untitled

crossed the Rapidan and encamped near Bealton Station. From the 21st to the 31st of December it was employed with the brigade in an expedition to Luray, where some factories and a large amount of Confederate stores were destroyed. Immediately after this it took part in a raid to Front Royal, from which it returned by way of Manassas Gap, and about the middle of January, 1864, went into winter-quarters at Turkey Run, near Warrenton.

In the spring campaign of 1864 the brigade of which the Sixteenth was a part crossed the Rapidan and entered the Wilderness with the Second Corps of the Army of the Potomac. It became engaged on the 6th of May, and again on the 7th, when the Sixteenth fought dismounted, and bravely held its position against determined attacks of the enemy. On the 8th eight companies of the regiment, mounted, charged with the sabre, suffering considerable loss. On the 9th the cavalry, under Gen. P. H. Sheridan, moved around the right flank of Lee's army, destined for a raid against Richmond. A large number of Union prisoners on their way from the Wilderness battle-grounds to the Southern prisons were released, and the cavalry column destroyed immense quantities of stores at the Beaver Darn Station of the Richmond and Potomac Railroad. On the morning of the 11th, at Hanover Church, the enemy attacked furiously, but was repulsed. In the fighting of that day the Confederate cavalry general J. E. B. Stuart was killed. On the 12th, at daybreak, the Union cavalry entered the outer works of Richmond, but the position could not be held. The enemy closed in overwhelming numbers on three sides of the Union force, whose situation became hourly more critical, but Sheridan released himself by desperate fighting, and crossing the Chickahominy, rejoined the main army on the 25th of May.

A movement by Gregg and Merritt down the Pamunkey, on the 26th, resulted in a heavy engagement at Hawes' Shop in the afternoon of the 28th, in which action the Sixteenth lost twenty-four killed and wounded. A few days later the regiment with its brigade accompanied Sheridan in his expedition towards Lynchsurg, and in a sharp fight which resulted at Trevillian Station the Sixteenth lost sixteen killed and wounded. Unable to reach Lynchsurg, Sheridan turned back and made his way to White House, on the Pamunkey, from which place with his own train and eight hundred additional wagons belonging to the Army of the Potomac he marched on the 25th of June for the James River. The enemy was determined to capture the trains if possible, and for that purpose made a most desperate assault in greatly superior numbers at St. Mary's Church, but were repelled and finally driven back by Gregg's command, which covered the right on the roads leading from Richmond. In this engagement the Sixteenth took prominent part, and fought with its customary stubbornness and gallantry, repelling repeated charges of the enemy. Crossing the James, the command was sent on the 1st of July to the relief of Gen. Wilson, who was in a critical situation on the Weldon Railroad, but he escaped from his perilous position without assistance.

Late in July the regiment with its division and a column of infantry recrossed the James on a reconnaissance in force, in which the Sixteenth became engaged near Malvern Hill, charging, and lost nine killed and wounded. The expedition returned on the 30th. About the middle of August the division again crossed to the north side of the James, and fought at Deep Run and White's Tavern. In the latter fight the Sixteenth lost thirty-one killed and wounded out of a total of less than two hundred men which it took in. Again, on an expedition to the Weldon Railroad, it was engaged on the 23d, 24th, and 25th of August, losing in the three days' skirmish twelve killed and wounded. On the 15th and 16th of September it was again skirmishing with the enemy's cavalry near Poplar Spring Church. About this time the regiment was armed with the Spencer repeater in place of the Sharp's carbine previously used. On the 27th of October it was heavily engaged at. Boydton Plank-road, losing thirty-one killed and wounded. From the 1st to the 7th of December it was engaged in raiding along the Weldon Railroad, but suffered no loss. On the 12th it returned to camp, and soon after went into winter-quarters at Hancock's Station. During the winter (February 6th) it fought in the battle of Hatcher's Run, dismounted, and sustained a loss of fifteen killed and wounded.

In the closing campaign of 1865, the Sixteenth, like the rest of the cavalry, was in constant activity. On the 31st of March, in an engagement at Dinwiddie Court-House, it lost eighteen killed and wounded. In the fight at Five Forks, April 2d, it lost seven killed and wounded. On the 5th, at Amelia Springs, and on the 6th, at Sailor's Creek, its loss was eighteen killed and wounded.

After the surrender of Lee (April 9th) the regiment was moved to Petersburg, and thence to North Carolina, to support the advancing columns of Sherman, but soon returned, and was sent to Lynchsurg to guard the captured stores and preserve order. It remained there till the beginning of August, when it was moved to Richmond, and there mustered out of the service on the 7th of that month. A list of officers and enlisted men of the Washington County company is here given, viz.:

Jonathan R. Day, capt., must. in Sept. 20, 1862; pro. from adjt. April 30, 1863; brev. maj. March 13, 1865; wounded at Malvern Hill, Va., July 28; 1864 ; disch. by S. 0. July 25,1865.

Lester Phelps, capt., must. in Sept. 3,1861; must. out with company Aug. 11, 1865.

Edmund Dunn, let lieut., pro. from sergt. to 2d lieut. March 1, 1863; to 1st lieut. March 29, 1864 ; brevet rapt. March 13,1865 ; trans to Co. A July 24, 1865.

William H. Bentz, lst lieut., must. in Aug. 29, 1861 ; must. out with company Aug. 11, 1865.

Luther Day, 2d lieut., wounded at Deep Bottom Aug. 16, 1864 ; pro. from sergt. Sept. 27, 1864 ; killed at Stony Creek Dec. 1, 1864.

John N. Minton, 2d lieut., pro. from lst sergt. Dec. 23, 1864; trans. to Co. C July 24,1865.

Christian Gohl, 1st sergt., must. in Sept. 27, 1861 ; must. out with company Aug. 11, 1865 ; vet.

William F. Davis, lst sergt., must. in Jan. 4, 1864; pro. to corp. June 1, 1865; to 1st sergt. June 20, 1865; disch. by G. O. July 24, 1865.

M. W. Wood, lst sergt., pro. from sergt. Jan. 1, 1865; disch. by G. O. July 24, 1865.

Charles A. Winkworth, lst sergt., must. in Aug. 18, 1862; disch. by G. O. May 15, 1865.

Joseph H. Bell, qrmr.-sergt., must. in Sept. 17, 1861 ; must. out with company Aug. 11, 1865.

Mahlon Tonny, com. sergt., must. in Sept. 7, 1861 ; must. out with company Aug. 11, 1865.

James B. Denworth, sergt., must. in Sept. 27, 1861; must. out with company Aug. 11, 1865 ; vet.

John Roser, sergt., must. in Sept. 2, 1861 ; must. out with company Aug. 11, 1865; vet.

William F. Crane, sergt., must. in Sept. 20, 1861 ; must. out with company Aug. 11, 1865; vet.

Henry C. Devall, sergt., must. in Sept. 21, 1861 ; must. out with company Aug. 11, 1865; vet.

George Lissaw, sergt., must. in Sept. 9, 1861 ; must. out with company Aug. 11,1865 ; vet.

Collin M. Lindsey, sergt., must. in Aug. 6, 1864 ; pro. to corp. June 1, 1865; to sergt. June 20, 1865 ; disch. by G. O. July 24, 1865.

Benjamin S. Craig, sergt., must. in Dec. 31, 1863; pro. to corp. May 1, 1865; to sergt. June 20, 1865; disch. by G. O. July 24, 1865.

Samuel A. Carter, sergt., must. in Oct. 2,1862 ; pro. to corp. June 1,1865 ; to sergt. June 20, 1865; disch. by G. O. July 24, 1865.

Byard McVay, sergt., must. in Feb 18,1864; pro. to sergt. June 20,1865 ; disch. by G. O. July 24, 1865.

Thomas J. Penn, sergt., pro. from corp. Jan. I, 1865; disch. by G. O. June 17, 1865.

Orville L. Garrett, sergt., pro. from corp. March 1, 1864; disch. by G. O. June 17,1865.

Hiram Litle, sergt , pro. from corp. May 1, 1865 ; disch. by G. O. June 17, 1865.

William N. Lewis, sergt., pro. from corp. May 1,1865 ; disch. by G. O. June 17, 1865.

Theo. S. Wingett, sergt., pro. from Feb. 1, 1865; to sergt. June 1, 1865; disch. by G. O. June 17, 1865.

Erskine M. Black, corp., must. in Sept. 27, 1861; must. out with company Aug. 11, 1865; veteran.

John W. Hawkins, corp., must. in Sept. 3, 1861 ; must. out with company Aug. 11, 1865; veteran.

Patrick McConnell, corp., must in Aug. 29, 1861; must. out with company Aug. 11, 1865; veteran.

John W. Booz, corp., must. in Feb. 13, 1864; must. out with company Aug. 11. 1865.

Washington A. Bile, corp., must. in Feb. 11, 1864; must.,out with company Aug. 11, 1865.

William Betzel, corp., must. in Sept. 21, 1861 ; must. out with company Aug. 11, 1865 ; veteran.

Eugene Helmbold, corp., must. in Sept. 17, 1861; must. out with company Aug. 11, 1865.

Ivan C. Momous, corp., must. in Feb. 23, 1864; must. out with company Aug. 11, 1865.

John L. Brownler, corp., must. in Dec. 30, 1863 ; pro. to corp. June 20, 1865; disch. by G. O. July 24, 1865.

Flavius J. Jennes, corp., must. in Dec. 29, 1863; pro. to corp. June 20, 1865; disch. by G. O. July 24, 1865.

James H. Carter, corp., must. in Oct. 2,1862 ; pro. to corp. June 20,1865 ; disch. by G. O. July 24,1865.

Harvey K. Lyon, corp., must. in Feb. 2, 1864; pro. to corp. June 20, 1865; disch. by G. O. July 24, 1865.

David Liephart, corp., must. in Jan. 26, 1864; pro. to corp. June 20, 1865; disch. by G. O. July 24, 1865.

Jacob S. Baldwin, corp., pro. to corp. March 1, 1864; disch. by G. O. June 17, 1865.

James Ackley, corp., pro. to corp. Feb. 1, 1865 ; disch. by G. O. June 17, 1865.

William Chester, corp., pro. to corp. Feb. 1, 1865 ; disch. by G. O. June 17, 1865.

Samuel Hurst, bugler, must. in Aug. 1, 1861; must. out with company Aug. 11, 1865; veteran.

John Bickner, bugler, must. in Sept. 9, 1865 ; must. out with company Aug. 11, 1865; veteran.

Evan Thomas, blacksmith, must. in Sept. 11, 1861 ; must. out with company Aug. 11, 1865; veteran.

Lausman Beisher, farrier, must. in Sept. 30, 1861 ; must. out with company Aug:. 11, 1865; veteran.

John McLaughlin, saddler, must. in Sept. 17, 1861; must. out with company Aug. 11, 1865 ; veteran.

Frederick M. Bricker, must. in Feb. 25,1864; must. out with company Aug. 11, 1865.

F. C. Baumgardner, must. in Sept. 5,1864; wounded at Farmville, April 7, 1865; absent, in hospital, at muster out.

Franklin A. Brice, must. In March 2, 1865 ; died May 30,1865 ; buried in Cavalry Corps Cemetery, Virginia.

George W. Clutter, must. in Aug. 2,1862; disch. on surg. certif. April 10, 1863.

Albert C. Douglass, must. in Feb. 27, 1864; wounded at Farmville, Va., April 7, 1865 ; absent at must. out.

Theodore Eastwood, must. in Feb. 26, 1864 ; must. out with company Aug. 11, 186.5.

George Eastwood, must. in March 5, 1864 ; must. out with company Aug. 11, 1865..

Conrad Egner, must. in Feb. 6, 1865; disch. July 26th for wounds received at Farmville, April 7, 1865.

Frederick Gohl, must. in Sept. 5, 1864; wounded at Amelia Springs, April 5, 1864; absent, in hospital, at must. out.

William E. Hagerman, must. in Feb. 27, 1864 ; must. out with company Aug. 11, 1865.

Harrison Handford, must. in Feb. 27, 1864 ; must. out with company Aug. 11, 1865.

Peter Kom, must. in Sept. 9, 1864; must. out with company Aug. 11, 1865; veteran.

John Knight, must. in Dec. 31, 1863; died September 19th of wounds received in action.

William Lancaster, must. in March 3, 1864; must. out with company Aug. 11, 1865;

Simon S. Luellen, must. in Dec. 29,1863 ; died at Alexandria, Va., date unknown.

William A. Lyon, must. in Jan. 19, 1864; died June 1, 1864, of wounds received in action.

Thomas J. Mooney, must. in Feb. 12, 1864 ; must. out with company Aug. 11, 1865.

Joseph W. Miller, must. in Oct. 2, 1862; pro. to hospital steward Jan. 28, 1863.

Elias H. Mattox, died August 19th of wounds received at Shepherdstown July 16,1863.

James W. Milligan, trans. to Co. A, 9th Regt., Vet. Res. Corps; disch. by G. O. June 24, 1865.

William McCrudden, must. in Feb. 16, 1864; wounded at Trevillian Station June 11, 1864; must. out with company Aug. 11, 1865.

Samuel B. Painter, must. in Feb. 26, 1864; must. out with company Aug. 11, 1865.

John Righter, must. in Feb. 27, 1864; wounded at Farmville April 7, 1865; absent in hospital at must. out.

William S. Ramsey, must. in Feb. 26, 1864; wounded at Deep Bottom Aug. 15, 1864; must. out with company Aug. 11, 1865.

Thomas A. Robertson, prisoner from Oct. 14, 1864, to April, 1865; must. out with company Aug. 11, 1865.

Robert Sulfrldge, must, in Feb. 25, 1864 ; must. out with company Aug. 11, 1865.

Thomas Stonecypher, must. in Feb. 17, 1865 ; must. out with company Aug. 11, 1865.

Addison Stillwell, must. in Sept. 19, 1862; disch. on surg. certif. April 10,1863.

William Smith, must. in March 4,1864; killed at Trevillian Station June 11, 1864.

Abraham C. Teagarden, died July 20, of wounds received at Shepherdstown July 16, 1863.

James W. Williamson, must. in Feb. 27, 1864; must, out with company Aug. 11, 1865.

Samuel L. Williams, must. in Feb. 28, 1865; must. out with company Aug. 11, 1865.

Twenty-second Cavalry. — The Twenty-second Cavalry, otherwise designated as the One Hundred and Eighty-fifth Regiment of Pennsylvania troops, contained seven companies (lettered from A to G, inclusive) which were recruited in Washington County, the first two, A and B, having been raised in the spring and summer of .1861, and the others in the summer and early fall of 1862. The company designated as "A" in the formation of the Twenty-second Cavalry, but previously known during the period of its recruitment as the "Ringgold Cavalry," was first commanded by Capt. John Keys, and was mustered into service June 29, 1861. Company "B" of the Twenty-second was originally called the "Washington Cavalry," commanded by Capt. Andrew J. Greenfield, and mustered into the service of the United States Aug. 19, 1861. Company C, called in recruitment the " Keystone Cavalry," was commanded by Capt. George T. Work, and having been filled between July 25, 1862 (when Capt. Work was authorized by Governor Curtin to raise the company), and Sept. 6, 1862, was on the last-named date mustered into the service of the United States. Company " D," locally known as the " Beallsville Cavalry," was commanded by Capt. Harvey H. Young, and mustered into service Sept. 6, 1862. Company " E" (called in recruitment the " Independent Cavalry") was mustered at Wheeling, Va., under Capt. Milton W. Mitchener, Oct. 13, 1862. Company "F" (local name, "Patton Cavalry") was commanded by Capt. Andrew J. Barr, and mustered Oct. 14, 1862. Company "G" (recruiting name, "Lafayette Cavalry") was mustered Oct. 22, 1862. The commanding officer of this company was Capt. Alexander V. Smith.

These companies left Washington County successively immediately after their organization, and went forward into West Virginia. where the first two companies saw immediate service, and where, upon the arrival of the others, all were formed into the "Ringgold Cavalry Battalion," under command of the senior officer, Capt. John Keys, of the first 'company. That first company, mustered in June, 1861, under Capt. Keys, had arrived in Virginia in time to take part, in the following month, in the battle of Rich Mountain, where the enemy's forces under Gen. Lee were defeated with severe loss. Again, November 14th, they fought at French's Gap, Va., with slight loss. At Blue Gap, near Romney, Jan. 7, 1862, the two companies (Keys' and Greenfield's) were engaged, and the enemy was driven from the field, with the loss of two pieces of artillery, wagons, and camp equipage, and with a considerable number wounded, and taken prisoners. During the month of February they fought at Bloomery Gap, at Strasburg, and at Winchester, under Gen. Shields. In April they were engaged at Columbia Furnace, Two Churches, and Rood's Hill. On the 9th of November, 1862, the Ringgold Battalion fought at Dabney's Mills, and during the following winter and spring the companies composing the battalion were actively and constantly employed in scouting and picket duty, in which they performed excellent service. When the Confederate army advanced into Maryland and Pennsylvania, in June, 1863, the troops in West Virginia were ordered to that quarter to co-operate with the Army of the Potomac in the general defense. Among them was the Ringgold Battalion, which was hastened towards the Potomac, but did not reach the river until July 8th, four days after the close of the battle of Gettysburg, when the battalion became engaged with the cavalry of the enemy at Williamsport, Md. On the following day they fought at Fairview, on July 17th at Martinsburg, and on the 22d at White Hall. After the escape of the Confederate army the Ringgold Battalion was employed in marches, raids, and scoutings during the summer and fall of 1863, but was engaged in no general battle. On the opening of the campaign of 1864 it

was engaged, January 3d, at Petersburg, W. Va., and early in February at Lexington and Moorefield.

The Ringgold Cavalry Battalion became merged in the Twenty-second Pennsylvania Cavalry, which was organized Feb. 22, 1864: It was composed of the seven companies already mentioned and five other companies (designated as Companies H, I, K, L, and M) which had been reorganized from the companies of a Pennsylvania six-months' battalion, raised in the summer of 1863 to assist in repelling Lee's invasion of the State, and whose term of service had now just expired. The field-officers of the new regiment were Col. Jacob Higgins, Lieut.-Col. Andrew J. Greenfield (promoted from captain of Company B), and Majs. George T. Work (previously captain of the " Keystone Cavalry," of Washington County, which became "C" Company of the Twenty-second Regiment), Elias S. Troxell, and Henry A. Myers. The Ringgold Battalion and the five other companies forming the new regiment joined forces and consolidated as the Twenty-second at Cumberland, Md., on the 5th of March, 1864. The entire regiment remained at Cumberland until April, when the dismounted part of the command (amounting to more than half the regiment) moved, under command of Lieut.-Col. Greenfield, to Pleasant Valley, Md., where the men were mounted, and about the middle of May moved thence to Camp Stoneman, near Washington, D. C. A month later the battalion, under Lieut.-Col. Greenfield, was ordered to Martinsburg, where it was assigned to duty with the brigade of Col. Mulligan, the battalion being now placed under command of Maj. Troxell. During the month of July it fought bravely at Lee-town, at Maryland Heights, Snicker's Gap, and Snicker's Ferry. In August, being then under command of Lieut.-Col. Greenfield, it joined the cavalry division of Gen. Torbert, in the army of the Shenandoah, under Gen. Sheridan, and fought in numerous actions, including Kernstown, Opequan, Berryville, and Charlestown, Va.

The other detachment, or battalion, of the Twenty-second, which had remained at Cumberland when the dismounted men marched for the Pleasant Valley camp, in April, 1864, as before mentioned, soon left Cumberland, and joining the forces of Gen. Hunter, took part in that general's campaign against Lynchsurg, Va., where they fought on the 12th of July, and afterwards fought in the battles of Kernstown and New Market, July 25th, it being then under command of Maj. Work, and in the brigade commanded by Col. Higgins, of the Twenty-second. Afterwards it formed part of the forces which under Gen. Averill pursued the Confederate Gen. McCausland on his retreat from the burning of Chambersburg, Pa., and overtaking him at Moorefield, Va., fought a decisive battle, totally routing the enemy and capturing all his artillery. In this engagement the battalion under Maj. Work performed very valuable service, and behaved with marked gallantry.

Soon after this, the two detachments of the Twenty-second were united at Hagerstown, Md., and the entire regiment, then under command of Lieut.-Col. Greenfield, moved with the cavalry forces of Gen. Averill across the Potomac into Virginia, where the enemy was encountered on the 31st of August. In this engagement Averill's division was outnumbered and compelled to retire towards Falling Waters, Va. Again advancing, the cavalry division met the enemy at Darkesville, September 2d, and gained a decided advantage, capturing the Confederate wagon-train. On the two days next succeeding, the Twenty-second with its division fought the enemy, who were found in superior force at Bunker Hill and Stephenson's Station, no decisive advantage being gained by either side. On the 7th, at Darkesville, another battle was fought, and the Confederate force defeated with heavy loss. Again, on the 12th and 15th of the same month, at Bunker Hill and Buckleytown respectively, Aver-ill's forces were engaged, and the Twenty-second showed its usual gallantry. On the 18th the regiment made a grand charge on the Southern line at Martinsburg, ending in the defeat of the enemy, who was on the following day driven in some disorder towards Winchester. Late in the day the Twenty-second, then commanded by Maj. Troxell, took part in the furious charge of the cavalry at Opequan, which ended in the entire rout of the Confederate forces under Early, and sent them " whirling up the valley." In this the. Twenty-second captured a battery and a large number of prisoners. At Fisher's Hill Early again stood for battle and again he was routed, the Twenty-second sustaining its full share of the fighting, as it also did on the 26th at Mount Vernon Forge. On the 27th, Early's forces attacked in superior numbers, and the regiment suffered severely, but held its ground, in the face of overwhelming odds, and did at least as much as any other regiment towards averting general disaster and saving the this of the whole division. In the action of this day Maj. Work and Adjt. Isenberg were seriously wounded, and several officers of the regiment taken prisoners. Lieut.-Col. Greenfield was on this occasion in command of the brigade. On the 19th of October the regiment fought splendidly and sustained severe loss in killed and wounded in the historic battle of Cedar Creek, where the day was barely saved by the arrival of Sheridan "from Winchester, twenty miles away." A few days later the Twenty-second went into camp at. Martinsburg, remaining there about two months. From about the 20th of December through the winter of 1864-65 the regiment was constantly engaged in scouting and operations Against Confederate guerrillas in the mountain regions of West Virginia, in which service the men were kept almost continually in the saddle, exposed to every kind of hardship and privation.

Of the two companies raised in 1861 many of the men had re-enlisted as veterans in 1864, and those

who did not so re-enlist were mustered out at the expiration of their term of service, those of Company " A" being honorably discharged in August, 1864, and Company " B" being mustered out on the 7th of October following. In April, 1865, nearly one-half of those remaining in the regiment were mustered out, their terms of service having expired. The rest remained in service till after the close of the war, and in the latter part of June, 1865, the remnant was consolidated with a part of the Eighteenth Cavalry, forming what was known as the Third Provisional Cavalry, which remained on duty in West Virginia about four months longer, and was mustered out of service on the last day of October at Cumberland, Md. A list of officers and men of the Washington County companies in the Twenty-second Cavalry is here given, viz. :

Henry A. Myers, capt., pro. from 1st lieut. Jan. 8, 1864; to maj. March 24, 1864.

James P. Hart, capt., pro. from 2d to 1st lieut. Jan. 8, 1864; to capt. May Q4,1864 ; brevet maj. March 13,1865 ; must. out with Co. A, 3d Regt., Oct. 31, 1865.

Henry Annisausel, 1st lieut., pro. to col. 1st Regt. Virginia Cavalry Sept, 6, 1861; res. Aug. 6, 1862.

John Holland, 1st lieut., pro. from 1st sergt. to 2d lieut. Jan. 8, 1864: to lst lieut. May 14,1864 ; disch. Aug. 23, 1864, expiration of term.

George Glass, 1st lieut., pro. from t sergt. to 2d lieut. May 15, 1864; to 1st lieut. Dec. 22, 1864; wounded at Fisher's Hill Sept. 22, 1864; must. out with company Oct. 31, 1865.

Thomas Nutt, 2d lieut., wounded at Romney Nov. 4, 1864; pro. from lst sergt. Dec. 22, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Hopkins Moffat, t sergt., disch. by G. O. July 23, 1865 ; veteran. Michael H. Core, 1st sergt., must. out with Co. A, 3d Regt. Pro. Cav., Oct. 23, 1865; veteran.

David Hart, qrmr.-sergt., must. in Aug. 22, 1862 ; pro. to regimental qrmr.-sergt.; date unknown.

John N. Abell, com.-sergt., must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865; veteran.

Benjamin F. Litzenberg, com.-sergt., must. in April 10, 1865; disch. by G. O. July 23, 1865.

Louis Arthur, sergt., must. in Feb. 10, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865; veteran.

Chauncy R. Deever, sergt., must. in March 23, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865 ; veteran.

John W. Gray, sergt., pro. to sergt. Oct. 25, 186.5 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

John T. Corbitt, sergt., died at Moorefield, W. Va., July 20, 186i; veteran. John W. Elwood, sergt., wounded at Harper's Ferry July 8, 1864; disch. by G. O. July 23, 1865; veteran.

John C. Myers, corp., must. in Feb. 10, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865; veteran.

Isaac T. Crouch, corp., must. in Feb. 12, 1864; must, out with Co. A, 3d Regt. Pro. Car., Oct. 31, 1865.

Harrison Linn, corp., pro, to corp. Sept. 7,1865 ; must. out with company Oct. 31, 1865.

John Crouch, corp., pro. to corp. Oct. 20, 1865; must. out with company Oct 31, 1865.

Joseph F.. Barnett, Corp., must. in March 18, 1864; pro. to corp. Oct. 25, 1865; must. out with company Oct. 31, 1865.

Frank Fitzimmons, corp., must. in Feb. 10, 1864 ; Sept. 6, 1865. Date of muster in is June 29, 1861, except where noted.

John M. Sinclair, corp., must. in March 31, 1864 ; disch. by G. O. July 23, 1865.

Joseph A. Nichols, corp., must. in March 6, 1865 ; disch. by G. O. July 23, 1865.

William M. Morrison, bugler, must. in Feb. 10, 1864; must. out with company Oct. 31, 1865.

Napoleon B. Riglon, bugler, must. in Aug. 24, 1861 ; disch. Aug. 23, 1864 ; expiration of term.

John H. Linn, blacksmith, must. in Dec. 31, 1862; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Alexander Artist, must. in July 11, 1861 ; disch. Aug. 23, 1864, expiration of term.

George W. Bumgarner, must. in Feb. 10, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865; veteran.

William Black, must. in Feb. 29, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Samuel Bane, must. in Aug. 12, 1861 ; captured ; died at Andersonville, April 1, 1864.

John B. Carter, must. in March 31, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

James Crouch, must, in Aug. 20, 1862; missing in action at Cedar Creek Oct. 19, 1864.

Joseph H. Dagne, must, in March 9,1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

George Dickinson, must, in Feb. 26,1864; must. out with CO. A, 3d Regt: Pro. Cav., Oct. 31, 1865.

James Dunn, must. in Feb. 28, 1864; must, out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Jesse Duval, must. in March 31, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

John T. Eckels, must. in Feb. 26, 1864; died at Baltimore Oct. 18, 1864, of wounds received in action.

Joseph D. Flenniken, must. in March 9, 1864; must out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

James Ganoe, must. in March 9, 1864; must. out with Co. A, 3d Regt, Pro. Cav., Oct. 31, 1865.

Samuel Hill, must. in March 31, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Henry A. Huston, must. in March 9, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Samuel H. Hodges, must. in March 9, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

George Hanan, must. in March 12, 1864; pris. from July 3, 1864, to April 20, 1865; disch. by G. O. June 23, 1865.

Norval Hartman, must. in April 18, 1864; disch. Sept. 26, 1867, to date Oct. 31, 1865.

William T. Hays, trans. to Co. A, 6th Regt. Vet. Res. Corps ; died at Johnson's Island April 17, 1865.

