History of Orange County, New York, with illustrations and biographical sketches of many of its pioneers and prominent men, Part 26

Author: Ruttenber, Edward Manning, 1825-1907, comp; Clark, L. H. (Lewis H.)
Publication date: 1881
Publisher: Philadelphia, Everts & Peck
Number of Pages: 1336

USA > New York > Orange County > History of Orange County, New York, with illustrations and biographical sketches of many of its pioneers and prominent men > Part 26

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From the small beginnings thus briefly referred to local traffic accumulated until Newburgh Bay was white with the sails of vessels bearing to the sea-board the products of farmers, not only of Orange County, but of New Jersey, Pennsylvania, and Western New

York, who found through them the most direct route to a market. For over a hundred years New Windsor was a chief mart in this traffic ; for over one hundred and fifty years Newburgh was, and still is, largely en- gaged in the carrying trade, while Cornwall for a time was a successful competitor. And there were other commercial ventures. Newburgh was a port of some importance in colonial days in the whaling trade, in coasting, and in traffic with the West Indies. All this went down during the Revolution. After the war ships were built and manned for the Liverpool trade and cleared through the New York custom-house,- the "Liverpool Packet," the "William Penn," and the "Ontario," the latter of five hundred tons, and the largest ship cleared at New York at the time of her construction. Under the embargo and the war of 1812 these ventures were closed, and though whaling was renewed at a later period by the Newburgh Whaling Company (1831), and a lumber trade carried on with Liverpool and Australia as late as 1877, no ocean trade is now prosecuted.

Adverting more particularly to those who have been engaged in commercial undertakings, it may be remarked that although Col. Thomas Ellison, of New Windsor, was the first to establish himself there, he was not without early contemporaries. Joseph Sack- ett, Jr., had there a dock and store-house as early as 1742; Matthew DuBois was similarly located prior to 1765, and in that year united with Ellison in resisting the order of the officers of customs requiring all sloops trading on the Hudson to enter and clear at Albany or New York, while the name of William Jackson stands associated with the era of the Revolution. The business of the Ellisons, however, was for many years far in excess of that of their contemporaries. After the Revolution, among those in the trade may be noted the names of Ellison, Isaac and Abraham Schultz, Gillespy & Scudder, Isaac Schultz & Son, Joseph Mor- rell, Samuel M. Logan, William Walsh, Reuben Rey- nolds, Samuel Floyd, and Daniel Borden. In 1832, Knapp, Dalson & Co. sailed the steamboat " Norfolk," Capt. Jacob Wandell, and the sloop "Spy," Capt. George L. Sherwood. . The barge "Experiment," bnilt as a steamboat at New Windsor in 1828, for the Cornwall trade, subsequently sailed from New Wind- sor under command of Capt. Dyer Brewster. The latest advertised enterprise (1850) was that of Joseph Carpenter, who sailed the "Norfolk," Capt. Lewis O. Carpenter. Though at one time the trade at that place was drawn from a large section of country, it steadily decreased under the influence of the superior roads leading to Newburgh, and was wholly destroyed by the construction of the Erie Railroad and the Newburgh branch.

From Newburgh the first shippers were Alexander Colden, who came to be the owner of the old union store-house and wharf as early as 1740. At a later date Maj. Isaac Belknap, Capt. Donaghy, William Hard- ing, Nehemiah Denton, Richard Buckingham, and

COMMERCIAL HISTORY.

107

Lewis Clark were probably engaged in sailing sloops to New York. Belknap was the successor of Colden, and Nehemiah Denton sailed from a wharf near Balm- ville, where he had a grist- and flour-mill. Their business was suspended during the Revolution, as well as that of Capt. Coleman, who was engaged in trade with Nantneket. From 1798 the record is more complete. From the Colden Wharf-George Gardner, 1798 to 1809; George Gardner & Son, 1810-22; Henry Robinson, 1823-26; T. Powell & Co., 1835-44; Reeve, Moore & Co., 1845; Powell, Ramsdell & Co., fall of 1845-57; H. Ramsdell & Co., 1858-65. From Walsh's Wharf-Hugh Walsh, Derick Amerman, Crawford & Harris, and others, until 1808: F. Crawford and C. Belknap & Co., 1809-17; F. & D. Crawford, 1817-30; D. Crawford & Co., 1831-37; Crawford, Mailler & Co., 1838-54; W. K. Mailler & Co., 1855-57; W. K. Mailler & Son, 1858-59; W. O. Mailler, 1860-69; W. O. Mailler & Co., 1870-73 .* From Anderson's Dock, foot of Third Street-John Anderson, 1798 to 1803. From Ludlow's Doekt (formerly John Anderson's)-

