History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley, Part 169

Author: Caldwell, J. A. (John Alexander) 1n; Newton, J. H., ed; Ohio Genealogical Society. 1n
Publication date: 1880
Publisher: Wheeling, W. Va. : Historical Pub. Co.
Number of Pages: 728

USA > Ohio > Jefferson County > History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley > Part 169
USA > Ohio > Belmont County > History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley > Part 169

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

This seemed to bring our voyage to an almost insupportable crisis, all was uproar and confusion, some declared they would return home, while others said they would walk to Pittsburgh. The pilot and captain got into a real jangle, while some of the passengers and crew began to hunt up their baggage, and all gave indications of abandoning the boat. At this critical and most discouraging juncture, our worthy old friend, who had quieted our disturbances on our first voyage, again interfered, and by his kind and conciliatory demeanor, and great influence, soon reconciled all parties, and effected an agreement; that the eaptain should procure a team, and have brought from the near- est coal bank a load of coal, and that the passengers and erew should in the meantime loosen the boat, and set her afloat again.

With this understanding we all went to work in good earnest. for by this time our tine clothes had become so much sullied that no one any longer thought it of any importance to keep his work at arm's length, and about two o'clock P. M. we succeeded

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HISTORY OF 'BELMONT AND JEFFERSON COUNTIES.

in getting our boat off the bar, and as good luck would have it, about the same time our good captain hove in sight with his load of coal.

Our prospects, which looked dark indeed in the morning, now began to brighten up, and we were all cheerful and happy in view of the prospect of again successfully prosecuting our jour- ney. We had raised the steam pretty high, so that no time should be lost after we should get our coal aboard, and from ap- pearances we had every reason to believe that we should be under way again in a few minutes; but unfortunately at the very point of time when our captain had his teamster back his wagon with endgate off to the brink of a precipice immediately above the boat, some one to amuse himself, and probably for the purpose of startling his next neighbor, let a puff of steam escape from the safety valve, which frightened the poor horses so that they snorted and run like wild animals, scattering our coal over a ten acre cornfield.

This threw us again into great confusion, all was noise and bustle, and a terrible hue and cry raised against "the fool" who had done the mischief, the captain, who was of rather even temper, seemed to be provoked past all endurance, and when he cast his eyes over his scattered coal, declared if he could find out who had frightened the horses be would skin him, for he had again and again forbidden any one to meddle with that safety- valve. Fortunately for the aggressor, we were never able to find out who he was.

As soon as, this flurry was over, we all turned out, and gath- ered up as much coal as took us over the ripple, and then with the aid of our rails got up to the coal bank, where we received a fresh supply.

Nothing further of much importance occurred on our way up, we had all become so well disciplined to our work, and the ab- solute necessity of strict attention to it, that we began to move on without much flinching or murmuring. We took our time, and if anything occurred on shore or elsewhere that was inter- esting or amusing, we would stop to enjoy it. On one occasion a wounded deer was discovered swimming in the river some half mile below, when we immediately landed and sent out a file of men on the jolly boat to try to capture it. The poor ani- mal was soon overtaken, and after a terrible battle was dragged into the boat, to all appearance dead. By this time they were, perhaps, more than a mile below us, and found that the hardest part of the adventure was to row up again. Being elated, how- ever, with victory, and anxious to show their booty, they rowed hard, and soon found themselves within a short distance of us. We were all paraded on deck, anxious to see the captured deer, but, to the great surprise of all, just when they were about to board us, the poor animal, having come to life again, sprung out of the boat and swam with apparently more vigor and speed than when it was first pursued, and they again found them- selves some halt mile down the river before they retook it.

