HISTORICAL 50CIETY MONTGOMERY COUNTY PENNSYLVANIA J\Rorris7x)WN

$HISTORICAL 50CIETY MONTGOMERY COUNTY PENNSYLVANIA J\Rorris7x)WN$

BULLETIN HISTORICAL 50CIETY MONTGOMERY COUNTY PENNSYLVANIA J\rORRIS7X)WN

S2MERY

PUBLISHED BY THE SOCIETY AT IT5 BUILDING IdS^I DEKALB STRBET NORRISTOWN.PA.

SPRING, 1971 VOLUME XVll No. 4

PRICE $2.50

•OB The Historical Society of Montgomery County

OFFICERS Hon. Alfred L. Taxis, Jr., President Robert B. Brunner, Esq., Vice President J. A. Peter Strassburger, Vice President Hon. Robert W. Honeyman, Vice President Howard W. Gross, Treasurer Eva G. Davis, Recording Secretary Mrs. Willis G. Frick, Corresponding Secretary Mi^. William H. Smith, Financial Secretary

TRUSTEES Herbert T. Ballard, Jr. Merrill A. Bean Kirke Bryan, Esq. Noeris D. Davis Mrs. Andrew Y. Drysdale Donald A. Gallager, Esq. Hon. David E. Groshens Howard W. Gross

Theodore Heske Arthur H. Jenkins Ellwood C. Parry, Jr. William S. Pettit

John F. Reed Hon. Alfred L. Taxis, Jr. Mrs. Franklin B. Wildman appalling DISiVSTEP ON THE NOUTirEUN PUNNSYLVANIA IIAILUOAD.

I I »

CnU.UlON or THJ: VASSUNOCtl AMI It til. mc.VlltJN, WPUTLJ

J>REAI)rUL COLIISIOX OF IIAIL^V TRAINS AT [of ears, and the welvliL of the tralit. there tv.tssome dehv, nnd qneneei. Tlie down train cseaped without serious damajse.but the i tlie ennduetor,Mr. Alfn*d F. 11on>ch ilndln? liimsclf loliind Ilmci •cencpresented by tho cxrnr«ion iroiu w-ns re;irriih II10 three CAW Hiti STATION,I'OL'ilTTKN>IUi^ FJUjU PIItLMJ)2.I1I!A. [puahcd forwardwith K^eat rapidity when towards ii\e end of his furwaru can of the Irain were vriisliedrouk]>leteh'to plcecs. and ihc At fivo Vclnek In Hie tnornlnit nF July 17. nn cxenri^Tontr&ln of I trip. The re^utar |iat«vni2er train for l)ie eicy IcA Owynedd at wreck, minjiliiu with that nf the locoinollvv, took (Ire. and the ten eafi*Icfl ilio Mnfttcr street tUiiot. Plikl&dvlnlilo.wUii iho sehools I lit o^loek, and readied Uamn lUII at "It oviook onU ei^rltienn flames eoiuiniinleaieil to iho oilier cim of the train. The tun next of St. MIcliael's Ilon\an Catltollo eliiircli. In KenslntttAn. Thp cx« minutes. Flndlnf; tho exenriiim train ]iad not yet arrlsed. Mr. ears after the tliren that uero w/eckcd outrlitht, took Hre, and wcro cursloii pntiy coni>l»tcd of Sctvkcn (Ivocindsic ]iUM«lred persons, ' Wm. Vonitavorea, tliv conduciur. determined not to wait fur It, entirely consnnicd. Tho inmates of tbo tlirco futwnrd ears ware the );reot mnJotlTv of whom veto children. They Intended pro- I and Ilia irola «ai movlnji slonir vbcn tlie exneeted train came eoiupletelymixedup witUtbo wreek, and a largo number of them ceedin]! to Fori WA>litnstonifuiirleen oiid ohsU miles front the ] thtinderinF{ on srottnd n curvei at tiio rato of tuUly*ilve miles an were killed. Tliero were prolahly flfty persons In cactt nf the (Ity, nhcro tbejp irerou enjoya ple*iilc. Oulngto the numbc: *jtour* A coUlsloa of eouraocniued trlth tbo taosi ^ppiSing

Volume XVII Spring, 1971 No. 4

CONTENTS

Editorial 213

Moat Appalling Calamity! ! Edited by John P. Reed 215

Opening of the Philadelphia and Norristown Rail Road .. 282

The United States Census of 1850, Edited by Jane E. Burris

Franconia Township 287

Reports 304

John P. Reed, Editor

PUBLICATION COMMITTEE The Editor, Chairman Mrs. Leroy Burris William T. Parsons Mrs. Earl W. Johnson Mrs. William H. Smith

211 EDITORIAL This issue of the Bvlletin might be titled "The American Railroad Issue," since its text entirely concerns that mode of transportation. True, the text mainly depicts the hazardous aspect of railroading. Nevertheless, that hazard is an integral part of the history of the subject; and it was railroading, with all its hazards, that first bound the distances of this nation into a whole, and thereby pointed the nation to greatness. This issue then is a tribute to the men and women whose foresight, determination and labor have fashioned the rail road system from its infancy nearly a century and a half ago into the giant it is today. Most of these men and women are nameless to human recollection, but their jobs, both great and small, are familiar to all civilized humankind. Founders, presi dents, officers, office workers, technicians, surveyors, build ers, engineers, firemen, conductors, brakemen, signalmen and their thousands of fellow workers—^they all have been and are necessary cogs in the great machine of railroading. Although other, and usually faster, means of transportation have extensively eroded certain values of the railroads, the latter are still the primary carriers of the nation's freight, and, with the increasing national population, must rediscover their earlierfunction as primary carriers of human passengers. What they may sacrifice in speed of delivery, they more than overcome in weight of carriage, and thus remain one of the principal communication bonds that tie the nation together, JOHN F. REED, Editor.

213 MOST APPALLING CALAMITY! !

Collision on North Pa. Railroad

Terrible Loss of Life! !

Several Cars Burned.

NAMES OF THE KILLED—INCIDENTS- TOUCHING SCENES AT THE RUINS.

CORONER'S INVESTIGATION—EXAMINATION OF WITNESSES. (Thus blazed the headlines in The Norristown Register for Tuesday, July 22, 1856. Although short accounts have been published at various times concerning the "Great Train Wreck," as the incident is known in the annals of Montgomery County, the following eyewitness accounts that appeared in The Register on the above date, and in the issue of July 29, gave a definitive description of the unfortunate accident. The subsequent trial of a participant accused of negligence, which appeared in the November 25, 1856 issue of The Register, is appended to complete the story. The accounts, though oc casionally repetitious, are re-published verbatim, except for a slight juggling of the accounts in order to offer a more con tinuous narrative.—THE EDITOR.) (From The Register, July 22, 1856.) One of the most appalling and frightful railroad disasters on record in this country and probably in the world, occurred last Thursday [i.e., July 17], on the N. Pa. Railroad, in White- marsh township, this county, near Camp Hill Station, & about

215 216 BULLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY three-fourths of a mile below Fort Washington Station from a a collision between the regular morning train from Gwynedd, and an excursion train that left the city in the morning with a pic nic party of Sabbath Scholars, belonging to St. Michael's Church, (Catholic) in Philadelphia. [EDITOR'S note: the railroad line was at that time single-tracked, which bore the traffic going both directions.] The School was going to spend the day in a grove about one- mile from Fort Washington Station—and two minutes would have enabled the excursion train to have reached that point. The following appear to be the particulars as near as" we can get them. The excursion train left Philadelphia, at a few minutes after five o'clock, but owing to dew on the road and a heavy train, was delayed some time on the road up.—^When it came to Edge Hill, where there is a sidling (stc) the Conductor, Mr. Alfred F. Hopple, still thinking that he could reach Fort Washington,—^went on, and the train was moving with con siderable rapidity—at the rate of about thirty miles per hour. The regular passenger train for the city left G-wynedd at 6 o'clock, and reached Fort Washington about the usual time, 6 o'clock, 15 min. Finding the excursion train not there, Mr. Vanstavoren the Conductor of the down train ordered the engineer to go on—and as it went along the expected excursion train came up at a great speed & the collision took place just about 400 yards above Camp Hill Station, with the most appalling consequences.—There are two curves at this portion of the road which prevented the trains from seeing each other at any considerable distance, the one just below Camp Hill Station, the other perhaps 800 yards above—^the two curves forming something like the letter S elongated. The down train had passed the upper curve—and nothing was seen of the up train, until its shadow was observed at the lower curve on the opposite side of the embankment. When the lower train was observed by the down engineer, the two trains were within about one hundred yards of each other. The passengers in the down train, escaped with a single MOST APPALLING CALAMITY 217 exception; Mr. Edwards the baggage master, without any seri ous injury. The scene presented however by the excursion train, was truly terrible beyond human description. It was a wreck of confusion, full of death and destruction. The three forward cars of the train were completely crushed to pieces and to make it still more horrible were soon enveloped in flames. The next two^cars also took fire and were entirely consumed—^the inmates of the three forward cars were com pletely mixed up with the wreck and many of them were in stantly killed.—There were probably fifty persons in each of the three cars. The number killed at first was estimated at fifty, and the wounded at about one hundred. Intelligence of the accident was at once taken to Philadel phia. The excitement at the station house there of those who were enquiring for the news from the scene, & who had child ren and friends in the excursion, was beyond description. The following is a list of the killed as nearly as we have been able to get them.

LIST OF THE KILLED. 1. Father Sheridan, supposed to have been crushed, body shockingly burned so as scarcely to be recognized, except by articles on his person. 2. James Mclntyre, 17 years of age, resided in Washington street, above Jefferson. 3. John Bradley, boy. 4. William Burnet, aged 12 years, resided in Cadwalader street, near Master. 5. Mrs. Gunn, aged 50 years, resided in Charlotte st., above Thompson, was so badly injured that she died soon after being ranoved to her home. 6. Joseph Hall, resided on Second Street. 7. Miss Mary McClaine, resided in Weaver's Court. 8. Hugh Campbell, aged 15 years, resided in Jefferson st., between Cadwalader and Washington. 9. Henry Harris, aged 21 years, engineer of the train. 10. Mary Lilly, resided in Charlotte st., body much burnt. 213 BULLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY

11. John Dugan, Master street, belowGennantown road, 12. James Mahoney, reported killed. 13. Jeremiah Mahoney, brother, also reported killed. 14. John Rivers, boy,resided in Cadwaladerst., near Oxford. 15. Margaret Meany. 16. James Carney. 17. Sarah McGee. 18. Ellen Clark, aged 14, resided in Hancock st. 19. Edward Hall, a sailoraged 22. 20. James Corney, lived in Washington st. 21. Lawrence Dillon, President St. Michael's Sunday School, Frankford road. 22. Son of Joseph Hull, Germantown road above Phoenix. 28. John Butcher, fireman of the excursion train. 24. John Rines, Oxford and Cadwalader sts. 25. James Conley, Washington street, above Jefferson. 26. Catherine McGuirk, Washington street, above Master. 27. John Sloan, 13 years of age, residing in Singerley Row. 28. Francis Walls, 21 Philip st., above Master. 29. Francis Patrick Flanegon (sic), aged 14, residing in Hink street, above Master. 30. Edward Flanegon, a brother, aged 16. 31. Catherine Kroemer, 18 years of age. No. 56 Franklin avenue. 32. Edward P. Gillan, aged 18, residing in 4th st., between Master and Jefferson. 33. Hugh Tracey, 10 years, Fourth Street, below Jefferson. 34. John Dudson, 21 years, Sarah st., below Bedford. 35. James Gallagher, 20 years. Weaver's Court, 2nd Street. 36. James McCort, aged 21 years. Master and Charlotte streets. 37. — McAleer, Third street, above Columbia avenue. 38. John McVey, 16 years, Philip Street, below Oxford Street. 39. John Brady. 40. Lawrence Dillon, 51 years of age, Frankford road, below Vienna st. [Dillon may be a repeat of No. 21.—EDITOR.] MOST APPALLING CALAMITY 219

DEATHS SINCE. 41. Bernard Green, died at Whitemarsh Hotel. 42. Son of James Dugan, died at Fort Washington Hotel, on Friday. 43. Thomas Kelley, ten years old, died on Friday. 44. T. Kelley, aged 16 years, died at the residence of his parents on Friday. 45. Bernard Donegan, died on Friday. 46. Catherine CoaMey, died on Friday. 47. Michael O'Brien, died on Saturday. 48. Elizabeth Gunn, died on Saturday. 49. Edward Hall, Germantown, died on Saturday. 50. John Maguire, aged 19 years, died on Saturday. 51 _ 52 — 53 — 54 — 55 — 56 — 57 — 58 — 59 — 60 Henry Core, Patrick Kearney, Lewis Rival, Wm. Marlow, Bridget McKain, Hugh Tracy [a repeat of No. 33?], Cornelius —, & a boy named Foley. Want of room compels us to omit the list of wounded—^they number more than 100 many of whom cannot recover. The number of deaths number about 65, besides other bodies that cannot be recognized.

HORRIBLE SCENE. There was a horrible scene at the place of accident—Eleven bodies of men and women and two children w&re burned in one car. The names are unknown. They were caught under the side of one of the cars and roasted alive. The remins presented a ghastly spectacle. The mutilated remains of four men and women and a child were dug from beneath the engines and tenders. The remains of a small child were found under the engine in the ash pan, other remains were also raked out of the ash^ and placed on the grass opposite where the accident happened. Father Sheridan, the Priest was dug out from beneath the tender. His face was completely disfigured. A lady who was in the front car was completely pinned fast—a splinter from the car passing through both thighs. 220 bulletin of historical society of MONTGOMERY COUNTY

INCIDENTS, &c. The locomotive of the down train was the "Aramingo," under the charge of Mr. Vanstavoren, conductor. He was not the regular conductor, but his position is that of baggage mas ter and extra conductor. There were only about twenty passen gers on the train. When the train arrived at Fort Washington he was asked if they should go on.—He said yes and ordered the engineer to go on. The up train was drawn by the "Shakamaxon" Wm. Harris engineer, who was so injured that he died shortly after. The train was under the charge of conductor, Alfred F. Hoppel, who was considerably injured. The up train consisted of ten passenger cars, and a baggage car, a tender and locomotive. It is estimated some 700 or 800 persons, a large number children, were on the train. The next down train left Gwynedd at 7.22 and arrived at the scene of disaster at 7.40, the proper time. The conductor H. Heyser, and the engineer of the locomotive "Cohocksink" at once set to work and rendered every assistance in their power. He procured settees, physicians and did everything that could be done. The crash of the two trains was terrible and looked fright ful to those who saw it. It was heard distinctly at Fort Wash ington, and for a distance of over a mile out Dewey's lane. All the physicians in the neighboring places were at once summoned to the scene, and they used their best efforts to relieve the wounded. Among those present were: Dr. John A. Martin, Whitemarsh. Dr. M. Newberry. Dr. J. McCrea, Ches (t)nut Hill. Dr. S. R. Smith, Dr. Jacoby, " " Dr. A. R. Egbert, " Dr. J. B. Dunlap, Norristown. Dr. Foulke, Gwynedd. Dr. Charles P. Bolton, Edge Hill. Dr. Hiram Corson, Plymouth. MOST APPALLING CALAMITY 221

And others whose names we did not hear. The farmers in the neighborhood rendered every assistance in their power and their houses were freely thrown open to ac commodate the injured and the dying. Among those particular ly active were Mr. Charles R. Wentz, who lives close by, Mr. Wm. Sheetz, Mr. Devan and others. The House of Mr. Wentz is said to have been a complete Hospital. He threw open freely everything about his premises for the relief of the suffering. At evening his house—spring house—^were entirely relieved of their contents of eatables. The story circulated that one man demanded ten dollars for a wagon to go a mile for a Physician, is said not to be true. Portions of the dead and injured were conveyed to the city by special trains sent up from the city. The train having most of them in charge presented a melancholy scene—^the dead— the dying and wounded were in it. Many who had anticipated a bright day—^were returning, some dead, some dying and others horribly maimed—all their anticipations blighted. The scene at the arrival of the cars in Philadelphia is said to be indescribable. The fathers and mothers and other relatives of the excursionists having assembled there to the number of about 2000, to learn the result of the awful catastrophe. The most horrible sight of all was that of the burning cars. Men, Women and Children were literally roasted to death. The groans and shouts of the wounded and those held by the legs and arms to the burning wreck was of a character to appall the bravest heart. On Friday a portion of a leg and the heart were found, as all that remained of a body. Some made very narrow escapes. Some of the Police of Philadelphia were early on the ground and rendered assistance. Mr. William Hirsh, proprietor of the Fort Washington Hotel, threw open his house, and done everjrthing in his power to render relief. His house was a complete Hospital. He is entitled to great praise for his humane efforts and exertions in relieving the wants of the sufferers. 222 bulletin of historical society of Montgomery county Several of his boarders, among whom were ladies, also rendered great assistance. Of these the exertions and assist ance in paying attention to the wounded, of Mrs. Ainsworth of Philadelphia and Mrs. Hall of Norfolk, Virginia, deserve especial mention and praise. Their attentions to the wounded were unremitting and they left nothing undone to relieve their unfortunate condition. Mr. John P. Vanleer, of Gwynedd station was also early on the ground and rendered very valuable aid to the sufferers. He furnished them with any quantity of excellent restoratives. Some of the bodies were so much burned that they could not be recognized. In a Blacksmith's shop near where the accident occurred, were NINETEEN BURNED BODIES, three of whom were certainly females. The rest were supposed to be men, but it could not be told with certainty. Near where the engines came into collision portions of human bodies lay among the smoking ashes and cinders, the beat up iron and displaced rails. The sleepers of the road took fire and the rails became so hot that they could not be touched. A portion of the track had to be re-laid before cars could pass over again. Where the accident occurred, about 400 yards above Camp Hill station, there is an embankment of some fifteen or tweniy feet in heighth and some two or three hundred feet in length. A number of Physicians from Philadelphia and German- town were also in attendance. Among them were Drs. S. Wier Mitchell, H. Smith, P. P. Bayor, Caleb Homer, Shelmerdine, Wm. 0. Kline, Jr., and others. The track is single, and when the locomotives rushed so fatally together they rose on end—^their fire boxes nearly touched, the wheels were knocked off and they fell over the side, and now lie side by side in the same direction, which is nearly square across the road. On the other side of the embank ment, that is on the left side coming up—^lay the ruins of the passenger cars—^the iron wheels only being left.—^The grass in the field is also scorched for some distance. The grass in the meadow on the opposite side is very much trampled. MOST APPALLING CALAMITY 223

There are two Hotels, several dwelling houses, a blacksmith shop, within some 500 or six hundred yards of the scene—and to these places the wounded were first carried. There are also some trees at a very little distance from the place of occurrence, & a branch of the Sandy Run winds within a few hundred yards through the meadow.

SCENES AT PHILADELPHIA. Many of the bodies could not be recognized—^An immense throng was at the Depot the whole time of arrival with the dead and wounded, and the greatest grief and excitement pre vailed. Several bodies could not be recognized—Father Sheri dan was buried on Saturday. The body lay in state—^high Mass was said—and Dr. Morairty (sic) preached the funeral ser mon—There was an immense attendance at St. Michael's church of which he was the Rector. Several other bodies were also in the church at the time. The funeral Chants—of "Dies Iroe," &c., were most solemn and impressive.

SUICIDE OF VANSTAVOREN. Immediately upon the return of Vanstavoren the down Conductor, he purchased a fip's worth of arsenic and a prep aration of Morphia. He took it and died from its effects. Coroner Delahan held an inquest on Saturday and arsenic and morphia were found by chemical tests in the contents of his stomach—^He was in his 29th year of his age and was buried on Sunday afternoon. The remains of the other dead were also buried.

VISITORS TO THE RUINS. On Friday and Saturday there was a large number of visitors to the ruins—on Sunday the number is said to have been very large—Everybody seemed anxious to look at what was still to be seen.

THE CAUSE OF THE ACCIDENT. We will leave the reader to form his own opinion of the cause of the terrible calamity from the evidence at the cor- 224 BULLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY oner's Investigation given below. Suffice it to say that if the down train had remained two minutes longer at Fort Washing ton, the up train could have reached that place. It appears from the evidence that the engineer of the down train wanted to wait but was told to go on. The engineer of the up train says [apparently before he died.—EDITOR.] he thought when leav ing Edge Hill, he had time sufficient to reach Fort Washing ton, as he thought the down train had instructions to wait fifteen minutes after their regular time of leaving. The Coroner of Philadelphia gave up all jurisdiction in the matter to the coroner of this county except in the cases of those who died in Philadelphia—He will also thoroughly in vestigate the matter.

