USA > Pennsylvania > Allegheny County > Allegheny in Allegheny County > Recollections of seventy years and historical gleanings of Allegheny, Pennsylvania > Part 10
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There was also an ancient ferry established from a point a short distance below the railroad viaduct, Allegheny, to the mouth of Hand Street (now Ninth), Pittsburg. It was carried on by Mr. Yerkins, under the management of David Haney, an old and experienced water-man, and continued in operation until about the year 1830, when it was abandoned. In 1834 Mr. George A. Kurtz established a wire-rope ferry from the mouth of Hancock Street (now Eighth Street), Pittsburg, to a point about midway between Sandusky and Anderson Streets, Allegheny. The amount of travel not justifying its continu- ance, it was abandoned the following year.
Contemporary with the establishment of the ferries on the Allegheny, there was one established on the Monongahela opposite the "Point" to the mouth of Liberty Street, by Ephraim Jones, in 1779, who operated the same by hand until his death, after which his son Thomas carried it on for a num- ber of years by the same process ; then by horse, and subse- quently by steam power. After the death of the latter, his heirs carried on the business until after the close of the late war, about 1864, when they sold out to a chartered joint com- pany under the name and title of the "Jones Ferry Company." The South-side landing was then changed to a point a short distance above the mouth of Saw-mill Run.
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Upon the completion of the "Point Bridge," and in pursu- ance of the negotiations entered into by the rival companies, and in order to do away with competition for the travel, the entire franchises of the "Jones Ferry Company" became vested in the "Point Bridge Company," and the ferry abandoned.
Subsequent to the establishment of the Point Ferry, Jacob Beltzhoover commenced one from the mouth of Wood Street to a point opposite, called the Upper Ferry, under the manage- ment of William Graham, who kept a public house of enter- tainment on the north-western corner of Wood and Water Streets. This ferry was in operation until the completion of the Monongahela Bridge in 1818, which monopolized the travel. This, together with the difficulties presented by the sand-bar, which, in low water at this point, occupied about one-half of the entire width of the river, and which had to be overcome by boats on each side, connected by a roadway across the bar, caused it to be abandoned.
Of the above enumerated ferries, only three were chartered ; viz., one on the Allegheny, one on the Monongahela, and one on the Ohio.
The perils encountered during storms, floods, floating ice, and driftwood by this early mode of transit were of a very serious character ; and many who had the temerity to brave the dan- gers had abundant reasons to regret it ere they reached the desired haven. Some of the incidents connected with these occasions are so deeply impressed upon my memory, that the lapse of over sixty years has failed to obliterate them.
During the fall of 1817 the stone foundations of the piers of the Allegheny Bridge were finished to a sufficient height to be covered by an ordinary stage of water, and left so until the following spring, in order to avoid any damage that might occur to the work by floating débris and breaking up of the ice in the floods during the winter and spring.
Early in the month of December of the year above referred to, the river was frozen over with a coating of ice about two and one-half inches thick. At this time, in company with my elder sister, on a visit to our friends in Pittsburg, we took passage on the ferry-boat crowded with passengers and horses, it being the
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HISTORICAL GLEANINGS OF ALLEGHENY.
intention of the ferry-man to open a passage through the ice to the other shore. When about midway over, the ice parted from the shores, and commenced breaking up, making a clear breach over the low sides of the boat, creating a fearful panic among the passengers and horses.
The massing of the ice in and around the boat rendered our situation perilous, and efforts to reach either shore unavailing ; and all attempts on the part of our friends to aid us proved a . failure. Passing the " Point," the rapid current of the Alle- gheny carried us to within a short distance of the southern shore of the Ohio, which enabled us to make a landing just above the mouth of Saw-mill Run. To the experience and presence of mind displayed by the ferry-man, David Haney, and his comrade, may be attributed the happy termination of an adventure which might have, under other circumstances, proved fatal to all on board.