Thus far I have said nothing about our fare, but an effort on the part of the cook to prepare a piece of this venison for dinner, brings that part of the narrative forcibly to my recol- lection. Our boat had been furnished with a cooking stove, of the utility of which our cook scemed to have little conception. At that early day but few cooking stoves were in use; and, like steamboats, those that were in use were, at best, of but poor construction, and as to ours, an error had been committed in setting it up, which drew many curses on the poor cook, for everything which came to the table was so perfumed with gas and smoke that it was with difficulty we could swallow enough of it to save us from starvation. The true cause of the difficulty remained unexplained until after we had arrived at Pittsburgh -the cook having to bear the blame, and the passengers the gas and smoke. Immediately on our arrival at Pittsburgh, the builder (who resided there,) was sent for, when cook and all went to work abusing him for constructing and imposing upon the public such a stove; when, almost convulsed with laughter, he explained the whole difficulty, pointing out to us a certain plate perforated with holes, which was intended to let the steam only bear upon the victuals, but which had been so misplaced as to let all the smoke and gas (instead of the steam,) penetrate and perfume everything we had eaten for the last five days. And thus ends our pleasure voyage, for the boat was found to be so much injured on her passage upthat it required some eight or ten days to repair her before she could return, and the passen- gers all being anxious to get back again, had to find their way home in whatever way best suited their convenience. After such exhaustive and interesting papers little remains: for ns to add, beyond informing our readers that the gallant captain, in command was none other than Capt. Elijah Murray; the inde-

fatigable engineer, Adam Wise; and the "good old man" re- ferred to so complimentary was the venerable pioneer after whom the boat was named. But the unfortunate cook's name must remain untold, as the exasperated party took so little in- terest in holding him to "memory dear," that with his services was shipped his name at the conclusion of the first "voyage."

THE "ROBERT THOMPSON" BUILT AT STEUBENVILLE, WAS THE FIRST BOAT TO ENTER THE ARKANSAS RIVER.

There are yet many in Steubenville who have a vivid recol- lection of seeing the "Robert Thompson" steam first from this port in 1821, she having been built ostensibly to run between Pittsburgh, Cincinnati and Louisville. We clip the following interesting facts about her from the Cincinnati Commercial of June 10, 1870 :- "Captain John S. Devenney has presented to us one of the steamer "Robert Thompson" posters, about five by seven inches in size, which announces that that boat will leave Fort Smith for the mouth of White river, on Wednesday, May 26, 1822, at 9 A. M. This boat was commanded by Captain George A. Dohrman, with Jacob A. Dohrman, clerk, and Peter A. Dohrman, pilot. The hull of the Thompson was built where Wellsville, Ohio, now stands, and the cabin and machinery at Steubenville. The hull was 65 feet keel. 11 feet beam, with 3 feet hold, and side wheels. She had one double fine boiler, the first on the river. She started on her first trip to Pittsburgh, March 17, 1821, and made several trips from Pittsburgh to Louis- ville. About the middle of June she commenced plying as a regular packet between Cincinnati and Louisville, making two trips per week, carrying all passengers and freight, through and way, then offering during the low water season. She carried several pleasure parties from Cincinnati and Louisville to and from Big Bone Landing. In February, 1822, she left Steuben- ville for the purpose of transporting 300 tons of army stores to Fort Smith, Arkansas, She towed 32-feet keel boats to Mont- gomery Point, above White River Island. On her first trip from the Point sbe towed one of her keels loaded and a flat boat 80 by 18 feet, containing 100 barrels of flour, up White river some six miles through the pass, six miles into the Arkansas river, and thirty miles up to the post of Arkansas, where she left the flat and proceeded to Fort Smith. She was the first boat above Little Rock, made four trips from Montgomery's Point to Fort Smith, and left. Little Rock July 4, on her last downward trip. On her way from Steubenville to her destination she landed just below the mouth of Wolf River, and lay by all night where Memphis is now located. There was no house or cabin in that vicinity until you came down to Fort Pickering. We gleaned the above facts from Mr. J. A. Dohrman, clerk of the Robt. Thompson."

