The Old Pike Part 22

He came to Uniontown in 1839, "the winter of the deep snow." He came on the Oyster Line from Little Crossings, working his way through the snow, which averaged a depth of four feet on the level, and was three days on the way. The oyster boxes were placed on a sled, drawn by six horses, and the Oyster Line made as good time as the stage lines while the deep snow lasted, and pa.s.senger coaches, like oyster boxes, were moved on sleds. Farwell came to Uniontown in obedience to an order of one of the stage lines, to take charge of a team at that place. He drove stage for ten years, one-half of the time in Ohio. When the staging days were over on the old road, Farwell located in Uniontown, and carried on the trade of shoemaking, which he learned before he took to stage driving. He owned the lot on which the National Bank of Fayette county now stands.

He has been dead several years, and is well remembered by the older citizens of Uniontown.

Archie McNeil was of the cla.s.s of merry stage drivers, and enlivened the road with his quaint tricks and humorous jokes. His service as a driver was confined for the most part to the western end of the road, between Brownsville and Wheeling. An unsophisticated youth from the back country, of ungainly form and manners, near the close of the forties, sauntered into Was.h.i.+ngton, Pennsylvania, to seek employment, with an ambition not uncommon among young men of that period, to become a stage driver. In his wanderings about the town he halted at the National House, then kept by Edward Lane, where he fell in with Archie McNeil, and to him made known the object of his visit. Archie, ever ready to perpetrate a joke, encouraged the aspirations of the young "greenhorn,"

and questioned him concerning his experience in driving horses and divers other matters and things pertaining to the work he proposed to engage in. Opposite the National House, on the Maiden street front, there was a long wooden shed, into which empty coaches were run for shelter, the tongues thereof protruding toward the street. McNeil proposed to the supplicating youth that he furnish a practical ill.u.s.tration of his talent as a driver, to which he readily a.s.sented, and crossing the street to the shed where the coaches were, he was commanded to climb up on the driver's seat, which he promptly did.

McNeil then fastened a full set of reins used for driving, to the end of the coach tongue, and handed them up to the young man. He next placed in his hands a driver's whip, and told him to show what he could do. The coach bodies, it will be remembered, were placed on long, wide, and stout leather springs, which caused a gentle rocking when in motion. The young weakling, fully equipped as a driver, swayed himself back and forth, cracked the whip first on one side, and then on the other of the tongue, rocked the coach vehemently, manipulated the reins in various forms and with great pomp, and continued exercising himself in this manner for a considerable time, without evincing the slightest consciousness that he was the victim of a joke. A number of persons, the writer included, witnessed this ludicrous scene, and heartily enjoyed the fun. Among the spectators was James G. Blaine, then a student at Was.h.i.+ngton college. McNeil was a son-in-law of Jack Bailiss, the old driver before mentioned, and when stage lines were withdrawn from the road he moved with his family to Iowa, and settled in Oskaloosa.

Watty n.o.ble might well be esteemed the Nestor of stage drivers. He commenced his career as a driver on the Bedford and Chambersburg pike.

His route on that road was between Reamer's and the Juniata Crossings, _via_ Lilly's and Ray's Hills, a distance of ten miles, and his average time between the points named, was one hour and thirty minutes. He drove one team on this route for a period of ten years without losing or exchanging a horse. He subsequently drove for five consecutive years on the National Road, between Brownsville and Hillsboro, and, as the old pike boys were accustomed to say, "leveled the road." When he "got the start," no other driver could pa.s.s him, unless in case of accident. He was not a showy reinsman, but noted for keeping his team well and long together. In personal habits he was quiet and steady, and no man ever impeached his honesty or fidelity. Jim Burr, the famous old driver elsewhere mentioned, was a son-in-law of Watty n.o.ble.

Charley Bostick, a stage driver who lived in Uniontown, gained a somewhat unsavory reputation as one of the princ.i.p.als in a social scandal, involving the name of a prominent old Uniontown merchant. The incident produced great agitation in Uniontown society at the time, and its disagreeable details are stored away in the memories of all the older citizens of that place, but it is doubtful if three-fourths of its present inhabitants ever heard of it. On the night of the occurrence it fell to Bostick's lot in the rounds of his regular service as a driver, to take a coach from Uniontown to Farmington, but he was so prominently and closely identified with the event referred to that he deemed it expedient to employ a subst.i.tute, which he procured in the person of "Dumb Ike," competent for the service and the occasion, and ever ready for such exigencies.

