the night of March 28, 1778. General Hand received a hint of this move
early in the evening and dispatched a squad of soldiers to McKee’s house
Sunday morning to remove McKee to Fort Pitt. The soldiers arrived too
late. The members of the little party who had fled into Indian land in
that rough season were Captain McKee, his cousin, Robert Surphlit; Simon
Girty, Matthew Elliott, a man of the name of Higgins, and two Negro
slaves belonging to McKee.
Simon Girty was a Pennsylvanian, who had been captured by the Indians
when eleven years old, kept in captivity for three years by the Seneca,
and afterward employed at Fort Pitt as an interpreter and messenger. He
had served the American cause faithfully. He then became the most
notorious renegade and Tory in Pennsylvania.
The Tories in their flight made their way through the woods to the
Delaware town Coshocton, where they tarried several days endeavoring to
incite the tribe to rise against the colonists. Their efforts were
thwarted by Chief White Eyes, who declared his friendship for the
“buckskins” as he called the Americans, and he proved his sincerity
until his death.
Chief White Eyes and Captain Pipe, an influential chief, debated in the
Coshocton council on the advocacy of war, White Eyes pleading the cause
of peace. The oratory of White Eyes carried the day and the seven Tories
departed to the Shawnee towns on the Scioto, where they were welcomed.
Many of the Shawnee were already on the warpath, and all were eager to
hear the arguments of their friend McKee. James Girty, a brother of
Simon, was then with the Shawnee tribe, having been sent from Fort Pitt
by General Hand on a futile peace mission. He had been raised among the
Shawnee, was a natural savage and at once joined his brother and the
other Tories.
When Governor Hamilton heard of the flight of Captain McKee and his
companions from Fort Pitt, he dispatched Edward Hazle to the Scioto to
conduct the renegades safely through the several Indian tribes to
Detroit. Hamilton, as would be expected, received them cordially and
gave them commissions in the British service. For sixteen years McKee,
Elliott and the Girtys were the merciless scourges of the border. They
were the instigators and leaders of many Indian raids, and their
intimate knowledge of the frontier rendered their operations especially
effective. Long after the close of the Revolution they continued their
deadly enmity to the American cause and were largely responsible for the
general Indian war of 1790–94.
McKee and his associate renegades left behind them at Fort Pitt a band
of Tories who had planned to blow up the fortress and escape in boats at
night. In some way the scheme was frustrated just in time, probably by
the confession of one of the conspirators, and the disaster averted. A
score of the traitors escaped in boats during the night, and fled down
the Ohio River. On the following day they were pursued and overtaken
near the mouth of the Muskingum. Eight of the runaways escaped to the
shore and were lost in the trackless woods; some were killed in the
conflict which then occurred and the others were taken back as prisoners
to Fort Pitt.
Two were shot, another hanged and two were publicly whipped on the
parade ground of the fort. The punishment of these men was almost the
last act performed by General Hand before he was relieved by General
Lachlan McIntosh, but it put an end to the machinations of the Tories at
Pittsburgh.
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Colonel Clapham Commissioned to Build
Fort Augusta, March 29, 1756
From the moment Captain John Smith beheld the waters of the Susquehanna
to the present, it has been the main artery for the development of
Central and Northern Pennsylvania.
The two great branches of the Susquehanna River join at what is now
Northumberland, but opposite is a plain, where the old Indian town of
Shamokin was located, upon which the present city of Sunbury was laid
out July 4, 1772.
It was at Shamokin where the Indians established a vice-regal government
and installed the noble Shikellamy, the friend of the English and foe of
intemperance and vice. This was the largest and most important Indian
town south of Tioga Point. It was visited by the Moravian missionaries
and the interpreter, Conrad Weiser, tarried there in 1737 on his way to
a council at Onondaga. He and Shikellamy became intimate friends and
remained so until the latter’s death, December 17, 1748.
The erection of a fort at Shamokin was repeatedly urged by friendly
Indians, especially Andrew Montour and Monakatuatha or the Delaware Half
King, at a council at Harris’ Ferry, November 1, 1755. This request was
favorably considered by Governor Morris, but refused by the Assembly.
