given. ELECTION OF WARREN TOWNSHIP. The following is from J. C. McCleary, Esq., an old citizen of the township : "This township was organized 50011 after the organization of the territorial government. john Humphrey, John McElroy and Benedict: Wells were the first trustees elected, and Robert McCleary, the first justice of the peace, in said township, he having received the appointment by Governor St. Clair, under the territorial government. The state of Ohio having formed a constitution, and having been admitted into the Union as a state, the first election for township officers under the state govenment, was held at the month of Short creek, on the first Monday, in April, 1803. At said election, Robert McCleary and George Humphrey were elected justices of the peace ; Joseph McKee, James Reilly and john Patterson were elected trustees and the township organized under the new Constitution." The township officers for 1879 are as follows Justices of the Peace—A. M. Keith and and William Medill. Trustees—John Medill, John A. Chambers and W. A. Baker. Clerk—T. O. Betton. Treasurer—J. M. Kelly, Constables—W. S. Hatheway and M. M. Neely. Warren lies in the south east corner of Jefferson county and is bounded as follows: On the north by Wells township, on the east by the Ohio river, south by Belmont county, on the west by Mt. Pleasant and Smithfield townships. The principal streams, besides the river which 'bounds Warren's, eastern limits, are Short Crook and .Rush Run. There are a number of runs and rivulets which course through the township farming tributaries to the above alluded streams. Warren township contains five churches, namely : Presbyterian and M. E. Church, located in Warrenton ; Presbyterian church at Portland ; the M. E. Church at Tiltonville and the Hopedale M. K Church. We would have been pleased to give an acconnt of these churches, but was disappointed in receiving the history promised by the different parties connected with the several congregations. From 1785 to 1808 emigration continued to flow into this township until the public lands were all taken up and the township well settled with an enterprising and industrious population.. Warren township is probably the best agricultural and mineral township in Jefferson county, Ohio. About one-half of the lands are river and creek bottoms, which, for fertility of soil, cannot be surpassed in the state, while the other lands are beautifully rolling, producing fine crops of wheat, corn, barley, oats, potatoes, &c. The uplands have a six-foot vein of superior coal, easy of access, and the whole of the township is underlaid with a seven-foot vein, which, for manufacturing purposes excels any other coal in Jefferson county, by some manufacturers said to be equal to coke, This under strata is now being successfully mined by shaft at the mouth of Rush run at a distance of two hundred feet below the surface. The New York Coal Company largely operates the Yorkville mines in this township, near the Jefferson and Belmont county lines. Employment is given by these two mines to quite a number of miners. From 10,000 to 20,000 bushels of coal are mined here per day. Coke is also manufactured in this township to some considerable extent. WOOL GROWING. Wool growing has become an extensive business here. The fine breed sheep of Jacob Creamer, John Medill, J. C. McCleary and E. M. Norton cannot be surpassed in the state. MILLS. The township is dotted all over with flouring mills, permanent and portable saw mills, manufacturing establishments, &c., and is destined to become one of the leading townships of the county. THE MASSACRE OF FOUR INDIANS. Sometime near the dose of the eighteenth century four Indians journeyed into the small village of Warrenton, where 606 - HISTORY OF BELMONT AND JEFFERSON COUNTIES. whisky was sold, and bought and drank until they became very much intoxicated. Whilst in this condition they left the place and started for their wigwam. They were followed by a party of whites who intended massacring them, and did. On what is known as the point, above Portland, the Indians laid down to rest, and, we suppose, fell into a drunken stupor. In this condition they were attacked by the party that followed them and all killed on the spot. A short time after this massacre they were buried where they lay by a number of the pioneers. The point is now owned by Mr, J. D. Stringer, who says he plowed up some of the bones a number of years ago on the very spot where it is said they were buried. Whether these Indians had ever committed any depredations on the Settlers, or whether they were quiet, peaceful and harmless is not exactly known, but the supposition is that they were not regarded as safe persons to run around loose among the settlers, and for that reason were dealt with in that manner. JOHNSTON BOYS. In this township is where the .Johnston boys were carried off by the Indians, a full and complete account of which is given elsewhere in this volume. MOUNDS. Warren township, like some other ones in this and Belmont counties, bears traces of once being the home of the mound builders. Several mounds are found here, small, of course, but very beautiful. KILLED BY INDIANS. Noah Tilton says that sometime between 1789 and 1794 an uncle of his was captured and killed by the Indians. He was known as Jack Tilton, and at the time of his death was a lad of twelve or fourteen years old ; and, being sent after the cows, was run down by a party of Indians, then shot and scalped by them. His dead body was found near the banks of Short creek, about half a mile west of Portland, and not far from where the house of Shannon Bigger now stands. SCHOOLS. Warren township is sub-divided into nine school districts, and from the gentlemanly clerk of the township we learn that in 1860, there was expended for continuing schools $1,556 00. The average wages of the teachers in that year was $28 29, at that time there being but eight school houses and but eight teachers ; now there are nine school houses and ten teachers employed, with an average of $30 per month, The amount of money expended this year (1879) for educational purposes was $2,455 92, and for building and repairs $1,102 60. The whole number of youth of school age in the township is 519; and the number who have attended such school within the year is 419. The schools of Warren township are in a flourishing condition, and have been for a number of years. As a general thing, so we are informed, the directors of the several schools have showed great wisdom in the selection of teachers who were well qualified fin. the position and always maintaining the best of discipline. What a vast improvement has taken place from the old damp, dim and uncomfortable log school houses and the homespun teacher to the fine frame and brick school houses with good teachers well qualified to instruct our children. There was a time, perhaps, in the history of Warren township, when there was an excuse for illiteracy, but now there is none. The child who does not improve with the advantages he now has, can blame no one but himself. Every school is now thrown wide open for all of whatever degree or whatever color. Whilst a majority of the oldest settlers had no such opportunity, they rejoice to see their children and grand children so happily situated. WARRENTON. The village of Warrenton was surveyed and a public sale of lots was made by Enos Kimberly, Esq., in 1805. It is situated on the river bank, immediately above the mouth of Short creek. Mr. Silas Hatheway says that the third house ever built in this place is still standing, and is the one now owned by W. S. Hatheway. It was erected in the fall of 1800, and completed in the spring of 1801. The oldest house in the town is situated on the river bank, which was built by one Tilton, and is now owned and occupied by the widow Chamberlain. There has been two additions made to Warrenton. It is the oldest town in the township. It is populated by retired capitalists and church going people; and has an independent school district, containing one of the best schools in the township. Among the early merchants were John and Thomas Shannon. The summary for 1879 is, one dry goods store, one grocery, one shoe shop, three doctors, two churches—U. P. Church and M. E.—one blacksmith shop and contains about 300 of a population. The freshet of 1832 did great damage to property at this place, and the flood again in 1852 caused some destruction to property. PORTLAND. Portland is situated on the C. & P. R. R., and is the head centre of the township, having all the accommodations and conveniences of a first-class town. It has one physician, two dry good stores, one shoe shop, one livery stable, one restaurant, two blacksmith shops, one telegraph office, one hall and one church. TILTONVILLE. This small village which is situated in the south-eastern part of the township and on the banks of the Ohio river, was laid out by John Tilton, in 1806, in two streets running parallel with the river. It was laid off into seventy-two lots. Mr. S. J. Thery says he came to this village in 1833, and at that time there were seventeen houses. At the last census in 1870 there was a population of 214. The number may have increased a little since. The village contains one church, _E.,) one school house, two blacksmith shops, two stores, one carpenter shop, one shoe shop, one physician. Its situation is fifty feet above low water mark, and is not subjected to overflow. In 1832, the highest the river was ever known to be, it was ten feet above the flood. During the days of flat-boat building this was quite an active little place. Among the flat-boat builders who carried on the business here was James Allis, Nathaniel Sisco, Charley Wilson, Thomas Liston, John Driant and Joseph Hall. These gentleman 'continued the business about twenty-five years, and employed a great many hands. The M. E. Church association of the place was organized in about 1825. Services were first held by this society in the school house, but in about 1850 a church building was erected, Tiltonville has both marine and railroad advantages. YORKVILLE. Yorkville is a station on the C. & P. R. R., with a store and a few houses. An excellent coal shaft is sunk here and large quantities of coal is shipped up and down this road by the proprietors of this bank, known as the Yorkville Coal Shaft. RUSH RUN. Is a station on the C. &. P. R. R. and contains a few houses. BIOGRAPHICAL SKETCHES. ROBERT MCCLEARY, the father of the subject of this sketch was born in York county, in the state of Pennsylvania, in the year 1760. He was one of the brave prioneers, who came to Ohio and settled in Jefferson county, in the year 1790, and assisted in organizing the state government, and was the first justice of the peace, in Jefferson county, Ohio. He died on his farm in Warren township, in the year 1815, leaving a family of four sons and three daughters. JOSEPH C. MCCLEARY, the youngest of the family was born January 8, 1815, on the old 4 homestead farm " near Portland station, C. & P. R. R., in Jefferson county, Ohio, where he now resides. He attended a common school until he was fifteen years of age at which time he indentured himself as an apprentice, to Samuel J. Miller, of Mt. Pleasant, Ohio, to learn the bricklaying business. He worked as an apprentice for five years. At the age of twenty he left his master and " lit out," and made a tour throughout the United States, working at his trade in nearly all the principal cities and towns in the Union, and also in Quebeck, Montreal and Kingston in Canada. At the age of twenty-five he quit his trade and retired to his old homestead, and engaged in agricultural pursuits. At the age of thirty-four he read law in the office of 0. C. Gray the celebrated Ottawa lawyer, and was admitted to the bar October, A. D., 1846. In the year 1857, he was elected a senator to represent the 21st district, composed HISTORY OF BELMONT AND JEFFERSON COUNTIES - 607 of the counties of Jefferson and Columbiana. In 1862, he was appointed by President Lincoln, Assessor of the 17th Congres- sional District, Ohio, and served in that office for five years, After the-close of the war he purchased the old Smith farm, on Short creek, in Warren township, and is now one of. the most successful farmers and pool growers in the county of Jefferson. SAMUEL LINDSAY.—The parents of the subject of this sketch, Joshua and Catharine Lindsay, were natives of Baltimore county, Maryland, where their son, Samuel, also was born October 10, 1800. The family removed from Maryland in 1815, and settled in Brooke county, Va., where his father died June 6, 1836, aged 66 years. His mother died in Illinois, December 25, 1865, aged 89. Samuel Lindsay, was first married to Rebecca Worthington in 1829. She died in 1859. He next married Mary Tweed, of Wellsburg, in 1861, who died in 1877. His last marriage took place December 5, 1877. Mr. Lindsay carried on different trades during life, and was always a man of enterprise and energy. The maiden name of Mrs. Lindsay, his third and present wife, was. Emily E. White. She first married Edward Gibbons June 30, 1836. He died February 3, 1841. Her next husband was J. P. Liston, October 31, 1854, who died November 29, 1862. She then married Joseph Long, April 20, 1865. Ho died August 3, 1868. Her next and last marriage was with Mr. Lindsay, as above mentioned. The son by her first marriage, Edward J. Gibbons, enlisted in the 30th Ohio Regiment, Company G-, and served during the war. He enlisted August 20, 1861, and was discharged August 20, 1865. Her stepsons by her second marriage,. Albert and Joseph R. Liston, also served in the Union army in the war of the rebellion. Albert served upwards of a year, and Joseph R. several months. Mr. and Mrs. Lindsay now reside in their comfortable home in Tiltonville, Jefferson county, surrounded by all that is required for happiness and comfort. JOHN MEDILL was born September 2, 1826, in Washington, Pa. He was a son of Joseph and Nancy Mcdill. His father, Joseph Medill, was a native of Ireland, county of Monaghan, from which place he emigrated to this country in 1814. He came to Philadelphia, where he remained a short time, then worked on a farm for a Quaker in the state of Delaware, and through the influence of this gentleman, he got a contract for making a pike, and has during his life made over one hundred miles of that kind of road. The last contract for building pike was the Williamsport, which runs to Washington, Pa. He married Nancy Fleming, and, remained there a year, then emigrated to Jefferson county, and died in Martin's Ferry, aged 87 years. John Medill, the subject of this sketch, was reared a farmer. He married Miss Susan Pumphrey in 1846, and has reared a family of six children, only three of them living. He was educated at Mt. Pleasant Academy and at the common district schools. Mr. Medill has been very prosperous. He now owns four hundred acres of choice land, and has erected on it the best farm house in the county. His place is known as "Fairview Farm." SMITHSON HAYTHORNWAIT was born in Warren township April 28, 1826. He was the son of Richard and Mary Haythornwait, who were natives of .Yorkshire, England. Richard Haythornwait was born May 3, 1776, and was married in the Church of England to Miss Mary Parkinson in 1815. They emigrated to America and came to Jefferson, where they settled in 1820. Mr. Haythornwait died April 16, 1852, aged 77 years. Mrs. Haythornwait died February 15, 1847, aged 53 years. Smithson Haythornwait was the eighth of a family of fourteen children. He was married to Miss Mary Ann Maxwell, daughter of Alexander Maxwell, August 14, 1851. They have but one surviving child, a daughter, of a family of three children. This daugh- ter, Mary Isabel, was married November 26, 1878, to Henry C. Wilkinson, at McCoy Station. She was married by the same minister, Rev. Mitchell, who married her father and mother. Mr. Haythornwait has a pleasant home ; the farm is located in Warren township on what is known as Mount Pleasant Ridge, and contains 21.0 acres, well improved. He is a Republican in politics, and a member of the Presbyterian Church, generally, known as Mr. Mitchell's church. Mrs. Haythornwait's grandparents were natives of Ireland. They emigrated to America about 1782, and settled near Winchester, Va. In 1810 they came to Jefferson county, Ohio. and settled on the farm now owned by Mr. Haythornwait. Her grandfather died April 21, 1830, aged 76, and her mother died March 1, 1836, aged 78 years. Her father also lived and died on this farm. His death occurred December 1, 1870, in his 77th year. This farm is known as the Maxwell homestead. Mr. Haythornwait is now in his 53d year. WILLIAM AND AARON SCAMEHORN.