History of Chester County, Pennsylvania, with genealogical and biographical sketches, Part 98

Author: Futhey, John Smith, 1820-1888; Cope, Gilbert, 1840-1928
Publication date: 1881
Publisher: Philadelphia, L. H. Everts
Number of Pages: 1162

USA > Pennsylvania > Chester County > History of Chester County, Pennsylvania, with genealogical and biographical sketches > Part 98

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).

Hoopes', io 1852, at lloopes' Ford, on the line between East Caln and West Bradford.

Ommond's, crosses White Clay Creck near Osmond's factory, in Lon- don Britaio township, on the road leading from Yeatman's mill to D. B. Nevin's quarries. The old bridge having been washed away, the present ono was erccted on the site in 1852.

Harvey's, in 1853, over the west branch of the Brandywine at Ifar- vey's Ford, on road leading from Doe Run to Romansville, in Newlin township ; contract price $1390.

Mode's, in 1853, over the west branch of the Brandywine, near Mode's mills, in East Fallowfeld township, on the road leading from McWilliamstown to the Lancaster turnpike; cost $1040.

Pickering Creek, in 1853, crosses said stream near Samuel Davis', in Charlestown township, on the State road from West Chester to Pho- Dixville; contract price $1339.

Mockey's Mill, in 1853, spans the Big Elk at Mackey's mill, in Franklin township, on the road leading from Lewisville to Strick- ersville.

Charlestown, built in 1853, over Pickering Creek, on road from Charlestown to Phoenixville; blown down Nov. 6, 1880. In 1881 an iran one was built for $2200.

Reed's, built in 1854, over Indian Run, in Wallace township, on road from Moorestown to Springton Forge.

Waterloo Mills, built in 1854, in Easttown township, over Darby Creek ; rebuilt in 1869.

Brinton's, in 1854, over the Brandywine, on the road leading from Kennet Square to West Chester ; cost $3060.

Reiff's, in 1855, crosses the Schuylkill Canal opposite Reiff's Ford bridge, in East Vincent township; cost $1900.

Mc Donald's, in 1855, over Big Elk, in East Nottingham township, near Charles K. McDon Id's saw-mill, on the road leading from Ox- ford to New London; contract price, $1028.

Tustin's, in 1855, crosses Pickering Creek near Joseph Tustin's, in West Pikcland township, on road leading from Chester Springs to Pikeland church ; cost $1604.

Nirin's, in 1855, over cast branch of White Clay Creek, in London Britain township, on road leading from Kimbleville to Wilmington.

Wickersham's, in 1855, over the west branch of White Clay Creek, near Wickersham's mill, in Londongrove township, on road leading from New London to New Garden.

Me Dowell's, in 1855, crosses Big Elk Creek at McDowell's mill, in Upper Oxford township, on rond leading from Penn Station to Ox- ford, on line of Penn towoship.

Suger's (formerly called "Wistar's"), over the Brandywine, is the site of an old bridge built many years ago, and replaced by the pres- ent structure in 1856 ; it is on the road from West Chester to Parker- ville; rebuilding cost $1900.

Kennedy's, in 1856, over French Creck, near A. Kennedy's, in East Vincent township, on road leading from Ridge road to Kimberton; cost $2149.

Pyle's Ford, in 1856, crosses the Brandywine, in Pennsbury town- ship, on road leading from Pyle's mill to Chads' Ford, on line be- tween Chester and Delaware Counties; cost $13,600. It has a span of 320 feet.

Iluston's, in 1857, crosses the west branch of Brandywine at Hus- ton's rolliog-mill, in Valley township.

Evans' in 1857, crosses Muddy Run, in Upper Oxford township, on road leading from . Lancaster to Newport, near what is known as Evans' mill ; contract price $1461. A stone-arch bridge was built over the race nt west end of the bridge in 1870.

Pointer's, in 1857, at the ford of the same name over Brandywine, on the line of Birmingham and Pocopson townships; cost $4250.

Valley Forge Dam, in 1857, crosses East Valley Creek at the head of Valley Forge dam, on road leading from Swede's Ford road to Valley Forge, in Tredyffrin township. In 1865 it was washed away by a freshet, and the present bridge built for $1179.

