Historical and biographical encyclopaedia of Delaware. V 1, Part 31

Author:
Publication date: 1972
Publisher: Wilmington, Aldine Pub. and engraving Co.
Number of Pages: 660

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115,321 63

238,884 86

43,407

6556

409.476 !

$901.775 80

$401,815 89

$1,006,879 35

$2,310,371 04

Length in miles of single track Peninsula Railroads .... 429.28

Worcester and Somerset Railroad, (Junction Eastern Shore Railroad

main line and its branches, as well as of the | LENGTH OF THE DELAWARE RAILROAD AND CONNECTING connecting railroads on the Peninsula: embra- cing an extent of territory in Delaware and Maryland, estimated at 5,388 square miles; upon the local business of which, these roads and others projected, must mainly depend for · their earnings, with the prospective advantages that must be derived from their further exten- sion through the more southern counties of the Peninsula in Maryland and Virginia, and ultimately by the renewal of a steamboat line to Norfolk. The Delaware Railroad, from Rodney Station, ( Junction with New 9 50 The Townsend Branch Railroad, (to Massey's Junction, Md.) 53.75 5-67 1.51 T'he Smyrna Railroad, {Clayton Station to Smyrna ;. The Dorchester Railroad, (Seaford to Maryland State line) . Kent County Railroad, (Delaware Bay to Nicholson, Md., via 38. Eastern Shore Railroad, (Delmar to Crisfield, Md.) .. Wicomico and Pocomoke Railroad, (Salisbury to Ocean City, Md.) .. Worcester - Railroad, Shelbyville to Franklin, Md.). 45 Junction and Breakwater Railroad, (Harrington to Rehoboth) .. Breakwater and Frankford Railroad, (Georgetown to Shelbyville bridge, Md.). 28 Maryland State line) Castle and French Town Railroad,) to Delmar, (Delaware and Total Delaware Railroad and Branch Railroads. PENINSULAR RAILROADS. 30 Miles. IOU 50 Queen Anne and Kent Railroad, (Massey's Junction to Centreville, Delaware and Chesapeake Railroad, (Clayton Station to Oxford, Md.) Dorchester and Delaware Railroad, (Delaware State line to Cam- Clayton) . . Md ) 50 26 19.03 23

This system of railroads, comprising 430 miles already completed, if combined under one intelligent management, (as it is probably destined to be at some future day,) would more perfectly and rapidly develop the resources of a country, which though separated from other States by intervening bays,yet is so located as

to reap the advantages derived by easy access to the markets of three great cities for the varied products of its fertile soil, and the inex- haustible supply of fish, and shell-fish, which abound in the waters of its numerous bays and rivers.

Since January, 1866, some changes have taken place in the names of Directors, that have not been mentioned.

In 1870, Charles Warner was elected to fill the vacancy caused by the death of Hon. Chas. I. DuPont, who was, from its re-organization in 1853, a zealous and influential member of the Board. In 1871, J. Turpin Moore, of Laurel, was elected a Director in the place of Jacob Moore, of Georgetown. James J. Ross, suc- ceeded his father Ex-Governor Ross the same year. And after the decease of Jesse Sharpe, in 1873, Edward Bringhurst, Jr., was elected to, fill the vacancy.

In the financial statement of Treasurer Hayes, of January Ist, 1880, the cost of the Delaware Railroad is given, as follows :

Townsend Branch

Dorchester Branch

Smyrna Branch

Construction Delaware Railroad.

DR.

THE DELAWARE RAILROAD.

650,000

$100,000

223,641 00

109,993-75

33,847.14

$1,836,843.85

$56,361.67

$2,206,719.89

$750,000.00

$1,456,719.89

$2.206,719 89

2,394-15

$2,204, 335.74

Bonds

1895.

= Bonds, Extension Mortgage, January, 1880 ... Guaranteed Convertible Mortg., July,

Capital Stock

Sundries chargable to construction

Sinking Fund to be applied to payment of Extension Mortgage

83 82

HISTORY OF DELAWARE.

176

The editors of the Aldine Publishing and

the Delaware Railroad, it is full of facts and

Engraving Co., express their great apprecia- tion of the foregoing paper. As a history of

data, presented in a readable form, and deals also with the general material interests of the State. It presents in a clear and instructive manner much that could not, in an equally limited space, be put before the reader touch- ing the peach and other crops of the State. We think no one can rise from its reading

without a feeling of greater interest in the

to Newtown) ..

286,703 53

1872

4091

565

115,999 67

50,274 20

120,429 66

177

HISTORY OF DELAWARE.