TOUGHING SCENES. At a short distance from the spot where the accident oc curred and away from the agitated crowd, was a woman who was sitting near the edge of an embankment on a large stone. She bore on her countenance the look of one who was suffering the keenest anguish—of one who had no hope of relief. No per son appeared to notice or care for her situation. A person went to her. Her head evidently cut and bruised was bound up with a handkerchief, and the blood from her wounds was oosing (szc) from beneath the bandage. Her arm was broken in two places, and there was besides a severe compound fracture of the shoulder. Her feet were badly burned and her bosom blistered. Yet there in that deplorable condition, she held an infant, with its lips at her breast, while her looks plainly told that her own sufferings were lost in her love for her baby. She sat exposed to the hot sun—her mouth was parched with thirst. A cup of water was brought and she drank it. She uttered not a mur mur, a syl (1)able of complaint. Away from home and relatives, bruised, wounded and bleeding, she had crept with her child to a spot remote from the crowd, from succor, and had ap parently forgotten herself in her concern for the helpless little creature which was drawing its own life from a fountain from which life was perhaps at that instant passing away. As its MOST APPALLING CALAMITY 225

tiny lips clasped her breast and clung closer and closer, the mother's remaining arm embraced it more tenderly, and her eye brightened with the light of the purest and strongest of all human affections. The person had gazed on many touching and moving scenes, but never before had beheld so impressive an exhibition of woman's love and fortitude. Several touching scenes occurred in connection with the disaster. Among these are the following: Near the scene of the accident stands Mr. Sitting's Hotel. At this house there are several boarders, ladies and gentlemen, who have secured Summer lodgings there, to avoid the heated city. The boarders at this Hotel were early at the scene of the Disaster, and rendered every service in their power, but what was calculated most to melt the stoutest heart was the following incident:—^A little, feeble infant was found in the ruins of one of the cars, piteously crying for its mother. No mother appeared to answer the summons—she was doubtless crushed to death. Quickly as thought, Mrs. G., one of the boarders at Sitting's seized the little sufferer and placed it to her own breast, and there under the burning rays of the sun, this woman, robbing perhaps, her own infant of its nourishment, was sustaining this orphan, while all around was noise, and confusion, and groans, and suffering, and death. An eye-witness describes one car that took fire, and which was in flames in an instant. As soon as possible the car was broken open, hut no living soul was left in it. The inmates were all dead and enveloped in the fierce flames. A reporter says—^leaving the Shackamaxon depot, and pro ceeding through the entire section of the city in that vicinity, anxious faces greeted the spectator. The depot Itself appeared to be the culminating point, and around it—^upon the fences, the commons, and every available spot—thronged an immense assemblage. Every new comer was greeted with an inquiry, and the sight of a notebook of a Reporter drew together a crowd, whose queries would have overpowered the knowledge of a Solomon. As we left the city upon the Germantown Road, and reach- 226 bulletin op historical society of Montgomery county ed the Twenty-Second Ward, the excitement appeared not to diminish in the least. Every few moments there would pass us some vehicle, the driver of which was using the whip with desperate energy, and the inmates of which were bending for ward as though it were possible for eager vision to conquer distance. Mothers were weeping—fathers with compressed lips—and all hurrying towards the one aim. The citizens of Germantown were on the Qui vive, and questions and response were shouted forth as the travelers passed on the exciting ride. It was a ride for life truly. Chestnut Hill was reached and here became perceptible some of the effects of the sad disaster. Wagons met us on their homeward course freighted with refreshments which has been intended for the Excursion party. Their occupants wore a weary look, and they seemed indeed mockers at Death's festival, so inappropriate was their business with the present matters that occupied the mind. One of them paused to speak with a party hastening to the disaster. The drivers of the two vehicles were friends. "Dennis, Dennis are my children safe!" cried an anxious father. "Safe, darling, safe," was the reply, "but woe the day, Father Sheridan is killed." The strong man—he who but a moment before had been in suspense—^wept like a child. His feelings were a mingling of joy and grief—^but on they drove. Toll gates were passed without stopping—steep ascents overcome and valleys entered at a headlong pace. Of what use was it to mention the power of law to those governed by the higher potency of the feelings of nature (?) The scene at the immediate point where the two locomo tives came in contact utterly beggars description. To detail the facts would be revolting. We can only say that seldom more than once in a lifetime are the eyes of man greeted by such a sight, and then the impressions made he will carry to the grave. SSSariTAltU ATS

KORaiS RH.

KODERN AREA, FAP

POST WASHUGTOH-OAKP HIIL-EBGB HILL

SH0WIN(3 LINE OP

NORTH PBMSYLVANIA RAILROAD (HOK READING RAILROAD,BBIHLEHE^^ DIVISION) AND SCENE OP THE FATAL COLLISION, JULY 17* 1056. MOST APPALLING CALAMITY 227

There were many incidents in the cases that deserved recording. Woman was there—and though from her forehead the crimson stream stole forth, yet her arms encircled and her bosom upheld the fainting but manly form of her wounded husband. Groaning fathers sustained their sinking children, and gentle infant children held the cooling water to the lips of those near and dear to them. The medical attendants did all in their power to alleviate the sufferings of the afflicted, and to them too much praise cannot be awarded. (From The Norristown Register, July 29, 1856.)

MEDICAL ACCOUNT OF THE RAILROAD ACCI DENT.—^A very interesting account of the terrible accident which recently occur(r)ed in this county, prepared by DR. JOHN A. MARTIN, of Whitemarsh, will be found on the outside of to-day's paper. It gives quite a graphic and interest ing account of the scene. Dr. MARTIN is one of the leading physicians of the couniy and was early on the ground and rendered a vast amount of service in relieving the injured on that heart-rending and terrible occasion.

MEDICAL ACCOUNT OF THE ACCIDENT ON THE N. PA. RAILROAD, WHITEMARSH, MONTG. CO., PA., JULY 17, '56.

By Dr. John A. Martin.

About o'clock, A.M., on the morning of 17th inst., I was summoned to attend with all possible haste, at the scene of a Railroad Collision, which had just taken place on the N. Pennsylvania Railroad, near the Camp Hill Station.

Myself and Dr. Newberry prepared ourselves and proceed ing with all possible haste we arrived at the scene of the awful 228 bulletin of historical society op Montgomery county disaster about half an hour after its occurrence—and such a scene—God forbid that I should ever be compelled to witness another—^tongue cannot tell,—^pen cannot describe, neither can the mind conceive, the horrid spectacle which presented itself before me—men, women and children, running to and fro, uttering the most frantic and heartfelt lamentations— some of the cars enveloped in flames, in which, and amongst the fragments of the wreckage, and under and around the engines many human beings were being consumed alive— the dead and wounded lay scattered around in every direction —^the groans and shrieks of the wounded—children—^friends —others standing weeping over a dead, dying, or horribly mangled Parent, child, relative or friend, and giving vent to their intense agony; and imploring aid and assistance, was heart-rending in the extreme, and enough to unnerve the strongest bravest man. I soon discovered that the number of wounded was con siderable and that it would be necessary to enter upon the discharge of our duties promptly, and vigorously—and whilst attending to some as they lay stretched upon the bare earth, exposed to the rays of the sun, I directed that some should be conveyed to the neighboring houses—some in the cars—some under the shade trees, which were close by—some in the wagons; a number of which had arrived from the neighbor hood, so that a better opportunity would be given us to afford them relief. The confusion and consternation was so great, that we were obliged for some time to labor without any as sistants, and unable to procure anything excepting what we took with us in our hands. The Rev. Mr. Foote, however after a short time came to my assistance, and remained some time—^when, anxious that all should be conveyed to some comfortable place—he proceeded to the discharge of that duty—and his place was supplied by a gentleman I did not know, but have since learned that it was a Mr. Steward, a Morocco manufacturer from the city—^he ac companied me from place to place throughout the day, and his kind and faithful assistance was most valuable and praise- MOST APPALLING CALAMITY 229 worthy—about the same time the Rev. Mr. Hasler, kindly offered his services to Dr. Newberry, & accompanied him through the day, and whose services were highly praised by the Dr.—In this way myself and Dr. Newberry, were actively, and ardiously (sic) engaged among these suffering and man gled beings, for an hour and a half, or probably two hours, be fore any other medical aid arrived. After seeing that all were attended to in the immediate vicinity of the accident, along the road, and in the wagons, blacksmith shop, and at the house of Mr. Derr, and Mr. Spen cer—leaving Dr. Newberry to attend to those removed and placed in the cars, myself and assistant proceeded to those re moved to the shade trees, at the creek, and from thence to the house of Mr. Charles R. Wentz—here I found Drs. Smith and McCrea, of Chestnut Hill, had arrived and were busily engaged —also a Mr. Shoals, a medical student who had come up in the train—after giving them all the assistance in my power, myself and assistant returned to the shade trees, and from thence to the cars where Dr. Newberry was now busily en gaged, and was soon followed by Drs. Smith & McCrea—other Physicians now began to arrive, amongst whom I noticed Drs. Bolton, Egbert, Green & Henry, who rendered much assistance. Satisfied that all were in as comfortable a situation as circumstances permitted—and that a sufficient number of Physicians were now on the ground—^taking my horse and wagon, we proceeded to the public house of Peter Dager, about one mile distant—here I found some 6 or 7 patients who had received no medical attention—^but were kindly waited on by the ladies in the neighborhood—after attending to them and making their situation as comfortable as possible—^we pro ceeded to Mr. Hersh's Fort Washington Hotel—^where several of the wounded had been conveyed in wagons—and found that Drs. Lippincot and Napp, had arrived here and were busily engaged; after giving all the assistance I could here—Drs. Smith & McCrea, as well as Dr.—, from the city, having in the mean time also arrived, we returned to the house of Mr. Dager. We found that Drs. H. & E. Corson, had arrived and 230 BULLETIN OF HISTOKICAL SOCIETY OF MONTGOMEEY COUNTY were engaged in rendering further relief to the wounded here—Cleaving Drs. H. & E. Corson here, we returned to the place of the accident and there learned from Dr. Newberry, that many of the dead and wounded had been conveyed to the city, and that those remaining had been attended to; several Physicians having arrived in my absence;—during the day Physicians were traveling to and fro, administering to the comforts of the wounded, and consulting freely as to the best means for their relief. Dr. Dunlap, of Norristown, kindly re mained to assist myself and Dr. Newberry, to attend to those of the wounded remaining in the neighborhood during the night. Thus was passed one of the most active and ardious (szc) days, since engaged in the practise of my profession—and the most awful and heart-rending one of my life. The nature of the injuries consisted generally of lacerated wounds, and fractures of all varieties, a large number were however of a compound and complicated character; many of which will require amputation. I regretted very much at the time that in many instances, under the circumstances I was unable to devote that time and attention their situation re quired. The inhabitants of the surrounding country hastened to the scene of the disaster, rendering all the assistance in their power; and the ladies in the vicinity, were unremitting in their attention to the wounded whilst remaining in the neighborhood. (From The Norristown Register, July 22, 1856.)

CORONER'S INVESTIGATION. Coroner Daniel Jacobus Esq., commenced his regular in vestigation into the matter on Thursday afternoon at the Fort Washington Hotel. The following jury was present, Augustus G. Feather, fore man, Francis Kenderdine, Daniel Heller, J. C. Livezy, John Erwin, George Pierce, Charles Donat, Daniel Stout, John Shaeffer, Wm. Katz, Charles Henk, John Y. Henk. MOST APPALLING CALAMITY 231

In behalf of the Commonwealth, B. Markley Boyer and Henry W. Bonsall, Esqrs., were also present, and J. B. Adams Esq., in behalf of some of the sufferers in Philadelphia.

THURSDAY AFTERNOON. THOMAS E. HORKINS, Sworn. About 2 weeks ago a committee of seven myself being one, went to Mr. ELLIS CLARKE an agent in behalf of the North Pennsylvania R. R. Company and succeeded in making arrangements to transport the members of the St. Michael Sunday School to Fort Wash ington, to the number of two thousand persons, and to which rffect we made a written contract. The time of the excursion was Thursday the 17th day of July. We left the depot, Phila delphia, at 5 o'clock this morning. Previous to the collision I heard no ringing of the bell or whistle on the part of the engineer or any warning whatever of the approaching danger —There were nine passenger cars and one baggage car at tached to the engine conveying us. I think I was on the fifth or sixth car, I am not positive however, could have heard the whistling of the engineer, I think if there had been any. We had no warning of any kind whatever and the evil came upon us very unexpectedly. There were 9 or 10 persons taken to Philadelphia, one was the Rev. Mr. Sheridan, the others I could not recognize. Alfred L. Hopple was the conductor, I think we were going at about the rate of 7 miles per hour pre vious to the collision. Did not notice any decrease in the speed of the train at the time or previous to the accident, I think it occurred after 6 o'clock to the best of my knowledge. Two trains were employed to convey us to this place. JOHN H. AINSWORTH, Sworn. I am the Road Master on the N. P. R. R. The down train arrived at Fort Washington station at 6.15. I don't know the conductor of that train, I don't know the names of the Engine(ers?) only from hearsay. The train could not have stopped more than two minutes to the best of my knowledge. The rule on this road is that when a train is due at a station, the opposite train must halt 15 minutes. I don't know how this rule applies to excursion trains. 232 bulletin of historical society op Montgomery county CORNELIUS BAKER, Sworn. I am book-keeper at the motive power machine shop. All I know of this transaction is that E. H. Fracker, the master of Transportation, came to our establishment last evening, and in my presence delivered to Mr. Schultz, the Superintendent of motive power, the in structions for the Engineers. The instructions I think were as follows, "that the first train should leave at 5 o'clock and reach Fort Washington with a clear track, then it was to follow that (which) left Gwynedd at 6 o'clock A.M. dovm to Phila delphia. [Note: this was the first section of the two excursion trains returning empty to Philadelphia.—^EDITOR.] The Ex cursion train No. 2, was to leave after the (regular) train that leaves Master street [in Philadelphia] at 8 A.M." These in structions were for the morning [ i.e., regular] trains. I don't recollect what they were for the excursion train. I haven't them with me. If the instructions had been obeyed no accident could have happened. I read the instructions to Mr. Henry Harris the engineer on the up train, so that he might have his engine in readiness. The name of the engine was "Shacka- maxon." The conductor of the down train was Wm. Vanstavo- ren. I can't say whether Wm. Vanstavoren received any in structions in reference to the Excursion trains. Wm. Lee was the Engineer, George Deable was the fireman. John Burgess was fireman for Harry Harris. WM. HERSH, Sworn. The time for the down train at this station is 6.15. This morning I stood upon my piazza when the down train came to this Station (Fort Washington) according to my time (and I think it about right with the car time) it arrived at precisely 15 min. after 6 o'clock. The train did not halt above a minute, I am positive.

FRIDAY MORNING, JULY 18—10 O'CLOCK, A.M. DAVID FOLEY, Sworn.—I am 23 years of age, cars [on first excursion train] stopped at first stopping place for want of steam. There were ten passenger and one baggage car. Cars were pretty well filled all through. At first stopping place I got out and entered into the first car. Remained till she stopped MOST APPALLING CALAMITY 233 again. They told me they had to stop 10 or 15 minutes to raise steam. We were about eleven miles out, again stopped about 10 or 15 minutes, second stoppage was caused by a curve in the road. I came out of the first car and went back into the third car, there was no other stoppage at a station, got on the plat form with another man, and stood till the 12th mile stone. The man's name was John McGurg. He kept time.—^We run a mile in 2 minutes, the other man said shortly after the stoppage. He looked at his watch at the 13th mile stone. The accident oc curred between the 13th and 14th mile stone(s). I jumped off and fell on my face and afterwards pulled four out of the burning wreck. The trains came into collision the two boilers run against each other—^went down the embankment and the baggage cars then run into eadi other. He could not himself judge of the speed. Did not see the down train. Were running faster than any other time to make up lost time. Three (cars) of the up train and one in the down train as far as he could judge were burned. In the third car [of the up train] all the passengers were safe. In the first and second cars and prin cipally in the first the injury was done. He wouldn't have escap ed if he had remained in it. Belonged to the excursion party— Is a Morrocco finisher by trade. Cross examined by J. B. Adams, Esq. Left at 5 o'clock, Washington between Jefferson and Oxford street(s)—it was an excursion Special Train—Had no stopping until arrived at first stopping place—It was probably 9 or 10 minutes—first stopping might have been four or five minutes. Second time went another mile or two—^no station at either place, stopped 10 or 15 minutes, they said to raise steam. I am not accustomed to travel on railroad. The man with a watch looked for curios ity sake. He called my attention to it. The principal reason was to see at what rate the cars going. Had no conversation with conductor.—Saw brakesman in his place on 3d car back. Had no conversation with him. We were going at same rate when the collision took place. The third car was burnt. There was no signal previous to the cars coming in contact. Some time before there was a signal, perhaps a minute or so. The 234 BTJLLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY collision took place below the curve above the bridge.— Heard nothing from the down train. Didn't know it was coming. It took place after passing the curve. There are high embank ments on either side. Do not think he could have heard a whistle or bell from down train. Travelled on the road once before in a regular train, speed was not as fast. Was acquaint ed with some of the killed, knew his half brother. His name was JAMES HICKEN, lived cor.—& Jef. sts., age 16, could not distinguish him. Could not find anything of him. Supposed he was burnt. JAMES MTNTYRE is lost he is probably 17, his sister said he was killed, (also) HUGH CAMPBELL, Jefferson between Cadwalader and Washington. Saw none of their dead bodies. JOHN BURNET, was jammed between two cars—and burnt. Rev. DANIEL SHERIDAN, saw his bodybetween the two boilers dead. There was a son of JAMES DU6AN, he resided in Master street between Cadwallader and Germantown road when I knew him previous to his [Le., James Dugan's] death some five or six weeks ago. Can't estimate his [Dugan's son's] age, did not see him on the cars, nor after the accident. Knew a great many killed but can't tell their names. One boy's name was GRIVER, lived in 2d above Master. Was told the excursion was to go to Ft. Wash ington and then about one mile from that—one of the com mittee told him. He would have noticed a slacking of speed. JOHN H. TOWNE Affirmed. Reside(s) near Shoemaker- town. Has a country seat. Was not on board when the collision took place. Was waiting for the down train at Old York station. He intended to go to the city by that train, that is in the 6 o'clock down train from Gwynedd. Arrived there just at the time the train was due, 6 o'clock, 40 min. at the very moment. Train was not there, waited with Mr. Morris Hallo- well until 25 minutes of eight—^he then drove me to the Ger mantown Road. Old York Station is below where the accident took place. I am a Vice President of the (rail) road—^know the instructions of the road. All the regular trains run ac cording to printed rules and time table. When an excursion or special train is run, written instructions are given to those MOST APPALLING CALAMITY 235 having charge of it, by the Master of Transportation. It was done in this case (Rules for running regular lines and time table were here exhibited and read.) The down train of the two which came into collision, was a regular train, left Gwynedd 6 o'clock and should leave Fort Washington at 6 o'clock 15 minutes—must not leave before this time. Special trains are governed by special instructions to special conduc tors. Believe none are given to regular conductors. If they have no special instructions, regular trains run according to their regular instructions as if there was nothing else on the road. Special Instructions were given to Mr. Hopple. Extra train No. 1 of the excursion due at Fort Washington at 6 o'clock was the one that came into collision. Believes the down conductor was aware of the excursion train. The down train should not have waited at Fort Washington if the latter (up train) was behind time, but should have run. If the excursion train was more than 15 minutes behind time it should have gone to a sideling, regular trains should not. Cross Examined by Mr. Adams. Rate of running varies. In the city 6 miles per hour, between short stations does not require as much speed.—^There is uniform speed between all points except in the city. The regular time between Fort Wash ington and Camp Hill is 3 minutes according to the time table. Have one hour clear time [between trains.] Two stations be tween Gwynedd and Fort Washington, Penlynn and Wissahic- kon. There is no general rule prescribing the speed except time table.— There is usually a difference in making the time.— They cannot well exceed it—^more likely to be behind time than ahead. Distance from Gwynedd to Penlynn miles—Penlynn to Wissahickon li/^ miles—From Wissahickon to Fort Wash ington iy2 miles—^from Fort Washington to Camp Hill % miles. I have been a Vice President about 6 weeks or 2 months; a director since the first of February. ALBERT H. FRACKER, Sworn,—I am employed by N. P. R. R. Co. as Master of Transportation.—Have been such about 1 week. I made out and furnished to Mr. WILLIAM SCHULTZ superintendent of motive power, instructions of which these 236 bulletin of historical society op Montgomery county are a copy. Paper shown witness, page 178, Company Book furnished for Excursion train of July 17 No. 1. The following are the instructions to special trains.

