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Notes and queries: Chiefly relating to Interior Pennsylvania, Volume 2 online

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to his brothers and sisters.

ii. William; d. August, 1739; m. Grizzle
Wray, and had Margaret, Patrick and

Hi, Henry; who had James.

2. iv. John; m. Ann .

3. v. James; m. Rebecca.
vi. Jean; m. — Smith.

vii. Margaret; m. White.

IL John Allison (John) d. May 1767,
in Donegal, leaving a wife Ann (who subse-
quently married John Stuart) and children
as follows:

t. Patrick,

ii Jean; m. George Clark and had Mary.

Hi, Rose; m. James Crawford and had

iv. Margaret

v. John.

vi. James; b. 1750.

vii. Ann; b. 1753.

viii, William; b. 1755.

ix. Bobert; b. 1757.

III. James Allison (John) d. November
1762, in. Donegal, leaving a wife Rebecca,
who died in September, 1764, and the fol-
lowing issue :

i. James; m. a daughter of Gordon
Howard, of Donegal.

ii. Anna; m. Defrance, and had

James and John, who were in 1776 over
fourteen years of age.

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Historical and Genealogical.


Hi. Jean; m. William Watt, and re-
inoved to North Carolina.

tt?. Margaret; m. Bowman and re-
moved to North Carolina.

«. Sarah.

vL Rebecca; m. Hugh Caldwell and had


Historical, Biographical and Genealogical.


Edoell— Cox.— Rebecca Edgell, widow,
-of Philadelphia, d. prior to 1743. leaving
children :

*'. WilUam; m. Sarah , who, when

-a widow, m. John Cox, "of New Castle
-county, upon Delaware, physician."

n. Rebecca; m. John Mifflin.

De FRANCE. — John Defrance resided in
Hummelstown in 1792. His wife at that

time was Susanna, widow of Spencer.

The children by the former marriage were
-(surname Spencer) :

i. Thomas.

ii. Elizabeth; m. McKean.

Hi. Susanna.

iv. John.

What is known concerning this family,
and especially of Elizabeth Spencer Mc-

Johnston. — Alexander Johnston, of
Ix>wer Pax tang township, d. prior to 1793.
•His brothers were :
i. James; m. and had :

1. James; residing in West Pennsboro',
Cumberland county, Penn'a.
u. Gawin; m. and had:

1. James.

2. Margaret

3. Alexander, residing in the county of
York, S. C.
Josiah; m. and had:
Jane; m. Thomas Orr, residing in
Washington connty, Territory south
of the Ohio.

*2. Agnes; residing same place.

3. John; residing same place.

4. Margaret; m. Samuel Shaw, and
had Samuel.


• James Clunie.— In looking over the
Notes and Queries of your valuable paper of

February 25th, 1888, a communication re-
ferring to Mr. Clunie, saying they did not
know who his relations were, was read by
me with astonishment, because I know there
are a number of persons living in this city
now who know all about him. He owned
the lot corner of Front and Walnut streets,
extending to Mr. Calder's property, and in-
cluding all to River avenue. Also ten acres
of land located next to Mr. Brua's property,
near the old reservoir grounds. Mr. Clunie
and Henry Stewart's mother were brother
and sister. The former died September 18,
1793. This land was left by will to Mr.
Stewart The executors of the estate were
John Kean, John Downey and Moses Gilinor.
The latter afterwards withdrew from the ex-
ecutorship for satisfactory reasons. This
land was held by the executors until Mr.
Stewart came from Ireland in 1 81 2 to take pos-
session. He remained in this country during
the war of 181 2, when he returned to Ireland,
but the climate not agreeing with him he
came back in 1819 and settled permanently
in Harrisburg. He resided on the premises
from that time until his death, which oc-
curred October 25th, 1864. Mr. Clunie is
buried in Henry Stewart's lot in the ceme-
tery. There are but two of Mr. Stewart's
family now living — his daughter, who re-
sides ou Walnut street, near Front, and
James Clunie Stewart, of Des Moines, Iowa.


Timothy Hornfield, of Bethlehem, Pa.