—These two brothers are the sons of Solomon and Sarah Scamehorn. and grandsons of Luke Scamehorn. Their father was born in Washington county, Pennsylvania, and emigrated to Jefferson county in 1797, five years before Ohio became a state, and settled on Block House run. Their grandfather, Luke Scamehorn, was killed by the Indians at the time the attack was made on the Wellsburg fort. He, with five others, were on their way to reinforce the fort, when they were attacked by Indians, and but two of the six escaped. Their father assisted in cutting the road. through from Wellsburg to Cadiz, Harrison county, Ohio. WILLIAM SCAMEHORN now occupies the old homestead farm of his father. He was married to Ann Eliza Martin in 1849. They had born to them three children, but one, George, of whom are now living:. His wife died in 1852; one son was killed by lightning in 1870; the other died when one year old, a year af- ter his wife's death. AARON SCAMEHORN was born in Warren township, May 12, 1820. He was married to Emeline Marshall, February 23, 1854. They have roared a family of four children—three son and one daughter. Mr. Scamehorn is fifty-nine years old, has always resided in Warren township ; possesses a farm of one hundred and ten acres of choice land, and is a sound old Democrat. SAMUEL MYLER.—Tho grandfather of this sketch was a native of Ireland, and emigrated to this country before the revolutionary war. He was engaged in that struggle from the battle of Bunker Hill to the surrender of Cornwallis at Yorktown in 1781, which closed the contest. Ho was lieutenant in Captain Christy's company, and was wounded at the battle of Brandywine. He at one time resided on Turtle creek, at what was known as the Dirty Camp farm, Allegheny county, Pennsylvania. The origin of this name was from General Wayne's army, which encamped there in a very wet muddy time. His father was born in Center county, Pa., July 4, 1776, and died July 4, 1828, aged 52. He was married in 1808, to Miss Elizabeth McMannis, who was a native of Maryland. The marriage took place in Allegheny county, Pa. He resided in Pittsburg several' years engaged in " stilling." He afterwards bought a farm and engaged in farming but presently sold it and removed to Westmoreland county, Pa., and lived there until his death at tho time above stated. Samuel Mylor, the subject of our sketch, learned the trade of wood turning, near Pittsburgh, which he followed till near the age of 34, when he engaged in the mercantile business, which he carried on until December 4, 1867, when he was entirely burnt out, losing everything he had. This was after his removal to Jefferson county, Ohio. He then returned to his old trade of turning, at which be is still engaged, on Rush run, Ohio. He married Sarah Cleland, April L6, 1846, and has reared a family of ten children, seven of whom are now living. S. LISBY.—The subject of this sketch, the son of Solomon and Elizabeth Lisby, was born in Warrenton, May 28, 1834. His father was born in Maryland, in 1788, and emigrated to Portland, Warren township, Jefferson county, Ohio, in 1801. He was one of the first settlers of the county. Land at that time was $1.25 an acre. In 1814 he married Miss Elizabeth Pastors. They reared a family of twelve children, seven of whom are now living. Re also served in the war of 1812, and died at the age of 77 years, in Portland, in the house now owned by his son. Mrs. Lisby also died in the same- house in 1873, aged 89. Mr. S. Lisby married Mary A. Gardner in 1863, and still resides on the old homestead. DR. R. VON MURALT.--This gentleman was born in Germany October 10, 1846. He received his education at the University of Gressen, in that country. He emigrated to this country in 1868, and located in Pittsburgh, where he engaged in the practice of medicine—allopathic. He remained there four years, then came to Wheeling and engaged in the same profession. Here he remained four years and finally located at Tiltonville and engaged in the practice of his profession, which he is successfully following. He was married to Mary Spencer, December 28, 1876. S. J. THERY.—S. J. Thery was born December 25,1799, in the town of Tiene, France, and emigrated to New York in 1827, where 608 - HISTORY OF BELMONT AND JEFFERSON COUNTIES. he remained one year and then came to Steubenville, Ohio, walking the entire distance in seven days. After arriving at Steubenville he followed weaving for four years, when he went to Tiltonville in the fall of 1832, where- he followed different branches of trade, making frequent trips down the river as second pilot. He wove the first Persian cloth ever manufactured in this country. Persian cloth derived its name from William McKee. who gave it that name i n this country in 1844 on Short creek, Warren township. Mr. Thery married Sarah Dexter; who died. he afterwards married Sarah Chapman. They have one son, who lives in llllnois. .Mr. Thery is now in his 80th year and lives in Tiltonville, Ohio. CHRIST. VERWOHLT.—The subject of this sketch was born in Brunswick, Germany, January 19, 1838. His father was also a native of the same place, where he married Hannah Hasper in 1832. The family emigrated to Warrenton, Jefferson county, Ohio, in 1855, and settled near Williamson run, on the farm now owned by N. Lewis. The father died May 13, 1874, aged sixty-five years. The mother resides with her son Christ. and is now in her 75th year. Mr. Verwohlt married Miss Christiana Brandfass in 1860, has three children, a farm of 245 acres of choice land, two houses and lots in Warrenton, also twenty-six adjoining. Ho was educated in Germany, and is now in the forty-first year of his age. MISS HELEN HODGENS.—This lady, daughter of James and Sarah Hodgens, was born in Washington county, Pa. Her lather was a native of Armagh, Ireland, and emigrated to America in 1807, and settled. near Taylortown, Washington county, Pa., where he remained about eight years ; he then removed to Cross creek valley, same county, where he resided fifteen years. He then came to the farm now owned by Miss Helen., It then contained five hundred acres; but portions of it have been sold off until now it contains-a little over one hundred acres. Her father died. on this farm, August 11, 1856, aged .seventy-two years. 'Her mother died October 11, 1866, aged eighty years. .Hiss Helen Hodgens still resides on this beautiful farm, which is located in Warren township, on the line of the C. & P. R. R., lacing the Ohio river. It is one of the most beautiful locations in that section of the country. NOAH TILTON was born on the same farm ho now resides on near Tiltonville, Warren township, Jefferson county, January 4, 1809. He is the son of Joseph and Mary Tilton, who were both natives of Washington county, Pennsylvania. Joseph Tilton, father of Noah, was horn December 30, 1766, and came with his parents to this country in 1775. The grandfather of Noah, as near as can be learned, was born about 1723. Joseph Tilton was among the first settlers of. Jefferson county. It is said he would grub and work hard all day long, come in at evening, eat his Johnny cake, get down on his knees to' peep through the window to keep a watch for Indians. This old pioneer died in 1860, aged eighty-three years. His son, Noah Tilton, the subject of this sketch, was born: o.r the old homestead, and the old house is still standing. Noah had three brothers and seven sisters, all grew to manhood and womanhood, but two. None of the family is now left but our subject, who was educated in the old log huts, with greased paper instead of glass to admit light through the windows. l le was married to Nancy Stewart. in 1837, who died in 1847. He married for a second wile, Mrs. Eliza A. Coale, November 23, 1848. They have reared a family of five children ; One daughter dying October 3, 1871 ; three boys and one girl now living. Mr. Tilton is now in his 71st year, hale and hearty and retains his faculties. He owns a fine farm of one hundred and sixty-six acres, well improved and facing on that beautiful river, the Ohio. J. D. STRINGER.—This gentleman was born in Chester county, Pa., December 1, 1800. his father was also born in the same county, in April, 1752, and emigrated to Belmont county in 1805, with his family, which consisted of father, mother and thirteen children, of which our subject was the youngest. lie settled on what is known as Scotch Ridge, Pease township, where he followed farming for a living until his death, which occurred in 1834, at the age of eighty-four years. Of this large family, but two are now living, J. D. Stringer, our subject, and Mrs. Rebecca Pickens, who resides with her grandson in the village of Malaga, Monroe county, Ohio. Mr. Stringer's grandfather, as near as can be learned, was a native of Cheshire, England, and was born about the year 1692. Nothing of a positive nature can be learned in regard to his great-grandfather, except the name, which was William Stringer. J. D. Stringer, our subject, removed from Belmont to Jefferson county in 1837, three years after his father's death, and settled on the farm on which he now resides, near Portland station, Warren township. He was married to Miss Miriam Tilton, daughter of Joseph Tilton, of Tiltonville. They reared a family of two children, both SODS. His wife died in 1834, three years after marriage. Of these two sons but one now remains, named William, after his grandfather. The other son, Joseph, died in the fall of 1877, in his 44th year. Mr, Stringer now resides with his On on the farm. This son, William, was married to Abzira Hutton, October 24, 1862. They now have a family of eight children. Old Mr. Stringer is in his 80th year, mind still good. COL. EDWARD M. NORTON. [By Hon. Ralph Leet, Ironton, Ohio.] On the 24th day of July, 1812, in the then quiet village of Germantown, Pennsylvania, now a portion of the city of Philadelphia, while an infant republic was giving renewed assurance of its birth, was born Edward M. Norton. He came from a sturdy English lineage, who were fully imbued with the principles of Democratic freedom. His grandfather, Thomas H. Norton, though a native, of London, England, heard with impatience the immortal resolutions declaring that his adopted country ought to be freed of English oppression, and true to his convictions, gave evidence of his valor upon the fields of Monmouth and Brandywine. He served the entire period. of the revolution under General Washington and General Greene, as an officer. At the close of the Revolution, he engaged in business as a clock and watch maker, in Germantown. Captain Thomas H. Norton, his son, after arriving at maturity, engaged in business as a brass founder, in Philadelphia. The effect of the embargo of 1812 proved ruinous to his business. He was captain of the Germantown Blues, -and served during the war of 1812; was the organizer of the company. After the war he was compelled to seek business somewhere else. This be found as superintendent of a brass foundry in Richmond, Va., about the year 1817. Captain Norton died in 1824, from the effects of over exertion in attempting to extinguish a fire of the tobacco house in the city of Richmond, having labored with a company of which he was chief, two days and nights without intermission. He left a widow and four children, viz: Edward M., the eldest and subject of our sketch, George W., Frederick D. and Eliza. The family, left in straightened circumstances among strangers, decided to return to Pennsylvania, and shortly thereafter removed to Phoenixville, in that state. Here the brothers learned the art of making nails. At the age of seventeen, young Edward, our subject, found himself out' of employment on account of the stoppage of the works in which he was engaged. It was then that he, with two comrades, Jesse Neal and William Brooks, entered into an enterprise at once courageous and heroic. They expected to find remunerative employment at Pittsburgh, 380 miles to the westward. Their joint cash capital, amounting to $19, being divided among them—Neal having $6, Brooks $8 and young Edward $5. It was something of an undertaking for these youths, but they walked the whole distance through. Arriving at Pittsburgh, they were sadly disappointed in finding the iron business prostrate and no work to be had. Perhaps it could be obtained at Brownsville, a short distance up the Monongahela river. Neal determined to remain at Pittsburgh, but Brooks and young Edward, with high hope, set out for Brownsville, only again there to meet with disappointment. Now, their condition was truly pitiable—hundreds of miles from home, without friends and without money. Necessity now compelled them to turn their faces homeward. The journey was safely accomplished on foot, they paying for their food and lodging by manual labor... At the Phoenix mills .Edward obtained employment, and remained there till he reached his majority, having in the meantime married Miss Kneeland, a daughter of Joseph Kneeland, of Vermont. Edward M. Norton had not the advantages of a school. education. The necessities of a dependent mother, brothers and sister, demanded the immediate fruits of his labor. Thus lie was reared at home, and learned good manners, if nothing else, and a manly independence of mind, yet he is positive that he cannot remember the time when he was unable to read. He was married at the age of twenty years to Miss Kneeland who was eighteen. They lived happily together for forty-seven years, she being a faithful companion, sharing and comforting him in his adversities and successes. She was loved and esteemed by all who knew her. HISTORY OF BELMONT AND JEFFERSON COUNTIES - 609 After Mr. Norton's marriage he removed to Pittsburgh, finding employment as a nailer in the establishment of William Lippincott, where he continued to labor until 1846, a short time prior to the conflagration that consumed the greater part of the business portion of the city. He then removed to Brownsville and engaged as a nailer in the works of Edward Hughes, remaining in that connection about one year. At about this time, Mr. Norton found himself in possession of about $8,000, the result of industry and frugality. He felt there was a better field before him and he became eager to act as a director rather than as one to be directed, He presented to Messrs. E. W. Stephens, Robert Morrison and John Hunter, of Wheeling, Va., the