OTHER RAILROADS-Summary.

It only remains for us to speak of the Rail- roads referred to in the foregoing article as being in the State of Delaware, or connecting with roads in the State. The New Castle Turnpike Company was chartered in 1809 with a Capital Stock of $200,000. Frenchtown and New Castle Railroad Company-chartered by the Legislature of Maryland 1828-finished 1831. The charter of this Railroad Company contained a provision intended to compel the Company to keep open a turnpike 20 feet wide alongside the Railroad. Hence, sometimes called the New Castle & Frenchtown Trans- portation and Turnpike Company. In. 1833 the first locomotive, called "Delaware"-built in England-was put together at New Cas- tle and run on this railroad, and other engines were built here for its use.

The Wilmington and Susquehanna Railroad was chartered by the Legislature of Delaware in 1832. Its route was from the Pennsylvania State line, through Wilmington toward the Susquehanna River,and had its western termi- nus at Perryville.

The Baltimore and Port Deposit Railroad Company was chartered by the Legislature of Maryland, March 5th, 1832. Its eastern ter- minus became Havre de Grace.

The Delaware & Maryland Railroad Com- pany-chartered by the same body the 14th of May, 1832-intended torun from the said Dela- ware State line to Port Deposit or some other point on the Susquehanna :- did not organize until April 1835, but in 1836 was united with the Wilmington and Susquehanna Railroad Company.

The Legislature of Pennsylvania chartered the Philadelphia and Delaware County Rail- road in 1831. It was organized in 1835 and the Company surveyed a route from Philadel- phia to the State line. In January 1836 this Company having occasion to apply for power to increase their capital, the title of the Cor- poration was changed by the Legislature of Pennsylvania to the Philadelphia, Wilmington and Baltimore Railroad Company. Then it obtained a right of way from the State line to Wilmington from the Delaware and Maryland Company, and the Road was opened from Philadelphia to Wilmington on the 15th, of January, 1838. The Road from Wilmington

to Perryville, Cecil Co., Md., was opened on the 4th of July, 1837, and that from Baltimore to Havre de Grace on the 6th of July 1837. Here was now one line of Road and three Companies, viz : The Philadelphia, Wilming- ton and Baltimore, from Philadelphia to Wil- mington ; the Wilmington and Susquehanna, from Wilmington to the Susquehanna River ; and the Baltimore and Port Deposit, from Bal- timore to Havre de Grace. These Companies were consolidated in February, 1838, under the name of The Philadelphia, Wilmington and Baltimore Railroad Company.

Wilmington and New Castle Railroad-This road was completed in 1854, and during that season was operated in connection with the New Castle and Frenchtown Railroad.

The Delaware Western Railroad Company was first chartered bythe Legislature of Dela- ware, as the "Delaware and Chester County R. R. Company." On March 10, 1869, it became known as the Wilmington & Western R. R. Company. On the 7th of March, 1877-was sold by a decree of U. S. Court. and a new company formed, known as the "Delaware Western R. R. Company." Its eastern ter- minus is Wilmington, extending westward 20 miles to Landenberg. Chester county, and there connects with the Pomeroy and State Line Railroad Company's Road a branch of the Pennsylvania Railroad Company.

The Wilmington and Northern Railroad- Extends from Wilmington to Reading, Penna., and runs north to the Anthracite Coal Regions.

The Pennsylvania and Delaware Railroad- A branch of the Pennsylvania Railroad,running from Pomeroy, Chester county, Penna., south to its terminus at Delaware City, New Castle county, Del .- which completes the mention of the Railroads in the State.

CHESAPEAKE AND DELAWARE CANAL.

F the present Chesapeake and Dela- ware Canal it may be said to have been begun on the 15th day of April, 1824. The Canal Company employed John Randal, Jr., civil engineer, of Albany, New York, to make the survey in 1823 ; and on the 26th day of March, 1824, the Company employed

178

HISTORY OF DELAWARE.

