Standard history of Pittsburg, Pennsylvania, Part 10

Author: Wilson, Erasmus, 1842-1922; Goodspeed, Weston Arthur, 1852-1926. cn
Publication date: 1898
Publisher: Chicago : H.R. Cornell & Co.
Number of Pages: 1192

USA > Pennsylvania > Allegheny County > Pittsburgh > Standard history of Pittsburg, Pennsylvania > Part 10

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In July, 1798, proposals for carrying the mail from Pittsburg to Zanesville, via Cannonsburg, Washington, West Liberty, Wheeling and Willstown were called for, the distance being estimated at 140 miles. When this line was in operation the mail left Pittsburg Friday at 2 p. m. and reached Zanesville the following Monday at 3 a. m., and left Zanesville on Tuesday at 5 a. m. and reached Pittsburg on Friday at 10 a. m. The contract commenced October I, 1798, and the route was later varied somewhat and became a principal thorough- fare from Pennsylvania to Kentucky and Ohio.

In May, 1799, John and Mordecai McLeod, Duncan Campbell and Joseph Brown established their boatyard here, designed to make keel and Kentucky

(j) Gazette, September 29, 1787.

HISTORY OF PITTSBURG.

boats. They called for lumber which they intended to send down the river for sale.

In March, 1800, the two rivers overflowed their banks, compelling families to remove and doing much damage. The Monongahela Company built a brigantine at Elizabethtown, a small, stanch yessel of ninety-two tons' bur- den, which was launched in March, 1801. It was loaded with flour, taken to New Orleans, and there boat and cargo were sold. The schooner Monon- gahela Farmer, loaded with 750 barrels of flour, passed here on its way to New Orleans in May, 1801.

A new contract for carrying the mail from Chambersburg via McConnells- burg, Bedford, Somerset, Greensburg, Pittsburg and Cannonsburg to Washing- ton, Pennsylvania, twice a week, took effect October 1, 1801. The carrier left Chambersburg every Tuesday and Saturday and reached Washington every Friday and Tuesday, and Josiah Espy of Bedford and Jacob Graft of Somerset were the first contractors. At this time, also, a mail route was established from Pittsburg to New Connecticut, via Beaver, Georgetown and Canfield.

"Sailed on Sunday east from this place for Liverpool, England, the brig 'Dean,' burthen 170 tons. She takes in a cargo of cotton at the mouth of the Cumberland River, on freight by Messrs. Meeker, Denman & Co., mer- chants of Philadelphia" (k).

"Just opened leading from Nicholas Bausman's to Pittsburg, a new coal road crossing the river (Monongahela) at Gregg's Ferry, about one-quarter mile above the town at the head of the sandbar, three-quarters mile nearer than the old road, descent down coal hill very gradual so that full loaded wagons can pass and repass with as perfect ease as they can any other common road. Passage across river will not be obstructed by sandbar and the river there is narrower than opposite the town. Samuel Emmitt will conduct the ferry, who has opened a house of public entertainment on the South Side" (1).

A large meeting of the citizens of Western Pennsylvania and Virginia was held in Pittsburg, September 29, 1802, for the purpose of forming a company to export the produce of the country. Colonel Ebenezer Zane was elected chairman and Dorsey Pentecost secretary. A committee was appointed to draw up a plan for such an association, those appointed for Allegheny County being John Wilkins, Jr., and John Finley. The meeting resulted in the forma- tion of the second Ohio Company.

In April, 1803, the Secretary of the Navy called for proposals for the building at Pittsburg, Marietta and Louisville of a number of galleys of the following specifications: To be fifty-six feet long, fourteen fcet six inches broad and five fect eight inches deep, to have a twelve-foot forecastled deck, a fourteen-foot quarter-deck, a cabin, a magazine, have twenty-eight oars, two lateen masts, twenty-eight feet long, two cables 100 fathoms long, prepared to carry one 24-pounder and four 6-pounder brass howitzcrs, the frame to be built of black walnut and planked with seasoned white oak.

"On Thursday afternoon, the 23d inst. (Dec., 1802), was launched from the shipyard of Messrs. Tarascon Brothers, James Berthoud & Co. the schooner Amity, burthen 100 tons" (m).

Tarascon Brothers, James Berthoud & Co. constructed many schooners, brigs and ships. Their ship Louisiana of 300 tons burden, launched in March, 1804, took a cargo to Liverpool from the mouth of the Cumberland. At this time, also, from the yard of Captain Eliphalet Beebe the schooner Conquest, which registered 126 tons and was pierced for sixteen guns, sailed for the

(k) Gazette, January 21, 1802. (1) Gazette, April 15, 1802.

(m) Gazette, December 31, 1802.

HISTORY OF PITTSBURG.

West Indies under Captain Kenny. It was owned by General O'Hara and was thus armed because pirates were feared in the Gulf. At this date the brig Allegheny, of 150 tons, was launched by Barber & Lord. In 1803 Captain Beebe offered for sale his "patent right of building vessels drawing less water by several feet than on any other plan hitherto known," and claimed that the draught was taken off in a great measure by crooking the keel.