project of erecting nail works separate from a bar mill, which was approved. This was the first enterprise of the kind west of the Allegheny mountains. The most experienced men in the business predicted it would fail. The works were presently erected at Wheeling and named the Virginia mill. Mr. Norton built the nail cutting machines with his own hands, aided by a blacksmith. Here his economic ingenuity manifested itself by the application of the heat from the heating furnaces directly to the boilers, thus furnishing the motive power for the mills without the expense of stack and usual supply of fuel. Here began a marked change in the position of one of the most remarkable characters in the iron business of the Mississippi valley. The transition was made; he was no longer the employe, he was the employer of labor. During his long struggle with poverty, rising slowly through the mechanical departments of his trade, he had been a faithful student of the great question of the relation existing between employer and employe, of labor to capital, and was now to reduce to practice the theories advanced by such Writers as Victor Considerant,Albert Brisbane and Horace Greeley in the association of capital and labor. He saw that to succeed as a manufacturer, there must be a community of interest between capital and labor. He presented his views and theories to S. H. Woodward, Wm. Bailey, Calvin Doty and some fifteen or twenty young mechanics of Pittsburgh, who were induced to join him in a new enterprise. Uniting their capital, which amounted to $40,000, they Bailey it in the hands of Mr. Norton, with which he and Mr. Wm. Bailey erected the Belmont nail works of Wheeling. The business conducted under the firm name of Norton, Bailey & Co., was successful even beyond the most sanguine expectations of its founders. At the expiration of four years the "La Belle" works were built out of a portion of the earnings, and were conducted under the firm name of Bailey, Woodward & Co. This enterprise, also, proved a success. In both establishments the stockholders and workmen were united in the same persons. Success was the result. Some time after this, Colonel Norton organized at Benwood, W. Va., four miles below Wheeling, another company for the manufacture of nails, under the style of Norton, Mendenhall & Co., with a capital of $300,000. This establishment consisted of nail mill, rolling mill and a stone coal smelting furnace of thirty tons capacity at Martinsville, which was the first stone coal blast furnace erected upon the Ohio river. The whole establishment was placed under the control of Colonel Norton, president, and Major Alonzo Loring, secretary, the- present successful manager of the Benwood works. In these works, as well as at the Belmont and-La Belle, the stock was largely distributed among the workmen, and as a result, the Benwood works were among the most successful in the United States. About this time the Norton Bros. learning that the extensive Star nail works at Ironton, Ohio, built by Peter, James & Co., were for sale, organized a company and made the purchase, and were incorporated under the name of the "Belfont Iron Works Company," with Capt, George W. Norton. as president. Heretofore charcoal alone had been used for the smelting of iron in the Hanging Rock region. E. M. Norton was desirous to test the coal found so plentifully in Kentucky and West Virginia to see if it could not be made to serve as a substitute for charcoal. Capt. G. W. Norton procured two barge loads of Kanawha coal and two of Ashland coal and shipped the same to the Benwood works for a practical test. The result was more than satisfactory. The Belfont works then constructed a forty-ton blast furnace at Ironton, in which Ashland coal was successfully used, and thus it was that the Norton Bros were the first to introduce the Hanging Rock iron region to its own coal as a reducing agent in the manufacture of pig-iron. Captain G. W. Norton, having keen killed by a steam boat explosion prior to the completion of said furnace, Colonel E. M. Norton, severed his connection with his West Virginia interests and succeeded his brother at the Ironton works, as pres- 76—B. & J. Cos. ident of the corporation. The Norton Bro's. proclaimed the coming of a new era in the history of the manufacturing interests of Hanging Rock Iron region where life, energy and co-opperation were to be found. Colonel Norton continued as president of the Belfont works at Ironton until 1873. Ho then projected the erection of the largest and most complete nail works in the United States, and at Ashland, Kentucky, the Norton Iron works demonstrated the practicability of the conception, with its furnace for-the manufacture of pig iron, large rolling mill, heating furnaces and nail factory running eighty cutting machines, employing in its departments, six to eight hundred persons with a capital of one million dollars, it stands a monument to the energy, enterprise and wisdom of its founder owning twenty thousand acres of land, stores, houses, &c., &c. In poltics Mr, Norton was reared a Democrat, casting his first presidential vote for Martin Van Buren. In 1844, he was a candidate for the Pennsylvania Legislature upon the " Liberty Ticket," and of course was defeated. He organized and was president of a " Fremont" club at Wheeling, Va., in 1856, and there formed the nucleus of an anti-slavery party with affiliations in various parts of the state of Virginia. In the year 1860 he saw his free soil party strengthened by the accession of Alfred Caldwell, S. H. Woodward and Archibald Campbell, editor of the Wheeling lntelligencer, Hornbrooks and others. This organization determined that Virginia should be represented in the Chicago convention of 1860. The crisis had come when the people were to choose between the able and accomplished statesman and shrewd politician, W. H. Seward and the plain, unpretentious, but equally able statesman, Abraham Lincoln, whose sympathies were with the laboring man, and for western interests. Mr. Norton did not long debate as to duty, but unhesitatingly declared for the latter. The sympathy of the Virginia delegation was with Mr. Seward, but notwithstanding the seductive attempts of the most adroit New York politicians, Mr. Norton with others, remained true to their convictions and succeeded in gaining over to the support of Mr. Lincoln, sixteen or seventeen of the Virginia delegates. Having committed himself, he did not stand idle, but entered into the contest, encouraging the doubtful and wavering, and by his eloquent addresses made converts to his cause, doing great service in gaining for his party a status in Virginia. At the opening of the civil war, he opposed with all his force the secesion of his state from the Federal Union, and after the passage of the ordinance of secession at Richmond, he was among those men who took the ground that the state had not seceded, that the ordinance was unauthorized and void, that the constitution and laws of the state were still in force, that its officers had simply abdicated their powers, and that the people of the state who still acknowledged allegiance to the United States, had done no act to deprive themselves of sell government. At the great mass meeting held at Wheeling, May 14, 1861, he declared to the people that it was their right, and their duty, acting in their undelegated capacity, to provide safeguards for their own security. This assemblage called upon the voters of the state to send delegates to meet in the city of Wheeling on the 11th of June following, to provide a state government, by the election of state and judicial officers. Then was called into existence a new state government by the action of the people. Money was necessary, and Colonel Norton, recognizing the situation, immediately set himself to work, and with other friends improvised a state treasury, by supplying funds from their own private resources. In recognition of his services, President Lincoln appointed him United States Marshall for West Virginia. This he accepted, and devoted himself to the preservation of social order in the state government, he had been so instrumental in founding. This is the only political office he ever held. After his removal to Ironton, Ohio, he did not take any active part in politics, until 1872, when ho advocated the election of Mr. Greeley, upon the stump and with his pen. The Democrats and Liberals of his district, composed of the counties of Lawrence, Sciota, Jackson, Gallia and Vinton, tendered him the nomination for Congress, but at that time he was engaged in projecting his great enterprise at Ashland, Ky., and was compelled to decline it. In whatever situation Mr. Norton has been placed, whether in combining labor, intelligence and capital, to enlarge the field of industry or as an emancipationist, an industrial reformer and agitator, he involuntarily stood at the front, " He asked no leader in the fight, Nor times, nor seasons sought to know, But when convinced his cause was right He struck the blow." 610 - HISTORY OF BELMONT AND JEFFERSON COUNTIES. Notwithstanding the fact of his early disadvantages and the nature of his occupation, he found time to study many authors in science, history and civil polity. Few trained in the universities are better versed in the great lessons of life. Destitute of dead letter literature, no one shares more largely in the living ideas of this wondrous age. Whether in the department of business or politics, he seldom takes a position until he has carefully examined all the facts and conditions. In business, his plans formed, he moves forward in their execution with ease and confidence, thus accomplishing great undertakings without embarrassment. Self reliance, inflexible honesty, with a firmness which no danger conld shake or opposition subdue, a sagacity which no artifice could elude, untiring energy in business and enthusiasm in a cause are qualities which have been eminently displayed in the varied events of his remarkable career. Colonel Norton was married to Miss D. Kneeland, niece of Abner Kneeland, the celebrated preacher of New England. They have reared a family of five children—three sons and two daughters, CAPTAIN S. NORTON, his oldest son, graduated at West Point academy and has served several years in the regular army. ED., his next son, is proprietor of the McLure House, Wheeling. FRED is in the lumber business in Cincinnati, Ohio. His oldest daughter is the wife of Joseph Campbell, owner of the Sarah furnace (stone coal) at Ironton, Ohio. His youngest daughter was married to Wm. L. Keepers, who was for a number of years secretary and manager of the Lawrence iron works at Ironton, Ohio. Colonel Norton now resides on his farm, near Portland station, on the Ohio river, Jefferson county, Ohio, surrounded by all that is required for happiness and comfort. A. J. CARPENTER was born in Lancaster county, Pa., March 8, 1819. He was a son of Daniel and Hannah Carpenter. His father, when a small boy, came with his parents who emigrated from Germany, and settled in Lancaster county, Pa., where our subject was born. A. J. Carpenter emigrated with his father from Lancaster to Washington county, Pa., about 1829, where they remained fifteen years. They then came to Wells township, Jefferson county, and settled. His father followed farming until 1851, then lived retired till his death in 1871, aged eighty-one years. A. J. Carpenter, in 1840, commenced farming on his own responsibility, occasionally taking trips down the river with J. Bond, James Logue and P. Curran. He was married to Miss Sarah Marshall, daughter of Thomas and Susannah Marshall, June 23, 1843. They have had born unto them fourteen children, only seven of whom are now living. He was ed- ucated in the common schools of the neighborhood, and now resides on his farm on Short creek. It is a beautiful farm of 320 acres, choice land ; several acres of it good bottom land. He keeps five hundred head of fine sheep, the land being well adapted to grazing as well as grain raising. He raised last year 750 bushels of wheat and 2,000 bushels of corn. In 1877, he raise 3,000 bushels of corn and 1,500 bushels of apples. His oldest son, Jerome Bonaparte, served three years in the late war in Company D, 98th regiment. lie went out under Capt. Eckerhart. A year after he came home from the army he was kicked by a horse and died in three days thereafter. JOHN A. CHAMBERS.—The subject of this sketch was born in Smithfield township, Jefferson county, June 30, 1827. His grandfather, Joseph Chambers, was born in Ireland about 1760, and while young emigrated to this state. The father of our subject, Benjamin Chambers, was born in Smithfield township, and was married to Mary Blackburn in 1821. They have had born to them four children, three of them still living. Byron Chambers, the deceased son, contracted his disease while in the Mexican war and died April 1, 1849, on the &rill now owned by John A. Chambers. He died in his twenty-fourth year. John A. Chambers was married to Miss Jane Joyner,. March 10, 1847. They never had any children born to them. Mr. Chambers received his education in the " Buckeye" school houses of the neighborhood, and is a Democrat in politics. Ile now lives on his nice, nest little farm, on Little Fork of Short creek, in Warren township. Mrs. Chambers was born in Jerusalem, Southampton county, Va. She was a danghter of Bridgeman Joyner, a native of that county, who died there in 1835. She came to this county in 1839, with Osborn Ricks after the death of her father and resided in his family until her marriage in 1847. Mr. Chambers and his wife were both raised orphans and that consequently leads them to sympathize with orphan children. They now have two at their home, one a young lady, the other but eight years old. These children regard this as their own home, and well they may, as they have every comfort that kind friends and willing hands can offer. JAMES T. HODGENS—The subject of this sketch, was born in Warren township, October 10, 1611. He followed boating on the Ohio and Mississippi rivers from an early age until 1866. He then commenced the mercantile business in Portland, and now has the largest store in. the place and does most of the business there. Besides his extensive store he does a large business in buying and shipping produce. He has built up his heavy business by his own unaided efforts. In 1866 he commenced with a capital of only $300, and by his indomitable energy has built up a trade that amounts to $75,000 a year. When a post office was established at that place in 1869, he was appointed the first post master, which position, with an intermission of a year, he has had ever since. He was married in 1870, to Miss Annie Burkett, of Pleasant Hill Seminary, Pennsylvania. S. B. MCMANNIS, ESQ., was born December, 1829, in Guernsey county, Ohio. He is a son of Daniel and Ruth McMannis. His father was a native of old Virginia, and was born in 1797; emigrated in 1818, to Mount Pleasant. There were about twenty houses in the village when he came. He married Miss Ruth Hardin in 1818, the same year he moved to this county. They reared a family of seven children. After the death of his first wife he married Mrs. R. Jones in 1841, by which -marriage he reared two children. S. B. McMannis is the third in the family by the first marriage. Ho was married to Miss Sarah Jane Alloway, October 29, 1861. They have had born to. them ten children—seven of this number now living. Mr. McMannis was educated in the schools of the neighborhood. He removed from Guernsey county when six months old. His father, David McMannis, is now in his 83d year, and is one of the oldest settlers now living in Mt. Pleasant township. He resides part of the time with his son in Warren township, JAMES MCCORMICK was born in Cumberland county, Pa., near Shippensburg, October 8, 1801. His father was born in the same county about the year 1777. They emigrated to Mercer county, Pa., in 1802, where they remained until 1810, when they removed to Warrenton, Ohio. The father, Adam McCormick, followed the hotel business in that place until the death of his wife. He then went to Mississippi and engaged in trading. He died in 1839. About this time the family became scattered ; one brother went to Washington county, Pa., and a sister and brother to Cumberland county, Pa. Two sisters remained in Jefferson county until they married. One them then went to Indiana, the other to Minnesota. James, the subject of this sketch, remained in this section and is still living on his farm near Warrenton. In 1824, he married Miss Mary Caughey, and by her had eight children. She died in 1846. He then' married a sister of first wife. His third and last wife was Miss Amanda Welch, whom he married July 14, 1867. By this union they were blessed with two pair of twins, first two boys, next two girls. He is now in his 78th year, hale and hearty. He followed the rivers fifteen years, but has followed farming since 1844. His residence is known as the river view farm. The first vote he cast for president was for Henry Clay. JOHN WEATHERSTON.