There are few names more prominent to
those whose historical researches lead them
into the early history of Northampton county
than that of Justice Timothy Horsfield, and
his services to the Province, and in the inter-
ests of the Moravian Church. His acquaint-
ance with the customs of the land, its laws
and institutions, his knowledge of the Eng-
lish language, which was indispensable to
intercourse with the magistracy and the
neighborhood; his business experience and
habits ; and especially in his official capacity,
he was enabled to render eminent services to
his Church. In all matters of law, in cases
of arbitration, and in the laying out of roads,
he was always applied to, and in the church
boards that controlled its social concerns, he
always had a seat In the "Records" and
"Archives" of the Province of Pennsyl-

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Historical and Genealogical.

vania, will be found a large number of his
letters on matters of the State, and in the
Archives of the Moravian Chnrch at Beth-
lehem and among his descendants, are many
which shonld be published.

Timothy Horsfield was born 25th of April,
1708, in Liverpool, England, and received
his education at the Parish school. In 1725,
he immigrated to New York, and joined his
brother Isaac, who lived on Long Island,
with whom he learned the trade of bntcher.
In 1735, they leased two stands in Old Slip
Market, at the corner of Pearl street and
Old Slip, where their business became large
and profitable. In 1741, they and other
butchers of the city were unfortunate in
having several of their slaves put to death
for being implicated in the "Great Negro

Although a member of the Church of Eng-
land, in 1739, when Whitefield visited the
Province, he attended his services and be-
came impressed with his preaching. During
the same year he became acquainted with
Peter Bonier and David Nitschmann who had
arrived from Georgia, and from this ac-
quaintance he dated his connection with the
Moravian Church. In 1734. he became a
free -holder in the City of New York, his
house, which stood near the Brooklyn Ferry,
for many years being used by the missionary
brethren traveling between Europe and the
West Indies.

In October of 1748, he applied to the
authorities at Bethlehem for permission to
reside there, but owing to his being one of the
executors of the estate of Thomas Noble, a
prominent merchant of the city, and a mem-
ber of the newly organized Moravian congre-
gation, as well as being entrusted with the
building of the Irene, he was requested to
postpone his removal. He, however, took
his children there to be educated in the
schools. The year following he removed to
Bethlehem, where, excepting a short sojourn
at Nazareth, he resided nntil his death.

On the fonnding of Northampton County,
Timothy Horsfield was appointed by Gov-
ernor Hamilton, a Justice of the Peace, his
commission bearing date June 9,1752. In
July of 1763, he was commissioned colonel
of the forces to be raised in the county for
the defense of its frontiers against Indian in-
roads. This appointment having excited
considerable jealousy, he soon after resigned
it, but he lost his justiceship in consequence,
after serving twelve years. 'Squire Horsfield

lived in what was known to the present gen-
eration as the Oerter house, which stood on*
Market street opposite the grave yard.

In March, of 1753, the propriety of open-
ing a store for the sale of merchandise in*
Bethlehem was considered and decided upon
by the Church authorities. Thereupon an
addition to the building on the west was
made, and the Church store opened in it with
Joseph Powel as first storekeeper. This was
probably the first store in the Forks of the
Delaware, and one of the few at that time
conducted in the more remote districts of the
Province. In addition to the rooms occupied
by the 'Squire and his family, two were ap-
propriated for the use of strangerc visiting
the town.

We have already stated that Timothy
Horsfield was an owner of slaves. On his
removal to Bethlehem he took two — a man
and a woman — with him. The former
called Joshua in baptism, but better known
as "Horsfield's Tony," was a native of Ibo,
Africa, and in his fourteen tL year was taken
prisoner and sold into slavery. After pass-
ing through the hands of several owners, he
was finally sold to go to Jamaica. Accom-
panying his master to New York, in 1 743,
he was sold to Timothy Horsfield. In 1750,
Tony was baptized by Bishop Cammerhoff,
and subsequently sent to Christian's Spring,
where the experience he had gained in the
Old Slip Market secured for him the vosi-
tion of "butcher* general of the Upper
Places." Horsfield's negress was named
Cornelia, born in 1728, at Red Hook, New
York, and died at Bethlehem in April, 1757.
Timothy Horsfield died 9th of March, 1773,
and his remains were followed to the grave-
by a large concourse of people from the

In 1731, Timothy Horsfield was married
to Mary, daughter of John Doughty, a-
prominent butcher of Long Island, and lineal
descendant of the Rev. Francis Doughty, who,
in 1632, preached the first Presbyterian ser-
mon on Manhattan or Long Island. She
died 14th of October, 1773.