RUNNING INSTRUCTIONS OF THE NORTH PENN SYLVANIA RAILROAD, JULY 17th. Transportation Office, July 16th, 1856. Wm. Shultz, Esq: Dear Sir—The following are the ar rangements for running Excursion trains to-morrow: Excursion No. 1, leave Master street at 5 o'clock A.M., and run to Fort Washington, with a clear track hy 6 A.M. Return ing, follow flag of 6.15 train from Ft. W., and arrive at Master street at 7.15 A.M. Excursion No. 2, leave Master street at 8.05 A.M., and follow flag of regular train to Ft. W. The engine will follow same train to Gwynedd, turn, and follow back to Ft. W. RETURNING—Excursion No. 1, leave Ft. W. at 5.30 P.M., and run to Master street, with clear track by 5.30 P.M. Returning follow 6.47 train to Ft. W. Excursion No. 2, leave Ft. W. at 8 P.M., and run with clear track to Master street by 8.50. The train carrying flag for excursion will keep main track at passing places. Extra precaution must be taken by conduc tors and engineers carrying or following a flag, to prevent collision. Opposing trains will wait 15 minutes on flag for excursion trains, then proceed at usual speed, keeping 15 minutes behind. Should excursion train get more than 15 minutes behind, it must be kept out of the way of regular trains. A. H. FRAGKER, Mast. Trans. These are a copy of instructions. The original of these instructions are held by Mr. Schultz I presume. In same book, page 177-8 copy of instructions furnished to conductor of the excursion train, of July 17, 1856. Train No. 1 was to arrive at MOST APPALLING CALAMITY 237

Fort Washington at 6 o'clock A.M. The words "clear track," indiciate that there will be no obstructions on the road. There were no other instructions given to the conductor or engineer of the excursion train than these contained in the written in struction. I don't know what instructions may have been given by Mr. Shultz to the engineer. There are along the road side tracks where an excursion train behind its time might switch off on a side track, especially if running upon regular (train's) time. It would be the duty of the conductor having charge of a train 15 minutes behind time to run as far as he could without running on the time of the opposing train, at the point where he happened to be, of this the conductor and engineer must judge, and are responsible for injuries. I don't know that the regula tions provide for cases where conductor and engineer disagree as to running. The train leaving Gwynedd yesterday morning would not wait longer than 6 o'clock 15 minutes A.M. at Fort Washington but would then move on. The conductor of that train was aware of the excursion train coming up. I think it would have been his duty to leave Fort Washington at 6 o'clock 15 minutes upon learning the non-arrival of the excursion train. There are no special regulations which are incumbent upon the conductor of down train at Fort Washington upon leaving that place at 6.15. There is an allowance on most rail roads of 5 minutes for difference in watches, but I believe none on this road—at least none in printed regulations. If the conductor of down train had not reached Fort Washington until after 6.15 he should have gone on.— The conductor of the up train would run on after that time at his peril. I don't know that the up train was running upon the time of the regular train. The collision took place I believe nearer to Camp Hill station within sight of the latter.—^I handed a copy of these instructions to Mr. Alfred F. Hopple personally. He was the conductor of the up train on the morning of the collis ion. I handed none to the conductor of down train. His name was Wm. Vanstavoren. Don't know how long he had been upon the road. I believe there were no other regulations or Instructions for the guidance of conductors and engineers than 238 BUIiLETIN OP HISTORICAL SOCIETY OP MONTGOMERY COUNTY are contained in the printed regulations and written instruc tions except such as are contained in instructions, on page 172, but this exception would not apply to this collision. Did not know of collision until about 20 minutes past eight o'clock. The regular train down could not by being behind time give to the excursion train the right of the road. I can't say how long Mr. Hopple has been upon the road but have understood that he was one of the oldest. Mr. Vanstavoren was not a regular conductor. His position was baggage master and also extra conductor. There is no regular time laid down beyond which trains are not to run. The excursion train left the city at 5 o'clock 10 or 12 minutes. The cause was that it was ex pected to have two trains full—and all were not in to start at 5 o'clock. The cars could not move off without danger; many being children and there being no platform to the cars. Train was detained by his (Mr. Fracker's) order. There were 10 passenger and 1 freight car. Does not know how many pass engers or how many tickets were sold—^they were well filled except the 1st and hindmost. There was but one locomotive and it was considered the heaviest and best on the road. Distance from Philadelphia to Fort Washington 13^ miles by the time table. By Mr. Adams. [Cross examination.] The superinten dent of Railroad is Mr. Solomon W. Roberts. I am Transporta tion Master subject to the general Superintendent. Acted on Pennsylvania and Ohio Road, about 2 years as Assistant Trans portation Master. Had been off about 6 months. No instruc tions were given to down conductor as to 5 or so minutes being taken off. Vanstavoren had acted twice as conductor before. Had no knowledge of Vanstavoren's ability to conduct. This was the 3d time he was acting—he was only conductor for the day—^was to run by the time table. Mr. Hopple was the regular conductor of down train. There was no dissatisfaction [on the part of Hopple] on account of displacement as he knew. WILLIAM L. LEE, Affirmed.—Is in the employ of the North Pennsylvania Railroad—^was the Engineer on the down train. Left Gwynedd at six o'clock—arrived at Fort Washing^ ton—^time not positive, did not look at the watdi but looked MOST APPALLING CALAMITY 239 at it when we left. The train left Fort Washington at 6 o'clock 17 minutes. He intended to stop at Camp Hill station. This is the next station below F.W. station. He knew that an excur sion train was on the road but did not know when it was due at Fort Washington—did not know the time prescribed for that train. Down train stopped at Fort Washington about two minutes. Did not know but thought they might meet at Edge Hill—^was fearful they might meet before reaching Edge Hill. Edge Hill is the second station below Camp Hill. Was on the lookout for the excursion train after leaving Fort Washing ton— Sounded the whistle nearly all the way and ran without steam. It was shut off fearful that they might meet something. Saw excursion train first by the shadow of the engine thrown on the opposite bank of the curve.—Previous to discovering the approaching train, I gave the engine steam after getting through the first cut to reach Camp Hill. There is a curve immediately bdow Camp Hill station. The excursion train had not made its appearance round that when the shadow was first discovered. We were about 400 yards from the station when I gave steam.—^When I saw the shadow I immediately reversed the engine without shutting off the steam. Had been running just previous not over 10 miles an hour. As soon as I saw the shadow I reversed the engine without shutting off steam and hollowed to brakesmen they are coming and whis tled shut down the breaks (sic)—^then whistled a second time. Had heard no whistle or bell from the approaching engine— saw not a particle of steam.—Didn't see an3i:hing done by the approaching train. They may have been (coming) on without seeing them. Fearful that my engine would fly I stepped back on the frame work of the tank and held on to the reversing lever to keep it in its place—^then stood ready to leave the engine. During all this time I had thought he might stop his engine. Mine had nearly stopped. If I had steam she would have reversed herself. I remained on my engine until the approach ing engine was within about twenty feet, saw no one on the (other) engine but they might have been in the pit—possibly the stack hid them. I stepped from the engine then and saw 240 bulletin op historical society op MONTGOMERY COUNTY them striking and the collision—run then to the bank at the edge. I was on the edge of the bank when the engines struck— distant probably 10 feet from the engines. As soon as they came fairly into collision I run, jumped or tumbled, I hardly know how, down the bank or slope. As I mounted the fence the approaching engine mounted my engine and mine fell over on the side and immediately, I think, the front safely pipe broke or fell off. I was fearful of being scalded and made my way over into the meadow some distance I don't know how far. I returned immediately, re-climbed the fence and got on the embankment. The first person I saw lying on the embankment was Mr. EDWARDS, the baggage master. Mr. VANSTAVOREN the conductor was in the meadow when I got there. He got up and requested me to assist in carrying Mr. EDWARDS away some short distance. After remaining I went dovra on the opposite side of the bank among the ruins of the cars. First object I saw was a lad with two legs cut off—assisted and got him over the fence—^then found another and put him away and after wards two others. Afterwards saw a lady, Mrs. FLEURY, tried to get her out but she was pinned fast—a splinter run ning through both thighs had pinned her fast. Another wom an was under (her.) I tried to do all I could in getting (her) out and stayed till the heat drove me away (Here witness was much affected while relating this, and copious tears filled his eyes.) Then I got on the opposite side of the bank and one of our men requested me to help him with Mr. Flenry [Fleury] the husband of Mrs. Flenry (sic). Then (I) went down to the house and requested him to get some water. We then tried to do something at the cars. I could have saved many of the up train if I had received help. Mr. Vanstavoren tried to get a horse to go to the city but could get none. I then said I would go if I had to walk. We then started and tried to get a jumper [i.e., handcar], but could not. Below Edge Hill we got a light jumper and then got to Tacony. Finally we got to the Plank road and rode to the city in the stage. Mr. Harris, Engineer of the up train was killed. He was not dead when I saw him— MOST APPALLING CALAMITY 241 he was not instantly killed. I did not know when I came to Fort Washington what to do. I spoke to Mr, Vanstavoren what his orders were.—He told me he had no orders. I asked him what the paper was he had given to him one day last week. He told me it had reference to last week. I then asked him what to do. He said go on, and I told him very well, but I said you had better not. He said sound the whistle—all right—go ahead.— I thought it better not to go; in the first place from the fact that the train was to have left Philadelphia at 5 o'clock and they had time to come.—In the second place as he had no instruc tions what to do there might be a misunderstanding, and there would be a collision. If I had refused to go when he directed I would have been liable to have been reported. The general understanding is that the regular trains have the right to the road. I wanted to wait because something told me that we had better stay—and also because I had a faint recollection on the week previous he had received orders to wait for an excursion fifteen minutes at Master st. or some other point. I thought he might possibly have received similar instructions. I con sidered myself bound to obey the conductor not having received any orders myself from the authorities of the road. When the collision took place the Excursion train was running on the regular time—not positive as to the collision, as far as he was able to judge it took place about 6 o'clock 23 minutes. There is no switch or sideling between Fort Washington and Camp Hill. The first sideling below Fort Washington is at Edge Hill. It would take ordinarily a train to run from Edge Hill to Camp Hill about 8 minutes. The Excursion train could have switched off at Edge Hill or we could have switched off. They were from eight to ten minutes behind time. They should have switched off at Edge Hill. I felt anxious as to the paper of in structions which I thought he might have. I asked him again (Mr. Vanstavoren) if he had it in the stage and he said he had not.

S. M. CORNELL, Affirmed. Am in the employ of the N. Penna. Railroad Company, two years yesterday. Have charge of the carpenter work of this division and am conductor of 242 bulletin of historical society op Montgomery county the freight train. I was authorized to go with the up excursion train at 5 o'clock in the morning at Master street. Mr. Hoppel was the Conductor; I assisted him in taking up the tickets, suppose there were between 7 and 800 in the cars, adults and children. Did not observe the time of starting. We left Master street as usual till near Tioga street station when the engine slipped, dew being on the track, we were detained probably 3 or 4 minutes. We proceeded onthen at a reasonable speed till about half way between Ghelton Hills and Tacony station. There we remained I suppose about 5 minutes, steam being low. Train would have not have been too heavy if the track had been dry, Mr. Hoppel came to me and said we had probably better take the sideling at Edge Hill. I replied we could not take the sideling on account of a lot of dump cars belonging to Mr. Campbell being there, but we should keep the main track and let the down train take the sideling it having but three cars. He made no reply and I took it for granted he was going to do it. Previous to that he had told me to keep on the left side of the train back so that he could see me from the front end. Near the top of the grade he motioned me to come forward, I did come to the 1st car, there I met Frank Fleury a car builder. He (Hopple) told him that he should tell me that I should put the brakemen to their places, he was going to make Fort Washington—I cannot tell the time—I went back and put them to their places and told them to lookout. 1 also took up the slack chains of the breaks (sic). I then stationed myself as near the middle of the train as I could—and kept on the look out all the way down grade. I turned myself with the position of the curves as they came side about until the engines stuck. I remained until about 50 feet of the collision, then I jumped off left side coming up—^never saw dovm train till they struck —could not see because there was a short curve and bridge and embankments at lower end Camp Hill Station.—Did not hear down train before the collision. Whistle [of up train] was sounding previous to the collision some two or three minutes. Did not hear whistle at the curve—^heard no bell rung, do not MOST APPALLING CALAMITY 243 know where Hopple was when train came around the curve. Train was running at a good speed—not having any steam, it being down grade. If the up train had been running cautiously with a good lookout the collision would not have taken place, or if a man had been sent ahead with a flag. If our train was running on the down (train's) time it would have been proper —I did not observe the time and therefore can't tell if we were—our train slackened 8 or 400 yards of the collision— breaks on the front of the car were applied. When the trains came into collision the up train was moving with considerable rapidity. Had not stopped at any of the stations, I had a notion Mr. Hopple was going to stop at Edge Hill Station until he motioned me to come forward, probably we were behind time. I had a watch but did not look. I seen nothing of the down train till after the collision. I jumped off after the en gines had come into contact. Having no control I took no interest in the time. Mr. Hopple did not speak of the time—^I saw him looking at his watch when stopping between Chestnut Hill and Tacony. Distance from starting place to Fort Wash ington 18^ miles—train run at regular speed except at the places mentioned. Train was run faster after Mr. Hopple said he was going to make Fort Washington, speed was very regular until the time of collision, except the slacking at the trussel work. It was about the usual speed when running between long stations. We were running probably between 25 and 30 miles, not over 30 miles per hour. Distance between curves at Camp Hill and above about 400 or 500 yards. Both are short curves, collision took place between these nearest the lower curve. Regular trains stop at Camp Hill—^the latter was a regular stopping place for down train. Down train was about 100 yards from upper end of the platform. I can't form any idea of the speed of the down train—I know the names of none who were killed except the engineer on our train, his name was Henry Harris, his body was taken to the city in 2% o'clock train, I think. The fireman was taken to the city in the first train—badly burnt. 244 BULLETIN OP HISTORICAL SOCIETY OP MONTGOMERY COUNTY

SATURDAY MORNING, JULY 19—91/2 A.M. LEWIS PEZE (Pease), Sworn—^Am in the employ of the N. P. R. Co., as brakesman, have been on the road since the road started—^was brakesman on the up train which came into collision—^was on the 2d car from the engine—^just before reaching Tioga Street we were detained by track being wet— we were detained 4 or 5 minutes. We then ran on to the next grade about 1 mile below Edge Hill—about 3 miles—there we stuck again—still from wet track. At that place Mr. Hopple and Cornell, were conversing about stopping at Edge Hill. I heard it—Mr. Hopple said something about running on the sideling. Mr. Cornell said they had better keep the main track & let the down train take the sideling. I then got on the front car and we started on. Mr. Fleury was on the front brake and I passed through it on to the 2d car and took my position at the back brake of 2d car and stepped over and took up slack of front brake of 3d car, sometime after, just after crossing the trussel work just below Camp Hill station, I heard whistle blow,—could not tell whether on our train or another—it was a whistle for down brake. Just then Mr. Hopple came out of 2d car and at that moment both platforms came together and pitched us both down the bank. A young man who was sitting on the platform beside me and whom I had cautioned before was killed—did not know his name. I was stunned by the fall, I helped a number out of the ruins. Saw nothing of the other train until the collision. The reason I took up the slack of the brakes was that we were going at a pretty good gait. Mr. Cor nell came through the cars I think at Chelton Hill and told me to keep the slack up going down grade. We were going a little faster than common, about half a minute before the collision our engine sounded one signal for down brake, I heard no other. I believe we did not start at our time from Philadelphia, it was below Edge hill that the conversation took place about stopping at Edge Hill—cannot tell whether we were running on over our time or not—I did not look at my watch. CASPER ALBRIGHT, Sworn.—I am foreman on N. P. R. R. and have control over 6 miles of track. On the morning MOST APPALLING CALAMITY £45 of collision the down train arrived at Fort Washington at its usual time, about 6 o'clock 15 minutes and stopped one minute to get some milk cans on. I saw the conductor and engineer talking together but heard nothing that they said. The train moved along very slowly, ringing the bell all the time; he run much slower than common. I was not standing far from them during the conversation, but did not hear what they said. The engineer was on his engine—^he did not leave it. The conductor went down to the engine and spoke to him. When the train started away the whistle was also sounded and kept on sounding.

JOHN SPENCER, Affirmed.—I live in Whitemarsh town ship, Montgomery county, within sight of the scene of collision. I saw the collision take place on the morning of the 17th of July. A little after 6 o'clock in the morning it occurred. 1 was looking out of my shop "window and saw the trains approach ing. I saw the down train first just coming through the cut above Camp Hill station.—It was slacking off as much as it could when it came through there. I had just time to turn around and I saw the up train coming under the bridge at Camp Hill station. It was going pretty smart. They were run ning about as fast as they cleverly could. I heard the whistle on the train coming up before it reached the bridge. There is a road across the railroad at the bridge. I could not see that the speed of the up train was diminished between the time I saw it and the time of the collision. I had no watch and do not know what time it happened. I went to the place of the disaster. Eleven of the bodies of the dead were carried to my shop. I know of no valuables found upon their persons. I know of a quarter dollar or 121^ cents found, but do not know by whom. I know nothing of a watch having been found. Don't know who carried the bodies to my shop. I know none of those killed on the road.

(At this point the jury desired to hear the statement of Mr. Alfred F. Hoppel, conductor of the train, and at their request Mr. Hoppel was called.) 246 bulletin of historical sociETy op Montgomery county

ALFRED F. HOPPEL, Affirmed. I was conductor of the excursion train on the morning of the 17th of July. I left Master street with my train 9 or 10 minutes after 5 A.M. on that day. We came up as far as Tioga street, where we stopped on account of the track being wet with dew, after some deten tion perhaps 2 or 3 minutes we went on. When we reached Tacony grade we stuck again, from the track being slippery and the want of a sufficient head of steam. We were here detained some 6 or 8 minutes. I got on the engine at this place, and after leaving it, told the engineer we would make Edge Hill station and then I would see whether we had sufficient time to make Fort Washington. I had an assistant on the train named Sanford Cornell, I sent a man back to tell him, Cornell, that he should place the brakesmen at their post properly, and to prevent passengers from standing upon the platforms of the cars. I told Fleury to tell Cornell that my time was sufficient and that I intended to make Fort Washington. It was then 8 minutes after 6 o*clock by my watch. This was at Edge Hill station that I had 8 minutes after 6 o'clock. I then came on without any occurrence until we passed Camp Hill station, when I saw the other train approaching. I saw my engineer reversing his engine and jump from the train. X looked at my watch the first thing when I saw that train approaching, and my watch said 18 minutes after 6 o'clock. I was on the platform of the first passenger car, right next to the water tank. When the en gines struck, I was standing on the step of the car, and as they struck each other I jumped and that is all I knew, until some time after, I found myself tearing a lady's dress into two pieces, and sent a piece both ways along the road, to warn approaching trains. It was a pink dress. I had a con versation with Mr. Cornell at the 2d stoppage, in which I remarked to him that if we kept on this way we would have to take the sideling at Edge Hill. It was not my determination at that time to stop at Edge Hill, but if I had time on ar riving at that station without jeopardizing my passengers to run to Fort Washington. The regular time for the dovra MOST APPALLING CALAMITY 247 train to leave Fort Washington was 6.15 A.M. It is a regu lation of tiie Road that trains must wait on an «cpected train 15 minutes, applying as well to special trains as to regular ones. I supposed the conductor of the down train had orders respecting the coming up of the excursion train, for different reasons, and especially as he had charge of my regular train. When I started from Edge Hill station, I calculated I had 22 minutes to run to Fort Washington. I had a copy of the instructions before I left the city but do not know where they are now. I left the city at about 9 minutes after 5 o'clock A.M. The train master detained me, and said that I had the fifteen minutes to spare. My time to arrive at Fort Washington was 6 o'clock A.M. The time for regular trains to leave a station, when expecting an opposing train is 15 minutes after time table time. My understanding of the instructions are the time for the down train to have left Fort Washington was 6.30 in consequence of our non arrival. Mr. Vanstavoren was a Baggage master on the road. He was sometimes detailed to act as a conductor. He had acted before in that capacity. I don't know that he had any instructions for the day of the collision, other than the printed instructions and regulations. I have always exercised care in running trains, since I have been upon the road; have always been cautious, and would not in this instance have run on, if I had not believed that the time of the down train to leave Fort Washington under the circumstances was 6.80.