During the summer of 1833, returning from a visit to the South Side, I met my military friend, Major Andrew McFar- land, arrayed in all the pomp and circumstance of his official character as brigade inspector, en route to inspect the troops belonging to his brigade. Arriving at the Jones-ferry land- ing, we boarded the hook-boat, Johnny Welsh acting in the capacity of engineer, pilot, and chief commander. All aboard being announced, we started for the opposite shore, full of pas- sengers and a large load of hay. The day was clear and calm, unportentous of any elementary disturbance. About midway of the stream, a sudden violent wind-storm arose, which ren- dered the boat unmanageable, and demoralizing to our brave commander, who, usually calm and self-possessed, on this occa- sion entirely lost his presence of mind. Johnny was a peculiar character, mentally weak, but honest and faithful in the dis- charge of his duties, peaceful in his habits and disposition. Those who knew him best gave him full credit for his integrity and goodness of heart.
The roaring wind, tumultuous waves of the otherwise placid Monongahela, and struggling horses, created a scene of terror and dismay not easily described. In the emergency, Major McFarland seized the tiller, in order, if possible, to control
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the movements of the vessel. In his laudable effort to ac- complish it, he had the misfortune to lose his military hạt. Finding it out of the question to reach either shore, he directed the course of the vessel up the river until it caught on one of the piers of the bridge. Here we remained until the storm abated, when we commenced working our way to the landing at Liberty Street, where we arrived without serious damages.
Upon leaving the boat, the major, after giving vent to a deep sigh, remarked in his peculiar manner, "that a load of hay was an awful thing in a high wind."
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HISTORICAL GLEANINGS OF ALLEGHENY.
BRIDGES.
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THE ALLEGHENY BRIDGE.
THE building of this bridge was commenced in 1818. It was constructed on the arch principle, from the mouth of St. Clair Street, Pittsburg, to the mouth of Federal Street, Alle- gheny. It was opened for travel, Feb. 20, 1820.
The first charter obtained was granted by the Legislature, March 20, 1810 : this was suffered to lapse. On application, a new charter was granted, Feb. 17, 1816, and approved by the governor, May 31, 1816.
July 8, 1816, the company was organized with the following officers : -
WILLIAM ROBINSON, Jun., President.
DIRECTORS.
JAMES ADAMS.
JAMES ANDERSON.
ABNER BARKER.
ROBERT CAMPBELL.
THOMAS CROMWELL.
JOHN DARRAGH.
HUGH DAVIS.
EBENEZER DENNY.
WILLIAM HAYS.
GEORGE POE, Jun.
A. ZEIGLER.
Cost of construction, $80,000.
May 7, 1857, a supplement to the charter was obtained, au- thorizing the demolition of the old wooden structure and the ercction of the present one. It was completed and opened to the public in 1860. The two centre spans are each three hun- dred and fifty feet in length, with shorter spans at each end, the whole intended to form a graceful arch from bank to bank. It is the first iron suspension bridge erected over a navigable stream in the United States, and is admitted by experts to be the most important work in the country. As long as it endures,
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BRIDGES.
it will be a monument to the genius and engineering skill of its contractor, the late John A. Roebling.
It cost $250,000.
The State of Pennsylvania owned $40,000 of stock in the first structure, which was disposed of in 1843, the par value being $25 per share: at the sale the stock realized over $30 per share.
PITTSBURG AND ALLEGHENY BRIDGE.
This bridge, erected from the mouth of Hand Street (now Ninth Street), Pittsburg, to the mouth of Cedar Street (now Anderson Street), Allegheny, was contracted for in January, 1837, to be completed Oct. 1, 1838. (Act of incorporation was passed by the Legislature at the session of 1836, and approved by the governor, June 26, 1836.) It was completed and opened for travel in 1839. It is constructed on the arch principle, the whole forming one graceful arch from bank to bank.
