USA > Delaware > History of the state of Delaware, Volume I > Part 31
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A number of Wilmington business people, doubtless enam- ored by the glowing reports of the profits derived from whal- ing by the New England companies then in operation, organ- ized, in 1833, the "Wilmington Whaling Company," with a paid-in capital of over $200,000. The company made some money, but was not the success which its promoters anticipated. After a continuance of thirteen years, it went out of business. The ships owned by the whaling company were the largest that had ever been in the Christiana, and their inability to reach the wharves at low tide led to the first movement toward deepening of the channel. This led to an appeal to Congress
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HISTORY OF THE COUNTIES AND HUNDREDS.
in 1836, which resulted in an appropriation of $15,000 for im- provements of the harbor at the port of Wilmington. From time to time these appropriations have been made, and several hundred thousand dollars have been spent in improvements of the Christiana.
The first steamboat line between Wilmington and Philadel- phia was established in 1812. The pioneer boat was the " Vestal," in after years called the " Vesta." Her first arrival in Wilmington is said to have caused much enthusiasm, and the people turned out in large numbers to visit the steamboat while she lay at the wharf. In 1814 the "Delaware " ran on the same route, and in 1820 the " Superior " was built, and for several years accommodated the traffic between Wilming- ton and Philadelphia. It is stated that it required eight hours to make the trip one way, and that the fare was one dollar. The steamer " Emerald " began running between Philadelphia and Cape May Point in 1829. Afterwards the same boat ran from Philadelphia to Wilmington. Six years later the "New Castle " was put on the river, and was the first boat to make the round trip to Philadelphia on the same day. The "W. Whildin," named after Captain William Whildin, was the first iron steamboat with side wheels to run on the Delaware. It was built in 1841, and ran between Philadelphia and Wilmington. In 1843 the "Balloon " and the " Rainbow " were the two boats on the route.
The " Ariel " for many years ran between Wilmington and Philadelphia, and was succeeded in 1866 by the "Samuel M. Felton," which continued to run until 1886. The latter boat was owned by the Philadelphia and Wilmington Steam- boat Company, and for many years had no opposition. In 1869 an opposition was started and the steamboats "John Sylvester " and ".Eliza A. Hancock " were put on. The com- petition between these two boats and the " Felton " was very lively and continued for many years, resulting in the discon- tinuance of the opposition boats.
The Wilmington Steamboat Company for some years past
GEORGE W. BUSH. 1825-1900.
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HISTORY OF THE COUNTIES AND HUNDREDS.
has been running a line of propeller steamers between Wil- mington and Philadelphia. The pioneer boat on this line was the " Wilmington." In 1885 the " Brandywine," a compan- ion boat, was added, and a few years later a third boat, the " City of Chester." It is now known as the " Wilson Line " in honor of the present Mayor of Wilmington, Horace Wilson.
Wilmington could boast of no United States Custom House until about the year 1800. Prior to that time the custom house was at New Castle, and the duties collected as of that port. The first custom house established at Wilmington was located in a small rented building on Water street between Market and King streets, which disappeared entirely on the construction of the elevated railroad. The office remained there until the government building was erected at the corner of Sixth and King streets in 1856. The following is a list of the collectors of customs at the port of Wilmington :
George Bush
1790-1797
Thomas M. Rodney
1861-1866
Allen McLane
1797-1829
Theodore F. Crawford
1866-1869
Henry Whitely
1829-1841
William D. Nolen
1869-1876
Arnold Naudain
1841-1845
Lewis Thompson
1876-1884
Henry Hicks
1845-1849
Henry F. Pickels
1884-1888
Nathaniel Young
Henry M. Barlow
1883-1892
April 19, 1849-May 4, 1849
George L. Townsend
1892-1896
William P. Brobson
1849-1850
William H. Cooper
1896-1901
Charles Polk
1850-1853
Robert G. Houston
1901-1906
Jesse Sharpe
1853-1861
David S. Clark
1906-
GEORGE W. BUSH AND SONS COMPANY.
Just prior to the Revolution, in 1774, the first line of freight boats between Wilmington and Philadelphia was established by Samuel Bush, a man then of the age of twenty-four, who from his sixteenth year had been sailing back and forth to the West Indies. Equipping himself with a small sloop, which was called the " Ann," he made weekly trips between the little town on the Christiana and the larger city on the Dela- ware. The enterprise gave promise of success from the start, but during the Revolutionary War it met with some backsets,
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HISTORY OF THE COUNTIES AND HUNDREDS.
and there were discouragements encountered by Captain Bush, all of which he was able to overcome, and after the war, the business materially increased and in course of time other boats were added, and provision made for the carrying of pas- sengers also. This was the beginning of the line of trans- portation boats which has since that time been conducted in the name of Bush.