Milford, in 1857, crosses March Creek, in Upper Uwchlan township, on road from Eagle to Brooklyn Station ; contract price, $2050.

Ashbridge road, built in 1858, in Willistown township, over Ridley Creck, on line of Delaware County.

Roberts' Ford, built in 1858 over Crum Creek, in Willistown town- ship, on road from White Horse to Entriken's mill. In 1859 a new superstructure, by Mosely Iron Company, was put up at cost of $977.50.

Marshall's, in 1858, over Red Clay Creek, near Marshall's mill, in Kennet township, on road leading from New Garden to Wilmington. Rebuilt in 1861 ; cost $1097.

Grosstoion Ford, spans the canal, in North Coventry township, at Grosstown Ford; cost $1008.

Davi»', in 1859, crosses a branch of East Valley Creek, near William W. Davis', in Tredyffiin township, on road leading to and not far from Worrall's mill.

* In 1874, being pronounced unsafe, King Iron Bridge Company built a new one at a cost of $3300.

357

INTERNAL IMPROVEMENTS.

Hickman's Ford, in 1859, crosses Chester Creek, on road leading from Cheyney's shops to Dilworthtown, in Thornbury township.

Jordan, in 1859, erosses Jordan Creck near Sidwell's Ford.

Stubbs', io 1860, crosses Northeast Creok at Stubbs' mill, in East Nottingham township, on road from Nottingham Station to Hilaman's inn ; an iron bridge; contract price $800.

McCreary's mill, in 1866, over Irwin's Run, near MeCreary's mill, in Lower Oxford township, on road leading from Hayesville to Twad- dle's inn ; an iron structure; price $800.

Shaw's, in 1862, over the east branch of the Brandywine, at the point formerly known as Brinton's Ford, on the road from West Cbes- ter to Unionville; cost $2130.

Mount Vernon, in 1865, over Octorara at Burton's Ford, in Lower Oxford township, on road leading from Oxford to Lnneaster, on line of Laneaster County ; contract price $2656.

Denny's, in 1866, spans Marsh Creek, in Upper Uwehlan township. Suyder's, in 1866, crosses French Creck, in East Pikcland township, on road leading from Kimberton to Ridge road; cost $3595.50.

Twaddle's, in 1866, over Allen's Run, on the road leading from Twaddle's inn to Pine Grove Rolling-mill, in Lower Oxford township. Bartram's, built in 1866, over Crum Creek, in Willistown township, on road from White Horse to Newtown Square; eost $1133.

Sinclair's, in 1867, at Sinelair's Ford on Red Clay Creck, in Kennet township, on road lending from Now Garden to Kennet Square.

Cupola Station, in 1867, erosses the cast branch of tho Brandywine near Cupola Station, on the township linc rond between Honeybrook and West Nantmeal townships ; wrought-iron bridge, made by the Phoenix Iron Company.

Worrall's Mill, in 1867, over East Valley Creek, in Tredyffrin town- ship; cost $1361.

Dorolin's Ford, in 1867, erosses the east branch of Brandywine at Dowlin's Forge, in Uwchlan township, on line of East Brandywine township.

Strawbridge's, in 1868, crosses Big Elk Creek at Strawbridge's Ford, in Upper Oxford township, un road leading from Jennerville to Oxford.

Massey's Ford, in 1868, erosscs the west branch of Elk Creek at Massey's Ford, in Lower Oxford township, on road leading from Oxford to Avondale.

Rock, over the west branch of the Brandywine, in Newlin town- ship, at a point known as the Rock, on the road leading from Mar- shallton to Unionville; an iron structure; length, 185 feet; eost $7017.50.

Parker's, in 1869, over the west branch of Bran lywine, at Parker's Ford bridge, in West Brandywine township, on the road from Wagon- town to Compassville.

Kennet Borough, in 1869, spans Red Clay Creek, in Kennst bor- ough, on State road leading from Philadelphia to Baltimore; iron bridge ; cost $1432.15.

Gibson's Ford, in 1870, at Gibson's Ford, on the east branch of the Brandywine.