On the roof a promenade was constructed, which in pleasant weather was quite a fashionable resort, until it became prosti- tuted to base purposes, and had to be abandoned. The entire structure was thoroughly examined and repaired, at a cost of over $30,000, by contractor Daniel McCain.
The original contractors for constructing the bridge were, -
WILLIAM LA BARRON, Wood-work. PAGAN & ALLSTON, Stone-work. SYLVANUS LOTHROP, Architect.
The first officers elected under the charter were, -
JOHN TASSEY, President.
DIRECTORS.
WILLIAM LARIMER, Jun.
CHARLES AVERY.
RICHARD GRAY.
ROBERT GALWAY.
SYLVANUS LOTHROP.
F. G. BAILY.
WILLIAM ROBINSON.
GEORGE OGDEN.
MALCOM LEECH.
JOHN GRIER.
ALEXANDER BRECKENRIDGE, Treasurer.
WILLIAM FITZSIMONS, Secretary.
NOTE. - The promenade above referred to was at one time the objec- tive point of a ludicrous practical joke perpetrated on the citizens of both cities. About the year 1852, handbills were prominently posted over the
126 . HISTORICAL GLEANINGS OF ALLEGHENY.
cities, to the effect that a man would, on a certain day, fly from the roof of the Hand-street Bridge, and pass over the Suspension Bridge to the south side. Long before the hour had arrived for the performance, the shore on each side of the river, and the Suspension Bridge, were densely crowded, and every available water-craft was brought into requisition to view the novel sight of a man flying. Promptly at the hour indicated, the practical jokers made their appearance on the roof of the bridge, bearing a mysterious-look- ing green bag. Then the roar of the multitude commenced, and ended as the bag was opened, giving flight to a large gray goose. Thus ended the farce; and not one in all that vast crowd was willing to admit the next day that he was there, although there must have been at least twenty thousand people present.
MECHANIC-STREET BRIDGE.
This bridge was charted in 1836, and erected the following year, from the mouth of Mechanic Street, now Sixteenth Street, Pittsburg, to the mouth of Chestnut Street, Allegheny, and opened for public travel in 1837. It was destroyed by fire, Jan. 26, 1851, and rebuilt the same year. Total loss, $75,000, on which there was an insurance of $20,000.
The first officers elected under the charter : -
F. LORENZ, President.
MANAGERS.
JOHN SHOENBERGER. WILLIAM WADE. N. VOIGHTLY.
SAMUEL MCKELVY. JOHN KEOWN. SYLVANUS LOTHROP.
JACOB PAINTER. G. E. WARNER, Treasurer. WALTER H. LOWRIE, Secretary.
- CONTRACTORS. J. K. MOORHEAD, E. OLES, Wood-work. WILLIAM PAGAN & Co., Stone-work.
THE SHARPSBURG BRIDGE.
The Sharpsburg Bridge was erected in 1856; destroyed by fire in 1864, and rebuilt the following year. In 1870 it was again destroyed by fire, and rebuilt in 1871.
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BRIDGES.
THE UNION BRIDGE.
The Union Bridge, erected from the Point, Pittsburg, to the mouth of Grant Avenue, Allegheny, is constructed of wood, on the arch principle, and is considered one of the finest struc- tures of the kind erected in this vicinity. Its erection was commenced in 1874, and it was completed and opened for travel in the following year. Cost, $300,000.
THE POINT BRIDGE.
The Point Bridge, over the Monongahela, from the junction of Water Street and Duquesne Way, Pittsburg, to Carson Street, S. S., is a magnificent structure composed of iron, built at a sufficient elevation so as not to interfere with the free navigation of the river. , It was built in 1876, and cost $500,000.
MONONGAHELA BRIDGE.