Alfred Wolf, an old stage driver, is remembered as a large, fine looking and bl.u.s.tering sort of a man. His wife was a sister of Watson and Robinson Murphy, two well known, thrifty and highly esteemed farmers of Fayette county, Pennsylvania. The marriage ceremony that made Miss Martha Murphy the lawful wife of Alfred Wolf was performed by the late Hon. William Hatfield, when that gentleman was an acting Justice of the Peace for Redstone towns.h.i.+p, and the writer hereof was present at the wedding. When stage drivers were no longer required on the National Road, Alfred Wolf engaged in the business of tavern keeping, and for a number of years kept a public house in McClellandtown; and when the strife between the States culminated in actual hostilities, he enlisted as a Union soldier and perished in the cause. His widow went to Ohio, re-married, and is still living in that State.

Henry G. Marcy, called Governor, because of his near kins.h.i.+p to the old time, distinguished New York statesman of that name, who was at the head of the War Department during the conflict with Mexico, was a stage driver and lived in Uniontown. He was a small man in stature, but had a bright and clear intellect. He died in Uniontown a number of years ago at an advanced age, leaving a widow, still surviving, but quite feeble by reason of her great age. George E. Marcy, also called Governor, a well known and active Democratic politician of Uniontown, is a son of the old driver.

Joseph Hughes, an old stage driver, is still living in Was.h.i.+ngton, Pennsylvania, vivacious and sprightly despite the weight of years piled upon his back. He was an expert and trusty driver, well known along the road, and cherishes the memory of the stirring times, when the road was the great highway of the Nation and he and his fellow drivers rode on the top wave of the excitement incident thereto.

James Bradley, an old stage driver, worked sometimes at repairs on the road. He made a breaker of unusual height on the hill east of Was.h.i.+ngton, Pennsylvania, and upon being questioned as to his motive for making it so high, replied that "he wanted to give some of the boys a lofty toss." A few days thereafter, he was in service as a driver himself, and going down the hill mentioned at a rapid rate, to "scoot the hollow," as he termed it, his coach struck the high breaker and he got the "lofty toss" himself, having been thrown from the box, a distance of nearly two rods, causing him a broken arm and other less serious injuries. He said, after this accident, that he would never again make high breakers on the road, or advise others to do so.

John Teed, husband of Mrs. Teed, who keeps the popular and prosperous boarding house on Morgantown street, Uniontown, was an old stage driver.

His first engagement as a driver on the road was with the Express line, called derisively "The Shake Gut." After driving a short time on the Express, he was given a team on one of the regular coach lines. He was an approved driver and promoted to the office of guardsman. The guardsman was a person sent with the coach to superintend its progress, and aid in protecting it from the incursions of robbers, which were not uncommon in the night time on the mountainous sections of the road.

Thomas Poland was in every essential a stage driver, and zealously devoted to his calling. He drove out from Uniontown, east and west, as occasion required. He was a man rather below the average stature, but stoutly built and of swarthy complexion. Many old drivers were moved to grief when business ceased on the road, but no one felt the change more keenly than Thomas Poland.

John Guttery, of Was.h.i.+ngton, Pennsylvania, was one of the early stage drivers of the road, and a good and trusty one. He was a tall man, rounded out proportionately to his height, and closely resembled the renowned old driver, Redding Bunting. He was a brother of Charles Guttery, the old wagoner and tavern keeper mentioned in another chapter of this volume. John Guttery, after driving stage a number of years, gave up that exciting occupation and established a livery stable in Was.h.i.+ngton, which he conducted successfully until his death in that place a number of years ago.

CHAPTER XXIV.

_Stages and Stage Drivers continued--Gen. Taylor approaching c.u.mberland--Early Coaches--The first Troy Coach on the Road--Mr.