1843-44 .¿ From doek foot of Fourth Street-Farmers' Company,¿ 1806-13; B. & 1. Case, 1814-20; Abm. Stagg & Co., 1820-24; John Mount & Co., 1825-26; and by Oakley & Davis, 1827-39. From Carpenter's Dock, south of Second Street-Caleb Coffin, 1800; Jacob and Leonard Carpenter and B. Carpenter & Co., 1802-64; Homer Ramsdell & Co., 1865-76. From Balmville-Daniel Smith and others until 1818 ; H. & J. Butterworth, 1819; Selah Tuttle & Son, 1820, who were the last occupants. In 1845 the firm of Wardrop, Smith & Co. was organized and commenced business from a dock and store-house erected by J. Beveridge & Co. at the foot of Fifth Street. This firm was continued until 1858, when C. C. Smith sold his interest to Hiram Falls. On the death of Mr. Wardrop the firm was dissolved, and Falls & John- ston became its successors, On the death of Mr. Falls, Johnston & Alsdorf continued the business un- til 1870, when it passed to Alsdorf & Skidmore, who sold to Homer Ramsdell in February, 1872, and re- tired from the trade. On the 1st of February, 1865,

HOMER RAMSDELL& CD.

FLEMORT. PASSAGE LINE FOH NEW YORK

STORE-HOUSE OF HOMER RAMSDELL & CO.

Alexander Falls and Jonathan Hedges sailed sloop "Favorite," Benjamin Case, Jr., master, in 1799. Their successors were Jacob & Thomas Powell, 1802- 13; Selah Reeve and William H. Falls, 1814-24; Se- lah Reeve & Son, 1825-26; Christopher and George Reeve, 1827-29; C. Reeve, 1831, who sold to D. Craw- ford & Co. From DeWint's Dock, north of Third Street-George Gardner, 1815-21 ; Miller & Smith, 1822-24; E. Case, 1835; Houston, Johnston & Co., 1838; Christopher Reeve, 1842; Reeve, Moore & Co.,

Homer Ramsdell bought the dock property and barge of B. Carpenter & Co., and consolidated the business of that firm with the firm of Homer Ramsdell & Co. During the season the large store-house of the firm was removed to a new foundation, and the store-house of Ramsdell & Co. removed and united with it, forming by far the largest and most complete structure on the Hudson. The firm of Homer Ramsdell & Co. is now the only freight line between Newburgh and New York ; their barges have a carrying capacity of five hundred tons each ; their daily freights probably ex-

* The barge "Newburgh," then owned by this firm, together with a full cargo of freight, and also their store-honse, etc., were destroyed by fire in June, 1873, and at the close of the season the firm retired from the freighting business,

+ Robert Ludlow, father of Charles, Robert C., and Augustus C. Lud- low, of the United States navy, and of Mrs. Thomas l'owell, bought the property from Water Street to the river in 1796, and built a store on Water Street and a new dock in the rear. During its ownership by the Powells it was called Powell's Dock, and subsequently Reeve's Dock. The old store-house was moved to Crawford's Dock and consolidated with that of D. Crawford & Co., and was destroyed in the fire of 1872.

* The DeWint store-house and the Oakley & Davis store-honse adjoin- ing were destroyed by fire Dec. 18, 1848.

¿ This company appears to have been a regularly organized association ; its business was conducted by directors who were generally changed an- nnally After the dissolution of the company, a similar association was organized by an act of incorporation, passed by the Legislature, April' 1825. This company originated, it is said, with Mr. Jonathan Hasbrouck' who was its principal manager. The "Chancellor Livingston" was run for a few trips, in the name of the company, from the old red store-honse, and then the project was abandoned.

108

HISTORY OF ORANGE COUNTY, NEW YORK.

ceed the weekly freights of twenty years ago, being greatly augmented by the trade of the entire eastern division of the Erie Railroad.

