cavesCAVES IN SALEM TOWNSHIP, WASHINGTON COUNTY, OHIO.The cave on the left was a rendezvous for fugitives.
CAVES IN SALEM TOWNSHIP, WASHINGTON COUNTY, OHIO.The cave on the left was a rendezvous for fugitives.
CAVES IN SALEM TOWNSHIP, WASHINGTON COUNTY, OHIO.The cave on the left was a rendezvous for fugitives.
houseHOUSE OF MRS. ELIZABETH BUFFUM CHACE,A STATION OF THE UNDERGROUND RAILROAD, VALLEY FALLS, RHODE ISLAND.
HOUSE OF MRS. ELIZABETH BUFFUM CHACE,A STATION OF THE UNDERGROUND RAILROAD, VALLEY FALLS, RHODE ISLAND.
HOUSE OF MRS. ELIZABETH BUFFUM CHACE,A STATION OF THE UNDERGROUND RAILROAD, VALLEY FALLS, RHODE ISLAND.
Having thus sketched in the Vermont lines of Underground Railroad, it is necessary for us to return to the consideration of the New Bedford route, which had some accessory lines near its source. One of these had stations at Newport and Providence, managed by Quakers—Jethro and Anne Mitchell with others in the former, and Daniel Mitchell in the latter.[412]Another was a short line through Windham County, in the northeastern part of Connecticut, to Uxbridge, where it joined the main line.[413]The Rev. Samuel J. May, who was a resident of Brooklyn, Connecticut, in the early thirties, had fugitives addressed to his care at that time, and he helped them on to Effingham L. Capron while he lived in Uxbridge, and afterwardswhen he settled in Worcester.[414]From Boston[415]westward there were at least two paths to reach the New Bedford road, one of these was by way of Newton to Worcester, and the other through Concord to Leominster. Mr. William I. Bowditch generally passed on the fugitives received at his house to Mr. William Jackson, of Newton, thence they were sent by rail to Worcester.[416]Colonel T. W. Higginson writes that fugitives were sometimes sent from Boston to Worcester,[417]while he lived in the latter place, and that he has himself driven them at midnight to the farm of the veteran abolitionists, Stephen and Abby Kelley Foster, in the suburbs of the city.[418]All along the short route, from Boston to Leominster and Fitchburg, stations were systematically arranged, according to the statement of Mrs. Mary E. Crocker,[419]who was one of the helpers at Leominster.[420]This was the route taken by Shadrach, after his rescue in Boston.[421]
Boston was the starting-point of longer lines running north along the coast; one, so far as can now be made out, turning and passing obliquely across New Hampshire; the other following the shore into Maine. Mr. Simeon Dodge, of Marblehead, Massachusetts, who had intimate knowledge of the first of these courses, gives, in an illustrative case, the names of Marblehead, Salem and Georgetown as stations;[422]and Mr. G. W. Putnam, of Lynn, gives the names of persons harboringslaves at two of these places.[423]A report of the Danvers Historical Society is authority for the statement that Mr. Dodge, together with some of the abolitionists of Salem, maintained a secret thoroughfare to Canada,[424]which passed through Danvers, and on through Concord, New Hampshire.[425]From Concord fugitives were sent north to Canterbury and Meredith Ridge[426]in two known instances, and more frequently, it appears, to Canaan and Lyme. James Furber, who lived in Canaan for several years, is said to have made trips to Lyme about once a fortnight with refugees received by him.[427]From Lyme they may have gone north by way of the Connecticut valley. At Salem the coast route parted company with the New Hampshire route, and ran on through Ipswich, Newburyport and Exeter[428]to Eliot, Maine, and perhaps farther.
Slaves sometimes reached Portland, Maine, travelling as stowaways on vessels from Southern ports. Consequently Portland became the centre of several hidden routes to Canada. Mr. S. T. Pickard, who lived in the family of Mrs. Oliver Dennett in Portland, says that Mrs. Dennett harbored runaway slaves, as did also Nathan Winslow and General Samuel Fessenden. The fugitives that came to Portland, he says, were on their way to New Brunswick and Lower Canada, and some were shipped directly to England.[429]Mr. Brown Thurston, the veteran abolitionist of Portland, is authority for the statement that routes extended from Portland to the provinces, by water to St. John, New Brunswick, and by rail to Montreal,[430]the road used being the Grand Trunk.[431]An important overland route also had its origin at Portland. Its two branches encircled Sebago Lake, united at Bridgton, and formed a single pathway to the northwest, and did notseparate again until the eastern border of Vermont was reached. There, at Lunenburg, one branch took its course up the Connecticut valley to Stratford, and thence, probably, ran to Stanstead, Quebec; while the other, passing more to the westward, joined the easternmost of the branches from Montpelier, Vermont, at Barton, and so entered Canada.[432]Besides, there were at least two subsidiary routes, which were probably feeders of the "through line" just described. One of them ran to South Paris and Lovell;[433]the other, according to ex-President O. B. Cheney, of Bates College, who was privy to its operations, ran to Effingham, North Parsonsfield and Porter.[434]Both Lovell and Porter are within a few miles of several of the stations that form a part of the Maine section of this line, and could witnesses be found it is likely that their testimony would sustain the view that external evidence suggests.
In the free states included between the Ohio and the Mississippi rivers the number of underground trails was much greater than in the states farther east. Bordering on the slave states, Missouri, Kentucky and Virginia, with a length of frontier greatly increased by the sinuosities of the rivers, the states of Ohio, Indiana and Illinois were the most favorably situated of all the Northern states to receive fugitive slaves. Not only the bounding rivers themselves, but also their numerous tributaries, became channels of escape into free territory, and connected directly with many lines of Underground Railroad. These lines of Road are shown on the map as starting from the Ohio or the Mississippi, but they cannot be supposed to have abruptly originated there, for in some instances there were points south of these streams that formed an essential part of the system. It is impossible to bring together here the numerous bits of testimony through the correlation of which the multitude of lines within the old Northwest Territory has been traced. Only a general survey, therefore, of the Underground Railroad system in the Western states will be undertaken, while several smaller maps of limitedareas will give the details of the multiple and complex routes found therein.