The latter gentleman, however, at present writing, is dead, and the only surviving member of the crew is Wmn. Thompson, who was carpenter, and from whom we have gleaned the follow- ing additional facts :- "It was Arthur Phillips who built the Thompson's engine and her cabin was put up at Elijah Murray's boat yard. She was a plain looking but stout boat, and could make easily trom three to four miles an hour against the stream. Her last downward trip was to Louisville, to the Falls of Ohio. Here an attempt was made, by taking out her engines, to raise her over the falls, but arriving at the point to cross the river, they failed, and then ran her back to the foot of the falls, where Captain Dohrman sold her for $2,500 to some Louisville men, and she subsequently plied there some two years and was finally lost. When I was running on her (said Thompson), I fre- quently witnessed ludicrous scenes among spectators who came to see the engine work, but our engineer's choice joke seemed to be to catch a group of Indians gazing upon us in utter bewilder- ment, as we quietly steamed along-sometimes twenty to thirty would be gathered, male and female, several on ponies-when he would raise the safety valve as we were just opposite to them, Well, sir, no one ever saw the equal of the stampede that fol- lowed, and it took less time than I am occupying to tell you to witness every foot of ground within sight as free of red skins as the palm of your hand." Our informant, Wm. Thompson, is a native of Tyrone, Ireland, was born in 1799, and came to this country with his parents in 1801, settling in this vicinity since 1810. His wife, once Charlotte Dohrman, also hale and hearty, is a sister of the late captain and clerk on the "Thompson," be- ing seventy-seven years of age.

Down to 1831 or 1832, regular boats had not been put on any part from Steubenville. Most, if not all, the trade from this port by water, fell to the lot of passing boats. About this time. how- ever, George A. Dohrman and Matthew Roberts having long

ESTABLISHED 1806 HERALD.

PRINTING OFFICE. BOOK BINDERY

HERALD OFFICE

P. B . CONN, Proprietor.

STEUBENVILLE, JEFFERSON COUNTY, OHIO

489

HISTORY OF BELMONT AND JEFFERSON COUNTIES

run the mails by coaches, conceived the idea of putting on a small steamer to run to Wheeling. The services of Elijah Mur- ray, boat builder, was ealled into requisition, and he constructed a small steamer, called the " U. S. Mail," which was promptly put into the Wheeling trade under command of Captain Peter Dohrman, and who also carried the mail. This was the first regular steamer put on to run from Steubenville. In 1835, she was sueceeded by the " Post Boy," built for Matthew Roberts, placed in command of Captain Lucas, with John S. Devinney, engineer, and Captain Hugh Caldwell, clerk. In the latter por- tion of her term of running, however, she was under the cap- taincy of J. S. Devinney. In 1836, we next find that Captain Devinney and Messrs. Roberts, Orr and Henning purchased, or had built, a fine side-wheel boat, the " Utah," commanded by Captain J. S. Devinney, which was put on specially to trade be- tween here and Pittsburgh. She made a capital start, but had run only some twelve months ere she was subject to an explo- sion while lying at the Steubenville wharf-an accident un- happily resulting in the death of one and injuring of several en- gaged upon her. She was afterwards repaired, and having plyed between here and Pittsburgh some three years, was sold to run on the Wabash river. Next in order, running between Steu- benville and Pittsburgh, came the "Steubenville," built up the river and brought here in 1837. She was in charge of Captain Boggs and owned by a private company in this city. Her ca- reer was, however, only a short one, for after two or three years' serviee she was sold and taken to run on the lower rivers. These latter were the only two boats ever employed exelusively to trade between Steubenville and Pittsburgh, hence there has not been any special boat from this port on that route for many years. Resuming the history of our early communication with Wheeling, about 1838, the " Post Boy " was succeeded by the " Wabash," commanded by Captain Arthur Watt, and twelve months later, she gave way for the "Cabinet," a capital little steamer, 130 feet long, with 18 feet beam, and under command of Captain P. Dohrman, who was also her chief, if not exelusive owner. An interval of a few years, however, elapsed between the running of the " Wabash " and "Cabinet," as the latter did not make her first trip till about 1843. After running some two years she also was sold. At this time-say 1845-6-Captain Abner O'Neal being a resident here engaged in running the "Ve- roca," and a most skilled navigator-having also built and com- manded the "Sylas Wright," with so much success in the trading between Pittsburgh, Louisville and New Orleans-now joined with a Steubenville company who floated the handsome stern- wheeler, " James Means," capable of carrying some 200 tons. Her career in the Wheeling trade, however, was of equally short duration, for a very few years after we find her superseded by the " Forest City," from which latter boat the engine was sub- sequently transferred to the present running boat, "Abner O'Neal," now under command of Captain George O'Neal, and still keeping us in daily communication with the famous "Nail City."