Reeside and Gen. Jackson--John Buck--Accidents--Kangaroo and Bob-tail Teams--John Mills and William Bishop--Celebration at c.u.mberland--David Bonebraker, Hanson Willison, and a long list of other old drivers--Billy Willis and Peter Burdine--Fare Rates--The Way Bill--The Landlords--Pilot and Pioneer Lines--Compensation of Stage Drivers--Hopwood's Row--Withdrawal of the lines--The dignity of stage drivers, estimated by an old pike boy._

Scharts' history of Western Maryland gives the following account of President Taylor's ride over the mountain division of the road, when on his way to Was.h.i.+ngton to be inaugurated:

"President Taylor and his party were, in 1849, conveyed over the road under the marshals.h.i.+p of that most indefatigable Whig, Thomas Shriver, who, with some other c.u.mberlanders, proceeded to the Ohio river and met the presidential party. Among the party were statesmen, politicians, and office-hunters, notably Col. Bullet, a brilliant editor from New Orleans, who was to occupy a relation to President Taylor something like that of Henry J. Raymond to Lincoln. The road was a perfect glare of ice, and everything above ground was literally plated with sleeted frost. The scenery was beautiful; to native mountaineers too common to be of much interest, but to a Southerner like Gen. Taylor, who had never seen the like, it was a phenomenon. In going down a spur of Meadow Mountain, the presidential coach, with the others, danced and waltzed on the polished road, first on one side and then on the other, with every sign of an immediate capsize, but the coaches were manned with the most expert of the whole corps of drivers. Shriver was in the rear, and in the greatest trepidation for the safety of the President. He seemed to feel himself responsible for the security of the head of the Nation.

Down each hill and mountain his bare head could be seen protruding through the window of his coach to discover if the President's coach was still upon wheels. The iron gray head of the General could almost with the same frequency be seen outside of his window, not to see after anybody's safety, but to look upon what seemed to him an arctic panorama. After a ride of many miles the last long slope was pa.s.sed and everything was safe. At twilight the Narrows were reached, two miles west of c.u.mberland, one of the boldest and most sublime views on the Atlantic slope. Gen. Taylor a.s.sumed authority and ordered a halt, and out he got in the storm and snow and looked at the giddy heights on either side of Wills creek, until he had taken in the grandeur of the scenery. He had beheld nothing like it before, even in his campaigns in Northern Mexico. The President-elect was tendered a reception on his arrival at c.u.mberland, and the next morning he and his party left on the cars for Was.h.i.+ngton."

At an early day there was a coach factory at or near the Little Crossings, where many of the first pa.s.senger coaches used on the road were made. They were without thorough braces, or springs of any kind.

Their bodies were long, and the inside seats for pa.s.sengers placed crosswise. They had but one door, and that was in the front, so that pa.s.sengers on entering were compelled to climb over the front seats to reach those in the rear.

The first coach of the Troy pattern was placed on the road in the year 1829 by James Reeside, and tradition has it that he won this coach with a bet on Gen. Jackson's election to the presidency. Mr. Reeside was desirous that Gen. Jackson should be the first person to ride in this coach, and accordingly tendered it to the President-elect when on his way to Was.h.i.+ngton, who true to his habit of refusing gifts, declined the proffered compliment as to himself, but consented that his family might occupy the coach. Charley Howell was the driver, and his team was one of the finest on the road. Many coaches were brought out on the road afterward from the Troy and Concord factories. These coaches cost between five and six hundred dollars each.

John Buck was one of the oldest and best stage drivers on the road. He lived in Was.h.i.+ngton, Pennsylvania, and drove on the old line in the life-time of Daniel Moore, and was a great favorite of that ancient stage proprietor. When Lafayette visited Was.h.i.+ngton in 1825, Mr. Moore was active and prominent in arranging for his reception at that place, and a.s.signed John Buck to drive the coach in which the ill.u.s.trious visitor entered the town. It was a proud day for the old driver, who shared with the hero of the occasion, the plaudits of the people. Buck subsequently became the senior member of the firm of Buck, Lyon & Wolf, contractors, who built most of the locks and dams on the Muskingum river, in the State of Ohio. This old firm was called the "Menagerie Company," on account of the names of its members.

[Ill.u.s.tration: THE NARROWS.]

William Robinson (not "Billy") suffered an "upset" at Somerfield, in 1832, with a full load of pa.s.sengers going west. The stage coach had but one door, and to bring up the door side to the Endsley tavern, in Somerfield, it was necessary to wheel around. Robinson turned his team with such rapidity as to overturn the coach, and the pa.s.sengers were all tumbled out in a pile, but none of them were seriously hurt. Wash.