Concerning the number of paths there were in Ohio it is almost impossible to obtain a definite and correct idea. The location of the state was favorable to the development of new lines with the steady increase in the number of slaves fleeing across its southern borders; and, in the process of development, it was natural that the various branches should intertwine and form a great network. To disentangle the strands of this web and say how many there were is a thing not easy to accomplish, although an anonymous writer in 1842 seems to have found little or no difficulty in arriving at a definite conclusion. His estimate appeared in theExperimentof December 7, and is as follows: "It is evident from the statements of the abolitionists themselves, that there exist some eighteen or nineteen thoroughly organized thoroughfares through the State of Ohio for the transportation of runaway and stolen slaves, one of which passes through Fitchville, and which to my certain knowledge has done a 'land office business.'"[435]If the number of important initial stations fringing the southern and eastern boundaries of Ohio be counted as the points of origin of separate routes, it would be correct to say that there were not less than twenty-two or twenty-three routes in Ohio, but in a count thus made one would fail to note the instances in which, as in the case of Cincinnati, several lines sprang from one locality.
In the remaining portion of the Northwest Territory, the number of lines was relatively not so great; and extended areas, as in the western and northern parts of Indiana or the southeastern part of Illinois, contained few or no lines so far as can now be discovered. In western and northern Illinois the conditions were more favorable, and the multiplicity of routes is such that on account of the fusion, division and subdivision of roads it is impossible to say how many lines crossed the state. In Michigan the case is not so complicated, and one can trace with some clearness six or seven paths leading to Detroit. Iowa, not a part, however, of the old Northwest Territory, was traversed by lines terminating in Illinois, andtherefore deserves consideration here. In the southeastern part of the state there were several short routes with initial stations at Croton, Bloomfield, Lancaster and Cincinnati, all of which had terminals no doubt along the Mississippi, though it has been possible to complete but two of the routes. In southwestern Iowa, Percival and the three roads branching from it are said to have supplied means of egress for slaves from Missouri and Nebraska through three tiers of counties ranging across the state in lines parallel with the north boundary of Missouri. John Brown took the northernmost of these parallel roads in the winter of 1858 and 1859, when he led a company of twelve fugitives from Missouri through Kansas to Percival on their way to Chicago and Detroit.
Underground LinesUnderground Lines of Morgan County, Ohio.Drawn by Thomas Williams.
Underground Lines of Morgan County, Ohio.Drawn by Thomas Williams.
Underground Lines of Morgan County, Ohio.Drawn by Thomas Williams.
Of the local maps, the first represents the lines passing through a portion of Morgan County, in the southeastern part of Ohio. It was drawn by Mr. Thomas Williams, whose services in behalf of runaways made him familiar with the location of operators in the western part of his county.[436]The area represented is twenty-five miles in lengthand sixteen in width at the widest part, and contains nineteen stations including the towns through which routes passed. The irregular distribution of these stations, and the way in which trips could be varied from one to another to suit the convenience of conductors or to elude pursuers is apparent. The fugitives that travelled over these routes crossed the Ohio River in the vicinity of Parkersburg and Point Pleasant, in what is now West Virginia, and proceeded north twenty or thirty miles by the help of abolitionists before reaching Morgan County. The southern part of this county was traversed by two parallel lines, one of which branched at Rosseau and ran on in parallels to the northern part of the county whence after sharp deflection to the west the branches converged at Deavertown; the other issued from its first station in three divergent lines, which rapidly converged at Pennsville and were united by a single course to the first route. In case of emergency a guide used his knowledge and discretion as to whether he should "cut across lots," skip stations, travel by the "longest way around," or go back on his track. The houses noted on the map as being off the regular routes appear to have been emergency stations and hence not so frequently used.
A special map of exceeding interest and importance is that drawn by Mr. Lewis Falley, of La Fayette, Indiana, showing the underground lines of Indiana and Michigan about 1848. Mr. Falley's acquaintance with the Road came about through the work of his father in the interest of fugitives in La Fayette after 1841. Subsequently Mr. Falley learned of the lines traversing his state through an itinerant preacher who sometimes stopped as a guest at his father's house. When Mr. Falley's map was received in March, 1896, the author himself had already plotted from other testimony a number of routes in southern and eastern Indiana and in Michigan, and a comparison of maps was made. On Mr. Falley's map three main roads appear, the eastern, middle and western routes. The first of these ran parallel, roughly speaking,with the eastern boundary line of the state only a few miles from it, and took its rise from two lesser paths, which converged at Richmond from either side of the state line. The second or middle route sprang from three branches that crossed the Ohio at Madison, New Albany, and the neighborhood of Leavenworth, passed north through Indianapolis and Logansport, and entered Michigan a few miles east of Lake Michigan. The third or western route followed up the Wabash River to La Fayette, where it crossed the river, proceeded to Rensselaer, and thence northeasterly to the Michigan line, making its entrance to Michigan at the point where the middle route entered that state. From the two crossing-places on the Michigan border the northern extensions of the Indiana routes found their way to Battle Creek, from which station one trail led directly east to Detroit, and the other, by a more northerly course, to Port Huron. In southern Indiana the eastern route was connected with the middle route by a branch between Greensburg and Indianapolis, and the middle with the western by two branches, one between Salem and Evansville, and the other between Brownstown and Bloomingdale.
routesRoutes through Indiana and Michigan in 1848.As traced by Lewis Falley.
Routes through Indiana and Michigan in 1848.As traced by Lewis Falley.
Routes through Indiana and Michigan in 1848.As traced by Lewis Falley.
In the general map prepared by the author, the southern route through Michigan to Detroit, and the eastern, middle, and a portion of the western routes in Indiana on the map of Mr. Falley are duplicated with more or less completeness.The initial stations along the Ohio River correspond in the two maps almost exactly, and many of the way-stations seen on the one map are to be found on the other. It is not to be expected that the two maps would agree in all particulars, and some stations occur on each that are not to be found on the other. Such differences are due to the development of new or the obliteration of old lines and the insufficient knowledge of the draughtsmen. It is not known that a map similar to Mr. Falley's has been devised for any other state or states among the many through which well-defined underground routes extended.
simpleSimple Route through Livingston and La Salle Counties, Illinois.Drawn by William B. Fyffe.
Simple Route through Livingston and La Salle Counties, Illinois.Drawn by William B. Fyffe.