After Braddock’s defeat, when the French and Indians began to attack the
settlers along the frontier, occurred the terrible massacre at Penn’s
Creek, October 16. Later forty-six terrified settlers fled to Shamokin
for protection, but the attitude of the Indians caused them to leave the
following day, and as they traveled south they were fired upon from
ambush near Mahonoy Creek and four killed.
The Moravians broke up their mission at Shamokin and soon thereafter the
Indians abandoned the town.
October 31, 1755, a number of inhabitants gathered at John Harris’ and
signed a petition for a fort at Shamokin as a protection against the
French and Indians. On the same day a like gathering at Conrad Weiser’s
sent a similar petition to the provincial authorities. John Shikellamy,
son of the great vicegerent, went to Philadelphia and personally
solicited the Governor to build a fort, saying “that such Indians as
continue true to you want a place to come to and live in security
against your and their enemies, and to Shamokin, when you erect the
fort, they will come and bring their wives and children. Brethren,
hasten the work; our warriors will assist you in building the fort.”
At a conference held at Carlisle January 17, 1756, this necessity was
again brought to the notice of the Governor, who replied that he would
build a strong house at Shamokin.
The fear of delay was because the French had for some time realized the
importance of the strategic situation of Shamokin and if they could gain
a foothold there the places below would be easy prey.
The Governor was determined that the fort should be built and made his
plans accordingly. He informed the Board of Commissioners April 15,
1756, that he had on March 29 commissioned Lieutenant Colonel William
Clapham to recruit a battalion for the purpose. This was the third
battalion and was known as the Augusta Regiment. Major James Burd was
second in command and Asher Clayton was commissioned adjutant of the
battalion.
The regiment rendezvoused at Harris’ Ferry, where Governor Morris
attended the recruiting and training in person. On June 12 orders were
received to march.
A stockade was built at Halifax, where supplies were stored and a
garrison maintained. While at this camp Colonel Clapham had a conference
with the Iroquois chief, Oghagradisha, assuring him they were on their
way to Shamokin.
Sufficient bateaux were built by July 1, when the regiment marched from
Halifax, and by a tedious march the 400 troops reached Shamokin without
mishap July 6 and immediately began the construction of the fort, which
was built from plans drawn by E. Meyer, engineer of the British
Government. It was called Fort Augusta in honor of the daughter of King
George II.
Colonel Clapham pushed the work of construction with dispatch and
September 23, wrote to Governor Denny, “The fort is now almost finished,
and a fine one it is.” The construction required less than seven weeks
upon the main works, but much time was employed in better protecting the
fortress and in adding necessary buildings.
Much difficulty was experienced in obtaining adequate supplies of
provisions and ammunition, as the only means of transportation were pack
horses over a mountainous Indian trail or by bateaux and the latter was
impossible during the severe winters.
Colonel Clapham was succeeded by Colonel James Burd, who left such a
fascinating journal of his experiences at that frontier fort.
Expeditions were sent out from the fort to the Great Island, now Lock
Haven; to Chinklacamoose, now Clearfield; to Penn’s Creek, to Wyoming,
and other places.
The fort faced the main river and was nearly 300 feet square, with
bastions at the four corners. The total length of the fortification was
more than 600 feet. A magazine was later built in the south bastion and
a covered way to the river. This was strongly built with a brick arched
roof and was reached by a narrow stairway descending into it. This is
now the surviving structure of that dark and gloomy period in the
State’s history. It is the property of the Commonwealth and it is well
marked and well kept.
Fort Augusta was far in advance of any English settlement in the
Province, holding the only passage by water and blocking the pathway
along the river by land, to the settlements below.
The Assembly wanted to dismantle the fort and save the expense of the
garrison, but no Governor would agree to this plan, as it was an actual
protection for the inhabitants.
During the Revolution Fort Augusta again became an important place, the
headquarters of the Military Department of the Susquehanna. Colonel
Samuel Hunter, the county lieutenant, mustered and trained troops there
for the Continental Army. It was here where Colonel Thomas Hartley drew
his supplies for his expedition against the Indians in 1778.