Phoenixville, in 1870 ; iron, by thic Phoenixville Iron Company ; cost $7023.

Young's Ford, built in 1870, erosses the west branch of the Bran- dywine, on the road leading from Coatesville to McWilliamstown ; wrought-iron areb bridge; cost $5151.

North Bend, in 1870, crosses west branch of Brandywine above Coatesville; wrought-iron bridge; length, 178 fect; cost $10,646.

Rokeby, a covered bridge over Back Run, from Ercildoun to Doe Run, on line of West Marlborough township. In 1874, being con- sidered unsafe, a new iron one, called Broomell's Paper-Mill bridge, was built; cost $1997.

Liggett's Mill, built in 1876, over west branch of Brandywine, on line of West Caln and West Brandywine townships; cost $2546.

Coatesville, built in 1877, on Main Street; cost $3569.

Sager's Mill, built in 1877, over east branch of Big Elk Creek, in Lower Oxford township; an iron bridge; cost $1495.

Ackland's Mill, built in 1877, in Wallace township; cost $2555.04. Saylor's Mill, built in 1879, over Pigeon Creek, in East Coventry township. In 1880, injured by a flood, and rebuilt at a cost of $1222. Buck Run, built in 1880, over Buek Run, in Newlin township ; cost $1814.

Elk Creek, built in 1880, at Rudolph & Arthur's paper-mill, on line of New London and Elk townships ; cost $2334.

Mercer's Ford, built in 1880, over Octorara Creek, on line of Lan- caster County ; cost $1700.

FERRIES.

The crossing of the Brandywine Creek at Chads' Ford was frequently interrupted by high water and ice, and the settlements had become so numerous west of that stream that the establishment of a ferry became necessary. Ac- cordingly, in the year 1737, John Chads, who owned land and kept a tavern there, entered into an agreement with the county commissioners, by which, with moneys loaned him by the county, he procured the necessary boats and took charge of the ferry. Hc soon after applied to the court to fix rates of ferriage. His application was as follows :

" To the Honourable the Justices of the Court of Quarter Sessions held and kept at Chester for the County of Chester the 30th day uf August, 1737. The Petition of John Chads of Brumingham Town- ship in the sd County Humbly Sheweth.

" That your Petitioner with your Concurrence and by order of tho Commissioners and As-essors of the said County (who thought it necessary that a fferry should be Erected and Established over Brandy- wine Creek on the Road from Philadelphia to Nottingham) bas pro- vided a good and Soffieisnt fferry Boat for the Accomodation of Travel- lers and others passing and Repassing that way, And has agreed with the said Comissioners and Assessors to keep the said Boat in repair and such good & Sufficient hands to Attend the same as shall from time to time he needfull for the Carriage of all persons Cattle, Horses and Goods which on the Road aforesaid are to be Carried Over the said Creek And also to take such Rates and prices for ferriage as your Honours shall from time to time in Court Limitt & appoint.

" And fforasmuch as your Petitioner has since he Erected the said Boat Carrycd Sundry Travellers & others over the said Creek and for want of a settled Table of ffees has been Obliged to take such suins for his ffare as they were pleased to bestow upon him, which many Times fell short of a reasonable fferriage.

" Therefore he Ilumbly prays that you be pleased to settle and ap- point what ffees he shall take and Receive for the Carrying of Passen- gers, Carriages, Cattle, Horses, Hugs and Sheep over the said Creck nt the place aforesd. And your petitioner from the Experience lio has already had of the over flowing of the sd Creek and of the fferry- ing people over the same has put down in the annexed Schedule the rates and Prices he Conceives may be reasonably allowed him For fferriage-which he most humbly offers to your prudent Considera- tion.

"JOHN CHADS."

" We whose names are Subscribed do Certify the Justiecs within mentioned that we baving seen the within Petitioners fferry Boat are of Opinion that the same will answer the Good and thereby designed and that from our Particular knowledge of the said Creck and of the Overflowing and Rapidity of the same We Conceive that the Severull Rates or prices put down in the Schedule hereunto annexed for fferri- age over the Creck afsd are Reasonable and nearly in proportion to the ffarc of the fferrys already Established in this Province. Where- fore we desire that you may approve of and Confirm the same."