Simple Route through Livingston and La Salle Counties, Illinois.
Drawn by William B. Fyffe.
From a drawing made by Mr. W. B. Fyffe, an old-time station-agent of Ottawa, Illinois, the accompanying chart of a line of escape through Livingston and La Salle counties in Illinois is reproduced. The portion of the trail represented is about forty miles in length, and is remarkable for the directness of its course and the absence of interlacing lines. At Ottawa, the northernmost station shown, the trail loses these two characteristics, for it makes there a sharp turn on its way to the terminus, Chicago, and at Ottawa also it makes a junction with several other lines from the western part of the state.[437]
A number of noteworthy features appear on the general map. The first deserving mention is the direction or trend of the underground lines. The region traversed by these lines may be described as an irregular crescent, the concavityof which is in part filled by a portion of Ontario, Canada, which by reason of its proximity became the goal of the great majority of runaways. In the New England states the direction of the underground paths was, with perhaps an exception or two, from southeast to northwest, their objective point being Montreal. The main lines of Pennsylvania and New York ran north until they reached the middle part of the latter state, and then veered off almost directly west to Canada. West of Pennsylvania the trend of the routes was in general to northeast, being in Ohio and Indiana to the shores of LakeErie, and in Illinois and Iowa to the southern extremity of Lake Michigan. Through central Iowa, northern Illinois and southern Michigan, the course of the routes was almost directly east.
networkNetwork of Routes through Greene, Warren and Clinton Counties, Ohio.
Network of Routes through Greene, Warren and Clinton Counties, Ohio.
Network of Routes through Greene, Warren and Clinton Counties, Ohio.
It is not surprising that the regions through which the simplest and most direct routes passed should have been those at the two extremities of the great irregular crescent of free soil, where the number of routes was few and the activity of the stations limited. In the states that formed the middle portion of the crescent, it was natural that multiple and intricate trails should have been developed. The fact that slave-owners and their agents often sallied into this region in search of missing chattels was a consideration given due weight by the shrewd operators, who early learned that one of their best safeguards lay in complex routes, made by several lines radiating from one centre, or branch connections between routes, by paths that zigzagged from station to station. These features were characteristic, and serve to show that the safety of fugitives was never sacrificed by the abolitionists to any thoughtless desire for rapid transit. From Cincinnati, Ohio, not less than four branches of the Road radiated. One of these led to Fountain City, Indiana, where it was joined by two other important lines. From this point four lines diverged to the north. At Oberlin as many as five lines converged from the south. Quincy, Illinois, was the starting-point of four or five lines, and Knoxville, Ottawa and Chicago in the same state each received fugitives from several routes. The region in which the devices of multiple routes and cross lines were most highly developed is, as far as known, in southeastern Pennsylvania.
Some broken lines and isolated place-names occur upon the map. For example, in Iowa, branches of the system have been traced to Quincy, Indianola, North English and Ottumwa, but beyond these points the connections cannot be made. Examples of such incomplete sections will be found also in northern and central Illinois, in central Indiana, in western New York, in central and eastern Pennsylvania and in other states. It is not to be supposed that the routes represented by these fragmentary lines terminated abruptly without reachinga haven of safety, but only that the witnesses whose testimony is essential to complete the lines have not been discovered. In the case of the isolated place-names, a few of which occur in the New England states, in New York, Pennsylvania, Indiana and Illinois, the evidence at hand seemed to designate them as stations, without indicating in any definite way the neighboring stations with which they were probably allied.
On the general map may be noticed a few long stretches of Road that had apparently no way-stations. Such lines are usually identical with certain rivers, or canals, or railway systems. It has already been seen that the Connecticut River served to guide fugitives north on their way to Canada.[438]The Mississippi, Illinois, Ohio, Alleghany, and Hudson rivers united stations more or less widely separated.[439]The tow-paths of some of our western canals formed convenient highways to liberty for a considerable number of self-reliant fugitives, and were considered safer than public roads. A letter from E. C. H. Cavins, of Bloomfield, Indiana,[440]states that the Wabash and Erie Canal became a thoroughfare for slaves, who followed it from the vicinity of Evansville, Indiana, until they reached Ohio, probably in some instances going as far as Toledo, though usually, as the writer believes, striking off on one or another of several established lines of Underground Road in central and northern Indiana. James Bayliss,[441]of Massillon, in northeastern Ohio, states that fugitives sometimes came up the tow-path of the canal to Massillon, knowing that the canal led to Cleveland, whence a boat could be taken for Canada.[442]
The identity of a few of the tracings with steam railway lines signifies, of course, transportation by rail when the situation admitted of it. Sometimes, when there was not the usual eagerness of pursuit, and when the intelligence or theCaucasian cast of features of the fugitive warranted it, the traveller was provided with the necessary ticket and instructions, and put aboard the cars for his destination. The Providence and Worcester and the Vermont Central railroads furnished quick transportation from New Bedford, Massachusetts, to Canada.[443]In southeastern Pennsylvania the Philadelphia and Reading Railroad carried many slaves on their way to freedom, and according to Smedley, "All who took the trains at the Reading Railroad stations went directly through to Canada."[444]E. F. Pennypacker often forwarded negroes from Schuylkill to Philadelphia over this road, and William Still sent them on their northward journey.[445]Fugitives arriving at Harrisburg, Pennsylvania, sometimes took passage over the Northern Central Railroad to Elmira, New York. Mr. Jervis Langdon and John W. Jones, of Elmira, took care that underground passengers secured transportation from Elmira to their destination. The fugitives were always put in the baggage-car at four o'clock in the morning,[446]and went through without change to the Niagara River. The old Mad River Railroad bore many dark-skinned passengers from Urbana, if not also from Cincinnati and Dayton, Ohio, to Lake Erie.