—John Weatherston, a native of Scotland, was born June 10, 1824; emigrated in 1850, to Maryland; remained there two years and then came to Wheeling Island in 1852. He followed gardening in company with William Clark. He has' plowed and cultivated the land that is now used as the fair ground, then moved to Scotch Ridge, Pease township, Belmont county, and there followed gardening about ten years, selling his products in the Wheeling market. He also had charge of the plank road from Martin,s Ferry to Mount Pleasant four years, and finally after a few more changes wound up by buying a fine farm of 110 acres in Warren township, which he has put in good repair and improved by underground draining, and still continues to cultivate. Mr. Weatherston was married to Miss Mary Shipley, in Maryland, in 1852. They were blessed with five children—four boys and one girl. He is a member of the U. P. Church, having united with that church in Scotland when eighteen years old. In politics he is a Democrat. C. D. KAMINSKY, the father of the subject of this sketch, John C. Kaminsky, was born at Frankfort-on-the-Maine, Germany. HISTORY OF BELMONT AND JEFFERSON COUNTIES - 611 He was a descendant of Polish parents, who were exiled from Poland. He came to America in 1802, and settled in Baltimore, where he resided twenty years, and was at the battle of North Point, where the British commander, General Ross, was killed. While residing in Baltimore he married, and afterwards migrated to Louisville, Kentucky. On the journey C. D. Kaminsky was born in a flatboat on the Ohio river, between Pittsburgh and Steubenville, on the 10th of November, 1818. The mother of our subject died in 1824, and in 1827 his father, with a sister and brother, left Louisville for Germany. They took passage on the steamboat Phoebus to Wheeling, from there they crossed the mountains to Baltimore in a Dearborn wagon, no steel springs being in use in that day. At Baltimore they took passage on a vessel to Rotterdam, and from there up the Rhine to Frankfort-on-the-Maine. Here he went to school some four years. The family returned to America in 1831. They landed at Baltimore, and from there came to Portland, Ohio, on Short creek, in about two weeks after their arrival from Germany. His father died at Charles Well's, twenty-five miles below Wheeling, W. Va., and C. D. Kaminsky lived with his uncle, John Bayless, and learned the trade of a miller. In 1841 he married Miss Elizabeth P. Wat tern, of Harford county, Maryland, and in 1846 moved to Rush Run, where he commenced business for himself, buying the Sherman mill, with thirty-one acres of land. Since then he has bought nearly six hundred acres more, making a farm where he now resides of over six hundred acres. Ho also had a good store house and nice dwelling at the mouth of Rush Run, and is actively engaged in the lumber trade. Be is also connected with the First National Bank of Smithfield, being the president of that institution. He has reared a family of five children—Mary V., Sophia I., John, Charles E. and Louis C. HISTORY OF THE Pittsburgh, Cincinnati and St. Louis Railway, FAMILIARLY KNOWN AS THE FAMOUS " PAN-HANDLE ROUTE." ITS PROGRESS FROM ITS INCEPTION, AND PRESENT VAST IMPORTANCE. FACTS, FIGURES AND OBSERVATIONS SHOWING ITS LEASED LINES, CONNECTIONS, PROMINENT OFFICIALS, ROLLING STOCK, EX- CEPTIONAL FACILITIES TO INSURE SAFETY OF TRAVEL, EFFICIENT CONDUCT AND STATISTICS OF BUSINESS. Interesting Sketches of Trips Along its Main Stem and Branches—Visits to its Principal Offices, and a Graphic Description of its Extensive Locomotive and Car Shops, with Significant Reference to the Matchless PULLMAN PALACE, PARLOR, HOTEL and SLEEPING CARS, as constantly Running on this Road. SYNONYMOUS with the title of this work, the style of " Pan Handle" has somehow become, as it were, inseparably asso- ciated with the important Railroad system named in the above caption. Though really, as the following history will abundantly demonstrate, there exists neither legal or other warrantable excuse (beyond the crude theory of common usage) to justify such a departure. To trace, however, the details, in extenso, associated with each and all the several important railway lines now merged into, and operated under the corporate title of the "Pittsburgh, Cincinnati & St. Louis Railway Company," would be about as useless an occupation as the result would prove uninteresting to the general reader. Suffice it, if we take only a general retrospect of facts and figures as ample for historical preservation and future reference. The comprehensive system referred to may be said to have perfected itself "piece-meal "—extending over a period of several years—resulting in its present main stem, operating direct between Pittsburgh and Columbus, a distance of 193 miles, from the former of which cities it is our intention to take the initiative to our subsequent remarks. So far back as March 24th, 1849, an act was granted by the General Assembly of Pennsylvania, chartering what was styled the "Pittsburgh & Steubenville Railroad Company," authorizing the construction of a track commencing on the Monongahela river, near Pittsburgh, and running in the direction of Steubenville, on the bank of the Ohio river, to a point on the Virginia state line. Subsequently, under the provisions of a supplement to this act, passed April 21, 1852, the company received further authority to extend its road 1—APP. into the city of Pittsburgh—thus enabling them to make immediate connection with the Pennsylvania railroad. The work was commenced in June, 1852, and completed in October, 1865, when Steubenville became in direct communication with the east. This line, however, the Pittsburgh & Steubenville, would seem to have experienced difficulty in retaining the approving smile of " Dame Fortune," for we find under date of November 6th, 1867, its franchises and property were brought to the hammer under a decree of foreclosure at the suit of the trustees of its first, mortgage. The persons for whom, and on whose account, it was then bought in, immediately organized a new corporation, to-wit, December 28th, 1867, under the name and style of the Pan-Handle Railway Company. Now, the good people of Pennsylvania and West Virginia (then simply Virginia) desiring rail communication from the Pennsylvania state line to the Ohio river, so early as 1847, encountered all kinds of opposition in the construction of a road, which, however, a private company ultimately got into operation on a very limited scale, but only to witness its failure in 1854.* We next find, under date of March 30th, 1860, the General Assembly of Virginia incorporated what was known as the "Holliday's Cove Railroad Company," for the purpose of constructing a road from the Pennsylvania state line, to—or near—the city of Steubenville, Ohio, which ultimately took in the abandoned road bed originally laid by the private company already referred to. The first election of directors took place May 26th, 1860, when Thos. S. Clarke was made president, with * In 1847 a petition was presented to the Virginia Legislature for the right of way, to build a Rail Road from the Ohio River, opposite Steubenville, across the Pan-Handle of Virginia, to t he Pennsylvania State line, to fill a gap then existing in the present P. C. & St. L. Ry. line. The petitioners' prayer was not granted. A similar petition was presented to each succeeding Legislature till 1852, with the same result. Further effort in that direction seeming useless Messrs. Jesse Edgington and Col. Nathaniel Wells, two energetic, enterprising citizens,. in 1853, undertook to build it as a private enterprise, and to that end bought from the land-owners along the line of the road, one hundred feet wide of land, the entire width of the Pan-Handle-seven miles,—and received a title in fee simple for it. The contract for building the road was given to John W. Geary in June, 1853. Mr. Geary subsequently played a conspicuous part in the history of the country, being appointed governor of the territory of Kansas,—was a prominent general in the war of the rebellion, and was afterwards elected Governor of Pennsylvania. On the 4th of July 1854, the first train ran over the road from the Ohio to the Penn. sylvania state line, where a large concourse of people assembled and had a grand celebration and a public dinner. Edgington and Wells were bitterly opposed by the Virginia authorities, while engaged in the prosecution of the work. In the fall of 1853, the Governor directed the Attorney General to file in the Ohio county circuit court, a bill for an injunction enjoining them in its further prosecution. The defendants promptly met the issue. The State failed to appear and the case was dismissed. Immediately thereafter, however, the prosecuting attorney of Brooke county commenced another suit in the circuit court there, charging the defendants with a conspiracy against the laws of the State. The case was promptly met again, and after able argument, was decided against the State. Not satisfied yet, the enemies of the road succeeded in getting a bill introduced into the Legislature of Virginia in the session of 1853-4, declaring it a misdemeanor, punishable by fine and imprisonment in the penitentiary, for any person or persons,without a grant of way by the Legislature, to build a Railroad within the limits of the State. Messrs. Edgington and Wells promptly repaired to Richmond, and the result was the bill failed to pass. They run a passenger car daily each way over their road for about six months, when they discontinued their trains and the road remained idle. ii - APPENDIX. Isaac Jones, Thos. A. Scott, J. Edgar Thomson and Edmund Smith, directors ; Jos. D. Potts, secretary. In pursuance of this act and amendments, together with a special act of the General Assembly of Ohio, and an act of Congress—this railroad and the magnificent bridge, crossing the Ohio river at Steubenville, were constructed, between the years of 1861-5. The Steubenville & Indiana Railroad Company was chartered Feb. 24th, 1848, by a special act of the General Assembly of Ohio, authorizing the construction of a railroad—single or double track—by way of Connotten, or "Still Water Creek," to Mount Vernon, Knox county, and thence by the most eligible route to the Indiana state line, at any point between Willshire and "Fort Recovery." And it was further authorized by provisions of an act passed March 12th, 1849, amendatory of the foregoing law, to construct a branch road from Coshocton to Columbus, by way of Newark or Mount Vernon, and connect with any other railroad. The election of directors took place March 6th, 1850, when Daniel Kilgore was made president, with Dr. John Andrews, Jas. Means, Wm. McDonald, Thompson Hanna, W. K. Johnson and James Parks, directors; R. S. Moodey, secretary; D. L. Collier, treasurer; J.: Blickensderfer, jr., chief engineer, and T. L. Jewett and Thos. Means, solicitors. In December, 1851, however, Mr. Kilgore becoming deceased, was succeeded in the presidency by Mr. James Means, while Mr. J. G. Morris was appointed secretary and treasurer to fill the vacancies caused by the resignation of Messrs. Moodey and Collier. Mr. W. B. Hubbard succeeded Mr. Means as president in 1855, and on his resignation, that position fell into the able hands of the Hon. Thos. L. Jewett, June 7th, 1855, and he acted in that capacity, and as receiver, down to the consolidation of the "Pan-Handle Co." with the " Holliday,s Cove Company," and the " Steubenville & Indiana Railroad Company." The work on this line was commenced in 1852, and the road was completed from Steubenville to Newark April 11th, 1855. In consequence of financial difficulties, however, this organization became embarrassed, and September 2d, 1859, the Hon. Thos. L. Jewett became receiver. October, 1865, arrangements were made with the "Pittsburgh and Steubenville Railroad Company," and others, for operating the entire line from Pittsburgh to Columbus as the "Pittsburgh, Columbus & Cincinnati Railroad," and it was so operated until the consolidation referred to was effected. We should also state that the "Steubenville & Indiana Railroad Co." under date of April 17th, 1857, had consummated arrangements with the "Central Ohio Railway Company" to convey its traffic over its section, then in operation from Newark to Columbus, Ohio, but in March, 1864, the former company effected the purchase of an undivided half interest in the said line, thus completing the line of the " Steubenville & Indiana Railroad," to last named point. And now comes THE GENERAL CONSOLIDATION. Under date of May, 1868, the " Pan-Handle Railway Co." of Pennsylvania; the " Holliday's Cove Railroad Company," of West Virginia; and the "Steubenville & Indiana Railroad Company," of Ohio, entered into articles of consolidation under the name and style of the "Pittsburgh, Cincinnati & St. Louis Railway Company," thus forming a through line from the terminus of the Pennsylvania Railroad, Pittsburgh, Pa., to the city of Columbus, Ohio, a distance of 193 miles, under the one management. This is exclusive of the Cadiz branch, from the main stem, running eight miles into an extensive agricultural and stock raising section of country, which virtually gives the corporation in question the ownership of at least 201 miles. The new company immediately organized by the election of Thos. L. Jewett, president; George B. Roberts, vice president; J. G. Morris, secretary and treasurer; A. J. McDowell, auditor; W. W. Card, superintendent; M. J. Becker, engineer ; S. F. Scull, general ticket agent; James Means, general freight agent; George D. Whitcomb, supply agent. Mr. Jewett was succeeded in the office of president by Col. Thomas A. Scott, who still retains it with exceptional ability. After all, we may be said to have only given one limb of the immense railroad system so popular under the style, or rather cognomen, of the "Pan-Handle Route," for the company still further controls an interest in the following LEASED LINES. The Columbus, Chicago & Indiana Central Railway, from January 22d, 1869—from Columbus to Indiana and Chicago—a distance of 580 miles. The Little Miami and Columbus & Xenia Cos. lines from the 23d of February, 1870-195 miles—as follows: from Columbus to Xenia, Xenia to Cincinnati, Xenia to Richmond, Indiana; and Xenia to Springfield. The Chartiers Railway Co's Road was leased December 8th, 1871—from Mansfield to Washington, Pa., 22 miles. The Cincinnati & Muskingum Valley Co’s lines in December, 1872, operating 148 miles, from Dresden junction to Morrow, Ohio.