It was at Fort Augusta where the terrified inhabitants found safety in
the “Great Runaway,” following the Indian incursions which culminated in
the Wyoming massacre, July 3, 1778.
The work of dismantling the fort began about 1780, as the ground then
passed into private hands. Thus this old fort has crumbled into ruins,
its story unsung, its heroes forgotten.
But for the wisdom of the Indians this fort would not have been built
and the horrors of the French and Indian War would have been carried to
the banks of the Delaware. This fort was where the high tide of the
Revolution was turned backward and the English and their Indian allies
forced to turn their faces again toward Canada. It was the largest and
most important provincial fortification on the frontier of this
continent.
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Swedes Come to the Delaware—Peter Minuit
Steps Ashore, March 30, 1638
Samuel Blummaert, of Holland, who had business interests in Sweden,
directed the attention of the Swedish Chancellor, Axel Oxenstierna, to
the possibilities of the copper trade with the West Indies. At that time
Peter Minuit, who had been Governor of New Netherlands, 1626 to 1632,
and was dissatisfied with his treatment, having been dismissed, offered
his service to Blummaert, knowing that the latter owned lands on the
South River, now the Delaware.
The great Gustavus died in November, 1632, and upon Oxenstierna devolved
all the burdens of the American scheme. Sweden was poor; the times were
unpropitious; he was forced to wait five years until practical plans
could be matured. Minuit had suggested the founding of a colony upon the
South River to trade with the Indians. A company was formed with the
exclusive right to trade on that river for twenty years and to send
goods to Sweden for a period of ten years free of duty. The ownership of
this company was half Swedish and half Dutch.
An expedition reached the South River, landing at the mouth of Mispillon
Creek, which they called “Paradise Point.” Passing on upward they cast
anchor at Minquas-kill, where Minuit went ashore March 30, 1638, to
confer with the Indians. He knew well the story of Swanendael and meant
to avoid a recurrence. The chief with whom he talked was Mattahoorn, the
principal sachem of that region and an Indian of worthy character, who
came often into the early history of Pennsylvania before William Penn
arrived. Minuit concluded an agreement, obtaining land on which to build
a house for “a kettle and other articles,” and for ground on which to
plant, he was to give half the tobacco raised upon it. The land was
defined as “within six trees.”
Minuit had instructions to set up the arms of Sweden and take possession
of the country, avoiding New Netherlands, to do no harm to the Indians,
to name the country New Sweden, to dispose of his cargo and then,
leaving the sloop, return to Sweden.
Minuit built Fort Christiana, named in honor of the girl queen at
Stockholm, five miles below the Dutch Fort Nassau, and left in it when
he departed twenty-four men.
Nearly coincident with the arrival of the Swedes at Minquas-kill, came a
new Director-General of the Dutch at Manhattan, in the person of William
Kieft, who sailed into that port, March 18, 1638. He was disturbed over
this Swedish intrusion, and promptly wrote to his company in Holland
and, May 6 addressed a formal letter to Minuit, protesting against his
settlement, declaring that both banks of the river belonged to the
Dutch.
This claim by the Dutch to the west bank was based on De Vries’
adventure at Swanendael. Minuit made no reply, he knew that no white man
had more than six years been living on the west side of the river. So he
pushed the work on his fort and built log-houses. Trade with the Indians
was firmly established. A second treaty with the Indians was made, which
purchase included land down the river and bay and northward as far as
the Falls of Trenton. Minuit returned with his two vessels, July, 1638.
The twenty-four persons now comprising the colony at Christiana were
under command of Mans Kling, with Hendrik Huyghen as commissary. This
company formed the first permanent settlement by white men on the
Delaware Bay, or River, on either side.
Minuit was lost at sea on his return voyage and New Sweden suffered a
hard stroke of misfortune. He and De Vries were the ablest men ever sent
to the South River.
The colony was in such distress in 1639 that the people thought
seriously of abandoning the locality and going to Manhattan, but the
following year another vessel arrived from Sweden with supplies. She
sailed into Christiana, April 17, 1640. On board were four mares and two
horses, a number of farming implements, thirty-one barrels of beer, and
colonists, made up to some extent of deserters from the army and people
accused of offenses. This vessel soon returned laden with beaver skins
and other peltry. At this time the Dutch members of the company sold
their interest to the Swedes.