At present writing (1879) there are two steam boats owned or partly owned in this community-the "O'Neal," running to Wheeling, and the " Bachelor," commanded by Capt. N. Wint- ringer, who keeps her in the Wheeling and Pittsburgh trade ; making Steubenville a point of call, each trip up and down. There are, however, quite a number of coal barges, skiffs and pleasure boats owned by private firms and individuals, which frequently give animation to the surface of the Ohio in view of the city front, The present wharf boat was established in the neighborhood of 1841-2, by Captain Whittaker O'Neal, but has been replaced by three or four others to the present time. Alex- ander Doyle was one of the earliest officers in charge of it and once its owner, while the present wharfmaster, Capt. G. O'Neal, is represented by one J. Lashly, who has for many years been associated with the river and his present charge.

Elijah Murray took the initiative in boat building here as early as 1819, and continued down to 1838-9, when that line of en- terprise was abandoned in Steubenville. As already stated Phillips was the original name associated with the dawn of marine engine building as far back as 1820-his first successful effort being the erection of the machinery for the "Bazaleel Wells" steamer. Mr. Phillips, however, leit for Wheeling about 1832, and the old machine shops were succeeded to by Mr. James Means. The latter gentleman never nudertook tho construction of marine engines, but his sons continuing the business after their father's death, did construct one, and only one, such piece of mechanisin. It was a small engine for Capt. John McLure's new steamer tho "Phaeton," now running be- 62-B. & J. Cos.

tween Wheeling and Sistersville, which has proved one of the swiftest and best little crafts on the river.

As regards our river facilities it is only necessary for history to record that local packets communicate with the Cincinnati boats daily, independent of through packets. There is a regu- lar Sunday boat for Pittsburgh, and two boats on Tuesdays, Thursdays and Saturdays. In addition to the above there are weekly paekets each way to and from St. Louis, and numerous transcient steamers for points on the upper and lower Mississippi and the Yellowstone and Far West. With such competition river freights are necessarily low, and shippers have the oppor- tunity of making most favorable terms.

STEUBENVILLE'S ANCIENT AND MODERN MODES OF COMMUNICATION WITH THE OUTSIDE WORLD.

HOW THE CITY WAS ONCE COMPARATIVELY SHUT OUT FROM ALL THE LEADING COMMERCIAL CENTRES-BUT BY STEADY, PERSISTENT ENTER- PRISE SHE HAS ESTABLISHED A PRIVILEGED ACCESS OF INESTIMABLE IMPORTANCE.

From the early establishment of National pikes-thanks to the influence and indefatigable labors of Henry Clay-(were such due)-Steubenville has never shared the full advantages of such a main artery for commerce within her borders. If, however, the dictates of skilled surveying and practical engin- eering had alone been consulted, a very different consequence would have resulted. But the famous statesman's affeetions and pre-eminent abilities proved so thoroughly affiliated to the interest of Wheeling, that the then infant town of Steubenville was, so to say, left out in the cold, a promising community, charmingly located, subjected to the precarious crumbs of ehance whether it prospered or otherwise. At first, favored only by a location on the margin of the river, and in the pos- session of a few very imperfect country roads, she certainly did seem to have a dreary path to traverse in quest of anything approximating importance, and might have yielded to despair had it not been for the consolation afforded in the poetic senti- ment-

"Who shall foreshadow the happenings of fate While Providence controls the helm ?"