The business was conducted entirely by sloops until 1830. The introduction of steam vessels, however, . was proposed in 1825, at a meeting of sloop-owners (June 6th), and a committee appointed for the pur- pose of making inquiry "relative to the building of a good and sufficient steamboat or boats, for the pur- pose of conveying freight or passengers from this vil- lage and landings adjoining."* This action was doubtless intended to allay the feeling against sloop navigation which had grown out of the disaster of the " Neptune," in November of the previous year.+ Here the matter rested until the winter of 1829-30,

* " A meeting of sloop-owners was held June 6, 1825,-Selah Reeve, chairman, and David Crawford, secretary,-to consider the expediency of placing a steamboat on the Newburgh line. After discussjuo, it was ' Resolved, That a committee, consisting of James Wiltsie, John P. De- Wint, Uriah Lockwood, John Wiltsie, Christopher Reeve, and David Crawford, he authorized to make the necessary inquiry and obtain all the information in their power relative to the building of a good and sufficient steamilwat or bunts, for the purpose of conveying freight or passengers from this village and landings adjoining.'"-Inder, June 7.

+ " LOSS OF THE SLOOP NEPTUNE .- On November 24th, abont noon, the sloup ' Neptune.' on ber way from New York to this village, a short dis- tance below l'allopel's Island, was upset, filled, and sunk. At the time of this melancholy event it is understood she hal on board from fifty to fifty- five passengers, a majority of whom were drowned. It appears that the vessel left New York under command of her first hand, Mr. JJohn Decker (Captain Halstead being detained in the city), with from forty to fifty tons of plaster and some eight or ten tons of merchandise on board. About half of the plaster was put in the bold and the remainder piled on the deck. In the Highlands the wind was high, which induced the commander, when below West Point, to take a double reef in the minin- sail and other measures of cantion for the safe delivery of his charge. When off Little Stony Point, with very little way on the vessel, a flaw struck her and hove her down. This caused the plaster on deck to shift from windward to leeward. Most of the male passengers were on deck, and one or two of the females, and some ten or twelve women and six or seven children in the cabin. The shifting of the plaster created the utmost confusion on board. The water rushed into the scuttle of the forecastle, which? was to leeward, then into the cabin. and consternation dismay, and death presented their appalling features to all on board. In a few minutes she filled and plunged headlong to the bottomt. All in the cabin perished. Those un deck were plunged into a cold and turbulent element or had been carried down with the vessel. The boat was afloat, and when the sloop was going down was occupied by Decker and Wool- sey, but without wars,-they were eupplied by Mr. Storm, whose oyster- boat was just ahead of the sloop, and they made utmost exertione to save the unfortunates. Seventeen persons were rescned by them and the other lwats which came to their assistance, but the rest perished.

" The following are the names of those who were saved . John Decker. | probably the other sloop-owners will make similar arrangements."-Gaz- ette, Feb. 7, 1830.

Levi D. Woolsey, Mr. Thorne, of Newburgh ; Joseph Mullock, A. Carey, Jesse Green, of Miuisink ; Allred Crawford, Alexander Crawford, Julin Rose, of Crawford; Mr. Sprague, Mrs. Buwers, Mr. Smiley, Mr. Ander- sou, of Sullivan County; Lewie Broom, Patrick Kelley, of Wallkill ; A. Pierson, of Montgomery ; and a lad from Blooming-Grove. Total, 17.

" The fulluwing persone were known to have been on board the sloup: Mrs. Couch and two children, J. Loveland, and J. Smiley, of Sullivan County ; Mrs. Graham and two children, of Crawford; John Leader, of Blooming-Grove; Samuel Carlisle, Jacob Pulbemus, Mrs. McClaughery, of Newburgh ; Mrs. Rush, of Wallkill; Messrs McCurdy, Weed, Hens- ler, Mrs. Churchill and Cochrane, of Montgomery : John Greenleaf, George Evertson, Matilda Helms, Willmm Kelley aod child, of Mini- siuk ; Mrs. Deau, uf Cornwall ; F. W. DeCondres and Mrs. Trout, uf New York. Total, 26. It is supposed that a number of others were on board, which would make the whole equal to the number stated, whose names and connections have not yet been discovered. The sloop sunk in fifty or sixty feet ot water. The owners, Messrs. Miller & Smith, succeeded jo raising ber."-Index, Nov. 1824.

when Mr. Christopher Reeve purchased the steamer " Baltimore," which was placed on the Newburgh line in the spring of 1830,t and ran from the wharf of the Messrs. Reeve and that of D. Crawford & Co. Rude in model as was this steamer, her appearance was hailed with every demonstration of popular regard; the newspapers recorded her advantages, and the brush of the painter traced her outlines on many sign-boards. But her triumph was short; her purchase had not been made when Mr. Benjamin Carpenter laid the keel at the ship-yard of Cornelius Carman, Low Point, of the steamer " William Young." This vessel was launched July 17, 1830, and commenced running in September of the same year .? Though of nearly the same appearance as the "Baltimore," she was re- garded as of better model, and her owner claimed that she had "power sufficient to make her average trips in about six hours ;" but his anticipations were very far from being realized.