MONDAY, JULY 21st, 10 A.M. WILLIAM SHULTZ, Sworn.—I am employed by the N. P. R. R. as superintendent of motive power, my office is at Phila. depot. Paper No. 1 was here shown to the witness.— This is a copy of the instructions furnished me for the running of excursion trains on July 17th, 1856. These were furnished me by Mr. Fracker on Wednesday afternoon, the day before the accident. I furnished a copy of these to the engineer of the excursion train. I got Mr. Baker to read and deliver them to the engineer of the excursion train. A copy of the printed 248 bulletin of historical society of Montgomery county regulations are posted in every engine with a glass and framed for the guidance of engineers. A copy was posted on both the engines which came in collision. In the case of special or ex cursion trains, the conductors are furnished with special in structions as to time. The rule requiring train to wait at a station 15 minutes over starting time applies only to regular trains. If a special train cannot make the time contained in its written instructions, it is bound to lay off on a sideling. If a special train islimited to make a particular point at a particular time by special instructions and gets behind its time it is duty to lay by for the opposing train.—The time for running regular trains from Edge Hill to Fort "Washington is eleven minutes by regular time table. An excursion train not stopping at intermediate points might make it sooner. The time for the down train to leave F.W. was 6.15, unless he received special orders to the contrary it being a regular train. It was the duty of the conductor of the excursion train to lay back at some intermediate sidling, if he could not make Ft. Washington by 6 o'clock. If he had not left the city until ^ past 5 o'clock A.M. it was his duty to regulate his running so as to clear the track at least 15 minutes before the regular train is due at any station. These are the regular running rules, on the morning of the collision the down train would not of rights lay at Fort Washington until 30 minutes after 6 because in that event the other train would be laying by also and both would be waiting on each other. It was the duty of the conductor of the excursion train to clear the road if he was running behind the prescribed time of his instructions. The instructions were given by Mr. Fracker, Master of Transportation. The Master of transportation furnishes me with instructions which I furnish to the engineer. I furnished Mr. Baker, my clerk, with the instructions and desired him to furnish a copy to the engineer running the excursion train. I can't say that the conductor of down train was furnished with special instructions in this case. I have been superintendent of Motive Power on this road about 6 months. Have been con nected with railroads since railroads commenced in the U.S. MOST APPALLING CALAMITY 249

Was on the Germantovm R. R. for at least 13 years. All the time that the conductor of excursion train on the morning of the accident,was running after 6 o'clock was an infringement upon his instructions and upon the regulations of the road. Instructions furnished to special trains are always such as not to interfere with the time of regular trains running upon the road. If the instructions furnished to the conductor of excursion train on the morning of the 17th of July, had been complied with, there would have been no interference with the time of the regular train from Ft. Washington with which it came in collision.

CORNELIUS BAKER, re-called—I furnished the engineer of the excursion train, Mr. Harris, with the paper marked No. 2. It is the original instructions furnished by Mr. Fracker, Master of Transportation to Mr. Schultz, in my presence, rela tive to the running of excursion trains on the morning of July 17th from Philadelphia. I read it to Mr. Harris twice so that he should perfectly understand it. He told me that he con sidered them so plain that there could be no difficulty running by them. I went up to the scene of disaster with the first train that went after the wounded. I extricated the body of the Rev. Mr. Sheridan, and found a watch lying under his person upon the ground. I have since given the watch up to Father Laugelin (Laughlin?), at the residence of Mr. Sheridan. When I first saw the watch it was pointed exactly at 18 minutes past 6 o'clock. It was I think about 10 o'clock when I first saw the watch. I picked it up off the ground. I picked up that portion which had the hands and face on; the rest was separated from it; but the watch was stopped when I found it. We received our office instructions which are only intended for the guid ance of engineers not conductors. Under the instructions furnished to engineers of excursion train, July 17th No. 1 the track would be occupied after 6 o'clock by the down train, under the circumstances it was not in my opinion the duty of the conductor of down train on the morning of collision to wait at Fort Washington until 6.30. No matter what time the excursion train left Philadelphia on that morning it was bound 250 bulletin of historical society op MONTGOMERY COUNTY to clear the track at my station when it was 15 minutes behind its written instruction time. The time given to excursion train to reach Fort Washington was 6 o'clock. If it was behind time any where on the route he might run on to the next sideling, provided he did not run onthe Schedule time of the regular op posing train. If a train which is due at Fort Washington at 6 o'clock A.M. is eight minutes after 6 at Edge Hill, then allowing eleven minutes its regular running time between Edge Hill and Fort Washington, the train at Edge Hill coming up is 19 minutes behind its instruction time. The engineer who is subor dinate to the conductor is bound by the written instructions. HENRY R. CAMPBELL, Sworn.—I have become a con tractor of N. P. R. R. I am generally familiar -with running on railroads—^Have been connected with railroads for 28 years —I judge the printed regulations applied to the regular trains of the road. I mean the printed regulations dated March 15, 1856 signed Edward Miller, President. "Carefully running all the curve," is to send a man ahead with flag so as to give sufficient notice to approaching train. I have never known excursion trains to run by any other than by the special in structions given him. Have never known the conductor of a special train which the special instructions did not authorize. Any other arrangement would be dangerous to the regular business of the road as well as to passengers of special trains. The time limited for the reaching of Fort Washington on the morning of July 17th was 6 o'clock A.M. I would have held it as my right according to the instructions of special train to have been at Fort Washington by 6.15. If I could not reach F.W. I would have considered myself bound to lay off. I mean that if the excursion train got 15 minutes behind time he was bound to lay off. Nothing is left to conductors of special trains for inference. He is bound to obey orders. I think he had a right to run till 6.15 to reach Ft. Washington. If a train was due at Ft. Washington at 6.15 and it was 6.8 when at Edge Hill, the running time between Edge Hill and Fort Washing ton being eleven minutes, the train would be behind time 19 minutes. In such a case under written instructions it would be MOST APPALLING CALAMITY 251 the duty of the train to out & wait for the regular train at Edge Hill. If under tiiese circumstances the conductor would run on, he would be running on the time of opposing train. I believe there is no sideling between Edge Hill station and Fort Washington. I think if the up train could reach Fort Washing ton by 6.15 he had a right to come. I am no officer on the road and in no way connected with it except as contractor for laying track. My opinions here given are based upon my experience in connexion with New England and other roads. I do not think it prudent to fix the time so close—^there may be variations in the watches. JOHN W. GILLINGHAM, Affirmed. I am a conductor on the N. P. R. R. Have been a conductor on the road since Feb. 1st, 1855.—^Excursion trains are governed strictly by their written instructions as to time. The rule requiring that no train must leave a station when another train is due without waiting 15 minutes applies only to regular trains unless written instructions are given. The down train on the morning of July 17, had a perfect right to the road after 6.15 from Fort Wash ington. After 6.15 it is to be presumed that the excursion train is out of the way, if its time at Fort Washington was 6 o'clock. A train due at Ft. Washington at 6 o'clock and being at Edge Hill at 8 minutes after 6 would be 19 minutes after its time at Edge Hill. Conductors of regular trains are always bound by limited regulations and time table, except when special in structions are given to the contrary. These are my views of the regulations as a conductor of the road. If a conductor of a special train limited to reach a certain time found himself 15 minutes after his instruction time, it would be his duty to turn out upon a sideling and wait for a regular train. I think under the circumstances of this case it was the duty of the conductor of the excursion train to take a sideling at Edge Hill. JOHN WELSH, Affirmed. I am President of N. P. R. R. Co. My duties do not bring me in connexion with the details of the transportation department. Mr. Solomon W. Roberts is the Chief Engineer and General Superintendent of the Com pany. Mr. Fracker is the M. of Transportation and is subor- 252 bulletin of historical society of Montgomery county dinate to Mr. Roberts, Mr. R. having the General Arrange ments and Mr. F. the Special Arrangement(s) under their respective charges. Mr. Ellis Clark is clerk at Willow St.,Depot. These gentlemen having charge of the respective departments are more competent to describe their arrangements of the 17th of July, than I am. SOLOMON W. ROBERTS, Affirmed. Am nearly 45 years of age, a native of the city of Philadelphia and have been a Civil Engineer by profession for more than 25 years. I was not pre sent when the disaster occurred on the 17th inst., having been absent from the city for several days and did not know that the excursion was to take place or anything about the arrange ments until some hours after the occurrence. About six weeks ago at the request of the Board of Directors of N. P. R. R. Co., I became then Chief Engineer to take charge of the completion of the line to the Lehigh and consented to act as their general superintendent, upon the express condition that I was not to take personal charge of the trains upon the road which duty was to be committed to an experienced master of transporta tion, appointed by the board for that purpose. The general rules for running the regular trains were es tablished before I entered the service of the Company and have not since been altered. The Master of Transportation had authority to make arrangements for running special or excur sion trains, and who issues such orders as he may think proper to the conductors and others employed in running the train. I know but little of the men employed in running the trains to which the disaster occurred, but they had the reputation of being good and experienced men, and Mr. A. F. Hopple the conductor of the excursion train was considered to be the most experienced conductor on the road. Paper No. 3 was here shown the witness. From this paper of Instructions, Excursion train No. 1 was due at Fort Wash ington at 6 A.M. I understand the instructions to give to the conductor of said train until 6.15 to reach Fort Washington without running on the time of opposing trains. As I under- MOST APPALLING CALAMITY: ^ 253 stand the orders, if the excursion train had not arrived at Fort Washington at 6.15 on that morning it was the duty of the conductor of down train to go on. I understand the printed rules to be the rules governing the running of regular trains, and when a special train is due at a point at the starting time of a regular train the regular train must go on unless its con ductor has special orders to the contrary, according to my understanding the down train was not obliged to wait at Fort Washington 15 minutes for the coming of the excursion train it having not yet arrived.

If the time of a train to arrive at Ft. W. was 6 o'clock and when at Edge Hill it was 8 min. after 6, the running time from Edge Hill to Fort Washington being 11 minutes, the train would be 19 minutes behind time at Edge Hill. Under these circumstances it would be the duty of the train so out of time to halt and wait for the regular opposing train. The 15 min. of grace which are allowed in the written instructions are the 15 minutes elapsing between 6 o'clock the time when the train was due as Ft. Washington and the time of the de parture of the down train from that station. I understand the instructions furnished by Mr. Fracker to mean that the down train was not to wait after 6.15, for the excursion train it not having at that time arrived at Fort Washington.

At 5 o'clock, they adjourned until Friday morning, at 10 o'clock A.M. (From The Norristown Register of July 29, 1856.)

THE LATE COLLISION.—We give to-day the conclusion of the Coroner's investigation into the late terrible disaster on the N. P. Railroad, and the verdict of the Juries both of this county and of Philadelphia. It will be seen that the cause of the accident is attributed to the carelessness of the con ductor of the excursion train, Mr. Alfred F. Hoppell, on ac count of not stopping at Edge Hill. We may be permitted to remark, in this connection, that although the blame now at taches to Mr. Hoppell, that we cannot help thinking the ex- 254 BULLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY pression of the Philadelphia jury "that the regulations of the Eailroad Company for the running of excursion trains are in sufficient especially in this, that there is no provision for special instructions to the conductors of the regular trains, when special trains are on the road," has great force If the regular train had only waited two minutes beyond its leaving time, no collision would have occurred, and what loss would it be to the public or the company if a regular train would wait, five, ten, or even fifteen minutes beyond their regular leaving time, when an excursion train is on the road? Surely it were better than to occasion such a great loss of life. Besides, telegraphic communications should exist between all the stations of railroads—and no railroad should be built without a double track. The thanks of the Montgomery county Jury were returned to District Attorney Hobart, who we omitted to state last week was present at the examination as soon as he could reach Fort Washington, to B. Markley Boyer and to H. W. Bonsall, Esqrs., Attornies for the Coroner for their services, and to Wm. Hersh, proprietor of the Fort Washington House, for his attention to the Jury. FRIDAY, JULY 25th, 1856. JOSEPH H. EDWARDS, Sworn.—I was baggage master of the regular train down, which came in collision with the excursion train, on the 17th inst.; we arrived at Fort Wash ington, I judge about 6.15; I did not look at my watch; I sup pose we waited there for one or two minutes; we did not start away before 6.15; I was on the back platform of the baggage car; this car was next to the tender; we were not running at the usual speed; in passing around the curve below eight miles per hour; the collision occurred before I was aware of the train approaching from below; we had pretty nearly stopped at the turn; we had nearly reached Gamp Hill station, when it was our intention to stop the cars; the brakes were down; Mr. Vanstavoren had one brake, and I had the other; I did not hear any whistle sounded from the excursion train; the MOST APPALLING CALAMITY 255 whistle was continually sounded on our train all round the curve. 1 cannot say whether the bell was rung; if I had been on the other side of the car I might have seen the other train approaching shortly before the collision, but as it was, the engines came in contact before I was aware of the danger; I have some slight remembrance of some person asking whethCT the excursion train had arrived [at Fort Washington]; I can not recollect whether Mr. Vanstavoren or Mr. Lee said any thing concerning it, within my hearing; I know of no instruc tions for running our regular train, with reference to the excursion train. In consequence of the collision, I broke my leg, and was wounded in the other, and otherwise bruised; from anjd;hing I know, I had no reason to expect that we would meet the train at that place; I believe that I know nothing that would throw any more light upon the cause of the collision; I speak with certainty within two minutes as to the time of the arrival and departure of our train from Fort Washington; I cannot tell why we ran cautiously round the curve; I heard the engineer inquire of the conductor whether he was going or not; he answered that he was, that he had no instructions; did not hear any other conversation; I know that we did not start from Fort Washington before 6.15; I fix the time by our running from the other station here; I did not look at any watch at Fort Washington; At Wissahickon X think I looked at my watch, but am not certain; I was not the regular baggage master on the train; I belonged to that train as brakesman; but was acting that day in the capacity of baggage master.

The room was then cleared to allow Jurors to consult on the rendition of a verdict. After having been kept together over eight hours, they returned the following

VERDICT. MONTGOMERY COUNTY, ss.—An inquisition indented and taken at Fort Washington, in the township of Whitemarsh, in the county of Montgomery, on the 25th day of July, A.D. 256 bulletin or historical society op Montgomery county

1856, before Daniel Jacobus, Esq., Coroner of the county aforesaid, upon the view of the bodies of Edward Flannigan, Patrick Flannigan, Wm. Dugan, Bernard Greene, Cornelius Cokely, and the bodies of twenty-nine other persons to them unknown, as aforesaid, all came to their deaths from the effects of a collision of two trains of cars running upon the North Pennsylvania Kailroad, which occurred near Camp Hill Station, in Montgomery county aforesaid, on Thursday, the 17th inst., at about eighteen minutes past 6 o'clock, A.M.

One of the trains which thus came into collision, was a special excursion train, consisting of ten passenger cars and one freight car, attached to a single locomotive. By previous arrangement, this train was to start from Master street, in the city of Philadelphia, at 5 o'clock on the morning of the 17th instant, and w^ to reach Fort Washington Station at 6 A.M. The passengers consisted chiefly of children, belonging to the Sabbath School attached to St. Michael's Church, in the city of Philadelphia, and their teachers, relatives and friends, num bering altogether about seven hundred persons. The train was under the charge of Mr. Alfred F. Hopple, a regular conductor upon the road. The cars did not leave Master street precisely at the time fixed for starting, but were detained about 9 minutes after 5 o'clock, when the train proceeded upon its way; A. F. Hopple, the Conductor, had written instructions for running the train in his possession, which had been furnished to him by the proper officer, and by which it provided that if the excursion train got more than 15 minutes behind it was to be kept out of the way of all regular trains; the excursion train, in the course of its route, encountered some difficulties, and, from causes not important to be here detailed, it was so delayed that upon its arrival at Edge Hill station, two and three quar ters miles distant from Fort Washington, it was more than fif teen minutes behind time, under these circumstances, the in structions furnished to the Conductor required him to wait for the regular down train, which was due at Edge Hill at 27 min utes after 6 o'clock, A.M. There is a sideling at Edge Hill but none between that station and Fort Washington, and although MOST APPALLING CALAMITY 257

the sideling was at that time occupied by cars standing upon it, yet the two trains might have passed at that point without any practical difficulty. But the conductor of the excursion train, instead of waiting at this point, proceeded onwards with increased speed. Just before reaching Camp Hill Station, three fourths of a mile from Fort Washington, there is a short curve in the road, around which the excursion train was run at great speed, without any suitable precautions being taken to avoid a collision, although the time had elapsed for the down train to leave Fort Washington, and it was actually on its way at the time in accordance with the regulations and time table of the road. About 400 or 500 yards above the curve above mentioned, there is another curve in the road, and between these two curves and nearest the lower one the collision took place. At the moment of the collision the regular train had nearly stopped, whilst the excursion train was still moving at the rate of about twenty-five or thirty miles an hour. As respects the responsibility to be attached to individuals connected with the disaster, we find as follows: First. We deem it due to the memory of Wm. Vanstavoren, the conductor of the train, since deceased, to state that he was running his train at the time of the collision, in accordance with the regulations ofthe road. Second. We find that Wm. L. Lee, the engineer of the down train, is free from all blame, and did all in his power to avert the catastrophe after the first warning of the impending dan ger.

Third. We find that the immediate cause of the collision was the gross carelessness of Alfred F. Hopple, the conductor of the excursion train, in running his train contrary to the instructions, after it had got so far behind time, as to render it his duty to keep the track clear for the regular down train.

Fourth. We find that if the regulations of the Railroad Company had been obeyed, the collision would not have hap pened. 258 bulletin op historical society of Montgomery county In witness whereof, the said Coroner, as well as the Jurors, haveto the inquisition set their hands and seals,on the day and the year, and at the place first before mentioned. The following is the verdict of the Phila. Jury: First. The inquest find that Rev. D. Sheridan, Lawrence Dillon, Edward Hall, Elizabeth Gunn, Thomas Kelly, Bernard Ruynegan, Michael O'Brian, John Maguire, James Mclniyre, Francis Walls, James Quigley, Catherine McGurk, John Scril- lon, John Ryan, Hugh Campbell, James Powlin, Mary McErlaln and Henry Harris, died in the city of Philadelphia from violence inflicted on Thursday, the 17th of July, near Camp Hill Station on the North Pennsylvania Railroad, within the vicinity of Montgomery (County). Second. That such deaths resulted from the violent collision of two trains of locomotive en^nes and passenger cars belongr ing to and under the management of the said company.. Third. That the said collision was occasioned by the crim inal negligence of Alfred F. Hopple, who, as conductor, was in charge of the excursion train running from Philadelphia to Fort Washington, and who carelessly and negligently ran his train beyond the sideling at Edge Hill. Fourth. That the regulations of the North Pennsylvania Railroad Company for the running of excursion trains are insufficient, especially in this, that there is no provision for special instructions to the conductors of the regular trains when excursion trains are on the road. Fifth. That the said regulations are further defective in this in permitting regular trains on a road of nineteen miles in length to start at or near the time when excursion trains are expected to arrive. Sixth. That adequate provision is not made for the regula tion and comparison of the watches used by conductors and engineers on the road. The inquest make these last three findings as the expression of their opinion, and as required by their duty to the public. MOST APPALLING CALAMITY 259

(From The Norristown Register, November 25,1856.)

COURT PROCEEDINGS.

N. PENNA. RAILROAD ACCIDENT. COM'TH vs. ALFRED P. HOPPEL; MANSLAUGHTER, &C.

Tried on Six Bills of Indictment. 1. Francis McCord, 2. William J. Barret, 3. Daniel Sheridan, ( Names of persons killed, 4. Edward Hanigan, { one in each indictment. 5. Henry Harris, 6. Hugh Campbell, JULY 17th, 1856.

JURY.