Alridge threw a coach over on the Conway hill, near Somerfield, inflicting a severe spinal injury upon a pa.s.senger who lived in Cincinnati. The sufferer was cared for at the tavern in Jockey Hollow, kept at the time by Aaron Wyatt. The stage company (old line) paid the injured pa.s.senger a considerable sum in damages, without suit.

A pa.s.senger by the name of Merrill, of Indianapolis, had a leg broken by the upsetting of a coach at the turn of the road, above Somerfield; Samuel Jaco was the driver. William Roach, a well known driver, was killed in an "upset" at the Little Crossings bridge, about the year 1837. This seems to have been a different accident from that which occurred near the same place in 1835, related in the sketch of John Marker. Marker witnessed the accident of 1835, and states that the driver who was killed at that time was James Rhodes. David Stinson, an old driver, was killed by an "upset" on Woodc.o.c.k Hill. Woodc.o.c.k Hill is a short distance west of Thomas Brownfield's old Mt. Augusta tavern, and is the highest peak on the road in Fayette county, Pennsylvania. Charley Howell upset in 1835, coming down the Winding Ridge Hill, and was badly hurt. He had a leg and arm broken, and was nursed at Connelly's tavern, in Petersburg, for many months before he recovered.

In 1834 or 1835, Mr. Stockton transferred a number of stage teams and drivers, from the Baltimore and Was.h.i.+ngton City road, to the National Road. Two of these teams ran in and out from Somerfield. One called "the Kangaroo team" was driven by John Mills. They were large, dark bays, and much admired by lovers of fine horses. Mills knew how to handle them. He was a superb driver. Another of these "transferred" teams was driven by William Bishop. The horses in this team were light bays, all "bob-tails," and notwithstanding there was but one good eye in the whole team, and all were "sprung in the knees," it is a.s.serted by many old pike boys that this unique and "blemished" team was the fastest on the road. It was brought out from the Baltimore and Was.h.i.+ngton road by Charles Howell, who drove it a short time before it was turned over to William Bishop. Bishop was a capital reinsman.

The preservation of the National Road was considered so vital to the general welfare by everybody living upon its line and adjacent to it, that the deepest interest was manifested in the success of every measure proposed for its benefit. There was no powerful and paid "lobby" around the halls of Congress when the c.u.mberland Road was the highway of the Republic, as there is at this day, but all measures planned and presented for its preservation and repair, were carefully watched and guarded by such statesmen as Henry Clay, Daniel Sturgeon, Andrew Stewart, T. M. T. McKennan, Lewis Steenrod, W. T. Hamilton, and Henry W.

Beeson. The following from a c.u.mberland paper published in that place sixty years ago shows the popular feeling in behalf of the road at that date:

"The citizens of the town on the 21st of May, 1832, in demonstration of their great joy growing out of the appropriation made by the National Government for the repair of the c.u.mberland Road, made arrangements for the celebration of that event. In pursuance of that arrangement, Samuel Slicer illuminated his large and splendid hotel, which patriotic example was followed by James Black. In addition to the illumination, Mr. Bunting (our famous 'old Red'), agent of L. W. Stockton, ordered out a coach, drawn by four large gray stallions, driven by George Shuck. The stage was beautifully illuminated, which presented to the generous citizens of this place a novelty calculated to impress upon the minds of all who witnessed it the great benefits they antic.i.p.ated by having the road repaired. There were also seated upon the top of the vehicle several gentlemen who played on various instruments, which contributed very much to the amus.e.m.e.nt of the citizens and gave a zest to everything that inspired delight or created feelings of patriotism. They started from the front of Mr. Slicer's hotel, and as they moved on slowly the band played 'Hail Columbia,' 'Freemasons' March,' 'Bonaparte Crossing the Rhine,' 'Was.h.i.+ngton's March,' together with a new tune composed by Mr. Mobley, of this place, and named by the gentlemen on the stage, 'The Lady We Love Best,' and many others, as they pa.s.sed through the princ.i.p.al streets of the town. On their return they played 'Home, Sweet Home,' to the admiration of all who heard it."

David Bonebraker was a stage driver of good reputation, and a general favorite. While his name would import otherwise, he was a careful driver and never during his whole service did he break a bone of man or beast.