Messrs. Reeve and Crawford continued the " Balti- more" one year, when, some dissatisfaction arising, Mr. Reeve sold his interest to Mr. Crawford, who con- tinued her on the line until 1835, when she was trans- ferred to the route between Newburgh and Albany. The Mexsrs. Reeve (1832) supplied the place of the " Baltimore" in their line with the steamer "Legis- lator ;" and during the same season Oakley & Davis put on their line the "Providence."" In the sum- mer of 1833, D. Crawford & Co, built the steamer " Washington," and commenced running her in No- vember of that year."[ This boat was far superior to any in the trade, and the competition which she created aroused the energies of Mr. Carpenter, who built in 1835 the " James Madison," a boat superior in many respects to the " Washington ;" she was the first beam-engine steamer in the trade. During the same season Oakley & Davis changed the "Provi- dence" for the "Superior ;" and Mr. Powell, who for several years had been living in retirement, now again entered the list of competitors, and built the steamer

# " Half of the excellent steanthoat . Baltimore' has been purchaseil by D. Crawford & Co., and we understand that she will start alternately from Reeve's and from Crawford's Docks, towing a sloop and taking pas. sengers from each dock twice a week. We have already spoken of a stenilwat in a state of forwardness, owned by Benjamin Carpenter ; and

¿ Though not the first steamboat in the Newburgh trade, as has been claimed, the " William Young" was the first built expressly for that trade. She was more complete ia her accommodations for passengers than her predeces-or, the " Baltimore." and had more of the character of what was then regarded as a first-class steanier.

! " Farmers and freighters will be abundantly accommodated with steamilwats this season. In addition to the ', illiaor Young,' which will continue to run from Carpenter's, and the 'Baltimore,' which will run this season from Crawford'e Dock, will be added the ' Legis- lator,' which will tow from Reeve's Dock, and the 'Providence,' from Oakley & Davis's. We understand vessele will depart from this village on Thedays, Wednesdays, Thursdays, Fridays, and Saturdays. The enterprising spirit eviaced by these arrangements deserves, and we confiden ly hope will meet with, a corresponding liberality from the public."-Guzelte, Feb. 26, 1832.

[ " The " Baltimore" and the " Washington" were run by this firm during the season of 1834.

109

COMMERCIAL HISTORY.

"Highlander," which commenced running in Sep- tember. She was a boat of the first class in speed, her only rival being the "Rochester," then on the New York and Albany line. As their days of sailing from New York were the same, racing was always in order ; and the story is that in order to settle the point of speed a bet of one thousand dollars a side was made. The race came off, and the " Highlander" lost by half a minute on a straight run from New York to the Newburgh wharf. The "Osecola," a neat and swift craft, next attacked the "Highlander." Both boats ran on the morning line, -- the former from Poughkeepsie, and the latter from Newburgh and Fishkill; but the " Highlander" was victorious. In 1846, Powell, Ramsdell & Co. built the "Thomas Powell," and placed her on the morning line."* She was subsequently sold to Capt. Anderson and placed on the morning line between Rondout and New York, and was the last of the Newburgh steamers.

The first barge-the "Minisink"-was placed on the line by Crawford, Mailler & Co. in 1841, in lieu of the " Washington," which was put on the New York and Albany line as an opposition boat, and subse- quently sold to the People's line. In 1842, Christo- pher Reeve re-entered trade with the barge " Union." In 1845, Wardrop, Smith & Co. put on the steam- barge "Caledonia," and in 1851 the barge " Wall- kill." Johnston & Falls took out the boilers and en- gine of the "Caledonia," and changed her name to " Union," and Alsdorf & Skidmore exchanged her for the propeller "Thomas McManus," and made three trips a week during the season of 1870-71. B. Car- penter & Co. sold the "James Madison" in 1846, and purchased the barge "Superior." In 1848, Powell, Ramsdell & Co. built the barge "Newburgh," and substituted her for the " Highlander;" in 1851 they built the barge "Susquehanna," and ran her in con- nection with the "Newburgh." Subsequently the "Newburgh" was transferred to Wm. K. Mailler & Co., and the " Minisink" to B. Carpenter & Co. In 1870, Homer Ramsdell added the barge " Charles Spear" to the line of Homer Ramsdell & Co., who ran her in connection with the barges "Susquehanna" and " Minisink," each boat making two trips a week, forming a daily line. The latter was withdrawn in 1873, and daily trips made with the "Spear" and the "Susquehanna."