The court granted the prayer of the petitioner, and in a document dated Aug. 30, 1737 (which is on file in the office of the elerk of Quarter Sessions, at West Chester), we find the rates established were :

"| Every horse and Rider, four penec.

Every single person on foot, three penec, if more, two penee each.

Every ox, cow or heifer, four pence each.

"For

Every sheep, one penoy.

Every Hog, three half penco.

Every Coach, waggon or Cart, one shilling and six penee.

Every empty waggon or Cart nine pence.

Every steed four pence.

"To the aforesaid rates, the justices have subscribed their names.

" Richard Hayes, Abraham Emmit,

John Crosby, Caleb Cowpland,

Henry Hayes, Elisha Gatehell,

Samuel Ilollingsworth,

Joseph Brinton,

" Jobn Parry."

358

HISTORY OF CHESTER COUNTY, PENNSYLVANIA.

In the minutes of the commissioners we find :

Jan. 2, 1740-1 .- " It being Represented to the Commissioners and Assessors of Chester County that Forasmuch as the Ferry erected over Brandywine Creek on the road from Concord to Maryland bad been of Considerable service to the Publiek answerablo to the good end thereby Designed, But it appearing that the want of Wharffs when the creek overflows its Banks renders Peoples landing very difficult, And as Causways and Landing places had been heretofore made and maintained at the Charge of the Publick It is therefore Humbly conceived that the said Commissioners and Assessors would be pleased to Remove that Difficulty by Causing ye necessary wharfs to be made for that purpose.

"The Commissioners and Assessors upon viewing Brandywine Creek at the said Ferry hath Requested John Taylor & Edward Brin- ton to take the premises into Consideration and Exhibit to them a scheme for erecting the said Wharfs or Causways which they Judge will best Accomodate Travellers and he of least Charge to the County."

Mr. Chads maintained this ferry for several years, cer- tainly after 1743, in which year (having been deprived of his license to keep a public-house) he petitioned to be re- leased " from the care and management of said boat and appurtenances, and some other person appointed to act therein in his stead." The court did not grant his request, but two years later gave him the coveted tavern license. He died in 1760, and possibly kept the ferry until that time. The last mention of the ferry is in the minutes of the county commissioners in 1772, when

"the consideration of rebuilding the flat for carrying persons over the Brandywine coming before the board, they agree that it should be done with all convenient speed, and appoint John Webster and Thomas Taylor to procure the same as soon as they can, at the most reasonable terms."

When the forry ceased to be used is not known.

" People who approached Phoenixville from the north," says S. W. Pennypacker, " prior to 1859, were brought across the Schuylkill at Buckwalter's Ferry, where two men pulled a low flat-boat backward and forward by means of ropes stretched from shore to shore, but this slow and tedious contrivance was that year superseded by the Black Rock bridge."

NAVIGATION ON THE SCHUYLKILL.

The Schuylkill was noted, in the days of the early settle- ment, for its extensive shad-fisheries, and the inhabitants along its banks were engaged almost en masse in fishing. Fish- ing-dams and "racks" were erected from shore to shore, without regard to the obstruction of navigation; and notwith- standing a bill was passed in 1724 for "demolishing and removing fishing-dams, wears, and kedles set across the river Schuylkill," and a similar act in 1730, the enactments were evaded. The archives of 1732 contain many depositions, from among which the following are taken :

" Mareus Huling Saith That as he was going down the Schuyl- kill with a Canoe Loaded with wheat, that striking on a fish dam, she took in a great deal of water into ye wheat, by means whereof his wheat was much damnified; . . . and that at another he stroke fast on a fish dam, and should have lost his whole Load of wheat if he had not leaped into ye river."

"George Boone, John Boone, Joseph Boone, James Boone, Samuel Boone Say, That they have been sundry times fast on ye ffish Dams and Rack Dams, and to preserve the Loads of wheat have been forced soveral times to leap into ye River, and have very narrowly Escaped with their lives & Loads."