George Walton, Moreland, Samuel E. Hartranft, Norristown, Samuel Hunsberger, Pottstown, Ezraim Engleman, Springfield, Peter Shaeffer, Limerick, Martin Hunsberger, Perkiomen, Benjamin B. Hendricks, Towamencin, Joseph Beerer, Norristown, Charles Hurst, " Samuel Roberts, Norriton, Levi Roberts, Norristown, Abijah Stephens, " Counsel.—^For the Commonwealth, Geo. W. Rogers, Esq., District Attorney, John H. Hobart, Esq., late " " 260 bulletin of historical society of MONTGOMERY COUNTY

For Defendant, James Boyd, Esq., B. Markley Beyer, Esq., G. Blight Browne, Esq. MONDAY, November 19, 1856. Wm. Shultz, Sworn.—I am superintendent of motive power of the N. P. Railroad Company; I received written instructions the day before the excursion, the same in substance as those given to Mr. Hoppel. I arranged to have a locomotive ready by five o'clock in the morning, and I gave a copy of the in structions to my clerk, and also instructed him to give a copy to Mr. Harris, the engineer of the excursion train. Shacka- maxon was the name of the locomotive attached to the excur sion train, and the one that drew the No. 1 train. Mr. Hoppel was in the employ of the company before I was, and I have been employed nine months. He was conductor all the time up to the accident. Cross-examined.—Mr. Hoppel usually ran the regular train. He run one excursion train before this, I think. Cornelius Baker, Sworn.—I am clerk for Mr. Shultz, the superintendent of motive power. I read to Mr. Harris, the engineer of the excursion train, the instructions given me by Mr. Shultz twice, once in the presence of Mr. Cornell. I offered to give him the original, but his hands being dirty, I placed them between the slate on the desk, and told him (Mr. Harris) he could get them in the morning. Cross-examined.—Mr. Harris was the engineer of the ex cursion train, and the same one Mr. Hoppel is indicted for killing; the same instructions are given to the engineer that are placed in the hands of the conductor, so that he may be ready with his engine at the proper time, and that he may run ac cording to instructions; the engineer is subordinate to the conductors. Solomon W. Roberts, affirmed.—I am a civil engineer; I am in the employ of the North Pennsylvania Railroad com- MOST APPALLING CALAMITY 261 pany, as chief engineer of the company, and its general super intendent ; but have not the personal charge of running trains; and I was acting in that capacity at the time of the accident, but was absent at the time of the disaster, and knew nothing of the instructions that were given on that occasion; the part of the road where the accident occurred was located before I entered the services of the company, but I am familiar with it, there is a summit at Edge Hill and a long grade descending toward Fort Washington, at the rate of about 42 feet to the mile;—^the line for a considerable distance from the summit is straight; it then comes to the right with a curve of about 28 feet radius; there is then a shorter straight line on an em bankment; and then there is a curve to the left with a similar radius of the first, they are technically called two degree curves; there is then a straight line nearly to Fort Washington station; there is a bridge over the railroad, for the purpose of carrying a common road over it a short distance below where the accident occurred, and toward Philadelphia; this bridge has stone abutments, and makes it impracticable to see Camp Hill Station when approaching from Edge Hill, in consequence of the stone abutments cutting off the view; where the two engines ran together there is an embankment;—and where the rear end of the train was is a cut. Cross-examined.—^Where the collision took place 1 think was near the straight line towards Edge Hill; a train of ten cars going down grade at the point named with no steam, would I think, before getting to the bottom of the straight line, run at the rate of about 18 or 20 miles an hour; the speed of the cars would be diminished by passing around the curve; the road is graded for a double track, but only one is laid; there are sidelings on the road; no new ones have been added be tween Master street and the place of collision since the acci dent, for the use of the company; the rate of speed depends very much upon the resistance of the atmosphere and the friction; the curves on the North Penna. Railroad are very easy, and it is not the shortness of the curves which prevent persons from seeing, but the peculiar configuration of the ground. 202 BULLETIN OF HISTORICAL SOCIETy OP MONTGOMERY COUNTY

John H. Towne, Swom.—am Vice President of the com pany, and was at the time of the accident; Mr. Fracker was Master of Transportation at the time of the collision, and it was his duty to arrange the time of the running of the trains; the time-table for the running of regular trains is generally approved by Road Committee or the Board; Mr. Fracker has the power to make all necessary arrangements for excursion trains, and had at the time of the accident. Q.—^Does the time table for general trains apply to excur sion trains? Objected to by the defence, and overruled by the Court. A. H. Fracker, recalled—I delivered the special instruc tions to Mr. Hoppel personally;—^Mr. H. had exclusive charge of the excursion train named No. 1 in the instructions, and drawn by the engine named "Shackamaxon." Q.—^Were there, or were there not, any standing rules on that road for the running of excursion trains? Objected to on the part of the defence on the ground that it was but another form of the question previously ruled out by the Court. The objections were overruled by the Court and the ques tion admitted. By the witness—There were no standing rules of the Com pany regulating the running of excursion trains.

The State here closed the examination of witnesses. G. B. Brown, Esq., one of the counsel for the defence pro ceeded to open the case for the defence, by saying that the matter was one of great importance, and required a calm and careful consideration. In the first place he should show that the defendant, immediately after the accident, and who was himself injured, evinced a strong desire to ensure the safety of the other travelers, by tearing a gown from one of the women, and sending a man with a portion of it up and down MOST APPALLING CALAMITY 263 the road, so as to prevent another collision. The defendant had voluntarily given himself up, and entered into bonds to the amount of $10,000 to answer if any one should think proper to prosecute him. He contended that the defendant could have evaded this prosecution, if for a moment he had considered him self guilty of the deaths of those on the train, or feared a conviction for the crime charged against him. The defendant had exhibited no wish to avoid any penalties that might be inflicted upon him, if guilty of any crime. He then cited a number of authorities bearing upon the points of evidence which the defence expected to prove, when the witnesses were called for the defence: John H. Towne, Vice President of the road was called— Has been a director of the road since May last; Mr. Hoppel's reputation as a careful man and conductor was always good. Mr. S. W. Roberts—^Mr. Hoppel's reputation is and was considered good. He was familiar with the duties of a conduc tor on the road. Ed. Davis—I am acquainted with Mr. Hoppel, consider him a prudent and careful man; his general character was good, I have travelled over the road about twelve times a week, and have always considered him careful and attentive to his duties.

Henry Pierson, Sworn.—^Was on the excursion train as a regular brakesman; had been brakesman on the material train three or four weeks; thinks he was with Hoppel on an other excursion train; was stationed between the two hind passenger cars, by Mr. Cornell's orders; the train first stopped about 11/2 miles from the city, in consequence in my judgment of not having steam enough to pull the train; they were de tained about four or five minutes; [the succeeding column, at the edge of the newspaper, has been trimmed close, thereby cutting off the final word or words of each line; an effort has been made, however, to reconstruct the missing words.— EDITOR.] I saw them about the engine but do not know what 264 bulletin of historical society of Montgomery county they were doing; the second delay which lasted from five to seven minutes was produced by the same cause; during the detentions persons were getting in and out as we were about descending the grade to Edge hill; Mr. Cornell told him to tighten up the brakes, which he had already done; as they were always careful when passing over this part of the road; this was done without orders from the conductors; he was ordered to do this when he first went on the road; applied the brakes, after passing the summit. The effect of the brake was to check the speed of the cars, which I think it did a little. A brake at the hind part of the train has more power than that on the front part, because the hind cars (drag?) the fore ones along; the brake was k . . . until the cars got to the bottom of the grade; he thought the brake was not on when trains came together; the whole eleven cars were brought down, with the intention of going on, when Mr, Hoppel said that he had not passengers enough to fill the whole train, and wanted to leave some of the cars behind, but none were left; Mr. Hoppel appeared to be attending to his duties on the train going up; Mr. Hoppel has always been considered a .. .careful conductor. Gross-examined—The track was a little wet with dew when the train started: the speed in going down the grade was not unusual. Stephen Winslow—^Resides in Philadelphia; was on the down train at the time of the accident, and got in the cars at Fort Washington; an excursion train was expected up though I remonstrated with the conductor of the down train about going on; that the train due there had not arrived, and he had better wait, to which he (Mr. V.) replied that he was not ag(reeable to?) wait for any one, and then directed the en gineer to go on; I got into the last car fearful of a collision if they went on though I thought the cars were to go down and bade off; told of my fears to one of the passengers; the con versation in reference to the matter at the non-appearance of the other train, was great among the passengers; I am ac quainted with Mr, Hoppel, and have known him as a conduc tor on the road ever since he has occupied that position; his MOST APPALLING CALAMITY 265

reputation as a careful and prudent conductor was good; I had been in the habit of travelling over the road every day and I considered Mr. H. one of the most careful conductors I had ever seen on any road. Cross-examined.—Mr. Vanstavoren gave as reason why he would go on when I remonstrated with him: I (he?) heard the excursion train was due a little over six; I was fearful of a collision, because I had every reason to believe that the other train was coming up; I knew the excursion was coming up and that the prop (rietors?) had made arrangements to accom modate all of the passengers; it was about a quarter of six when I had the conversation with Mr. Vanstavoren at Fort Washington. E. V. McCoy, affirmed. I reside in Philadelphia; I was on the down train on the day of the collision; I got into the cars at Fort Washington; the excursion train was expected there at that time, and as the train came up to the station, Mr. Vanstavoren stepped across the platform and asked wit ness if the excursion train had arrived; I told him it had not and asked him if he intended to go on, and he replied he did. He then mentioned to the engineer to go ahead, and went to wards the locomotive, and in a few seconds the train moved off; I got as far back in the cars as I could for fear of a collision; I expressed my fear to Mr. Winslow; I travelled up and down the road every day for two weeks previous to the disaster; Mr. Hoppel's character for prudence and care was generally good; never heard anything against him. On the cross examination he said he did not apprehend a collision, but he thought there might be one. Francis Fleury, recalled—The last I saw of Mr. Hoppel was on the tank of the engine; it was about five minutes be fore the collision; I was standing in the first car, and Mr. Hoppel must have been in front of me at the time of collision. I have known Mr. Hoppel over a year, during which time I was in the employ of the company; I rode up the road very often; Mr. Hopple's general character for prudence and care as a 206 BULLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY conductor on the road was very (good?). I was injured by the collision ; the train of that day was not run at an undue speed to my knowledge. The usual precautions were taken in the running of it. Mr. Hoppel told me before the passengers got in to unlock the doors of the first five passenger cars, which I did: I also undrew the connecting pin, which detached five of the cars, by the order I think, of Mr. Hoppel. At this stage of the proceedings the Court adjourned till Tuesday morning.

TUESDAY. At the re-assembling of the Court this morning, the defence continued the examination of witnesses by calling Lewis Pease.—Is a regular brakesman, and was on the excursion train, in the second or third car from the end, on the day of the accident; the detentions were at Master street near Tioga station and at that place; at the latter place we were de tained four or five minutes; the usual rate of speed was ob^ served when we started from Tioga; the cause of the deten tions appeared to be the wet track and the heaviness of the load; at Edge Hill I went to my post, and continued there until the collision took place; one brake was on moderately tight— so as to take effect—going down the grade; I then stepped over on to the other platform, and took up the slack chain; this was the position of the brakes going down the grade and until the collision; it is customary to put down the brakes at that grade; Cornell ordered me to put on my brake after I had put it on; the speed of the train was not dangerous although it was faster than usual; I had gone as fast over that part of the road on other occasions; after the collision I saw Mr. Hoppel coming up the bank; his face was cut and he seemed to be injured; noticed that a man had been sent up the road and one down the road, to prevent another collision; the bag gage car had been placed at the end of the train, so that Mr. Hoppel could have a clear sight through all the cars to the engine; the baggage car had a door(?) in the end next the MOST APPALLING CALAMITY 267 engine, none at the other end, and when placed where it was, Mr. Hoppel could see through the train and could have(?) got on the engine; I noticed the blue flag at the tressel work; they are the caution signals directing the trains to go slower, than usual. Mr. Hoppel was anxious to go up when he had five ears full, but someone called out for him to stop; the other cars were then attached on the orders of the person who halloed to (see what?) Mr. Fracker was about, but I don't know whether he gave the order or not. So far as I know Mr. Hoppel was very careful after we started; I had orders to keep the passengers off the platforms, but they were obstinate and I could not keep the platforms clear; Mr. Hoppel tried and got some of the passengers to stay in; I had run with Mr. Hoppel before, on regular trains and on two excursion trains; I always found him to be careful. Question—Did you ever hear of any excursion train on this road getting behind time on any other occasion?

Witness—Once. This was objected to by Mr. Hobart, for the prosecution.

The counsel for the defence stated what he intended to prove; namely, that on one other occasion, an excursion train had got behind in consequence of the breaking of a shaft. The defence proposed to prove that the rules which governed that train had governed Mr. Hoppel on this occasion. The prosecution objected, because it could not be ascer tained whether the excursion train referred to had special orders, or whether those orders did or did not conflict with the regular rules. Mr. Browne.—^The defence proposes to prove that in June last a regular train waited at Master street, on an excursion train half an hour, the excursion train being due at the com mencement of the half hour; and that Mr. Vanstavoren was the conductor on the regular train, and further that this is the only detention on this road which had ever happened be fore in which an excursion train was concerned. 268 BULLETIN OF HISTORICAL SOCIETY OF MONTGOMERY COUNTY

Mr. Hobart, for the prosecution, objected that it does not appear that the excursion train on that occasion had any special instructions, and that it cannot be proved that these instructions did not conflict with the regular rules; and that it does not appear whether the regular train on that occasion had any special instructions. Mr. Browne.—It is proposed to show the practical con struction given to the rules by the usage on the road. The Judge—I think I shall let you give the evidence and let it go to the jury with such reservation as may be necessary.

The witness then resumed. About as near as I can remem ber, a month before the collision on the 17th of July there was a regular train at Master street ready to start; I was not on the train but was at Master street at the time; I don't know certainly who was the conductor; it may have been Mr. Vanstavoren; that train waited half an hour after its regular schedule time for an excursion train to come from Fort Wash ington to Philadelphia; Mr. Hoppel was the conductor of the excursion train; that train was detained, & the cause of the de tention was the breaking of a rock shaft; the effect of the breaking of the rockshaft was to stop the train. I having some of my people on the excursion train on this occasion, started up to see what was the cause of the detention. I went up as far as the Old York Road station; there we met a train which had stopped there because they were afraid if they went on they would meet the other train. There I learned the cause of the detention. The disabled excursion train was at Edge Hill; I went on to Edge Hill afterwards. In answer to a question, the witness repeated that the train which waited half an hour at Master street, was waiting for the excursion train and not for the regular train. The witness was asked whether he could state positively who was the conductor of the train which waited at Master street for the excursion train, but could not positively state.— The witness was acquainted with Mr. Hoppel; had known him MOST APPALLING CALAMITY 269 ever since he had been on the road, and had never heard any thing against his character as a careful man.

Cross-examined—Found out the cause of the detention of the train, which had its rockshaft broken, from a flagman whom I met; was informed by Mr. Hoppel at the York road station of the cause of the detention; I afterwards went up to Camp Hill and saw the train; saw there that the rock shaft was broken and the train could not get along. Nothing further was elicited by the cross-examination. Wm. Adamson, Sworn—I live in Philadelphia, in the vicinity of Master street, where the excursion train started from, the cars leaving from the rear of the house I occupy; I was looking out of the window of my house when the train started. When I first got up, which I generally do at 5 o'clock, but this morning I was dressed and heard the bell ring, and looked at my watch and found it was 10 minutes passed 5. I then saw Mr. Hoppel on the platform attaching the bell ropes, and I think it was 5 minutes after I looked at my watch before the train started. I was on the excursion train, being one of the managers, when the rock shaft of the locomotive broke. Mr. Hoppel was the conductor. Mr. Hoppel has always been spoken of as a prudent conductor, and at that time was highly es teemed.

Cross-examined—I did not compare my watch with rail road time that morning, and I fixed the time of the starting of the train by my own time; my watch generally comports with the State House time. John Gable, affirmed— I was on the train with Mr. Hoppel when the rock shaft was broken. The excursion went to Fort Washington, and the shaft broke going up with the regular train, and it was afterwards attached to the excursion train; finding the engine could not pull the train, Mr. Hoppel sent a flag in front and one behind, to protect the train from danger; Mr. Hoppel used every exertion that man could; after waiting two hours, Mr. H. started off down the road with a red lantern. 270 bulletin of historical society of MONTGOMERY COUNTY to meet the train coming up; Mr. Gillingham was the conduc tor of the engine, which pushed the train upon the sideling, George J. ^Hamilton, affirmed.—I reside in Kensington; I have been acquainted with Mr. Hoppel since 1853; I have never heard anything against his reputation as a safe and prudent conductor; a circumstance occurred once on the road which induced him to think so; on one train on which he was, was behind time, another train being due, Mr. Hoppel refused to go on, notwithstanding the passengers urged him to go on. John Bagans, sworn—I was the fireman of the excursion train, on the day of the collision and am still suffering from the injuries received that day; I was on the tank, putting on the neck, when the engines struck; the train was run care fully along the road; the speed down the grade was about the same as usually made; I heard no signal of the down train be fore I saw it; it was about 150 yards off, when I first saw the down train, and this was the first intimation I had of its ap proach; the whistle of our larain was sounded all the way from Edge Hill; it was blown three or four blows at a time, and then stop a little while, and then blow again; I did not hear the whistle of the down train at any time; we had difficulty in get ting up the grade at Edge Hill;—Mr. Hoppel looked at his watch at the top of the grade; after looking at it he gave the signal to go ahead; Mr. Harris, the engineer, then looked at his watch and went ahead; there appeared to be no fear of meeting the other train; I felt none myself, we used no steam in going down the grade; I had been fireman on the road about four or five months before the accident; before that I acted as brakesman, from the 3d of July, 1854, the day of the opening of the road; I always run on Mr. Hoppel's train while brakesman; Mr. H. was a very careful conductor; I thought he was too much so, being sometimes too strict; he has delayed the train by sending a flag ahead several times when I did not think it of any use; the down train coming, I went to the break on the tender, and stood there until the engine struck; I can't say whether the engine jumped off or not; the last I saw of MOST APPALLING CALAMITY 271

Mr. Hoppel, before the collision, was on the platform of the first car.

Cross-examined.—I saw Mr. Hoppel look at his watch just as the train reached the top of the Summit, and he directed the engineer to go on; Mr. Harris then looked at his watch as soon as Mr. Hoppel told him to go ahead; we were running at a uniform speed down the grade when the collision took place; I cannot tell the time when the collision took place, as I had no watch; when we started from Tacony station Mr. Harris asked Mr. Hoppel if he should stop at the Summit, to which Mr. Hop- pel replied, he would tell him after reaching there, and he would see what time he had to make; according to the time table the down train was to leave Fort Washington at 6.15 minutes; when Mr. Harris, the engineer, looked at his watch he said he had plenty of time to make it. C. L. Bacon, affirmed.—I was a passenger on the down train on the day of the collision near Camp Hill station, on the road and near the cars; I asked him (Hoppel) how soon the approaching train [apparently the second excursion train; this testimony referred to post-collision events.—EDITOR.] was due, and he pulled out his watch and found that it was all broken; he then borrowed my watch, and said we had better signal the approaching trains; I asked him what the danger signal was, and he said red, and that a red shirt would answer; we started together for one; we went up the common road, and there were several girls standing there; one had on a pink dress; Mr. Hoppel asked the girl with the pink dress if he could have it;—she consented, and Mr. H. commenced tearing the skirt off, but his hand was so much injured he could not do it, and I took it off; we tore it in half; Mr. Hoppel went up the road with his and I went down, and I got down below Camp Hill station, I found a red flag tied on a switch pole; the next I saw of Mr. Hoppel, he was assisting in pushing a red car, in which Mr. Edwards was, towards Fort Washing ton; but Mr. Hoppel found he was so much injured that he could go no further, and he was assisted upon the jumper of 272 bulletin of historical society of Montgomery county the car, and while sitting there Mr. Hoppel pulled a paper out of his pocket and read it twice; I do not know what it was certainly, but suppose it was his instructions; I heard Mr. Hoppel then say, my God, why did not Bill wait his fifteen minutes? Cross-examined—I got on the train at Penllyn Station, and was in the cars at the time of the collision; it was about 10 minutes after the accident when Mr. H. and myself got the dress; Mr. H. was about 20 yards from the cars when I first saw him. 0. Edelman, sworn.—I was at Fort Washington when the down train arrived there on the day of the collision; I did not remain there over a minute; I recollect it, because I had a pair of wheels to put on the cars; I asked Mr. Edwards' leave to put them in; he told me to ask the conductor; I started, and the train moved off; after the down train had started, I heard the whistle of the excursion train; the down (train) had got about half way to the place of the accident when I heard the whistle; I was sure it was the excursion train, and told a young man, named James Van Court, they were coming; he got over the fence, and by that time the trains struck. Cross-examined.—I was opposite the door of the baggage car when the train stopped, and Mr. Edwards was in the door. Mr. Vanstavoren was talking to the engineer, and before I could speak to Mr. V. the train started; the down train had been gone two or three minutes when I heard the whistle of the excursion train; I could still see the down train; I knew it was the whistle of the excursion train; I heard the whistle of the down train also; one sounded far off, and the other near; I did not see the trains come together, but I heard them and then went down the railroad; the train could not have staid at Fort Washington three or four minutes; it might have been over one minute. Charles Yeakle, affirmed.—I live about % of a miles from the N. Pa. Railroad; I had a full view of the whole excursion train about 200 yards between the trussel work and where the MOST APPALLING CALAMITY 273

Valley Green road crosses; I thought the rate of speed was the usual one; I won't say they were running as fast as I have seen trains running over that road. They were whistling along from the trussel work down. Cross-examined.—I can't say when I saw a train go faster than this one; I took notice of this train, because the whistle was blowing harder than usual. I thought it was running rather slower than I have seen the regular trains moving.

Henry Keyser, sworn.—I recollect when Mr. Hoppel had charge of the excursion train, when the rock shaft broke; Mr. Vanstavoren was the conductor of the regular train on that day; I am a conductor on the road; Mr. Hoppel's reputation as a prudent and safe conductor is very good.