[447]In eastern Ohio the Cleveland and Western Railroad, from Alliance to Cleveland, was much patronized during several years by instructed runaways. Mr. I. Newton Peirce, then living in Alliance, had "an understanding with all the passenger-train conductors on the C. and W. R. R." that colored persons provided with tickets bearing the initials I. N. P. were to be admittedto the trains without question, unless slave-catchers were thought to be aboard the cars.[448]Indiana and Michigan are known to have had their steam railway lines in the secret service system: in the former state the Louisville, New Albany and Chicago Railroad was utilized by operators at Crawfordsville;[449]in the latter the Michigan Central supplied a convenient outlet to Detroit from stations along its course.[450]The Chicago and Rock Island Railroad from Peru, Lasalle County, Illinois, to Chicago was incorporated in the service, so also was the Illinois Central from Cairo and Centralia to the same terminus. The Chicago, Burlington and Quincy Railroad sometimes conveyed fugitives from Quincy on the Mississippi River to Chicago. Two men of prominence connected with this road, who secured transportation over its rails for many Canada-bound passengers, were Dr. C. V. Dyer, of Chicago, and Colonel Berrien, chief engineer of the road.[451]
Along the portion of the Atlantic coast shown on the map will be seen long lines connecting Southern with Northern ports. These represent routes to liberty by sea. It is reported by a station-keeper of Valley Falls, Rhode Island, that "Slaves in Virginia would secure passage either secretly or with the consent of the captains, in small trading vessels, at Norfolk or Portsmouth, and thus be brought into some port in New England, where their fate depended on circumstances;"[452]and the reporter gives several instances coming within her knowledge of fugitives that escaped from Virginia to Massachusetts as stowaways on vessels.[453]Boats engaged in the lumber trade sometimes brought refugees from Newberne, North Carolina, to Philadelphia.[454]Captain Austin Bearse, who was active in the rescue of stowaways from vessels arriving in Boston harbor from the South, cites two instances in which fugitives came by sea from Wilmington,North Carolina, and another from Jacksonville, Florida.[455]William Still gives a number of cases of escape by boat from Richmond and Norfolk, Virginia, and Wilmington, North Carolina, to the Vigilance Committee at Philadelphia.[456]Negroes arriving in New York City and coming within the horizon of Isaac T. Hopper's knowledge were often sent by water to Providence and Boston.[457]
Of the terminal stations or places of deportation along our northeastern boundary, there are not less than twenty-four, and probably many more. Three of them, Boston, Portland and St. Albans, were located in the New England states. Fugitives were probably less often sent directly to English soil from Boston than from the two other points, and in the few instances of which we have any hint, with perhaps one exception, the passengers so sent were put aboard vessels sailing for England. The boats running between Portland and the Canadian provinces were freely made use of to help slaves to their freedom, especially as the emigrants were often provided with passes. Sailing-vessels also furnished free passage, and carried the majority of the passengers that went from Portland.[458]St. Albans was the terminal of the Vermont line. Many fugitives were received and cared for here, and were sent on by private conveyance across the Canada border before the Vermont Central Railroad was built. Afterwards they were sent by rail, through the intervention of the Hon. Lawrence Brainerd, of St. Albans, who was one of the projectors of the steam railroad and largely interested in it financially.[459]
Along the northern boundary of New York and Pennsylvania there seem to have been not less than ten resorts facing the Canadian frontier. These were Ogdensburg,[460]CapeVincent, Port Ontario, Oswego, some port near Rochester, Lewiston, Suspension Bridge, Black Rock, Buffalo, Dunkirk Harbor and Erie. Doubtless the most important of these crossing-places were the four along the Niagara River, for here the most travelled of the routes in New York terminated. The harbors along Lake Ontario and the one on the St. Lawrence River appear to have been the terminals of side-tracks and branches rather than of main lines of Road.
Ohio may lay claim to eight terminal stations, all comparatively important. The best-known of these appear to have been Ashtabula Harbor, Painesville, Cleveland, Sandusky and Toledo, although the other three, Huron, Lorain and Conneaut, may be supposed, from their locations, to have done a thriving business. It is impossible to get now a measure of the efficiency of these various ports, for the period during which they were resorted to was a long one, and operators were obliged to work more or less independently, and obtained no adequate idea of the number emigrating from any one point. Custom-house methods were not followed in keeping account of the negroes exported across the Canada frontier. All that can be said in comparing these various ports is that Ashtabula Harbor, Cleveland and Sandusky, each seems to have been the terminus for four or five lines of Road, while perhaps only two or three lines ended at Toledo and Painesville, and one each at Huron, Lorain and Conneaut. Concerning the port at Huron we have a few observations, made by Mr. L. S. Stow, who lived a few miles from Lake Erie on the course of the Milan canal, and near one of the managers of the terminal, on whose premises fugitives often awaited the appearance of a Canada-bound boat. He says: "We used to see, occasionally, the fugitives, who ventured out for exercise while waiting for an opportunity to get on one of the vessels frequently passing down the canal and river from Milan, during the season of navigation. Many of these vessels passed through the Welland Canal on their way to the lower Lakes, and after leaving the harbor at Huron the fugitives were safe from the pursuit of their masters unless the vessels were compelled by stress of weather to return to harbor."[461]
detroitTHE DETROIT RIVER, AT DETROIT, MICHIGAN, IN 1850,THE FAVORITE PLACE FOR FUGITIVES TO CROSS INTO CANADA.(From an engraving in possession of C. M. Burton, Esq., of Detroit.)
THE DETROIT RIVER, AT DETROIT, MICHIGAN, IN 1850,THE FAVORITE PLACE FOR FUGITIVES TO CROSS INTO CANADA.(From an engraving in possession of C. M. Burton, Esq., of Detroit.)
THE DETROIT RIVER, AT DETROIT, MICHIGAN, IN 1850,THE FAVORITE PLACE FOR FUGITIVES TO CROSS INTO CANADA.(From an engraving in possession of C. M. Burton, Esq., of Detroit.)
harborHARBOR, ASHTABULA COUNTY, OHIO, IN 1860,A PLACE OF DEPORTATION FOR FUGITIVES ON LAKE ERIE.(From a photograph in possession of J. D. Hulbert, Esq., of Harbor, Ohio.)
HARBOR, ASHTABULA COUNTY, OHIO, IN 1860,A PLACE OF DEPORTATION FOR FUGITIVES ON LAKE ERIE.(From a photograph in possession of J. D. Hulbert, Esq., of Harbor, Ohio.)
HARBOR, ASHTABULA COUNTY, OHIO, IN 1860,A PLACE OF DEPORTATION FOR FUGITIVES ON LAKE ERIE.(From a photograph in possession of J. D. Hulbert, Esq., of Harbor, Ohio.)
