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[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.
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.
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.