Josiah L. Jamison, must. in March 9, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Christ. L. Kinder, must. in Aug. 12,1861 ; prisoner from May 10, 1864, to March 1, 1865; disch. by G. O. May 8, 1865.

William K ear, must. in Aug. 16, 1864; disch. July 25, 1865, at expiration of term.

John S. Lever, must. in June 29, 1861; died at Cumberland, Md., June 6, 1865; veteran.

James H. Lever, must. in May 22, 1862; died at Baltimore May 3,1864; buried in London Park Cemetery.

William Laferty, must. in Oct. 31, 1861 ; captured ; died at Andersonville June 9, 1864 ; grave 1772.

James W. Mundell, must. in March 9, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Theodore F. Martin, must. in March 9,1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Spencer B. Milliken, must. in Feb. 29, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

G. V. L. Millinger, must. in April 13, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31,1865.

John A. Meeks, must. in June 29, 1861 ; absent, on detached service, at must. out.

William J. Mason, must. in June 29, 1861 ; disch. Aug. 23, 1864, at expiration of term.

Henry Mitchell, must. in June 25, 1861; disch. Aug. 23, 1864, at expiration of term.

Lewis Noel, must. in July 11, 1861 ; disch. Aug. 23, 1864, at expiration of term.

Asa M. Nicely, must. in March 31, 1864; captured; died at Salisbury, N. C., Dec. 23,1864.

James K. Robinson, must. in Aug. 12, 1861; prisoner from May 10,1864, to March 1, 1865 ; disch. May 30, 1865, expiration of term.

John L. Shultz, must. in March 31, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Herman Sherholts, must. in Feb. 22, 1862; disch. Feb. 27, 1865, expiration of term.

George W. Snyder, must. in Aug. 12, 1861; disch. Aug. 2'3,1864, expiration of term.

Aaron Waters, must. in Feb. 9, 1864; must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31, 1865.

Lor. Worthington, must. in Feb. 9, 1864 ; must. out with Co. A, 3d Regt, Pro. Cav., Oct. 31, 1865.

Elliot F. Weaver, must. in July 2, 1861; disch. Aug. 23, 1864, at expiration of term.

David D. Williams, must. in Aug. 3, 1861; disch. Aug. 23, 1864, at expiration of term.

Leman Williams, must. in Aug. 24, 1861 ; disch. Aug. 23, 1864, at expiration of term.

Thomas Williams, must. in Aug. 12, 1861; disch. Aug. 23, 1864, at expiration of term.

George W. Jenkins, capt., pro. from 2d lieut. May 15, 1864; must. out with company Oct. 7, 1864.

William E. Griffith, capt., must. in Jau. 4, 1862 ; pro. to qrmr.-sergt. Feb. 1, 1863.

John B. Henderson, 1st lieut., must. in Aug. 26, 1862; pro. from sergt. May 14, 1864; must. out with company Oct. 7, 1864.

William Brown, 2d lieut., pro. from 1st sergt. May 14, 1864; must. out with company Oct. 7, 1864.

Joshua B. Deems, 2d lieut., must. in Aug. 15, 1862; pro. from 1st sergt. March 18, 1865 ; disch. May 18, 1865.

W. W. Gaither, 1st sergt., must. in March 17, 1865; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

William R. Dedrick, qrmr.-sergt., must. in Feb. 20, 1863 ; disch. Sept. 26, 1867, to date Oct. 31, 1865.

Eri Moffit, com.-sergt., pro. to corp. Oct. 1,1862; must. out wish company Oct. 7,1864.

Solomon H. Myers, sergt., must. in Feb. 24, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Isaac Hill, sergt., must. in Jan. 1, 1864 ; pro. to sergt. Sept. 7, 1865 ; absent, sick, at muster out.

Thomas J. Fee, sergt., must. in Oct. 4, 1864; disch. Oct. 25, 1865, at expiration of term.

Andrew Axton, sergt., pro. from private Oct. 1, 1862; must. out with company Oct. 7, 1864.

Hugh W. Horn, sergt., pro. from private Oct. 1, 1862; must. out with company Oct. 7,1864.

William H. Worchester, sergt., pro. to corp. April 30, 1863; must. out with company Oct. 7, 1864.

Clinton Squires, sergt., must. in March 26, 1862; pro. to corp. Nov. I, 1862; to sergt. May 15, 1864; absent at muster out.

William Oiler, corp., must. in Feb. 28, 1865 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Robert Stewart, corp., must. in March 20,1865 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Israel N. Griffith, corp., must. in April 12, 1865 ; absent, sick, at muster out.

Clark Newcomer, corp., pro. to corp. Feb. 18, 1862 ; must, out with company Oct. 7, 1864.

William H. Watkins, corp., pro. to corp. Nov. I, 1862; must. out with company Oct. 7, 1864.

Eli Burkhart, corp., must. in Jan. 4, 1862; pro. to corp. April 30, 1864; absent at muster out.

Wade J. Day, corp., must. in Jan. 14, 1862; pro. to corp. May 15,1864; absent at muster out.

Hardman Gantz, corp., captured Aug. 4, 1863; died at Annapolis, Md., April 5, 1864.

S. T. McFarland, bugler, must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Daniel Hickman, blacksmith, must. in Feb. 28, 1865; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Arthamer Ames, blacksmith, must. in Aug. 26,1862; absent, on detached service, at muster out.

John S. Smith, blacksmith, must. in Feb. 14, 1862; missing in action at Newtown, Va., June 1, 1864.

Thomas H. Jones, saddler, must. in Aug. 26, 1862; absent, on detached service, at muster out.

Demas Ames, must. in March 11, 1865 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

William H. Beall, must. in Feb. 28, 1862 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Jacob B. Bollinger, must. in Feb. 27, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1863.

William H. Beatty, must. in March 6, 1865; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Cyrus K. Baxter, must. in Feb. 24, 1864; must. out with CO. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Isaac N. Bughley, must. in Feb. 24,1864; must. out with Co. A, 3d Regt. Pro. W., Oct. 31, 1865.

Deacon W. Bell, must. in March 29, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1863.

Robert L. Baldwin, must. in June 24, 1862; absent, on detached service, at muster out.

Charles W. Bayne, must. in Aug. 26, 1862; absent on detached service at muster out.

Luke Burncrots, must. in May 26, 1862; captured at Moorefield, W. Va., June 20, 1864.

Demas Bernard, must. in Sept. 3, 1861 ; died Feb. 12, 1863, of wounds received in action.

James Bell, must. in Feb. 22, 1864; died, date unknown; buried in National Cemetery at Winchester, Va., lot 25.

Jabez A. Condit, must. in Feb. 26, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

William Campsey, must. in Feb. 26,1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Harvey Cox, must. in Aug. 26, 1862 ; absent, on detached service, at muster out.

John D. Ewing, must, in Feb. 26, 1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Robert Fogler, must. in Feb. 29,1864 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

William Greenfield, must. in Aug. 30, 1862 ; absent, on detached service, at muster out.

John Himler, must. in Feb. 18, 1865; must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31, 1865.

Benjamin F. Harrison, must. in April 8, 1865; must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31,1865.

A. B. Heron, must. in Feb. 27,1864 : must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31, 1865.

William Hunter, must. in Feb. 22, 1864; must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31, 1865.

Levi D. Harden, must. in tug. 30, 1862; wounded at Martinsburg July 25, 1864; absent at muster out.

Harvey Jenkins, must. in Feb. 28, 1865; must. out with Co. A, 3d Regt.. Prov. Cav., Oct. 31, 1865.

Thomas Keys, must. in Feb. 28, 1865; must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31, 1865.

Lewis Kinder, must. in March 11, 1865; must. out with Co. A, 3d Regt. Prov. Cav., Oct. 31, 1865.

Edward Lane, must. in Sept. 15, 1863; must. out with Co. A, 3d. Regt. Prov. Cav., Oct. 31, 1865.

Eli Leonard, must. in Jan. 4, 1862 ; absent, on detached service, at muster out.

Frank N. Laycock, must. in Aug. 30, 1862 ; died July 28th of wounds received at Kernstown July 24, 1864.

T. F. Montgomery, must. in March 6, 1865; must. out with Co. A, 3d Regt. Prov. Car., Oct. 31, 1865.

John Mitchell, must. in Feb. 27, 1864; must. out with Co. A, 3d Regt, Prov. Cav., Oct. 31, 1865.

David Machamer, must. in Feb.25, 1864; must. out with Co. A, 3d Regt. Pro.. Cav., Oct. 31, 1865.

Samuel McPhern, must. in Feb. 15, 1964; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Robert E. Roes, must. in Feb. 25, 1861; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Andrew J. Riggle, must. in Aug. 26, 1862; absent on detached service, at must. out.

Albert M. Stanger, must. in Feb. 22, 1865; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Andrew J. Sergeant, must. in March 6, 1865; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Henry Snyder, must. in Jan. 14, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

John A. Starry, must. in Feb. 20, 1865 ; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Samuel C. Scott, must. in Feb. 26, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Andrew Smith, captured at Lost River Gap, Va., May 10, 1864 ; died at Andersonville, Ga., Oct. 17, 1864, grave 11,044.

Griffith A. Taylor, must. in Feb. 24, 1864; must. out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

Joseph Thompson, must. in Feb. 28, 1864 ; must, out with Co. A, 3d Regt. Pro. Cav., Oct. 31, 1865.

James Williams, must. in Aug. 30, 1862; absent, on detached service, at must. out.

William C. Wheeler, must. in Aug. 26, 1862; missing in action at New Market May 15, 1864.

Merion A. Weaver, must. in Aug. 26,1862 ; died at Cumberland, Md., Oct. 14,1863.

Joseph Wright, must. in Aug. 16, 1862; killed at Moorefield, West Va., June 6, 1864.

James H. Yates, must. in Oct. 19, 1864 ; disch. Oct. 24, 1865, expiration of term.

Caleb J. McNulty, capt., pro. from 1st lieut. May 15, 1864; wounded at Burlington Feb. 1, 1864; disch. June 1, 1865.

Robert C. Welch, 1st lieut., pro. from 2d lieut. May 15, 1864 ; disch. June 1, 1865.

Joseph J. Lane, 2d lieut., pro. from lst sergt. May 15,1864; disch. June 1, 1865.

¹ Date of muster in Sept. 6, 1862, except as noted. Company mustered out at New Creek, West Va., June 2, 1865.

Felix H. Crags, 1st lieut., pro. from 2d lieut. Sept. 7,1864; disch. May 24, 1865.

Isaac M. Regester, 2d lieut., pro. from 1st sergt. Sept. 7, 1864; disch. May 24, 1865.

George Bower, died Aug. 5, 1865 ; buried in London Park National Cemetery, Baltimore, Md.

James Y. Chessroun, capt., pro. from let lieut. April 1, 1863; disch. by S. O. March 18, 1865.

Felix Boyle, capt., pro; from 1st sergt. to 2d lieut. Feb. 13, 1863; to 1^st lieut. April 1, 1863; to capt. June 9, 1865; wounded at Martinsburg Sept. 18, 1864.

James B. Gibson, 2d lieut., pro, from 1st sergt. April 1, 1863; wounded July 15, 1864; res. June 8, 1865.

Clinton Teeple, 2d lieut., pro. from 1st sergt. June 9, 1865 ; must. out with company July 19, 1865.

John Behana, Sr., sergt., wounded at Martinsburg Sept. 18, 1864; must. out with company July 19, 1865.

Thomas McColister, corp., must. in Feb. 19, 1864; must. out with Co. M, 3d Regt. Pro. Cir., Oct. 31,1865.

David S. Behana, corp., must. in Feb. 5, 1864; must. out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

William W. Hess, corp., must. in Oct. 19, 1862 ; disch. Oct. 23, 1865, at expiration of term.

James W. Baxter, must. in Feb. 6, 1864; must. out with Co. M, 3d Regt.. Pro. Cav., Oct. 31, 1865.

George W. Bowen, must. in Feb. 18, 1864 ; must. out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

Benjamin F. Bowen, mustered in Feb. 11, 1864; disch. on surg. certif. Aug. 15, 1865.

Jerome G. Byers, must. in Feb. 25, 1864; captured; died at Andersonville Oct. 2,1864; grave 10,226.

James Craven, must. in Jan. 5,1864; must, out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

Andrew Kemble, must. in Nov. 26, 1863 ; must. out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

Joseph Marker, must. In March 22, 1864 ; must. out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

John Stacker, must. in Feb. 29,1864; must. out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

William P. Starr, died October 25, of wounds received at Winchester Oct. 19,1864; buried in National Cemetery.

David Wishart, lst lieut., pro. from 1st sergt. Sept. 7, 1864; disch. May 16, 1865.

Benjamin F. Hasson, 2d lieut., pro. from sergt. Sept. 1864; captured September, 1863; escaped while being removed from Richmond to Andersonville in March, 1864; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

William Hedge, 1st sergt., com. 2d lieut. May 17, 1865; must. out with company July 19, 1865.

Leet S. Moore, sergt., wounded at Stevenson's Depot Sept. 5,1864; must, out with company July 19, 1865.

Samuel B. Barnard, sergt., pro. to corp. June 1, 1865; must. out with company July 19, 1865.

G. T. Hammond, Jr., corp., pro. to corp. May 1, disch. Oct. 24,1865, expiration of term.

Robert Morton, corp., must. in March 2, 1864 ; killed at Berryville, W. Va., Aug. 30, 1864.

Jefferson T. Simpson, must. in Feb. 29, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

R. D. Thompson, must. in Feb. 21, 1864 ; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

George M. Vankirk, must. in Jan. 27, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

John White, must. in Jan. 5, 1864 ; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31,18G5.

William F. Speer, capt., must. in Oct. 1, 1862; pro. from 2d lieut. Sept. 7, 1864 ; brv.-maj. and lieut.-col. March 13, 1865; wounded at Opequan Sept. 19, 1864; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31,1865.

Frank B. Smith, lst lieut., must. in Nov. 6, 1862; wounded Aug. 2, 1864; disch. by G. O. Dec. 31, 1864.

J. G. Van Gilder, 1st lieut., must. in Oct. 21, 1862; pro. from 1st sergt. to 2d lieut. Sept. 7,1864, to 1st lieut. Jan. 30, 1865; must. out with Co. G, 3d Regt. Pro. Car., Oct. 31,1865.

James C. Hobbs, 2d lieut., must. in Sept. 4,1862; wounded at Mount Vernon Forge Sept. 27, 1864 ; pro. from 1st sergt. Jan 28, 1865; disch. by G. O. May 29, 1865.

William H. Frost, 2d lieut., must. in Sept. 2, 1862 ; pro. from 1st sergt. June 9, 1865; must. out with Co. M, 3d Regt. Pro. Cav., Oct. 31, 1865.

Henry P. Brighley, lst sergt., must. in Feb. 24, 1864; captured; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

William Laty, 1st sergt., wounded May 16, 1864; must. out with company July 19,1865.

A. J. Stottlemyer, qm.-sergt., must. in Dec. 1, 1862; captured ; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

Thomas Scott, com.-sergt., must. in Nov. 6, 1862; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

James H. Dewalt, sergt. must. in Feb. 4.1864; pro. from corp. Sept. 1, 1865; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

Smith McCall, sergt., must. in Feb. 17, 1864; pro. from corp. Sept. 1, 1865; must. out with. Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

John N. Braddock, corp., must. out with Co. G,, 3d Regt. Pro. Cav., Oct. 31,1865.

Albert G. Randolph, corp., must. in Feb. 24, 1864 ; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

John H. Gamble, corp., must. in Feb. 4, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1866.

Henry H. Hannan, corp., must. in Feb. 17, 1864; pro. to corp. Sept. 1, 1865; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31,1866.

John Smithly, bugler, must. in Nov. 6, 1862; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

John Deems, blacksmith, must. out with Co. 0, 3d Regt. Pro. Cav., Oct. 31, 1865.

Matthias Walker, blacksmith, must. out with Co..G, 3d Regt. Pro. Cav., Oct 31,1865.

Ananias Griffith, saddler, must. out with Co. 0, 3d Regt. Pro. Cav., Oct. 31, 1865.

James W. Ryland, must. in Feb. 25,1864; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

Stephen S. Braddock, must. in Nov. 6, 1862; died at Cumberland, Md., Jan. 27,1863.

Robert Bane, must. in April 21, 1864; captured; died at Salisbury, N. C., Nov. 22, 1864.

David Beckwith, must. in Jan. 4,1865; trans. to 50th Comp., 2d Bat., V. R. C., date unknown.

Albert W. Conaway, must. in Feb. 27, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31,1865.

Atch'n S. Chedisten, must. in Feb. 27, 1864 ; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

George W. Crawford, must. in Feb. 29,1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1866.

George W. Craft, must. in Feb. 19,1864 ; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

John W. Davis, must. in Feb. 24, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

John F. Duvall, must, in Feb. 27, 1864; must, out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

Andrew S. Downy, must, in Feb. 29,1864; died at Baltimore, Md., Nov. 1, 1864; buried in National Cemetery.

Obadiah J. Everts, must. in Feb. 29,1864; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

William Fry, must. in Feb. 14, 1864; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

James Harden, captured ; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

Samuel Hammer, must in Feb. 25, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

William H. Harlley, must. in Feb. 13, 1864; died at Philadelphia, Pa., Oct. 15, 1864..

Americus Infield, must. in Feb. 24, 1864 ; must. out with Co. G, 3d Regt. Pro. Cav., Oct 31, 1865.

William Kelly, must. in Nov. 6, 1862; must. out with Co. G, 3d Regt. pro. Cav., Oct. 31, 1865.

Nathan W. Little, must. in Feb. 13, 1864; killed at Stevens Depot, Va., Sept. 5, 1864.

Joseph H. Rankin, must. in Feb. 27, 1864; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

John A. Rice, must. In Feb.19, 1864; musk out with Co. G, 3d Regt. Pro. Cav., Oct. 31,1865.

Salem Robison, must. in Feb. 26, 1864 ; must. out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

Jesse F. Smith, must. in Feb. 29, 1864; must. out with Co. O, 3d Regt. Pro. Cav., Oct. 31, 1865.

Oliver P. States, must. In March 1, 1864; captured; must out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

George Slabaugh, must. in Sept. 7, 1864; captured; died at Salisbury, N. C., Nov. 9, 1864.

Joseph Taylor, must. in Feb. 7,1864; must. out with Co. O, 3d Regt.Pro. Cav., Oct. 31, 1865.

Elijah Watters, must. in March 26, 1864 ; must out with Co. G, 3d Regt. Pro. Cav., Oct. 31, 1865.

Sixth Regiment of Militia – In September, 1862, two companies of men from Washington (many of them past the military age) marched to the front, and as a part of the Sixth Regiment of Pennsylvania militia, encamped at a point about two miles west of Chambersburg, Pa., awaiting orders to move against the Confederate army, which had crossed the Potomac into Maryland with the evident intention of invading Pennsylvania. Concerning this exigency, and the manlier in which it was met, Bates says,—

" The rebel army had no sooner achieved its triumph in the second battle of Bull Run than it hastened northward and commenced crossing the Potomac. The southern border of Pennsylvania lay in close proximity, and by its rich harvests invited invasion. The Reserve Corps, which was originally organized for State defense, had been called away to the succor of the hard-pressed army of McClellan upon the Peninsula, and was now upon' the weary march, with ranks sadly thinned in the hard-fought battles of Mechanicsville, Gaines' Mill, Charles City Cross-Roads, and the second Bull Run, to again meet the foe, but powerless to avert the threatened danger. The result of the struggle on the plains of Manassas was no

sooner known than the helpless condition of the State, which had been apparent from the first, became a subject of alarm. On the 4th of September Governor Curtin issued a proclamation calling on the people to arm and prepare for defense. He recommended the immediate formation. of companies and regiments throughout the Commonwealth, and, for the purpose of drill and instruction, that after three o'clock P.M. of each day all business houses be closed. On the 10th, the danger having become imminent, the enemy being already in Maryland, he issued a general order calling on all able-bodied men to enroll immediately for the defense of the State, and to hold themselves in readiness to march upon an hour's notice ; to select officers, to provide themselves with such arms as could be obtained, with sixty rounds of ammunition to the man, tendering arms to such as had none, and promising that they should be held for service for such time only as the pressing exigency for State defense should continue. On the following day, acting under authority of the President of the United States, the Governor called for fifty thousand men, directing them to report by telegraph for orders to move, and adding that further calls would be made as the exigencies should require. The people everywhere flew to arms, and moved promptly to the State capital. One regiment and eight companies were sent forward during the night of the 12th of September, and others followed as fast as they could be organized. On the 14th the head of the Army of the Potomac met the enemy at South Mountain and hurled him back through its passes, and on the evening of the 16th and day of the 17th a fierce battle was fought at Antietam. In the mean time the militia had rapidly concentrated at Hagerstown and Chambersburg, and Gen. John F. Reynolds, who was at the time commanding a corps in the Army of the Potomac, had assumed command. Fifteen thousand men were pushed forward to Hagerstown and Boonsboro, and a portion of them stood in line of battle, in close proximity to the field, in readiness to advance, while the fierce fighting was in progress. Ten thousand more were posted in the vicinity of Greencastle and Chambersburg, and about twenty-five thousand,' says Covernor Curtin in his annual message, were at Harrisburg, on their way to Harrisburg, or in readiness and waiting for transportation to proceed thither.' The Twenty-fifth, under command of Col. Dechert, at the request of Gen. Halleck, was sent to the State of Delaware to guard the Dupont powder-mills, whence the national armies were principally supplied. But the enemy was defeated at Antietam, and retreated in confusion across the Potomac. The emergency having passed, the militia regiments were ordered to return to Harrisburg, and in accordance with the conditions on which they had been called into service they were, on the 24th of September, mustered out and disbanded."

The Washington companies of the Sixth Regiment were mustered into the service on the 13th of September, and mustered out on the 28th of the same month, the enemy having recrossed the Potomac into Virginia. They had seen nothing of actual war (though they had heard from afar the roar of the artillery at Antietam), but they had shown their patriotism by promptly responding to the Governor's call, and placing themselves in a position to do all that was required of them to repel the invader.

Of the field and staff officers of the Sixth Regiment, Col. James Armstrong, Quartermaster David Aiken, and Chaplain William P. Alrich were residents of Washington. The rolls of the two Washington County companies are here given, viz.:

Capt., Norton McGiffin, Washington ; 1st lieut., Samuel M. Templeton, Washington; 2d lieut., Henry H. Alter, Washington lst sergt., James B. Wilson, Washington; sergts., Charles B. McCollum, David Brady, John W. Wolf, James C. Acheson, Washington; corps., Joseph M. Spriggs, Harvey B. McCollum, Washington; John Steck, Greensburg; John Wiley, Thomas G. Wolf, James R. Thompson, Henry M. Aiken, John W. Dinsmore, Washington ; musician, Charles White, Washington.

Henry H. Arnold, Washington.

John C. Alrich, “

William Allen, “

Isaac N. Bane, "

John B. Beatty, "

William S. Beatty, "

Norton Braddock, "

William Burke, "

Samuel Cooke, “

John L. Cooke, “

Samuel A. Clarke, "

George W. Driver, "

George L. Gow, “

William Greer, "

Charles Glaun, "

John Hainer, “

John N. Hainer, "

George Hammond, "

John B. Hallam, “

George O. Jones, “

Thomas C. Kerr, “

Joseph C. Keiser, "

Alexander H. Litle, “

George O. Lindsey, "

Gustavus A. Lonkert, "

Jeremiah Mashall, "

George W. Murphy, "

William McClane, "

James McCreary, “

John E. McCullough, "

Jacob B. McKennan, Brownsville. Archibald B. McAllister, Washington.

William Paul, Washington.

Samuel H. Rial, "

James Goodrich Ruple, Washington.

George Rods, Washington.

John P. Reimund, Washington. Anthony D. Rickey, "

James Seaman, “

John W. Seaman, “

Robert F. Strean, “

John H. Scott, “

Alex. N. Todd, “

Theodore Turner, “

Robert L. Thompson, "

Dad. C. Vallentine, “

William C. Vance, "

Ferdinand J. P. Varro, “

Thomas M. Wiley, "

John W. Wiley, “

Francis J. L. Wiley, "

John C. S. Weills, "

William M. L. Weills, "

David T. Watson, "

John G. Windworth, "

Samuel K. Weirich, "

James 8. Wolf, “

Frederick F. Wotring, "

Capt., John H. Ewing, Washington ; 1st lieut., Alfred Creigh, Washington ; 2d lieut., Samuel O. Williams, Washington; 1st sergt., James M. Byers, Washington; sergts., William F. Fleming, William Hart, Thomas D. O'Hara, George W. Reed, Washington; corps., Samuel W. Griffith, James Brown, Robert Baird Patterson, James R Ruth, Matthew P. Linn, William Phillips, William W. Smith, Frank Gabby, Washington.

David Aiken, Washington.

William Amon, "

Alexander Agnew, "

Robert W. Andrews, "

Andrew J. Buffington, Washington.

Nathan F. Brobst, “

John Baird, “

Hugh J. Cunningham, "

George W. Clark, Washington.

Matthew H. Clark, "

Boyd Crumrine, “

John R. Donehoo, “

Richard R. Forest, "

Samuel Foster, “

Henry Foster, “

John Gregg, “

David Guinea, Washington.

John J. Guinea, “

Charles Grier, “

Joseph Henderson, "

Joseph Holmes, "

Samuel Hazlett, “

George S. Hart, “

William P. Hart, "

Samuel Hutson, “

Joseph A. Jones, “

James E. Lucas, “

John P. Linn, “

John Lowe, Washington.

William Mathews, "

Jacob Metzler, "

George Mitchel, "

John H. Marshall, "

John A. Marchand, "

T. H. T. McKenna, Washington.

Thomas McKean, “

John McElroy, Washington.

William Post, “

Colin M. Reed, Sr., “

Jacob F. Shafer, “

Samuel Straller, “

Thomas Stewart, “

John W. Scott, “

John Scott, “

Sample Sweeney, "

John R. Sweeney, “

James Smiley, “

R. J. Schaffer Thompson, "

John Wilson, “

Edward Wilkins, “

William Wiley, “

Tappan Wright Wiley, "

John Westley, "

John A. Wills, “

James S. Young, “

During the war of the Rebellion a large number of men from Washington County volunteered in military organizations of West Virginia, Ohio, New York, and other, States, as well as in regiments and batteries of Pennsylvania other than those which have been mentioned ; but as they were widely scattered in many different commands, it is obviously impracticable to give separate accounts of the honorable services performed by them in defense of the Union.

War Contributions.—It is worthy of record that the people of Washington County have ever been distinguished for their benevolence and practical sympathy with the suffering. In the more prostrated and extensive efforts to supply the pressing wants of the government and to alleviate the sufferings and hardships of the soldiers in the field during the war of the Rebellion, a most praiseworthy illustration of this characteristic was exhibited in the ably organized work of a generous and Christian people, patiently sustained and long continued, until the necessity was fully past. It will be remembered that the first rude shock, of war found the government unprepared to meet the emergencies of the hour. Men were plenty, but supplies of food and clothing to, a large extent, and more especially supplies for the camp and hospital, were not on hand; and experience was lacking, both on the part of the government and of individuals, to organize promptly to meet the tremendous demands of that period. And even after the war had grown to gigantic proportions, and the whole energies of the nation were absorbed in it, much was left to individual effort, of which the government was subsequently glad to avail itself under a more complete and thorough organization. The supplies of food and clothing, medical stores, and hospital appliances furnished directly from the people were immense in amount, and their value in money from Washington County alone could never be exactly stated; and who can estimate how great was the moral effect of such efforts in those dark days, more especially of the years 1863 and 1864, upon the soldiers in the field, who were cheered and sustained by these evidences of the courage, generosity, and faith of their friends at home?