Hundreds, nay, thousands of fugitives found crossing-places along the Detroit River, especially at the city of Detroit. The numerous routes of Indiana together with several of the chief routes of western Ohio poured their passengers into Detroit, thence to be transported by ferries and row-boats to the tongue of land pressing its shore-line for thirty miles from Lake Erie to Lake St. Clair upon the very borders of Michigan. The movement of slaves to this region was a fact of which Southerners early became apprised, and their efforts to recover their servants as these were about to enter the Canaan already within sight were occasionally successful, although the majority of the people of Detroit[462]and of the surrounding districts rejoiced to see the slave-catchers outwitted.
The places of deportation remaining to be mentioned are four, along the southwestern shore of Lake Michigan, namely, Milwaukee, Racine, South Port and Chicago. Of these the last-named was, doubtless, the most important, since through it chiefly were drained off the fugitives that came from Missouri over the routes of Iowa and Illinois. A single operator of Chicago, Mr. Philo Carpenter, is said to have guided not less than two hundred negroes to Canada-bound vessels.[463]
The lines of boat-service to the Canadian termini require a few words of comment. The longest line of travel on the lakes was that connecting the ports of Wisconsin and Illinois with Detroit or Amherstburg,[464]and was only approached in length by the route from Chicago to Collingwood, Ontario.[465]Five hundred miles would be a minimum statement of the distance refugees were carried by the boats of abolitionist captains from these westernmost ports to their havens of refuge. On Lake Erie the routes were, of course, much shorter, and ran up and down the lake, as well as across it. Important routes joined Toledo, Sandusky and Cleveland to Amherstburg and Detroit at one end of the lake, and Dunkirk, Ashtabula Harbor, Painesville and Cleveland with Buffalo andBlack Rock at the other end of the lake. Certain boats running on these routes came to be known as abolition boats, with ample accommodations for underground passengers. Thus, we are told, such passengers "depended on a vessel named theArrow, which for many years plied between Sandusky and Detroit, but always touched first at Malden, Canada, where the fugitives were landed."[466]Frequent use was also made of scows, sail-boats and sharpies, with which refugees could be "set across" the lake, and landed at almost any point along the shore. Small vessels, a part of whose "freight" had been received from the Underground Railroad, were often despatched to Port Burwell in the night from the warehouse of Hubbard and Company, forwarding and commission merchants of Ashtabula Harbor.[467]Similar enterprises were carried on at various other points along the lake.[468]So far as known, Lake Ontario had only a few comparatively insignificant routes: at the upper end of the lake were two, one joining Rochester and St. Catherines, the other, St. Catherines and Toronto; at the lower end of the lake, Oswego, Port Ontario and Cape Vincent seem to have been connected by lines with Kingston.
It is impossible to tell how many cities, towns and villages in Canada became terminals of the underground system. Outside of the interlake region of Ontario it is safe to name Kingston, Prescott, Montreal, Stanstead and St. John, New Brunswick. Within that region the terminals were numerous, being scattered from the southern shore of Georgian Bay to Lake Erie, and from the Detroit and Huron rivers to theNiagara. Owen Sound, Collingwood and Oro were the northernmost resorts, so far as now known. Toronto, Queen's Bush, Wellesley, Galt and Hamilton occupied territory south of these, and farther south still, in the marginal strip fronting directly on Lake Erie, there were not less than twenty more places of refuge. The most important of these were naturally those situated at either end of the strip, and along the shore-line, namely, Windsor, Sandwich and Amherstburg, New Canaan, Colchester and Kingsville, Gosfield and Buxton, Port Stanley, Port Burwell and Port Royal, Long Point, Fort Erie and St. Catherines. In the valley of the Thames also many refugees settled, especially at Chatham, Dresden and Dawn, and at Sydenham, London and Wilberforce. The names of two additional towns, Sarnia on the Huron River and Brantford on the Grand, complete the list of the known Canadian terminals. This enumeration of centres cannot be supposed to be exhaustive. A full record would take into account the localities in the outlying country districts as well as those adjoining or forming a part of the hamlets, towns and cities of the whites, whither the blacks had penetrated. The untrodden wilds of Canada, as well as her populous places, seemed hospitable to a people for whom the hardships of the new life were fully compensated by the consciousness of their possession of the rights of freemen, rights vouchsafed them by a government that exemplified the proud boast of the poet Cowper:—
"Slaves cannot breathe in England; if their lungsReceive our air, that moment they are free!They touch our country and their shackles fall."
"Slaves cannot breathe in England; if their lungsReceive our air, that moment they are free!They touch our country and their shackles fall."
Most persons that engaged in the underground service were opposed either to enticing or to abducting slaves from the South. This was no less true along the southern border of the free states than in their interior. The principle generally acted upon by the friends of fugitives was that which they held to be voiced in the Scriptural injunction to feed the hungry and clothe the naked. The quaking negro at the door in the dead of night seeking relief from a condition, the miseries of which he found intolerable and for which he was in no proper sense responsible, was a figure to be pitied, and to be helped without delay. Under such circumstances there was no room for casuistry in the mind of the abolitionist. The response of his warm nature was as decisive as his favorite passage of Scripture was imperative. The fugitive was fed, clothed if necessary, and guided to another friend farther on. But abolitionists were unwilling, for the most part, to involve themselves more deeply in danger by abducting slaves from thraldom. The Rev. John B. Mahan, one of the early anti-slavery men of southern Ohio, expressed this fact when he said, "I am confident that few, if any, for various reasons, would invade the jurisdiction of another state to give aid and encouragement to slaves to escape from their owners...."[469]And in northern Ohio, in so radical a town as Oberlin, a famous station of the Underground Road, we are told that there was no sentiment in favor of enticing slaves away, and that this was never done except in one case—by Calvin Fairbank, a student.[470]
The general disinclination to induce escapes of slaves, either by secret invitation or by persons serving as guides, renders the few cases conspicuous, and gives them considerable interest. When instances of this kind became known to the slave-owners, as for example, by the arrest and imprisonment of some over-venturesome offender, the irritation resulting on both sides of Mason and Dixon's line was apt to be disproportionate to the magnitude of the cause. Nevertheless the aggravation of sectional feeling thus produced was real, and was valued by some Northern agitators as a means to a better understanding of the system of slavery.[471]
The largest number of abduction cases occurred through the activities of those well-disposed towards fugitives by the attachments of race. There were many negroes, enslaved and free, along the southern boundaries of New Jersey, Pennsylvania, Ohio, Indiana, Illinois and Iowa, whose opportunities were numerous for conveying fugitives to free soil with slight risk to themselves. These persons sometimes did scarcely more than ferry runaways across a stream or direct them to the homes of friends residing near the line of a free state. In the vicinity of Martin's Ferry, Ohio, there lived a colored man who frequented the Virginia shore for the purpose of persuading slaves to run away. He was in the habit of imparting the necessary information, and then displaying himself in an intoxicated condition, feigned or real, to avoid suspicion. At last he was found out, but escaped by betaking himself to Canada.[472]In the neighborhood of Portsmouth, Ohio, slaves were conveyed across the river by one Poindexter, a barber of the town of Jackson.[473]In Baltimore, Maryland, two colored women, who engaged in selling vegetables, were efficient in starting fugitives on the way to Philadelphia.[474]At Louisville, Kentucky, Wash Spradley, a shrewd negro, was instrumental in helping many of his enslaved brethren out of bondage.[475]These few instanceswill suffice to illustrate the secret enterprises conducted by colored persons on both sides of the sectional line once dividing the North from the South.