The early steamboat captains were: "Baltimore," Robert Wardrop, 1830-32, Samuel Johnson, 1833; " William Young," Seth Belknap, 1830, Whitehead Halstead, 1831, Charles Halstead, 1833; “Provi- dence," Levi D. Woolsey, 1831-33, Samuel R. Logan, 1834; "Washington," Robert Wardrop, 1834; "Su- perior," James II. Leeds, 1835; " Madison," Eli Perry, 1835; "Highlander," Robert Wardrop, 1835. In nearly all cases the persons named were previously in command of sloops.

Trade from Cornwall was probably early centred with the Ellisons of New Windsor, and with the Ilazards at Orangeville (now Moodna). The latter was perhaps on the precise site which was occupied by Toshack in 1686. The land was subsequently patented to Mary Ingoldsby, from whom it was pur- chased (1728) by David Mandevill, who sold a por- tion of it to Samuel Hazard, who, in company with bis brother Nathaniel, laid out a township plot under the name of Orangeville, erected a flouring-mill and store, and constructed a whart at Sloop Hill (in Corn- wall), from which sloops were sailed. Large quanti- ties of grain, converted into flour at their mill, found its way to New York by their sloops. Indeed, flour was one of the staple products of the county for many years. The Hazard mill, Hasbrouck, Denton, and Belknap mills at Newburgh, and the Ellison, Schultz, and Trimble mills in New Windsor, were quite as celebrated in their day as some of the favor- ite Western brands of the present time.

The freighting business at Cornwall proper began at about the commencement of the present century, when Capt. Daniel Tobias sailed a sloop and kept a store. His brother, Isaac S., continued the business after 1807, and constructed a dock and built the sloop "Hector." Capt. Nathaniel Ring was Tobias' con- temporary. In 1810, Capt. Reuben Reynolds, of New Windsor, removed to Cornwall, and built, in company with Tobias, the sloop "Hamlet." In 1812, Capt. Tobias sold out to Isaac Van Duzer, who sailed the sloop "Exchange," Capt. John Gifferth. In 1828, Mr. Van Duzer built the first steamboat for freighting purposes ever constructed on the river. She was built by Silas Corwin, of New Windsor, and her boiler and engine were furnished by Isaiah and John Townsend, of Albany. She was named the " Experi- ment," run for several years by Mr. Van Duzer, and then sold to Weeks & Griffin, who sold her to Henry Bertholf & Co., who rau her four or five years. She next became the property of Hudson McFarland, Mr. Mitchell, Dr. Morrison, and Captain Tobias. The latter ran her for a year, when her engine became broken, and she was dismantled of her machinery and converted into a barge, and was sailed as such from New Windsor hy Capt. Dyer Brewster. The steam- boat " Wave" succeeded the " Experiment," and sub- sequently the " Union" was put on and officered by Capt. Tobias. Then came the "General Jackson," followed by the " Gazelle" and the "Caledonia," the two last named merely stopping at Cornwall for freight. About 1856, Henry Clark bought the pro- peller " Orange County," and put hier on the line nn- der Capt. Joseph Ketchum. Her trips were continued until 1864, when the commerce of Cornwall, except by river boats of other lines and by the branches of the Erie road, was numbered with that of New Windsor.t

* On the 16th July, 1846, the " Thomas Powell" made the trip from New York to Newburgh in two hours and forty minutes running time.

+ Beuch's Cornwall.

110

HISTORY OF ORANGE COUNTY, NEW YORK.

ORIGINAL ROADS.