He was a large, fine looking man, and drove between Somerfield and Mt.

Was.h.i.+ngton as early as 1831, and for a number of years thereafter.

Hanson Willison was early on the road as a stage driver, and none of his fellow drivers excelled him in skillfulness. He drove a brief period between Uniontown and Brownsville, but for the most part in and out from c.u.mberland. He is still living in c.u.mberland, proprietor of the American House livery stables, and doing a profitable business. He retains the habits of the early days of the road, generous almost to a fault, perfectly familiar with the road's history, his memory is well stored with its exciting incidents and accidents. Hanson Willison and Ashael Willison before mentioned, are brothers.

[Ill.u.s.tration: HANSON WILLISON.]

The few remaining old folks who witnessed the exciting scenes of the National Road in its palmy days, will readily recall the following old stage drivers: John Griffith, William Witham, George Lukens, Wash Alters, Hank Smith, John Heinselman, Barney Strader, John Munson, West Crawford, James Chair, William Roberts, Vin Huffman, John Windell, a small, thin faced man, with rings in his ears, one of the earliest drivers, William Saint, who was also a blacksmith, and worked, occasionally, at his trade in Uniontown. He went to Texas before the civil war, and died there. Lewis Gribble, son of John, the old wagoner and tavern keeper. He went to Virginia, drove stage in that State, and died there. John Sparker, John Snell, David Oller, Joseph Henderson, a steady-going man, mentioned among the old tavern keepers in connection with the "Gals house," David Armor, William Armor, Samuel Oller, and William d.i.c.key. The Ollers, the Armors, d.i.c.key and Henderson were of Was.h.i.+ngton, Pa. Jacob Snyder, subsequently manager and proprietor of the s.h.i.+pley house, in c.u.mberland. William and George Grim, John Zane, James Schaverns, Joseph Vanhorn, John McIlree, Jesse Boring, John Munson, John Ruth, David Jones, Benjamin Miller, subsequently tavern keeper in the old Mannypenny house, Uniontown. An early line of stages stopped at Miller's. James Mannypenny, Thomas Fee, Walter Head, educated for the ministry, Thomas and Edward McVenus, William Totten, William Vanhorn, Spencer Motherspaw, James Griffith, Abram Dedrick, William Fowler, Thomas Chilson, William Jones, Andrew Heck, John Fink, William Irwin, James Sampey, subsequently and for many years owner and manager of the tavern at Mt. Was.h.i.+ngton, where the Good Intent line changed horses and pa.s.sengers often stopped for meals; Isaac Newton, Robert Jackson, a young man of diminutive size, from one of the New England States, whose father came and took him home; James Dennison, subsequently tavern keeper at Claysville and at Hopwood; Isaac Newton, died at Mt. Was.h.i.+ngton when John Foster kept the tavern at that point; Matthew Byers, Hugh Drum, John Hendrix, Alexander Thompson, William Hart, Charles Kemp, Ben Watkins, Ben Watson, John and Andrew Shaffer, Garret Clark, Garret Minster, John Ferrell, James Lynch, John Seaman, James Reynolds, John Bunting, Lindy Adams, Leander Fisk, James Derlin, Aaron Wyatt, James Andrews, Alfred Haney, Wash Bodkin, William Crawford, Charles Cherry, William Hammers, Addis Lynn, Harry, Nelse and Jack Hammers, Nimrod, Joseph, Jack and William Sopher, John and Joseph Pomroy, William and Watt Whisson, John McCollough, William Miller, son of Charley, the old tavern keeper west of Hillsborough; Robert McIlheney, John McMack, Thomas, Joshua and William Boyd, John Parsons, Matthew Davis, one of the oldest, and still living at Brownsville; John W. Boyce, George Wiggins, brother of Harrison, the old fox hunter of the mountains; Robert Bennett, William White, David Reynolds, James McIllree, Fred Buckingham, Thomas and William n.o.ble.

William n.o.ble died in Was.h.i.+ngton, Pennsylvania, Jan. 26, 1894.

Robert McIlheny, after relinquis.h.i.+ng the reins and whip, became an agent for the sale of the celebrated Hayes buggies, of Was.h.i.+ngton.