Another class of colored persons that undertook the work of delivering some of their race from the cruel uncertainties of slavery may be found among the refugees of Canada. Describing the early development of the movement of slaves to Canada, Dr. Samuel G. Howe says of these persons, "Some, not content with personal freedom and happiness, went secretly back to their old homes and brought away their wives and children at much peril and cost."[476]It has been stated that the number of these persons visiting the South annually was about five hundred.[477]Mr. D. B. Hodge, of Lloydsville, Ohio, gives the case of a negro that went to Canada by way of New Athens, and in the course of a year returned over the same route, went to Kentucky, and brought away his wife and two children, making his pilgrimage northward again after the lapse of about two months.[478]Another case, reported by Mr. N. C. Buswell, of Neponset, Illinois, is as follows: A slave, Charlie, belonging to a Missouri planter living near Quincy, Illinois, escaped to Canada by way of one of the underground routes. Ere long he decided to return and get his wife, but found she had been sold South. When making his second journey eastward he brought with him a family of slaves, who preferred freedom to remaining as the chattels of his old master. This was the first of a number of such trips made by the fugitive Charlie.[479]Mr. Seth Linton,[480]who was familiar with the work on a line of this Road running through Clinton County, Ohio, reports that a fugitive that had passed along the route returned after some months, saying he had come back to rescue his wife. His absence in the slave state continued so long that it was feared he had been captured, but after some weeks he reappeared, bringinghis wife and her father with him. He told of having seen many slaves in the country and said they would be along as soon as they could escape. The following year the Clinton County line was unusually busy. A brave woman named Armstrong escaped with her husband and one child to Canada in 1842. Two years later she determined to rescue the remainder of her family from the Kentucky plantation where she had left them, and, disguised as a man, she went back to the old place. Hiding near a spring, where her children were accustomed to get water, she was able to give instructions to five of them, and the following night she departed with her flock to an underground station at Ripley, Ohio.[481]
Equally zealous in the slaves' behalf with the groups of persons mentioned in the last two paragraphs were certain individuals of Southern birth and white parentage, who found the opportunity to conduct slaves beyond the confines of the plantation states. Robert Purvis tells of the son of a planter, who sometimes travelled into the free states with a retinue of body-servants for the purpose of having them fall into the hands of vigilant abolitionists. The author has heard similar stories in regard to the sons of Kentucky slave-owners, but the names of the parties concerned were withheld for obvious reasons.
John Fairfield, a Virginian, devoted much time and thought to abducting slaves. Levi Coffin, who knew him intimately, describes him as a person full of contradictions, who, although a Southerner by birth, and living the greater part of the time in the South, yet hated slavery; a person lacking in moral quality, but devoted to the interests of the slave.[482]John Fairfield's ostensible business was, at times, that of a poultry and provision dealer; and his views, when he was among planters, were pro-slavery. Nevertheless his abiding interest seems to have been to despoil slaveholders of their human property. He made excursions into various parts of the South, and led many companies safely through to Canada. While Laura Haviland was serving as a mission teacher in Canada West (1852-1853), Fairfield arrived at Windsor,bringing with him twenty-seven slaves. Mrs. Haviland, who witnessed the happy conclusion of this adventure, testifies that it was but one of many, and that the abductor often made expeditions into the heart of the slaveholding states to secure his companies. On the occasion of the arrival of the Virginian with the twenty-seven a reception and dinner were given in his honor by appreciative friends in one of the churches of the colored people, and a sort of jubilee was celebrated. The ecstasies of some of the guests, among them an old negro woman over eighty years of age, touched the heart of their benefactor, who exclaimed, "This pays me for all dangers I have faced in bringing this company, just to see these friends meet."[483]
Northern men residing or travelling in the South were sometimes tempted to encourage slaves to flee to Canada, or even to plan and execute abductions. Jacob Cummings, a slave belonging to a small planter, James Smith, of southeastern Tennessee, was befriended by a Mr. Leonard, of Chattanooga, who had become an abolitionist in Albany, New York, before his removal to the South. Cummings was occasionally sent on errands to Mr. Leonard's store. This gave the Northerner the desired opportunity to show his slave customer whereOhio and Indiana are on the map, and to advise him to go to Canada. As Cummings had a "hard master" he did not long delay his going.[484]
The risks and costs of a long trip were not too great for the enthusiastic abolitionist who felt that immediate rescue must be attempted. One remarkable incident illustrates the determination sometimes displayed in freeing a slave. Two brothers from Connecticut settled in the District of Columbia about the year 1848. They became gardeners, and employed among their hands a colored woman, who was hired out to them by her master. Soon after the passage of the Fugitive Slave Law (1850) she came weeping to her employers with the news that she was to be sold "down South." Stirred by her impending misfortune, one of the brothers had a large box made, within which he nailed the slave-woman and her young daughter. With the box in his market-wagon he set out on a long, arduous trip across Maryland and Pennsylvania into New York. After three weeks of travel he reached his journey's end at Warsaw. Here he delivered his charge to the care of friends, among whom they found a permanent home.[485]
There were ardent abolitionists living almost within sight of slave territory that had no scruples about helping slaves across the line and passing them on to freedom. In 1836, Dr. David Nelson, a Virginian, who had freed his slaves and moved to Marion County, Missouri, and had there founded Marion College, was driven into Illinois on account of his anti-slavery views. He settled at Quincy, and soon established the Mission Institute, which was chiefly a school for the education of missionaries. Mr. N. A. Hunt, now eighty-five years old but apparently of clear mind, was a student in Mission Institute in its early years. He relates an incident showing the spirit existing in the school, a spirit that manifested itself a little later in the actions of Messrs Burr, Work and Thompson. His story is that Dr. Nelson came to him one day in thespring of 1839 or 1840, and asked him to go with another student across the Mississippi River and patrol the shore opposite Quincy. The students were to make signals at intervals by tapping stones together, and if their signals were answered they were to help such as needed help by conducting them to a place of safety, a station on the Underground Railroad, sixteen miles east of Quincy. The station could be easily recognized, for it was a red barn. The time chosen for crossing the river was always a Sunday night, a time known to be the best for the persons sometimes found waiting on the other side. This detailing of a watch from the school was regularly done, although with what results is not known.[486]