Prominent among the organizations for the relief of the soldiers in the field was the United States Christian Commission, which had its treasurer for Washington County. in the person of Colin M. Reed, Esq., who ably and zealously performed the duties of the trust. Contributions from every township, village, and neighborhood of the county were generously made. Churches throughout the county became organizations for contributions to the cause. Festivals, fairs, entertainments, social gatherings, and even children's societies were all the means of gathering large amounts of money, which by the local treasurers were duly forwarded to the treasurer for the county. And it may be said that almost all social and other gatherings of young and old during this period had the cause of the soldier at heart. Within two years contributions in money alone amounted to more than thirty-eight thousand dollars. This amount, however, was merely that which was sent to the army committee of Western Pennsylvania, and did not embrace any part of the large amounts sent to Philadelphia, and is exclusive of any part of the hospital stores sent to the various hospitals of the Eastern and Western armies. It is estimated that during the four years of the Rebellion the citizens of Washington County contributed in money and supplies not less than one hundred and fifty thousand dollars, besides bearing the special burdens of taxation incident to the war, and this fact will ever remain as an enduring monument to the generosity and patriotism of her people, and as an example worthy the emulation of coming generations of her sons and daughters.

In the great uprising of the people of the North during the war of the Rebellion, in the display of patriotism, the women of the land contributed their full share and shone conspicuously, and in Washington County large results were due to their zealous and unflagging efforts. The Ladies' Aid Society of Washington County contributed large amounts' of money and supplies of medicines and clothing, and rendered important services to the armies in the field. It was organized in the early months of the war. Mrs. Joseph Henderson, of Washington, was its president, and Mrs. John L. Gow was treasurer, seconded and aided by many other noble-minded, large-hearted, and patriotic women of Washington and of the various townships as officers and members of important committees, who gave their time and money freely to the work. The treasurer received large stores of clothing, medicines, wines, hospital appliances, etc., subject to the disposal of the society, and was commended for the efficiency and executive talent displayed in the discharge of the duties of the office. Scores of large double store-boxes were packed with donations of various kinds, entailing much labor and responsibility, under the supervision of the officers of the society, and forwarded to the various hospitals. They were filled with clothing of all kinds suitable for the sick or wounded, together with lint, bandages, pads,

dried fruits, wines, cordials, etc. Not least in importance in the earlier years f the war were the woolen stockings which were sent from Washington County. So great was the need of them that the quartermaster-general .of the State was compelled to appeal to the women of the Commonwealth to supply this pressing need. A plan was devised whereby the women of the several counties were to furnish woolen socks to the State at the rate of twenty-five cents per pair, and the funds arising therefrom were to be paid to the county treasurers of the respective counties, to be applied and distributed by these officers for the relief of the soldiers' families at home, thus materially relieving the weight of taxation from the people, who were already burdened with the heavy demands incident to the war. More than three thousand pairs of woolen socks were knit by the women of the county for this society alone, and forwarded by it; and it is a gratifying fact that the treasurer of the organization received an acknowledgment from the quartermaster-general of the State congratulating the women of the county upon the fact of their taking the lead in the work, and stating that no other county in the Commonwealth had equaled her contributions in this respect.

THE geology of Washington County ,presents but little variety when compared with some of its eastern neighbors. It rests within the subsiding folds of the mountain chains to the east. Five of these folds or waves are found to cross the county in a southwest and northeast direction, parallel with the mountain range, and parallel in a general way with each other, each successive wave becoming lower and less distinct as we recede from the mountains to the west. These folds are undoubtedly a part of the mountain system, with which they are similar in every respect except as to size and sharpness of folding.

The axis of the Waynesburg anticlinal² crosses through the eastern end of the county, and is the second fold west of Chestnut Ridge. It enters the county one mile above lock No. 4, on the Monongahela River, passes through the townships of Fallow-field, East Pike Run, West Pike Run, East Bethlehem, near Centreville, and crosses Ten-Mile Creek

² For the sake of harmony, and convenience in description, we have taken the liberty of using the names given to the anticlinals and synclinal, by Prof. J. J. Stevenson, in his able report on the geology of the counties of Washington and Greene, recently published as part of the series of volumes of the Second Geological Survey of Pennsylvania.

in the neighborhood of Clarksville, from whence it passes on into Greene County.

This anticlinal is about eight miles wide, and its axis dips to the southwest at the rate of twenty feet per mile.

Along the bottom of the synclinal trough at the eastern side of this anticlinal we find the Monongahela River flowing in a northeast direction from a point at Millsborough, near the mouth of Ten-Mile Creek, to a point at Allen Port, in Allen township, a distance of eighteen miles by the river. This trough is called the Lisbon Synclinal. From the summit of the Waynesburg Anticlinal to the bottom of this synclinal there is an average dip of about seventy feet per mile in an east-southeast direction.

The Pin-hook Anticlinal is the third persistent and well-marked fold west of Chestnut Ridge, and follows a course nearly parallel with the Waynesburg Anticlinal. It crosses the southern line of Allegheny County, into Washington, near the northeast corner of Peters township, passes through the townships of Nottingham, Somerset, West Bethlehem, near Vanceville, Amwell, near Amity, and leaves the county at the southwest corner of the last-named township.

This anticlinal elevates the Pittsburgh coal seam to a convenient height for mining for a distance of three miles up Peters Creek from the county line, and the only place where the crest of this anticlinal brings that seam of coal to the surface within the county. This coal seam is one hundred and eighty-five feet higher at Finleyville than it is at Coal Bluff, on the Monongahela River, the distance being about two and a half miles. The Waynesburg Synclinal lies between the Waynesburg and Pin-hook Anticlinals.

The Washington Anticlinal is the next fold of importance to the west of the Pin-hook Anticlinal, and is named for the town f Washington, which rests nearly on the line of its summit. It enters the county at the north near the east end of Cecil township, and follows a southwest direction up the valley of Chartiers Creek, passing near Canonsburg and Ewing's Mill. It is crossed by the Hempfield Railroad about one mile west of Washington, thence through the southeast corner of Buffalo township, passes near the village of East Finley, and leaves the county at the southwest corner of East Finley township. It brings up the Pittsburgh coal a short distance below Canonsburg to a convenient elevation for mining, which it retains for about five miles up the creek. The Nineveh Synclinal constitutes the trough or basin between the Pin-hook and the last-described anticlinal. About five miles farther west we find another fold called the Claysville Anticlinal, which comes into the county near the northwest corner of Cecil township, passes a mile west of Venice, thence along the eastern line of Mount Pleasant township, through Hopewell and Buffalo townships about a mile west of Taylorstown, and is crossed by the line of the Hempfield Railroad at Claysville, and from thence

it follows a southwest direction until it crosses the State line into West Virginia.

A shallow trough called the Mansfield Synclinal separates the Claysville from the Washington Anticlinal.

At Bulger Station another fold, called the Bulger Anticlinal, is observed crossing the Panhandle Railroad. The entire line of its axis is not yet definitely ascertained, but it is known to follow a direction approximately parallel with the last-named anticlinal. A very shallow and indistinct trough, called the Burgettstown Synclinal, has been noticed at the western base of the Bulger Anticlinal.

The stratified rocks exposed at the surface in this county belong to the coal measures, and are found to occupy a place nearly, if not altogether, at the top of the carboniferous system. This portion of the system is subdivided by geologists into lower productive, lower barren, upper productive, and upper barren coal series.

The lower productive coal series, reaching from the top of the seral conglomerate to the top of the Mahoning sandstone, contains several valuable seams of coal, such as the Freeport, Kittanning, and others, that are quite extensively mined in counties farther north. All of this series lies about six hundred feet below the Pittsburgh coal seam, and at least four hundred feet under the lowest strata found at the surface here. Recent careful examinations go to show that nearly the whole of this series underlies the county at the indicated depth.

The lower barren series, reaching from the top of the Mahoning sandstone to the base of the Pittsburgh coal seam, is brought to the surface at many points, especially along the Monongahela River, at Finleyville, on the line of the Pittsburgh Southern Railroad, in the vicinity of Canonsburg, and in the northwestern part of the county, amounting to about six hundred feet in thickness. This series includes the Morgantown sandstone, two or three thin seams of coal, and but little limestone. It includes the green crinoidal limestone, which serves as an excellent guide for determining geological horizons in districts where the accompanying sandstones and shales are not distinctly defined. This limestone is found at two hundred and fifty feet below the Pittsburgh coal. Is is about four feet thick, highly fossiliferous, but of no economic value.

The lowest point exposed in this series occurs at lock No. 4, on the Monongahela River, where about two hundred feet of it is brought to view. This is the lowest point geologically reached within the county. The base of the Morgantown sandstone is but a few feet above high-water mark at this place. It has been quarried for ballast on the railroad and other building' purposes. At the top of this sandstone we find a thin stratum of limestone, on top of which rests the little Pittsburgh coal seam. It is too thin for economic purposes, seldom reaching one foot in thickness. About thirty feet higher, and at the top of the series, we find the Pittsburgh limestone, usually from four to six feet thick. It rests but a few feet under the Pittsburgh coal seam, and is a very valuable stone for the manufacture of iron. It is used as a flux, and contains some iron.

The upper productive coal series reaches from the base of the Pittsburgh seam to the top of the Waynesburg sandstone.

The Pittsburgh coal seam is the most important member, economically speaking, of this series, both on account of its uniform thickness and its convenient elevation for mining along the Monongahela River. Commencing at the line between Allegheny and Washington Counties, we find this coal cropping out at an elevation of about one hundred feet above the river, and it remains above high-water mark until we reach a point about one mile above the town of California, where it is under the river. At West Brownsville it is about forty feet under low water, and six miles farther up the coal is above water again. From this point to Millsborough it is above the river. It is from nine to ten feet in thickness, including all its members, and averages about five feet of merchantable coal. This coal is mined very extensively for fuel and gas purposes, and has been found to produce a good article of coke.

The Redstone coal seam is about sixty feet above the Pittsburgh seam. It is four feet in thickness, and makes a good fuel coal. It has been mined for domestic purposes to a limited extent.

The great limestone rests about one hundred and twenty feet above the Pittsburgh coal seam, and is a very important member of the series. The lower members of this seam are well adapted to the manufacture of iron, and make an excellent lime for fertilizing and cementing purposes. It is used largely wherever accessible in the county. It is eighty feet in thickness.

The Uniontown coal seam is found at twenty feet above the top of the great limestone. It has been mined for domestic purposes in some parts of the county.

The Uniontown sandstone is quarried largely in many places for building-stone, to which purpose it is well adapted. It is quarried out in large blocks, and weathers well. It is quite soft when first taken from the quarry bed, is easily dressed, and hardens on exposure to the atmosphere. It rests on top of the Uniontown coal seam, and is forty feet in thickness.

The Waynesburg coal seam rests one hundred feet above the Uniontown coal seam, and is the highest coal of economic importance in the county. It is six feet in thickness, and is mined in many parts of the county for house fuel, especially at points several miles from the river or railroad. This coal is too soft to stand the necessary handling in transportation to market.

Economic Geology.—The first coal mined in this county for market was taken from the Pittsburgh seam, on the Monongahela River, in about the year of 1830. This was previous to the construction of the slackwater improvement, when mining operations in this end a the State were conducted on a very limited scale. In the years 1830 and 1831 we find that John Jenkins, Enoch Cox, Samuel French, Jesse Bentley, and a few others were operating coal mines at Limetown. Each of them owned a coal lot containing from one to three acres. They would have the coal dug through the winter season, carted or wheeled out of the pit by hand and stocked on the river bank, ready to load into boats when the first freshet or rise in the river would come. They would usually get the coal off to market in the following spring, but sometimes not until midsummer. The boats used for loading in and conveying the coal to market at that time were mostly called French Creeks, and would hold from three to seven thousand bushels. They derived this name from the fact that many of the bottoms were built at French Creek, on the Allegheny River, loaded with pig iron, floated down to Pittsburgh, and sided up at various points along the Monongahela River. The coal was screened or rather sorted in the mine with an iron or steel coal rake, and loaded into the boats by wheelbarrows run by hand on a gangway plank. Two boats called a pair would be loaded at a time, lashed together by ropes, and when ready to leave for market would each be provided with a steering oar, gouger, and two side sweeps, and a crew of one pilot and sixteen men for both boats. The boats were floated to market, and required about eight hours to reach Pittsburgh on a good stage of water. Mr. H. H. Finley, who has had a long experience in coal-mining, says that during the month of May, 1841, he loaded a pair of boats at Limetown, holding six thousand bushels each, started for market, lost one on the way, sold the other at Cincinnati in the month of August at five cents a bushel for the coal, and realized a profit of eighty dollars after paying all expenses.

This method of conveying coal to market was soon supplanted by one more convenient and expeditious, that of tow-boats something like those of the present day. The first tow-boat for towing coal was called the "Traveler," and built in 1842. There were also a few small mines in operation farther up the river at an early day; one at Whitesville and another at Greenfield. The coal business on this part of the river did not attain any special degree of importance until after the erection of dams No. 3 and 4 in 1844. Since then it has been increasing rapidly, until now it has become the most important industry of the valley, on account of the great demand for it as a fuel and gas coal, and the increased facilities for transporting it to market.. It is now mined on a more extensive scale and in a more systematic manner. The coal is hauled out of the mines by mule and steam-power in wagons holding about one ton each. Tipple-houses are built on abutments at the river or railroad, containing machinery for hauling and screens for sorting it into. three grades, lump, nut, and dust coal, while it is being run into the boats or cars for its reception. The lump coal is weighed by scales located in the tipple-house, and so constructed as to indicate the weight in bushels, seventy-six pounds being allowed to the bushel by law.

According to the reports of the Monongahela Navigation Company, there was shipped by water from pools No. 3 and 4 in 1845 seven hundred and forty-eight thousand seven hundred and two bushels of the Pittsburgh coal, and in 1881 twenty-nine million five hundred and ninety-six thousand nine hundred bushels of the same coal. More than one-half of this came from mines in this county, besides a large quantity now annually transported by rail.

Coal-Mines on the Chartiers Railroad.—The Enterprise Coal-Mine, owned by V. Harding, leased and operated by T. H. Simmons, is located about two and one-half miles from the town. of Washington. A branch railroad connects this mine with the Pittsburgh Southern Railroad, and another branch road connects it with the Chartiers Valley Railroad. The coal is reached by two shafts, each one hundred and fifty-five feet deep, one of which is used for hoisting the coal out of the mine, and the other for ventilation. The air-shaft contains a staircase for the use of persons entering and leaving the mine. About forty miners are employed in the workings. This coal is shipped by rail to the Pittsburgh, Waynesburg, and Wheeling markets, and a large part of it is used in Washington.

The Allison Coal-Mine is owned and operated by the Hon. Jonathan Allison. It is a drift opening, and located on the line of the Chartiers Valley Railroad, about five miles from Washington by rail.

About five thousand bushels of coal are taken from this mine daily. The coal is shipped by rail to Washington, Waynesburg, and Pittsburgh. Fifty miners are employed.

The Locust Grove Mine is situated near Canonsburg, and owned by Shoaf & Co. This is a new mine but recently opened up. The coal is shipped by rail, and largely used as a steam and fuel coal at Canonsburg.

The Cook Coal-Mine is owned and operated by H. Cook. It is lobated at Canonsburg. This coal is mainly used in the town for domestic purposes. About twenty miners are employed at this mine.

Coal-Mines on the P. C. and St. L. R. R.—The Brier Hill Mines are operated by J. D. Sanders & Co. The coal is transported by rail. The old workings are nearly exhausted, and new ones are now being opened. They employ seventy miners.

The Primrose Mine is operated by the Robbins Block Coal Company, who ship by rail. Drainage is effected by shaft and steam-pump.

The Walnut Hill Mines are operated by S. B. Robbins & Co. The present workings are about exhausted, and the company are arranging to develop a new tract lying to the west of the old mines. Coal is mined here on a pretty extensive scale. They give employment to two hundred and fifty miners.

The Midway Block Coal Mines are operated by G. W. Crawford & Co. These mines consist of two separate workings that are not connected underground. A new shaft has been sunk and a steam-pump put in, which also furnishes the motive-power for ventilation purposes. About ninety men are employed here.

Coal-Mines on the Pittsburgh Southern R. R.—The Union Valley Mines are located two miles north of Finleyville by rail. They are owned by Jacob Legler and operated by Florshim & Young. The coal is shipped to Washington. They employ about twenty men.

The Anderson Mine is owned and operated by Dr. David M. Anderson. It is located two and a half miles west of Finleyville. It is a drift mine, and employs twenty miners. The coal is transported to Washington by the Pittsburgh Southern Railroad, where it is reshipped and carried over the Baltimore and Ohio Railroad to Wheeling, and sold for the manufacture of gas, for which purpose it is said to be well adapted.

Coal-Mines on the Monongahela and Monongahela Div. P. R. R.—The Shireoaks Mine is situated near the line of Washington and Allegheny Counties. It is owned by William Hodgson, and operated under lease by Stone, Robbins & Co. The coal is run on a tramway to the river, where it is loaded into boats and shipped by water to the Southern and Western markets for gas and fuel purposes. These mines have been in operation since 1864, and employ about eighty miners.

Banner Mines Nos. 1 and 2 are owned and operated by Gamble & Risher. The coal from these mines is transported by both water and rail. They have two separate tipples, one for loading into cars at the railroad, and the other for loading into boats at the river. They employ one hundred and seventy-five men.

The Cliff Mines are owned and operated by Scully & Co. They ship by both river and rail, and have been in operation for over thirty years. This is a drift mine, ventilated by a furnace. One hundred and thirty men are employed.

The Old Coal Bluff Mines were owned and operated by William and Samuel Bossley, who sold them to J. K. Logan and Capt. Dorman. They continued to operate them until 1846, when Dorman sold his interest to Logan. The coal of this mine is now about exhausted. New mines were opened up adjoining the old ones, and both mines are now owned by George Logan. James K. Logan is still in charge. The coal was shipped by river until after the completion of the railroad in 1873, and since that time it has been transported by rail entirely. The mine is operated by the double entry system, and is ventilated by furnace-power. The main entry is nearly one mile in length from the pit mouth to the head of the workings. The coal seam here rises at the rate of sixty-four feet per mile in a northwest direction from the front. This is one of the oldest mines on this part of the river.

The Cincinnati Mines, owned by the Fifth National and Tradesmen's National Banks of Pittsburgh, is operated under lease by Jordan S. Neel. It is a very old mine, having been worked for nearly thirty years. The double entry system is used, and ventilation is produced by furnace-power. The coal is shipped by the river. The output amounts to one million bushels annually.

The Buffalo Mines are owned and operated by J. A. Steitler. Superintendent, W. J. Morgan. These are drift mines, and the coal is transported to the Northern and Western markets by rail. They have a capacity for running ten thousand bushels per day. This is also a very old mine. Ventilation is produced by a Champion fan, run by steam-power.

The Garfield Mines are owned by Holmes Brothers and J. S. Neel, and operated by J. S. Neel. This mine was opened up during the last year, and the coal is shipped by water. A furnace is being constructed for ventilating the mine, and a new tipple is being built. Arrangements will soon be made for extensive operations.

The Black Hills Mine is owned by John Byers, John Scott, and J. B. Miller, and operated by J. B. Miller & Co. It is a drift mine, and the coal is-run by rail. The coal is nearly all worked out. The run per day amounts to two thousand bushels.

Courtney Mines, located at Courtney Station, owned by John L. George & Co., and operated by the Courtney Coal Company. These mines were opened up in 1878, and the product of the mines is run by rail. Ventilation is produced by furnace-power. It is a drift mine. They run about four thousand bushels daily.

The Mingo Coal-Mines are owned by Lloyd, Black & Co., of Pittsburgh. These mines were opened about twenty years ago, but have not been in operation since 1873.

New Eagle Mines are owned by the Hon. James H. Hopkins, of Pittsburgh, and are operated by Lindsey & McCutcheon. These mines were opened in 1863, and the coal is transported to market by water. The coal is hauled from the pit mouth to the river by Means of a stationary engine and wire rope. About seventy miners are employed. The mines are ventilated by furnace-power.

The Dry Run Mines, have been in operation for over twenty years on a moderate scale. The coal was formerly run to the river trade; but since 1879 the mines have only been operated to supply a local demand. They are located in Monongahela City, and were originally owned and operated by Biddle & Tower, since then by Joseph Haigh, And at present by the Holmes Brothers, of Pittsburgh.

Catsburg Mines. The old mine was owned by Rev. John Kerr and William McClure. It was opened up by H. H. Finley in 1857, under lease from the owners, and operated by him until it was sold to Anderson & Dravo, in 1864, the present owners. The new workings are owned by Louis Staib, and were opened in 1879. Both mines are operated by Louis Staib, and the coal is shipped to the Southern and Western markets by water. The coal from both mines is run over one and the same tipple. A furnace supplies ventilation to the mines. Adam Keil is the general superintendent. They have a running capacity of ten thousand bushels per day. Situated in Monongahela City.

Warne Mines, owned and operated by James Jones, are situated in Monongahela City, and were opened in 1862 by Crowthers, Coulter & Warne. This coal is run to the river by means of a stationary engine and wire rope. They are also arranging to ship by rail. Ventilation is produced by furnace. They were formerly owned by Joseph Warne, and have a present running capacity of ten thousand bushels per day. The Barr Mines were opened in 1863 by J. D. Johnson & Co., and are now owned by the Allegheny Savings-Bank. They have not been in operation since 1871.

Black Diamond Mines are located a short distance below Grant's Run. The coal belonging to these mines was bought by the Black Diamond Coal and Mining Company. This company was organized and chartered under the general mining laws of the State with a capital stock of $300,000, divided into 30,000 shares of $10 per share ; 5000 shares were to be used for working capital, and 2500 shares were to be used for a contingent fund. The officers of the company were Nicholas Schneider, president; Charles Seibert, treasurer; Christian Seibert, secretary; Pittsburgh. Lorenzo Hoffman, superintendent of mines; T. Boswell Phillips, general business superintendent ; Philadelphia, Pa. Directors, Charles Seibert, Lorenzo Hoffman, Joseph Reymann, Christian Seibert, T. Boswell Phillips, Philip Eichenlaub, Joseph Seibert, and Jacob Dressel, with their principal office at No. 89 Water Street, Pittsburgh.

The operations of this company continued until 1869, when with the death of Christian Seibert they ceased to work the mines and sold them to William H. Brown, who made large improvements both in and outside of the workings. And since the death of William H. Brown, in 1875, they have been held by his heirs and operated under lease by Louis Staib. This coal is run by water. Ventilation is produced by furnace-power. They are able to run about eight thousand bushels of coal per day.

Abe Hayes Mine is owned and operated by Abraham Hayes 'as a river mine. This mine was opened up and put in running order in 1863 by Robert Robison (since deceased), who owned the property, since which time it was sold by Robison's heirs to the pres ent owner. It is a drift mine, ventilated by furnace, and runs about eight thousand bushels of coal per day. Thomas Hutchison is the superintendent.

The Victory Mines were owned and opened up by Rodgers, Rea & Co. about 1860, and were continued to be worked until 1874, since which time they have been suspended. They are drift mines, and the coal was run to the river, and thence to Southern and Western markets.

The Harlem Coal-Mines were owned and opened up for the late Judge Thomas H. Baird by H. H. Finley in 1844. They have been operated successively by Judge Baird, Harrison Nelson, and Greenarch, Thomas H. Baird, Jr., and until the present year by the Harlem Coal Company. The coal is all mined out and the mines are now abandoned. This was a drift mine, and the coal run by river.

Stockdale Mines were put in operation by John Stoaf and Charles Cokain under lease from Richard Stockdale, the owner, about 1875. They are now owned and operated by Jacob Toomer and Michael McKinley. The coal is run to the river by an inclined tramway. The mine is ventilated by furnace-power, and produces seven thousand bushels daily.

The Gilmore Mines were owned and opened up by Mr. Bissell, who was succeeded by the present owner, Capt. John Gilmore. These mines were exhausted two years ago. The coal was run by river.

Clipper Mines, owned and operated by the Clipper Coal Company, are situated near Allenport. They are drift mines, and produce about four thousand bushels daily.

American Works are owned and operated by F. H. Corson. They are drift mines, and the coal is run to the river. They run about four thousand bushels daily. Ventilation is produced by furnace-power.

Wood's Run Mine was formerly operated by Lead-beater & Co., but at present by W. H. Gregg & Co. They produce four thousand bushels daily, which is transported to market by the river. The mine is ventilated by furnace-power. It is owned by William Thompson.

Champion Mines are owned by William Thompson, and operated under lease by Morgan, Dixon & Co. They produce three thousand bushels of coal daily, which is shipped by river. Furnace ventilation.

Eclipse Mine is operated by Jordan S. Neel. It is a drift mine, and runs ten thousand bushels per day. The coal is shipped by river. Furnace ventilation.

Caledonia Mines are owned by William Thompson, and operated under lease by Thomas J. Wood & Co. They ship by water. About three thousand five hundred bushels is produced here daily.

Globe Mines are owned and operated by Crowthers, Musgrove & Co. This also includes the Dexter mines at this time. The coal is transported by river, except what is supplied to the locomotives on the railroad. They produce eight thousand bushels of coal daily. The mines are ventilated by furnace-power.

Neel's Mine is owned and operated by Jordan S. Neel. The coal is shipped by river, and about ten thousand bushels is produced daily. This is a drift mine; furnace ventilation; located at Greenfield.

Knob Mines are located one mile above West Brownsville. The coal here lies below water-level, and is reached by a slope. It is operated by the Knob Coal Company. They have a furnace and ventilating shaft sixty feet deep. About five thousand bushels of coal is produced daily, and sent to market by water.

Sand-Works.—Although the sand of the Monongahela Valley had been used' as a material for the manufacture of glass for at least half a century, its general introduction was chiefly brought about by the Speers family in and about Bellevernon. The sand deposit of this region extends on the same plane from the Youghiogheny River, near Perryopolis, to its outcropping on both sides of the Monongahela at Bellevernon. The sand deposit at the works of Capt. S. C. Speers is the most extensive on the river, and of a very superior quality, as the following analysis, made by Otto Wuth, chemist, of Pittsburgh, will show :

It has been many years since L. M. Speers, in his primitive mode, washed and otherwise prepared this sand for market. The process consisted in a screen and box about eight by three feet. The box was filled with water, and passing through the screen the sand was divested of all pebbles. It was then well stirred, and finally settled in the bottom of the box by a system of mauling the box on its sides. The water was then drawn off and the sand laid away in the sand-pen ready for market.

This primitive works was erected at a small stream of water near the Baptist Church in the year of 1858. A short time after this he erected, at the ravine above where is the glass wareroom of R. C. Schmertz & Co., another works run by horse-power, in which he prepared sand for market. The demand for sand being on the increase, he invented and put in operation at the river a steam screen-washing machine, by which from forty to fifty tons of sand could be washed per day. By a patent dated June 4, 1867, issued to James French, a new and superior washer came into use. The necessary machinery for its operation was erected at the river below the ferry by the Clipper Sand Company, consisting of J. W. Clark, S. C. Speers, and James French. This company opened and operated a sand-bank on the farm of S. C. Speer, and found the quality of this sand to he superior to that washed by L. M. Speer in the upper part of the sand field.

In 1872 this company purchased all the right and interest of L. M. Speer in the former works.

In 1880, S. C. Speers bought out the interest of J. W. Clark and James French, and has since then been the sole proprietor of sand operations in this region. From five thousand to thirteen thousand tons of sand has been run per annum from these works. The surface soil is first removed from the sand-bank, and the sand is conveyed to the washer at the river by a narrow-gauge railroad, where it is washed and run into boats on the river or cars at the railroad.

THE first step in the direction of public internal improvements in all new and undeveloped sections of country, except such as are located on navigable waters, is the opening of highways or practicable routes of travel to and from the cabins and clearings of the newly-arrived settlers. These, in the pioneering days of Western Pennsylvania, were often mere bridle-paths or cartways through the woods, which afterwards were either abandoned or improved to passable roads when the country became more thickly populated; but through some sections roads had been opened and built at the public expense long before the coming of white settlers. This was not, strictly speaking, the case within the limits of Washington County, yet her eastern boundary had been reached by a good practicable road (for those days) from the Potomac River, east of the mountains, nearly ten years before it became the highway of the first settlers who came to make their homes on the west shore of the Monongahela. This was the military road built in 1755 by Gen. Braddock for the passage of his army from Fort Cumberland over the Allegheny Mountains and Laurel Hill, and its extension, built four years later by Col. Burd, from a point near the foot of the latter range westward to the Monongahela where the town of Brownsville now stands.