But the fishermen of Long Ford would not yield up the privileges they had enjoyed for years without a struggle. Their adversaries up the river, in 1738, organized a force of volunteers and a fleet of canocs, under command of the mus- cular Timothy Miller. On April 20th they proceeded to Long Ford, where they tore up the racks and set them. adrift down stream. Fishermen who caught some of the loosened racks and tried to carry them away were assailed, and the racks taken from them and broken and cut into pieces. The fishermen rallied with reinforced numbers, and in canoes made an attack upon Miller's squadron ; after a desperate contest they disabled Miller and all his crew, cap- turing the boat. Miller, with his thumb broken and com- panions overboard, ordered a retreat, which soon became a rout. They fled down the Schuylkill, and to escape their pursuers entered the shallow Perkiomen, where their boats got aground, the crews being compelled to seek the forests for safety. The fishermen destroyed their boats and con- tents, and thus ended " the only naval engagement ever. fought upon the Schuylkill."

Most of the participants in this affair were Chester County men. It caused considerable agitation in the colony, and resulted in the termination of rack-fishing. Thenceforward the boatmen had free course over the waters of the Schuyl- kill, and its navigation soon assumed large proportions, in- creasing from a few small canoes to a veritable fleet of boats, capable of carrying each five hundred bushels of wheat. In 1761 the Assembly appointed a board of commissioners from among the residents along its banks for " clearing, scouring," and making the river navigable for boats, flats, rafts, canoes, etc. They made dams at various places to deepen the water and increase the volume of the current. Many of these " commissioners' dams" can still be scen, among others that at Jacob's Ford, where the Phoenixville bridge now stands. This system of improvement, though simple, was not finished until about 1793. After 1816 the Schuylkill Navigation Company, being permitted by their charter to enter the river, removed many obstruc- tions, and much improved the channel for navigation.

CANALS.

The making of the Philadelphia and Lancaster turnpike seems to have inspired the people along the Brandywine with the idea that an easier and cheaper mode of transpor- tation for their produce, and for that brought along the road, to tidewater would be found in a canal-and-lock navigation by that stream. Accordingly an act was passed in 1793, concurrent with one passed by the Legislature of Delaware, authorizing a company to be incorporated, with authority to make this improvement. The navigation was to extend up cach branch of the Brandywine to the point where it is intersected by the Lancaster turnpike road. It is believed that no part of this improvement was ever made.

An act "to authorize the Governor to incorporate a Company to make a Lock Navigation on the River Schuyl- kill" was passed by the Legislature, and approved March 8, 1815. Under its provisions the " Schuylkill Navigation Company" was formed. The canal was fully opened in the ycar 1825, and its completion was hailed as the dawn of a

"MOUNT AIRY." RES. OF SAMUEL GREENWOOD NEAR COATESVILLE, CHESTER CO.PA.

GREENWOOD MILLS, SHAWL AND FLANNEL MANUFACTORY NEAR COATESVILLE CHESTER CO. PA.

DORLAN'S MILLS WAYNESBURG BRANCH P. R.R. EAST BRANDYWINE.

RES. OF D. EATON SCOTT HIGHLAND_TP_CHESTER_Co. PA.

359

INTERNAL IMPROVEMENTS.

new era in the development of the resources of this section. Much as it has since been left in the background by steam as a motor on land and water, at that time it was a gigantic stride in advance of the slow, tedious, and inconvenient modes of transportation then in vogue, of teaming over rough and muddy roads, or poling flat-boats through a rocky and crooked river. " During the progress of the work a fatal fever, engendered by damming up the stream and spreading its water over the lowlands, made terrific ravages among the inhabitants adjacent. . . . It is estimated that one-sixth of the people living within three or four miles perished."

The Chester County Canal, running from the Black Rock dam to Phoenixville, was made by the Schuylkill Navigation Company in 1828, in consequence of an agree- ment with George Thompson, who desired the water-power for use in his nail-works.

In 1847 a steamboat made daily trips upon the canal between Phoenixville and Norristown. It was called the " General Taylor.". It ran but a short time, its use as a connecting link in the passenger travel to Philadelphia being superseded by the locomotive.

RAILROADS.