Among the students attending this Institute in 1841 were James E. Burr and George Thompson. These young men, together with a villager, Alanson Work, arranged with two slaves to convey them from bondage in Missouri. The abductors found themselves surrounded by a crowd of angry Missourians, and were speedily committed to jail in Palmyra. To insure the conviction of the prisoners three indictments were brought against them, one charging them with "stealing slaves, another with attempting to steal them, and the other with intending to make the attempt."[487]Conviction was a foregone conclusion. Work and his companions were pronounced guilty and sentenced to twelve years' imprisonment. These men were not required, however, to serve out their terms. Mr. Work was pardoned after three and a half years on the unjust condition that he return with his wife and children to the State of Connecticut, his former residence. Mr. Burr was released at the end of a little more than four years and six months, and Mr. Thompson after nearly five years' imprisonment. The anti-slavery character of Mission Institute at length brought down upon it the wrath of the Missourians. One winter night a party from Marion County crossed the Mississippi River on the ice, stealthily marched to the Institute, and set it on fire.[488]
In southern Indiana operations similar to those of the students of the Mission Institute were carried on by a supposedly inoffensive pedler of notions, Joseph Sider. With his large convenient wagon Sider traversed some of the border counties of Kentucky, supplying goods to his customers; one of his boxes was reserved for disguises for negroes that wished to cast off the garments of slavery. Sider's method involved the use of his vehicle for long trips to the Ohio River, where the passengers were conveyed by boat to a place of safety, and told to remain concealed until the wagon and team could be transported by ferry the following morning. So simple a plan did not excite suspicion, and served to carry fugitives rapidly forward to some line of underground traffic.[489]
Among those invasions of the South that caused considerable excitement at the time of their occurrence, the cases of Calvin Fairbank, Seth Concklin and John Brown are notable; and accounts of them cannot well be omitted from these pages, even though they may be more or less familiar to the reader. Mr. Calvin Fairbank came of English stock, and was born in Wyoming County, New York, in 1816. His home training as well as his attendance at Oberlin College furnished him with anti-slavery views, but the circumstance to which he traced his hearty hatred of the Southern institution arose by chance, when as a boy he was attending quarterly meeting with his parents. "It happened that my family was assigned," he relates, "to the good, clean home of a pair of escaped slaves. One night after service I sat on the hearthstone before the fire, and listened to the woman's story of sorrow.... My heart wept, my anger was kindled, and antagonism to slavery was fixed upon me."[490]In the spring of 1837 young Fairbank was sent by his father down the Ohio River in charge of a raft of lumber. A little below Wheeling he saw a large, active-looking, black man on the Virginia shore, going to the woods with his axe. He foundthe woodsman to be a slave, soon gained his confidence, and set him across the river on the raft. A few days later Mr. Fairbank moored his rude craft, and landed on the Kentucky shore opposite the mouth of the Little Miami River. Here he was approached by an old slave-woman, who sought the liberation of her seven children. The matter was easily arranged, and after dark the seven were speedily conveyed across the river.[491]
The rescue of Lewis Hayden and his family was the means of bringing Mr. Fairbank to the penitentiary, while it opened to his friend Hayden an honorable career in New England. Mr. Hayden became a respected citizen of Boston, and helped to organize the Vigilance Committee for the purpose of protecting the refugees that were settling in the city; in course of time he came to serve in the legislature of the State of Massachusetts. His wife, who survived him, made a bequest of an estate of about five thousand dollars to Harvard University to found a scholarship for the benefit of deserving colored students.[492]The story of Hayden's delivery and of his own imprisonment is best told in Mr. Fairbank's words: "Lewis Hayden ... was, when a young man, ... the property of Baxter and Grant, owners of the Brennan House, in Lexington. Hayden's wife, Harriet, and his son, a lad of ten years when I first knew them, were the slaves of Patrick Baine. On a September evening in 1844, accompanied by Miss D. A. Webster, a young Vermont lady, who was associated with me in teaching, I left Lexington with the Haydens, in a hack, crossed the Ohio River on a ferry at nine the next morning, changed horses, and drove to an Underground Railroad depot at Hopkins, Ohio, where we left Hayden and his family.... When Miss Webster and I returned to Lexington, after two days' absence, we were both arrested, charged by their master with helping Hayden's wife and son to escape. We were jointly indicted, but Miss Webster was tried first and sentenced to two years' imprisonment in the penitentiary at Frankfort.... While my case was still pending I learned that the governor was inclined to pardon MissWebster, but first insisted that I should be tried. When called up for trial in February, 1845, I pleaded guilty, and received a sentence of fifteen years. I served four years and eleven months, and then, August 23, 1849, was released by Governor John J. Crittenden, the able and patriotic man who afterwards saved Kentucky to the Union."[493]