Five years before the march of Braddock, Col. Thomas Cresap, of Oldtown, Md., was employed by the Ohio Company to select and mark a route for their proposed traffic between their base of operations at Wills' Creek (Cumberland), Md., and their objective-point at the site of the present city of Pittsburgh; and so, in execution of this mission, he set out from Wills' Creek in the year mentioned, with the old Delaware chief Nemacolin as a principal guide, and assisted by several other Indians, and proceeded north-westwardly over a route not materially different from that afterwards traversed by Washington and Braddock in their respective campaigns, until he reached

the west base of the Laurel Hill, in what is now Fayette County, from which point, instead of turning northeast as the later military road did, he proceeded down the valley of Redstone Creek to its mouth, where his work ended; for it was proposed at that point to abandon land carriage and take transportation down the Monongahela to its confluence with the Allegheny.

Col. Cresap, however, neither built nor opened any part of the proposed road, but merely selected its route, and indicated the same by blazing and marking trees, and occasionally rearing piles of stones as landmarks at prominent points. But in 1753 the Ohio Company sent out a party of pioneers, who " opened the road,"¹ though they made it little more than a bridle-path for the passage of pack-horses. A few months later (in January, 1754) Capt. William Trent, with a small company of men, in the employ of the Ohio Company, marched over the road, and further improved it as they passed. At its western terminus, the mouth of Redstone Creek, they built the " Hangard" store-house for the company, and then passed on down the river to commence building a fort at the Forks of the Ohio.

In 1754, Washington with his little army, on the campaign which ended in the surrender of Fort Necessity on the 4th of July in that year, passed over the same road, and improved it so that it was passable for wagons and light pieces of artillery to the west side of Laurel Hill. "In 1754," he says, "the troops whom I bad the honor to command greatly repaired it as far as Gist's plantation, and in 1755 it was widened and completed by Gen. Braddock to within six miles of Fort Du Quesne."

In the latter part of the summer of 1759, Col. Henry Bouquet, military commandant at Carlisle, Pa., ordered Col. James Burd to inspect the defenses and stores at Fort Cumberland ; thence to march to the Monongahela, there to erect a fort and to construct a road from it to the most practicable point on Braddock's road ;² the proposed fort being intended

¹Washington, in advocating this route in preference to the more northerly one through Bedford for the passage of Forbes' troops in 1758, said, "The Ohio Company in 1753, at a considerable expense, opened the road," etc..

² The substance of Col. Burd's orders, and his procedure under them, Ire explained in a journal kept by him at the time, which is found in he Pennsylvania Archives, and from which the following entries are x traded, viz.:

"Ordered in August, 1759, to march with two hundred men of my battalion to the mouth of Redstone Creek, where it empties itself into the river Monongahela, to cut a road somewhere from Gen. Braddock's road o that place, as I shall judge best, and on my arrival there to erect a fort in order to open a communication by the river Monongahela to Pittsburg, for the more easy transportation of provisions, etc., from the provinces of Virginia and Maryland. Sent forward the detachment under the command of Lieut.-Col. Shippen, leaving one officer and thirty men to brink our five wagons. . . . When I have cut the road and finished ths fort I am to leave one officer and twenty-five men as garrison, and march with the remainder of my battalion to Pitts-

"10th Sept.—Saw Col. Washington's fort, which was called Fort Necessity. . ,

as a base of supply for Fort Pitt, while the road to be built from it to Braddock's road would afford the means of continuous communication from Fort Cumberland to a convenient point of embarkation on the Monongahela River. After concluding his inspection at Fort Cumberland, and having previously sent forward a small detachment under his chief engineer officer, Lieut.-Col. Shippen, Col. Burd set out with the remainder of his force (leaving his little wagon-train to follow), and passed over the same route taken by Braddock years before to Gist's, now Mount Braddock. This was the end of his travel over the route pursued by the ill-fated expedition of 1755. At Gist's he ordered his men to commence work in opening a road thence northwestwardly towards the Monongahela, following the route which Capts. Poison and Lewis had partially cut through for about eight miles from Gist's at the time when Washington was bin-trenching at that place in June, 1754.

Having thus set his men at work on the road from Gist's to the Redstone, Col. Burd, with Col. Thomas Cresap (who was with him as a guide, having previously explored this region to some extent), Col. Ship-pen, and probably Lieut. Grayson, of his command, rode forward through the woods to the Monongahela, striking the valley of Redstone Creek, and following it down to where it enters the river. It seems to have been in contemplation to build the fort at the mouth of this stream, where Capt. Trent's men had constructed the old " Hangard" store-house four year before, but the orders of Col. Burd left it in his discretion to select the site which he might regard as the most eligible. So, after viewing the ground at the mouth of the Redstone, and not finding it to suit his ideas as the site of a fortification, he proceeded up the river until he came to the mouth of Nemacolin's or

"11th Sept.—Marched this morning; two miles from hence we found Gen. Braddock's grave, about twenty yards from a little hollow, in which there was a small stream of water, and over it a bridge. We soon got to Laurel Hill ; it had an easy sscent on this side, but on the other very steep. . . . We continued our march, and got to Guest's [Gist's] Place; here we found a fine country.

"13th Sept —Determined, if the hunters should not return before noon, to begin to open the road along some old blazes, which we take to be Col. Washington's. At noon began to cut the road to Redstone; began a quarter of a mile from camp; the course N. N. W. The course of Gen. Braddock's road N. N. E., and turns much to ye eastward. Opened this afternoon about half a mile. Marked two trees at the place of beginning thus:

"22d Oct.—This morning I went to the river Monongahela, reconnoitred Redstone, etc., and concluded upon the place for the post, being a hill in the fork of the river Monongahela and Nentocalling's Creek [afterwards called Dunlap's Creek), the best situation I could find, and returned in the evening to camp. The camp moved two miles, to Coal Run. This run is entirely paved in the bottom with fine stone-coal, and the hill on the south of it is a rock of the finest coal I ever saw. I burned about a bushel of it on my fire.

" 23d Oct.—Continued working on the road. Had sermon to-day at 10 A.M. At noon moved the camp two and a half miles to the river Monongahela. No bateaux arrived.

Dunlap's Creek, about one and one-fourth miles farther up, and determined to erect his fort just below the mouth of that stream, on the high ground (now Brownsville) commanding the Monongahela, the valley of the creek, and the country for some distance to the rear; this being, as he said in the journal, "the best situation I could find." There, during the months of October and November, he built the fort, and to it from Braddock's road he constructed a new road, sixteen and a quarter miles in length, which was called " Burd's road." Five or six years later it began to be used by a few emigrants from the East bound to the valley of the Monongahela, and it was traveled by nine-tenths of all those who came to settle within the present limits of Washington County prior to the Revolution.

The first road petition to any court west of the Allegheny Mountains was a petition of inhabitants of Springhill township, presented at the April term of the Court of Quarter Sessions of Westmoreland County in 1773, on which John Moore, Thomas Scott, Henry Beeson, Thomas Brownfield, James McLean, and Philip Shute were appointed viewers upon a road " to begin at or near the mouth of a run known by the name of Fish-Pot Run, about two miles below the mouth of Ten-Mile Creek, on the west side of Monongahela River (it being a convenient place for a ferry as also a good direction for a leading road to the most western part of the settlements), thence the nearest and best way to the forks of Dunlap's path and Gen. Braddock's road on the top of Laurel Hill." The viewers appointed on this road were John Moore, Thomas Scott (the first prothonotary of Washington County), Henry Beeson, Thomas Brownfield, James McClean, and Philip Shute. At the October sessions, in the same year, viewers were appointed to view the road " from the southwest side of the Monongahela River, opposite to the town of Pittsburgh, by Dr. Edward Hand's land on Chartiers Creek, to the settlements up said creek, supposed to be at or near the western boundary of the province of Pennsylvania."

At January sessions, 1774, Andrew Pierce, Moses Brady, Morgan Morgan, David Allen, Henry Taylor, and John Kennon (doubtless John Canon) were appointed viewers, on the petition of divers inhabitants of Springhill and Pitt townships, " to view a road to begin at Thomas Guess's (Gist's), from thence to Paul Froman's mill near the river Monongahela, and from thence to another mill of the said Paul Froman on Chartiers Creek." This last mill was in North Strabane township, now Beck's Mills.

At April sessions, 1774, " upon the petition of a number of the inhabitants of Tyrone and Menallen townships, setting forth that they are under difficult circumstances for want of a public road leading into Braddock's road on any part of the mountain; and further we would observe to your worships that from the natural situation of the country we, at present, who live on the west side of the Monongahela River are obliged frequently to carry our corn the distance of twenty miles, to the mill of Henry Beeson, near Laurel Hill, and in all probability at some seasons of the year will ever have to do so ; and praying your worships would be pleased to grant us a public road to begin on the east side of the Monongahela River, near the old fort (Brownsville), thence to Henry Bee-son's mill, and thence to intersect Braddock's road near the forks of Dunlap's road and said road on the top. of Laurel Hill." Richard Waller, Andrew Linn, Jr., William Calvin, Thomas Crooks, Henry Hart, and Joseph Grayble were appointed viewers, and the road was afterwards ordered laid out.

At the first session of Lord Dunmore's (Augusta County, Va.) court, held at Pittsburgh, Feb. 22, 1775, a number of viewers were appointed, among whom were Capt. William Crawford and Van Swearingen (first sheriff of Washington County), to view a road petitioned for, "to run from Providence Mounce's [Mount's] Mill, by Ausberger's Ferry, to Catfish Camp." And a road was ordered to be viewed from Gist's settlement to Paul Froman's, on Chartiers Creek ; also another from Fort Dunmore (Pittsburgh) to Paul Froman's, on the east branch of. Chartiers. A road from the foot of Laurel Hill, by William Teagarden's ferry (on the Monongahela, in Washington County), to the mouth of Wheeling Creek (Virginia), was ordered by the same Virginia court, on the 17th of May, 1775.

The first petition for a road after the organization of the Washington County Court was made by inhabitants of Strabane township at the October term of 1781, when Alexander Early, Thomas Hambleton, James Patterson, William Huston, Abraham Van Middleswarth, and Nathaniel Brown were appointed viewers, with instructions from the court, "if necessary, to lay out a road the nearest and best way from Catfish Camp [Washington] to the Presbyterian meeting-house in the forks of Chartiers Creek." At the same session Hugh Montgomery Brackenridge, Esq., represented to the court "that a road is much wanted from Catfish Camp to Pittsburgh," and the same with regard to "a road from John Canon, Esq., his mill, to Pittsburgh ; whereupon Henry Hulse, Andrew Hood, Moses Coe, Joseph Beelor, James Bradford, Jr., and John White, Jr., were appointed viewers of the first-named .proposed route, and Robert Ballstone, William Long, Thomas Bracken, John Springer, John Henry, and Nathaniel Stokes of the latter."

At the January term in 1782 a petition was presented praying for a road from Bassett Town (Washington) to Redstone Ferry. Viewers were appointed. who reported favorably, with survey of route, at the succeeding April term, and the road was afterwards ordered laid out.

Also, at the January term in 1782, petitions were presented and viewers appointed for roads as follows: "a road from Rodgers' Mill to Fort Pitt ;" "a road from John Canon, Esquire's, mill to Samuel John-

son's mill ;" a road "from Bassett Town to Fort Decker, on the Ohio ;" and a road "from Bassett Town to the mouth of a gut about forty perches below the mouth of Pigeon Creek." The last-named road was returned in, March, 1784, as having been laid out thirty-three feet wide. Among the numerous other roads petitioned for in the early years (many of which, however, were never opened) the court records show the following:

1782, October term.—" Road from Bassett town by Leet's mill, and so forth." December term, same year, road "from Monongahela River, opposite Pees' mill, thence to intersect the road from the old Virginia court-house to Pentecost's mill."

1783, July term.—" Petition being made by several inhabitants of this county setting forth that they labour under many inconveniences for want of a public road leading from Col. John Canon's mill to the Seceders' Meeting-house. The road having been for some time altered so that it is inconvenient to pass or get to the meeting-house, and praying the court to appoint proper persons to review the same, and if they see cause to alter the said road they do the same by courses and distances, the nearest and best way; the least injurious to private property, and most conducive to, public utility." At same time, petition for "a road from Washington to Samuel Johnson's mill, Esq., on Raccoon Creek. This was returned as laid out in September next following. At December term, same year, a road was ordered "from James Crawford's ferry (above Brownsville) to Zephaniah Beall's."

1783, September.—Ordered to view "a road from Hyde's Ferry, on Monongahela River, to the town of Washington." Same term.—Petition for road "from Wells' mill, on Cross Creek, to Washington." Laid out and reported in following year. Same term.— "Petition for a road from Wells' mill, on Cross Creek, to Samuel Beelor's fort, on Raccoon Creek." Same term.—" Road from McKee's ferry, thence nearly past the meeting-house, and to intersect the Pittsburgh road at some convenient place near Peters Creek Meeting-House." Same term.—Return made of a road laid out by order of court " from the town f Washington to Jacob Bowsman's, opposite to Pittsburgh." December, same year.—Petition for a road "from Cross Creek Meeting-House to Buffalo Meeting-House." Returned in March following as having been laid out thirty-three feet wide.

1784, March sessions.—Return of "a road from Washington to Waller's Mill. Complained of by Rev. Joseph Smith as injurious. Review ordered." June sessions, same year.—" Petition for a road from Canon's Mill to Bowsman's ferry. Laid out and reported in September following." At same sessions.—" Road from Redstone ferry to Bowsman's ferry" confirmed at September term, "except that part opposite William Parker," which was ordered reviewed.

1784, September term.—Petition of inhabitants of Strabane and Cecil townships for "a road from Washington to Canon's Mill." Persons appointed to lay it out. Same sessions.—Petition of "inhabitants of Ten-Mile Creek for a road from Oliver Crawford's ferry, on Monongahela, to Jackson's Fort, on the south fork of Ten-Mile Creek." Same sessions.—Petition from Donegal, Buffalo, and Canton townships for "a road from Washington to the State Line, to intersect the road from Wheeling to said Line."

1786, June sessions.—Petition for a road "from Wells' Mill, on Cross Creek, to Canon's Mill, on Chartiers Creek." Viewers appointed and order issued. At the March sessions, 1787, the viewers reported the road laid out. Confirmed, and order issued to open.

1790.—Petition for a road " from Mr. Smith's Meeting-House, on Buffalo, to intersect the Washington and Pittsburgh road at Jane Weaver's, on Chartiers Creek." June, 1791.—" Late petition for road from Rev. Joseph Smith's Meeting-House to where the Raccoon road crosses Chartiers Creek." Reported laid out.

1791, March sessions.—Petition for a road "leading from Muddy Creek and Whitely road by Everard Hupp's mill, James Crawford's ferry, Westland Meeting-House, and Nathan Heald's mill, to intersect the Pittsburgh road." Reported laid out in January, 1792.

1792, September sessions.—Road ordered " from or near Bavington Mill, on Raccoon Creek, to strike the State Line near Philip Beall's." Laid out in the following year. Same sessions.—Road ordered " from John Baldwin's Mill to the mouth of Mingo Creek." Laid out and reported in June following.

1793, March sessions.—Road ordered "leading from Cannonsburg road near Capt. Aaron Williams' house on. Peters Creek, the nearest way to the forks of Mingo Creek, into the road that leads from John Baldwin's mill to the mouth of Mingo Creek." Reported laid out in June following. Same sessions.—Road ordered "from Chartiers Creek at John White's mill to the Fort Pitt road near Hamilton's mill." Reported laid out in following year.

1793, June sessions.—Order by court "to lay out a road leading along the bank of the Monongahela River from the landing of William Nailor, Esq., at the hatter-shop of James Nailor, to intersect the road leading from Raccoon settlement to Devore's ferry on river aforesaid at or near the mouth of Mingo Creek.'' Reported laid out in following year. Same sessions. —Road ordered "leading from the Monongahela River opposite the mouth of Middle Run, as a continuance of a road already laid out from Uniontown in Fayette County to the said mouth of Middle Run, the nearest and best way to Richard Greggs mill on Muddy Creek to intersect a road leading to Washington." Same sessions.—Road reported laid out "from Robert Montgomery's mill to James McClelland's, on road leading from Mr. Canon's to Mr. Wells' mill." Same sessions.—Road ordered "from Humphrey

Blackway's to Fredericktown ; to be laid out about one mile from William McFarlane's, and half a mile from Caleb Baldwin's saw-mill, to intersect the Pigeon Creek road that leads from Bentley's mill to Devore's Ferry, near Barout's still-house." Reported laid out in following year. Same sessions.—Road ordered leading from Pigeon Creek meeting-house to the county line near Jacob Long's widow, or James Mitchell, Esq. Laid out in following year. September sessions, 1793.—Road ordered "from Demas Lindley's mill, to intersect at Ryerson's road on the Dividing Ridge between Wheeling and Ten-Mile Creeks." Reported laid out in following year. December sessions, 1793.—Road ordered "from the church near Edward West's to James McFarlane's mill." Laid out in the following year. Same sessions.—Road ordered "from near the three-mile tree on the Redstone road to a new ferry [John Krepps'] about to be erected on the Monongahela River above the mouth of Dun-lap's Creek." Reported laid out in following year. Same sessions.—Road ordered " from Valentine's mill on the Indian Camp Run to intersect the road leading to the mouth of Buffalo Creek, near Charles Wells, Esq." Reported laid out in June of the following year.

1794, March sessions.—Road ordered "from John Brown's mill on Brush Run to the great road leading from Washington to Charlestown (Wellsburg), at or near Andrew Dickey's." Laid out and reported in June of same year. Same sessions.—Road ordered "from John Heaton's, Esq., mill on the south fork of Ten-Mile to Col. William Wallace's mill on north fork of said creek." Reported laid out in same year. Same sessions.—Road ordered " from Chartiers Meeting-House to Mingo Meeting-House." Reported laid out in June of same year. Same sessions.—Road ordered laid out "from Canonsburg road touching Patterson's Mills on Cross Creek, to intersect Mingo Bottom and Cove roads, near or on the plantation of Richard Wells." Laid out and reported in June following.

1794, June sessions.—" Road from Headley's Mill to intersect the road leading from Jackson's Fort to Washington." Laid out and reported in following year. September sessions, 1794.—Road ordered " from ford at Ruff's Creek, Hathaway's Road, to intersect Wheeling Road on Whitely Creek, at George Lemsley's old place." Laid out in following year. Same sessions.—Road ordered "from James Hook's mill to intersect the road from Garrard's fort to Washington, at or near William Cree's, in a direction to the Monongahela River, at the mouth of Little Whitely Creek." Laid out and reported in March following. December sessions, 1794.—Court issued order "to view branches of two roads from Chartiers stone meeting-house to Washington, or where they intersect each other, near John Sutherland's." In March, 1795, the commissioners reported, declaring the north branch "troublesome and expense, wholly unnecessary, and should be vacated ; also a part of the south branch."

1795, March.—Road reported "from John Smith's mill to a place known by the name of Cooper's field, on the great road that leads from the mouth of Mill Creek to the Town of Washington." Confirmed. Same session.—Road reported " from Louis Riffle's, on Monongahela River, to the road commonly called Van Swearingen's Road." Confirmed. Same sessions.—Road reported " from George Burgett's mill to John Comly's mill on Harmon's Creek, and from thence to strike the road to Mingo Bottom." Confirmed. Same sessions.—Road reported " from James Stevenson's mill on Raccoon Creek to intersect the great road leading from Surgett's mill to Mingo Bottom."

It would of course be impracticable, if not well-nigh impossible, to give an account of the multitude of roads which have been opened from time to time in later years, but mention of some of the most important ones will be found in the histories of the several townships.

The National, or Cumberland Road.—The project of a great national highway to cross the Alleghenies and connect the remote settlements of the Ohio Valley with the country east of the mountains was conceived soon after the close of the war of the Revolution; and the first and most earnest, as he was also the most illustrious of all its advocates, was Gen. George Washington. One of the first objects to which he gave his attention after his retirement from the command of the Revolutionary armies was a careful examination of the country between the Potomac and the Monongahela, to note the advantages offered and the obstacles to be surmounted in the great public enterprise which he had in view. Even at that early time be had in contemplation the possibility of a canal, to form a water-carriage between the Potomac and Youghiogheny Rivers, but as such an enterprise would involve a heavy expense (the extent of which he probably but faintly realized) a good substitute would be a substantially built road, the opening of which he believed to be necessary to bind together the eastern and western sections of the States which his sword bad made free and independent.¹

It was in the year 1784 that Washington made his exploring-trip from the Potomac to the Ohio. From Cumberland to the Laurel Hill, he passed through a

¹ The Hon. Andrew Stewart in a speech delivered by him at the village of Confluence, Somerset Co., on the occasion of the opening of the railroad from Pittsburgh to Cumberland in 1871, said that there had come into his hands a box of papers, among which were many original reports, letters, and other manuscript in the handwriting of Washington, who had himself given the box referred to to Gen. John Mason, of Georgetown, D. C., and that he (Mr. Stewart) had found upon examination of these letters and communications—many of them addressed to the Legislatures of Maryland and Virginia, as well as to members of Congress and others—that Washington had constantly advocated the building of substantial roads across the mountains to the Ohio Valley as the only means of beeping the East and the West united, ana that without them, in the opinion of the writer, for many reasons, separation was inevitable.

region with which he had been made familiar thirty years before, by marching through it in his own campaign of 1754, and with Gen. Braddock in 1755. Arriving at the Youghiogheny, he embarked in a canoe with an Indian pilot, and passed down that river to Ohio Pile Falls, where he landed, and thence rode across the country to the Monongahela, and up the valley of that stream into Virginia. It is related of him that in September of the year named he was on one occasion seated in a hunter's cabin near the Virginia line, examining maps and asking questions of a number of frontiersmen who stood around him relative to the passes of the mountains and the adaptability of the country for the construction of the road which he had in mind, when a young man of foreign appearance, who was among the bystanders, volunteered an opinion indicating a certain route which he believed to be the best for the purpose. At this interruption Washington regarded the speaker with surprise, and with something of the imperious look of the commander-in-chief, but made no reply, and continued his examination. Upon its completion the general saw that the opinion expressed by the unknown speaker was undoubtedly well founded, and turning to him said, in a polite but decided way, "You are right, young man; the route you have indicated is the correct one." The young stranger proved to be Albert Gallatin, afterwards Secretary of the Treasury of the United States, and one of the principal promoters of the construction of the great National road to the Ohio. It was here that Washington first formed his acquaintance, and the friendship continued uninterrupted during the lifetime of the chief.

From the upper Monongahela, Washington passed through the county of Washington to the Ohio River. Four years later he was elected President of the United States, and during the eight years of his administration he continued a steadfast and earnest advocate of the project of a great highway, to be constructed by the government, across the Alleghenies, for the purpose of binding more firmly together the eastern and western sections of the United States.

During the administration of President Adams (in 1797) the proposition for a road across the Alleghenies, to be built by the government, was brought up in Congress, but no action was taken. Again, in 1801, the subject was brought to the attention of Congress in President Jefferson's first message to that body. Some discussion ensued, but without result at that time. On the 30th of April, 1802, an act of Congress was passed admitting Ohio into the Union as a sovereign State, and by the provisions of that act a one-twentieth part of the net proceeds of sales of public lands in the new State was set apart to be applied to the construction of roads from the Atlantic sea-board over the Alleghenies to and across the Ohio. This was the beginning of the legislation which resulted in the construction of the National road west from Cumberland.

On the 30th of December, 1805, the Senate of the United States passed a bill entitled "An Act to regulate the laying out and making a Road from Cumberland, in the State of Maryland, to the State of Ohio." It was then debated and passed in the House of Representatives, and became a law March 29, 1806. The commissioners appointed by the President under this act to lay out the proposed road from Cumberland to the Ohio River were Col. Eli Williams and Thomas Moore, of Maryland, and Joseph Kerr, of Ohio, who proceeded to examine the country through which it was to pass, and without having fixed upon that part of the route west of the Monongahela, made their first report, which was presented to Congress, with the message of President Jefferson, Jan. 31, 1807. In a special message to Congress, Feb. 19, 1808, referring to the report of the commissioners, he said, " I have approved of the route therein proposed for the said road as far as Brownsville, with a single deviation, since located, which carries it through Uniontown. From thence, the course to the Ohio and the point within the legal limits at which it shall strike that river is still to be decided."

In 1811, Congress passed "An Act in addition to the act to regulate the laying out and making a road from Cumberland, in the State of Maryland, to the State of Ohio," by which it was provided " That the sum of fifty thousand dollars be, and is hereby, appropriated in making said road between Cumberland, in the State of Maryland, and Brownsville, in the State of Pennsylvania, commencing at Cumberland, which sum of fifty thousand dollars shall be replaced out of the fund reserved for laying out and making roads to the State of Ohio, by virtue of the seventh section of an act passed on the 30th of April, 1802."

The first contracts in sections for the first ten miles from Cumberland bear date April 16 and May 8, 1811. These were finished in the fall of 1812. The next letting was of eleven miles more to Tomlinson's in August, 1812, which were nearly completed in 1814. From Tomlinson's to Smithfield, eighteen miles were let in August, 1813, but not finished until 1817, owing to the scarcity of laborers during the war, war prices, and the fear of failure of some of the contractors. The next letting was of about six and a half miles west of Smithfield in September, 1815, in sections, to John Hagan, Doherty, McGlaughlin and Bradley, William 'Aull, and Evans and Ramsay. In February, 1817, about five miles more were let to Ramsay and McGravey, John Boyle, D. McGlaughlin, and Bradley and Charles McKinney. And in May, 1817, it was let about nine miles farther, to Uniontown, to Hagan and McCann, Mordecai and James Cochran, Thomas McKean, and Thomas and Matthew Blakeley.

It has already been noticed in President Jefferson's special message to Congress on the 19th of February, 1808, that he had approved and adopted the route recommended by the commissioners from Cum-

berland to Brownsville, on the Monongahela, with the exception of a part of it in Fayette County, but westward from the Monongahela to the Ohio it was left undetermined. There was great rivalry and jealousy existing between the several eligible points on the Ohio, for it was believed that wherever the road should strike the eastern shore of that river there would spring up a flourishing city. The people of the inland towns lying between Brownsville and the Ohio (especially those of the town of Washington¹) were exceedingly anxious lest the road should be finally located at a distance from them. The question of the location of the road between, the Monongahela and The Ohio was a very delicate and difficult one for the commissioners to decide, and in their report to President Jefferson they left it open, with the remark that "in this is to be consulted the wishes of that populous section of Ohio and the connections with roads leading to St. Louis under the act of 1806." Afterwards (in the same year) they made, by direction of the

¹ When it became known by the publication of President Jefferson's message (above referred to) that the route of ths National road had been fixed between Cumberland and Brownsville, but not west of the latter point, the people of Washington took measures (as those of Uniontown had previously done) to secure the location of the route of the road through their town. David Acheson, Esq., who had been elected to the State Legislature in 1795 on the Republican ticket with Albert Gallatin to Congress, and who in that capacity represented Washington County at different times during the administrations of Washington and Jefferson, wrote to Gallatin (who was then Secretary of the Treasury, and always on terms of intimate friendship with Mr. Acheson), soliciting his influence and co-operation in favor of the location of the road through the town of Washington to Wheeling. To this letter and request of Mr. Acheson, Gallatin replied as follows :

" DEAR SIR : On receipt of yr letter respecting the western road, I immediately transmitted it to the President at Monticello. I was under he impression that he had previously directed the Commissioners to examine both routes, & to report to him.—It seems however that it had rot then been yet done. But on the 6th ult. he wrote to them 'to make an examination of the best route through Washington to Wheeling & also to Short Creek or any other point on the river offering a more advantageous route towards Chillicothe & Cincinnati, & to report to him he material facts with their opinions for consideration.'