WEST CHESTER RAILROAD.

In the summer of 1830 the subject of railroads excited considerable attention throughout the country, which West Chester shared with the rest. The Pennsylvania Railroad being io process of construction, it was thought desirable to connect the borough with that line, and thus secure a route to Philadelphia. The engineer of this work, John Wilson, was consulted, and on Dec. 10, 1830, a meeting was called at the " Turk's Head," at which Judge Darling- ton presided, and P. Frazer Smith, Esq., acted as secretary. A committee was appointed to examine a route, and a favorable report was made at another meeting on December 24th. A bill was passed, Feb. 18, 1831, for the incor- poration of a company, and in March subscription-books were opened with such success that twice the desired capital was offered. A charter was issued March 28th, and an election of directors followed, at which Dr. William Dar- lington, Ziba Pyle, Esq., William Williamson, Esq., Joseph Hemphill, Esq., Jonathan Jones, Elihu Chauncey, Esq., and Samuel C. Jeffcris were chosen. At a subsequent meeting Dr. Darlington was elected president, William Williamson secretary, and Thomas Williamson treasurer. John P. Baily was appointed resident engineer in May, under the supervision of Mr. Wilson.

On the 5th of August, 1832, the first car was sent through from West Chester to the " Intersection," but the formal opening was delayed till September 13th. The Pennsylvania Railroad not being finished east of that point, no communication was had with Philadelphia until October 18th, when cars were run to the head of the " Inclined Plane," four miles from the city proper, whence passengers were conveyed by stage. On Christmas Day, 1833, the bridge over the Schuylkill being finished, the route was now complete, and a number of prominent citizens of the State made an excursion to West Chester from the depot on Broad Street, and returned the same day. In April, 1833,

an act was passed to increase the stock of the West Chester road, and to build a branch from the neighborhood of Kirk- land to the Pennsylvania Railroad, at some point east of the Brandywine. This work was completed Nov. 15, 1834, being only about three-quarters of a mile long. Its chief use was to transport marble from Thomas' quarries, in Whiteland, to build the Bank of Chester County, and that being accomplished, it was found so unprofitable that it was abandoned a year or two after. The road-bed can still be traced. It is claimed for the road from West Chester to the Intersection (now Malvern) that it was the first completed in the State. It was about nine miles in length, and cost near $80,000. The fifth annual report, of Jan. 18, 1836, showed a total business of $7381.68. Horses were the motive-power for several years, and the track was made of yellow-pine string pieces, plated with flat iron bars. Stcam-power, fur- nished by the State, was introduced in 1845, and the heavy locomotives soon necessitated a more substantial track. Much might be written of the difficulties with which the company had to contend, how the stock became almost worth- less, and complete failure threatened the enterprise. With a change of management, the use of steam, and a better roadway, success came slowly but surely. In 1850 entrance to the city was gained by way of Market Strect bridge, thus avoiding the old Inclined Plane, and soon after this the Philadelphia depot was changed from Broad and Race Streets to Market Street. The company ran their cars from West Chester to the city, paying tolls to the State for the use of the main line. While the latter belonged to the State it was the tool of corrupt politicians, who managed it for the interest of party, and it failed to pay expenses. The West Chester Company was subjected to unjust and oppressive regulations, for which there seemed no redress, and which doubtless caused the formation of a company for the construction of an independent line by way of Media. After the latter was completed, in 1858, the old branch was leased and operated for some years by the Pennsylvania Company, which had bought the State works. It was next purchased by the rival company; and held until 1879, when the Pennsylvania Company bought it for about $135,000, and proceeded to put it in first-class order, building a new depot, straightening the track, and making the connection with the main line at a nearer point.

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of Chester County, Pennsylvania, with genealogical and biographical sketches, Part 98

Author: Futhey, John Smith, 1820-1888; Cope, Gilbert, 1840-1928 Publication date: 1881 Publisher: Philadelphia, L. H. Everts Number of Pages: 1162

Author: Futhey, John Smith, 1820-1888; Cope, Gilbert, 1840-1928
Publication date: 1881
Publisher: Philadelphia, L. H. Everts
Number of Pages: 1162