History of Delaware County, Pennsylvania, Part 97

Author: Ashmead, Henry Graham, 1838-1920
Publication date: 1884
Publisher: Philadelphia, Pa. : L.H. Everts
Number of Pages: 1150

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In the preamble to the act of Assembly, approved Aug. 14, 1725, which was intended to prevent the ob- struction of the navigation of Chester Creek, it is set forth that the draw-bridge which had been erected "is now gone to decay, and requires it to be rebuilt or repaired," and the act "direct the County Commis- sioners to repair the bridge within a period of twelve months."

In a letter from Maj. John Clark, written at Mr. Davis' house in Darby, Nov. 17, 1777,1 to Gen. Wash- ington, the writer says, "The bridge at Chester, on the west side the creek, has caved in, it may be made passable for a few foot ; individuals now cross it."

In the act of Sept. 3, 1778, it is stated that the drawbridge, which had been built in 17002 and re- paired in 1725, "is decayed and ruined, and that public necessity, as well as the convenience of travel- lers on the highroad, requires that a good, safe bridge over Chester Creek should always be maintained and

1 Bulletin Ilist. Soc. of Penoa., vol. v. (March, 1847) p. 11.

2 Clearly an error in date, the petition for the highway through Chester heing first presented to the Provincial Council March 19,1700 6, and the survey was not made until 1706. Besides, the extracts from the court records ahow that no bridge wae built at Chester previous to the fall of 1708, and that the bridge was not theu finished.

387

THE CITY OF CHESTER.

kept in repair ; that the draw or engine to raise and lower the same is of no public utility and is attended with extraordinary expense and inconvenience to the public." In view of these facts the act declares " that the commissioners and assessors, with the concurrence of the magistrates of the county of Chester, shall, as soon as may be, cause a new bridge to be built at the place where the old bridge formerly stood, leaving at least twenty feet clear between the timber or stone- work, and not less than eighteen feet in breadth, and eight feet headway at high water, for the easy passage for rafts, floats, shallops, and other crafts, and the said bridge be made fast and close continued from one side of the creek to the other, without any draw or open- ing for a mast."

The bridge erected in obedience to this act was a wooden structure, which was supported by heavy wrought-iron chains passing over iron columns lo- cated on either abutment. Each link of the chain, Martin says, was about two feet in length, and at either side of the bridge was a large plank cut to re- semble an arch. Over each arch was a sign, the body color white, and bearing the following notification in black letters :

" Walk your horses and drive not more than fifteen head of cattle over this bridge, under a penalty of no less than $30." 1

This structure was carried off its abutments by the water during the noted flood of Aug. 5, 1843, and swept by the torrent against Eyre's wharf, where it remained, held fast by one of the chains which did not part, on the eastward side of the creek. Isaiah H. Mirkil and Jerry Stevenson for more than two months ferried horses, cattle, wagons, carriages, and pedestrians across the creek in a scow. The county commissioners raised the old superstructure to its former position, in the fall of 1843, at a cost of two thousand one hundred and fifty dollars. One of the links or staples to which the chain was attached is still to be seen standing in the roadway, at the north- east side of the present bridge, in front of the store now occupied by F. C. Torpey, in Ladomus' block.

In 1850 Chester began rapid strides in material im- provements. The old bridge being deemed insufficient to meet the public demand, early in 1853 John Ed- ward Clyde prepared a petition for a new structure, and Isaiah H. Mirkil circulated the paper for signa- tures. The petition was met with a remonstrance by several citizens of the town, who desired that the structure should be a draw-bridge, if a new one was built, and so energetically was the matter pushed on each side that the good people of Chester were soon divided into new bridge and anti-new bridge advo- cates. It was a contest which in that day agitated the newly-awakened borough from centre to circum- ference. The struggle eventuated in the erection of the present iron 'structure in 1853. On the southeast end of the bridge, on the main stanchion (cast in

the iron), is a shield, which informs the reader that the superstructure was built by F. Quickley, of Wil- mington, Del., in the year above stated, and that the county commissioners during whose term in office the work was completed were A. Newlin, J. Barton, and W. H. Grubb. The bridge originally was without sidewalks, which were added, in 1868, to accommo- date the public, who up to that time had been com- pelled to walk in the present roadway of the bridge in passing from one ward to another. In 1872 the county commissioners made some repairs to the bridge, -relaid the planking, which was worn and decayed in many places,-but so enormous is the demand now made on this bridge by the public that no repairs can for any length of time keep it in good condition.