" That it is the sincere wish of the President to obtain all the necessary information in order that the road should pursue the route which will be of the greatest public utility no doubt can exist. So far as relates :o myself, after having with much difficulty obtained the creation of a fund for opening a great western road & the act pointing out its general direction, it is sufficiently evident from the spot on the Monongahela which the road strikes that if there was any subsequent interference on nay part it was not of a selfish nature. But the fact is that in the execution of the law I thought myself an improper person, from the situation of my property, to take the direction which would naturally have been placed in my hands, & requested the President to undertake the general superintendence himself.

"Accept the assurance of friendly remembrance & of my sincere wishes for your welfare & happiness.

From this letter it appears that the action of the commissioners, prior to the correspondence between Mr. Acheson and Mr. Gallatin, was unfavorable to the claims of Washington, and that President Jefferson on receipt of Mr. Acheson's letter had promptly interfered in order to have the route surveyed which was finally adopted, his specific instructions to the commissioners favoring Washington as an intermediate point, and Wheeling thus became the point of intersection with the Ohio River.

President, an examination of the route from Brownsville by way of the town of Washington to Wheeling; but no final location of that part of the route was made then, nor until several years later. When James Madison became President of the United States he confirmed the action of his predecessor, Jefferson, in reference to the location of the road from Cumberland to Brownsville, and in 1815, soon after the declaration of peace with Great Britain, he directed the commissioners, Williams, Moore, and Kerr, to proceed with the examination and survey of the route between the Monongahela and Ohio Rivers. This was done under their direction in the fall of that year and in the winter of 1815-16, by their engineer, Caspar Wever, of Weverton, Md. Two principal routes were surveyed, one through the borough of Washington, and the other through the south part of Washington County, leaving the town of Washington several miles to the northward. The topography of the country rendered the last-named route the more favorable of the two, and it was so regarded by the engineer and the commissioners ; but the influence of Washington borough again prevailed (as it had done seven years before in causing President Jefferson to order an examination of the route by way of the town), and President Madison, after carefully considering the commissioners' report on the survey, decided in favor of the northern route by way of Washington. His decision was communicated to the commissioners in a letter written by Mr. Dallas, under direction of the Secretary of the Treasury, as follows:

" GENTLEMEN The President has confirmed the road surveyed and returned by you,—lst, so far as it runs from Cumberland through Uniontown to Brownsville, in Pennsylvania, with certain deviations which have been made by Mr. Shriver, the superintendent, and approved by the President; and 2d, so far as it runs from the 113th mile on your survey to Wheeling, on the river Ohio. He has also determined that ths route of the road shall run from Brownsville through Washington and Alexandria to intersect the course of your survey at the 113th mile, continuing thence to Wheeling. I am therefore instructed by the President to request that you will proceed, as soon as you conveniently can, with the assistance authorized by law, to explore, lay out, and report for his consideration, upon the principles of the act of the 29th of March, 1806, the course for the road from Brownsville to the 113th mile, as above stated, and also the course of the deviations from the original route proposed by the commissioners which have been made or are contemplated to be made between Cumberland and Uniontown. It is the President's object to obtain a return of the entire course of the road to constitute a record, and to perpetuate the claim of the United States to the ground over which it runs. To avoid delay the attendance of any two or more of you is deemed sufficient for the present object. You will be so good as to give notice to Mr. Shriver, the superintendent, of the time of your entering upon the survey, end he will be instructed to give you all the information and assistance in his power. As Mr. Parker Campbell and Mr. [Thomas H.] Baird, of Washington, have made proposals to construct the road from Brownsville to Washington, I wish you also to notify them of your commencement and progress in the survey.

The one hundred and thirteenth mile of the commissioners' survey (meaning the route laid through the southern part of Washington County, and not that passing by Washington borough) was near the Virginia line, west of the' village of West Alexander ¹ (mentioned in the above letter as "Alexandria"). Thus, by the decision of President Madison, as communicated by Mr. Dallas to the commissioners, the entire route of the road from Cumberland to the Ohio was fixed as to prominent points, and only lacked the final survey of that part lying between Brownsville and the point indicated west of West Alexander. This final survey was made under direction of the commissioners, immediately after receipt of their instructions to that effect, and being returned to the President, was by him approved and adopted.

The route of the road was divided for construction into an eastern and a western division, the former (which was to be first completed) extending from Cumberland to a point about one mile east of Brownsville, and the western division extending from that point through the town of Washington to the Ohio at Wheeling. The superintendent appointed for the eastern division was David Shriver, of Cumberland, Md. The western division was in June, 1816, placed in charge of Col. Eli Williams, one of the commissioners, who acted as "agent of the United States" for that division until the appointment of Josias Thompson (previously engineer of the division) as superintendent, in May, 1817.

The contract for building the road from Cumberland to Uniontown was awarded to Messrs. Kincaid, Beck & Evans, by whom the work was prosecuted with extraordinary energy. The firm of Kincaid & Co. (composed of James Kincaid, James Beck, Gabriel Evans, John Kennedy, and John Miller) afterwards contracted with Superintendent Shriver for the construction of the road from Uniontown to the western end of the eastern division, and also for masonry at the Monongahela, and between that river and the town of Washington.

On the 18th of November, 1816, Col. Eli Williams advertised in The Reporter of Washington, Pa., as follows :

" WESTERN ROAD.—The location of this road having been changed by order of the President of the U. States so as to pass from Brownsville through the town of Washington in Pennsylvania, and from thence through Alexandria to Wheeling on the Ohio : Proposals will be received for making parts of that road by the mile or other section; and for that purpose the subscriber, as agent of the U. States, will attend at the times and places following, to receive proposals for making the following sections or parts thereof, viz.: At Brownsville on Monday the 16th day of December next, for a section extending from the east bank of the Monongahela river eastwardly to the summit of the river hill, and a corresponding section on the west side of the river, comprehending about a mile on each side. At the town of Washington on Wednesday the 18th of the same month, for two miles eastwardly from the intersection of Maiden and Market [now Main] Streets, and ten miles westwardly from the intersection of Market and Chestnut Streets in that town. At Alexandria

¹ The one hundred and thirteenth mile of the route, which was afterwards surveyed, and over which the National road was actually built, is about two miles east of West Alexander, the route through Washington borough being considerably longer than the other.

on Saturday the 21st following, for the remainder of the distance to Alexandria, and to the Virginia line; about six miles. And at the town of Wheeling on Monday the 23d following, for a section extending from the Virginia line to the confluence of Big and Little Wheeling, nine miles; and from thence to the town of Wheeling, or the crossing place on the Ohio."

In March, 1817, the greater part of the above advertised work—viz., from two miles east of Washington westward to the Virginia line—was let by Col. Williams to Thomas McGiffin, Thomas H. Baird, and Parker Campbell, of Washington. The same gentlemen received (but not until 1819) the contract for building the road east from their first-named section to a point two miles west of Brownsville. The part of this contract lying east of the town of Hillsborough was turned over by McGiffin, Baird, and Campbell to Messrs. William and John H. Ewing, whose names were returned to the Treasury Department as those of original contractors with the government, and who finished the work at $6000 per mile. The building of the road west from Hillsborough to the point two miles east of Washington was sublet by McGiffin, Baird, and Campbell to a number of small contractors.

The eastern portion of the road, on which work was first commenced, was pushed so vigorously in its construction by the energetic contractors that it was open for travel, with scarcely a break, westward to the Youghiogheny River in the summer of 1818. On the 1st of August in that year the first stage-coach from Cumberland, carrying the United States mail for the West, left that place by the National road, and passing over the completed part of the eastern division to Fayette County, Pa., and also over other completed parts of the western division, between the borough of Washington and the Virginia line, arrived in due time at Wheeling on the Ohio. In a Uniontown newspaper of Aug. 8, 1818, it was announced that "the stages have commenced running from Frederick Town, Md., to Wheeling, in Virginia, following the course of the National road westward of Cumberland. This great road, truly an honor to the United States, will be finished from Cumberland to this place in a few months, and from Brownsville to Wheeling, it is expected, in the course of next summer, leaving only a distance of twelve miles between here and Brownsville."

In the fall of the same year the road was announced as completed to Uniontown. For some reason which is not wholly apparent the work had not been contracted for from that place to the west end of the eastern division (a point one mile and ninety-six rods east from the Monongahela at Brownsville), though the section extending from this latter point to another point about two miles west of the Monongahela (including a large amount of heavy work on the approaches to the river,² particularly on the east side

² The government did not bridge the Monongahela for the passage of the National road. The bridge which was built across that river, years after the completion of the road, for the accommodation of the immense travel which it brought, was built by an incorporated company, mention of which will be found in the history of the borough of West Brownsville.

of it) had been let by Col. Eli Williams, as agent for the United States, in March, 1817, the same time when he contracted with McGiffin, Baird, and Campbell for the work west from Washington. On the 15th of May, 1819, David Shriver, superintendent, advertised for proposals to build the road west from Uniontown to the vicinity of Washington, excepting the short section on both sides of the Monongahela. The work on the west end of the eastern division was let by him to Kincaid & Co., while McGiffin, Baird, and Campbell, as before mentioned, took the work in Washington County, extending from the river section westward to their previous contract.

These contracts were the last to be let on the road between Cumberland and the Ohio. The work was commenced without delay, and vigorously prosecuted during the remainder of 1819 and the spring and summer of 1820, the road being finished and made ready for use in its entire length in the fall of the latter year. An announcement of the fact, dated Dec. 19, 1820, is found in a newspaper of that time, as follows: "The commissioner appointed by the govern-merit of the United States, Thomas McGiffin, Esq., has been engaged for a week or two past in examining the United States turnpike, made under contract with government by James Kincaid & Co., between Uniontown and Washington, who has approved of it, and ordered the same to be given up by the contractors for public use. The National turnpike is now completed and in the use of the public from Cumberland, in the State of Maryland, to Wheeling, in the State of Virginia, a distance of about one hundred and thirty miles."

The National road to the Ohio, when completed, had cost the United States government nearly one million seven hundred thousand dollars, and it was one of the best and most substantial turnpike roads ever built in this country. Its width, grades, and the manner of its construction are shown by the specifications of the work required from the contractors, among which were included the following, viz.: "The natural surface of the ground to be cleared of trees and other wooden growth, and also of logs and brush, the whole width of sixty-six feet, the bed of the road to be made even thirty-two feet in width, the trees and stumps to be grubbed out, the graduation not to exceed five degrees in elevation and depression, and to be straight from point to point, as laid off and directed by the superintendent of the work. Twenty feet in width of the graduated part to be covered with stone, eighteen inches in depth at the centre, tapering to twelve inches at the edges, which are to be supported by good and solid shoulders of earth or curbstone, the upper six inches of stone to be broken so as to pass through a ring of three inches in diameter, and the lower stratum of stone to be broken so as to pass through a seven-inch ring. The stone part to be well covered with gravel, and rolled with an iron-faced roller four feet in length and made to bear three tons' weight. The acclivity and declivity of the banks at the side of the road not to exceed thirty degrees."

It was to be expected that the opening of such an excellent road—a main thoroughfare between the East and the West, easy, direct, and free to the use of any and all, without cost or charge—would attract to it an immense amount of travel; but all the expectations which could have been previously entertained of the vast volume f travel and traffic which would pass over the National road between the Ohio and the Potomac were trebly verified by the result. There were the stage-coaches carrying the mail and passengers, loaded to their utmost capacity from the first, and constantly increasing in number from that time until the opening of the railroads banished them forever. By these conveyances all the prominent public men of the West, and many of those from the South,—Presidents-elect from Tennessee, Ohio, and Louisiana, on their way to inauguration; Presidents in office, passing to and fro between the city of Washington and their Southwestern homes; ex-Presidents, on their way to the shades of private life; Senators, members of Congress, and numberless officials of lesser grade, all making the National road their highway to and from the national capital. Then there were the long, almost interminable lines of Conestoga wagons, laden on their eastward trips with flour, whiskey, bacon, and other produce, and returning west with loads of iron, salt, and every kind of merchandise, their numbers being swelled on the return to the West by the addition of equally numerous trains of the same kind of wagons, freighted with the families and household effects of emigrants from the East, bound to new homes beyond the Ohio. Besides these, the road was crowded with various other descriptions and kinds of wagons, laden and unladen, with horsemen and private carriages innumerable. "But the passengers on foot outnumbered and out-ate them all. The long lines of hogs, cattle, sheep, and horses working their way on the hoof by the month to an Eastern market was almost endless and countless. They were gathered in from the Wabash, the Scioto, the Muskingum, and the Ohio Valleys, and the men, all tired and dry and hungry, had to be cared for at a great cost, for it was like feeding an army every day and night."

To furnish food and other accommodations for all this vast throng of travelers, brute and human, a great number of public-houses were needed, and these sprang up immediately along the road. The stage-houses, for the entertainment of passengers by the coaches, were located in Washington, Brownsville, and other towns on the route, and at stated points between the villages where these were distant from each other. Then there were houses which did scarcely any business other than the selling of whiskey to thirsty wayfarers. And there were along the route numerous taverns which made no specialty, other than to give fair and decent entertainment for man and beast.

These had no patronage either from the stage passengers or wagoners upon the road. The latter with the drovers always clustered together at houses having capacious wagon-yards, and kept especially for that class of customers. The number of public-houses of all kinds which the National road brought into existence was fully equal to one for each two miles of its entire length from Cumberland to the Ohio. It was said that in the mountain portion of the route the average was one to every mile, but in the part west of the Laurel Hill they were less frequent. The keepers of these houses, like the wagoners and the drivers of stages, and, in fact, like the greater part of the people living along the route, looked upon the Cumberland road as being among the chiefest of earthly blessings, and would have regarded with affright the idea that it would ever be abandoned or superseded by other avenues and modes of travel.

It was a general belief that the substantially built National road, with its firm foundation of packed stone, would remain smooth and serviceable for at least a quarter of a century, while some thought it would last for double that length of time, but the result proved the fallacy of this belief. In five years from the time of its opening the ceaseless beating of hoofs, and the never-ending roll and crunch of heavy wheels had worn out its solid bed, so that in many places it was almost impassable. This was particularly the case in the vicinity of the Monongahela River, and also in the mountain region of the route, where much of the road-bed had been formed of soft sandstone. An appropriation was made by Congress, and extensive repairs were made on the road, putting the worst parts of it in good condition. But it was of short duration.¹ From that time frequent appropriations were called for, and continually repairs on the road were necessary.

It became evident that the road would be a perpetual and ever-increasing expense to the United States, without producing any income to pay for repairs. It had been built for the purpose of satisfying Ohio and the West generally, and thus preventing that section from fostering projects of secession from the Union. But that danger was now past, and the National road had become a heavy burden upon the government. In 1829, Gen. Jackson was inaugurated President of the United States, and the principles of the Democratic party became the rule of public policy.

¹ "In February of 1826 it was estimated that the sum of $278,988 would be sufficient to repair the whole road on the McAdam plan, and in May, 1827, a period of sixteen months, the superstratum or cover of reduced stone had been worn and washed away to an extent almost incredible, and proved that too great a reliance was placed upon the layer of large stones, as there were not many of them of as good a quality as was first supposed. To have effected the repair in 1827, as was contemplated in 1826, would have required an additional sum of $50,000, making $328,988 necessary to repair the road upon the best information to be obtained at that period. The utter destruction of the road was foreseen at that time unless measures were taken to repair it thoroughly, it being then in a most wretched condition."—Report of Richard Delafield, captain U.S. Engineers, laid before Congress in December, 1833.

The States Rights doctrine of that party demanded the transfer of the National road from the general government to the States through which its route was laid. It was proposed that the road from Cumberland to Wheeling be surrendered to the States of Pennsylvania, Maryland, and Virginia. The people of the sections contiguous to the road were in dread that the United States would abandon the making of repairs and suffer the road to fall into disuse, but if turned over to the States its continuance and preservation would be assured, because, while the United States could not erect toll-gates and collect tolls upon the road, the States would have the power to do so, and thus secure a revenue from the road to keep it in preservation and repair. Pennsylvania, Maryland, and Virginia would accept the road from the United States on certain conditions, among which was this, that Congress should first make an appropriation sufficient in amount to put it in good condition by macadamizing the roadway in nearly its entire length, from Cumberland to the Ohio.

In 1831 the Assembly of Pennsylvania passed " an act for the preservation and repair of the Cumberland road," approved April 4th in that year, reciting in its preamble that " Whereas, that part of the Cumberland road lying within the State of Pennsylvania is in many parts in bad condition for want of repairs, and as doubts have been entertained whether the United States have authority to erect toll-gates on said road and collect toll, and as a large proportion of the people of this commonwealth are interested in said road and its constant continuance and preservation ; Therefore" [it proceeded to declare and enact] " that as soon as the consent of the government of the United States shall have been obtained, as hereinafter provided, William F. Coplan, David Downer, of Fayette County, Stephen Hill, Benjamin Anderson, of Washington County, and Thomas Endsley, of Smithfield, Somerset Co., shall be and they are hereby appointed commissioners . . . to build tollhouses and erect toll-gates at suitable distances on so much of the Cumberland road as lies within the State of Pennsylvania. . . . That this act shall not have any force or effect until the Congress of the United States shall assent to the same, and until so much of the said road as passes through the State of Pennsylvania be first put in a good state of repair, and appropriation made by Congress for erecting toll-houses and toll-gates thereon, to be expended under the authority of the commissioners appointed by this act." Acts similar to this in effect, with regard to the acceptance of the National road, were passed by the Legislatures of Maryland and Virginia respectively on the 23d of January and 7th of 'February, 1832.

These acts of Pennsylvania, Maryland, and Virginia caused a decision by the government in July, 1832, to repair the road effectually from end to end, and then to cede it to the three States, after which the repairs were to be met by the tolls collected upon it.

"The system adopted," said Capt. Richard Delafield, the engineer who had charge of the work of repair, " was that extensively used in England, and known by the name of its inventor, McAdam. The condition of the road at this period made very extensive repairs necessary, commencing from the grade, there being neither side drains, ditches, nor culverts for draining the water, presenting no better condition for the basis of repairs on the McAdam system than what is called a ' rough grade,' with the large bridges. Rather than make a partial repair by distributing the sum appropriated over the whole line of one hundred and thirty-two miles, the parts through the mountains, being in the worst condition, and from the face of the country most difficult to travel, were first commenced. The supposition of finding good atone in the bed of the road wherewith to make macadamized metal proved fallacious: not a perch was found through the whole mountain district, the bed being composed of soft sandstone. This when broken to four-ounce pieces and used for a covering is in the course of three months reduced to sand and washed away by the heavy rains from the road into the ditches and drains, making it worse than Useless to depend upon any of the varieties of sandstone. Under these circumstances but one course was left, and that was to procure the only suitable material the country produced,—limestone. The natural position of this stone is under the sandstone, and found only in the lowest valleys, often in the beds of creeks covered with several feet of earth, and distant from the line of the road. Through the mountain it is found in few positions. The expense of repairing the road with a good material, and the only one of this character found in the country, is far greater than anticipated before these facts were known. Another heavy item in the expense of repair is the condition of the masonry; this having been exposed for a long time to the weather without coping to throw off the rain and snow, is in dilapidated condition, requiring a considerable portion to be renewed. Under these circumstances the cost of putting the road in such a condition as will justify toll being exacted is so far beyond that at first anticipated as to make it proper to draw the particular attention of Congress to the estimate for the year, based upon the facts herein stated. It will be perceived that the sum asked for the service of the year is to finish all that part lying between Cumberland and the Monongahela River and the Virginia line, and to finish the sixteen miles its Virginia, making the sum required to repair the whole road on the McAdam plan not less than six hundred and forty-five thousand dollars, of which the resources of that region of country will advantageously admit of three hundred thousand dollars being expended during the year."

The above is from Capt. Delafield's report, submitted in December, 1833, having reference to the general repairs of the Cumberland road, commenced in 1832, and continued, under his supervision (assisted by Capt.—afterwards General—George W. Cass), to the 30th of September, 1833. The further appropriation which he recommends " for the service of the year" has reference to 1834. Congress took favorable action on the recommendation of the engineer, and made the required appropriation by an act passed in June of that year. The parts of that act relative to the appropriation for repairs on the National road in Pennsylvania, Maryland, and Virginia, and to the cession of the road to those States when the proposed repairs should be completed, are here given, viz.:

"SECTION 3. That for the entire completion of repairs of the Cumberland road east of the Ohio River, and other needful improvements on said road, to carry into effect the provisions of an act of the General Assembly of Pennsylvania, entitled 'An act for the preservation of the Cumberland road,' passed the fourth day of April, 1831, and of an act of the General Assembly of the State of Maryland, entitled An act for the preservation and repair of that part of the United States road within the limits of the State of Maryland,' passed the 23d day of January, 1832, also an act of the General Assembly of Virginia, entitled An act concerning the Cumberland mad,' passed February the 7th, 1832, the sum of three hundred thousand dollars be and the same is hereby appropriated, to be paid out of any money in the treasury not otherwise appropriated, to be expended under the direction of the Secretary of War, the money to be drawn out of the treasury in such sums and at such times as may be required for the performance of the work.

" SECTION 4. That as soon es the sum by this act appropriated, or so much thereof as is necessary, shall be expended in the repair of said road, agreeably to the provisions of this act, the same shall be surrendered to the States respectively through which said road passes, and the United States shall not thereafter be subject to any expense for repairing said road."

Capt. Delafield, in his report,—or, as it is termed, "Memoir on the Progress of the Repairs of the Cumberland Road East of the Ohio to the 30th of September, 1834,"—says that the " nature and progress of the operations" of 1833 were continued to December of that year, " when, the available means being absorbed, a cessation was put to the work, and all the stock and tools collected at points on the road favorable for renewing the work in the spring" of 1834. He continues that the spring proved very unfavorable, that the road was found to have been badly washed and damaged during the winter, that it had been hoped means would have been available to recommence work with the opening of the season, but that, "being disappointed in this particular, it became indispensable to dispose of all the stock and every article of property that would command cash or materials, and apply the limited means thus raised to the drainage of the road ;" that "it was not until July of 1834 that funds were made available for continuing the repairs," but that "by about the middle of August most of the contractors had commenced their operations," and that at the date of the report " the repair on the whole line of the road was in active progress," that quarries of good limestone, before unknown, had been discovered, that "the crops of the farmer were above mediocrity, laborers were more numerous than usual, owing to completion f parts of the Chesapeake and Ohio Canal and Baltimore and Ohio Railroad," and, finally, that " with the means now available the work on the road will in all probability be brought to a close (the bridges on the new location excepted) by the date fixed in the contracts, the 31st of December."

The work, however, was not completed at the specified time. The division extending from a point five miles east of the borough of Washington westward to the Virginia line still lacked its macadamized covering, and was not finished until late in the following year; but as all the work east of this division had been done, and as this western part was then under contract for completion without delay, it was considered that the United States government, by the passage of the act of Congress of June, 1834, and by providing for the thorough repair of the Cumberland road in its entire length east of the Ohio River, nearly all f which bad already been actually accomplished, had complied with all the conditions imposed by the States of Pennsylvania, Maryland, and Virginia in their acts of 1831 and 1832. All that remained then to be done to complete the transfer of the road by the general government was its formal acceptance by the States, and this was done on the part of Pennsylvania by the passage by the General Assembly of " An act for the preservation and re-

pair of the Cumberland Road," approved April 1, 1835, the third section of which act provided and declared that " The surrender by the United States of so much of the Cumberland Road as lies within the State of Pennsylvania is hereby accepted by this State, and the commissioners to be appointed under this act are authorized to erect toll-gates on the whole or any part of said road, at such time as they may deem it expedient and proper to do so."

The two commissioners appointed by the Governor under this act proceeded, in 1835, to erect toll-gates,¹ as provided, and the collection f toll on the great road was commenced immediately. This had the effect to clear the road almost entirely (except in the mountain districts of the route) of the immense droves of horses, cattle, sheep, and hogs which had passed over it while it was a free thoroughfare. But through the mountains there was no other route, and so the drovers were compelled to use that part of the road and pay the tolls. The new system also brought into use upon this road very heavily built wagons, with wheels nine inches broad, drawn by six, and sometimes by eight, horses. Wagons having wheels of this breadth of rim, and carrying loads not exceeding five tons' weight each, were allowed to pass on a much less (proportionate) rate of toll than was charged for narrow-wheeled wagons, which were far more destructive to the road-bed. It was this discrimination which brought the broad wheels into extensive use on the Cumberland road. "I have frequently seen," says a former resident² on the line of the Cumberland road, "from forty to fifty great Conestoga six-horse teams, carrying from five to six tons each, picketed around overnight [at one of the roadside taverns] in the yards and on the commons, and all the other taverns about equally full at the same time. There were often two men with a team, who carried their own bedding, but all these men and horses had to be fed and cared for." Scarcely a day passed that did not see the main streets of the principal towns on the route crowded from end to end with these immense wagons, each of which had about one-half the carrying capacity of the modern railway-car. On the road between these towns they passed in almost continuous procession.

There was, as early as 1835, an "Adams Express" running over the line of the Cumberland road, being started in the fall of that year by Alvin Adams (founder of the now omnipresent "Adams Express Company"), — Green, of Baltimore, and Maltby & Holt, oyster dealers of the same city. It was first known along the road as the "Oyster Line," being started with a main purpose of supplying the West with fresh oysters from Baltimore during the fall and winter of 1835-36.³ Soon afterwards it became a regular express, not only continuing the oyster traffic, but carrying packages, and prosecuting a business similar to that of the express lines of the present day. They ran express-wagons, each drawn by four horses, and having relays of teams at stations ten or twelve miles apart, and the business was continued in this way on the road until the opening of the Pennsylvania Railroad.

"In 1837 a war with France was imminent, and the government at Washington, remembering the sympathy of Louisiana and New Orleans with France as the mother-country, with a lingering dread of a Western and alien combination, resolved to quicken the mail service in that direction. Proposals were advertised for to carry a light express mail-pouch, carrying short printed slips like telegrams, drafts, and paper money, on horseback through daily each way on the National road from Washington to St. Louis, and also from Dayton, Ohio, to New Orleans, at the net speed of ten miles an hour, and stopping only at principal offices. It was laid off in two sections, which were taken for a term of three years. The section from Cumberland to Uniontown was taken by A. L. Littell, and that from the last-named point to the Ohio by Benjamin L. Craven, of West Alexander. On each of these sections the service required a relay of nine horses on the road at once and three boy-riders. The time between Wheeling and Uniontown was six and a half hours; that on the eastern section a little less, the distance being a few miles shorter. At that time this express was the fastest overland mail in America, and it excited as much public interest as the arrival of a railroad train does now in a new town. Each of the contractors received about five thousand dollars per annum for the service. It was continued very successfully in 1837 and 1838, when the threatened war emergency was past, and the line was discontinued, each of the contractors receiving a considerable remuneration from the government for canceling the contract.

After the withdrawal of this express mail line of mounted messengers there were put upon the road a number of light mail-carriages to carry a through mail on fast time, making as few stops as possible. These formed what was known along the road as the " Monkey Box Line." Each carriage was furnished with a secure box for the mail, sometimes in the front and sometimes in the rear end, which was balanced by the weight of three passengers (none beyond that number being allowed to be taken), who paid an extra rate of fare in consideration of the faster time made, and the more comfortable accommodations afforded by the " Monkey Box" than by the regular mail-coach lines.

¹ Iron gates were first erected, but most of these were displaced many ears ago by wooden ones. The mile-posts along the line of the road were also of iron, and many of these are still standing.