In course of time the two sons of Samuel Bush, David and Charles, joined their father in the business, and it was not long until French street wharf was one of the active business places of the town, a storehouse baving been built in which Samuel Bush and his sons collected produce from the town and neigh- boring country, buying it and shipping it on their own ac- count, not only to Philadelphia, but to other ports. In 1820 Samuel Buslı, having reached his seventy-fourth year, retired from business, and George, his next son, took his place, the firm name being changed to David & George Bush, the son Charles having died in 1804.
David and George continued the business until 1846, when David Bush retired and his son George W. Bush succeeded him in the firm, the firm name changing to George & George W. Bush. George Bush died in 1863, and the business was continued by George W. Bush alone until 1873, when the latter's son, Walter D. Bush, joined his father in the business, the firm name changing at that time to George W. Bush & Son. In 1882 George W. Bush, Jr., another son, was ad- mitted, and the firm name of George W. Bush & Sons adopted.
For many years the firm not only conducted a flourishing transportation business, but they established a large business in anthracite and bituminous coal, which necessitated a branch office in Philadelphia, and through which was carried on a coal business that was recognized as one of the largest on the Eastern coast. In 1884 an addition was made to the business by the incorporation of the George W. Bush & Sons Lumber Company, through which a large wholesale business in yellow pine lumber, especially, was conducted, and which for many
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HISTORY OF THE COUNTIES AND HUNDREDS.
years proved to be a profitable branch of business. After the death of George W. Bush in 1900, the coal and transportation business was incorporated under the name of the George W. Bush & Sons Company. The lumber business a few years ago passed to the control of Bush & Rayner, a partnership consist- ing of J. Danforth Bush and Robert B. Rayner.
The present officers of the George W. Bush & Sons Com- pany are: Lewis P. Bush, president, Walter D. Bush, Jr., treasurer, J. Danforth Bush, vice-president and Henry T. Bush, secretary.
THE CHARLES WARNER COMPANY.
The Charles Warner Company is one of the largest and most important commercial concerns in Wilmington. The name Warner has been connected with business life in Wil- mington for more than a century, the first of the name being John and William Warner, who started in business in 1790. Prior to 1800 the Warners ran a sloop to and from Philadel- phia to carry freight. In 1816 they were instrumental in es- tablishing the first passenger steamer between Wilmington and Philadelphia, and thirty years later used the first propeller in their carrying trade. From these beginnings grew the Wil- mington and Philadelphia Propeller line that for forty years has maintained a daily line between the two cities, with a sys- tem of express delivery at each end of the route.
Charles Warner was the active factor in the business from 1837 to 1868, when he retired from the active management and his nephew, E. Tatnall Warner, and his son, Alfred D. Warner, became the active partners. This continued until 1885 when the Charles Warner Company was incorporated, and E. Tatnall Warner became president of the new company, continuing as such until his death in 1904. The company for many years has been the largest dealer in the city in coal, cement, mortar, lime, plaster and building sand. The ready- mixed mortar, introduced by the company within the past ten years, has largely superseded with builders the old-fash-
364 HISTORY OF THE COUNTIES AND HUNDREDS.
ioned mortar. For many years the company has held a con- trolling interest in the Diamond Ice Company, and in order to supply its own trade the company has large interests in lime and kindred companies. These many enterprises make necessary an enormous capital, the business for the past year aggregating three millions of dollars. The company has com- modious ware-houses on both sides of the Christiana, and valuable terminal facilities for its shipping trade in Philadel- phia.
E. Tatnall Warner, who came into the business in 1860, remained with it until his death on January 15, 1904. He was a man of superior business judgment, quick, active and unusually energetic. He made a deep impress upon the com- munity, and was able through his capable management to greatly extend the business of the concern to which he gave the work of his life. He fully earned the success that attended his efforts, and although in his sixty-ninth year, when he died, gave no indication of failing faculties, but maintained the energy and buoyancy of youth. He was for many years a director in the Philadelphia, Wilmington and Baltimore Rail- road Company. He took a great interest in the religious life of the city, being a leading layman in the Protestant Episcopal church, and serving as senior warden at St. Andrew's.