The Seventh Street bridge, over Chester Creek, was built in 1870, being opened for public travel Decem- ber 27th of that year. The superstructure is of iron, but the traveling public have ever regarded this bridge with doubts as to its stability, hence it is seldom used by vehicles carrying heavy freight.

The Ninth Street bridge, over Ridley Creek, is a substantial structure, which was erected in 1880-81, being opened to public use on June 27, 1881.

At the December court, 1880, a lengthy petition, signed by almost all the manufacturers and owners of industrial works in the South and Middle Wards, was presented to court asking for the appointment of a jury of view for a bridge at Second Street, which was done, and almost a year subsequently to that date (Dec. 12, 1881) the Court of Quarter Sessions con- firmed the action of the jury of view, which pre- viously had been approved of by two grand juries. The bridge which was built across Second Street during the year 1883 is the most substantial structure erected by the public in the county of Delaware.

The untiring perseverance of Isaiah H. Mirkil, after many years, culminated in securing a patient hearing, and resulted in the erection of the Second Street bridge. In recognition of his public service, on the eastern abutment, on the southerly side of the bridge, William B. Broomall had the words, “ Isaiah H. Mirkil, Pontifex Maximus," in large letters, cut deep in the solid granite coping.

Ship-Building .- During the colonial days a num- ber of small coasting vessels were built at Chester, and after the English army evacuated Philadelphia, in 1778, a regular station for building gunboats for the commonwealth of Pennsylvania was established at that place. Samuel Lyttle, whose descendants are still residents of the neighborhood, was employed by the State authorities in sawing planks for vessels, and re- ceived his pay in Continental money, which depre- ciated greatly before he could dispose of it.

In 1844, Archibald McArthur was a shipwright in Chester, and built in that year the schooner " Richard Powell," which,-framed of Delaware County oak, -when inspected thirty years afterwards, was found to be as solid and sound as when launched. In

1 History of Chester, p. 58.

388

HISTORY OF DELAWARE COUNTY, PENNSYLVANIA.

May, 1849, Jacob Sinex, who had been a shipwright in Marcus Hook, removed to Chester, and in connec- tion with Mr. Hargis, established a boat-yard in the ancient borough. On Dec. 8, 1852, this firm launched the schooner "Mary Pickup," of two hundred and sixty tons, the largest vessel ever built up to that date at Chester. In 1856, William B. Fortner had located as a ship-builder at Chester. The first steamboat shaft ever forged in the borough was made for the steam- boat " Young America," in June, 1859, at the foundry of Chester A. Weidner & Co.

Roach's Ship-Yard .- In 1859, Thomas Reaney, who had been a member of the firm of Reaney & Neafie, in Philadelphia, removed to Chester, he having pur- chased the lot of ground on the Delaware River, where the Pennsylvania Oil-Works had been located in 1855, and had been destroyed by fire several years subsequent to that date. There he established an ex- tensive ship-yard in connection with William B. Reaney and Samuel Archbold, the firm being Reaney, Son & Archbold, the industry itself being known as the Pennsylvania Iron-Works. Here a large busi- ness was done, which required the erection of costly buildings, wharfing, and filling in of the river-front, together with an outlay of many thousands of dollars in the purchase of machinery. At these works during the civil war the United States war vessels, the double-enders "Wateree," "Suwanee," and "Sha- mokin" were built, hull and engines complete, ready to go to sea, as were also the monitors " Sagamon" and " Lehigh," and the light-draught monitor " Tunxis ;" two powerful tug-boats for the United States, the "Pinta" and "Nina," were constructed at these works. Among the list of other vessels built by Reaney, Son & Archbold, was the fleet river-steamer "Samuel M. Felton." In 1871 the firm made an as- signment, and the yard and machinery was purchased by John Roach, who established "The Delaware River Iron Ship-Building and Engine Company" thereat, which since that time has become so familiar to the people of the United States. In the year 1873 -74, at these works, were built for the Pacific Mail Steamship Company the "City of Peking" and the " City of Tokio," each being four hundred and twenty- three feet in length, with a capacity of five thousand and seventy-nine tons,-the largest vessels built in this country. The "City of Para" was launched April 6, 1878, in the presence of the President of the United States, and hundreds of distinguished guests from all parts of the country and thousands of spectators. The following-named vessels have been built since for the same company: "City of San Francisco," "City of New York," and "City of Syd- ney," each three thousand and twenty tons; "San José," "San Juan," and "San Blas," each two thou- sand and eighty tons; the "City of Panama" and the "City of Guatemala," each fourteen hundred and ninety tons.