Peter Hollender, who succeeded Peter Minuit as Governor of the Swedes,
arrived in April, 1640, and continued in authority until February, 1643.
Another effort to send colonists to New Sweden originated in Utrecht. A
charter granted to Hendrik Hooghkamer and others authorized them to
start a settlement on the west side of South River twenty miles above
Fort Christiana. They were to have what land was needed, provided they
improved it within ten years. They could start manufactories and carry
on trade. They were given religious liberty and were required to support
ministers of the Gospel and schoolmasters. But they were compelled to
submit to the Swedish law and Government and pay a tax of three florins
a year for each family.
Under this arrangement the ship Fredenburg sailed from Holland, and
arrived at Christiana, November 2, 1640. This ship was armed with
twenty-five cannon and carried fifty Dutch colonists, headed by Jost de
Bogharat. The Fredenburg took back to Sweden 737 beaver skins, 29 bear
skins and some other productions of the New World.
It was a difficult matter to find colonists. At this time there were
many Finns scattered over Sweden, who lived a somewhat nomadic life.
They roamed about, burned the forests, and shot deer and other game
unlawfully. Severe laws were passed to prevent this wantonness, but the
Finns paid little attention to them, and they refused to return to
Finland. New Sweden seemed to be the solution and the Government of
Sweden ordered the capture of these law-breaking Finns.
Among those engaged in the pursuit of these Finns was Johan Printz, who
was later Governor of New Sweden. When he caught a Finn, who had cut
down six apple trees in the King’s orchard, he was given his choice
between going to New Sweden or being hanged.
Two vessels were fitted out for the voyage to the New World; one of them
carried thirty-five colonists, mostly Finns. They set sail in November,
1641, and arrived in New Sweden the following April. Among these
arrivals were Olaf Paullsson, Anders Hansson, Axel Stille, Henrich
Mattson, Olaf Stille, Mans Swensson, and Per Kock, and their names are
still borne by families in Pennsylvania. Tobacco soon became the main
article of commerce sent from New Sweden.
When the Swedes first arrived with Peter Minuit they built inside the
fort little cottages of round logs, with low doors and no windows except
the loop-holes cut between the logs. The cracks were closed with mud or
clay. The fireplaces were made of stone, and a bake-oven was built
within the house.
In 1640 lands were bought from the Indians on the west side of the South
River from the Schuylkill as far north as the site of Trenton.
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History of Pennsylvania Railroad Begins
with Organization of Company
March 31, 1847
Prior to 1809, Oliver Evans, of Philadelphia, urged repeatedly in public
addresses the construction of a passenger railroad from Philadelphia to
New York, and in that year attempted to form a company for this purpose.
In 1829 a railroad, sixteen miles long, from Honesdale to Carbondale, to
carry coal, was completed.
In 1827 the Mauch Chunk railroad, nine miles long, was built to connect
coal mines with the Lehigh River; the gauge was three feet seven inches,
and wooden rails were faced with iron.
The Baltimore and Ohio finished, in 1829, the first six miles of track
upon which passengers were carried.
The Philadelphia and Reading Railroad Company was incorporated by
special act of the Legislature of Pennsylvania, approved April 4, 1833.
The charter granted to the company, December 5, 1833, authorized it to
construct a railroad from Reading to Philadelphia. At Reading it was
proposed to connect with the Little Schuylkill Navigation and Railroad,
which had been incorporated in 1827, to build a railroad from Tamaqua to
Reading.
Then followed the development of the rails in this country, and the
first T-rails made in America were rolled at the Montour Mill, in
Danville, Pa., in 1845. This was also an American invention. The first
rails, thirty feet in length, were made at the Cambria Iron Works, at
Johnstown, Pa., in 1856.
The greatest development of the locomotive was made by the great Baldwin
plant in Philadelphia.
Among the several great railroad groups of America is that of the
Pennsylvania system, and this corporation enjoys the distinction of
having the greatest number of individual stock holders.