Alfred D. Warner, son of Charles Warner, has been the president of the Charles Warner Company since the death of E. Tatnall Warner. His active connection with the company dates from the retirement of his father in 1868. He possesses the energy, the integrity and the sterling business ability that have marked the century and more of business life of the Warner family in Wilmington. He is rated an exceptionally successful business man. His sons, Charles, Alfred D. and Irving are now actively with the company, as is also John Warner, son of E. Tatnall Warner, so that the enterprise gives evidence of being continued under Warner management for many years to come.
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E. TATNALL WARNER. 1835-1904.
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HISTORY OF THE COUNTIES AND HUNDREDS.
BOARD OF TRADE.
The first Board of Trade of Wilmington was organized Janu- ary 3, 1837, and in its membership were included many of the leading business men. David C. Wilson acted as presi- dent for a dozen years or more, and the membership showed much interest in trade affairs, and was instrumental in having the navigation of the Christiana improved, and in other ways - furthering the interests of the city. The first board seems to have gone out of existence, and in its place in 1868 was organ- ized the " Wilmington Board of Trade." The board has con- tinued since with ratlier a varied experience. At times it showed life and activity ; at other times but little interest was manifested by the membership.
Edward Betts served as president from 1868 to 1870, and since that time the following have occupied the office of presi- dent : George W. Bush, E. Tatnall Warner, Henry S. McComb, Preston Lea, Henry Mendenhall, George S. Capelle, Francis N. Buck, Daniel W. Taylor, William Lawton and Thomas H. Savery. The Board of Trade at the present time (1907) has a membership of 600 and is officered as follows : Robert J. Maclean, president; Archibald S. Reed, first vice-president ; Horace Wilson, second vice-president ; John W. Lawson, Jr., secretary, and Frank J. Williams, treasurer.
THE PUBLIC PARKS.
On July 11, 1868, a public meeting was held at which the project was discussed of having the city buy land along the Brandywine with a view of establishing a public park. A sentiment favorable to this object developed at the meeting, and the following committee was appointed to consider the same : Thomas F. Bayard, Samuel M. Harington, Charles B. Lore, Daniel W. Taylor and George W. Stone. A year later this committee reported to the City Council that after careful consideration, it would recommend that the council arrange for the purchase of all the land lying between Lovering avenue on the south and the Brandywine Creek and race on the northi,
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HISTORY OF THE COUNTIES AND HUNDREDS.
and extending from Adams street on the east to Rattlesnake run on the west. The committee also recommended the pur- chase of some woodland on the northerly side of the creek, but did not describe the boundaries. The committee was enthusi- astic in its recommendations, and much sentiment was created in favor of the acquisition of the lands for park purposes. The City Council took prompt steps toward purchasing the lands as recommended by the committee, and were about to follow this action up by borrowing money to pay for the same, when a number of the tax-payers, alarmed at the possible ex- pense that would be incurred, retained counsel and succeeded in having all further proceedings stopped by an injunction issued by the Chancellor of the State, it being urged that the city charter forbade the borrowing of money for such a pur- pose. This action had the effect of putting a quietus upon the matter of a public park for several years, but in 1882, by the cooperation of a number of prominent citizens, preliminary steps were taken which resulted in the passage of an act by the General Assembly at its session in 1883, creating a. Board of Park Commissioners for the City of Wilmington. This action grew largely out of the fact that William P. Bancroft had bought the Thompson farm just west of Rockford on the Brandywine, and had made a proffer to donate certain parts of it for park purposes, if the necessary steps were taken for the acquisition of a park. The following persons were named in the act as the first Board of Park Commissioners : William P. Bancroft, George H. Bates, Thomas F. Bayard, Edward Betts, Francis N. Buck, George W. Bush, William M. Canby, Joseph L. Carpenter, Jr., Henry A. du Pont, J. Taylor Gause. The act provided that the Mayor of the city, the President and the Chairman of the Finance Committee of the City Council and the Chief Engineer of the Surveying Department should be ex-officio members of the board. In 1885 the city was author- ized by the General Assembly to borrow $150,000 for the pur- chase of land for park purposes, and from time to time addi- tional authority has been given to borrow money for the same
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HISTORY OF THE COUNTIES AND HUNDREDS.
purpose. William M. Canby was elected president of the board at its organization in 1883, and remained as suclı, continu- ously until his death on March 10, 1904. He was recognized as the leading member of the board, and he gave much pains- taking and valuable aid in establishing and extending the parks of the city. As was most appropriately suggested in a minute adopted by the board at the first meeting after his death : " His appreciation of nature, his botanical and general scientific knowledge and his executive ability, rendered him especially useful, and no results at all like those that have been attained could have been reached without him."