Of the descendants of Timothy Horsfield,
the best known is his son Joseph, born
at Bethlehem, November 24th, 1750. He
was chosen a delegate to the Pennsylvania
convention to ratify the Federal Constitu-
tion in 1787, and was one of the signers of
the ratification ; and in 1792 was appointed
by President Washington the first postmas-
ter of Bethlehem. In December of 1783 he

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Historical and Genealogical.


married Elizabeth Benezet, and their chil-
dren were Sarah ; Elizabeth, married Jacob
Wolle; Maria, married John Jacob
Knmmer, and Daniel. Joseph Horsfield
died on the 9 th of September, 1834.

John W. Jordan.


Historical, Biographical and Geaealoaical.


"Whig and Tory, or 1,500 Dollars a
Year," was the title of a political pamphlet
published in 1816. Who was the author ?


Allen. — Timothy Allen, one of the mem-
bers of the Chambersburg volunteers, died at
the house of Mr. Landip, near Buffalo, New
York, Dec 12, 1812, in the 22d year of his
age, and was interred in the German bury-
ing ground there with the honors of war.
This Timothy Green Allen was from Han-
over township, Dauphin county. His re-
mains were subsequently removed by the late
Isaac Moorhead, of Erie, who was related to
him, and deposited in the old grave yard in

Thornton — Matthew Thornton, of
Hanover township, died April 1786, leaving
a wife, Agnes, and children as follows :

t. Mary.

ii. Agnes [Mary]; m. Jamison,

and had Matthew.

Hi. William. *

iv. Martita; m. Thompson and

had Agnes.

v. Margaret; m. Butler.

The execntors were John Rodgers and
Timothy Green. Information is desired re-
lating to the Jamison, Thompson and But-
ler families mentioned. Hanover.

Templeton. — Robert Templeton, of
Hanover, d. in November, 1789; his wife
Agnes in February, 1790. Their children

u Jean, m. Robert Henry.

ii. Mary, m. Charles McCoy (?).

Hi. Ruth, m. John Johnston.

iv, John.

v. Agnes, ro. Samuel Stewart, and
Agnes and Mary.

vi. Sarah, m. William Clark.

vii. Barbara, m. Henry McCormick.

viii. Susanna, m. James Hathorn.

ix. Robert; m. and had William

What is known concerning this family.

W. A. M.




[The following original papers are of un-
usual interest, and we are confident the read-
ers of Notes and Queries will properly ap-
preciate them.] The first and second letters
were written to Hon. John Strohm, then
chairman of a special committee of the
Pennsylvania Senate, on the subject of Burn-
ing Coal in Locomotive Engines. The sub-
ject was one of vast importance, and these
initial proceedings are enjoyable reading.
The inquiries were made under the following
resolution of the Senate:

"Whereas. The use of wood for fuel on
the railroads of this Commonwealth is pro-
ductive of danger and occasions much ap-
prehension to the owners of property through
which such railroads pass, which might be
avoided by the use of mineral coal ; therefore

"Resolved, That the committee on Roads,
Bridges and Inland Navigation enquire into
the practicability and expediency of using
mineral coal exclusively as fuel for locomo-
tives on the railroads of this Commonwealth
and of prohibiting by law the use of any
other fuel for such purpose.' 1

Letter from Hon. 8. D. Ingham.

Beaver Meadow, 24 Feb., 1838.
John Strohm, Esqr. :

Dear Sir — I have duly received at this
place your favor of the 16th inst, request-
ing information as to the experience of the
Beaver Meadow company in the use of an-
thracite coal for raising steam in their loco-
motive engines. I will communicate with
pleasure any information I possess on the
subject We commenced burning coal in
one of onr engines about the 1st of Decem-
ber, 1836, and since that time in three others.
We now use no other fuel except for kindling
fire in the morning, a small portion of wood
is, however, always carried on the tender.
The coal fire will keep up an honr readily
during a stoppage, but for a longer delay it

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Historical and Genealogical.

is expedient to put in a few sticks of wood
to keep the fire alive and expedite the igni-
tion of the coal when the engine starts
again* We have not the slightest difficulty
in raising steam or keeping it up. The en-
•gines are limited to 100 pounds steam on the
heavy grades, but their general limit is 90
pounds. Our engines were built by Garrett
& Eastwick, of Philadelphia, and the re-
pairs are under the direction of Hopkin
Thomas, a very skillful machinist, to whom
much is due for our entire success in the
management of the coal fires. The only in-
convenience that has attended the use of coal
is the burning of the fire box and melting of
the grates. The first is occasioned by im-
perfect welding of the piles of which the boi •
ler iron is made, which thereby comes from
.the rollers with partial partings in the middle.
These partings cut off the communication of
the heat from the fire to the water, hence the
iron next to the fire rises in a blister and
ioon burns through to the parting. The
water then finds its way to the melted seams
and leaks out We have one engine which
has been in use with coal more than twelve
months without the least appearance of fail-
ure in this respect. We had no little diffi-
culty with the grates in the commencement,
but none have been melted in the last three
months, altho' three engines have been in
constant use since that tim3. Not a single
copper tube has been injured since we com-
menced the use of coal.