* The Pittsburgh, Wheeling & Kentucky road was leased February 25th, 1878, a distance of 24 miles, from its junction with the P. C. & St. L., main line, east of Steubenville bridge, to passenger depot, Wheeling. In fact, the popular "P. C. & St. L. (or Pan Handle,) Company," (with its associate, the "Pennsylvania Company," operating in the northwest) may be said to control the entire traffic west of Pittsburgh to Lake Erie, and affords the most complete, direct and inviting routes. to Toledo, Grand Rapids, Louisville, Ashtabula, Vincennes, Chicago and St. Louis, with the safest and most efficiently organized facilities of any railway system in America. STATISTICS OF TRACKS, BRIDGES, TUNNELS, &c. (P. C. & St. L. Division.) The length of the main line, as we have said, is 193 3/10 miles, viz :—single track, 176 9/10 miles—double track, 15 4/10 miles, side tracks 48 6/10 miles. Cadiz branch 8 1/10 miles, side tracks 0 5/10 mile. There are 51 wooden bridges, with an aggregate length of 7,752 feet ; 23 stone bridges, with an aggregate of 2,584 feet, and 12 iron bridges, 3,353 feet, with nine tunnels aggregating 10,483 feet. All wooden bridges are gradually being renewed with stone or iron structures, and the entire main track is laid with the finest steel rails. There are 81 passenger stations and 50 freight depots between Columbus and Pittsburgh. and 2 passenger and 1 freight depot on the Cadiz branch. The Chartiers Railway. This interesting and substantial track, 22 3/10 miles in length, with 2 5/10 miles of side track, is proverbial for its safety and comfort to travel. Yet there are 22 bridges—an average of one to a mile—along its entire length, aggregating 2240 feet. Two of them are iron aggregating 40 feet, while there are two substantial tunnels, respectively 300 feet and 800 feet long. There are 18 passenger stations and 9 freight depots on this road, and the track is laid on substantial cross-ties with stone ballast—one mile of 60 lb steel rails and the balance of 56 lb iron rails. The Pittsburgh, Wheeling & Kentucky Railway. The track of this branch—from a point near the Steubenville bridge over the Ohio river, on the main line, to the city of Wheeling, continues the whole distance 24 9/10 miles, along the * This line extends from the point of junction with the main line of the C. P. & St. L. Ry, 55 miles east of Columbus, running through the city of Zanesville, and the series of important towns in Southern Ohio, to Morrow, where it makes a junction with the "Little Miami Railroad," 35 miles east of Cincinnati. The maximum grade per mile in Pa., is 52.8 ft. Length of straight main track in Pa., 19.7 miles. Proportion of maximum grade to whole length in Pa., 52 per cent. Proportionate length of straight main track in Pa., 58.0. Length of curved main track in Pa., 14.1 mile. Proportionate length of curved main track, in Pa., 42.0. Degrees of curvature to main track in Pa., 2762̊.27'. Maximum radius of curvature in Pa., 955 feet. APPENDIX - iii bank, and in full view of the Ohio river, and has 0 5/16 of a mile of side tracks. It has also 290 feet of Howe Truss Bridges and 570 feet of tressel bridges 80 feet of stone arch and 155 feet of stringer bridges. Its stations are, for the most part, small—Wellsburg, the principle one, being 16 miles from Wheeling. Full history of this line is given hereafter. A TABULAR STATEMENT Showing the Lines Leased, Owned and Operated by the P. C. & St. L. Ry. Co. |
|
Miles |
Total Miles |
MAIN LINE. Pittsburgh, Pa., to Columbus, Ohio Cadiz. Branch CHARTIERS RAILWAY. Mansfield to Washington. Pa. CINCINNATI & MUSKINGUM VALLEY RY. Dresden Junction to Morrow, Ohio LITTLE MIAMI RAILROAD. Main Line, Columbus to Cincinnati, Ohio Xenia to Springfield, Ohio Xenia to Richmond, Indiana COLUMBUS, CHICAGO & INDIANA CENTRAL RY. Columbus to Indianapolis, Ind. Bradford to Anoka Junction, Ind. Richmond to Anoka Junction, Ind. Anoka Junction to Chicago, Illinois Logansport to Indiana State line Pittsburgh, Wheeling & Kentucky Railroad, Wheeling} Junction to Wheeling} Grand Total |
... 193 8.1 ... 22.8 ... 148.5 ... 119.4 19.3 57.4 ... 187.1 109.4 102.2 121.5 60.2 24.0 |
201.1 148.5 196.1 580.4 24.0 1,172.9 |
GENERAL OFFICERS OF THE P. C. & ST. LOUIS RAILWAY CO. THOMAS A. SCOTT, President, Philadelphia. WM. THAW, 2d Vice-President, Pittsburgh.. J. N. MCCULLOUGH, 3d Vice-President, Pittsburgh. D. W. CALDWELL, General Manager, Columbus, 0. THOS. D. MESSLER, Assistant to President, Pittsburgh. J. T. BROOKS, General Counsel, Pittsburgh. GEORGE DRIGGS, Assistant Counsel, Pittsburgh. J. E. DAVIDSON, Assistant Comptroller, Pittsburgh. J. W. RENNER, Auditor, Pittsburgh. M. J. BECKER, Chief Engineer, Columbus, 0. M. C. SPENCER, Treasurer, Pittsburgh. CLIFFORD S. SIMS, Secretary, Philadelphia. S. B. LIGGETT, Assistant Secretary, Pittsburgh. W. MULLINS, Purchasing Agent, Pittsburgh. W. STEWART, General Freight Agent, Pittsburgh. F. H. KINGSBURY, Ass’t General Freight Agent, Columbus, O. W. L. O’BRIEN, Gen’l Passenger and Ticket Agt., Columbus. A. D. KELLY, Acting General Baggage Agent, Columbus, 0. O. H. BOOTH, Superintendent Telegraph, Mansfield. PROMINENT OFFICIALS OF THE P. C. & ST. LOUIS DIVISION. S. M. FELTON, Jr., General Superintendent P. C. & St. L. Division, chief office, Pittsburgh. J. H. BARRETT, Superintendent of Division running from Pittsburgh to Dennison, including the Chartiers Valley, Wheeling and Cadiz branches, office, Dennison. J. R. SHALER, Superintendent of Division from Dennison to Columbus, office, Dennison. H. B. PUMPHREY, Division Paymaster, Pittsburgh. EQUIPMENT OF THE P. C. & ST. L. DIVISION. 74 Ten Wheel Locomotives. 34 Eight Wheel Locomotives. 39 Passenger Cars. 13 Baggage Cars. 10 Express Cars. 3 Postal Cars. 1756 Box Cars. 414 Stock Cars. 149 Gondola Cars. 153 Paltform Cars. 49 Caboose Cars. 5 Wrecking Cars. 2 Derrick Cars. 1 Special Car. 23 Hand Cars. 25 Push Cars. CONNECTIONS EFFECTED BY THE P. C. & ST. L. RAILWAY. In further evidence of the great advantages afforded by the above road, we add a list of the connections it is daily making at the several points hereinafter mentioned—thus establishing communication with every section of this vast continent : At Pittsburgh, with the Pennsylvania Railroad, the Pittsburgh, Fort Wayne & Chicago Railway, Cleveland & Pittsburgh Railroad, Allegheny Valley Railroad, and Pittsburgh, Virginia & Charleston Railroad. At Columbus, with the Cleveland, Mt. Vernon & Delaware Railroad, the Cleveland, Columbus, Cincinnati & Indianapolis; the Columbus, Springfield & Cincinnati ; the Columbus & Hocking Valley, the Columbus & Toledo, and the Little Miami, also, the C. C. & I. C. Division of the P. C. & St. L. Railway. At Mansfield, with the Chartiers Railway. At Wheeling Junction, with the Pittsburgh, Wheeling & Kentucky Railroad. At Mingo Junction, with the Cleveland & Pittsburgh River Division. At Edgefield, with the Cleveland & Tuscarawas Valley and Wheeling Railway. At Newcomerstown, with the Marietta, Pittsburgh & Cleveland Railway. At Newark, with the Central Ohio, Lake Erie & Straitsville Divisions of the B. & 0. Railroad. At Caldwell, with the Scioto Valley Railway. At Dresden Junction, with the Cincinnati & Muskingum Valley Railroad. At Washington, Pa., with the Washington & Waynesburg Narrow Guage. IMPORTANT FEATURES ADOPTED FOR THE SAFETY OF TRAVEL. Few persons accustomed to traveling give this subject sufficient attention when selecting the most desirable routes to patronize, while a still smaller number ever conceive the enormous outlay assumed by a first-class railroad to secure safety and comfort to its patrons. In this particular, there is probably not a railroad system in the nation which takes a deeper interest than the ever reliable P. C. & St. L., as the following synopsis of facts will clearly demonstrate: All their through passenger engines are provided. with the world famed " Westinghouse air brake" and a driver brake, while every passenger car is connected with the matchless "Janney coupler and platform." And further, at an increased expense, the newly devised automatic brake is being widely introduced—by which a train, or even any portion of it, happening to leave the track, or become detached, every car of the same comes to almost an immediate stand. The entire main line is laid with steel rails, firmly ballasted, and supplied with improved safety switches where such conveniences are necessary, while at every point considered more than ordinarily dangerous distant signals are unsparingly used, and experienced flag men liberally employed. The system of telegraphing is also perfect. On the double tracks the "block system" is exclusively adopted, trains being separated by intervals of space, while on the single tracks, intervals of time are found more practicable—all stationary signals being so devised, that in case of derangement, the red, or danger signal will be displayed immediately. Every bridge on iv - APPENDIX. the road is laid with safety floors, that in case of the derailment of a train the wheels thereof cannot possibly penetrate the structure. A thorough inspection of all bridges is made daily by the section men, beside which they are subjected, at brief intervals, to a careful examination by experts. The strain upon bridges is constantly being calculated to meet any increased weight in rolling stock, and the very latest achievements in scientific bridge construction are adopted regardless of cost. Improved joints are used to connect the rails securely, and hence all unnecessary oscillation of trains while crossing them is prevented, and an even, smooth motion secured. And yet another special feature is there, that the management has given particular attention to—the perfect elevation of all curves, which, though numerous on this line, are so accurately laid and admirably adjusted that it is utterly impossible, while traveling, to detect when the train is passing over them, unless they should come under ocular observation. Under the passenger equipment, all wheels, axles and other parts of rolling stock exposed to wear or excessive strain, are thoroughly tested before being placed in service, so as to prevent the possibility of accidents, while passenger trains on the road are overhauled by competent mechanics each fifty or one hundred miles, according to the character of the road. Another important precautionary measure against accidents, this company has, at considerable expense, adopted on their principal main line freight trains, is known as "speed recorders." A very ingenious devise, carried in the conductor’s car, which is so connected with the axle of the same as to accurately record the speed traveled at, and delays occasioned on every trip—thus rendering it impossible for freight trains to run beyond a prescribed speed for any purpose, without reporting the same to the disadvantage of those in charge of the train, while also showing if the engineer has duly observed his instructions to run slowly and cautiously across all bridges or other parts of the road undergoing repairs. Few railroad experiments have proved more effective than this. In fact, so strictly careful are they about their axles that a specified rule is laid down how many miles each axle shall travel, after which it is transferred to the freight service. Nor are they less particular on the subject of selecting employes for responsible positions—as conductors and engineers—the invariable rule being to promote tried and experienced servants from subordinate positions, such as shall have best fitted them for their new and responsible duties—engineers even being subjected to surgical examination, in order to detect any imperfection (should such exist) in their sight. It will thus be observed that this company lacks in nothing to insure the utmost safety to their patrons, and if it were for this consideration alone, the efficiently conducted old " Pan-Handle route "ought really to feast sumptuously of public preference and support.* BRIEF STATISTICS OF BUSINESS. By way of substantial evidence, bearing on the competency of this road, the following facts will be found to carry no inconsiderable weight : During the Centennial season, the P. C. & St. L. Co. delivered at Pittsburgh no fewer than 2,042 passengers, from the west en route for Philadelphia, in a space of fifteen hours, without delay or the most trifling accident. In 1878 they moved an average of 40,000,000 freight cars and 3,500,000 passenger cars one mile, while in the month of August, in the same year, they moved as high as 4,150,000 freight cars and * So much is said concerning the advantages of one line over another that the occasional traveler, not posted in regard to the merits peculiar to each, is confused ; and, in consequence, is just as liable to select an indirect route, by which there are frequent annoying changes of cars and uncomfortable omnibus transfers, as he is to patronize the direct line by which through sleeping cars and coaches are run, making prompt connections in Union Depots. But the intelligent traveler will not be misled so easily. He will take a guide-book, in case of doubt, and satisfy himself of the correctness of published statements. The " Pan-Handle Route" desire that a comparison be made. It can only result in convincing the most skeptical that it is the shortest line between the East, West and South. 