him to excavate the Canal, and executed arti- cles of agreement with him for its construction. But a canal connecting the Chesapeake with the Delaware waters had a long antecedent history. As long ago as 1760, when Augustine Herman was lord of Bohemia Manor, the construction of.a canal to connect the waters of the two Bays was contemplated by that astute and accomplished surveyor and engineer. The earliest settlers along these waters had felt the need of a better method of transportation than they possessed. This want was felt by Swedes, Finns and Dutch, on the Delaware, as well as by the English, of the Maryland Colony, all along the upper portion of the Chesapeake, in what is now Cecil county. One historan supposes that the selection of Bohemia Manor, and its survey and purchase by Herman, was not less influenced by this project as seen by him as a grand possible event, than was the soil of the rich and beautiful tract to which the name of the " Manor" still attaches. Nor was this improvement an anticipated thing by the founder and seater of Bohemia Manor, and a de- sired matter by the inhabitants of both Colonies only, but while yet Philadelphia was a small town in 1769, before Revolutionary days, some of its enterprising citizens induced the Ameri- can Philosophical Society to order a survey to be made, with a view of constructing a canal across the Peninsula. The eight long years of struggle succeeding, put it for the time out of men's minds, as may be supposed, yet in 1799, steps were taken for its construction ; and in that year Maryland granted a Charter for it, whose force depended for its being carried out, on the passage of a law by the State of Dela- ware authorizing the canal to be cut through her territory. Two citizens of Cecil, and two citizens of other Eastern Shore counties, together with others of the city of Baltimore, and certain citizens of Wilmington and Phila- delphia, were authorized to open subscription books and inaugurate the enterprise. The Company was allowed to raise a capital of $500,000, in shares of $200 each, and then to proceed with this public improvement.

In the year 1801, Benjamin H. Latrobe, father of I. H. B. Latrobe, the distinguished lawyer of Baltimore, Md., and grandfather of Mayor F. C. Latrobe of that city, was em- ployed by this Company. He was a Huguenot by extraction, but an Englishman by birth,

and arrived in this country about 1800. He soon after married the daughter of Isaac Hazlehurst, the law partner of Robt. Morris, the financier.

This gentleman had associated with him Cornelius Howard, and John Thompson, who together surveyed various routes across the Peninsula for the proposed canal. The direc- tors of the Company decided upon the route lying, for its beginning, on the Chesapeake side, between Welsh Point, at the junction with Back Creek and the Elk River, and run - ning in a N. E. direction, intersected the waters of Delaware at a point on the Christiana River known as Mendenhall's Landing.

This place was four miles west of Wilming- ton. The purpose of the engineers who loca- ted this route was to supply the water needed from the Big Elk Creek. The supply was to be had by means of a reservoir, extending over about 100 acres of land.

It is said $ 100,000 was expended on the con- struction of this feeder and aqueduct. The intended reservoir was located about one mile from the present village of Glasgow, New Castle county.

The Company was obliged to purchase the right to use this water from the Big Elk Forge Company, and notes were issued by the Com- pany, of the character of promissory notes, in payment of such right.

Work was began on the feeder in 1802. An aqueduct was needed to convey the water across the channel of the creek to reach the reservoir. This work was done in a substan- tial manner, and arches are still standing, through which the water of small streams were to pass under the aqueduct.

After the construction of the aqueduct and the admission of water through it at great expense, work was discontinued in 1803, in consequence of want of funds and the diversity of opinion touching the route of the canal on toward the Delaware.

Nothing further was done, and the whole business of its construction laid aside until 1812. Then the Legislature of Maryland, im- pelled by the probability of war with England, passed an Act supplementary to the original Charter ; but nothing more was done toward the completion of the work until 1823, when the project was again revived under the circum- stances narrated in the beginning of this article.

179

HISTORY OF DELAWARE.

The Legislature of Delaware, and her citi- zens, became deeply interested in its success at this time, and all along the contemplated line in the State, as well as north and south of it, leading citizens of both States took large in- terest in having the work pushed forward to completion. It was this unflagging interest, more especially in Delaware, which made it a speedy success notwithstanding the immense obstacles encountered.

In their contract with Mr. Randal, the Com- pany allowed four years from the signing of the contract for its completion. Mr. Randal was accused, however, of under-estimating the work and route of his predecessors, for the pur- pose of carrying the line further down, and to the place it now occupies, and thus obtaining a larger sum for the work.

To such removal the citizens of Wilmington were strenuously opposed, believing that if built without using the Christiana river, it would injure the trade of their city, by having its outlet so far below them on the Delaware.

It is said that Mr. Randal's purpose was to cut the canal so deep that a good supply of water could be obtained from the Delaware river at high tide, thus using the Atlantic as its feeder ; and had this been done it would have obviated the expense of the vast ma- chinery now used in pumping its supply by engines at Chesapeake City ; but the great cost of excavating so deeply, was the true reason of not carrying out his plan, and the present system of locks and pumps adopted in its stead. When work was resumed it was under the presidency of the same gentlemen who, 21 years before, was at the head of the Company, and the due-bills given at that time for a large amount of the indebtedness of the Company, and of which we have spoken, were taken up and paid at their full value, though so many years had elapsed since those early efforts.