I have supposed that a particular descrip-
tion of the means used to perfect the man-
agement of the coal fire was not expected in
this communication, but everything known
and practised at our works will be cheerfully
communicated to any person who will take
the trouble to visit them, when not only the
facts I have stated can be verified, but sev-
eral other matters ascertained which will be
very useful to all who are engaged in rail-
road transportation. I regret that I cannot
.give you an accurate statement of the amount
of fuel consumed for a given effect, not be-
ing prepared for setting apart by weight the
coal used on the engines. To determine this
fact satisfactorily, the average of several
weeks' consumption is indispensable.
. I would observe that the apparatus for in-
creasing the draught of the chimney is very
simple and may easily be attached to any
Jhorizontal boiler. I am, with high respect,
Your Humble Sv't,

S. D. Ingham.

Letter From Uarrett Sc Rastwlck.

PHILADA., 1 Mo. 27th, 1838.
Hon. John Strohm:

Respected Friend : Since the interview had
with thee by the senior partner of our con-
cern, when in this city during the late re-
cess of the Legislature, in relation to the
use of Anthracite Coal in Locomotive En-
gines, we have received a eopy of the re-
port of the Canal Commissioners in which
we find a notice is taken by A. Mehaffy,
Agent of Motive power on the Columbia
road, & in which we think he has done ns
great injustice, where he says (page 56) "An
experiment w*is lately made on the road to
shew that it (Anthracite Coal) was usefully
practicable, but with little success. It was
impossible to keep up a fire for any length
of time so as to convey a full train without
the aid of wood to produce a blaze,'* he alse
says, "much has been said as to the use of
this kind of coal by a Southern company
(Baltimore & Ohio Rail Road Comp'y,) but
from enquiry on the spot the undersigned
is fully of the opinion that the kind of engines
there used would neither suit our road in
point of performance or cost of repairs. " In
this opinion wo fully concur, as the Balti-
more engines are very complicated in their
construction and of course expensive to keep
in order, and use fifty per cent more coal
than ours in performing the same amount of
work, and he (Mehaffy) on his return from
the South did us the justice to acknowledge
there was no comparison between our engines
and those. Notwithstanding the assertion
he has made in his report to the Canal Com-
missioners, we can prove conclusively that
we have frequently passed over the road be-
tween Philadelphia and Columbia, taking
not only the passenger train, but also with
burthen trains heavily laden, and in the
usual time, without the use of a pa] tide
of wood, "to create a blaze." We believe
the truth to be that the Agent above al-
luded to, having made up his mind that
anthracite coal cannot be used, so as to
answer a good purpose in generating steam
for locomotives, did not deem the experiments
we were making of sufficient importance to
claim his attention, as we believe he never
took the trouble personally to witness the
operation of our engine in burning that fuel,
except in company with two of the Canal
Commissioners from Parkesburg to Phila-
delphia one afternoon, and from thence to
Lancaster the next day, and on his arrival at

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Historical and Genealogical.


the latter place he declared to the Commis-
sioners that he saw it was so easy a matter
to barn coal, that it conld be bnrned in any
•of their engines without alteration, and, in
■consequence of this assertion, they directed
the experiment to be tried on one of the
engines on the road and failed, as one of our
.firm was informed by John Brandt, chief
machinist on the road, who tried it. He
said they could keep np steam for only four
miles, when they were obliged to take out
the coal and substitute wood.