³ Jacob Wolfe, of Canton township, Washington Co., was one of the first drivers of wagons of the Oyster Line on the Cumberland road from Wheeling in the fall of 1835.

and constantly on the increase until the business of the road received the death-blow by the opening of railroads across the Alleghenies. The stage-lines running when the road was surrendered to the States were those of Stockton & Co. (Lucius W. Stockton, Daniel Moore,¹ of Washington, Pa., and others) and J. E. Reeside,² of Lancaster. The mails were carried by Stockton & Co., who in 1836 secured the contract for four years to carry the great Western mail over this road to Wheeling, at the speed of four miles per hour, receiving for the service $63,000 per year. There was for a time intense rivalry between Reeside's " June Bug Line" and the " People's Line" of Stockton & Co. The competition became so spirited that passengers were carried by both lines at rates that were merely nominal. This was continued for a considerable time, and until both parties became nearly exhausted, when there came a cessation f hostilities, a return to the old prices, and a reorganization of the stage-lines, the Reeside line becoming the "Good Intent" (in the proprietorship of William Wurt, William Still, Alpheus Shriver, and others), and the other the "National Road Line," by Daniel. Moore, L. W. Stockton, J. C. Acheson, and Howard Kennedy. The former prices were re-established and amity restored, as far as the proprietors of the two lines were concerned, both occupying the same offices at the two ends of the route. But at the towns and stations along the road the passengers by the two lines

¹ Daniel Moore was one of the earliest stage-owners in Washington, but was preceded in the business by John Scott, who was probably the first. In the assessment roll of Washington borough for 1810 he is mentioned as a "stage-master," and in 1811 he had the contract for carrying the mails between Washington and Wheeling. Daniel Moore was at that time a merchant, and had no interest in stage lines until more than five years later. The first line of stages between Washington and Pittsburgh was started by him.

In August, 1819, D. H. Blaine and James Kincaid advertised a "New Accommodation Line" of coaches to run triweekly between Washington and Pittsburgh, "leaving D. IL Blaine's in Washington on Mondays, Wednesdays, and Fridays at noon, and arrive at Pittsburgh at seven o'clock P.M.. same day. The above arrangement will suit the present mail line from Wheeling, Va., to the city of Washington and Baltimore, the whole route to be performed in four days from Pittsburgh to either of the last-mentioned places. The fare in the coaches will be regulated by. that of the mail line."

In the year following the opening of the entire line of the National road from Cumberland to Wheeling the starting of a new stage line was announced as follows:

"A hack stage will commence running from Washington to Wheeling once a week from about the middle of April, 1821. Leave Washington at five o'clock in the morning, and arrive at Wheeling at four in the afternoon. Return next day. John Ruth the driver.

² "Gen." Reeside, as he was often called, was in his day probably the most extensive stage-owner in the United States, having lines in operation in all parts of the country, both east and west of the Mississippi. It was he who originated the phrase "chalk your hat," which in time came to be generally understood as meaning the giving of a free pass over a stage, steamboat; or railway line. Reeside gave no written passes, but instead would take the hat of the person on whom he wished to confer the favor, and mark upon it with chalk a cabalistic character which no one could counterfeit, and which would carry the wearer of the hat, free of expense, over any of Reeside's lines; such, at least, is the story which is told of him."

still dined and supped at different and rival hotels, and the old feeling of animosity was kept alive between the drivers and other subordinate adherents of the "Good Intent" and "National Road" companies.

Upon the completion of the Baltimore and Ohio Railroad as far west as Cumberland in 1844, the business of the National road, great as it had previously been, was very largely increased on account of the easy eastern connection thus formed. During the succeeding period of eight years it was frequently the case that twenty-five stages, each containing its full complement of nine inside and a number of outside passengers, "pulled out" at the same time from Wheeling, and the same was true of the eastern terminus at Cumberland. As many as sixteen coaches, fully laden with passengers, were sometimes seen in close and continuous procession crossing the Monongahela bridge between West Brownsville and Bridgeport. The lines ran daily each way, and it was sometimes the case that thirty stages, all fully loaded with passengers, stopped at one hotel in a single day.

The Monongahela Navigation Company completed its slack-water improvements to Brownsville in 1844, and from that time, during the season of navigation in each year, a large proportion of the passengers coming by stage westward from Cumberland left the road at the Monongahela and took passage by steamboat down the river, from Brownsville. This was a severe blow to the business of that part of the road between the Monongahela and Ohio Rivers, but between the Monongahela and Cumberland it was more prosperous than ever. In the year 1850 the stage-lines on the National road carried over eighteen thousand passengers to and from the Monongahela River steamboats, and the number so carried had been considerably larger than this in each of the three preceding years. But the glory of the great thoroughfare was then nearing its final eclipse. Another year of prosperity succeeded, but from the opening of the Pennsylvania Railroad to Pittsburgh in 1852, and the completion of the Baltimore and Ohio line to Wheeling in December of the same year, the business of the Cumberland road suddenly and rapidly declined; travelers to and from the West were diverted to the new routes and easier mode of conveyance, and extra passenger-coaches were no longer needed ; finally, the Western mails were sent by the other routes, and the stages were withdrawn from this ; the rumble of the broad-wheeled freight-wagons was gradually silenced along the rock-laid road-bed, and by rapid degrees the famous National highway lost its importance and became, as it is to-day, merely an avenue of local travel.

Washington and Williamsport Turnpike Road. —The company by which this road was built from the borough of Washington to Williamsport (now Monongahela City) was chartered under "An Act authorizing the Governor to incorporate four companies for making an artificial road in the town of Washington,

in this State, to intersect the Harrisburg and Pittsburgh road at or near the town of Bedford." By this act, which was passed March 18, 1816,¹ it was provided :

"That for the purpose of milking an artificial road from the town of Washington, in this State, by way of Williamsport, Robbstown, Mount Pleasant, Somerset, and the White Horse tavern, on the top of the Allegheny mountain to intersect the Harrisburg and Pittsburgh turnpike road, at or near the town of Bedford, it shall and may be lawful for the governor to incorporate four companies on the terms and conditions hereinafter mentioned and provided; one company for making so much of the said road as may lie between the town of Washington and the bank of the Monongahela River at the town of Williamsport, to be known by the name and style of ' The Washington and Williamsport Turnpike Road Company ;' one company for making so much of the said road as may lie between the bank of the Monongahela river opposite the town of Williamsport and the town of Mount Pleasant, to be known by the name and style of ' The Robbstown and Mount Pleasant Turnpike Road Company;' one company for making so much of the said road as may lie between the town of Mount Pleasant and the town of Somerset, to be called ' The Somerset and Mount Pleasant Turnpike Road Company;' and one other company for making so much of the said road as may lie between the town of Somerset and the intersection of the same road with the Harrisburg and Pittsburgh Road aforesaid, to be known by the name and style of The Somerset and Bedford Turnpike Road Company.'"

The commissioners appointed to open books for subscriptions to the stock of the Washington and Williamsport Turnpike Road Company were Alexander Murdoch, Joseph Pentecost, Thomas H. Baird, James Mitchell, David Hamilton, Alexander Reed, John Hill, Jacob Kintner, and Andrew Monroe, of the county of Washington, who were required to open books for the purpose on or before the first Monday of July next following, and when eight hundred shares or more, at fifty dollars each, should have been subscribed for, by at least forty different persons, and the fact certified to the Governor, he was empowered and directed to "create and erect the subscribers into a body politic and corporate, by the name and style of ' The President, Managers, and Company of the Washington and Williamsport Turnpike Road." The company was required to commence the road within five years, and to complete it within ten years from the passage of the act; the road to be not less than fifty, nor more than sixty, feet in width ; " twenty-one feet of it to be made an artificial road bedded with stone and gravel well compacted together."

The usual financial difficulties were encountered in the building of the road. On the 26th of March, 1821, an act was passed authorizing the Governor to subscribe for the State the sum of ten thousand dollars

¹ In the Washington Reporter of Aug. 17, 1812, is found the following mention:

"The location of the New State Road is finished from Washington to Monongahela at Williamsport. It digresses northward from the old track at Scott's smith-shop (2% miles from Washington), and passing by apt. Little's, George Vanemon's, and on the south by James Kerr's lace, enters the old road at Todd's old place, and thence pursuing nearly old track with some material amendments, passes through Ginger lilt to the landing at Joseph Parkinson's. The distance precisely eighteen miles. The distance of the old road, according to the original survey, was nineteen and three quarters; and from the numerous infringing improvements, exceeded twenty miles."

to the stock of the road, viz., one-third the amount when five miles should have been completed, another third when five miles more should be finished, and the remainder upon the completion of the third section of five miles. Another State subscription was authorized by act of Feb. 18, 1836.

The road was commenced within the required time, but not being completed (and in fact comparatively little work having been done) at the end of the specified ten years, an extension of three years was granted by act of March 18, 1826. This being found insufficient, two subsequent extensions were granted, —March 19, 1829, and Feb. 7, 1831,—and the road was finally completed, the work having been done by contract by farmers and others living along the route. It was opened in sections of five miles ; toll-gates being erected on each section as soon as completed, in accordance with a provision to that effect in the incorporating act. The stock held by the State was sold by the State treasurer, under authority conferred by an act passed Feb. 10, 1859. The Washington and Williamsport turnpike is still in existence as a toll-road, though it cannot be said that it is kept in excellent condition for travel.

Washington and Pittsburgh Turnpike Road.—This road was built by a company of the same name and style, which was chartered under an act of incorporation passed March 25, 1817, which required the company to commence the road within three years, and to complete it within ten years from the passage of the act. Books were opened for subscription on the 16th of June in the same year. The route having been located and surveyed under direction of John Hoge and Col. George Morgan, of Washington County, and Judge William Baldwin and Mr. Cowan, of Pittsburgh, work was commenced and pushed with considerable vigor, but financial difficulties intervened, which were only slightly relieved by a State subscription of twelve thousand dollars to the stock, authorized by act of the Legislature passed March 26, 1821. By the report made to the State Department, dated March 23, 1822, it is shown that ten miles of the road was then completed, of the entire distance of twenty-five miles. Individual subscriptions had been received to the amount of fifty thousand dollars, and the State subscription of twelve thousand dollars.

At the expiration of the ten years allowed by the charter for completion, only seventeen of the twenty-five miles of road bad been completed, viz., seven miles out from Pittsburgh, and ten miles northward from Washington. These sections were open for travel, and tolls were taken on them. To prevent a forfeiture of the chatter, the company procured the passage of a supplemental act (March 20, 1827) extending the time two years, and a further extension of two years was granted by an act passed March 19, 1829. This was found insufficient. Further extensions of time were obtained, and the road was finally

completed in 1835, by Maj. John H. Ewing, of Washington, superintendent of construction. Meanwhile the State had made further subscriptions to the stock of the company, aggregating about forty thousand dollars, of which the last installment dated Feb. 18, 1836. In 1843 the stock owned by the State was sold to Judge Thomas H. Baird, of Washington, Judge William Wilkins, of Pittsburgh, and others. Soon after the completion of the road the property of the company was sequestrated, Maj. John Urie being appointed sequestration, and so remaining for many years. No dividends were ever paid on the stock, though the road was kept as a toll-road for many years. The building of the Chartiers Valley Railroad destroyed all hope of more prosperous times for the turnpike, and it was finally surrendered to the townships on its route, except the seven miles between Washington and Canonsburg, which -part is still a toll-road.

Pittsburgh and Steubenville Turnpike.—This road, crossing the northwest part of Washington County, was built by a company of the same name, which was chartered under an act of the Legislature passed March 3, 1818. The managers of the company were John Bailey, James McFarren, A. Scott, West Elliott, William McCreery, A. Donaldson, B. Miller, and Samuel E. Marks. On the 26th of March, 1821, an act was passed by the Legislature authorizing and directing the Governor to subscribe on behalf of the State $12,000 to the stock of the company, to be paid in three equal installments on sections of five miles, as completed. In a report of the managers, made March 23, 1822, it is mentioned that of the whole distance of twenty-eight miles, one section of five miles was then completed ; that the individual subscriptions to the stock of the company amounted to $30,000; State subscription, $12,000. After much delay, arising from financial difficulties, the road was completed and opened, and was for some years the highway f a considerable amount of travel and traffic, which, almost as a matter of course, was diverted from it upon the opening of a railway connecting its termini.

Monongahela River Navigation.—The only navigable water of Washington County is the Monongahela River, which has been a public highway for more than a century. On the 15th of April, 1782, the Assembly of Pennsylvania enacted, with regard to this river and its principal tributary, the Youghiogheny, "That the said rivers, so far up as they or either of them have been or can be made navigable for rafts, boats, and canoes, and within the bounds and limits of this State, shall be, and they are hereby declared to be, public highways." At the time when this was done there was in progress an immense emigration to Kentucky and other Southwestern regions bordering the Ohio, and as a consequence the channel of the Monongahela might almost have been said to be crowded with Kentucky boats, keel-boats, flatboats, and a multitude of every species of river craft, laden with the families, household effects, and merchandise of the emigrants (who embarked principally at Brownsville), and with produce from various points, all bound for the lower river. This kind of travel and transportation was kept up and increased for many years, until the days of steamboating commenced, but it was constantly liable to interruption and total suspension for months at a time in the summer and autumn seasons when the river was low and without the artificial means of raising the water to a navigable stage by locks and dams.

In 1814 the Assembly passed an act (approved March 28th) which provided "That the Governor be and he is hereby authorized to appoint three competent and disinterested persons, citizens of this commonwealth, one of whom shall be a practical surveyor, to view and examine the river Monongahela from the junction of said river with the Allegheny River to the point where the southern boundary of this State crosses said river; whose duty it shall be to repair to the borough of Pittsburgh, and to view and examine the aforesaid river from the point hereinbefore designated at the borough of Pittsburgh to the point in the southern boundary aforesaid, and take the courses and distances of the several meanders of the said river between the points aforesaid, and also an accurate observation and admeasurement of the distances between the different ripples, and the elevation in feet and parts of a foot of the said ripples progressively above the horizon of Pittsburgh," and " That the commissioners shall, as soon as may be, after they shall have made the view and examination as aforesaid, present to the Governor at the next sitting of the Legislature an accurate plan of the same, with its several courses and distances, accompanied with a written report of their proceedings, describing the distances between and elevations of the different ripples; also the number of dams¹ already made, and the most suitable places for constructing other dams, locks, works, or devices necessary to be made to render said river navigable through the whole distance; and shall make, according to the best of their knowledge and judgment, an estimate of the probable expense necessary for the purposes aforesaid."

The survey and examination of the river was not made as contemplated by this act, and on the 11th of March, 1815, another act was passed reviving that of

² In "A History of the Monongahela Navigation Company," prepared by Hon. James Veech in 1873, he says, "The earliest known suggestion of an improvement of the navigation of the Monongahela by locks and dams was in a report of a survey made for the State by E. F. Gay, civil engineer, in 1828." It seems remarkable that Judge Veech (who was an original stockholder in the present Monongahela Navigation Company) should have been unaware of the fact that an act of Assembly, passed in 1817, authorized the incorporation of a company of precisely the same name and style of the present one, and having the same object,—the improvement of the river by locks and dams ; and also of the fact that as early as 1814 an act was passed (and another In 1815) providing for a survey of the Monongahela with a view to its Improvement by the construction of locks and dams.

1814, and' continuing it, with all its provisions, in force for the term of three years from the passage of the last act. Under this authority commissioners were appointed, who made an examination of the Monongahela, but nothing resulted from it in the way of improvement of the navigation of the river by the State.

In 1817 the Assembly passed an act (approved March 24th of that year) "to authorize the Governor to incorporate a company to make a lock navigation on the river Monongahela," to bear the name and style of "The President, Managers, and Company of the Monongahela Navigation Company." The act appointed Andrew Linn, Esq., and Hugh Ford, of Freeport; James Tomlinson, Elisha Hunt, George Dawson, William Hogg, Jacob Bowman, Basil Brashear, Joseph Thornton, and Israel Miller, of Brownsville; James W. Nicholson and Thomas Williams, Esq., of New Geneva; Charles Bollman, Joel Butler, and James P. Stewart, of Williamsport (now Monongahela City); Henry P. Pearson and Joseph Alexander, of Fredericktown, in the county of Washington, with seven gentlemen of Allegheny County and two of Greene County, to be commissioners .to open books for subscriptions to the stock of the company at Pittsburgh and other points along the river. The capital stock of the company to be seventy-eight thousand dollars, in two thousand six hundred shares of thirty dollars each. As soon as five hundred shares should be subscribed the Governor was directed to issue the charter of the company, and it was enacted "that as soon as a company shall have been incorporated by the Governor to make a lock navigation on the Monongahela River, he is hereby authorized and required to subscribe in behalf of this commonwealth for one thousand shares of the stock of said company at thirty dollars for each share, to be paid upon warrants drawn by the Governor on the State Treasurer in favor of the President and Managers of said company."

By the terms of the act of incorporation, the company was required, in making their improvements on the river, "to erect at Bogg's ripple a dam of the height of three feet six inches; at Braddock's lower ripple, a dam of the height of three feet six inches; at Braddock's upper ripple, a dam of the height of three feet six inches ; at Peters Creek ripple, a dam of the height of four feet two inches ; at Baldwin's ripple, a dam of the height of four feet three inches ; at Frye's ripple, a dam of the height of three feet ten inches; at Forsyth's ripple, a dam of the height of three feet eight inches; at Brownsville ripple, a dam of the height of four feet six inches; at Smith's ripple, a dam of the height of four feet eight and a half inches; at Heaton's ripple, a dam of the height of four feet five inches ; at Muddy Creek ripple, a dam of the height of four feet five inches; at Gilmore's ripple, a dam of the height of three feet ten inches; at Little Whitely ripple, a dam of the height of four feet four inches ; at Geneva ripple, a dam of the height of three feet four inches; at Dunkard ripple, a dam of the height of three feet six inches; and at Cheat River ripple, a dam of the height of three feet three inches," with the privilege of raising any or all the dams not to exceed six inches above the specified height, if it should be found necessary to do so. Owners of dams which had been erected at certain points on the river for mill purposes prior to the passage of the act were required to raise such dams to the specified height (if they were not already up to it), and to keep them in repair; and for so doing they were empowered to collect tolls from boats and other craft passing them.

The company was required, under penalty of a forfeiture of their charter, to " proceed to carry on the said work" within five years from the date of the act, and to complete the slack-water navigation of the first section—from Pittsburgh to the mouth of Dun-lap's Creek—in seven years thereafter, and to complete the second section—from Dunlap's Creek to the mouth of Cheat River—in twenty-five years from the passage of the act. These conditions were not complied with, and forfeiture resulted in 1822. Beyond this fact, nothing has been found to show what was the extent of the operations of the old Monongahela Navigation Company during its existence, except that the books were opened in August, 1817; that the Governor of Pennsylvania subscribed on behalf of the Commonwealth for one thousand shares of the stock as required, subscriptions having previously been received from individuals sufficient in amount to authorize the chartering and organization of the company under the act. It is evident that the amount of its capital stock, if fully subscribed and paid in, was insufficient for the purposes intended, and that even if the projected improvements had been completed, as specified in the act, they would have been wholly inadequate to the requirements of navigation on the Monongahela.

In the spring of 1822, a few days after the expiration of five years from the passage of the act authorizing the Monongahela Navigation Company, an act was passed by the Assembly (approved April 2d of the year named) taking the improvement of the Monongahela into the hands of the State, and providing "That Solomon Krepps and Joseph Enochs, of Fayette County, and William Leckey, of Pittsburgh, be and they are hereby appointed commissioners, who shall have power, and it shall be their duty, to cause to be removed all obstructions which impede or injure the navigation of said river Monongahela, by making a slope or inclined navigation from the Virginia State line to its junction with the Allegheny River, and said improvement to commence at the mouth of Dun-lap's Creek in Fayette County, and for that purpose to employ suitable persons to perform said work ;" and " That ten thousand dollars of the stock subscribed by the Governor on behalf of this Common-

wealth in the stock of the. Monongahela Navigation Company be and is hereby appropriated to defray the expenses of removing the said obstructions. . . ."

By another section of the act it was provided and declared "That this, act shall not go into operation until the Monongahela Navigation Company shall have first settled all accounts of said company, . . . and until the Monongahela Navigation Company shall also have relinquished their shares in the stock of said company, as well those held by individuals as those held by companies, which relinquishment shall have been certified and transmitted under the band and seal of the president and managers of said company, or a majority of them,'to the Governor, stating that they relinquish all the rights, powers, and privileges in and to the navigation of the river Monongahela vested in them by an act passed the 24th of March, 1817, entitled An act to authorize the Governor to incorporate a company to make a lock navigation on the river Monongahela,' and from thenceforth said company shall cease and determine as if the said act had not been passed."

The persons appointed as viewers and commissioners to examine the work done on the river by the first-named commissioners, and to report to the Governor whether or not, in their opinion, the money granted by the State had been judiciously expended, were John Brownlee, of Washington, Henry Heaton, of Fayette, and John Walker, of Allegheny County. Nothing has been found showing the nature and extent of the improvements made by the commissioners under this act, or how much the navigation of the Monongahela was benefitted by them, but it is evident that the expenditure of the small sum of ten thousand dollars on more than ninety miles of river channel could not have produced any very great results.

A supplement to the act of April 2, 1822, for the improvement of the Monongahela by the State, was passed and approved March 29, 1823. One of the sections of this supplementary act provided that all persons owning dams and locks on the Monongahela, which were built or begun to be built, or raised to the required height in pursuance of the provisions (before mentioned) of the act of 1817, authorizing the incorporation of the Navigation Company, might petition the Governor, setting forth the facts, whereupon the Governor was required to appoint three commissioners to view such locks and dams, and upon their report to the Governor that the improvements had been constructed agreeably to the terms of the act, he was required to grant to the owners of such improvements authority to collect tolls from all boats passing such locks and dams.

In 1828 a report was made to the Assembly of Pennsylvania, giving the result of a survey of the river by E. F. Gay, and favoring its improvement by the State, but nothing was done. In 1832 the late Hon. Andrew Stewart made an effort in the Congress of the United States to have the work done by the national government, as an extension, under the act of 1824, of the improvement of the navigation of the Ohio to the National road at Brownsville. Congress provided for a survey of the river to Brownsville, which was made in 1833 by Dr. William Howard, United States civil engineer. His plan was to build locks and low dams, eight in number, of four and a half feet lift, except that No. 1 would he six feet, the object being to use them only when the river was low. Congress having declined to authorize the work, a public meeting held at Waynesburg, Greene Co., Nov. 18, 1835, recommended and urged the improvement by the State. The movement was at once seconded by the citizens of Pittsburgh, Brownsville, and Williamsport, and legislation was sought and obtained.

The actual improvement of the Monongahela by the formation of a practical slack-water navigation was finally accomplished by the Monongahela Navigation Company (second of that name and style), which was incorporated under an act of Assembly approved March 31, 1836, with an authorized capital of $300,000, in six thousand shares of $50 each, with power "to increase the number of shares to such extent as shall be deemed sufficient to accomplish the work."

The persons appointed as commissioners to receive subscriptions to the stock were Thomas H. Baird, Aaron Kerr, Ephraim L. Blaine, William Briant, Sheshbazzer Bentley, Andrew Gregg, John Bowers, William Vankirk, Samuel Beatty, William Hopkins, and James Gordon, of Washington County ; George Dawson, Benedict Kimber, George Hogg, James L. Bowman, Israel Miller, David Gilmore, E. P. Oliphant, Jeremiah Davison, Thomas Wilson, Tazewell P. Martin, George Cramer, Yates S. Conwell, Thomas Beatty, Aaron Bucher, John Harshe, Andrew Stewart, Samuel Evans, Isaac Crow, George Vance, James C. Etington, Robert Brown, James C. Ramsey, David B. Rhoads, William Everhart, Westley Frost, and Samuel J. Krepps, of Fayette County ; and a number of gentlemen of Greene and Allegheny Counties. When two thousand shares were subscribed the company was entitled to a charter, and might organize in not less than twenty days. Upon organization the company was empowered " to form and make, erect and set up any dams, locks, or any other device whatsoever which they shall think most fit and convenient to make a complete slack-water navigation between the points herein mentioned, to wit : the city of Pittsburgh and the Virginia State line; and that the dams which they shall so construct for the purpose of slack-water navigation shall not exceed in height four feet six inches; and that the locks for the purposes of passing steamboats, barges, and other craft up and down said river shall be of sufficient width and length to admit a safe and easy passage for steamboats, barges, and other craft up as well as down said river." This act, like that which was passed for the creation

of the old company in 1817, authorized the company to use, lease, or sell the water-power from the dams, and conferred on the individual owners of dams previously built (if by them raised to the required height) the right to collect toll from boats passing down or up the river. By the terms of the act the company was required to commence work within five years, and to complete the improvement to the Virginia line within twelve years from its passage, under penalty of forfeiture of charter.

During the year 1836 sufficient stock was subscribed to authorize the issue of a charter early in 1837, and on the 10th of February in that year the company was organized by the election of officers, as follows:

President, James Clarke; Treasurer, John D. Davis; Secretary, Jesse H. Duncan; Managers, Thomas Bakewell, James L. Bowman, John H. Ewing, John Freeman, Cephas Gregg, George Hogg, John Lyon, John Tassey, William Wade, Samuel Walker.

By the sixth section of the State act of Feb. 18, 1836, chartering the United States Bank, it was required, among other burdens imposed, to subscribe to the stock of this company, then in prospect, $50,000 at the opening of its books, and $50,000 more when $100,000 of stock from other sources should have been expended on the work. The State, by act of April 14, 1838, subscribed $25,000 in stock, and by act of June 11, 1840, $100,000 more.

In the summer of 1838 a careful survey of the river was made by an engineer corps, at the head of which was W. Milnor Roberts (afterwards engineer of the Northern Pacific Railroad, and now or recently engaged in the service of the Brazilian government), with Nathan McDowell and Robert W. Clarke, assistants.

From Pittsburgh to Brownsville was found to be about 55 ½ miles, and the ascent a little over 33 ½ feet; from Brownsville to the Virginia line, a little over 35 miles, ascent 41 feet; totals, 90½ miles, and 74½ feet. This would have required seventeen dams of four and one-half feet lift,—one, on an average, for every five miles,—thereby causing delays and tolls which would have been unendurably vexatious, and an expenditure in construction and attendance which would have made the work wholly unremunerative. Besides, on some of the ripples the fall was three and four feet, and one, at the mouth of Cheat River, six feet. It was soon seen that this plan must be abandoned. Accordingly the Legislature, by a supplemental act, approved June 24, 1839, authorized the company to construct the dams eight feet in height from pool to pool.

The supplemental act also repealed that section of the original act which gave to individual owners of dams on the river the right to collect tolls from boats, in consideration of constructing or raising their dams to the required height and keeping them in repair, the adoption of the later plan of higher lifts rendering these dams useless to the navigation.

At first it was thought that ten dams of eight feet in height would be required to carry the work to the State line (five below and five above the mouth of Dunlap's Creek), but by an authorized increase of dam No. 4 to ten feet, and those above Brownsville (three in number) to whatever height the banks would allow, it was found that seven would be sufficient.

Dam and lock No. 1, a mile above Smithfield Street bridge, Pittsburgh, was let by contract, Dec. 17, 1838, to J. K. and J. B. Moorhead. No. 2, at Braddock's upper ripple, was contracted (re-let), May 17, 1839, to Coreys and Adams. Both these dams were put in use Oct. 18, 1841, though neither was entirely completed at the time.

On the 15th of July, 1840, lock and dam No. 3, at Watson's Run, two miles above Elizabeth, was let to Bills & Foreman ; and No.4, at Frey's Shoals, to Fenlon & Patton (changed in construction to Fenlon & Lonergan). The work was under the general direction of Chief Engineer Roberts. The construction of Nos. 3 and 4, from the commencement of work until May, 1841, was under the personal supervision of George W. Cass. In the contract for No. 4, the company, to provide against a (not improbable) lack of funds, reserved the right to stop the work at any time, paying for what had been done. In May, 1841, for the cause which had been foreseen, they were obliged to avail themselves of this right, and for the same reason work on No. 3 was suspended at the sometimes.