The early carrying trade from New Windsor, New- burgh, and Cornwall was due to their positions as natural entrepôts. They were the most accessible points through which New York could be reached by the people of the district, as well as by those residing in northeastern New Jersey and Pennsylvania, and in their direction all the early roads tended. These roads were, first, the king's highway or public road,* from Kingston to New Paltz, and from thence to Shawangunk "and the neighborhoods annexed to New Paltz," and from New Paltz to the Palatine parish of Quassaick, and from thence through New Windsor, Cornwall, the Clove, and northeast New Jersey to Fort Lee ;t second, the old Goshen road, which intersected the road last described and ran from New Windsor to Goshen, and from thence west to the Peenpack settlements on the Delaware, where it intersected (third) the old Mine road from Kingston to the Minisink country of New Jersey and Pennsyl- vania ; fourth, the king's highway trom Shawangunk through Montgomery to Goshen, and thence through Florida and Warwick to Sussex, N. J., intersecting the king's highway to Fort Lee; fifth, the Little Britain road, running almost directly west from New Windsor to the Wallkill, and intersecting the road from Shawangunk to Goshen, and with a branch on its eastern extremity, called the Wallkill road, to Newburgh. From four points of the compass, cov- ering an arc of not less than three hundred miles, these roads all came together at New Windsor on lines almost as direct as a bird would fly. Newburgh, lying north of this centre, shared only in the travel of the routes to the north and northwest, with a single road running west through Coldenham to Mont- gomery, which had been constructed by the Coldens. To these facts New Windsor was indebted for its early commercial supremacy.

At what precise period the main lines described were opened it would be difficult to determine; it is fair to presume, however, that they did not antedate settlement, and it is also fair to presume that they were substantially based on trails which had been followed by the Indians for ages, except, perhaps, the Little Britain road. A crude network of main and divergent paths through the forests these Indian trails were, but in the absence of better routes they were traveled by the first settlers until they became well known, and ultimately lost their original character by enlargement and improvement. The "old Mine road," to which reference has been made in another

chapter,¿ may be cited as an example. It was origi- nally the great trail from the Minisink country to Esopus, with thousands of intersecting paths. Whether the trail was known to the Dutch settlers of Esopus at the time of the last Indian war (1664) is not a question which can affect its title to antiquity, nor the fact of its early travel, of which its " Yagh houses," or resting-places, are sufficient evidence, and which were in existence in 1704. Between 1704 and 1734 it became a king's highway under colonial law, and as such was the subject of petition to the General Assembly, of which it is said in the journal of pro- ceedings : " The petition of Jacobus Swartwout, Wil- liam Provost, William Cool, and others, freeholders and inhabitants residing and living in Minisink, in the county of Orange and WIster, was presented, setting forth that several persons in West New Jersey and Pennsylvania having no other way to transport their produce than through the Minisink road, and there being about forty miles more to repair before they came to Esopus, that they (the persons referred to) be compelled to work on said road and assist in re- pairing it to the house of Egbert DeWitt, in the town of Rochester, in the county of Ulster." In other words, the petitioners intended no doubt to have it understood that as they had made the road, it was but just that those who used it should help to main- tain it. It was an important road, and the link which was made to intersect it from Goshen was also an important one, as it shortened by many miles the route to tide-water. That the king's highway from Kingston to New Paltz and Newburgh, and thence to Fort Lee, was substantially on an original Indian trail is presumed from the fact that it was a line of travel by the Indians. Throughout the entire dis- triet all the trails ran to the Dans Kammer, the temple in which the Indians worshiped their god Bachtamo. The branch from New Paltz to Goshen, or Shawangunk to Goshen,? was substantially the "Chawangon trail," which is met in some early deeds. The line from Sussex was as clearly one as any of the others, and also its intersecting line to Goshen. The known points in communication are the guides to this conclusion,-the Wawayanda castles, and that of Maringoman on the Schunemunk. That Sarah Wells, the traditional first white woman on the Wawayanda Patent, passed over the bed of the old Goshen road, or substantially so, we have little doubt.

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History of Orange County, New York, with illustrations and biographical sketches of many of its pioneers and prominent men, Part 26

Author: Ruttenber, Edward Manning, 1825-1907, comp; Clark, L. H. (Lewis H.) Publication date: 1881 Publisher: Philadelphia, Everts & Peck Number of Pages: 1336

Author: Ruttenber, Edward Manning, 1825-1907, comp; Clark, L. H. (Lewis H.)
Publication date: 1881
Publisher: Philadelphia, Everts & Peck
Number of Pages: 1336