After the Canal Commissioners returned
to Harrisburg, after haying witnessed the
•operation of our engine in burning coal, they
adopted a resolution (a copy of which we
{oruish thee) authorizing us to alter one of the
engines we made for the State, and to pro-
•ceed with our experiments, which we are
now doing, and keeping an accurate account
of the coal used, and of the loads drawn
with it The day before yesterday, although
the dampness on the rail occasioned consid-
erable slipping, we brought 25 loaded cars
.part of the way from Columbia, and made
an average of 16 cars, using 1 ton of coal,
and lees than \ cord of wood for kindling
(previous to starting, and to perform the
as me distance with that load requires at
least 3 cords of wood, but such is the
opposition on the road to coal, that officers
do not seem disposed to go with us and wit-
ness it for themselves, and therefore any
statement that can as yet be made must rest
on our own assertion ; at least as to the par-
ticulars. Several very respectable indi-
viduals, it is true, have witnessed the opera-
tion of burning the coal and can testify that
there is no difficulty in burning that fuel,
and with it alone, keeping up an abundance
of steam, but they are unable to say what
was the load drawn or coal used. In order
to remedy these difficulties, and believing
that you should have official information on
the subject referred to your consideration,
we would suggest whether it might not meet
jour views to appoint some person who
would be competent and disinterested, to
pass with us a few times over the road on
the engine so as to have an opportunity from
"his own observation, to make a report to you,
and if it should meet your approbation, also
for him to visit the Beaver Meadow road and
Baltimore, and make his observations there,
and report to you a fair statement of the in-
formation he may obtain at those places,
which are all we have any knowledge of,

where Anthracite coal has been used in loco -
motives with any degree of success. The
The trifling expense that will attend such
appointment will amonnt to a mere nothing,
compared to the great saving that can be
readily shown will result to the State, by the
adoption of Anthracite coal as fuel for loco-
motives on the Columbia road, but further
west, where bituminous coal is easier of ac-
cess and cheaper than the anthracite, that
description of fuel will probably be the cheap-
est As we have it in contemplation in a
few days to submit a proposition for supply-
ing coal and burning it in the locomotive en-
gines on the Columbia road at a mnch less
cost to the State than either wood or bitumi-
nous coal and coke will cost on that road, it
would give us great pleasure if your commit-
tee could sparo so much time from their other
dnties as to pass over the road in the engine
in which we are now burning anthracite coal
and witness for yourselves its operation, so
as to enable you to report from your own ob-
servation as well as from the report or in-
formation derived from others. Should you
be enabled to do so, by giving us a short no-
tice we will meet you at Lancaster whenever
it may suit your convenience.

Respectfully Your Friends,
Garrett & Eastwick.

Letter from George Jenkins, Superintend-
ent of the Beaver Meadow Road.

Fabryville, Jan'y 16th, 1838.
Messrs. Garrett & Eastwick :

In reply to the queries propounded by you
in relation to the success, &c, attending the
use of coal in the Locomotive Engines made
by you for the Beaver Meadow Rail Road
& Coal Company, I may state for your in-
formation, that the two Engines, the Elias
Ely, & Sam'l D. Ingham, that were placed
on the road dnring the summer of 1836, did
not commence the use of coal until the latter
end of Antumn, or beginning of Winter of
that year. The Quakeake was constructed
for burning coal, and placed on the road in
the Spring of 1837, all three being six
wheel engines. The Beaver is a larger and
heavier Engine with eight wheels, and has
used coal ever since being placed on
the road in the month of August
last All the Engines have continued
to burn Anthracite Coal, when running on
the road, ever since their commencing the use
of that fuel at the times above stated. We

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Historical and Otnecdogxcal.

do not find the nee of wood necessary, ex-
cept for kindling previously to starting in
the mornings, and there is no difficulty in
keeping an abundance of steam through the
day without its aid. The usual number of
loaded cars taken per day from Black Creek
to Parry ville, with the 6 wheel engine is 16,
containing 2 J tons of coal each, and the same
number of empty cars are drawn up the
grade to Quakeake with the same engines,
and twelve up the 96 feet grade on their re-
turn home. The Beaver (8 wheels) takes
thirty-two cars per trip each way, and
twenty-four up the 96 feet grade, from
Quakeake to Black Creek. As nearly as we
have been able to ascertain 1,300
pounds of coal is consumed per trip
in the 6- wheel engines, that, is from Black
Creek to Parryville and buck, a distance of
forty miles, and for the same distance with
double the load the Beaver consumes about
1,800 pounds.

With ten days, or two weeks' practice, an
engineer or fireman will ordinarily become
sufficiently acquainted with the manner of
using anthracite coal in the locomotives, to
run them without difficulty, and they gen-
erally prefer coal to wood on account of its
being much less laborious, and in conse-
quence of which we pay our firemen only
12J cents per day more than the men who
attend the brakes at the cars.

Any other information on the above sub-
ject within my power I will furnish with

Yours respectfully,

George Jenkins,
Superintendent Transportation B. M. R. R.

Online LibraryFrance) Société asiatique (ParisNotes and queries: Chiefly relating to Interior Pennsylvania, Volume 2 → online text (page 33 of 81)