Work was begun, as we have stated, on the - 15th day of April, 1824, and the excavation started at the deep cut at Buck Bridge.

The Company took the work out of the hands of Mr. Randal in the fall of 1825, and employed others to complete it. This led to the memorable law suit tried at New Castle : one of the most memorable ever occurring in this State, as well for the amount involved, as

the legal talent employed on either side. Over two hundred and twenty-six thousand dollars were paid Mr. Randal as damages. Benjamin Wright was employed by the Company as Engineer, under whose superin- tendence the work was completed, on the 17th day of October, 1829. This canal is thirteen and five-eighths of a mile long ; and its construction cost, in round numbers, Two Million, Two Hundred and Fifty Thousand Dollars. To those who, beginning at Chesa- peake or Delaware City, now examine this im- portant work, there will arise the question : How could such a vast sum have been ex- pended ? It has but three sets of locks : Delaware City, St. George's, and Chesapeake City! The buildings and engines at the last named place, though expensive and of great power, yet do not suggest the expenditure of such vast sums, and its width and depth are not such as to prepare one for an explanation of this great cost. But one now, can realize but very imperfectly, the great outlay, from the fact that great changes have been under- gone in the lands adjacent to the canal and and upon its banks, especially toward its east- ern terminus. When it was being excavated large sections embracing thousands of cubic feet of the excavated earth, when put up as embankments, sunk down at some places as much as, probably, 100 feet in depth, and caused the elevation of the earth in the bed of the canal to rise as much as forty feet above its natural position ; and this took place not in one section but in many, on the first five miles of the canal, as you go from Delaware City. To this must be added the difficulties experienced at the point known as the deep cut at Buck Bridge. This deep cut had to be excavated to the depth of seventy-six and a half feet, and of course of the needed width for such depth, and when the vast masses of earth were piled on the surface in contiguity thereto, the sliding back of large portions, occasioned great expense as well as delay. It is estimated that during the construction of the work at this one point, not less than three hundred and seventy five thousand cubic yards of excavated earth, slid back into the channel. Even after the canal was an accom- plished fact, again and again the vast piles of earth were liable to this back-sliding habit, until one could see almost mountain piles of

180

HISTORY OF DELAWARE.

excavation, thatched like an Irishman's cabin that it might be kept dry enough to obtain lodgment and permanence.

The Summit or Buck Bridge, spanning the canal at this point, was ninety feet above the bottom of the canal, and two hundred and forty feet in length ; and at the time of its building was regarded as an imposing struct- ure, suitable for engraving in the Geographies and other School Books of the period.

The Chesapeake and Delaware Canal Com- pany have their office in Walnut street, Phila- delphia. Of this Company Andrew C. Gray, Esq., of New Castle. is President, and has held that important office continuously since 1853.

Upon its financial exhibit we have not spoken, presuming that its reports will furnish all needed imformation.

SHIP-BUILDING.

ITIZENS of Delaware residing on the Christiana river and the many naviga- ble creeks which indent the Eastern Shore of the State, early turned their attention to vessel-building. Despite the ar- bitrary enactments of Parliament, which pro- hibited all inter-colonial commerce, and the British policy which sought to prevent the existence of a merchant marine in the New World, the growing business of the colonies made transportation by water a necessity. Tradition tells us that vessels were built on the Murderkill, St. Jones', Mispillion, Broad- kiln and other creeks, before the close of the 17th century. This is doubtless true. The

settlements were all located on the navigable streams ; the country was a wilderness; there were no roads through the forests, or bridge's , over the streams, and had there been both, the pioneers had few teams and fewer vehicles, and for one hundred years transportation by water was the cheapest and best mode of convey- ance. Hence from the beginning sailing craft were indispensable, and they were supplied by the skill of the settlers from the abundance of the choicest materials grown at their very doors. The names of these early builders not even tradition has preserved, but the facts have been handed down from generation to generation.

As population and the demands of commerce increased, vessel-building became a steady and profitable business. Not only was the local demand supplied with vessels of 20 to 80 tons, for trading with the larger towns and cities, but it began to be profitable to build vessels of from 200 to 400 tons for their earn- ings in the coasting, West India and foreign trade.