Gross-examined.—I have been on the road ever since it was opened; Mr. Vanstavoren had charge of Mr. Hoppel's train on that day. Wm. Hersh, sworn.—I keep the Fort Washington Hotel; Mr. Hoppel was brought to my house after the collision and remained there from Thursday until Monday; he was confined to his bed during that time. John P. Vanleer, sworn.—When the collision took place I was about 300 yards below Fort Washington; I had come down on the train to Fort Washington on that day; the down train did not stop over a minute at that place; I judge it was about this time because I had to take out my gun and dog, and had hard work to get them out before the train started; I don't know the time when the down train arrived at Fort Washing ton; I judged it was between 18 or 19 minutes past 6 when the collision took place: I judge so from the time I heard the excursion train coming; after calling the attention of some person to the collision, I started to run down the road, and in running, I pulled out my watch, and it indicated between 16 and 17 minutes past 6 o'clock; Mr. Vanstavoren and myself compared watches, on the platform at Gwynedd, and his watch was two minutes faster than mine; I assisted in carrying Mr. 274 BULLETIN OP HISTORICAL SOCIETY OF MONTGOMERY COUNTY Hoppd to Fort Washington; he attempted to walk, but fell over; I lived at Gwyhedd, at that time; I now reside in Phila-- delphia; Mr. Hoppel's reputation as a prudent careful con ductor was very good; none better. Cross-examined—I don't think the train stopped over a minute, it might have been less;—I was in the baggage car when the train arrived at Fort Washington. Henry Strouss, Sworn.—I live at Chesnut Hill, and was at Sandy Run on the morning of the collision; the place is about 250 yards from Fort Washington, and in full view of it; I saw the down train arrive at Fort Washington; it was about nine minutes past 6 o'clock, which was five minutes sooner than usual. I heard the whistle of the excursion train while at breakfast. I drive an omnibus, and I was regulated by the clock at the tavern, and the arrival of the trains. I had noticed for several days that the clock at the tavern corresponded with the railroad. Gross-examined.—judged it was the whistle of the up- train though I will not be certain; it was 6.9 exactly when I saw the down train in the act of stopping; I know the clock is always right, because I drive by it, and I always made my time. Charles Yeakle, recalled—I heard the cars come together, and it was about 12 minutes past 6 o'clock by the time at my house. Cross-examined.— I was about 400 or 500 yards from the house when I saw the train; I had the time before I left the house, the clock having struck 6 as I was getting up from the table; I then went to the barn and told the men what to do, which occupied about five minutes; I then started for my work, when I heard the collision, which was about four or five minutes more; could not have been more than twelve minutes from the time I left the house when I heard the collision. Samuel Roarer, Sworn.—I saw the excursion train pass up; I was within 50 yards of it, but did not observe anything un- MOST APPALLING CALAMITY 275 usual in the speed of it, I have been on trains that have run quite as fast down the grade as this one did; the whistle com menced blowing at the cut, and continued to blow off and on till the collision took place. Mrs. Mary Bush, affirmed.—I was on the down train on the day of the collision; I don't know the time it took place; I fre quently traveled on the road previous to this time, and on the train which was under the charge of Mr. Hoppel, and I always liked him very much as a conductor; never heard anything against him. Myers Bushj Affirmed.—^Also testified to the good char acter of Mr. Hoppel as conductor and as being one of the most careful on the road. A. Stover, the keeper of the tavern at Sandy Run, testified to seeing the down train arrive, and that his clock indicated 10 minutes past six; the clock always kept railroad time ac cording to the time table of the company. H. Heyser, recalled.—There is no sideling between Edge Hill and Fort Washington; there is one at Edge Hill, and several between the latter place and Philadelphia. Messrs. Peter F. Wright, Aid. Cloud, C. Test, Eli Krupp and others were called to prove the general character of Mr. Hoppel as a careful and prudent conductor, after which the defence closed the examination of witnesses. After the examination of Mr. Ellis Clark, one of the em ployees of the company, in reference to the detention of the train at Master street, the argument before the jury was com menced by John H. Hobart, the Assistant Prosecutor in the case. Mr. Hobart commenced by saying, that he congratulated the jury upon the prospect of the closing of this protracted trial. It was proper for him to say, at this time, that he ap peared in the case associated with the District Attorney, solely as the representative of the Commonwealth. He did not re- 276 bulletin of historical society op Montgomery county present private interests, or the feelings of those who had lost relatives and friends by this sad calamity.—The Common wealth did not ask, as had been intimated by one of the counsel, that the defendant should be the victim, that he should be sacrificed. It would be beneath the dignity of the Common wealth to ask for the conviction of an innocent man, if he be innocent, and it would be equally beneath the dignity of you, gentlemen of the Jury, if the evidence is sufficient to convict him, that you should fail in doing so. In this case we rely upon the law and evidence and we deem it unnecessary to bring any personal feelings to bear in the matter, or anything illegiti mate to the issue.—It is an important case, pre-eminently im portant, as it involves the lives of sixty human beings, who in less than so many seconds passed from time to eternity. Not only that, but sixty more were maimed and crippled, perhaps for life. Had this happened by the act of God, it would not have been our province to engage in this prosecution; but it was the act of man, and the question is for you to determine upon what man or men this responsibility shall rest. The Grand Jury of this county have found that Mr. Hoppel is the man upon whom the whole of this dreadful calamity should rest; and that he by a gross act of negligence was instrumental and the cause of all this terrible loss of life. Whether they are correct in their conclusions, is for you, gentlemen of the Jury, to deter mine. If it be not so, in God's name let him go; but if the evidence convinces you that he is guilty, in the manner and form of the indictment, it would be perilous to give him his liberty. Mr. Hoppel did transcend the bounds of his duty, and because he may have been careful in a general way, it does not follow that he may not have from some other cause or other, been guilty of acts, which in the eyes of the law, may be considered criminal. He thought the evidence showed, accord ing to the reading of the indictment, that Mr. Hoppel did neglect so to guide his train as to keep it out of the way of regular trains, and allowed it to get more than fifteen minutes behind his regular time. He believed that, if the defendant was guilty at all, it was of voluntary manslaughter; to sus- MOST APPALLING CALAMITY 277

tain which opinion he quoted a number of authorities, and commented upon the testimony which had (been) elicited. He contended that Mr. Hoppel should have switched off at Edge Hill station, as he was behind time at this place.—The speaker dwelt with much force upon this part of the argument, con tending that by the time indicated by the watch of Mr. Lee and Vanstavoren, it was eighteen minutes past six when the collision occurred. Here the Court adjourned till Wednesday morning.

WEDNESDAY. This morning the trial opened amid a revival of the interest which was at first felt in tiie community. The court room was thrown open at 9 o'clock, and the seats began to fill up rapidly. Accommodations were made for a large number of ladies with in the bar, and they appeared to wait with impatience for the final opening of the court. The Jury and the legal gentlemen soon took their places, the former sitting mute, grave and solemn looking, presenting a strong contrast to the ladies in their bright dresses, who were seated immediately behind and to their left. Shortly after nine o'clock the jury was polled and all answered to their names, and the court was opened.

Mr. Rogers made a statement of the authorities to which he intended reference. B. M. Boyer, for the defence, then rose and addressed the jury. After a few introductory remarks in reference to the position of the jurors, and their duty, he referred to the fact that these indictments, on which Mr. Hoppel was being tried, would probably determine the course which would be pursued with regard to the one hundred and twenty-seven other bills of indictments which had been found against him. The speaker noticed the fact that up to the date of this trial, all the publish ed statements in regard to the accident had been ex parte. He knew that the jury must bring with them into the jury box, some portion of inclination one way or another, derived from common report. 278 bulletin of historical society of Montgomery county • Mr. Boyer then took up the crime technically called "in voluntary manslaughter," and defined it; gave his opinion that it was not a slight crime, and then announced his intention to prove that the defendant was not the kind of man to commit a wanton, reckless offence of this character. The grave question of the time at which the down train from Fort Washington was due, on the day of the accident, was then taken up. It was the opinion of the counsel that the down train was proved by the testimony, to have been considerably ahead of time, and to have stopped at Fort Washington but two minutes at the very furthest. This being the case, Mr. Vanstavoren should have waited at Fort Washington until thirty minutes past six, which would have prevented the occurrence. Mr. Boyer went into a calculation, showing that ihe ex cursion train had been detained "15 minutes behind," when it had arrived at Tioga and that therefore we had to depend on the calculations of the conductor for the conslxuction of the special instructions which directed that if the excursion got fifteen minutes behind it must be kept out of the way of regular trains. For suppose the conductor had followed the strict construction of the special instructions, then he could not have left even Tioga station. Again, one of the regular rules is that "no train should leave a station when another train was due without waiting fifteen minutes."—^then what right had Mr. Vanstavoren to leave Fort Washington? At considerable length Mr. Boyer argued to show that the usage of the road was for the regular trains to wait for excursion trains, and not, as the commonwealth offered to prove, the custom for regular trains to go in on time, without waiting for excursion trains. The ambiguity of the special in structions and the clearness of the regular printed rules of the road was dwelt on, and by comparison, the reasonableness of Mr. HoppeVs construction and course defended with elo quence and warmth. Mr. Vanstavoren's refusal to wait in spite of the warning of Messrs. Winslow, McCoy and others, was referred to, and MOST APPALLING CALAMITY 279 it was alleged that the direction of Mr. V. to his engineer (Lee) to "go slow and sound his whistle like hell," together with the indefinable fear of everybo^ at Fort Washington, that some calamity impended, proved that Mr. V's course was wrong. It also proved, the counsel alleged, that the con struction put upon the rules by Mr. Hoppel, was the same construction which was placed on them by everyone else. Then the fact that the officers and passengers of the excursion train went on without fear, showed that they also understood that there was no danger and that they had the right of the road. Then the special instructions gave no orders as to how ex cursion trains were to be kept out of the way of regular trains when they got "fifteen minutes behind," and the counsel main tained that conductor Hoppel, and engineer Harris (both of whom looked at their watches) were right in going on to Fort Washington—^they both concluding, from looking at their watches, that "there was plenty of time to reach Fort Wash ington." Mr. Boyer contended that another mistake had been made by the officers of the down train by blowing their whistle so loud and long because the whistle of the excursion train which was also blown, could not be heard. Several other points in favor of Mr. Hoppel's course were dwelt on very effectively, after which a review of Mr. Hoppel's conduct from the moment of his impatience to start from Master street without delay, until the present time, was gone into at length. The carefulness of his conduct was eulogized; the testimony of the numerous witnesses in his favor was cited, and the fact that his friends had rallied around him since the beginning of the prosecution, was held up as evidence of the purity and honor of his char acter and acts. Mr. Boyer finished his speech at a late hour. He was follow ed in elaborate and eloquent addresses by Messrs. Boyd and Rogers. The judge then charged the Jury, after which the jury re tired, and at ten minutes past 10 o'clock, returned and render ed a verdict of "Not Guilty." 280 bulletin of historical society of MONTGOMERY COUNTY

EDITOR'S NOTES: In the Editor's opinion the only human error actually in volved in the collision was the double construction that could be placed on the interpretation of the instructions to wait 15 minutes at a station when an opposite train was expected. Vanstavoren construed that his wait was to be calculated from the time (6 o'clock A.M.) at which the excursion train was supposed to arrive at Fort Washington. Hoppel interpreted that the 15 minutes wait of the down train should begin at 6:15, at the time the down train reached Fort Washington. It was undoubtedly these contrary interpretations that caused the collision. Neither man, therefore, was really at fault. The fault lay in the non-clarity of the railroad's general regulations. Due to the very nature of those regulations, and the lack of instant telegraphic communication, both conductors were forced to take calculated risks.

The fragility of the wooden cars of course added to the overall destruction, especially since the excursion train was undoubtedly overloaded with passengers, a circumstance which Conductor Hoppel recognized before starting, though he was overruled by Mr. Fracker. The very weight of the excursion train, going down grade, caused the rear cars to tend to drive forward towards the point of collision, thereby adding to the wreckage and its toll. Part of the blame, therefore, would lie with those railroad authorities in charge of supervising traffic. Mr. John N. Mears, of Blue Bell, now deceased, spent many years researching and lecturing on the "Great Train Wreck." His papers and other memorabilia concerning the accident are now in the SOCIETY'S files. The Borough of Ambler received its name as a result of the collision. Mrs. Mary Johnson Ambler, wife of Andrew Ambler, on learning of the tragedy walked more than two miles to the scene, carrying medical supplies. She arrived before most of the physicians and performed heroic duty in succoring the injured and dying. Because of this act of mercy, the Borough, on being established, MOST APPALLING CALAMITY 281 honored her by taking her married name as its designation. Of interest too, the Congress Engine and Hose Company, a volunteer fire company at Chestnut Hill, ran four miles with its hand-drawn hand-pumper to extinguish the fires in the burning train. Human tragedy often brings out the best of human nature. Opening of The Philadelphia and Norristown Rail Road. (Extracted from The Pennsylvanian, Philadelphia, August 18, 1835.) On Saturday [August 15], the managers of the Philadelphia and Norristown Rail Road called on their friends to aid in celebrating the completion of the rail road from Manayunk to Norristown, making an uninterrupted rail road communication from the latter place to this city. At noon precisely, two trains carrying between two hundred and three hundred passengers, the board of directors and their guests, left the depot in Ninth street, and arrived at ten minutes past one at Norristown, having paused at dif ferent points about fifteen minutes. The road, the new part we mean to speak of, is excellently made, and runs along the margin of the Schuylkill the whole way from Manayunk to Norristown. At 2 o'clock, the company, increased by accessions from the vicinity, to the amount of about three hundred and fiftyt sat down to an excellent dinner, the tables being spread under a spacious tent. S. NEVINS, Esq. the efficient president of the board, presided. In the company we noticed Com. STEWART, many of our Philadelphia friends, a full representation from the editorial corps, (without which, what were a feast?) and many distinguished individuals from the adjoining counties. When the edibles had been discussed [sic], or rather a part of them, for though some hundreds of by standers aided in the feast, there were plenteous leavings, the President offered the health of his guests in a toast. Col. McKENNY then addressed the company in a very happy and pertinent style. At the close of the Colonel's remarks, Mr. CHANDLER responded to a call, a piece of obedience not followed by our eloquent

282 OPENING OF THE PHILADELPHIA AND NORRISTOWN RAIL ROAD 283 brother CONRAD, of the Philadelphia Gazette, who set also a bad example to Mr. W. G. CLARKE. Mr. SERGEANT then spoke. He was followed in some very happy observations by J. D. MILES, Esq. Gen. JOLY, of Norristown, was exceedingly fortunate and witty in returning thanks, for a toast to his health.

The President of the Councils of Norristown answered for his borough, and in its name gave the right hand of fellowship to the "newly arrived" corporation, which had wedded Phila delphia with Norristown. Mr. REED, of the county, answered very happily to a call, and Wm. D. LEWIS, Esq. gratified the company with a well pointed eulogium on one or two of the engineers, [/.e., those who built the railroad.] Several short addresses preparatory to pointed toasts, were given, and at 4 o'clock tiie cars were announced. We took occasion, standing on the termination of the rail road, to inquire into its future growth. Who is content in these days, with what is? Every attainment now is only the spur to further exertions, and the end of one project is the begin ning of another. Well, the road now terminates at the edge of Stony Creek; it will soon cross that obstruction, and meet the Reading rail road; but what is that? The Reading rail road must reach up to Pottsville, and the Pottsville and Dan ville rail road extends to tiie Susquehanna; up the north side of the west branch another must reach the Elmyra rail road, which intersects the great New York rail road, which will extend every where—and we have no time to follow anticipa tions any farther. At 4 o'clock, the company took possession of the cars, in good humor, "alow and aloft" and off went the trains. The banks of the deep cuts were crowded with men, women and children, come forth to gaze at the new visitors [sic], and to bid them farewell. Thousands of cheerful faces smiled, and hundreds of well turned ancles were moving in harmony to the band of music on the cars. The joy manifested at the display by the human family, was not, we fear, fully participated in 284 bulletin of .historical society of Montgomery county by the four-footed denizens.of the country. The horses who saw their domains invaded, snorted in. very fear, and scampered over hill and dale beyond sight and sound of the strange ap pearance. Herds of oxen and cows that had been quietly graz ing the well stored fields, swept off in wild confusion, with tails erect, and an occasional bellowing responsive to the French horns of the band. One poor old horse, that had been turned forth after a score of years* hard service, to gather eleemosynary herbage, managed to hobble away on three legs, with his dry bones rattling like dice in a box. But these tilings only added to the animation of the scene, which was gay and gratifying. As the train approached Spring Mills, hundreds were assembled to greet us with huzzas: The dogs did bark, the children screamed, Up flew the windows all. And everysoul cried out well done, As loud as he could bawl. The whole course was a jubilee, and the aged came forth with measured steps, to gaze with admiration upon the novelty. We have one word to say about the ride, independent of the festive accompaniments, of Saturday, (they of course were delightful) because we went out with objects in view that would have been incompletely attained, if we had not seen in the countenances of the residents along the line, that our fellow citizens shared in the happiness of those who had carried on the labor. The road from Manayunk to Norristown winds, or rather runs, for it is nearly in a straight line, along the bank, on the very margin of the Schuylkill. At one place, the land approaches the shore in a gentle declivity, and is marked with all the signs of careful culture, orchards, shade trees, gardens, handsome mansions, and luxuriant grain fields, while the opposite shore is characterised by a bold, precipitous mount, thickly clad with trees of various herbage, and topped with here and there a dwelling. Then the track is cut through solid masses of lime stone rock, whose ragged sides tower up in majestic grandeur. OPENING OF THE PHILADELPHIA AND NORRISTOWN RAIL ROAD 285

In the recesses which art or time have worn, are stuck small huts, where live the families of some of the laborers along the line, all of whom poured out of their narrow doors, swarming forth to bid us all hail. From a single shed, not ten feet square nor more than ten feet high, there came at least half a score, with indubitable proofs that more were coming. When the hither shore is bold and precipitous, the opposite side usually shows a beautiful slope, where the hand of industry has scattered the means of plenty. One thing we should have remarked, that near the spot where we held the celebration {i.e., at Norristown] of such a noble triumph of art, was struck the first spade in the great work of internal improvement in the United States, [/.e., the Schuylkill Canal.] Honor to the memory of those who got ahead of their generation some fifty years. We have not time to say all that would be proper about a celebration so happily carried through. The cars arrived at the depot [in Philadelphia] about six o'clock, having stopped at Manayunk nearly an hour, and the whole company responded to the toast, "success and prosperity to the president and man agers of the Philadelphia and Norristown rail road." (The following item, appearing in the same issue of The Perm- sylvanian, is of related interest.) The Berks and Schuylkill Journal, in noticing the opening of the Philadelphia and Norristown Rail Road, adds that the Reading Rail-road was begun about the first of this month, and is now in the hands of active contractors for the distance of twenty five miles. We understand the grading of the road is expected to be completed within the year, and that arrange ments have been made by which it will be united with the Norristown road, when it shall be so far extended. Before the expiration of another year, we hope to be able to reach Phila delphia, in an easy journey of three hours, instead of the ten hours bumping over a stone turnpike which we are compelled to undergo at present. Reading with her important manufactur- Free Inhabitants in Franconia Township in the County of Montgomery State of Pennsylvania According to the Census of 1850 Charles Hendricks, As8*t Ma/rshal Sept. 21 to Oct. 14, 1850 R.E.—rvalue of real estate owned MOYER; David 39 (farmer), Mary 34, Jonas Moyer 23 (farm er), Ann 20. SHUECK: Daniel 35 (mason), Elizabeth 35, Susan Kramer 6. R.E. $2300. SLOOP: Jacob 43 (mason), Catharine 50, Oliver 21 (farmer), Hannah 16. R.E. $1500. MOYER: Jacob 32 (farmer), Hannah 27, Samuel 4, Levi 1, Joseph Yokum 14, Catharine Felty 12. MOYER: Jacob 69 (none), Magdalena 61, Jonas 23 (laborer), Sarah Delp 15, Francis Richard 23. R.E. $7500. MOYER: Abr'm 27 (farmer), Hester 27, William 5, Benjamin 3, Jacob 2/12, Abraham 2/12, Henry Moyer 15 (laborer). MOYER: Jonas 43 (farmer), Susan 39, Elizabeth 13, Henry 16 (laborer), Susan 11, George Bums 12. R.E. $3300. MOYER: John 57 (farmer), Dorothy 44, Sarah 14, Simon 11, Henry 8, Abr'm Hendrick 35 (laborer), Elizabeth 25, Catharine Hendricks 1. R.E. $2600. GOTSHALL: John H. 49 (farmer), Catharine 50, John 16 (laborer) Sophia Derr 21, Albert Miller 12, Abr'm Got- shall 27 (laborer). R.E. $2600. MOYER: Jonas 44 (farmer), Sarah 39, Mary 20, Fronica 15, Michael 14, Sarah Musselman 11, John Landes 24 (labor er). R.E. $4500. SHOEMAKER: Michael 62 (none), Catharine 24. R.E. $8000.