This bridge has an eventful history. It was chartered by the Legislature in 1810, and a re-issue of charter was made in 1816. In pursuance of the provisions of the charter, the bridge was erected on the arch principle. It was completed and opened for public travel from the mouth of Smithford Street, Pittsburg, to Carson Street, S. S., Dec. 31, 1818. In January, 1831, the first pier on the Pittsburg side gave way, and precipi- tated the first span into the river : it was promptly repaired, and re-opened for travel Sept. 18, 1831. Cost, $61,000.
It was completely destroyed in the great fire of the 10th of April, 1845, and was replaced by a wire suspension bridge, under the direction of Mr. John A. Roebling, the builder of the great East-river Bridge, connecting the cities of New York and Brooklyn. This Pittsburg work was Mr. Roebling's first road-bridge. In the course of time it became very shaky and loose, and its continuous swaying and creaking convinced every one that it was becoming unsafe for travel. In the sum- mer of 1880 it was decided to build a new one in its place. After a good deal of discussion as to the kind of bridge that
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HISTORICAL GLEANINGS OF ALLEGHENY.
should be built, Mr. G. Lindenthal, the well-known engineer, was invited to prepare plans for a bridge that would not be subject to undulations, and would be capable of enduring the constantly increasing traffic without limitation of load or speed. His plans were accepted, and in 1881 the work was commenced.
The new structure being elevated twenty feet above the old, the work was carried on and completed in August, 1883, with- out interfering with travel. The bridge is of the kind known as the Pauli truss. It rests on seven stone piers, and has two cast-iron towers 160 feet high, very massive and elaborately ornamented. The full length of the bridge is 1,221 feet. The two main spans are each 360 feet : the north approach is 320 feet from Water Street to the first large span, and from the toll-house to the span 208 feet. On the south end the distance from the toll-house to the first large span is 290 feet, and from Carson Street 515 feet. From the roadway of the centre span to the river at low water it is a distance of 61.08 feet, and from the under side of the floor 57.08 feet. The old bridge left only 36.03 feet clear between the water and its lower side.
The roadway at present is 22 feet 10 inches wide in the clear, and the two sidewalks are each 10 feet in the clear. The full width of the bridge on the deck-span approaches is 43 feet 6 inches, and on the channel-spans, which are through spans, 48 feet. The bridge can be widened out, should it ever prove necessary, to 64 feet. The use of steel instead of iron wher- ever possible, was based on the grounds of economy as much as any thing, especially in the trusses, $21,600 being saved by taking that course. The flooring of the roadway and sidewalk is preserved wood ; viz., gumwood and white pine, submitted to the zinc tannin process. The ornamental cast-iron towers are roofed with wrought-iron.
The masonry of the piers and approaches consists of a gray, hard, durable sandstone, free from admixture of clay or iron oxide particles. The dimensions of the stones used are from 24 to 16 inches in thickness, 7 to 4 feet in length, and from 3 to 1₫ feet in width, with beds and joints dressed regularly and true. The quantities of material used in the construction of the bridge were as follows : For foundations - lumber, 594,000 feet,
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board-measure ; piles, 10,800 lineal feet ; concrete, 1,280 cubic yards ; iron, 322 tons ; stone-masonry, 10,500 cubic yards. For superstructure -iron, 1,070 tons ; steel, 740 tons ; cast-iron of towers, pedestals, etc., 196 tons ; preserved lumber for floor, 358,000 feet, board-measure; steel rails, 134 tons. For ap- proaches - filling, 10,000 cubic yards ; sidewalk pavements, 1,400 square yards ; street pavements, 2,200 square yards. The total cost of the bridge is $458,000.
NOTE .- The last bridge was completed after the death of Judge Parke, and the above description was copied by the editor from one of the city papers.
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HISTORICAL GLEANINGS OF ALLEGHENY.
FLOODS.
HEIGHT of the periodical floods in the Ohio, Monongahela, and Allegheny Rivers, above low-water mark, at Pittsburg, Penn., since the occurrence of the Pumpkin Flood in 1810.
FEET.
FEET.
1806. April 10
33.9
1869.
March 31 .
19.6
1810. November 10
32
1870.