John Parsons left the road to take charge of a hotel in Bridgeville, Allegheny county, Pennsylvania. Alfred Haney went South, became baggagemaster on a Southern railroad, and was killed in an accident.

Charley Cherry had the manners of a savage, and was called "the big savage man," but it is not known that he ever wantonly shed the blood of a fellow being.

James McIlree drove between Was.h.i.+ngton and Wheeling.

Hugh Drum was called "Mickey Murray." He lingered for a while on the road after its glory departed, and pushed out for New York, where he engaged to drive an omnibus. What became of him in the subsequent s.h.i.+fting sands of time is not known, but presumably he has gone to the unknown world.

[Ill.u.s.tration: MATT. DAVIS.]

William McCleary, who died recently near Claysville leaving an estate valued at $50,000; Daniel Dawson, subsequently kept a tavern near Limestone, Marshall county, West Virginia, and died there; Samuel Rowalt, Robert Bell, William Watkins, John Ford, still living in Monongahela city; George Freiger, Barney and Samuel Nunemaker, Thomas c.o.x, John Ruth, Abram Boyce, Charles Oulitt, James Dean, William ("Boggy") Moore, when a boy a rider on the pony express; John Schenck, Thomas Hager, Joseph Ruff, Dandy Jack, James Fisk, Joseph Drake, Andrew Ferrell, John Fouch, George Walker, George Banford, Joseph Lewis, Larry Willard, Isaiah Fuller, Davy Crockett, Henry Wagner, John Foster, Henry Smith, James Foster, John n.o.ble, Edward McGinnis, Thomas McGinnis, John Johnson (Old Sandy), John Horrell, William Grim, Elias Johnson, Daniel Boyer, James Bodkin, James Null, William Null, William Clark, David Brower, Richard Frantz, James Rowe, John Seaman, David Brennard, Henry Schuck, George Crow, James Andrews (Dutch Jim), drove in and out from Grantsville; John Huhn, drove in and out from Claysville; Moses Thornburg, Wylie Baily, James McClung, James, Abraham and Robert Devan, brothers; Thomas and George Henderson, Stephen Leggett, James Wilson, Henry Herrick, John Giddings, Ed Washburn, J. S. Beck, Frank White, Jesse Matthews, Robert Fenton, Jesse Hardin, David Johnson, Archy McGregor, Samuel Darby, James Moore, Joseph Drake, James Riley, William Matthews, Edward Hall, James Vancamp, Benjamin Miller, grandson of the old tavern keeper of Uniontown; Samuel Betts, Calvin Springer, ex-sheriff of Fayette county; James Noggle, Martin Stedler, William Wiley, John Wiley, William McGidigen, James McGidigen, Daniel Shriver, Jerome Heck, Frederic Zimmerman, Robert Bennett, Edward Kelley, John Clark, Samuel Blair, Ross Clark, George b.u.t.ts, Beck Kelley, William Kelley, William Fisher, James and Thomas Bradley, Thomas Johnson, William Brower, Richard Frazee, Isaac Toner (Dumb Ike), Joseph Jenk, Evans Holton, Daniel Dean, Jesse Brennard, George Brennard, John Steep, John Collier, Ben Tracy, George Moore, George Richmire, Charles Richmire, Thomas McMillen, Samuel Porter, Isaac Flagle, William and Ross Clark, Richard b.u.t.ts, Garret and West Crawford, John Brown, subsequently a clerk in the Wheeling postoffice; Joseph Matthews, John Waugh, William Hickman, a circus man; George Robbins, Abram Boyce, Oliver Jackson, Joseph Bishop, Thomas McClelland, Elisha Stockwell, Isaac Denny, subsequently tavern keeper at the old Griffin house in the mountain, west of Somerfield; John Harris, drove on the Good Intent line, and died in Uniontown; Charles and Robert Marquis, James Moore, son-in-law of James Sampey, of Mount Was.h.i.+ngton; Perry Sheets, drove west of Was.h.i.+ngton; Elmer Budd, drove from Uniontown to Brownsville; Frank Watson, Bate Smith, Sam Jerome, James Downer, son of William, of the big water trough on Laurel Hill, when a boy a rider for the pony express; William Stewart, Caleb Crossland, of Uniontown; William Bogardus, who lost an eye by coming in contact with a pump handle on Morgantown street, Uniontown, on a dark night; John Robinson, a very large man; Samuel Youman, mentioned under the head of old wagoners, next to "Old Mount" the largest man on the road; Thomas Milligan, Joshua Boyd, Stephen Leonard, David Johnson, James McCauley, Thomas Boyd, Garret Clark, Henry Miller, Thomas Moore, William Wilkinson, Galloway Crawford, Samuel Jaco, Robert Wright, Fred. Buckingham, Jacob Rapp, killed at Brownsville about 1840 by his team running off; John Rush, Samuel Holsted, Sandy Connor, living as late as 1882, and carrying the mail in a two-horse vehicle from Frostburg to Grantsville; John Farrell, farming near Grantsville in 1882 and at that date eighty-five years old; Jacob Shock, Eph. Benjamin, William Bergoman, Upton Marlow, subsequently proprietor of the American and other leading hotels in Denver, Colorado; Archie McVicker, James Cameron, Charles Enox, Robert Amos, James Finnegan, drove a bob-tailed team from Somerfield to Keyser's Ridge; Squire Binch, of Brownsville, well remembered by the old folks of that place; Richard Harris, Joseph and David Strong, the former for many years a prominent citizen of c.u.mberland, and frequently honored by public trusts; Abe Walls, ---- Bonum, called "Magnum Bonum;" James Gray, Henry Powell, Henry Bergoman, Rock Goodridge, Sherwood Mott, Daniel Boyer, Robert Dennis, David James, Thomas Grace, John Lidy, drove a dun team of bob-tails from Farmington to Somerfield, that formerly belonged to the Pioneer line; Isaac Frazee, James McLean, Thomas and Henry Mahany, Baptist Mullinix, Amariah Bonner, B. W. Earl, subsequently a stage agent, and tavern keeper at the Stone house near Fayette Springs, and at Brownsville; John and Matthias Vanhorn, Daniel Quinn, James Corbin, William Corman, of Braddee mail robbery fame; Atwood Merrill, a fiery partisan of the Good Intent line; William Willis, noted as a fast driver on the Old line. On one occasion Willis pa.s.sed Peter Burdine, a fast driver as before stated of the Good Intent line, which prompted the partisans of the Old line to get up the little rhyme following to emphasize and signalize the event:

"Said Billy Willis to Peter Burdine, You had better wait for the Oyster line."

The fares on the stage lines were as follows:

From Baltimore to Frederic $ 2 00 " Frederic to Hagerstown 2 00 " Hagerstown to c.u.mberland 5 00 " c.u.mberland to Uniontown 4 00 " Uniontown to Was.h.i.+ngton 2 25 " Was.h.i.+ngton to Wheeling 2 00 ------ Through fare $17 25

A paper was prepared by the agent of the line at the starting point of the coach in the nature of a bill of lading, called the "way bill." This bill was given to the driver, and by him delivered to the landlord at the station immediately upon the arrival of the coach. It contained the name and destination of each pa.s.senger, and the several sums paid as fare. It also bore the time of departure from the starting point, and contained blanks for noting the time of the arrival and departure at every station. The time was noted by an agent of the line, if one were at the station, and in the absence of an agent, the noting was done by the landlord. If a pa.s.senger got on at a way station, and this was of daily occurrence, he paid his fare to the landlord or agent, which was duly noted on the way bill, together with the pa.s.senger's destination.

In addition to the stage lines hereinbefore mentioned, there was a line known as the "Landlords' Line," put on the road by tavern keepers, prominent among whom were William Willis (the old driver before mentioned), Joseph Dilly, and Samuel Luman. There was also a "Pilot Line" and a "Pioneer Line." These lines had but a short run. The railroad managers east of c.u.mberland favored the older lines, and gave them such advantages in rates that the new lines were compelled to retire from the compet.i.tion. They sold out their stock to the old companies. James Reeside owned the "Pilot Line," and the "Pioneer Line"

was owned by Peters, Moore & Co.

The compensation paid stage drivers was twelve dollars a month, with boarding and lodging. They took their meals and lodged at the stage houses, except the married men, who lodged in their own dwellings when chance threw them at home.

At Uniontown a number of contiguous frame buildings on Mill and South streets, in the rear of Brownfield's tavern, known as "Hopwood's Row,"