So early as 1815 or 1816 the nueleus to a prosperous city bad already matured from the combined energies of an enterprising and persevering band of early settlers. Manufactures were looming up, and inereased facilities became imperative. As re- ferred to in a previous chapter, in 1819 the Hon. J. C. Wright, district attorney for the state, made his tours of Columbus, Cleveland, &c., for the purpose of opening up new roads and in- speeting those already in existenee, in view of their improve- ment. Proceeding out of town, to the northeast, was the Pitts- burg pike, graded in this section about 1834-5. Going east was the original Washington road, connected with the pike four miles east of Wellsburg; and these were the only ones of import- anee apart from the main city outlet, known as the "Old Steu- benville, Cadiz and Cambridge road." To improve the latter, a private company commenced operations July 10th, 1837, and under the direction of Civil Engineer Reeves, grading, maead- emizing, and slightly improving the location of the road was eontinned for some time. Nor was this all, as the said road, for a distance of some fivo miles ont (to what is termed "The Forks") was also planked, in or about 1850. We should, how- ever, more minutoly describe this road to make clear its advant- ages, At " The Forks " referred to, one road branched to Cadiz, Cambridge and Zanesville, while the other, three miles hence, brought us to the " Ridge Meeting House, " where a second fork admitted of roads leading to Salem and New Philadelphia, or to Richmond, Carlton, Waynesburg, Canton and Massillon. Thus, if not favored with an immediate location of the National pike, it will be scen that Steubenville early secured and enjoyed-as she doos to-day-numerous outlets and inlets for the convenience of pedestrians and the condnet of her commerce. During 1817 or '18 Matthew Roberts-then a youth-carried the first mails to Pittsburgh ou horso back, a year or two afterwards being succeeded by John McMillan, whose better means and enterpris- ing spirit led to the immediate introduction of

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HISTORY OF BELMONT AND JEFFERSON COUNTIES.

THE FIRST STAGE COACHES.

Then dawned a grand new era for those days. True, it was only a two-horse coach that he first started out with, but he soon saw he was " going in the right rut, " and a regular line of more desirable coaches were promptly placed on the road between Steubenville, Pittsburgh, Wheeling and other places. About 1823-4 his example was followed by George A. Dohrman, while Matthew Roberts, who had in the meantime been running a successful business as a tinner, besides reaping sundry profits from other employments, also, in due time, succeeded to the staging business-the latter becoming a very prominent citizen -his coaches communicating with Painesville, Ashtabula, Wheeling, Pittsburgh, and subsequently Cambridge, Canton and Massillon. In fact, Steubenville, at one time, became so favor- ably accommodated as to have from sixto eight coaches leaving, in as many directions daily, and the clarion notes of the rud- dy-faced " coachy " was then more familiar than is the scream of the locomotive in these days. But the cost of travel was the most serious consideration, and rendered a lengthened trip from home a somewhat expensive luxury. For instance, $2 was the coach fare to Wheeeling, and $1.25 by steamer, while the average rate of fares was based on five cents per mile, go where you would. Each passenger was only allowed 20 pounds of baggage, a coach carrying usually from nine to twelve pas- sengers. The driver was the sole official in charge, usually trip- ped over about eight miles per hour, and changed horses, on long runs, about every ten to twelve miles. He was not only required to be civil, patient and obliging, but a man of nerve to control four prancing steeds, beside possessing healthy respira- tory organs to lustily blow the horn or trumpet with a peculiar flourish as he approached each post office on his route. And this brings us to

HOW MERCHANDISE WAS BROUGHT TO THE CITY.

Well, as will be found in another chapter, headed "Ohio River," giving a full and complete history of all shipping from this port, as early as 1831-2 the little steamer "U. S. Mail" be- gan to run to Wheeling and in 1836-7 the "Utah" and "Steu- benville" were put into the Pittsburgh trade especially, from this port. Hence a great deal of freight was brought by river. But in certain seasons there was frequently a lack of water, or the river froze over, when there was no alternative but to fall back upon road wagons. These were plentiful enough in years gone by-most of them being constructed to carry in the neigh- borhood of five tons-covered, and drawn by six horses. That method of hauling, however, like coaching, was exceedingly ex- pensive, as $1 per cwt. was charged for freight from Pittsburgh to Steubenville, and $3.50 to $10 per cwt. from Philadelphia to Pittsburgh, according to the route, weather and nature of the goods hauled. An old settler remarked to us-"horses were nearly as numerous as flies through the country them days-were wanted for everything-and though they were considered very cheap we could not get a real good span of coach horses under about $200. Oats cost from 18c to 26c per bushel ; corn 25c and hay $6 per ton. I've known wheat fetching $1.50 in eastern markets when the price here was not over 30c per bushel, but" -he remarked with a smile and a shake of the head-"the rail- roads have closed up all such gaps in these days." Nor must it be supposed that stage coach drivers fared any better than the most underpaid railroad officials in our time, for their average salaries did not exceed from $10 to $12 per month, while upon them devolved all responsibilities. Of course, each driver was boarded by his employer, but was held accountable for the care and attention necessary to the management of his team without the aid of a hostler. And thus did things move along down to