The year 1842 brought great discouragement to the company. The United States Bank broke, and failed to subscribe and pay its second $50,000. Of the second ($100,000) subscription of the State, the company was compelled to receive a .large portion in State bonds, and having received them were compelled to sell them at a loss of fifty per cent. Many of the individual subscribers for stock resisted payment, while some were unable to pay. The company owed $40,000, and had no money to pay with. Everything sizable was taken and sold on execution. In 1841 an effort was made to secure further aid from the State, but this was unsuccessful, for the condition of the State treasury would not permit the investment. In 1842 a very strong effort was made to interest certain Baltimore capitalists and persuade them to replenish the company's treasury, so as to complete the slack-water improvement to Brownsville, and thereby make it a feeder to the Baltimore and Ohio Railroad, which about that time was nearing Cumberland, where it was thought it would be obliged to make a long halt. But the Marylanders were too intent on pushing their great work to the Ohio to engage in any side enterprise, especially one which they could not control.

For two years the work made no progress, except to decay. The whole project became a "mortification to its friends and projectors, and a nuisance to the navigation." Its friends were almost ready to abandon it to the mercies of the floods and of an in-

dignant public, when aid came from an unexpected source. The State's financial condition had become so depressed that the Legislature, by act of July 27, 1842, and again by act of April 8, 1843, directed sales of all its corporation stocks, among them its $125,000 in this company. This induced a number of men of capital, enterprise, and of unfaltering faith in the ultimate success of the improvement to buy this stock,—of course at a low figure,—and thereupon to engage to repair and complete the work to Brownsville, upon ten-year coupon bonds, secured by a mortgage of the improvement and its revenues to be applied first to old debts, second to interest, and then to reimburse to themselves the principal of their actual expenditure. These men were James K. Moorhead, Morgan Robertson, George Schnable, Charles Avery, Thomas M. Howe, John Graham, Thomas Bakewell, J. B. Moorhead, and John Freeman. They did the work, chiefly through sub-contractors,¹ under the name of Moorhead, Robertson & Co. Their contract with the company was made Nov. 9, 1843. It was July, 1844, before they could get effectively at work, but they went at it with such energy and skill, with Sylvanus Lathrop for engineer, and J. B. Moorhead for superintendent, that on the 13th of November, 1844, —dams No. 3 and 4 being completed, and the breach in No. 1 thoroughly repaired,—the lower division of the Monongahela improvement was formally opened from Pittsburgh to Brownsville.

At the time of the opening there had been expended on the improvement (exclusive of engineering and salaries of officers) the sum of $418,000, viz.: construction of dams and locks Nos. 1 and 2, $160,500 ; repairing of damages on same, $35,000; construction of Nos. 3 and 4, $222,500.

Before the work was opened to Brownsville in 1844, the Baltimore and Ohio Railroad had been completed to Cumberland. The route of travel and traffic from that place to Brownsville was over seventy-five miles of the hard, smooth National road, which then more than ever before was crowded with stage-coaches laden to the full with passengers to and from the railroad terminus at Cumberland, and the greater part of these passengers were now delivered to or received from the Monongahela River steamboats at Brownsville, and this continued during the navigation season in each year until the opening of the Pennsylvania Railroad to Pittsburgh in 1852. Here were eight years of a rich harvest for the slack-water and the eastern division of the National road. During that time the Navigation carried between Brownsville and Pittsburgh more than two hundred and eighty thousand through passengers, a large proportion of whom passed by stage over the great road. In the same time more than four hundred and sixty-two thousand way passengers were carried between the same points; and

¹ The lock at No. 3 was built by Alston & Bonney, and the dam by John Lindsay. Lock and dam No. 4 were built by Lockhart & Thomas.

the total passenger tolls for that period amounted to $126,100.23. From 1845 to 1847 the revenues had almost doubled, thereby enabling the company in 1847 to nearly extinguish its old floating debt, keep down the interest, and pay $13,500 of the principal of the $231,500 of bonds which had been issued to Moorhead, Robertson & Co.

About this time there arose a strong excitement in opposition to the operations of the company, and a general demand was made that the coal tolls on the slack-water should be lowered, also that the dams should be made low enough to be "jumped" at high water. Many of those interested in the navigation of the river demanded that the dams be cut down to four and a half feet, as required by the act of 1836, and they bitterly denounced the company and the Legislature of 1839, which passed the supplemental act authorizing the raising of the dams to eight feet. It was foretold, with a great deal of gravity and apparent wisdom, that " if the high dams are suffered to remain as they are the coal lands up the river will always be worthless!" The agitation failed to accomplish the lowering f the dams, but the company reduced the tolls on pools Nos. 3 and 4 on coal in flat-boats intended to go down the Ohio. A calm succeeded, and the people were satisfied.

The relations between the company and the coal-owners became harmonious, and have ever since remained so. The latter found that their predictions of the utter worthlessness of coal lands in case the high dams were allowed to remain were baseless, but that, on the contrary, those lands were rising rapidly in value from year to year. This appreciation has been continued and rapid, especially in the later years, until the present time.

Notwithstanding that the tolls from freights and passengers continued about the same for many years, such was the rapid increase of the coal trade that at the end of 1853 the entire indebtedness to Moorhead, Robertson & Co. was paid ; and but for new debts incurred in 1850 for some additional rights ($2000), and a second lock at dam No. 1 ($56,800), and in 1853-54 another lock at dam No. 2, costing about $50,000,² rendered necessary to accommodate the increased coal trade, and the extension above Brownsville, the company could have been free of debt.

The building of the dams above Brownsville had been postponed from time to time on account of the low condition of the company's finances. From 1848 to 1853 several attempts were made to raise the necessary funds by obtaining new subscriptions to stock, but without success. The stock was nominally doubled in 1848, bringing it up to a total of $521,000, but this did not add to the company's available means. The Legislature, by act 'of Jan. 25, 1854, made it imperative upon the company to put locks and dams Nos. 5 and 6 under contract, and have them com-

² Alstons & Hannay were the contractors for the new lock at No. 1; Ersman & Hardy for that at No. 2.

pleted, No. 5 before June 1, 1855, and No. 6 before Dec. 1, 1855. The improvement to the State line was required to be completed before Dec. 1, 1857, but this requirement was relaxed by act of April 8, 1857, so as not to require No. 7 to be begun until locks and dams to carry the work from the State line to Morgantown should be put under contract, and with the completion of which No. 7 was to be contemporaneous.

In compliance with the act of Jan. 25, 1854, the company promptly put Nos. 5 and 6 under contract, No. 5, just above Watkins' Bar, two miles above Brownsville, to Burns & Ross; and No. 6, at Rice's Landing, ten miles farther up, to Messrs. Dull. They were constructed at a cost (including the raising of dam No. 4 and some dredging) of about $200,000, and were completed and ready for use in November, 1856, thus opening the slack-water navigation to Geneva.

All the original locks are one hundred and ninety by fifty feet in the chambers between the points or mitres of the gates and the side-walls. The entire length of the walls is two hundred and fifty-two feet, and their height about twenty-five feet. They are ten and twelve feet thick, built of heavy blocks of dressed stone, laid in hydraulic cement and securely clamped. Except those at Nos. 1 and 6, which have rock bases, they are built upon heavy oak timber deeply laid and covered with heavy oak plank. Each of the old locks contains over five thousand three hundred perches of stone. The new ones (put in in addition to the original ones in locks Nos. 1 and 2) are larger and contain proportionately more. These are two hundred and fifty by fifty-six feet in the chambers, but built in other respects as were the old ones. To show the facility with which boats are passed through these locks, the following quotation is given from the report of the board of managers to the stockholders, presented January 12th of the present year (1882), viz.: " In twenty hours between midnight of the 17th of December last and the same hour of the ensuing night there were passed through lock No. 1 forty-two coal-boats, forty-six barges, ten flats, and two fuel-boats, containing together an aggregate of 1,661,000 bushels, or about 63,118 tons of coal. A correspondingly increased amount could have been passed during the twenty-four hours had not the passage of boats been suspended during four hours of that day by the refusal of the pilots of some tow-boats to pass down below out of the way of the boats seeking to leave the lock."

"The coal business on the Monongahela," says the above-quoted report, "has increased so largely in recent years that the pressure for the passage of coal-boats in time of a rise of the river has become very great at dam No. 3, where there is only a single lock. As the necessity arose, a similar difficulty at locks Nos. 1 and 2 was relieved by the construction of a second and enlarged lock at each of those points. The company has, therefore, in order to meet promptly the demands of the coal trade and afford every facility for rapid navigation, ordered a new lock, of larger dimensions than any heretofore constructed on their improvement, to be built alongside of the present lock No. 3. This work will be put under contract and completed as speedily as possible; and they have it also in contemplation to duplicate the lock at No. 4, also on an enlarged scale. These improvements will fully accommodate, for many years to come, the still rapidly-increasing coal trade out of pools Nos. 3 and 4, especially when the formation of a pool below dam No. 1 shall have been effected.

"The United States government, having completed lock and dam No. 9, at Hoard's Rock, in West Virginia, are now proceeding with the construction of lock and dam No. 8, near Dunkard's Creek. If this work were completed it would only require the erection of lock and dam No. 7 by this company to furnish a slack-water navigation between Pittsburgh and Morgantown, in West Virginia, a total distance of one hundred and two miles. This company has accordingly entered into a contract with Messrs. Harrold & McDonald for the immediate erection of lock and dam No. 7, which, unless the season should prove so unfavorable as to prevent it, will be completed during the present year, and which, by connecting with the government work now partly in process of construction and partly completed, will fulfill the obligation of the company under its charter, and furnish a complete slack-water navigation not only up to but beyond the limit of the Virginia State line. This work, when completed, will furnish on the Monongahela River the longest reach of slack-water steamboat navigation in the United States, if not in the world. . • ."

Following is a statement of the number of bushels of coal and slack shipped from the several pools of the Monongahala slack-water during each month of the year 1881,¹ viz. :

¹ The following table from "Legislative Document No. 8" shows the number of employees and the production of coal in Washington County for the year ending December, 1881:

This gives a total of ninety million thirty-five thousand three hundred and sixty bushels of coal, coke, and slack shipped from the several pools of the Monongahela Navigation Company in the year 1881, which is a total increase of a little more than six hundred and fifty thousand bushels over the business of 1880. The passenger business of 1881 was but little more than one-third that of the preceding year, this being due to the opening of the railroad from West Brownsville to. Pittsburgh in the spring of 1881. The decrease will of course continue, and grow more marked as the railroads now in process of construction penetrate southward to West Virginia. But the passenger trade is an item of small and ever-lessening comparative importance to the navigation of the river. The natural resources of the country furnish its main business, and this will be the case in the future even more than it is at present. The mineral treasures lying hidden beneath the everlasting hills of the Monongahela, and as yet hardly beginning to be developed, will sustain and swell the navigation of the river, and bring surpassing prosperity to its valley. The Monongahela improvement, which, as its opponents forty years ago prophesied, was to render the coal lands of the upper river worthless, has, instead, been largely, if not principally, instrumental in making them accessible, enhancing their value far beyond the wildest dreams of that day, and making their owners wealthy. While accomplishing this, after years of disaster and discouragement, the Navigation Company has also achieved success for itself, and its present prosperity is certainly well merited.

The presidents of the company have been : James Clarke, elected at the organization, in February, 1837, and held till October, 1840 ; Thomas Bakewell, pro tempore, from October, 1840, to January, 1841, then elected and held till the following October; William Eichbaum, pro tempore, from October, 1841, to January, 1842, then elected and held till January, 1844 ; Samuel R. Johnston, January, 1844, to January, 1845; John B. Butler, January, 1845, to July, 1846, when he entered the army as paymaster in the Mexican war. James K. Moorhead succeeded him as president pro tempore, holding till January, 1847, when he was elected, and has held the office of president of the company from that time continuously for more than thirty-five years. The present officers of the Monongahela Navigation Company are :

Managers, John Harper, Felix R. Brunot, M. K. Moorhead, N. B. Hogg, William Morrison, J. B. Murdoch, Alexander Bradley, J. B. Sweitzer, Joseph Albree, A. C. Bakewell.

Steamboat navigation on the Monongahela was commenced in the year 1814, when the " Enterprise," which had been built at Brownsville by Daniel French and others, left that place under command of Henry M. Shreve, and passed down the Monongahela, Ohio, and Mississippi Rivers to New Orleans, being the first boat that ever made the trip from Pittsburgh to that city and return. The " Dispatch" was also built by the same parties, and went down the Monongahela and Ohio not long after the " Enterprise." During the thirty years that succeeded the building of these two boats, before the opening of the slack-water from Pittsburgh to Brownsville, the Monongahela was navigated in the times of high water by a multitude of steamboats, of which it is impracticable to give the names or any connected account. Mention should be made, however, of the two brothers, Capt. William and Capt. James Parkinson, sons of Benjamin Parkinson,¹ natives and residents of Washington County, who were among the most famous river-men of the early days of Monongahela River navigation, and who became almost as well known on the lower Ohio and Mississippi as on the river along whose shores they played in boyhood. They both were engaged in steamboat navigation on the Monongahela long before the opening of the slack-water improvement. In February, 1841, Gen. Harrison (who was then on his way to Washington, D. C., to be inaugurated President of the United States) traveled on Capt. William Parkinson's boat, the " Moxahalla," from Pittsburgh to Brownsville. The weather was exceedingly cold and damp, and the President-elect being called for at every landing, was compelled to go on shore and show himself bare-headed to the crowds which had collected to greet him. The result was a severe cold, which Capt. Parkinson always believed and declared to be the cause of the general's death, which occurred very soon after his inauguration.

Upon the completion of the slackwater improvement to Brownsville, the brothers Parkinson became prominent men in the company which placed the first line of steamers upon it, but after some years they

¹ Benjamin Parkinson, father of William and James, was an extensive mill owner at the mouth of Mingo Creek, and a nephew of Benjamin Parkinson, whose name frequently occurs in the annals of ths " Whiskey Insurrection," and also of Joseph Parkinson, who founded the settlement at Parkinson's Ferry, now Monongahela City.

disposed of their interests on the Monongahela, and ran a boat or boats of their own in the trade between Pittsburgh and St. Louis.

The first regular line boat that ran upon the Monongahela slack-water after its completion between Brownsville and Pittsburgh was the side-wheeler "Louis McLane," so named for the first president of the Baltimore and Ohio Railroad. With her, on alternate days, ran the " Consul," also a side-wheeler. Both these boats were regarded as fast, the "McLane" being the more so of the two. After about four years' service she was dismantled at Brownsville, and parts of her used in the building of the Pittsburgh and Wheeling packet " Diurnal,"

The two line boats above mentioned were succeeded by the "Atlantic" and "Baltic," which were both built at Brownsville, and both very fast boats. They came out in 1849. After three or four years' service the "Baltic" was dismantled, and the other was put in use as a tow-boat. After a time she too was demolished, and her material used in building the sternwheeler " Hercules." The " Baltic" and " Atlantic" were succeeded in the line by the "Luzerne" and "Jefferson." While the former was building, in 1852, the flood carried the hull off the ways and over the dams. It was caught at McKeesport, and towed into the Youghiogheny, where it was completed. The "Jefferson" was built at McKeesport, and after her tour of duty on the slack-water was dismantled at Brownsville. The "Luzerne" was taken to the Mississippi, where she ran between Rock Island and Galena, Ill., and was finally snagged near the Iowa shore, above Lyons. About 1854 the "Redstone" was built by John S. Pringle, now of West Brownsville. She was put on the line, but ran only a few months, when she was sold to go in the lower Ohio River trade ; but her career was ended soon afterwards by the explosion of her boilers near Carrollton, Ky.

The "Telegraph," built at California by McFall, ran on the line for about twelve years, and was accounted a "lucky" boat. After her long career on the slackwater she was dismantled at Brownsville. Some of her machinery was put in the "Scotia," recently built for the Ohio. The " Geneva," sternwheeler, ran on the line for a short time about 1855. The "Dunbar" was built by John S. Pringle about 1859 for the Monongahela trade, but being a little too large to pass the locks conveniently, was sold to run on the lower Ohio and Tennessee Rivers. At the commencement of the war of 1861-65 she fell into the hands of the Confederates. After the fall of Fort Henry she with several other boats was chased up the Tennessee by the United States gunboats " Lexington," " Conestoga," and " Tyler." She passed Pittsburgh Landing and Eastport, and a short distance above the latter escaped her pursuers by running up a creek which was too shoal for the Federal gunboats to follow. But she left her bones there, for the water falling she was unable to get back to the river, and was dismantled by the Confederates; who took her machinery overland to the Chattahoochie River, where it was used in another boat.

Among the later boats running on the line between Pittsburgh and New Geneva there have been the " Franklin," the " Gallatin," the " Fayette," the " Elisha Bennett," " Chieftain," " Elector," "John Snowdon," and the present boats of the Geneva line, —the "James G. Blaine," "Geneva," and "Germania." The "Franklin" and "Gallatin" ran together on the line for a few years, after which service the "Gallatin" was sold to run as a ferry-boat between Memphis, Tenn., and the Arkansas shore of the Mississippi, and the "Franklin" was taken to pieces at Brownsville, her machinery being placed in the "Geneva," which is still on the line. The "Fayette," which was built at Brownsville, was one of the finest boats ever running on the Monongahela, as well as one of the most successful. She was sold to go in the lower Ohio River trade, between Cairo, Ill., and Evansville, Ind. The career of the " Elisha Bennett" was disastrous, ending in her total loss in 1878. She was carried away from her wharf at Brownsville, in the night, by flood and ice, and crushed at dam No. 4. The "Chieftain" met the same fate at the same time. This last-named boat and the " Elector" were not put on the river to run in the regular Geneva line, but in the " People's Line," an opposition which was put on about 1867. This line was discontinued by their boats being purchased by the other company and run as boats of the regular line.

The "Pittsburgh, Brownsville and Geneva Packet Company" was incorporated under an act of Assembly passed Feb. 21, 1868, with a capital of $150,000, and authority to increase to $300,000. The cooperators named in the act were " Benjamin Coursin, John J. House, Mark Boreland, William Britten, Clark Breading, Samuel H. Smith, Joseph G. Ritchie, and their associates," the object for which the company was incorporated being to run steamers for the carrying of passengers and freight on the Monongahela River, which, however, they had been doing for years before the incorporation, this being the legalization, but not the commencement, of the enterprise. The first president of the company was J. K. Moorhead, who was succeeded by George W. Cass, and he by Adam Jacobs. Nearly all the steamers already mentioned as having run on the Monongahela were of this line. The present boats of the company making daily trips each way between Pittsburgh and New Geneva are the " James G. Blaine," " Geneva," and " Germania." The present (December, 1881) officers of the packet company are: Managers, Adam Jacobs, president; Isaac C. Woodward, Charles E. Spear, Benjamin F. Coursin, H. B. Cock, William Parkhill, George E. Hogg ; Secretary and Treasurer, H. W. Robinson.

Railroads.—The Baltimore and Ohio Railroad Company was the first corporation which made any

actual movement towards the construction of a railway line through the valley of the Monongahela River or any part of the territory of Washington County. That company having been incorporated by the Legislature of Maryland at their December session in the year 1826, applied to the General Assembly of Pennsylvania for authority to construct their road through this State to or towards a terminus on the Ohio. To this petition the Assembly responded Feb. 27, 1828, by the passage of " An act to authorize the Baltimore and Ohio Railroad Company to construct a railroad through Pennsylvania, in a direction from Baltimore to the Ohio River." The act recited in its preamble that "it is in accordance with that liberal course of policy which has ever been pursued by this Commonwealth to promote the facility of trade and intercourse between the citizens of Pennsylvania and the citizens of her sister States, and no doubt is entertained but the same motives of policy will govern the State of Maryland should an application at any time hereafter be made by the government of this State for leave to intersect the said railroad in the State of Maryland by the construction of a railroad by the State of Pennsylvania, or any company which may by law be incorporated for such purpose." The company was required to complete its road in Pennsylvania within fifteen years from the passage of the act, otherwise the act to be void and of no effect.

In 1829 the engineers of the company commenced the exploration of routes through Pennsylvania, and this was soon followed by preliminary surveys, extending through several years, a very thorough examination being made of a wide range of country, extending from the mouth of Dunkard Creek northward as far as the northern limits of Washington County. A report on the western part of the proposed route was made by the company's chief engineer, Jonathan Wright, Esq., of Washington County, in 1835, and, being favorable for the construction of the road, it awakened considerable interest and enthusiasm among the people of the Monongahela Valley. In some of the newspapers of November, 1835, is found a report of a " Great Railroad Meeting," held at Brownsville on the 3d of that month, "to promote the immediate construction of a railroad between Cumberland and Brownsville, and thence to Wheeling and Pittsburgh, at which it was announced that the chief engineer of the Baltimore and Ohio Company had made an examination of this section of country, and had made his report to the effect that a railroad could be constructed between the places mentioned " without the use of any inclined plane." The meeting resolved that it was expedient to hold a railroad convention at Brownsville on Thursday, the 25th of the same month, to be composed of delegates from the District of Columbia, and from towns, cities, and counties feeling an interest in the enterprise. No report of such a convention has been found, nor does it appear that any further public action was taken in the premises. It is evident that the Brownsville meeting of November 3d did not convene for the purpose of adopting or considering any definite plan of action, but merely to express in general terms, approval of the project of a railroad line from the Potomac to the Ohio by way of Brownsville and Washington County.

The surveys of the Baltimore and Ohio Company were continued in 1836 to 1838, and a route was decided on as to its principal points. Crossing the Monongahela River at Brownsville, the route was surveyed thence into the valley of Ten-Mile Creek, and up that valley to its head; from that point, crossing the dividing ridge to Templeton Run, it-passed down the valleys of that stream and Wheeling Creek to the Ohio at Wheeling.¹ Leaving the proposed main line near the crossing of the Monongahela, a branch road was surveyed to Pittsburgh, in accordance with the requirement of the ninth section of the act of Feb. 27, 1828, viz.: " That, as a condition on which this act is granted, it shall be the duty of the said company, in case the railroad aforesaid, made in this Commonwealth in pursuance of this act, shall not terminate at the Ohio River in the vicinity of Pittsburgh, to construct a lateral railroad simultaneously, on the same principles and plans of the main railroad, and which shall connect the city of Pittsburgh with the main railroad."

The preparations of the Baltimore and Ohio Company for the construction of a railroad through Pennsylvania embraced not only the making of elaborate surveys, but also the making of contracts for the right of way, which they did with several hundred land-owners in Washington, Fayette, and Somerset Counties. But at that time the attention of the company was engrossed and their funds absorbed in the construction of their road between Baltimore and Cumberland, and as it had become apparent that they could not complete the Pennsylvania part of the road within the required time of fifteen years from the passage of the act of 1828, they asked an extension, which was granted by the General Assembly of Pennsylvania in a supplemental act approved June 20, 1839, by .the provisions of which the time in which the company were required to finish their road or roads in Pennsylvania was extended four years, or to the 27th of February, 1847.

When the company had completed their road westward from Baltimore to Cumberland (in 1844) there remained less than three years in which to construct the part lying in Pennsylvania, under the requirement of the supplemental act of 1839. A further extension of time was necessary, and was applied for to the Pennsylvania Assembly; but in the mean time the Pennsylvania Railroad was being pushed westward to cross the Alleghenies and make Pittsburgh its western terminus, and now the business men, maim-

¹ Several other surveys were made, but this was the one which was considered the most practicable, and which was adopted by Chief Engineer Knight.

facturers, and people of influence in that city, who in 1828 and in 1839 were ready to do all in their power to secure a railroad, even if it were but a branch from a main line, from the seaboard to Wheeling, were now, in view of the prospective direct connection with Philadelphia by the main line of the Pennsylvania Railroad (in which many of them were also stockholders), entirely favorable to that road, and as wholly opposed to the support of a competing line commencing at the Maryland metropolis, and to have its western terminus not at Pittsburgh, but at the rival city of Wheeling.

Besides the opposition of the people of Pittsburgh, the Baltimore and Ohio Company had to encounter the determined hostility of the inhabitants of the country through which their railroad was to pass. This arose principally from the belief that the proposed railway would supersede and ruin the National road, and consequently ruin themselves and the country. This opposition, added to the combined influence of the city of Pittsburgh and of the Pennsylvania Railroad, proved too powerful for the Baltimore and Ohio Railroad Company to overcome in the Assembly of this State; and so that company, after repeated ineffectual attempts to obtain a further extension of time for building their road through the State of Pennsylvania, found themselves compelled to abandon the enterprise and complete their road from Cumberland to Wheeling through the State of Virginia. Years afterwards, however, they accomplished one of the principal objects they then had in view (the extension of their line to the city of Pittsburgh) by leasing roads already built by companies holding charters from Pennsylvania.

The " Washington and Pittsburgh Railroad Company" was incorporated in 1831, the project for building a railroad between the places indicated in the title having originated in Washington. It was first brought to public notice at a meeting of the citizens of the borough held at the court-house on the 27th of December, 1830, and organized by the appointment of John Johnson, Esq., president; Capt. William Hunter, vice-president; and Joseph Henderson and Thomas Morgan, secretaries. Hon. Thomas H. Baird addressed the meeting at length, and offered the following resolutions, which were adopted :

"Resolved, That the town of Washington, being situated at the extreme northern angle of the Cumberland Road, presents the nearest point of practicable junction with the Pennsylvania Canal at Pittsburgh.

"Resolved, That a connection between these great commercial avenues is desirable, as respects the interests of this town and section of country, and also the interests of Pittsburgh, Philadelphia, and the intermediate line.

"Resolved, That the inclined plane of Chartiers Creek presents a practicable and direct route for a Railway, and at the least possible expense.

"Resolved, That a petition be addressed to the Legislature praying the incorporation of a company to construct a Railroad from Washington to Pittsburgh, or the bank of the Monongahela opposite the debouche of the Pennsylvania Canal."

A committee was appointed to circulate a petition, to explore a route, ascertain its practicability, expense, local and general advantages, and to obtain releases along the line. On the 26th of February, 1831, "a Friend to the Road," in an article in the Washington Examiner, gave detailed cost of material, grading, etc., for the thirty miles (which was the length of the proposed route) as $89,267. A bill was brought before the Legislature of Pennsylvania asking for the incorporation of the " Washington and Pittsburgh Railroad Company." It passed the House and Senate, and on the 18th of March, 1831, was approved by the Governor. Charles De Hass, a civil engineer, was employed to make a preliminary survey. Two routes were surveyed, one by Chartiers Valley, a distance of thirty-three miles ; the other "from a point near Mr. Cowan's mill up the valley f Scrub-Grass Run to the summit between that run and Saw-Mill Run, from thence by the latter run to the Ohio River near the toll-gate," this line being three miles shorter than the other route.

On the 30th of March, 1831, Mr. De Hass made his report and presented plans, maps, and draft of the route, cuts, masonry, etc., with estimate of cost. Thomas H. Baird, T. M. T. McKennan, James Ruple, John K. Wilson, Isaac Leet, John Watson, and John K. Ewing, of Washington County, and Charles Cowan, William Lea, James Herriot, John McKee, Francis Bailey, and Ross Wilkins, of Allegheny County, were appointed commissioners to receive subscriptions. Books were opened in Washington at the house of David Morris, and in Pittsburgh at the hotel of Nicholas Griffith. The amount of subscriptions obtained is not known, but it seems probable that they were not large, as Judge Baird paid for the survey out, f his private funds. Alexander Reed addressed a letter to Jonathan Knight, then chief engineer of the Baltimore and Ohio Railroad Company, asking him to lay the matter before that company (who were at that time intending to run the main line of their road through Washington County to the Ohio) and induce them to build or aid in building the proposed road from Washington to Pittsburgh. Mr. Knight, in his reply, said the proposition could not be entertained, as the company had use for all their funds and more, but that they would be glad to connect with the proposed road and use it as an auxiliary. The result was that the road was not commenced, and at the expiration of the specified time the charter was forfeited. On the 1st of April, 1837, another act was passed incorporating the Washington and Pittsburgh Railroad Company, by which Daniel Moore, William Hunter, Alexander Reed, James Ruple, John K. Wilson, John H. Ewing, John Cook, John Dagg, Dr. John ,Wishart, William Smith, Dr. Samuel Murdoch, Robert Officer, John Watson, Daniel Huston, Joshua Emery, and Samuel Hazlett, of Washington County, and eighteen gentlemen of Allegheny County were appointed commissioners to open books of subscription at Washington, Canonsburg, and Pittsburgh. The location of the road was

described in the act as "beginning at some point within the borough of Washington, in the county aforesaid, and terminating at some suitable point at or near Allison's Run, in the township of Chartiers ;" and it was provided also " that the said company shall have power, and they are hereby authorized to construct, continue, and extend in a northerly direction the line of their said railroad from the said point at or near Allison's Run to a point at or near the city of Pittsburgh." Nothing was done under this incorporating act. A supplemental act was passed April 22, 1846, reviving a part of the original act and appointing commissioners to open books for subscriptions to the stock on or before the 1st of December following the passage of the supplement. Books were opened, but this attempt was no more successful than those which had preceded it, and the result was failure to construct the road.