287 288 UNITED STATES CENSUS OF 1850, MQNTGDMEBY COUNTY KINDICH [KINDIG]: Samuel 44 (weaver), Catharine 42, .Abraham 20 (mason), Abner 19 (laborer), Catharine 71. R.E. $1200. HUNSICKER: Dillman 25 (laborer), Anna 22. HAGY: John 37 (carpenter), Anna 37, John 13; Abraham 11, Joseph 9, Isaac 6, Sarah 4, Anna 1. R.E. $1400. HAGY: Enos 41 (mason), Anna 36, Mary 15, Elizabeth 2. R.E. $1500. WORMAN: Lewis 46 (farmer), Mary 41, George Shellen- berger 11, Mary Ann Shoemaker 5. R.E. $2500. YODER: Henry 48 (farmer), Catharine 54, Mary 15. R.E. .' $2000. RXJDY: Frederick 65 (none), Catharine 18. R.E. $3000. RUDY: Jesse 35 (farmer), Hannah 32, Charles Detweiler 11: HOCKMAN: Abrim 43 (landlord), Catharine 40, Henry 19 (laborer), Daniel 16 (laborer), Andrew 13, Susan 10, Catharine 6, Mary 3, John Gardner 50 (laborer), Margaret Climer 16. R.E. $5200. LEWIS: Jesse 74 (none), Susan 72. R.E. $700. MOYER: Jacob 45 (farmer), Mary 4, Joseph 15, Catharine 14, Mary 11, James 8, Christian 4, Enos 6/12. R.E. $3000. SAMPY: Anna 65, Mary 64. R.E. $1000. CRESSMAN: John 34 (wheelwright), Hester 28, Milton 6, Moses Bruner 17 (wheelwright). R.E. (JC) $1200. (MB) $1500. WILE: Isaac 36 (blacksmith), Sarah 34", James 7, Jacob 4, Josiah 12. R.E. $1500. SHOEMAKER: Garret 40 (farmer), Ann 35, Catharine 16, Michael 12, Fronica 10, Jacob 9. R.E. $3900. DEETZ: John 31 (laborer), Ann 25, Henry 7, William 5. SWARTZ: George 30 (farmer), Mary 23, Abraham 4, Susan 1. R.E. $2500. CASSEL: Jacob 31 (shoemaker), Rachael 35, Samuel 8. KLINE: Samuel Sr. 61 (none), Rebecca 56. R.E. $2500. FBANCONIA TOWNSHIP 289

KLINE: Samuel Jr. 30 (farmer), Lydia 26. KOLB; Abr*m 46 (farmer), Elizabeth 42, Jacob 15 (laborer), Hannah Hancock 10. BERGEY: Charles 51 (laborer), Fronica 39, Philip 7, (Jotfried 5, Ann 3, Lydia 1. GEHMAN: William 31 (shoemaker), Catharine 29, Sarah 6, Mary 2. KLINE: Gabriel 62 (laborer), Ann 53. R.E. $7000. REED: Abr'm B. 27 (drover). DETWEILER: George 45 (farmer), Mary 89, Hannah 18, Jacob 13, Mary 6/12, Henry Shelly 16 (laborer). R.E. $3000. MOYER: Isaac 62 (farmer), Elizabeth 61, Edwin Hindlin 12, Ephraim Delp 8, John Shatz 19 (laborer), Catharine Rosenberger 22. R.E. $4000. BERGEY: Daniel 35 (mason), Mary 32, Catharine 4, Ann 2, Gideon 7/12, Herman Bush 25 (saddler). RUTH: Jacob 33 (farmer), Susan 32, Daniel 6, William 3, Susan Boorse 67, Richard Hendricks 17 (none), Martin Dotter 40 (laborer). R.E. $5000. LEDERACH: Mary 43, Catharine Climer 18. DETWEILER: Jacob 53 (farmer), Mary 48, Tyrone 21 (labor er), Daniel 20, Barbara 15, Mary 13, Fronica 10. R.E. $4000. CASSEL: Elias 34 (none), Mary 31, Ephraim 6, Peter 5, Elizabeth 2/12, Abraham Rosenberger 22 (none), Edwin Boorse 14, Elizabeth Cassel 67. R.E. $1700. HAGY: Isaac 42 (mason), Elizabeth 42, John 20 (mason), Sarah 10, Mary Dettre 19. R.E. $2000. SNYDER: Josiah 27 (shoemaker), Sarah 26, Sarahbim 1. FREDERICK: Joseph 33 (carpenter), Catharine 27. YOUNG: Michael 30 (blacksmith), Mary 21, Elias Price 20 (blacksmith). 290 UNITED STATES CENSUS OF 18B0, MONTGOMEEY COUNTY MOYER; Rudolph 65 (fanner), Barbara 62, Mary Rush 22, Henry Mussleman 15 (laborer). R.E. $4500. MOYER: Abr'm 30 (farmer), Elizabeth 21, Tobias 7/12, Mary Kolp 12. WILE: Peter 49 (weaver), Catharine 48, Jacob 24 (carpenter), Jonas Bealor 28 (carpenter). OBERDORPH: John 47 (laborer), Lydia 43, Jacob 19 (labor er), Maria 16, Abraham 9, William 7, Lydia 2. KRATZ: Jacob 34 (farmer), Elizabeth 28, Henry 7, John 5, Jacob 3. R.E. $4300. YOUNG: Henry 69 (none), Catharine 50, Lydia 28. YOUNG: Charles 28 (miller), Sarah 19, Joseph Shueck 30 (carpenter), Isaac Derstine 23 (laborer). R.E. $4500. LANDES; Jacob 66 (none), Sarah 61, Jacob 19 (carpenter). R.E. $5000. LANDES: Abr'm 40 (farmer), Hannah S3, Sarah 11, William 10, Nathaniel 8, Sarah Frederick 2, George 1. R.E. $1000. CASSEL: William 34 (farmer), Sarah 32, Jacob Stoll 7/12, Benjamin Frederick 23 (carpenter), Catharine Frederick 25, George Frederick 65 (none). R.E. $2800. WILE: Catharine 76. PRICE: Mary 48, Henry 26 (farmer), Mary 19, Jacob Moyer 41 (farmer), Aaron Moyer 10, Jacob Shueck 40 (mason). R.E. (MP) $1300 (JM) $500 (JS) $1200. YOUNG: Elizabeth 50, Jacob 13. R.E. $2000. DETWEILER: Elizabeth 74, Sarah 41, Benjamin Landis 13. SHELLY: Michael 35 (laborer), Mary 40, Juliann 14, Jacob 10, Isaac 6, Lydia 3, Michael 1, Abr'm Hagey 59. R.E. $2200. HECHLER: Jacob 50 (farmer), Barbara 54, Abraham 19 (laborer), Susan Delp 56, Sarah Landis 9. R.E. $1800. YOUNG: Isaac 32 (farmer), Ann 31, Daniel 11, Mary 9, Eliza beth 6, Jacob 3, Susan Shueck 44, Joseph Drisel 22 (wheel wright), Jacob Shueck 62 (laborer). R.E. $1600. FRANCONIA TOWNSHIP 291

RUTH: Israel 22 (blacksmith), Mary 21, Benjamin 1, John Climer 22 (tailor). MOYER: Ulrich 29 (cooper), Rosinda 46, Dorothy 17. BOORSE: Tobias 30 (blacksmith), Margaret 24. HACKMAN: John 40 (carpenter), Susan 42, Henry 16 (sad dler), Sarah 14, Barbara 12, Susan 9, John 6, Catharine 4, Jonas 1, Elizabeth 1, Jesse Armstrong 45. R.E. $400. STOVER: Henry 45 (carpenter), Rachael 88, John 16 (labor er),Elizabeth 10, Mary 8, Abr'm 6, Catharine 4, Barbara 2, Barbara Stover 70. R.E. $3000. MOYER: Christian 35 (farmer), Lydia 31, William 11, Simon 6, Matilda Dickey 15. R.E. $3000. JOHNSON: Samuel 57 (farmer), Sarah 59, Abraham Harley 46 (none). R.E. $1200. HARLEY: Samuel 30 (farmer), Elizabeth 28, Sarah 2, Cath arine Blackburn 11. R.E. $2500. WIREMAN: Catharine 47. R.E. $800. WAMPOLE: Isaac 34 (farmer), Elizabeth 28, James 5, Will iam 3, George 4/12, Jacob Boyer 10, Elemina Hilden- brandt 18. WAMPOLE: George 63 (none), Elizabeth 66, Mary Boyer 17, Charles Wampole 12. FREES: John 58 (farmer), Rachael 48, Noah 27 (laborer), Sarah 20, Catharine 19, Adam 17 (laborer), Jesse 15 (laborer), Matilda 7. R.E. $5900. GEARHART: Tobias 62 (farmer), Mary 49, Zeno 23 (laborer), Maria 17, Mary 16, Jacob Hoover 13, Abr'm Bergey 21 (laborer). R.E. $10,000. GERHART: John 60 (farmer), Mary 59, Israel 24 (laborer), Mary Ratzel 20, John Hoover 11. R.E. $6800. MEASON [MISSION] : Joseph 45 (carpenter), Lydia 40. R.E. $2000. HEANY: Mary 72. 292 united states census of isso, montgomeey county

OBERHOLTZER: Jacob 65, Mary 49, David 12, Am^ida 11, Emeline 9, Henry 7, Jeremiah Kratz 2. R.E. $5000. BENNER: Isaac 52 (farmer). R.E. $4000. LANDIS: John 56 (farmer), Mary 48, George 22 (blacksmith), Henry 17 (laborer), Ann 16, Elizabeth 13, Margaret 10, Jacob 3, Lydia 3. R.E. $2000. LANDIS: Ann 64. GEHMAN: Samuel 35 (shoemaker), Elizabeth 36, William 10, Catharine 7, Daniel 3, Mary Gehman 37, John Shiler 17 (shoemaker), Isaac Freed 16 (shoemaker). R.E. $2000. FREED: Joseph 46 (farmer), Ann 41, John 20 (laborer), Ann 18, Mary 15, Abr'm 12. R.E. $3500. BENNER: John 60 (merchant), Mary 52, Israel 30 (clock- maker), Hannah 17. R.E. $4000. FREDERICK: Charles 46 (shoemaker), Susan 41, Catharine 13, Henry 9, Mariah 8, Rachael 2, Charles 4/12, Samuel Wile 24 (carpenter). R.E. $1500. WAMPOLE: Jacob 60 (farmer), Elizabeth 56, Henry 19 (laborer), Deborah Sholl 19, Jesse Sholl 11, Isaac Kraft 9. R.E. $3500. YOUNG: Michael 48 (laborer), Mary 42, Catharine 21, Abr'm 20 (none), Mary 15, Michael 7, Abr'm Schoch 34 (tailor), Abr'm Landis 4, Jacob Landis 1, Fred Scholl 59 (laborer), Hannah Bergey 20, Jacob Fellow 59 (none), R.E. $1500. LANDIS: Henry 53 (farmer), Ann 52, Mary 31, Abr'm 19 (laborer), Sarah 16, Henry 14, Lydia 12. R.E. $5000. LANDIS: Isaac 27 (farmer), Margaret 28, Henry 3, John 1/12. MUSSLEMAN: Henry 37 (farmer), Sarah 36, Samuel 11, Elizabeth 7, Aaron Mussleman 14, Elizabeth Bustard 13, Ann Mussleman 53. R.E. $3000. MOYER: Abr'm 64 (farmer), Barbara 62, Hannah Landis 66, Mary Moyer 35, Abr'm Moyer 12, Jacob 8. R.E. $4600. MOYER: Benjamin 29 (farmer), Ann 26, Catharine 1, Hannah 1/12, Catharine Kraft 7, John Kraft 4. STONEBACK: Henry 36 (miller), Mary 31, John 7, Henry 2. FRANCONIA TOWNSHIP 293

WILE: Samuel 38 (farmer), Catharine 38, Tobias 10, William 8, Elizabeth 7, Samuel 4, Alan 1. R.E. $3000. WILE: William 84 (none), Hannah 40, Angeline Heebner 11. BEAN: Anthony 49 (farmer), Magdaline 48, Hannah Done- hower 14. R.E. $1800. HANEY; John 47 (farmer), Rachael 39, Ephraim 17 (labor er), Lovina 15, Maria 12. R.E. $3000. SMITH: Jacob 46 (laborer), Mary 44, Seth 6, Sarah Ann 2. R.E. $1400. BERGEY: Jacob 30 (farmer), Elizabeth 30, Elizabeth 7, Isaac 4, Abr'm 2, Isaac Bergey 83 (none). R.E. $1800. BARNDT: John 58 (farmer), Margaret 58, Philip Bamdt 60 (miller), Enos Nace 37 (tobacconist), Sophia 34, Elenora 11, Maria 9, Sophia 2. R.E. $1400. KRAFT: Lorence 46 (farmer), Catharine 30. R.E. $900. LEIDY: Jacob 64 (none), Hannah 62, Sabina 19. R.E. $5400. LEIDY: Samuel 39 (farmer), Elizabeth 37, Jacob 11, Henry 7, Hannah 5, William 2, George Rudy 23 (laborer), Bar bara Bealer 19, Leonard Hanely 24 (blacksmith). R.E. $4000. LEIDY: William 31 (farmer), Maria Wireman 28, Henry Hunsberger 19 (laborer), Eliza Krieble 20. R.E. $4000. KINDICH: Jacob32 (farmer), Leah 26, Susan 7, John 5, Jonas 4, George 1, Abraham 2/12. R.E. $5000. DELP: John 64 (none), Margaret 56, John 20 (laborer), Cath arine 28. LEIDY: Samuel 51 (tanner), Leidy 47, Thomas 21 (farmer), Susan 18, Samuel 15 (laborer), Jonas 12,"William 8, Jacob 5. R.E. $14,650. SERVER: Abraham 24 (farmer), Mariah 26, Sarah Server 29, Charles Magle 15. NACE: Elias 35, Hannah 34, Catharine 6, Isaac Hackman 7, Hannah 1, Enos Hagey 14, Enos Hackman 29 (laborer), Mary 27, Elizabeth 5, Sarah 3, Susan 6/12. 294 UNITED STATES CENSUS OF 1860, MONTGOMEHY COUNTY

CLEMER: John 53 (farmer), Mary 50, Josiah 23 (laborer), Susan 19, Henry 16 (laborer), Ann 12. R.E. $4500. HAGY: David 26 (laborer), Mary 19. DETTRE; Jesse 35 (laborer), Mary 28, Hannah 6, Henry 5, Mahlon 3, Abr'm 2. SWARTZ: Joseph 40 (farmer), Susan 41, Catharine 14, Eliza beth 12, Mary 9, Susan 7, Joseph 5, John 3. R.E. $4000. SCHWENK: George 72 (farmer), Margaret 75, Aaron Hood 9. R.E. $5500. GERHART: Henry 28 (laborer), Elizabeth 27. DELP: Samuel 35 (farmer), Mary 34, Elizabeth 10, Maria 8, Sarah 6, Margaret 4, John 9/12. R.E. $1600. SCHOLL [SHOLL] : Samuel 69 (farmer), Susan 44, Tobias 20 (laborer), Reuben Magnett 13, Hennetti Mumberger 18. R.E. $3000. HACKMAN: Henry 32 (weaver), Ann 27, Joseph 6, Catharine 2. R.B. $1800. HACKMAN; Abr'm 37 (farmer), Hannah 37, Susan 8, Mary 5, John 1, John Hacock 8, Susan Freed 70. HACKMAN: John 62 (farmer), Sarah 34, Ann 32, Henry 16 (laborer). R.E. $2800. CLEMER: Abr'm 57 (farmer), Catharine 52, Isaac 22 (labor er), Abr'm 16 (laborer), John 14, Elizabeth 10, Elijah 7, Ann Gehman 17. R.E. $5400. HAGY: John 76 (farmer), Sarah 66, Catharine Landis 20. R.E. $3400. HAGY: Abr'm 34 (laborer), Hannah 34, Jonas 11, Elizabeth 7, Mary 5, Joseph Young 23 (laborer). HOCKMAN: Henry 72 (farmer), Catharine 27, Susan 36, Jacob 38 (laborer), Catharine 28, Lydia Nace 4. R.E. $5000. SCHOLL: Michael 39 (farmer), Elizabeth 37, Lydia 14, Henry 10, John 8, Hannah 6, Jeremiah Kolp 20 (laborer). R.E. $3800. YODER: Abr'm 61 (laborer), Susan 59, Sarah 20. R.E. $1000. FRANCONIA TOWNSHIP 295

FREED: John 47 (farmer), Christianna 45, Elizabeth 22, Wil liam 19 (tobacconist), Barbara 17. R.E. $1500. DORN: Enos 36 (laborer), Mary 33, Catharine 7, Jonas 6, WilHam 3, Enos 1/12. R.E. $1600. DORN: Margaret 71, Mary 41. BILLGER: George 50 (shoemaker), Catharine 48, Isaac 16 (shoemaker), Mary 12, Catharine 6, Debora 3. R.E. $1600. FREED: Joseph 74 (none), Elizabeth 70, Lydia 14. R.E. $2000. FREED: Samuel 33 (farmer), Saloma 28, Elizabeth 8, Cath arine 5, Ann 3, William 6/12, Daniel Freed 15 (laborer), Susan Benner 40, John Benner 18 (laborer). FREDERICK: Henry 35 (shoemaker), Mary 31, Frank 9, Henry 8, William 6. R.E, $1800. GOTSHALL: Henry 36 (farmer), Catharine 33, Jacob 12, Hannah 9, William 7, Sarah 5, Catharine 3, Mary 7/12, Martin Gotshall 32 (laborer), Mary Landis 19. R.E, $4700. FREDERICK: Jacob 31 (carpenter), Sarah 21. HANES: Andrew 66 (farmer), Susan 40, Charles 11. R.E. $2800. HANEJS: Jacob 59 (farmer), Margaret 65, Jacob 25 (laborer), Catharine Ruth 16. R.E. $3600. HERMAN: John 45 (farmer), Catharine Herman 66, David SchoU 56 (none), David Scholl 8. R.E. $1400. GERHART: Daniel 29 (farmer), Leah 23, William 1, Henry 1/12, Mary Ruckstool 15, Catharine Freed 8. R.E. $3500. BARNDT: Sophia 38, Catharine 16, Abner 13, Louisa-anna 11, Enos Fisher 21 (blacksmith), Elizabeth Scholl 49, Mary Benner 17, Catharine Benner 15. R.E. $2800. KRAFT: John 39 (weaver), Elizabeth 37, Catharine 5, Rosa Linda 4, Ann 2, Jacob Hilkert 63 (laborer), George Hil- gert 28. R.E. $400. SOUDER: Jacob 34 (carpenter), Phebe 31, Catharine 7, Jacob 2. R.E. $1100. WEAND: Jacob 56 (merchant), Elizabeth Bean 48, Margaret Shaifer 17. R.E. $1500. 296 XTNITED STATES CENSUS OP 18B0, MONTGOMERY COUNTY

FILLMAN: Jacob 61 (cooper), Elizabeth 56, Mary Manda 15, Atillon Bamdt 2. GERHART: Jesse 30 (farmer), Mary Amanda 22, Elemina 4, Sarah Manda 1, Maria Souder 12, Abr'm Gerhart 14, Jacob Gerhart 50 (none), Tobias Gerhart 15 (laborer). R.E. (Jacob G.) $6400. MOYER: Benjamin 34 (laborer), Hannah 37, Catharine 6, William 5. HANES: Andrew 27 (farmer), Hester 30. R.E. $1900. SCROLL: Joseph 36 (farmer), Sarah 36, Elizabeth 6, Jacob Zepp 24 (laborer), Elizabeth Scholl 18, Catharine Hilden- brant 16. R.E. $5000. SCHOLL: Elizabeth 80, Margaret 55, Elizabeth 42, Susan Bamdt 3. SWARTLEY: Philip 55 (farmer), Ann 50, Elizabeth 24, Ann 22, Fronica 20, John 18 (laborer), Michael 16 (laborer), Sarah 14, Elemina 10, Philip 7, William Beck 21 (none). R.E. $6900. WELKER: Isaac 34 (miller), Christianna 29, Henry 2. SWARTLY: Jacob 28 (farmer), Elizabeth 19. GOTSHALL: Jacob 50 (farmer), Mary 42, Henry 22 (laborer), Isaac 20 (laborer), Ann 18, Barbara 16, Jacob 12, Abr'm 10, John 8, Mary 5. R.E. $5000. BERGEY: Henry 43 (farmer), Barbara 39, John 16 (laborer), Catharine 15, Susan 13, Barbara 11, Samuel 6, Henry 3, William 1. R.E. $4500. BARNDT: Peter 48 (farmer), Susan 47, Barbara 21, William 17 (laborer), Hannah 14, Jacob 11, Henry 5. R.E. $2400. BERGEY: Henry 37 (shoemaker), Susan 37, Catharine 6, Phebe 4, Elizabeth 2, Mary 1/12. R.E. $1600. BERGEY: Elizabeth 70. BERGEY: Isaac 47 (farmer), Elizabeth 45, Catharine 18, Henry 15 (laborer), Daniel 13, Jonas 11, Seth 8, Eleazer 5, Enos 2. R.E. $2500. FRANCONIA TOWNSHIP 297