In spite of his incarceration for aiding slaves to escape, and in the face of the heavier penalties laid by the new Fugitive Slave Law, passed shortly after his release from prison, Calvin Fairbank was soon engaged in similar enterprises. He declares, "I resisted its [the law's] execution whenever and wherever possible."[494]A little more than two years after his pardon Mr. Fairbank was again arrested, this time in Indiana, for carrying off Tamar, a young mulatto woman, who was claimed as property by A. L. Shotwell, of Louisville, Kentucky. Without process of law Mr. Fairbank was taken from the State of Indiana to Louisville, where he was tried in February, 1853. He was again sentenced to the state prison for a term of fifteen years, and while there was frequently subjected to the most brutal treatment. Altogether Mr. Fairbank spent seventeen years and four months of his life in prison for abducting slaves; he says that during his second term he received at the hands of prison officials thirty-five thousand stripes.[495]Having served more than twelve years of his second sentence, he was pardoned by acting Governor Richard T. Jacob. It was a singular occurrence that finally enabled Mr. Fairbank to regain his liberty. Among the friends upon whose favor he could rely was the lieutenant-governor of Kentucky, Richard T. Jacob, the son-in-law of Thomas H. Benton, of Missouri. Mr. Jacob was a man of strong anti-slavery tendencies, notwithstanding his political prominence and his private interests as a wealthy planter. The governor, Thomas E. Bramlette, was opposed to extending the executive clemency to so notorious an offender as Mr. Fairbank. Early in 1864 General Speed S. Fry was detailed by President Lincoln to enroll all the negroes ofKentucky, but he came into collision with Governor Bramlette, who sought to prevent General Fry from carrying out his orders. Upon receiving information to this effect the President summoned the executive of Kentucky to Washington to answer to charges; and thereupon Mr. Jacob became acting governor. On his first day in office the new executive of Kentucky was accosted by General Fry with the remark, "Governor, the President thinks it would be well to make this Fairbank's day." On the morning following, the prisoner received a full and free pardon.[496]
Mr. Fairbank gives many interesting devices that he employed in his work to throw off pursuit. "Forty-seven slaves I guided toward the north star, in violation of the state codes of Virginia and Kentucky. I piloted them through the forests, mostly by night; girls, fair and white, dressed as ladies; men and boys, as gentlemen, or servants; men in women's clothes, and women in men's clothes; boys dressed as girls, and girls as boys; on foot or on horseback, in buggies, carriages, common wagons, in and under loads of hay, straw, old furniture, boxes and bags; crossing the Jordan of the slave, swimming or wading chin deep; or in boats, or skiffs; on rafts, and often on a pine log. And I never suffered one to be recaptured."[497]
About 1850, Seth Concklin, a resident of Philadelphia, learned of the remarkable escape of Peter Still from Alabama to the Quaker City. Here the runaway was most happily favored in finding friends. William Still, his brother, from whom he had been separated by kidnappers long years before, was discovered almost immediately in the office of the Pennsylvania Anti-Slavery Society; and Seth Concklin soon proffered himself as an agent to go into the South and bring away Peter Still's family. The fugitive himself first visited Alabama to see what could be done for his wife and children; but failing to accomplish anything he gratefully accepted the offer of the daring Philadelphian. Mr. Concklin expected to assume the character of a slave-owner andbring the Stills away as his servants; he found, however, that the steamboats on the Tennessee River were too irregular to be depended on. He therefore returned north to Indiana, and arranged for the escape of the slave family across that state to Canada. The story of his second attempt at the South has a tragic ending, notwithstanding its favorable beginning. Having made a safe start and a long journey of seven days and nights in a rowboat the whole party was captured in southwestern Indiana. A letter from the Rev. N. R. Johnston to William Still, written soon after the catastrophe, gives the following account of the affair: "On last Tuesday I mailed a letter to you, written by Seth Concklin. I presume you have received that letter. It gave an account of the rescue of the family of your brother. If that is the last news you have had from them I have very painful intelligence for you. They passed on (north) from near Princeton, where I saw them.... I think twenty-three miles above Vincennes, Ind., they were seized by a party of men, and lodged in jail. Telegraphic despatches were sent all through the South. I have since learned that the marshal of Evansville received a despatch from Tuscumbia to look out for them. By some means, he and the master, so says report, went to Vincennes and claimed the fugitives, chained Mr. Concklin, and hurried all off...."[498]In a postscript, the same letter gave the rumor of Seth Concklin's escape from the boat on which he was being carried South; but the newspapers brought reports of a different nature. Their statements represented that the man "Miller"—that is, Concklin—"was found drowned, with his hands and feet in chains and his skull fractured."[499]The version of the tragedy given by the claimant of the fugitives, McKiernon, was as follows: "Some time last march a white man by the name of Miller appeared in the nabourhood and abducted the above negroes, was caught at vincanes, Indi. with said negroes and was thare convicted of steling and remanded back to Ala. to Abide the penalty of the law and on his returnmet his Just reward by getting drowned at the mouth of cumberland River on the Ohio in attempting to make his escape."[500]Just how Concklin met his death will probably always remain a mystery. McKiernon's letter offered terms for the purchase of the poor slaves, but they were so exorbitant that they could not be accepted. Besides, it was not deemed proper to jeopardize the life of another agent on a mission so dangerous.
It is well known that John Brown aided fugitive slaves whenever the opportunity occurred, as did his Puritan-bred father before him. We have no record, however, of his abducting slaves from the South except in the case of his famous raid into Missouri in 1858. This exploit has a peculiar interest for us, not only as one of the most notable abductions, but as being, in a special way, the prelude of that great plan in behalf of the enslaved that he sought to carry out at Harper's Ferry. After Captain Brown's return from the Eastern states to Kansas in 1858, he and his men encamped for a few days at Bain's Fort. While here, Brown was appealed to by a slave, Jim Daniels, the chattel of one James Lawrence, of Missouri. Daniels had heard of Captain Brown, and, securing a permit to go about and sell brooms, had used it in making his way to Brown's camp.[501]His prayer was "For help to get away," because he was soon to be sold, together with his wife, two children and a negro man.[502]Such a supplication could not be made in vain to John Brown. On the following night (December 20) Brown's raid into Missouri was made. Brown himself gives the account of it:[503]"Two small companies were made up to go to Missouri and forcibly liberate the five slaves, togetherwith other slaves. One of these companies I assumed to direct. We proceeded to the place, surrounded the buildings, liberated the slaves, and also took certain property supposed to belong to the estate.