The Pennsylvania Railroad Company, the most important carrier in
Pennsylvania and in the Eastern United States, and one of the greatest
and most extensive railroad systems in the entire world, was brought
into existence by an act of Assembly of Pennsylvania, approved by
Governor Francis R. Shunk, April 13, 1846. Letters patent were issued
February 15, 1847, and the company organized March 20, but the election
of officers was held and the actual beginning of this great corporation
dates from March 31, 1847.
Under the articles of incorporation this company was authorized to
construct, equip, and operate a line of steam railroad to connect with
the then known Harrisburg, Portsmouth, Mount Joy and Lancaster Railroad,
and to run to Pittsburgh or to any point in Allegheny County, or to
Erie, in Erie County, as its management might deem expedient.
This charter was not obtained without opposition, as it was understood
that the operation of this new railroad would draw from the revenues
upon which the State system of public works largely depended for
support. This was undoubtedly true, but the charter was granted and the
work of construction was carried forward with such vigor that in 1850
portions of the line were completed and ready for operation.
The Erie Canal, devised by DeWitt Clinton, and constructed by David
Thomas, a Pennsylvanian, had deflected the trade of the Great Lakes and
the West from Philadelphia to New York, and made the latter the leading
city of the nation. It was expected that a railroad over the mountains
would bring this trade back to Philadelphia and restore the supremacy of
that city.
In order to make sure that no outside influence should get control, the
charter provided that all of the directors “shall be citizens and
residents of this Commonwealth.” This part of the plan failed, but the
leading capitalists of Philadelphia, Pittsburgh, and elsewhere in the
State, subscribed liberally to the stock of the company and from the
beginning the enterprise was well backed with ample funds and equally
valuable influence.
Hardly had the original road been opened for traffic before the company
began to extend its lines and enlarge the field of its operations.
The movement which proved of the greatest benefit to the public, and to
the company itself, was in 1857, when the Legislature passed an act, May
16, directing the line of public works between Philadelphia and
Pittsburgh to be sold, and the Pennsylvania Railroad Company became the
purchaser.
The purchase price was seven and one-half millions, and ownership was
obtained for the combined State canal and railroad. The State was
relieved of a burdensome property, and at the same time these public
works were placed under the control of a corporation whose methods of
management must result in great benefit to the people of the State.
Governor James Pollock caused the sale to be made, June 25, and on July
31 following the actual transfer was consummated.
This transaction fixes the date from which the progressive history of
the Pennsylvania Railroad Company begins.
The canals on the Susquehanna and its branches above the mouth of the
Juniata, together with the Delaware division, were sold the following
year to the Sunbury and Erie Railroad Company, now a part of the great
Pennsylvania system, and the work of extension did not cease.
The Pennsylvania Railroad Company, in 1861, leased for 999 years the
Harrisburg, Portsmouth, Mount Joy and Lancaster road and brought it
under the Pennsylvania’s management.
The work of extension has ever kept pace with the opportunity to develop
this great railroad system until it includes, in whole, or in part, more
than one hundred lesser lines of road, with its main line, branches and
spurs.
The great terminal station in Philadelphia, recently damaged by fire,
will soon be replaced by one of the finest railroad stations in the
world, even comparable with the great Pennsylvania Station in New York
City.
The greatest corporation in Pennsylvania is the railroad system which so
gloriously carries the name of the Keystone State into every part of the
Western Hemisphere.
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Great Indian Council Opened at Harris’ Ferry, April 1, 1757
September 10, 1756, Governor Denny ordered a suspension of hostilities
against the Indians on the east side of the Susquehanna. A month later
Major Parsons wrote from Easton that nine Indian men and one Indian
woman with four white prisoners had arrived at Easton. One of the
prisoners was Henry Hess, who had been taken prisoner on New Year’s day
from his father’s plantation in Lower Smithfield, Northampton (now
Monroe) County. These had been sent by Tedyuskung from Wyoming.
The Governor sent Conrad Weiser to Easton, who met and greeted the
Indians in his behalf. Weiser concluded his mission by inviting
Tedyuskung to meet the Governor in Philadelphia, but he declined and
demanded the Governor convene a council at Easton.