THE INTRODUCTION OF RAILROADS,

the idea of which was discussed as early as 1847-8. In Feb- ruary of the latter year, a charter being obtained for the "Steu- benville & Indiana railroad" with the following names thereto as incorporators : James Wilson, James Means, Nathaniel Dike, Wm. McDonald, Daniel L. Collier, John Orr, John Andrews, David McGowan, Jas. Gallagher, James Mckinney, Roswell Marsh, James Turnbull, and Alexander Doyle. So far, so good -but a sudden lull was experienced in working out the en- terprise, and its further success down to 1850 looked truly doubtful, notwithstanding the local press kept the subject con- stantly before the people and at every turn urged its interest. This year, Mr. James Parks, Mr. A. L. Frazier and others also espousing the cause, conferred with Mr. Means and a number more of the incorporators upon the desirability of inviting Mr.

Daniel Kilgore, then of Cadiz, to come in with them, and accept the presidency -- they having unbounded faith in that gentle- man's influence and executive ability. Atter due consideration Mr. Kilgore assented, and immediately removed from Cadiz to Steubenville, resolved to devote his entire energies to the work in hand. He and Mr. James Parks took to the country, locat- ing the road, canvassing elections and soliciting stock and rights of way-in the prosecution of which duties they were exceed- ingly zealous and very successful. But during December of 1851, a serious blow fell upon the enterprise in the sudden death of Mr. Kilgore, during his absence in New York on railroad business, when he was succeeded in the presidency by Mr. Jas. Means. Mr. Parks, up to 1853, having also carried on a pros- perous dry goods business in the city, that year relinquished it to concentrate his entire energies in the new project. The first sod was turned during 1851 or '52, on section one, near Sha- man's dump, by Mr. Roswell Marsh, in the presence of quite a number of spectators, who heartily cheered and wished the en- terprise a hearty God speed. The good work prospered down to the fall of 1853, when upon a Saturday afternoon, October 8th, three fine locomotives, (for those days) ran into the city across Market street, drawing in two cars. The engines' names were the "James Ross," "Bazaleel Wells" and "Steubenville." Speaking of that occasion the Steubenville Herald of October 10, 1853, says :- "They (the engines) passed up to the depot, above Market street, where a large concourse of people, with the military of the city had assembled, when this being a new era in the history of Steubenville, Colonel Collier was called upon and made an appropriate address, being followed by a lively air from the brass band in attendance. The military and citizens then crowded the cars-flags were flung to the breeze, fire arms discharged, and other manifestations made expressive of general delight .* This over, a free excursion was given along the line, the first officials being William Hinckle, engi- neer ; Charley Butterworth, firemen; - Legare, of Balti- more, conductor, and Geo. Kells, of Steubenville, baggage mas- ter. "Upon the return of the first train, of course a large crowd again gathered to gaze upon the modern iron horse, which seemed to say as he approached-

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History of Belmont and Jefferson Counties, Ohio, and incidentially historical collection pertaining to border warfare and the early settlement of the adjacent portion of the Ohio Valley, Part 169

Author: Caldwell, J. A. (John Alexander) 1n; Newton, J. H., ed; Ohio Genealogical Society. 1n Publication date: 1880 Publisher: Wheeling, W. Va. : Historical Pub. Co. Number of Pages: 728

Author: Caldwell, J. A. (John Alexander) 1n; Newton, J. H., ed; Ohio Genealogical Society. 1n
Publication date: 1880
Publisher: Wheeling, W. Va. : Historical Pub. Co.
Number of Pages: 728