January 19
18
1813.
January
29
1871.
15.
19
1816.
February
33
1872.
April II
20.6
1832.
IO
35
1873.
December 14 .
25.6
1840.
I
26.9
1874.
January 8
22.4
1847.
I
26
1875.
August 3 .
25
1851.
September 20
30.9
66
December 28
21.6
1852.
April 19
31.9
1876.
September 19
26
1858.
April 12
29.7
1878.
December II .
24.6
1861.
September 29
30.93
1879.
March 19 .
20
1862.
January 20
28.7
1880.
February 14
22
1863.
January 16.
16
June 10 .
28
1864.
17
18.6
1882.
January 28
22
1865.
March 4
24.6
February 22
22
1883.
5
26
April I .
21.6
8
28
1 866.
February 25
4.7
1867.
66
15 .
22
1 884.
¥
I
21
March 13
22.6
1868.
18
22
April 15
20.6
1877.
January 17
25
1860.
April 22
25.4
1881.
II
25
18
31.4
May 12 .
21.6
II
21
17
21
7
34.6
* Some marks indicate eight inches more.
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INSTITUTIONS.
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TRADESMEN'S INDUSTRIAL INSTITUTE. I33
TRADESMEN'S INDUSTRIAL INSTITUTE.
IT was in November, 1874, that the project of establishing in Pittsburg a permanent exposition of the arts, sciences, and industries of Western Pennsylvania began to assume palpable shape. For some time previous, there had been desultory discussions in offices, stores, and other public places, when the necessity for such an enterprise had been generally admitted, and when the germ of the idea that was afterwards to bear rich fruit was gradually evolved. Many of the most prominent citizens of Pittsburg and Allegheny interested themselves actively in the matter ; and the result was a public meeting, held in the Chamber of Commerce in the month above mentioned. A number of gentlemen, representing a large amount of wealth and influence, were present. Thomas S. Mitchell acted as chairman, and J. Vanote as secretary. The following named persons were elected directors : Messrs. Thomas S. Mitchell, David M. Brush, J. Vanote, James B. Lyon, Henry Lloyd, A. J. Nellis, Joshua Rhodes, R. E. Breed, and William G. Johnston. A charter had been previously prepared and framed under that section of the Wallace Act which provides for corporations without profits. The charter was approved at this meeting, and subsequently confirmed in open court. It was recorded in the recorder's office of Allegheny County.
Under this charter, Henry Lloyd was chosen president, J. Vanote secretary, and Fred A. Parke general manager. In the mean time, there had been some changes in the number and personnel of the directors of the board. Messrs. A. J. Nellis, Thomas S. Mitchell, Columbus Coleman, J. Vanote, James M. Johnston, James B. Lyon, Joshua Rhodes, W. G. Johnston, A. M. Brown, Henry Lloyd, R. E. Breed, J. H. Walter, and R. M. Gilleland finally constituted it.
Some half a dozen public-spirited gentlemen having pledged themselves to contribute fifty thousand dollars, the attention of the board was next directed to the matter of securing a site for the proposed institute. Several pieces of property were sug-
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HISTORICAL GLEANINGS OF ALLEGHENY.
gested as being suitable for the purpose. For various reasons, all these locations were rejected. Then it was that Mr. F. A. Parke, who had all along taken the deepest and most active interest in the project, suggested the neutral or disputed ter- ritory known as Smoky or Killbuck Island. The matter was, mainly through the instrumentality of Mr. Parke, brought to the notice of the city authorities of Allegheny, which ultimately resulted in a lease of the ground from the city of Allegheny to the Tradesmen's Industrial Institute for and during the term of fifteen years free of rent.