The following have served as members of the Board of Park Commissioners :
Edward Betts
1883-1885
Walter D. Bush
1904-1904
George H. Bates
1883-1894
Dennis J. Menton
1886-
Joseph L. Carpenter, Jr.
1883-1887 Samuel Bancroft, Jr. 1895-
Joseph L. Carpenter, Jr.
1895- Horace W. Gause 1904-
Francis N. Buck
1883-1895
George S. Capelle 1893-
J. Taylor Gause
1883-1897
Samuel H. Baynard 1900-
William Canby
1883-1895
J. Newlin Gawthrop
1895-
Thomas F. Bayard
1883-1898
Henry A. du Pont
1883-
George W. Bush
1883-1900
William P. Bancroft
1883-
William M. Canby
1883-1904
John M. Rogers
1898-
The following extract from the report of the Board of Park Commissioners for the year 1904 shows the growth of the system since its establishment in 1883:
MAIN PARK SYSTEM.
Area in Acres.
Total Area in Acres.
North Brandywine Park
100.60
South Brandywine Park .
73.22
Kentmere Parkway and Rockford Grove
14.83
Rockford Park .
71.37
260.02
SMALL PARKS.
Kirkwood Park, Eleventh and Kirkwood streets
4.45
Delamore Park, Broome and Maple streets
5.34
Eden Park, Newcastle avenue and F street
7.35
17.14
277.16
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HISTORY OF THE COUNTIES AND HUNDREDS.
OTHER SMALL PARKS AND OPEN PLACES.
Not under Control of Park Commission.
Cool Spring Park, Tenth and Jackson streets 7.50
Rodney Park, Eighth and Clayton streets 1.66
Franklin Park, Eighth and Broome streets 2.89
Garfield Place, Delaware avenue and Washington street . . .12
Kennett Place, Pennsylvania avenue and Franklin street . .12
Shipley Place, Twelfth and Market streets. . .17
Soldiers' Monument, Delaware avenue and Broome street . .09
12.55
289.71
Miles of driveway
3.86
Population of Wilmington in 1900 .
76,500
Area of Wilmington in 1900 .
10.18 square miles
One acre of park land to 264 inhabitants.
One acre of park land to 22 acres of city area.
SHIP AND CAR BUILDING.
THE HARLAN AND HOLLINGSWORTH COMPANY.
This company, which for many years has occupied the fore- most place among boat and car-building establishments, grew out of a partnership formed in 1836 by Mahlon Betts and Samuel N. Pusey. The firm of Betts and Pusey carried on a small business for a few years at Front and Tatnall streets. In 1837 Samuel Harlan, Jr., was admitted as a partner and the firm name was changed to Betts, Pusey and Harlan. In 1841 Mr. Pusey retired, his interest being purchased by Elijah Hollingsworth. In 1849 Mr. Betts retired, and for ten years it was Harlan and Hollingsworth. In 1858 J. Taylor Gause became an equal partner, when the firm name became Harlan, Hollingsworth and Co., and this continued until the incorporation of the Harlan and Hollingsworth Company in 1867.
The first enterprise was the building of cars in a limited way, less then twenty men being at first employed, and Samuel Harlan being the general manager. In 1841 larger quarters became necessary, and the firm established its plant at the foot of West street, and Mr. Hollingsworth who had before that
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HISTORY OF THE COUNTIES AND HUNDREDS.
time been the foreman of the Baldwin locomotive works at Philadelphia, entered actively into the work as superintendent of machinery, and the firm soon extended its business so as to embrace ship-building. The equipment of the machine-shop was unequalled in the country. It was not long until ship- building became the main business of the firm, and in the course of time Captain Alexander Kelley, Nathaniel R. Benson and Thomas Johnson were called in as trusted lieutenants by Mr. Hollingsworth, and this trio of trained and experienced slip- builders gave a fame to the works of Harlan and Hollings- worth that extended far and wide.
The first iron sea-going propeller constructed in the United States was launched in the yards of this firm in 1844. During the Civil War the firm built some of the most noted ironclads that took part in that memorable struggle. In 1870 a dry-dock was constructed. At first a building forty-five by fifty-five feet accommodated the business. Now it occupies nearly fifty acres of land with appliances and equipment equal to any in the land.