3,011,000 passenger cars over one mile. Numerous other equally conclusive and flattering evidences could be adduced were it necessary, especially in reference to excursion seasons, when they are proverbial for their liberality and promptitude in catering to the popular taste for cheap rides over long distances. In short, to conclude in this relation, we probably could not give expression to a sounder sentiment than was recently expressed to us by a fellow traveler, who said: "I have had dealings with most of the lines in this country, and were I to express my honest convictions, they would not only favor the ' Pan-Handle, for its efficient conduct and safety, but bear unqualified testimony to the ever ready spirit of enterprise and liberality on the part of its management to give universal satisfaction within the range of human possibilities." PITTSBURGH TO COLUMBUS. DESCRIPTIVE ACCOUNT OF A TRIP OVER THE MAIN LINE OF THE " P. C. & ST. L. RY.," OR "PAN-HANDLE ROUTE." How one is Whirled out of the Din, Smoke and Animation of a Manu- facturing City, through Scenes of Rural Magnificence and Charming Retirement, to the Attractive Capital of the Famous " Buckeye State." Brief Sketches of Cities, Towns, Villages and Prominent Sights along the Road, including a short VISIT TO THE "P. C. & ST. L. LOCOMOTIVE SHOPS, AT DENNISON, Giving their Location, Capacity, Prosperity, &c. As it is our purpose to promptly respond to the conductor,s familiar invitation "all a-board," from Pittsburgh Union Depot, we may be pardoned for suggesting that so universally popular are the characteristics, resources and specialties of the " Iron City" that to recapitulate them to American subjects would find only a fitting comparison in an endeavor to entertain them with a recital, once more, of the story that brought into popularity the famous little hatchet associated with the memory of the late George Washington. Suffice it to say that entering the new Union depot we found no trouble in discovering the location of the ticket office—so admirably is the building constructed and efficiently managed that it would, in truth, " bother a Philadelphia lawyer" to get wrong. We should remark, however, that here are the General Superintendent’s offices, where Mr. S. M. Felton, Jr., skilfully manipulates the lines over "the iron horse" in its fleet career—or in other words, shoulders the responsibilities incurred in the general practical working of the entire road. He is a most efficient and accom- plished gentleman, evidencing an uncompromising zeal in the discharge of his arduous duties, equalled only by the success attending his deliberations and discretionary conclusions. Receiving our ticket with all the politeness imaginable from the hands of probably one of the finest (in every respect) ticket agents in America, we made for the cars. But, stay—the cars are not approached by any one and every one, or you might realise the miserable experience of getting into an eastern bound train to travel out a Chicago ticket. All this is agreeably obviated and public convenience extensively promoted by the adoption of "pass in" and "pass out" gates with civil ticket inspectors, who only admit absolute passengers to the platform, and politely direct them to the precise train their ticket calls for. Taking our seat in a most comfortable APPENDIX - v. car, and a few moments finds us carefully crossing several of the prominent, streets in the city until reaching what is termed Pittsburgh tunnel, a substantially built structure, laid with a solid double steel track, extending from Seventh to Fourth avenues, and emerging from it we make a brief halt at FOURTH AVENUE CROSSING. Leaving it, on the noticed a series of extensive steel and iron works, until we reach the bridge crossing the Monongahela river, a noble structure, set upon the most substantial stone buttresses, and from which, on both sides of the cars, a splendid view is obtained of the river, the several bridges crossing it at other points and the commercial portions of the city. Once across, and the track borders, as it were, round the base of a huge hill, for some distance, confining all the attractions, (if you sit facing the engine,) to the right side of the car, with the exception of "Mount Washington," "Castle Shannon" and " Duquesne " incline planes, which terminate at the right of the track or run over it—from the top of the lofty hill already referred to. The first station of any importance is "BIRMINGHAM," so named after an old town that once stood on the heights above it, but which is now incorporated into the city of Pittsburgh. Here, the clatter and smoke issuing from innumerable extensive factories–through the windows and doors of which are seen balls, bars or chaldrons of red hot metal in process of manufacture—affords conclusive evidence of the leading manufactures being still in iron or glass. And these heated caverns, with their hundreds of toiling artizans within, who verily gain their living by the sweat of " their entire bodies," we continue to view until our train is fairly through what is known as the " South Side." And then We are arrived at "POINT BRIDGE," and an interesting point it is to the admirer of civil engineering.* Close to the depot, a fine, iron suspension bridge crosses the Monongahela river, built some two yehaving, and hairing a span in the neighborhood of 800 feet. And still further, is seen a second bridge, though chiefly of timber and covered in, which unites Pittsburgh and Allegheny, as it spans the Allegheny river. Our track now commences to follow the flow of the river, which it will be seen very soon changes its name. " TEMPERANCEVILLE," says our brakeman, " is the next station," and so we find it. Not that the good people of the locality are any closer disciples of Murphy than the balance of erring humanity, but we presume it was so named by some one not slow to conceive that " No matter the man, or place—it's the same, Their future must all depend on a name." Arriving at the depot, may now be seen the Monongahela and Allegheny rivers joining together, which forms the head or commencement of the Ohio. Directly, we cross "Cork Run," which is about 100 feet below the track. And attention may here be called to enormous shipments of coal, by barges, passing down these rivers—it being a frequent sight to behold acres upon acres of coal, as it were, floating down with the simple assistance of a small tug. The small stream running under the track, just prior to our arrival at " Temperanceville," we omitted to mention, is "Saw Mill Run "—as Barnum would say—" in *The completion of " Point Bridge," with the improvements being effected at its southern terminus, by the railroad company, affords persons doing business in the lower part of the city and in Allegheny, a short and quick outlet to the adjacent country, while the regular time schedule is studiously prepared to accommodate suburban tray& to the greatest possible extent. The track that is, and has been, following us on the right, running, on tressel-work, between our train and the river, is the "Pittsburgh & Lake Erie Railroad." all human probability" deriving that name from its being appropriated to the running of a saw mill. But we must leave that an open question for the present, as we are informed that we are approaching " NIMICK " STATION, a few hundred yards from which we cease to run with the stream of the river, as it parts our company to accommodate through other " fields of labor." Now " Nimick," be it understood, is named after a wealthy property owner in that section, and being just outside the city corporation limits, is a spot exceedingly convenient and charmingly attractive for suburban residences, which thanks to an intelligent community are rapidly growing in public estimation, and by their innumerable advantages they are unquestionably proving themselves yearly the most lucrative investment the "Almighty Dollar" can possibly be sunk into. From this depot is seen the handsome residence owned by Mr. Nimick, as also the delightful country home of Mr. Stevenson, which stands prominently on the point of a knoll, from the left side of the car. Half a mile still further, and we come to "SHERIDAN " STATION. so called after Mr. Wm. Sheridan, residing in a beautiful residence near to it. This is a small station in the midst of a most delightful country district, and it is only surprising that it is not more freely patronized in the way of handsome villas—it is, indeed, well worthy of more than mere passing observation from the cars, and whoever prospects the locality in view to selecting a sight will surely return more than delighted.* About two hundred yards from this depot and our train enters an extensive cutting in the solid rock, which is the approach to "Cork Run Tunnel," two-thirds of a mile in length, and securely lined all through with brick. The land above this tunnel is devoted to agriculture, while the cuttings at each end show that from the subsoil to the track must be a depth of nearly 100 feet. Resuming "scenes of rural gaiety," it becomes apparent from each side of the car that land in this section has been divided into numerous large patches, and prolific gardens demonstrate that gardening is indulged, wholesale, for the supply of Pittsburgh markets. We now come to "INGRAM " STATION, which likewise derives its name from a prominent family by that name, a son of which, (Mr. Thos. Ingram,) resides thereat. Everywhere abounds the richest scenery, and it needs no stretch of imagination to feel " how good it must be to live there." On leaving this station, a short distance presents on the left a kind of open plateau with several neat little homes thereon, while the hills, "God’s orchards in varied foliage," form a picturesque back ground to the scene. A little over half a mile, and we come to CRAFTON, approaching which, we notice to the right a Catholic church and "Broadhead" cemetery. This depot was also originally called " Broadhead," but some four or five years ago took its present name from a Mr. Craft, who resides there, though the postoffice still retains the old style of "Broadhead." Again under steam, we pass through another deep cutting in solid rock, by railroad men styled "Broadhead Cut," and next view steep ravines and lovely valleys, dotted with domesticated herds— *Residents fully acquainted with the superior claims of the country referred to-abounding in the loveliest prospects and singular for the salubrity of its atmosphere—will ever be found willing to accord thereto their emphatic preference, with a cordial recommend to the effect that " though so near it is so far " from the characteristics of city life that retirement here enjoyed is the cheapest privilege earth can afford. Among them are the residences of Mr. W. McCandless, Mr. Jas. Macken, &c., and on the distant hill will be seen the villas of Mr. Ingram and Mr. Von Bonhorst, commanding specially flue prospects. vi - APPENDIX. which scenes alternate on each side of the track—until we approach "IDLEWOOD." Now, it will naturally be concluded that there is a significance in this name, which is best tested by visiting the charming woodlands abounding there in midsummer, and if you don,t feel like rusticating, or, in other words, "idling" away an hour or two in the grateful shades, why, then accord your verdict for a more appropriate name to this delightful spot. The depot, however, was formerly known as " Cemetery crossing," as the Chartiers cemetery is here located, and the county road leading thereto crosses the track at this point. From the left side of the cars, at the depot, a pretty circular walk will be observed winding round the hill, which leads to what are termed " Idle-wood Cottages," a famous summer resort which has led to a change in the name of the station, and whither resort, each season, large numbers of pleasure seekers to indulge in rural pastimes. Looking from the right side of the car, are two conspicuously handsome residences, respectively owned by Mr. Patterson and Mr. J. D. Biggerts, their locations, architecture and surroundings winning for them the admiration of thousands who gaze upon them during a mazy flight behind " the iron horse." Less than a mile, brings us, next, to a stopping point, for short called "JACOBUS," a platform chiefly for the accommodation of the extensive Novelty Works, there run by Messrs. Jacobus & Nimick, as seen from the right side of the car. This important manufacturing institution employs an average of at least 200 hands, though the district around is essentially agricultural, the land on either side of the track attesting in no measured degree to the skill, enterprise and industry of the local " knights of the plow." Yet a little further and we find ourselves crossing the famous " Chartiers creek," after which, from the right side of the car will be observed the " Pennsylvania Lead Co.,s Works," one of the largest and most popular enterprises of the kind in America. Also the mines and coke ovens of the " Mansfield Coal and Coke Co.," who operate on a scale of exceptional magnitude. And this brings us to "NORTH MANSFIELD," approaching which, from the left side of the car, we get a distinct view, in the distance, of the Chartiers Cemetery and " Idlewood Cottages," which were obscured from view by the large hill at the last station. Speaking of Mansfield, it must be understood that two boroughs are usually included. " North Mansfield " depot is really in " Mansfield Borough," while Mansfield Junction depot (a little over half a mile beyond) is in " Chartiers Borough," the two being divided by the Chartiers creek. Mr. Samuel McQuilty is the burgess of one and Mr. W. F. Ford of the other, though the two boroughs have only one postoffice, and that is in " Mansfield Borough," being known as " Mansfield Valley " Postoffice. Leaving " North Mansfield" station, as the R. R. officials designate it, we at once realize that we are emerging somewhat from " pastures green and towering forests," as houses present themselves, numerically, in town proportions. From the right side of the cars, as we approach MANSFIELD JUNCTION DEPOT, there is suddenly brought to our view a very fine newly built brick public school, with town clock in its tower; the entire structure probably costing in the neighborhood of $15,000. Mr. T. T. Taylor is the Superintendent at the present time. By looking back from the car window on the top of a hill or point, may be seen the very handsome country residence owned by Mr. Ford. As the train enters the junction depot, to the left is an engine shed, rendered necessary from the fact that three or four engines have usually to be kept here. Taking up our position on the north side of the depot, noticeably will be observed the handsome residence owned by Mr. David Steen, a wealthy and influential local coal producer, also the attractive residences of his two sons, William and Thomas, and his son-in-law, Mr. A. D. Walker. To the extreme left, on a point of the hill, is the fine residence of Mr. Jacob Doolittle, once the chief owner of property in this section and still a wealthy land owner, while the villas of Messrs. A. S. Rowland, W. J. Glenn, Hon. W. Hill, W. Ewing, J. Lee, and others, afford a striking and interesting variety in architectural effect. From the west end of the south platform, a view is obtained up the Main street, presenting quite a number of fine stores, while over the " ridge "—as they call it—or, we should rather say, hill, may be found a number of extremely fine suburban villas owned by Messrs. M. B. Brown, Samuel Canada, Hugh Lee, W. J. Cook, D. Davis, D. Foster, Dr. Hope, &c. In the vicinity of Mansfield the hills are lofty and richly charged with "black diamonds." Coal mines are extensively operated, but there is no manufacture carried on, of any moment, beyond those already named, with the addition of a planing mill, steam flouring mill and brick yard. There are eight religious denominations in the united boroughs, though it is creditably asserted that the population, all told, does not exceed 3,000 or 4,000 inhabitants. A small weekly paper is published here, called the "Item," owned and edited by Mr. Knepper, who keeps his constituency promptly posted on things in general and with an " itemized" account of local doings. There are from fifteen to twenty stores neatly kept and efficiently run in the united boroughs, but we failed to recognize a good hotel. Mansfield being the junction of the Chartiers Railroad with the main stem of the P. C. & St. L. Ry., all passengers from the west going south, and from the south going west, change here. Ten regular stopping trains arrive and depart daily, and there is an office of the Western Union Telegraph Co., and Adam,s express agency at the depot—which building, though erected some eight or nine years ago, is kept in good order. Mr. W. H. Roberts, who has been with the company several years, is agent, and a gentleman whom we found exceedingly courteous and attentive in the discharge of his responsible duties. WE NOW LEAVE MANSFIELD, and to the right almost immediately observe what is called the "Grant" mines, operated by Messrs. Jones & Wilson, though owned by Ex-Judge Mellon. Soon after, to the left, is "Camp Hill" mine, owned and operated by Messrs. D. Steen & Sons, while still further, on the right, come the " Fort Pitt" mines, operated by the "Fort Pitt Coal Co.," nearly opposite to which are the "Pittsburgh Union mines," worked by Mr. J. McConnell. We now come to " WALKER'S MILL" station, so named after Mr. Isaac Walker, an extensive and influential farmer and miller, whose fine brick residence and prosperous flouring mill may be seen from the depot. The groves and dells in this locality, will be observed, form delightful prospects. After leaving the depot, to the right we come to the extensive stone quarry owned by Mr. Isaac Walker, and a second, in close proximity, the property of the P. C. & St. L. Ry. Co., from which the road is very largely supplied. On the left, we pass another charming dell and then come in view of a cluster of houses accommodating probably 150 or 200 persons—chiefly miners. Soon after, from the same side of the car, will be observed a flourishing lime stone quarry, conducted by a Mr. Jackson, and then we approach HAYS, STATION, a delightful rural spot " Where feathered songsters love to chant— And sweetest flowers bloom." APPENDIX - vii. To the right will be seen "Cherry mines," almost opposite the station, leaving which, we next pass through another heavy rock cutting, computed at 60 feet deep and probably 300 or 400 feet long. Then we come to Gregg,s station, simply a shed and platform—the local resident, after whom it is called, residing in a nice homestead located on the hill, as seen from the left side of the car. It will be particularly observed that agriculture is the leading pursuit here followed with abundant success, confirmed by a goodly sprinkling of very attractive farm buildings. As our train crosses the creek the views obtained from both sides of the car are specially interesting—particularly on the left, where we approach the "Oak Ridge" mines, directly after which comes "OAK DALE STATION." Here there are from 800 to 1,000 inhabitants and the locality is popular for being the seat of "Oak Dale Academy," a handsome and influential educational institution, patronized extensively by pupils even from considerable distances, who unsparingly avail themselves of the liberal advantages afforded by the reduced fares governing school tickets, as adopted on this line. Now, "Oak Dale," it may be remarked, is quite a flourishing village, possessing an excellent flouring mill, a malt house, Odd Fellows' Hall, &c., with three or four well conducted stores, while it would appear to lack in nothing usually found in a desirable rural market town.* As a situation for the erection of suburban villas it is unexcelled, as an elderly gentleman resident from there remarked to us, " he should always consider that he owed at least ten years of his life to taking up his abode in so healthful and recluse a situation." Indeed, there may here be witnessed some of the prettiest residences on this line of rail, among them being most prominent, those erected by Mr. Guy, Mr. Ewings, and Mr. McFarland. Leaving Oak Dale to the left, we next strike the "National" mines, operated by the "Consolidated Coal and Mining Co.," of Cincinnati, subsequently coming to " NOBLESTOWN STATION," the depot being on the right side of the track, and from the appearance at which, of two fair sized, though somewhat weatherworn Hotels—the " Exchange " and " Pan-Handle " houses—one would natually infer that a live business was rather the rule than the exception. There are from 800 to 1,000 inhabitants here, whose main occupations consist of farming and mining, while several neat country residences relieve the otherwise monotonous rustic surroundings; noticeably among them being the fascinating homes of Mr. Herron, Mr. Greer, &c. We have now come to the end of the double track from Pittsburgh, and in response to the "all right" whistle from the locomotive, we take a parting glance at fair Noblestown and pursue the " narrower path " that leads, next, to "ARLINGTON," OR " WILLOW GROVE." The former style is derived from a plat of lots designed for suburban villas in that vicinity, while the latter is the name appropriately adopted by the railway officials. Neither of these names, however, or even any other still more attractive one, could be ill bestowed on so delightful a region—fashioned by nature, as it were, " Wherein the wise might raise neat homes, And healthful live forever." So general are charming prospects on every hand that it-would be impossible for the most fastidious to discriminate a preference among the objects of interest. Leaving "Willow Grove" depot, there will be noticed on the right, the specially attrac- tive villas of Mr. McVay and Hon. Vincent Miller—each, alike, * All along the line, and particularly from Oak Dale, will milk cans be found at the depots, the farms on this road daily supplying immense quantities of milk to Pittsburgh City. the subject of general comment and admiration among passing travelers on the rail. On the left, we next approach "Laurel Hill" mines, conducted by Messrs. W. P. Rend & Co., of Chicago, while almost opposite is " Brier Hill " mines, also a prosperous enterprise. And this brings us to M'DONALD'S STATION, with its 1,000 or 1,500 inhabitants where, "At the close of day, when labor's done, And all around is still, It's homeward wends each weary one That works the plow or mill." The green sward and valued strata of the mighty hills, here still employ the best energies of the major part of the populace, though as a country seat this locality is also pre-eminently adapted. On the left will be seen the very fine residences of Mr. S. S. Johns and Mr. T. H. Cook, while on the right stands a neat U. P. Church and the pretty villas of Dr. Cook, Dr. McDonald and Mr. Lindsay, though of all, probably, the most attractive is the stone built homestead on the magnificent farm of Mr. John McDonald, after whom the depot is named—a gentleman whose name is proverbial for raising some of the finest stock in America. Proceeding yet nearly a mile and a half further, as we take in views of delightful woodland scenery, on the left, and we arrive at " PRIMROSE STATION," modest in its surroundings as the veritable flower after which it is named—from whence is seen to the right, in a cluster of trees, the secluded residence of the McDonald Bros., who cultivate a rich farm of some nine hundred acres, and like their universally respected pater, are gentlemen very popular for their fine stock. A quarter of a mile hence, and we pass "Robins, Block Vein Coal" mines, owned by Mr. T. Burr Robins, near to which is a small cluster of houses or a village chiefly populated by miners. To the right will also be observed the pretty farm residence of Mr. McBurney—the rural surroundings being superb. To the left we soon approach "Midway" mines, operated by Mr. G. W. Crawford, and then comes MIDWAY STATION.* being so named from being mid-way between Pittsburgh and Steubenville. The only fine villa residences here calling for special reference are those of Mr. T. Burr Robins on the left and Mr. Donaldson on the right—gentlemen much respected in the neighborhood. Just past the depot, to the left, will be seen the "Walnut Hill" mines—the property of the " Walnut Hill Coal Co.," and we strike a deep rock cut probably 300 feet long, and 50 to 60 feet deep. BULGER STATION. There is little to call attention to here, or yet until we have passed through Bulger Tunnel, 300 feet in length, as also the next station—" Raccoon "—when we cross a very fine iron bridge, put up last summer, and which spans "Raccoon creek." BURGETTSTOWN, the succeeding stop, is a place of probably 1,500 to 2,000 inhabitants, and commands a mill or two, wagon shop, &c., but is mainly supported by agriculture—the farmers in this section being very skillful and well-to-do-men. There are also the utmost facilities here for the dissemination of religion and education—a number of good stores—and we are not quite sure but there is also a small weekly paper. Leaving here, about a mile and three-quarters finds us hurrying through another immense rock cutting and subsequently we enter what is called * Midway is quite a rising little town, with probably 1,000 inhabitants, excellent churches, school house, and all other accessories essential to a well regulated and prosperous community. We are here at the greatest altitude along the route. viii - APPENDIX. "Dinsmore tunnel," (about 400 feet long), and emerging from which, our train soon stops at Dinsmore depot. But "DINSMORE," "HAMLIN'S " AND " PARIS ROAD " STATIONS, all in succession, less than five miles apart, and possess few features of any moment beyond their exquisite rural prospects. The latter depot, however, takes its name from a road there located, leading to Paris, Washington county, Pa., and ere we arrive at COLLIER'S STATION we cross the state line—leaving Pennsylvania to travel through West Virginia. Collier's is a small station, but a very serviceable one to R. R. men, as it is appointed with special switches and extra tracks for the convenience of dividing trains. HOLLIDAY'S COVE, as a stopping point, is so named after a cove discovered on the property of a Mr. Holliday at that place, and it is here that the name of " Holliday's Cove," originated as applied to the old 44 Holliday's Cove Railroad Co," already referred to in this work. " Edgington " station comes next ; after which we arrive at WHEELING JUNCTION, around which clusters considerable interest, as it brings to our view the famous Ohio river, the romantic and grotesque hills that appear to encircle the West Virginia shore, the magnificent Steubenville bridge across the river, and the Pittsburgh, Wheeling & Kentucky division of the " Pan-Handle " system that makes direct communication with Wheeling.* It is within a few rods of the old terminal depot of the first railroad ever laid down here—and among other interesting prospects, we command a very pleasing birdseye view of Steubenville city. On the original road eferred to (so persistently put through by Messrs. Edgington and Wells,) the first train was chartered on the 4th of July, 1854, but the enterprise very soon afterwards collapsed, yet the following reminiscences of said road may still be seen from the left side of our train, just as it enters upon the bridge. Close to, yet a little below our track, there still stands, in a hollow, the frame of the first and only car ever run on the " Edgington and Wells Railroad," but which.' for considerably over a score of years, has been used as a small dwelling house' while at a little distance therefrom is an old two-story frame that still bears the name of " Pan-Handle Hotel," it having been the original terminus of the old road. Such a primitive looking structure, in full view of the modern extensive bridge crossing the Ohio, affords a happy contrast in the matter of railroad enterprise, as compared with a quarter of a century ago. This magnificent structure, from the right of the car, as the train stands in front of Wheeling Junction depot, presents a gigantic enterprise and very fine piece of engineering, (see full sized illustration). As our train crosses the viaduct, the view up and down the river is very fine, as also the distant woodland scenery, and glimpses obtained of STEUBENVILLE, at which depot we soon arrive. The station house, though somewhat small, is a very neat and substantial structure, the platform spacious, and indications everywhere assure of our having arrived at about the most prominent road-side town on our trip. Steubenville is in the eastern portion of Ohio, probably one hundred miles from the centre, and may be said to be nearly half way between New York and Chicago. It is 150 miles from Columbus' 270 miles from Cincinnati, 42 miles from * See our trip, described elsewhere in this book, from " Wheeling Junction to Wheeling." See foot-note to general history of " P. C. & St. L. Ry," in early part of this work. Put up in 1861-3, and consists of eight spans, the length, including abutment walls, being 2,060 feet. From low water mark to lower edge of cords over the main channel span is 95% feet, and the whole is constructed on the most substantial masonry. It is probably one of the finest and safest structures of its kind in America. Pittsburgh, and 22 miles from Wheeling. The population is estimated at probably 15,000, and among its leading manufactories are the Jefferson Iron and Nail Works' Beatty Flint Glass Tumbler Works, Acme Flint Glass Chimney Works Clinton Paper Mills, P. C. & St. L. car shops, Steubenville Machine shops, Cincinnati Coal Co.’s coal shaft, Ohio & Pennsylvania Coal Co.'s coal mines, Pan-Handle Chemical Works Ohio Foundry, McDevitt's wool factory, Anderson's and Travis' planing mills, Ætna and McFeeley's flouring mills, 0. Pa. & W. Va. wool warehouse, Alacana Steel Works, Miller's White Lead Works, Basler's Ale and Beer Brewery, Butte's Beer Brewery, Clark & Curfman's Carriage Works, J. Murphy,s Carriage Works, the Anchor and Hineman's Soap Works' Mingo Iron Works, Steubenville Furnace and Iron Co.' Pearce & Son's Furniture Factory, Johnson's Copperas Works, Smallwood & Winning's Keg Factory, Steubenville Coal & Mining Co’s. Works, Union Marble Works, Sword's Marble Works, Long’s Medical Laboratory' Well's Creek Test Oil Co., Staple's Boat Yard, Elliott's Tannery, Richardson’s Boiler Works, Robinson & Irwin's Machine Shops, Patent Roof Manufactory, and Hays, Vinegar Works. Not a bad showing for one town, and even yet there may be some small institutions that could be added. There are twenty-one churches here, representing fourteen denominations, two national and three private hanks, two extensive school buildings, with four sub-district schools, four hotels, two of them very good, two railroad depots, and four well appointed liveries. Steubenville boasts one of the neatest houses for entertainment, known as Garrett's Hall, seating from 850 to 1000 persons, which is a special inducement to the best companies traveling. We may further enumerate the following, as recently published, (with the substance of the foregoing facts,) in a series of interesting articles through the columns of the Steubenville Daily Gazette—there are thirteen cigar factories, eleven carpenters and builders, three lumberyards, extensive " Grangers" wool house, three brick yards, two planing mills, an extensive steam dyeing house, five carpet weavers, two candy factories, two plumbers and gas fitters' two slate roofers, six tin stores, several heavy wagon manufacturers, five private coal banks, not associated with any other local enterprises, &c. Steubenville has probably one of the handsomest court houses in this or even adjoining states, and contains the home office of the Jefferson Insurance Corporation. Nor should we fail to add that the Steubenville Ladies' Seminary is an extensive, time-honored and admirably patronized institution; while there are five newspapers printed in the town—two daily and two weekly—one of which is the Steubenville Daily Herald, (Rep.) ably edited and controlled by Mr. P. B. Conn, who also issues a Weekly Herald, and the other, differing in politics from its cotemporary, is the Steubenville Daily Gazette' one of the spiciest demo, cratic dailies published anywhere, being controlled by Messrs. McFadden & Hunter, who also command a very wide circulation for their popular weekly edition of the " GAZETTE." The Sunday Local is the only Sunday paper—and a capital one at that, owned and edited by Mr. A. M. Matlack. Steubenville is an old incorporated town and has ever been characterized for commercial solidity and judicious enterprise. The P. C. & St. L. Ry. Co. have extensive car shops located here, employing from 200 to 220 men under the superintendence of Mr. A. K. Mansfield, an accomplished mechanic and a trusty servant for some years in the Company’s employ. At these shops new work is made a specialty, and the admirable rolling stock on the old "Pan-Handle" line is a high compliment to them, though, of course, incidental repairs occasionally intrude themselves on their attention. As a manufacturing town—so is it commercially—one of the most inviting places in Ohio, to the capitalist, for it possesses the utmost facilities both by land and water. Property is very reasonable in price, and the local progressive spirit of its merchants and inhabitants generally is equalled only by their attachment to their town. APPENDIX - ix. But we hear our conductor,s musical voice once more ringing out " all aboard," as though every one was deaf—and probably his patience is somewhat tested with our delay—hence we resume our seat. "The picture all the way from the Ohio to Columbus is one of marvelous beauty in the leafy month of June, with that other attribute of teeming wealth. And all along, through the three states between Pennsylvania and Missouri, the scenery is charming, and we might almost say, invariably rich with promise of a glorious harvest. "Sweet fields stand dressed in living green With rivers of delight." Golden wheat fields wave in the breeze, and impatiently await the reaper, while here and there stand clusters of great, pussy stacks, rich with the freshly garnered treasures of the field; pastures veined with babbling brooks and specked with flocks and' herds ; great meadows of timothy and clover; orchards laden with fruit and vineyards with the promise of a full vintage; neat farm houses embowered in groves; busy little towns and villages all the way, where they make everything from a hair pin to a steam engine; green forests crowning the hills and bright streams coursing through the valleys, while over all shines the summer sun' with cloud-shadows here and there sailing across the wide landscape."