In the year 1873 the iron-clad sloops-of-war "Alert"

and " Alliance" were built for the United States gov- ernment. The name of the latter was later changed to " Huron." It was wrecked and lost off the coast of Virginia.

In 1875 the United States monitor "Miantono- mah," iron-clad, double-turret, was built, and is now at Hampton Roads. There are at present in process of construction for the government the "Boston," " At- lanta," and "Chicago" (still on the stocks), the "Puritan," a monitor, double-turret, with a capacity of two thousand eight hundred and ninety-eight tons, and the dispatch-boat " Dolphin," the last two lying at the docks.

The following United States monitors have been refitted at the yards : "Wyandotte," "Nahant," "Jason," "Passaic," "Nausett," "Niobe," "Cohoes," " Modoc," and " Napa."

In 1875 the " Graciosa" was built as a dispatch boat for the Spanish government.

On Tuesday morning, May 22, 1877, the steamship "Saratoga," which was on the ways, after it had been blocked up to be launched on the high tide, was ob- served to be pulling, and the order was passed down along the side of the ways to " stand clear." A num- ber of men under the vessel ran from beneath it, and after a few moments, no others appearing, the order was given to cut the shoes which held the vessel, for it was straining hard to tear itself loose. As the ship started swiftly to the river, those who witnessed it greeted her movements with cheers, which in a mo- ment after were hushed, when a cry of terror went up from those nearest the ways that a number of the workmen, who had not gotten from under the "Sara- toga" when the shoes were cut, had been caught in the packing, which had been carried down with the vessel (a mass of timbers and block at the point where the ways are nearest the ground on the margin of the river), and had been killed or were so injured that death must ensue. The news spread with mar- velous rapidity. The workmen in the yard were from all sections in the city and South Chester, and the anxiety to learn whether among the killed and wounded were relatives and friends caused a general suspension of business. The streets leading to the ship-yard were soon thronged with people hastening thither, and a crowd of men, women, and children besieged the outer gates clamorous for admission. The physicians-for every medical man in the city had been summoned to the works-had directed that to avoid confusion and excitement the public should not be admitted to the office where the dead and dying had been carried. All that medical skill could do was done, but with the exception of three men who were slightly injured, all those who were under the " Saratoga" at the time the vessel was launched were killed or died in a few hours thereafter. The follow- ing is a list of the dead: Edward Burke, Charles Wright, Sr., Edward Fawley, John J. Crewe, John Neilson, George Woof, and Bernard Cannon.

389

THE CITY OF CHESTER.

In the year 1877 there was built at the yards for the. United States government a sectional dry-dock in four sections, having a total length of one hundred and sixty-eight feet and one hundred and eighteen feet in width. After completion it was shipped to Pensacola, Fla., where it was placed.

Vessels have been built for the Oregon Steamship Company of San Francisco, Old Dominion Steam- ship Company of New York, Ocean Steamship Com- pany of Savannah, Brazilian Mail Steamship Com- pany, Cromwell Line of New York, C. H. Mallory & Co. of New York, J. E. Ward & Co. of New York. Since 1871 ninety vessels have been built at these yards.

There is used annually at these works about sixteen million pounds of iron, and about fifteen hundred men are employed. The yards embrace about thirty- two acres, with a frontage on the river of twelve hun- dred feet. The buildings include a brick three-story structure forty-three by forty-four feet, occupied as offices and draughting-rooms ; foundry, one hundred and eleven by one hundred feet, blacksmith-shops, boiler-shops, machine-shops, and many other build- ings. Fifty comfortable dwellings are adjacent to the yards for the use of employés.

John Roach, Sr., proprietor of the celebrated iron ship-yard at Chester, and of the Morgan Iron-Works in New York City, is one of the most remarkable self-made men of the country. Few life-stories can equal his in incident and interest. None can furnish more striking illustration of what may be accom- plished by purpose, perseverance, and pluck, backed by a will which no difficulties could daunt, and by a heroism of moral character which no test or trouble could overcome.