SWARTLEY: Abr'm 64 (fanner), Elizabeth 58, Catharine 25, Tobias 17 (laborer), Hannah Johnson 23, Jonas Cramer 13, Abr'm Kolb 10, Elemina Johnson 4. R.B. $7000. NYCE: Henry 45 (farmer), Catharine 48, Jacob 24 (laborer), Elias 21 (blacksmith), Daniel 19 (student), Magdelina 17, Abr'm 15, Barbara 13, Catharine 10, Elizabeth 3. R.E. $4500. NACE: Abr'm 70 (none), Elizabeth 65. FREED: Isaac 50 (farmer), Elizabeth 45, Elias 23 (tobaccon ist), Joseph 19 (tobacconist), Isaac 17 (tobacconist), Ann 15. R.E. $2000. OVERHOLTZER: John 44 (butcher), Catharine 40, Ann 17, William 16 (laborer), Mathias 15 (laborer), John 14, Henry 11, Daniel 8, Frank 5, Caroline 3, Catharine 1/12. R.E. $2000. LANDIS: Daniel 52 (farmer), Catharine 48, Elizabeth 28, Ann 21, Catharine 19, Sarah 18, Abr'm 14, Isaac 11, Daniel 11, Susan 8. R.E. $2500. HAGY: Joseph 30 (mason), Mary 24, Levi 2, R.E. $1500. MOYER: Enos 32 (farmer), Leah 28, Barbara 6, Mary 2, John Moyer 11. R.E. $2000. SWARTLY: John 33 (farmer), Sarah 34, Elizabeth 10, Mary 9, Samuel 7, Catharine 4, Hannah Kolb 18, John Kolb 16 (laborer). R.E. $4000. HAGY: Elizabeth 40, Sarah Cressman 15, Abner Cressman 11, George Cressman 8, Elizabeth Cressman 4, Elizabeth Freed 9, Catharine 4. MOYER: Daniel 46 (merchant), Ann 34, Sarah 10, Daniel 7, Benjamin 6, Joseph 4, Mary 2, Joseph Kratz 40 (mer chant), Elizabeth Price 35, Henry Burry 28 (tailor), John C. Moyer 24 (laborer). R.E. $3600. LANDIS: Joseph F. 34 (tanner), Susan 29, Henry 7, Elizabeth 4, Nathan Thomas 19 (tanner). R.E. $2400. 298 UNITED STATES CENSUS OP 1850, MONTGOMERY COUNTY HOFFMAN: Peter 50 (tanner), Sophia 41, George 15 (stu dent), Margaret 12, Catharine 8, Christian Bock 25 (laborer). FREED: Aaron 27 (tobacconist), Elizabeth 21. KOLB: Henry 46 (farmer), Elizabeth 37, Catharine 16, Jacob 15 (laborer), Samuel 14, Henry 12, Susan 9, Michael 6, Elizabeth 3. R.E. $3000. SHOEMAKER: Catharine 73. R.E. $150. SHOLL: Catharine 73. R.E. $2000. KRUPP: Abr'm 21 (tobacconist), Mary 20, Sarah Wireman 56. R.E. $1000. KRUPP: Samuel 44 (tobacconist), Sarah 46, Susan 8, Mary 17. R.E. $1100. ZIEGLER: William 31 (farmer), Ann 37, Hannah Keely 12, Henry Keely 7, Israel Teany 22 (laborer), Dillman Zieg- ler 65 (none). R.E. $2000. SWARTLEY: Samuel 28 (farmer), Catharine 29. KOLB: Mary 39. GEHMAN: Catharine 63, Magdalina Woodward 59, Susanna Gehman 27. WOODWARD: AbFm 56 (farmer), Elizabeth 52, Maria 16, William 6, Isaac Bergey 40 (laborer). R.E. $4000. BERGEY: Henry 27 (blacksmith), Catharine 30, Michael ShoU 16 (laborer), Sarah Benner 11. R.E. $2100. SCHOLL: Lydia 56. BERGEY: Joseph 32 (farmer), Barbara 26, Christianna 4, Catharine 3, Sarah 1, Susan Bergey 16. R.E. $2800. WAMPOLE: Enos 28 (farmer), Maria 20, Susan 3, Lydia Royer 20, George Stout 13. STOVER: Jacob 46 (farmer), Jacob 28 (laborer), Susan 22, Mary 19, Elizabeth Benner 13, Leah Benner 11, Joseph Benner 9, Ann Benner 5, Sarah Benner 1. R.E. $3000. SPRINGER: Joseph 74 (none), Mary 66, Jacob 29 (weaver). FBANCONIA TOWNSHIP 299

YODER: John 53 (farmer), Susan 50, Reuben Yoder 25 (wheelwright), Ann Yoder 19, Enos Cramer 11. R.E. $2500. WIREMAN: William 26 (farmer), Ann 26, Sarah 1, Albert Magnett 11, Christian Souder 50 (tailor), Catharine 43, Ann 15, Samuel 10. R,B. $1800. (CS) $1000. HUNSBBRGER: Henry 37 (farmer), Leah Ann 36, Sophia 14, Catharine 11, Susan 9, Moses 2. R.E. $700. CRESSMAN: George 55 (farmer), Elizabeth 46, Hannah 22, Samuel 22 (shoemaker), Aaron 21 (laborer), Jacob 17 (laborer). R.E. $3100. MOYER: Jacob 28 (laborer), Ann 28, Hannah 1/12. FREDERICK: George 44 (farmer), Mary 40, John 15 (none), Philip 10. R.E. $3000. NYCE: John 32 (miller), Saloma 27, William 5, Dora 3, John 2, Leonard Elisberger 35 (laborer), Ann Shuler 20. R.E. $6000. NYCE: John 73 (none), Catharine 64, Deborah 21. R.E. $2000. NYCE: William 28 (farmer), Sarah 27, John 4, Elizabeth 3, Catharine 2/12, George Andrew 22 (laborer), Catharine Moyer 21, Jacob ShoU 12. R.E. $4000. EOMAN: Solomon 44 (pedler), Caroline 29, Lazarus 8, Doro thy 3. WIREMAN; John 25 (blacksmith), Catharine 25. NYCE: Tobias 54 (farmer), Margaret 53. R.E. $5000. NYCE: Abr'm 26 (farmer), Catharine 26, Elizabeth 2, Elias Nyce 21 (carpenter), Tobias 21 (whedwright), Aaron 20 (laborer), Joseph 16 (laborer), Catharine Souder 14, Eliz abeth Freed 25. MOYER: John 60 (none), Elizabeth 57, Sarah 20, Joseph 24 (mason), Susanna 17. R.E. $2300. CLEMMENS: John 36 (farmer), Elizabeth 26, Amos 2, Susan 2/12. 300 UNITED STATES CENSUS OF 1850, MONTGOMEEY COUNTY

BENNER: William 33 (farmer), Ann 31, Reuben 7, Enos 5, Henry 3, William 1, Lewis Souder 16 (laborer), Ann Souder 12. FREED: Joseph 42 (weaver), Mary 46, Henry 22 (shoe maker), Jacob 17 (laborer), Elizabeth 12, Mary 10, Susan 6, Michael 3. WELKER: Jacob 78 (none), Elizabeth Katleman 65. R.E. $1500. NACE: Samuel 40 (farmer), Sophia 30, Henry 9, John 8, Jacob 5, Amanda 2. CASSEL: Enos 38 (farmer), Elizabeth 35, Susan 8, Mary Al- derfer 1. R.E. $1500. GEHMAN: Enos 33 (laborer), Margaret 34, Jacob 7, Cathar ine 2. R.E. $1200. HERR: David 33 (farmer), Elizabeth 29, Henry 4, Sarah 2, Louisa Ann Gerhart 10. R.E. $2700. HERR: Jacob 44 (laborer), Margaret 41, William 8, Amanda 1. ALDERFER: Henry 39 (farmer), Sarah 36, Elizabeth 16, Abr'm 14, Ann 11, Sarah 10, Henry 6, Michael 3, Susan 1. R.E. $3500. GERHART: Joseph 44 (farmer), Sarah 38, Sarah 18, Eliza beth 16, Magdelina 9, Zeno Barndt 16 (laborer). R.E. $2600. GERHART: Elizabeth 72. BERGEY: Samuel 40 (farmer), Catharine 35, Michael 8, Joseph 7, Henry 6, Samuel 4, Sarah 1, Henry Souder 24 (laborer), Elizabeth Mussleman 19. R.E. $3000. WILE: William 46 (farmer), Abagail 43, Henry 17 (laborer), Barbara Billger 12. R.E. $2000. BARNDT: Jonathan 26 (farmer), Catharine 22, Amanda Shelly 15. R.E. $3000. GERHART: Henry 67 (farmer), Catharine 56, Catharine 20, Leahanna 17. SOUDER: Christian 60 (farmer), Catharine 57, John 22 (laborer), Ann 20, Mary 17, Jonas 13. R.E. $4000. PRANCONIA TOWNSHIP 301

BERGEY: Jacob G. 50 (farmer), Elizabeth 44, John 16 (labor er), Ann 16. R.E. $5000. DELP: Catharine 46. GERHART: Abr'm 30 (farmer), Elizabeth 26, Catharine 4, Jacob 1, David Freed 13, Sarah Homing 18. HANGE: Abr'm 45 (farmer), Hannah 38, Maria 15, Jonas 13, Reuben 3. R.E. $3000. WEAGNER [WEIGNER] : Ezra 36 (farmer), Lydia Kline 46, John Weagner 6, Maria 1. R.E. $2000. BENNER: Samuel 31 (mason), Sarah 28, Enos 9, Leah Anna 5, Malinda 3, Jonas 6/12. R.E. $1400. HUNSBERGER: Samuel 58 (weaver), Maria 56, Aaron Huns- berger 25 (mason), Hannah Hunsberger 20. HEIDRICH [HETRICK]: John 53 (weaver), Elizabeth 55, Catharine 25. R.E. $1000. HARTZELL: Reuben 25 (carpenter), Margaret 19, William 1. BENNER: Jonathan 26 (mason), Catharine 22, Lydia 1. HUNSBERGER: Enos 46 (tailor), Sarah 40, Susanna Benner 22, Samuel Wensel 20 (mason), Henry Trumbore 3. SOUDER: Samuel 39 (stone cutter), Elizabeth 34, Catharine 11, Mary 7, Elizabeth 2. KOLB: John 40 (farmer), Catharine 39, Philip 5, Sarah 3, Ann 2/12, Elizabeth Crater 10. R.E. $3500. NUNENMACHER: Abr'm 38 (farmer), Sarah 34, Henry 1, Cornelius Gerhart 10. R.E. $1100. DETWEILER: Samuel 58 (farmer), Barbara 58, John Det- weiler 23 (farmer), Mary 21, Daniel Kolb 31 (farmer), Elizabeth 31, Samuel 7/12, John Ruth 14. R.E. $3000. BAKER: Henry 56 (carpenter), Catharine 56. R.E. $1500. DIXY: John 50 (mason), Sarah 38, Sarah 3. R.E. $700. MOYER: Samuel 40 (farmer), Susan 30, Elizabeth 9, Jonas 3, Mary 2/12. R.E. $2000. SOUDER: Christian 73 (farmer), Elizabeth 68. R.E. $1500. HEIDRICH: Elizabeth 25, Mathias 5, Lovina 3, Sarah 1. 302 UNITED STATES CENSUS OP 1850, MONTGOMEET COUNTY

BENNER: Christian 58 (fanner), Sarah 55, Isaac 21 (car penter), Tobias 19 (laborer), Mary.Benner 60, Catharine Benner 57. R.B. $2000. HUNSBERGER: Frederick 76 (none), Elizabeth 66. R.E. $2000. GERGES: Peter 25 (laborer), EHzabeth 19. CASSEL: Samuel H. 40 (merchant), Elizabeth 30, Rosa Linda 3, Franklin 5/12. R.E. $3000. MOYER: Jonas D. 25 (merchant), Caroline 23. FREDERICK: John 36 (shoemaker), Hannah 33, Sarah 7, Jonas 6, Charles 5, Hannah 4, Catharine 2. HANGE: Jacob 55 (farmer), Catharine 57, R.E. $1500. KOLB: John 33 (none), Elizabeth 31, Elizabeth 5, Jacob 3, John 1. R.E. $1000. SOUDER; Henry 42 (none), Hannah 35, William 14, Edman 12, Elizabeth 9, Mary 6, Frederick 4, Henry 1, John Beltz 29 (laborer). R.E. $1500. HUNSBERGER: Jonathan 47 (farmer), Samuel 15 (laborer), John 13, William 11, Christian 9, Lydia Beltz 40. R.E. $2000. ROSENBERGER: Jacob 44 (farmer), Elizabeth 32, Mary 9, Abraham 7, Daniel 3, Jacob 4/12, Christian Bearinger 15 (laborer). R.E. $2500. LEIDY: AbFm 40 (farmer), Amos 38, Elizabeth 11, Amanda 4, Michael Sholl 23 (laborer). Whole Number of Population —1270 (Male 650, Female 620) Attended school within the year—263 All persons bom in Pennsylvania with the following exceptions: Bom in GERMANY BUSH, Herman GARDNER, John DOTTER, Martin BERGEY, Charles MOYER, Ulrich Fronica Rosinda Philip Dorothy Gotfried FELLOW, Jacob PBANCONIA TOWNSHIP 303

STONEBACZ, Henry BOCK, Christian KRAFT, Lorence ELISBBRGER, Leonard Catharine ANDREW, George HANELY, Leonard EOMAN, Solomon KRAFT, John Caroline Elizabeth BELTZ, John HILKERT, Jacob HILGERT, George Bom in IRELAND BURRY, Henry BUSTARD, Elizabeth Acquisitions Mrs. Anna H. Baker: The Descendants of John Cadwallader of TTofes, Horsham and Warminster, by Anna H. Baker. Mrs. Theodore Heysham: Holy Bible, A. J. Hohnan, Philadelphia, 1873, containing family records of Hardy, Marley, Maule, Partner and Robinson. Mr. John Thomson Roberts: Holy Bible, printed by Mark Baskett, Printer to the University, Oxford, England, 1762. Contains Roberts Family records. Booklet—Descendants of Thomas Roberts, compiled by the donor, 1970. Mrs. Willis G. Prick: The Life of. Rev. Henry Harbaugh, D. D., by Linn Harbangh, Philadelphia, 1900. Mr. Ronald E. Heaton: Land and Clear, The Story of Our Liberty Bell, by Ronald E. Heaton and Harold V. B. Voorhis, Norristown, 1970. Mr. Lewis Bunker Rohrbaugh: Rohrbach Genealogy, by Lewis Bunker Rohrbaugh, Philadelphia, 1970. Mr. I. Maxmilian Martin: Silver tray presented in memory of the donor's parents, Isadore and Minnie V. Martin. Mr. George Pendleton Slayback, Jr.; The Schlabach Family, by George Pendleton Slayback, Jr., New York, 1969. Mr. Raymond A. Mayer: Mayers In America, compiled by the donor, Phila delphia, 1970. Mr. WiUielm Bock: The American Triassic Flora and Global Distribution, Volume 3 and 4, Geological Center Research Series, North Wales, 1969. Mrs. Richard T. Williams: A complete file as published of The Pennsyl vania Traveler and The Williams Family Quarterly, genealogical re search series compiled by Richard T. and Mildred (Corson) Williams. Mr. L. Paul Dilg: Holy Bible, translated from the Greek by Charles Thomson, secretary of the Continental Congress while in retirement at "Harriton", four volumes printed by Jane Aitken, Philadelphia, 1808. The Life of Charles Thomson, by Lewis R. Harley, Philadelphia, 1900. 235 pages. Being a comprehensive biography published two years after the original monograph of 42 pages published in the "Sketches", Volume II (1900) of The Historical Society of Mont gomery County. Good News, TheFour Gospels In A ModemAmerican Dress, by Prank Schell Ballentine, Seranton, Pa., 1897. 801 pages.

304 REPORTS 305 The American Bible, The Books of the Bible in Modem English for American Readers, hy Frank Sehell Ballentine, Good News Publishing Company, Five volumes, Scranton, Pa., 1902. The Bible in Modem English or The Modem English Bible, (New Testament). (Author presumed to be Frank Sehell Ballentine), The Perkiomen Press, Perkiomen, Pa., 1909, 464 pages. Books acquired hy purchase: Family Directory of Samuel Swartz Ristand and Susan Overholt Landis, hy Ruth Histand Mosemann, 1969. Platt Genealogy In America, by Charles Platt, Jr. 1963. Newbold Genealogy In America, by Charles Platt, Jr., 1964. John Sims and His DesceU' dants, by Charles Platt, Jr., 1968. Thomas Platt of Burlington, New Jersey, by Charles Platt, Jr., 1967. John Patterson and His DesoeU' dants, by Charles Platt, Jr., Glenside, 1969. Gaudy Dutch, by Edward G. Fox, Pottsville, Pa., 1970. Other donors to whom we are grateful: Mr. Wilmer Reinford, Mr. John F. Reed, Mrs. George W. Smythe, Mrs. Walter Bradley Martin, Jr. Mrs. J. Stanley Landis, Miss Anne Jean Rex, Mr. David Corson, Rev. Harold M. Fly, Mrs. Joseph A. MacQueen, Mr. Herman F. Hall, Miss -Elizabeth C. Morgan, Judge David E. Groshens, Mr. Jeremiah P. Delaney, Mrs. Harry Righter, Dr. George H. C. McKeown, and the Misses Anna and Deborah Warrington.

JANE KEPLINGER BURRIS Librarian Librarian's Report Your librarian has not appeared under this heading since BuUeUn, Volume XV, No, 8 Pall, 1966.It seems important to recall several happen ings of interest in the interim. JOHN N. MEARS ESTATE. A memorable day in the recent history of The Historical Society of Montgomery County was March 12, 1969, when a gift of approximately 6000 books from the estate of John N. Mears was delivered to the society. It was necessary to cancel the April, 1969 meeting as the books were placed temporarily on the auditorium floor. Since that time the books of value have been absorbed into our own library, and the bulk disposed by sale. A remnant of better books and almanacs still remain to be catalogued and processed. Many of these are duplicates, also, and will eventually be sold. The proceeds of the sales have been used to ^tablish a John N. Mears Memorial Fund. Mr. Mears was employed for over forty years in the old book room at Leary's,Philadelphia. The books bequeathed to this society were from his own library, and came from his home in Blue Bell, Whitpain township. Mr. Mears died October 21, 1968. COUNTY ALMSHOUSE PAINTING IN WILLIAMSBURG SHOW. A primitive painting of the almshouse of Montgomery County, now the Charles Johnson Home, Black Rock, Upper Providence township, was re cently shown in the Abby Aldrich Rockefeller Polk Art Collection at Williamsburg, Virginia. The painting, owned by The Historical Society of Montgomery County was on loan for the special exhibitfrom October 1, to December 8, 1968. The work described as "Montgomery County Alms House, taken from the south-west side, March 12, 1874", was done by Charles C. Hofman, while an inmate of the county institution. It was the gift of Mrs. Katharine Longstreth Stearly of Trappe, April 27, 1960. Many of our members who failed to notice the painting on exhibit in our building, found it of great interest in Williamsburg. JANE KEPLINGER BURRIS Librarian

306 Report on Membership NEW MEMBERS (Elected Saturday, November 21, 1970) James P. Brazel Roger E.Hope Robert C. Bucher Peter D. Krtunbhaar Mr. & Mrs. Louis A. Cicalese William R. Milulik L. Paul Dilg Miss Ruth Saylor Russell W. Evans, Jr. Mr. & Mrs. John G. Schott Mr. &Mrs. John Crosby Freeman Mrs. Roy Taylor Carl H. Gottschalk

TRANSFERRED TO LIFE MEMBERSHIP Mr. Willis Gilbert Frick

DEATHS Mrs. E. Leidy Brendlinger Christopher R. C. Custer Edward V. Oeelus, M.D. Mrs. Wilfred Rambo Aaron S. Swartz, Jr., Esq. Miss Amanda Streeper Mrs. Slingluff White

PRESENT STATUS OF MEMBERSHIP Life 71 Annual 621 Affiliates 8 Subscriptions 37

Total 737

HELEN W. M. JOHNSON Corresponding Secretary

307 The Historical Soidety of Montgomery County has for its object the preservation of the civil, political and religious history of the county, as well as the promotion of the study of history. The building up of a library for historical research has been materially aided in the past by donations of family, church and graveyard records; letters, diaries and other manu script material. Valuable files of newspapers have also been contributed. This public-spirited support has been highly appreciated and is earnestly desired for the future.

Membership in the Societyis opento all interested persons, whether residents of the county or not, and all such persons are invited to have their names proposed at any meeting. The annual dues are $7.50; life membership, $100.00. Every mem ber is entitled to a copy of each issue of The Bulletin, free. Additional copies, $2.50 each.

Historical Building, 1654 DeKalb Street, Norristown, with its library and museum, is open for visitors each week day from 10 A.M. to 12 M. and 1 to 4 P.M., except Saturday after noon. The material in the library may be freely consulted dur ing these hours, but no book may be taken from the building.

To Our Frieuds Our Society needs funds for the furthering of its work, its expansion, its growth and development. This can very nicely he done through bequests from members and friends in the disposition of their estate. The Society needs more funds in investments placed at interest; tiie income arising therefrom would give the Society an annual return to meet its needs. Following is a form that could be used in the ynaHTtg of wills: I HEREBY GIVE AND BEQUEATH TO THE HISTORICAL SOCIETY OP MONTGOMERY COUNTY,

PENNSYLVANIA, THE SUM OP

DOLLARS ( )