—Steubenville Daily Gazette. For probably half a mile we command a view of the city, and from the left side will be seen, (before leaving the corporation limits) the ruins of Mears, flouring mill and distillery, though the distant view of West Virginia’s shore, end the surface of the ever restless Ohio river, (dotted with steamers and barges) relieves the prospect of anything approaching monotony. We pass the famous Jefferson Iron and Nail Works, as also extensive coke ovens, and then resume the indulgence of scanning "God’s broad acre" in: all its magnificence, until arriving at MINGO JUNCTION, where connection is made with the Cleveland & Pittsburgh Railroad' as witnessed running parallel with our track on the left, though lower, and between us and the river. From here will also be seen the Mingo Iron Furnace, an extensive and important enterprise. Out in the river will be observed a large fiat island, some twenty to thirty years ago known as "Potter's Island," when there was herbage and trees growing upon it—but which " time and tide" have borne away entirely on their swift wings. We should remark, however, that the genuine original name of this island was " Mingo Island," which name it has recently re-assumed and is still known by. About quarter of a mile from the last station will be observed on the left what is termed "Mingo Bottom," Wellsburg being still further in the distance. We now cross the creek bridge and soon come to the first of a series of curves in the track, it will amply repay passengers to look out for. We also pass, to the left, what is known as "Adams, Bottom," the beautiful valley being surrounded with rich foliaged woodlands, Mr. G. J. Adams, residence being on the right, while Mr. Henry Adams conducts a fine farm further up the hill. Having passed round Gould,s curve,* which describes two-thirds of a complete circle, we soon come to two other lesser curves—the whole winding, as it were, in snake form, through scenery of unsurpassed grandeur, until we arrive at ALEXANDRIA ROAD STATION, taking its name from Alexandria, Ohio. After leaving here we approach yet another curve, crossing a fine truss bridge that spans Cross creek. To the left about 400 yards from the station amid a pretty woodland scene will be observed a ravine or hollow between the hills, down which General Morgan descended during his famous raid in the Rebellion, and it was * This curve has frequently been credited with equal attractiveness to the famous "Horse Shoe bend," and is extensively known by that name. The finest view is obtained from the Platform of the rear car. 2—APP. not far from here that he burned the railroad bridge while devastating the track. Soon after, comes " Irondale," where trains occasionally stop, though the next regular station is SMITHFIELD, named after Smithfield, Ohio, which is located to the south. A. mile-and-a-half from here we enter what is known as "Tunnel 13 " (signifying thirteen miles from Steubenville). It is about 300 feet in length and a remarkably solid excavation, emerging from which we approach SKELLEYS, a small road side station in an exceedingly fertile agricultural district. A few minutes from here and our train dashes into another deep cutting connected with " Tunnel 17," 1,000 feet long. BLOOMFIELD is the next station, and located between two tunnels, as upon leaving it we soon strike " Tunnel 18," in the neighborhood of 600 feet long. And here we must remark, observing the test of an ingenious telegraph contrivance for the protection of trains passing through tunnels. It is the device of Mr. Lang, the efficient telegraph superintendent on this division, located at Dennison, and is operated as follows: At each end of the tunnel is a bell, having connection with the track, the rails of which, for the entire length of the tunnel being charged with electricity. Directly the wheels of any train comes in contact with them—and while remaining so—the bells start, and keep up, an incessant ringing. Consequently, no train is allowed to enter until the ringing has ceased. Again, should a portion, even to a single car of a freight train, become detached while passing through the tunnel, so long as a wheel remains on the track the ringing signal continues to warn approaching trains, from either direction. The experiment has been in operation for some time, and affords the most satisfactory results, which we should not feel in the least surprised to find will bring it into genreal use. Next comes UNIONPORT, a small road side station in these days, but in 1854 it savored of somewhat greater importance as it was the terminus of the "Steubenville and Indiana Railroad." Having next passed MILLER'S STATION, a convenient stopping point for an important agricultural district, we come to CADIZ JUNCTION, from which a branch extends in the neighborhood of eight miles to Cadiz, a prosperous borough of about 2,500 inhabitants, and the county seat of Harrison county—a section of country extensively popular for stock raising and remunerative farm lands. The junction, itself, is simply a small village with two or three stores. Continuing our journey on the main track, half a mile, and the dark shadow which soon pervades our car suggests that we are once more beclouded with mighty towering rocks, through which is excavated " Tunnel 25," about 800 feet long. Then comes FAIRVIEW, an incorporated village of 600 or 800 inhabitants, though the postoffice retains the original name of "Jewett." It is quite a pleasant place to reside at, possessed of ample means for the religious and mental training of its people, and withal, highly favored as a farming district. There is ample hotel accommodation. Leaving here, and passing "Rumley Crossing" without a stop, two miles brings us to NEW MARKET STATION, though the postoffice address here, is "Scio." It is also an incorporated village of some 600 inhabitants, and claims con- x - APPENDIX. siderable prestige as a seat of learning from the location thereat of "Scio Seminary "—admirably conducted, extensively patronized and exceedingly popular for its many superior advantages. Yet four miles further on our journey, and we arrive at MASTERVILLE, a place of about 500 inhabitants' though possessing no special features of interest beyond those characterizing, also, the succeeding incorporated village of Bowerstown, which for prolific farms has few equals in the State. About a mile and a half hence we pass through "Tunnel 42," 800 feet in length, connected with which is an immense cutting, and from the left side of the car is soon observed the "Philadelphia Coal Mines," operated by Messss. Tuscan & Co. Now we arrive at PHILADELPHIA ROAD depot, which derives its name from a pike at that point leading to New Philadelphia, Ohio. Though from here delightful rural prospects are all abounding, in special features beyond, there is but little or nothing to expatiated upon. Or, in other words, as we once heard the sentiment otherwise expressed : "It's one of those places, devoid of much show, But when you talk planting—and making crops grow— There's few to surpass it—I'd have you to know." On nearing the next station, the number of tracks abreast, in front of the depot—the activity of locomotives switching about, and especially the rush made by passengers to agreeably employ the fifteen minutes delay in the indulgence of "creature comforts" at the hotel or refreshment counter, afford no uncertain indications that we are arriving at Dennison, which is within a few miles of being precisely midway between Pittsburgh and Columbus—the former being 93 miles, and the latter 100 miles therefrom. But we here propose to break our journey in view to furnishing some account of the surroundings, —resuming the trip hereafter. DENNISON, AS A RAILWAY POINT, is exceedingly popular—for its upshot, growth and support have been, and is, still derived from "the track of the iron horse." Even so late as 1863-4 the present town site was nothing but fields, and an isolated house or two was all that could be discovered, even though a microscopic examination be resorted to. But now we find here located the offices of THE DIVISION SUPERINTENDENTS- Mr. J. H. Barrett, of the Pittsburgh division, and Col. Jas. R. Shaler of the Columbus division—also the important locomotive shops of the P. C. & St. L. R,y. Mr. Barrett is heart and soul a railway man, having acquired about as competent a knowledge of the various systems as the best. He has really devoted the most of his life to a study of railroads, having been promoted, while with this company, first from chief train dispatcher to master of transportation over the entire road, which position he filled with zeal and ability until within some five or six years ago, when the said district was divided. He was then assigned the half extending from Dennison to Columbus, and subsequently promoted to the additional charge of from Pittsburgh to Dennison, including the Wheeling, Washington and Cadiz branches, while Col. Jas. R. Shaler, also a faithful and competent official in the service of the same company for the past six years, was assigned the superintendence of the division running from Dennison to Columbus, which he still presides over with so much ability and success. Through the offices of these gentlemen are issued all the important changes and improvements in the detail operations of the road, including the periodical REVISIONS OF THE TIME CARDS. The compiling of these intricate indispensables is accomplished by a most ingenious and unerring device, known as a time chart. Along the upper edge of this chart are consecutive numbers of hours and minutes, and down the left side, opposite the names of the stations, distances by miles are rep.. resented, while the centre of the card is ruled in small black spaces, much resembling the face of a honey comb. Over its surface each train designated on its course by a thread, and its progress, time and passing points are indicated by the locating of a number of pins. By this method a completed chart shows at a glance all the trains on the road at one time, thus precluding the possibility of them running anywhere on each others time if the schedule is only rigorously adhered to. Few people have any conception of the anxiety, care and responsibility incurred in framing a new schedule—for to vary the running of a single train necessitates a readjustment of the chart throughout. DENNISON—PAST AND PRESENT. The name of Dennison was derived from Ex-Gov. Dennison, a considerable landowner in that place. It was laid out in 1865 by what was known as the Dennison Land Company, consisting of T. L. Jewett, G. W. McCook and G. W. McIlvaine. These gentlemen, anticipating the location here of the shops and round house, saw the propriety of securing the ground, of which they still hold considerable. The shops were entered upon in 1865, and immediately the town began to spring up. The number of inhabitants increased rapidly, and not feeling it by any means agreeable to be subservient to the local government of Urichsville, directly a sufficient population warranted the application, it was made and obtained from the Legislature granting to Dennison the charter of an incorporated village, and being divided from Urichsville, half a mile distant, by "Little Still Water Creek," that stream was adopted as the boundary line. From this time Dennison never switched from " the track of progress," and being exclusively supported by the " P. C. & St. L." shops it may consistently be termed "a railroad town" in every sense. Quite a large number of railroad employes have also erected their own residences outside the lots controlled by the Land company, and the population of the. town, at present presided over by Mr. Thos. McCormick as mayor, may fairly be estimated at.1,500. Among the most attractive residences we may mention those occupied by J. H. Barrett, Esq., Col. J. R. Stealer, Mrs. Denmead, Mr. Ross Kells, Dr. Brown (the Presbyterian Church parsonage) and others owned by Messrs. McCormick, Welsh, G. L. Lang, J. Ansell, J. M. Mosier, &c. This being the only station between Pittsburgh and Columbus, at which a brief delay is necessary for a a change of locomotives, it has always been popular for the convenience of A FIRST-CLASS REFRESHMENT COUNT-ER, where passengers could recuperate the inner feelings at a nominal cost, during a protracted journey. Some eighteen months ago, that institution came into the hands of Mr. W. A. Bovey, a prominent resident in the neighborhood for the past twenty-five years, and a gentleman whose circumstances, extreme affability and enterprise pre-eminently adapt him for its efficient conduct. In addition to the bountifully supplied refreshment counter, where a grateful public, by the thousands, can attest to constantly meeting with everything clean, neat and wholesome as though prepared at their own homes, immediately to the east and in the rear of that stand, within a few feet of the platform, it will be observed that Mr. Bovey further conducts A CAPITAL HOTEL AND DINING ROOM, whence such passengers resort, from each train, who desire an excellent full meal, served sprightly and associated with every home comfort, at ordinary rates. The dining room is particularly inviting, with its number of snow white covered tables |