Mr. Roach was born in County Cork, Ireland, Dec. 25, 1816. In his veins flows that Irish blood which has produced so many eminent names in Parlia- mentary and military history, of the purest and stur- diest to be found in Great Britain's isles. His family were highly respectable and well-to-do trades-people. Until he was thirteen he had such schooling as his native neighborhood afforded, this, however, consist- ing rather more in the application of birch than of useful instruction on the teacher's part, and in devo- tion to sport rather than to study on the part of the scholars. The school-days, such as they were, were cut short by money embarrassments at home, Mr. Roach's father having become involved by indorse- ments to such extent as to cause bis financial ruin, and finally his death from grief.

Inspired with the indomitable resolution which has been the marked characteristic of his career, the boy determined to seek his fortunes in America. The previous emigration of an uncle was one inducement to this step, and, in the expectation of finding this uncle in New York, at the age of sixteen he crossed the ocean, and landed a stranger, alone and almost penniless, in the metropolis. There he learned, to

his dismay, that his uncle was in Texas. Left thus to face the fact that he had no one to whom he could turn for help, and that his small supply of money must soon be gone, he resolved to work at anything he could find to do to earn his passage back to Ireland. Bethinking himself of a man who had once worked for his father, and who was now settled in New Jer- sey, he made inquiries, and at length found him in Monmouth (now Ocean) County, N. J. Here he re- ceived a welcome, but aid was beyond the poor man's ability. Near by was a brick-yard, however, and he got work as a hand with the wheelbarrow. That was the beginning of a self-earned fortune. But the toil was very severe for one so young, and he was treated more like a slave and brute than a human being. A month at this brought him seven dollars. Then he went to the place where Mr. James P. Allaire, of New York, was building the Howell Iron-Works, and applied for work. As he could get nothing bet- ter, he hired out as attendant on the masons. He worked till he had saved fifty dollars. When it is recalled how low the wages were for such labor, it will be seen with what perseverance these hard- earned dollars were made and laid aside. Always before him was the purpose to rise to something higher. In this spirit he boldly went to the foreman of the department where iron hollow-ware was made, and offered his fifty dollars as meeting the requirement for apprenticeship to the trade. The foreman laughed at his pretensions, and refused to receive him. Not to be put down thus, he applied to Mr. Allaire him- self, and by his intelligent remarks, bright face, and worthy ambition so impressed the proprietor that he gave orders to have the young man admitted to the foundry. Here he had many obstacles to contend with, but made steady progress notwithstanding. His associates were ignorant, rough men, with no idea of bettering their condition. A barrel ot whiskey was kept for general use, contributions for this purpose being exacted from each person. Young Roach contributed, but refused to partake of the liquor. At the end of the first year he had five hun- dred dollars due him, and at the end of the second one thousand dollars more. The conditions on which the fifty dollars were paid to learn this trade were that a certain class of articles moulded and cast from the melted iron should be paid for by the piece. The more and faster the person worked the more he made, and while many with the same chance as himself made nothing, by his skill and his indefatigable industry, working over-hours, and wasting none of his energies, he succeeded in saving this handsome sum. It was from the start his firm conviction that no man could rise in the world who could not lay by something in whatever position he might be.

By this time he had married. Planning for the welfare of his family, he concluded to go into the new West and buy land with a view to settlement on a farm. Drawing five hundred dollars of his money,

390

HISTORY OF DELAWARE COUNTY, PENNSYLVANIA.

and traveling west by canal and stage and other slow methods of those days, he at length reached what is now the site of Peoria, Ill., and bought three hundred acres of land in the neighborhood, paying his five hundred dollars as security. It seemed settled that John Roach was to become an Illinois farmer. But there was a different course of life mapped ont for him, with more telling work for his country. By one of those providences which some wrongly consider to be chance, just at this time Mr. Allaire failed. That ended the Illinois farming. Mr. Roach, not being able to get his thousand dollars, could not make the further payments, forfeited what he had already paid, and found himself far from home, without money enough to get back, and in a land where a day's wages was not money, but as much corn as a man could carry on his back. That would not pay fare, since there was no market where it could be turned into cash.