This site having been adopted, the board proceeded vigor- ously to prepare for the erection of suitable buildings. Mr. E. M. Butz, architect, of Allegheny, was chosen to prepare suitable plans and specifications. The contract was awarded to Messrs. Frazier Brothers at $49,750. Mr. Lloyd at this juncture resigned from the board of directors, and Mr. A. J. Nellis was elected president. The supervision of the building and other matters connected with the Institute was given in charge of an executive committee, consisting of Thomas S. Mitchell, chairman, J. Vanote, secretary, A. J. Nellis, Columbus Coleman, and James Johnston.
The building was finished in due course of time, and active preparation made for holding an exposition.
Exhibits were made by most of the prominent merchants and manufacturers of both cities, and by many from surround- ing points.
Public interest, however, did not seem to keep pace with the hopes of its friends. Complications and financial embarrass- ment unfortunately having arisen after the first year's exhibi- tion, it was found impossible to obtain the necessary material aid to place the enterprise on a permanent basis.
Owing to a want of proper harmony between the members of executive committee themselves, the superintendent resigned. This was followed by the temporary appointment of John E. Parke, who also resigned for similar cause. Then followed the appointment of Charles McKnight as general manager. Why the board of managers permitted this state of things to continue was a matter of surprise to the friends of the enterprise, and unsatisfactory to exhibiters and visitors.
Mr. William G. Johnston, aided by a few indomitable spirits,
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TRADESMEN'S INDUSTRIAL INSTITUTE.
however, with laudable zeal, determined that the public disgrace of a failure should not rest upon the twin cities if it could possibly be avoided.
On the 7th of March, 1877, in pursuance of public notice, a meeting of the citizens was held, to take into consideration the future of the enterprise, resulting in its complete re-organiza- tion under the name and style of the Pittsburg Exposition Society, with the following officers : to wit, William G. Johnston, president ; S. S. Marvin, vice-president ; J. J. Donnell, treasurer ; W. C. Smyth, manager ; and F. A. Parke, secretary.
It was determined to hold an exposition commencing Tues- day, Sept. 4, proximo, and closing Saturday, Oct. 6; and steps were at once taken towards securing and preparing the build- ing in Allegheny for that purpose. Articles of agreement were entered into with the owners of the building, the same having been sold to satisfy heirs, etc. ; and satisfactory arrange- ments having been made with all parties in interest, the board of managers proceeded at once to put the buildings and grounds in complete order. A new roof was put on the main building, and every thing accomplished with a view to the com- fort and convenience of exhibiters and visitors. The grounds were tastefully laid out with flower-beds, gravel-walks, arbors, ornaments, etc., mainly under the immediate supervision of Mr. F. A. Parke.
The exhibition opened at the appointed time, and both the exhibits and the number of visitors were beyond the expecta- tion of the most sanguine friend of the enterprise. In his pub- lished report, the president, W. G. Johnston, speaks with praise of the efforts of Mr. Smyth. He says of Mr. J. J. Donnell, treasurer, and Mr. J. B. Stevenson, cashier, "The earnest and intelligent labors of these gentlemen, performed with a due regard to system and order, have not hitherto been the subject of public notice ; and I fear I should greatly misrepresent their wishes should I attempt to bring them any notoriety. It is nevertheless due to them to say that the members of the board appreciate the services so ably and faithfully rendered by them." The following paragraph is quoted from the same offi- cial document : "We may here also take occasion to say, that whilst the origin of the society is mainly due to the persistent and laborious efforts of our secretary, Mr. F. A. Parke, very
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HISTORICAL GLEANINGS OF ALLEGHENY.
much also of the success which attended the late exhibition was the result of the interest he continually manifested in it. Through his exertions, mainly, the funds were obtained which were required prior to the opening of the exposition; and he was indefatigable in awakening an interest on the part of man- ufacturers in this enterprise, and in securing exhibits."
In the progress of events, there were various changes in the board of managers and executive staff. Mr. F. A. Parke was appointed general manager, and subsequently resigned to the regret of the patrons generally ; Mr. Ezra P. Young assuming the rôle of general manager, and J. C. Patterson, secretary.
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