294
COLUMBIA ANT) MOXTOUR COUNTIES
to build lurnptkes. A few still remaining* wUb ibeir tollgates ami their toll gatherers* are curiosities to the present generation, but are monuments of the thrift ami development o f a past age* whose accomplishments were as great in their day ami under their limitations* as the great railw ays of the present, binding different and distant sections of the countr)*. In 1826 tlic great State Internal Improve ment system w*as inaugurate<l. That year a citizen of Danville. Daniel Montgomery, was appointed one of the canal commissioners, and he was elected president of the board. H e e x ercised much influence over the direction and building of the canals then constructed. While he w as in this position the North Branch canal was located. The survey w.is made in 1826-27. and the work contracted for early in 1828. In 1832 the first water was turned in* and a lioat that year was loaded with w*heat in Danville, and taken to the Sweet W ater. Tlte boat itself w as built in Danville. The line of (he canal* as originally planned* was from the l.ackawam ia creek to Columbia* a distance of about one hundred and fifty miles. There was only three feet gauge at first* but by raising the path ami by dreilging (he canal bottom* the depth o f water w as increased to a gauge o f J>etwcen six and seven feet. T his canal conllnOcd to be the properly of the Stale until about 1854. when it w*as sold and became a part of the possessions of the Pennsylvania Kailroad Company. It remained the pro]>erty o f that company until its abandonment* a few years ago, when it was purchased by the Delaware* I^ckawanna & Western Railroad Comjwny. The building of the canal was an important event to the people of the country through which it i>assed. A t the present writing there is much clamor fo r the filling up of the un sightly ditch and loud cries against the canal nuisance, but from the days o f 1832 to i860* and in d e ^ up into the seventies, that “ ditch” was a great blessing to the county and the means o f opening important centers of trade. It became a high wav fo r transporting goods from one section of the count 17 to another* and before the days o f monopoly it brought coal and flour and other staple articles to the consumers' reach al prices that now cause a smile upon the face of the monopolists, and carried from the towns and farms along its line ihcir products of iron ore and grain to the great and growing trade centers. TTie days of the canalhoat were days of growth and prosperity for the communities lying a<ljaccn( to the great highway upon
which they rode* and the mule’s plaintive cry for hay* oats ami cut straw, so amusing to the boys of that day along the tow path* meant as much* i f not more, to (he people of the former days as the shrill scream o f (he iron horse, ploughing its w ay along the rail highways* means to the markets and homes o f to-day. And so* while w*c rejoice at the wonderful advance of the present over the bygone times, and are justly proud that the fast freight has replaced the tedious canalboat* let us temper our impatience at the old ditch with the thought that in the formative days* when foimclations were being laid deep and strong* (he old canal was a great boon and mighty blessing to the builders o f our civilization. The canal continued to be the chief high way through (he county until the days came when the iron horse iKgan to supplant the canalboat team and compete with it fo r sup plying the demands o f public service. In 1854 the Catawissa. Williamsport dr Erie Railroad Company began operations in Mon tour county. T his was the b i^n n in g of the rhiladelphia & Reading railroad system, which has grown to be one of the im{>ortant and indi.spcnsable thoroughfares o f railroad (raflk in the county. T he Catawissa* W il liamsport & E ric railroad extended from Taiiuncnd to Milton* and in 18 7 1 was ex tended from Milton to Williamsport. In 1872 the road was taken over by the Philadelphia & Reading Railw ay Company, which now controls it. T he second railroad to enter the county was the Lackawanna & Bloomsburg. T his road w as built from Kingston to Ru(>ert in 1857. In i86o it was extended to Northum berland, supplanting the old stage Unc. About i88t this road came under the control of the Delaware, luickawanna & Western R4ailroad Company* and l>ccamc a part of the great I^ckaw anna system* furnishing a quick and most delightful and convenient route to New Y ork. In 1870 the Danville, Hazleton & W ilkesBarre railroad was built, thus crowning with success the indefatigable efforts o f Simon P. Kasc* o f Danville. T his road extended from Sunbury to Tomhickon* a distance o f fiftyfour miles, and passes through Montour county* in M ayberry township, on the south side of the river. Though but a small por tion u f this roail is in Montour county* it is one of the principal railraads which have hcl]Kd to build up and develop Danville, which is separated from it only by the river bridge. Great credit is due to Simon P . K ase fo r push