The Pittsburgh and Steubenville Railroad Company was incorporated under an act of Legislature, approved March 24, 1849, which conferred " power to construct a railroad commencing on the Monongahela River near Pittsburgh, and running in the direction of Steubenville, on the Ohio River, to a point on the Virginia State line," the work of construction to be commenced within three years and completed within eight years from the passage of the act. In 1852 a supplemental act was passed (which became a law April 21st in that year) authorizing the company to connect its line with that of the Pennsylvania Railroad and with any other railroad at the Virginia line, also to construct branches as deemed expedient. Another supplement was passed Feb. 24, 1853, authorizing the commissioners of Allegheny County, under a recommendation by the grand jury, to subscribe ten thousand dollars to the stock of the road. On the 20th of April, in the same year, the Pittsburgh and Steubenville Railroad Company was authorized to borrow not exceeding five hundred thousand dollars, and issue its bonds therefor, and the city of Philadelphia was authorized to subscribe four thousand shares of the stock of the company.

The construction of the road was put under contract in June, 1852, and work was commenced on it soon afterwards, but did not progress rapidly. On the 26th of January, 1854, it was announced that " the tunnel at Dinsmore Summit is progressing at a rate that will complete it by June next," but the work was suspended soon afterwards, and eleven years elapsed before it was completed. In September, 1857, it was announced that arrangements had been made with King & Thompson, by which the work would be pushed to a speedy completion. Finally, after many discouraging delays, the road was finished, the trains running for the first time over the entire length on the permanent track in October, 1865. But the affairs of the company were not prosperous, and the road was sold under foreclosure Nov. 6,1867. In May, 1868, a consolidation was formed of the Pittsburgh and Steubenville, the "Panhandle," the Holliday's Cove (West Virginia),el and Steubenville and Indiana Railroads, all being placed under one management and known as the Pittsburgh, Cincinnati and St. Louis Railway, making a line of one hundred and ninety-three miles in length, from Pittsburgh to Columbus, Ohio. The same arrangement and name and style of the road still continues. The stations on the main line within the county of Washington are McDonald, Midway, Bulger, Cardville or Burgettstown, Dinsmore, and Hanlan's.

The Hempfield Railroad Company was incorporated under an act (passed May 15, 1&50 ) conferring authority "to locate and construct a railroad with one or mon tracks from Greensburg, in Westmoreland County, to some point or place at or near West Newton, in sin( county, or to some point or place not more than three miles from West Newton, by the nearest and best route; and the said company shall have authority to extend said road or a branch thereof by the nearer and best route to some point or place on the western boundary line of Donegal township, in Washington County, and to make and erect such warehouses, toll houses, carriages, cars, and all other works and appendages necessary for the convenience of said company in the use of said road." The company was required by the terms of the act to commence the construction of the road within three years, and to complete it within ten years from the passage of the act under penalty of forfeiture of charter. The commissionaires appointed by the act to open the subscription-books of the company were S. L. Carpenter Henry Welty, H. T. Brady, H. D. Foster, J. M. Burrell, John C. Plumer, David Fullwood, Joseph H Kuhns, John Morrison, A. T. King, William Jack and H. C. Marchand.

An act passed April 12, 1851, authorized the company to construct branches with single or double tracks from any points in Washington or Allegheny County to such points as they deemed expedient, with such rights and franchises as were conferred in the act of May 15, 1850; and it also authorized the company to borrow money in amount not exceeding the capital stock, and to issue therefor bonds bearing interest not exceeding six per cent. An act passed July 24, 1852, authorized the boroughs of Washington and Monongahela City to subscribe for stock of the Hempfield Railroad Company not exceeding $50,000 each, to borrow money for the purpose, and provide for its payment by tax. The commissioners of Washington County were also authorized by the same act to subscribe for four thousand shares (at $50 per share) on behalf of the county, and borrow money and issue bonds for the amount, redeemable in not less than ten years, and payable in not exceeding twenty-five years, at a rate of interest not exceeding six per cent., payable semi-annually. The borough of Greensburg,

Westmoreland Co., was authorized by act of May 6, 1852, to subscribe to the company's stock not exceeding five hundred shares.

Application was made by the company to the Legislature of Virginia for incorporation in that State for the purpose of extending the proposed road through its territory from the west line of Washington County, Pa., to the Ohio River. Accordingly, on the 14th of March, 1851, an act was passed incorporating the company in Virginia.

The company organized under the Pennsylvania act in January, 1851, T. M. T. McKennan being its first president. The eminent engineer, Jonathan Knight, of Washington County, was employed to examine the country with a view to selection of the most practicable route. Five different routes were surveyed, and the one selected (from Washington to Wheeling) upon which the road was afterwards built. Charles Ellet, Jr., was appointed chief engineer of the company, Mr. Knight being unable at the time to accept the position.

The resources of the company, as reported Nov. 17, 1851, were: Subscription by Ohio County, Va., $300,000; individual subscriptions in same county, $154,000; subscription by Washington County, $200,000; individual subscriptions in Washington County, $100,000; total, $754,000. The Washington Review of March 25, 1852, mentioned that "the Directors of the Hempfield Railroad Company met in this borough on Tuesday last and agreed to put the heavy portion of the road immediately under contract ;" and on the 13th of May following it was announced in the same paper that "the western end of the road has been sold to contractors."

At a meeting of stockholders held at Washington, on Monday, Nov. 19, 1855, James C. Clarke, of Westmoreland County, C. M. Reed, A. W. Acheson, and William McKennan, of Washington, and Thomas Sweeney, J. C. Acheson, and Sobieski Brady, of Wheeling, were elected directors of the company, and the report of George Smith, chief engineer, was submitted, showing as follows : The first nine miles east of Wheeling was ready for laying the rails; the first rail on the line had been laid on the 23d of the preceding month. In the grading of the road-bed a maximum grade of sixty-six feet to the mile had been preserved. A locomotive had been purchased of the Norristown Railroad Company, and was in use in the construction of the road. The cost of work done up to the 1st of November, 1855, was as follows : Total expended on graduation, masonry, bridges, and railway supplies between Wheeling and Greensburg, $1,247,200. This amount included fencing, land damages, etc.. but not engineers' salaries and expenses, which amounted to $58,600. The estimated cost of road between Wheeling and Washington, including stations and equipment, was placed at $1,434,000, of which the amount then expended was $983,500. Finally the chief engineer gave it as his opinion that the road between Wheeling and Washington would be completed and in running order within six months from the date of his report. The prediction, however, was not verified; the road was not completed ready for business until the spring of 1857, when freight trains commenced running between Washington and Wheeling. The first passenger trains ran over the entire length of the road between these termini on the 30th of September in the same year.

A considerable amount .of work had been done on the eastern end of the route (between Washington. and Greensburg), but this was abandoned or suspended about 1854. In 1855 the company issued bonds and mortgaged the road. In 1861 proceedings were commenced in foreclosure, and the road placed in charge of trustees. In the spring of 1871 the Supreme Court decreed the sale of the road, and in June of that year it was sold with all the franchises of the company to John King, Jr., of Baltimore (vice-president of the Baltimore and Ohio Railroad), for $131,000. The purchaser (or the persona whom he represented) held bonds of the road to the amount of about $80,000, many of which had been purchased below fifteen per cent. of their face. The trustees of the road, Joseph H. Seal, William Workman, and William O. Hughart, transferred the entire property to the purchaser, John King, Jr., and he to the Wheeling, Pittsburgh and Baltimore Railroad Company, which was the name and style adopted under the reorganization, though the road was then and still is under the control of the Baltimore and Ohio Railroad Company.

It was the intention of the new management to make the road between Wheeling and Washington a part of a new through line from the Ohio to Baltimore and Washington, and under this plan to connect it with the Pittsburgh Division of the Baltimore and Ohio Road, instead of extending it from Washington to Greensburg as had been projected by the original company, and on which route a large amount had been done. This made it necessary to locate a new route for the road east of Washington, and the change of route required a new act of incorporation, which was obtained, and under it the " Ohio and Baltimore Short Line Railway Company" was organized in February, 1872. A new route for the eastern extension was adopted, leaving the original route (from Washington to Greensburg) at a point about four miles east of Washington; thence crossing the Monongahela at Belle Vernon, Fayette Co. (instead of at Monongahela City as by the original route of the Hempfield Road) ; thence to the Youghiogheny, crossing that stream at Dawson Station, where the connection was to' be made with the Pittsburgh and Connellsville (or Pittsburgh Division of the Baltimore and Ohio) Road. Work on the extension was commenced by the company in 1873, and prosecuted with vigor until the commencement of the great financial panic of that year, when it was suspended. The

suspension continued for so great a length of time that it was thought best to permit the charter to lapse and reorganize under the same title. Accordingly, new articles of association were executed May 5, 1881, by the following-named cooperators: William H. Smith, Andrew H. Happer, William Workman, William S. Bryson, John M. Stockdale, A. Todd Baird, Henry M. Dougan, and William C. King, all of Washington, Pa., and James B. Washington, of Allegheny, Pa. The capital stock is $1,000,000 ; company to continue five hundred years. The object of the new "Ohio and Baltimore Short Line Railway Company" is nearly the same as that of the earlier company of the same name, except that the crossing of the Monongahela is proposed to be made at Greenfield, and instead of connecting with the Pittsburgh Division of the Baltimore and Ohio Road at Dawson's Station, the connection is to be made farther up the line, at a point between Dawson and Connellsville. Immediately after the organization of the new company in 1881, operations were commenced on the extension, and were pushed with energy during the season, and for some time in the spring of 1882; but as they have since been suspended, the early completion of the road does not seem to be yet assured.

The "Chartiers Valley Railroad Company" was incorporated under an act of Legislature (approved Feb. 7, 1853) conferring the right " to construct a railroad from the city of Pittsburgh, in the county of Allegheny, by way of Canonsburg to the borough of Washington, in Washington County ;" also to connect with the Pittsburgh and Steubenville Railroad at a suitable point, and with the Hempfield Railroad at or near the borough of Washington. John H. Ewing, John Bausman, L. P. Hitchcock, Jacob Morgan, William S. Calahan, George S. Hayes, John Boyce, Thomas Watson, John Weaver, Daniel Houston, Robert McKnight, David P. Morgan, James O'Hara Denny, Thomas Bakewell, Henry Graff, James K. Moorhead, Frederick Lorenz, William Larimer, Jr., George Ledlie, Lecky Harper, Mansfield Brown, William NI. Daniel, and Charles Paulson were appointed to receive subscriptions to the stock of the company, which was authorized to the amount of $500,000. The incorporating act authorized public subscriptions to the stock, as follows : By the city of Pittsburgh, 5000 shares; Birmingham, East Birmingham, and South Pittsburgh, each 500 shares; the borough of Canonsburg, 550 shares; the borough of Washington, 500 shares.¹ The commissioners of Allegheny and Washington were also authorized to subscribe on behalf of their respective counties upon recommendation of the grand jury. The construction of the road was required to be commenced within three

¹ At a meeting of citizens of Washington borough, held at the courthouse Dec. 31, 1853, a resolution that the borough subscribe "500 shares of the capital stock of the Chartisrs Railroad Company" was adopted by a vote of 84 to 3.

years, and completed within seven years from the passage of the act of incorporation.

The route of the road was surveyed and permanently located to connect with the Pittsburgh and Steubenville Railroad at Mansfield, Allegheny Co. It was laid off in one-mile sections, placed under contract, and the work of grading commenced on all parts of the line. Reports of the chief engineer (D. Mitchell, Jr.) showed that up to Jan. 1, 1856, the sum of $162,525.26 had been expended; that from that time to Jan. 1, 1857, the further amount of $88,139.45 was expended, making a total of $250, 664.71; and it was believed that the grading of the road would be completed in four months from the latter date, at an estimated cost of $86,309.40, exclusive of ballasting, which, with superstructure, bridging, right of way, and incidentals, would require an additional amount of $263,525.89. Total amount required to complete the road and pay indebtedness already incurred, $382,292.62.

The usual embarrassments and delays experienced in the building of railroads were encountered in this. Finally the unfinished road was sold to William J. Howard, solicitor for the Pennsylvania Railroad Company, for $45,100. A mortgage of $500,000 was placed upon the road, with the proceeds of which it was pushed to completion. In December, 1870, the announcement was published that on and after the 19th of that month trains would run regularly between Pittsburgh and Canonsburg. On the 15th of the following May trains commenced running to Washington, and on Thursday, the 18th of the same month, the road was formally opened in its entire length by the running of excursion trains and a celebration of the event in the town hall at Washington ; the address of welcome being delivered by the Hon. George S. Hart, who made reference to the long and disheartening struggle which had been made to secure the construction of the railway which had that day been formally opened; a struggle which had been commenced forty years before by Judge Baird, Charles De Hass, Maj. John H. Ewing, and others. Maj. Ewing, who was present, made some remarks in response, and Judge Hart's address of welcome was replied to by John H. Hampton on behalf of the visitors from Pittsburgh and Allegheny City.

On the 8th of December, 1871, the Chartiers Valley Railroad was leased to the Pittsburgh, Cincinnati and St. Louis Railway Company, and is still run in connection with that line as the Chartiers or Washington Branch.

The Pittsburgh, Virginia and Charleston Railway was first projected by a, company which was incorporated by an act of Assembly approved April 8, 1867, as the Monongahela Valley Railroad Company, with power to construct and equip a railroad from a point at or near Pittsburgh, along the Monongahela River, to a point at or near Rice's Landing, in Greene County,

Pa., and thence to Waynesburg, with the right to construct any branch or lateral road, not exceeding tenmiles in length, to the coal-fields of Allegheny, Washington, Westmoreland, Fayette, and Greene Counties; the capital stock not to exceed twenty thousand dollars per mile of road constructed and equipped.

By a supplemental act, approved March 31, 1868, the company was " authorized to construct its railroad with single or double tracks from a point at or near the city of Pittsburgh, by such route as the board of directors may determine, to a point at or near Monongahela City, in Washington County, and thence up either bank of the Monongahela River to a point at er near Rice's Landing, with power to construct such branches as the directors may deem necessary, and to connect all or either of them with any railroad or railroads now constructed, and that may be hereafter constructed ;" and the company was further authorized to extend its road or branches to the boundary line of West Virginia. On the 4th of February, 1870, an act was passed changing the corporate name of the company to that of the Pittsburgh, Virginia and Charleston Railway Company, which from that time became also the name of the line of road.

The survey of the route of the Monongahela Valley Railroad was commenced in the spring of 1869, and completed during that season ; but no part of the work of construction was done until after the name of the company had been changed by the act of February, 1870. Operations were commenced soon afterwards and prosecuted without much of the delay which is usual in the building of railways ; and in the fall of 1873 the road was completed and opened to Monongahela City, and trains commenced running regularly between that place and Pittsburgh. The great financial panic which began in that year caused serious delays and embarrassments in the construction of the road south of Monongahela City, so that it was not until May, 1881, that the line was opened to West Brownsville, giving to that borough and to the two towns on the opposite side of the Monongahela the first railroad communication they had ever enjoyed.

In May, 1879, this road and its franchises passed to the control and management of the Pennsylvania Railroad Company, by which it is now operated as the" Monongahela Division" of its lines. The Uniontown extension or branch of the Pittsburgh, Virginia and Charleston Railroad is now in process of construction, having been commenced by the Pennsylvania Railroad Company in January, 1881. Starting from the completed road west of the Monongahela at Huntsville, it crosses that river by a bridge at the mouth of Redstone Creek, below West Brownsville, and runs from that point to Hogsett's Cut, about one mile north of Uniontown, where it joins the Southwest Pennsylvania Railroad. It is now very near completion, the announcement being made that it will be opened in its entire length (sixteen miles) in August, 1882.

The Pittsburgh Southern Railroad (narrow-gauge) connects Washington borough with Pittsburgh, its route being from Washington through the northeast part of Washington County, and thence through Allegheny County to Temperanceville, on the south side of the Monongahela opposite the city. The project of building this road was originated by A. C. Hays and John H. Miller in 1876. With them were afterwards associated in the enterprise M. D. Hays, T. P. Roberts, Dr. Kerr, Colin M. Reed, Sr., Joshua Wright, W. W. Smith, and George P. Hays. A company was formed to build the road, and incorporated as the " Pittsburgh, Castle Shannon and Washington Railroad Company." An amendment to the charter and a reorganization succeeded, the cooperators under the amended charter being J. H. Miller, M. D. Hays, Joshua Wright, Joseph Phillips, John Rogers, West Fry, Thomas McClelland, Josiah Reamer, Dr. Kerr, and A. C. Hays.

The work of construction was commenced in July, 1877, at Finleyville and other points nearer Pittsburgh, and was carried forward so rapidly that in January, 1878, the track was completed from Pittsburgh to Finleyville, Washington Co., and the grading was finished from there to Munntown, in Nottingham township. In the following spring the name of the road was changed to " Pittsburgh Southern Railroad," and at the same time the plan was changed so as to make the northern terminus of the road at Temperanceville. Work was continued during 1878, and in the succeeding winter the road was completed to Washington, this making a third railway line connecting the county-seat with the Ohio River. The first regular train ran through over the entire length of the road Feb. 24, 1879. The road soon became so much embarrassed that it was sold at sheriff's sale, the purchaser being James H. Hopkins, of Pittsburgh, who, as is understood, still holds a controlling interest, and is president of the road. The stations of the Pittsburgh Southern in Washington County are Boyer's, Finleyville, Peters Creek, Anderson's, Mc-Comb's, Virginia Junction, Thomas', Gilkeson's, Brownlee's, Wyland's, Clokeyville, Zeideker, Vance's, and Washington. The length of the road is thirty-four miles. It is in contemplation by the management of the Pittsburgh Southern to build a southern extension of the road, commencing at Virginia Junction, and passing thence by way of Bentleyville, Hillsborough, and other points to Morgantown, W. Va. A part of that line was placed under contract in June, 1878, and the grading was completed ready for the iron to Hillsborough, but operations were suspended, and nothing has since been done towards carrying through the extension.

The Waynesburg and Washington Railroad (narrow-gauge) connects the borough of Washington with Waynesburg, Greene Co., being twenty-seven and one-half miles in length. The company was organized

in 1875, the following-named persons composing the board of managers, viz.: J. G. Ritchie (president), W. G. W. Day, S. W. Scott, W. T. Lantz, Jacob Swart, Henry Swart, Clark Hackney, W. S. Bryson, John Ross. The work of construction proceeded, and on the 6th of August, 1877, the tracklayers moving southward from Washington reached Banetown, a distance of ten miles. On the 1st of September following, fourteen miles south from Washington had been completed, and trains commenced running. On the 17th of the same month the track crossed the Greene County line, and the locomotive " General Greene" entered that county, the first locomotive ever within its boundaries. About the 1st of October in the same year the road was completed, and trains commenced running regularly over its entire length from Washington to Waynesburg. The cost of the road was $4975 per mile exclusive of equipment.

The Presbyterian Church in Washington County —The United Presbyterian Church—The Associate Presbyterian Theological Seminary—The Cumberland Presbyterian Church—The Disciples of Christ—The Catholic Church.

The Presbyterian Church in Washington County.¹—From the first settlement of the territory subsequently included in the limits of the county of Washington, Pa., a part of the scattered population consisted of persons who held to the Presbyterian form of faith and worship. The number of these was largely increased after the Penn Proprietaries, in 1769, opened their land-office in Philadelphia for acquiring titles to land west of the mountains. For several years following this, notwithstanding the obstructions arising from conflict of jurisdiction between Virginia and Pennsylvania, a constant stream of immigration flowed into the country, and of this inflowing population Scotch-Irish Presbyterians constituted a principal part. Some of these were direct from North Ireland and West Scotland, a few from New Jersey and Virginia, much the larger part from Chester, York, and Lancaster Counties in Pennsylvania, Cecil County in Maryland, and New Castle County in Delaware.

Coeval with this influx, church organizations began to be formed. Rev. John McMillan was the earliest Presbyterian minister settled in what is now Washington County. He first visited the West in 1775, and received urgent calls from the Chartiers and Pigeon Creek congregations to become their pastor, which he accepted, but did not remove his family and locate permanently until 1778, but in the mean time repeatedly visited his congregations, and ordained elders, administered the sacraments, and performed other pastoral duties. In 1777, Rev. Thaddeus Dodd

visited the Ten-Mile settlement, and shortly afterwards started to remove with his family, which, however, he did not fully accomplish until 1779. This same year Rev. Joseph Smith became pastor of Buffalo and Cross Creek Churches.

At a meeting of the Synod of New York and Philadelphia held May 16, 1781, these three ministers, together with Rev. James Power, of Westmoreland County, were, at their own request, erected into a separate presbytery, to be called the Presbytery of Redstone. The first meeting was appointed to be held at Laurel Hill, in what is now Fayette County; but this was adjudged impracticable on account of Indian incursions, which prevented the Washington County ministers from going so far away from their homes. The meeting accordingly was held at Pigeon Creek, in Washington County, at the time appointed, which was Sept. 19, 1781, eleven o'clock A.M. The record runs thus: " Ubi post preces sederunt. The Rev. Messrs. John McMillan, James Power, and Thaddeus Dodd, elders; John Neil, Demas Lindley, and Patrick Scott. Absent, Rev. Joseph Smith."

In 1788 the Presbytery of Redstone became a constituent part of the Synod of Virginia, which was one of the four synods created by the division of the General Synod and the erection of the General Assembly, which held its first meeting in May, 1789.

For several years Messrs. McMillan, Dodd, and Smith were the only Presbyterian ministers in the county. The first additions to their number were from those educated, licensed, and ordained by themselves. In 1788 Presbytery licensed John Brice, James Hughes, and Joseph Patterson. On the 11th of November, 1789, Mr. Patterson was ordained to the full work of the ministry, and became pastor of the united congregations of Raccoon, in Washington County, and Montours, in Allegheny County. On the 21st of April, 1790, Mr. Hughes was ordained, and became pastor of Lower Buffalo, in Washington County, and Short Creek, now West Liberty, in Ohio County, Va. On the 22d of April, 1790, Mr. Brice was ordained, and became pastor of Three Ridges, now West Alexander, in Washington County, and of Forks of Wheeling, Ohio Co., Va.

In 1793 the Synod of Virginia erected from Redstone Presbytery a new presbytery west of the Monongahela River, to be called the Presbytery of Ohio. Of the five ministers composing it, all except one, Rev. John Clark, of Bethel and Lebanon, in Allegheny County, were resident in Washington County, viz., John McMillan, Joseph Patterson, James Hughes, and John Brice. Rev. Messrs. Smith and Dodd had died a short time previously, and the churches of Cross Creek, Upper Buffalo, and Ten-Mile were without pastors.

The first meeting of the Presbytery of Ohio was held at Buffalo, Oct. 22,1793. The elders present were John Miller, Josiah Scott, John Riddle, Wm. McCullough, John McWilliams, Robert Lyle, and Joseph Coe.

On the 13th of June, 1794, Thomas Marquis, who had been licensed by the Presbytery of Redstone the year preceding, was ordained and installed pastor of Upper Buffalo and Cross Creek. On the 30th of November, 1796, Samuel Ralston, a graduate of Glasgow University, and who had been licensed in Ireland, was ordained by the Presbytery of Ohio and installed as the first pastor of the united congregations of Mingo Creek and Horseshoe Bottom. In June, 1800, Elisha McCurdy, a licentiate of the Presbytery, was ordained and installed pastor of the united congregations of Cross-Roads and Three Springs. In 1802, Rev. John Anderson became pastor of Upper Buffalo.

In May, 1802, the General Assembly erected the Synod of Pittsburgh, including in it the Presbytery of Ohio. This was the first Synod erected west of the mountains. It met at Pittsburgh Sept. 29, 1802. Of the sixteen ministers reported as belonging at that time to the Presbytery of Ohio eleven were pastors in Washington County, viz.: the eight just named, and Thomas Moore, pastor of Ten-Mile ; Andrew Gwinn, pastor of Pigeon Creek; John Watson, pastor of Miller's Run, first president of Jefferson College.

In October, 1819, the Synod of Pittsburgh erected from the Presbytery of Ohio a new Presbytery, to be called the Presbytery of Washington. Of the nine ministers composing it seven were in the bounds of Washington County, viz.: Thomas Marquis, John Anderson, Elisha McCurdy, Joseph Stevenson, Cephas Dodd, Andrew Wylie, and Thomas Hoge. The first meeting was held at Three Ridges Oct. 19, 1819. The elders present were John Henry, John Flack, John Maxwell, Joseph Donaghy, William Brown, David Gray, and Ziba Casterline.

At the time the Presbytery of Washington was erected there still remained in connection with the Presbytery of Ohio seven ministers resident in Washington County, viz.: John McMillan, pastor of Char-tiers; Joseph Patterson, without charge; Boyd Mercer, without charge ; Samuel Ralston, pastor of Mingo and Williamsport; Matthew Brown, pastor of Washington; William McMillan, pastor of Miller's Run and president of Jefferson College; and Moses Allen, pastor of Raccoon. Thus there were fourteen minis-ten resident in the county at this time, while the church at Pigeon Creek was without a pastor.

In 1841 the General Assembly erected a new Synod, to be called the Synod of Wheeling, in which the Presbytery of Washington was included. At this time twelve of the twenty-one ministers composing the Presbytery resided in Washington County, viz.: David McConaughy, Cephas Dodd, John McCluskey, Daniel Dernelle, David Hervey, William P. Alrich, John Eagleson, Eb. S. Graham, James M. Smith, John Stockton, John Moore, and James McKennan. At the same time eight others who belonged to the Presbytery of Ohio were also residents of Washington County, viz., Samuel Ralston, Matthew Brown, William Smith, Lemuel F. Leake, John Kerr, John M. Smith, Alexander B. Brown, and Clement V. McKaig.

In the general reconstruction of the Synods in 1870, consequent on the reunion of the Old and New School branches of the church, the Synod of Wheeling ceased to exist, and the Presbytery of Washington reverted to the Synod of Pittsburgh. At the same time the Presbytery of Ohio had its name changed to the Presbytery of Pittsburgh.

The following statistics, taken from official records for year ending April 1, 1881, show very nearly the present status of the Presbyterian Church in Washington County: Within the Presbytery of Washing-ton,—ministers, 18; churches, 17. Within the Presbytery of Pittsburgh,—ministers, 11 ; churches, 9. Total, ministers, 29; churches, 26; ruling elders, 140; communicants, 5063; Sabbath-school scholars, 4025; funds contributed,—home missions, $2068 ; foreign missions, $4055; education, $584; publication, $411; church erection, $486; relief fund, $420; freedmen, $516; sustentation, $242; General Assembly, $420; congregational, $35,363; miscellaneous, $1080.

The following table gives a synoptical view of the churches and ministers within the county :

The United Presbyterian Church.¹—The United Presbyterian Church is a lineal descendant of the secession from the Church of Scotland in the year 1734. To comprehend aright the ground of that secession,