In 1740 William Shipley, David Ferris, Joshua Way and others, built the brig Wil- mington. This was the first vessel constructed on the Christiana for " the foreign trade," and the following year she sailed for the West Indies, and probably continued her voyages for several years. (Ferris page 231), The ship Liberty, built at the foot of Market street, was one of the early ventures in this line, and was considered one of the greatest marine enter- prises of that day, while her name is signifi- cant of the growing spirit of the Colonists. The brig Nancy, built about the same time, figured in the Revolution, being the first craft to hoist the American ensign in a foreign port.

Mr. Charles Moore, who, with his brother Enoch, has been engaged in ship-building in Wilmington for half a century, under the name of "E. & C. Moore," has given the writer some of his "recollections" which are full of interest. He is now (1882) 76 years of age, and when he was a boy, Barney Harris, his grandfather, William Woodcock and Simon Cranston, were retired ship-builders, and very aged men. He often heard from them the history of ship- building in Wilmington during the latter half of the 18th century. One of their ship-yards was on Bread and Cheese island in White Clay creek, near Stanton. Being driven from that place by the British, they retired to Jones' creek, where they built a brig. They were zealous patriots, and spent part of the time of the war navigating the waters of the Delaware. Harris, who was born in 1744, was then in the prime of life, and although taken prisoner, escaped from the British ship and returned to Wilmington, where, after the war, he followed ship-building many years. Mr. Cranston con- tinued his ship-yard at Bread and Cheese is- land after the war. At a later day John Har- ris, son of Barney Harris, took the yard of Mr. Draper at Brandywine, who removed to Duck creek, (Smyrna,) where he continued the business.

181

HISTORY OF DELAWARE.

After the adoption of the Federal Constitu- tion in 1787, business of all kinds revived. Foreign commerce was remarkably flourishing. During the war, and the prostration and poverty which followed, little had been pur- chased from abroad. The demand for vessels which now sprang up gave a great impetus to ship-building, and for several years Wilming- ton reaped a rich harvest. She had at one time twenty-two square-rigged vessels en- gaged in the West India and direct European trade, besides numerous schooners and sloops in the coasting trade. This continued till the war of 1812, when her foreign commerce was gradually diverted to the larger cities. .

In the beginning of the present century we still find Barney Harris, William Woodcock, Simon Cranston and John Harris, the principal ship-builders. Enoch Moore came to the city from Trenton, N. J. about 1825, and learned the business of Harris and Woodcock at the foot of Orange street. From 1812 to 1832 there was very little ship-building in Wilmington. During that period Thompson & Young was the only firm thus employed ; a few small craft being built by a number of individual builders. In 1832 the partnership of E. & C. Moore was formed, and a ship yard located at the foot of Poplar street (now occupied by the Pusey and Jones Company). Mr. Thompson having died in 1833, Mr. Young became a mem- ber of the E. & C. Moore firm till 1834, when they separated, Mr. Young continuing at the foot of Poplar street, and the Moores locating at the foot of Fourth street, where they have continued for nearly fifty years. About that time the firm of J. & J. A. Harris started at the foot of Orange street ; also the firm of W. & A. Thatcher at the foot of Pine street, each devoted to building coasting vessels.

About this time the whale ship company was formed. They purchased merchant ships from New England which were changed to whale ships in Wilmington. They owned the ships Ceres, Thomas Jefferson, Lucy Ann and North American, and the bark Superior.

The first steamer ever built in Wilmington was the propeller Richard Stockton, by the Ericsson Propeller Company, about 1833.

The Harlan and Hollingsworth Company constructs iron steam and sailing vessels, and employs the largest capital of any company in the State in this business. It commenced

shipbuilding in 1836, under the firm name of Betts, Pusey and Harlan. Mr. Pusey retired in 1841 and Mr. Elijah Hollingsworth became a partner. In 1849 Mr. Betts withdrew, and in 1858 Mr. J. Taylor Gause entered their firm. Mr. Hollingsworth died in 1866, and the fol- lowing year the company was incorporated under the present name. It has grown upfrom small beginnings to its present colossal pro- portions in less than fifty years. Its reputation is world-wide, and it constructs many of the largest steamships afloat.

They also build railroad cars of every de- scription, employing in all departments about 1,200 men. The officers are, Samuel Harlan, Jr., President; J. Taylor Gause, Vice-President, and Harry Gause, Secretary and Treasurer.

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Historical and biographical encyclopaedia of Delaware. V 1, Part 31

Author: Publication date: 1972 Publisher: Wilmington, Aldine Pub. and engraving Co. Number of Pages: 660

Author:
Publication date: 1972
Publisher: Wilmington, Aldine Pub. and engraving Co.
Number of Pages: 660