Mr. Harlan was the leading voice in directing the business and managing its finances until after the incorporation of the the company in 1867. In 1883 he retired from the active management, and J. Taylor Gause became the head and served continuously as president until 1896. Thomas B. Smith served as treasurer of the company for many years and in faithful and efficient service was excelled by none. He was succeeded by his son, Samuel K. Smith, who is still with the company, and who has proved a worthy son of a most worthy sire. Among others who served the company long and acceptably were Harry T. Gause and Horace W. Gause, sons of J. Taylor Gause ; Thomas Jackson, Nathaniel R. Benson, Edward Mahoney, Dennis J. Menton, Andrew G. Wilson, Thomas Johnson, T. Jackson Shaw and Nathaniel R. Benson, Jr.
In 1896 Henry G. Morse was elected president, but the ma- terial advance that was expected from this move was not realized and after serving but little more than two years Mr.
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HISTORY OF THE COUNTIES AND HUNDREDS.
Morse resigned the presidency and J. Taylor Gause was chosen to succeed him in September, 1898, and served until his death, December 1st, 1898. Harry T. Gause succeeded his father and served for nine montlis, Horace W. Gause being elected president in September, 1901. During the following year the control of the company was acquired by the United States Shipbuilding Company, and under its management David C. Reid was elected president in September, 1902, and continued to act as such until February, 1905. The affairs of the United States Shipbuilding Company becoming involved, tlie plant of the Harlan and Hollingsworth Company was sold under judicial degree, and was bought-in by interested parties who turned over the effects of the old company to a new com- pany incorporated late in the year 1904, called the Harlan and Hollingsworth Corporation. In September, 1905, William G. Coxe was elected president of both the Harlan and Hol- lingsworth Company and the Harlan and Hollingsworth Corporation, and still continues as the head of both organiza- tions.
THE PUSEY & JONES COMPANY.
In 1848 Joshua L. Pusey and Jolin Jones started what has developed into the Pusey & Jones Company. The beginnings were modest and the first machine-shop was a small building still standing in the present yards of the company. In 1851 Edward Betts and Joseph Seal became additional partners, but both of the latter retired in 1857, and Alfred Betts became a partner, but in two years he gave way to William G. Gib- bons, and the firm became Pusey, Jones & Co. John Jones retired in 1866, and Thomas H. Savery succeeded him as a partner. The Pusey & Jones Company was incorporated in 1879, Joshua L. Pusey was its first president ; at the latter's death William G. Gibbons became president, serving until his death. He in turn was succeeded by Cliarles W. Pusey who served until 1904, when on a reorganization of the con- pany, Thomas H. Savery became president and still continues as the honored and capable head of the company. William
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HISTORY OF THE COUNTIES AND HUNDREDS.
W. Pusey served as treasurer until 1904, being succeeded by John S. Rossell. Samuel C. Biddle has served continuously as secretary of the company.
The company has done a large business in ship-building, its boats being known throughout the world ; but of late years the company has made a great fame in paper-making machinery, its products in this line being unexcelled in the world. It has a full equipment for the manufacture of all kinds of heavy machinery, engines and boilers, with foundry facilities for both iron and brass work, from the smallest to the largest dimensions. The present plant covers an area of nearly ten acres, and its products go not only to the remote parts of the United States, but are found throughout the countries of the old world. Possibly no other Wilmington firm is so fully and favorably known abroad as the Pusey & Jones Company.
E. AND C. MCORE.
In 1833 Enoch and Charles Moore began the building of small boats at the foot of Poplar street. They were both practical shipwrights, and the business thus started continued for many years and the firm was famous in the construction of staunch and reliable shipping craft. Later the ship-yard was moved to the foot of East Fourth street, and in 1871 came under the control of Enoch Moore, Jr., who was the sole proprietor until 1894. At this point Enoch Moore, Jr., con- ducted successfully a large business, building many wooden vessels and ships ranging from the small yacht up to the large, full-riggid ship and making a specialty of steam freight barges, and also having ample facilities for the docking and repairing of all kinds of vessels. The Enoch Moore and Sons Company was incorporated in 1893 and Enoch Moore, Jr., re- tired from active management, turning the business over largely to his two sons, George B. Moore and Enoch Moore, Jr., 2nd. The plant in 1892 was removed to the south side of the Christiana, where business was conducted until 1902, by the company, who in the latter year discontinued business,
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