But there was no such idea as " give up" in his head. Within twenty-four hours after learning of his loss, he was working his way homeward on the canals ; and in some four months after his departure from New York, with high hopes of success in the great West, he was back again, richer in experience, but poorer in pocket, with nothing to do but begin over. He had, however, the capital of a thoroughly-mastered trade, a powerful constitution, and an indomitable will.

Mr. Allaire, who had resumed business, was glad to regain so skillful a workman. Mr. Roach, however, was not satisfied with his old trade, and learned that of making castings for machinery. Here again a foreman opposed him, but Mr. Allaire knew his valu- able qualities, and insisted that he should be taken into the foundry. He rose rapidly, and subsequently was offered the place of the very foreman who had opposed him, but refused to take it from him. He worked himself ill by his over-hours and his intense application, and for a long time it was thought he would die of consumption; but the strong constitution stood him in good stead, and he recovered.

When he got two hundred dollars ahead again,- and it was slower work saving now with a family to support,-he determined that he must be something more than a workman in a foundry if his children were to be properly cared for and educated. He finally hit upon the scheme of starting out for him- self by buying a small foundry in Goerck Street, New York City,-the Etna Iron-Works,-then in the hands of a receiver, and for sale. The property consisted of only two lots of ground, forty by one hundred feet; but before he left for yet larger works it was enlarged, so as to cover fifty city lots. Nothing ever grew smaller under his hands. Finding three other me- chanics, each having two hundred dollars, who were willing to join in the enterprise, the property was bought for four thousand seven hundred dollars, with a small cash payment, which left an equally small cash capital with which to begin business. The firm became Roach & Johnson, and the subsequently

famous Etna Iron-Works sought public patronage,- that is, Mr. Roach sought it. The responsibility of the purchase was taken by him, and his partners left the management of everything to him. Where he was bound to succeed, they were doubtful; where he was resolute, they were holding back; where he was enterprising, they were timid. Those days showed the man. He scoured the city for work. He was un- known, without cash capital, credit, or influential friends ; but his pluck shone in his face and inspired confidence. The first work he got, after long search, was to make some grate-bars for a Brooklyn distillery. When this was done there was not a dollar left of the cash capital, and he himself took the bars to the dis- tillery, and asked for immediate payment, frankly stating that money with him was scarce, and he would willingly make a reduction for cash. His struggles for success in this foundry were such as few men go through. The partners early became discouraged, and he promptly bought their interest, giving them his note for three hundred dollars and a mortgage as collateral, and keeping them in his employ. Not one of them rose afterwards to a proprietor's place. He made frank statements to the iron merchants of his condition and prospects. His work was always satis- factory, both in price and character ; his contracts were always kept to the letter ; and his known probity of character gradually obtained for him a limited credit. Often during this period he had to obtain credit in order to support his family, because it took all the money he had to pay his workmen on Satur- day night. During all his more than forty years of proprietorship and employment of thousands of work- men, never once did his men fail to receive their weekly wages when they were due.

Mr. Roach's first decided rise was when he was fortunate enough to get a contract for an iron build- ing, and made eight thousand dollars in six months. This work was so satisfactory that his business and credit were increased largely. He took contracts which were beyond the capacity of his works, but tore down the old buildings, and in forty days had new and adequate works in operation, and carried out the contracts. That was characteristic of the man. Any work he could get to do he was sure he could provide the necessary capacity to do.

Business was now fairly prosperous with him when, in 1846, by the explosion of the boiler, his works were mostly destroyed by fire, and what was far more grievous, with accompanying loss of life. No in- surance was recovered, and again he found himself nearly ruined. But he had an enlarged experience, an established business, and a sound thoughi not large credit, being so much the richer by his hard toiling years. To go on with his contracts without loss of time he laid pipes and carried steam from a boiler in a factory over two hundred feet away to his own engine, which in the general wreck had singularly escaped destruction. By so doing, in forty-eight hours

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History of Delaware County, Pennsylvania, Part 97

Author: Ashmead, Henry Graham, 1838-1920 Publication date: 1884 Publisher: Philadelphia, Pa. : L.H. Everts Number of Pages: 1150

Author: Ashmead, Henry Graham, 1838-1920
Publication date: 1884
Publisher: Philadelphia, Pa. : L.H. Everts
Number of Pages: 1150