At the boatyard of Brown & Craig, on the south side of the Monongahela River, at Widow Craig's Ferry, there were kept in 1801-2 large numbers of keel and Kentucky boats for sale to persons and families going down the Ohio River. In April, 1803, Tarascon Brothers, James Berthoud & Co. called for hands to descend the river in flat-bottomed boats. The James Robinson ferry was still in operation across the Allegheny in 1803. He kept large flats for wagons and stock and skiffs for individuals, as did the other ferries here. The Robert Knox ferry at this time was in operation on the Allegheny near Robinson's.

"In April, 1803, the ship Pittsburg and the schooner Amity, launched a short time before from the shipyard of Tarascon Brothers, James Berthoud & Co., adjoining this borough, cleared from this port, the former for Lisbon and the latter for St. Thomas, loaded with flour. The Pittsburg registered 270 tons, the largest boat thus far built on the Western waters" (n).

"We understand that it is contemplated to run a line of mail stages from this city to Pittsburg, to commence in June next (1804). It is to be performed in six days, being a distance of 300 miles, 120 of which are a continued chain of mountains. The advantages which will result to the community at large from this laudable undertaking must be obvious, and we trust that it will meet with adequate encouragement" (o).

This line began to run regular stages from this city to Philadelphia July 4, 1804. They left Ferree's tavern with a great flourish of whips every Wednes- day. It was designed to run them soon twice a week.

In 1804 a resolution was adopted by the Legislature to appoint a committee to ascertain the most eligible route for a turnpike road from Philadelphia to Pittsburg, to determine whether it should commence at Harrisburg or Columbia (pikes to those points having been previously built), and to report whether such turnpike should be built by the State or by private companies.

In October or November, 1807, a boat owned by Mr. Winchester and loaded with valuable merchandise struck a rock a few miles below Pittsburg, was stove in and sunk, injuring the dry goods to the extent of several thou- sand dollars. The proprietor not being there at the time, and thinking the accident due to the carelessness of the master, brought suit against him for damages before Justice (Doctor) Richardson of Pittsburg. The master pro- duced the plank from the bottom of the boat, which had broken, and showed that it was rotten and had broken through no fault of his, and was thereupon discharged by the justice. Many poor keel and Kentucky boats were con- structed by unscrupulous builders, in spite of the danger to buyers and their property. No boat inspectors were appointed prior to 1812.

Large boatyards were in operation at Brownsville, Pittsburg and Wheeling and from these points the great bulk of the emigration for the West set out. Boats were also built at New Geneva, Williamsport, Elizabethtown and McKees- port. The usual price of a Kentucky boat was $1 to $1.25 per foot, or a total of about $35. They were well boarded up on the sides and roofed to within seven or eight feet of the bow. In times of great drouth emigrants went to Wheeling to embark, owing to low water farther up stream; but in high water

(n) Gazette, April, 1803. (o) Philadelphia Evening Post.

HISTORY OF PITTSBURG.

Pittsburg secured this business, because it was nearer for the Eastern emigrant, and there was a better storage here for his goods in case of delay.

"It is related of a vessel built and cleared from Pittsburg for Leghorn, that when she arrived at her place of destination the master presented his papers to the custom-house officer at Leghorn, who would not credit them and said to the master, 'Sir, your papers are forged! There is no such place as Pitts- burg in the world! Your vessel must be confiscated!' The trembling captain laid before the officer a map of the United States, directed him to the Gulf of Mexico, pointed out the mouth of the Mississippi River, led him a thousand miles up to the mouth of the Ohio, and thence another thousand up to Pittsburg. 'There, sir, is the port whence my vessel cleared out.' The astonished officer, before he saw the map, would as soon have believed that this ship had been navigated from the moon" (p).

"The passage from Philadelphia to Pensacola is seldom made in less than a month, and sixty shillings per ton freight, consisting of sixteen barrels, is usually paid for flour, etc., thither. Boats carrying 800 to 1,000 barrels of flour may go in about the same time from Pittsburg as from Philadelphia to Pensacola, and for half the above freight. The Ohio merchants would be able to deliver flour, etc., there in much better order than from Philadelphia, and without incurring the damage and delay of the sea and charges of insurance, etc., as from thence to Pensacola. This is not mere speculation; for it is a fact that about the year 1776 there was a great scarcity of provisions at New Orleans, and the French settlement at the Illinois, small as they then were, sent thither in one winter upward of 800,000 pounds of flour" (q).

In February, 1806, the General Assembly passed an act incorporating "The President, Managers and Company of the Harrisburg and Pittsburg Turnpike Road," and in March, 1807, by a supplemental act incorporated separate com- panies in each county through which the road was designed to pass. In March, 1807, the General Assembly incorporated "The President, Managers and Company of the Harrisburg, Lewistown, Huntingdon and Pittsburg Turn- pike Road;" and in March, 1808, authorized the Governor to subscribe under certain conditions for 2,000 shares of stock of this company. The supplemental act was repealed in April, 1811, when an act to encourage the construction of certain great and leading roads was passed. By this act Nathan Beach, Robert Harris, John Schoch, William McCandless and Adamson Tannehill were appointed commissisoners to view the northern and southern routes, as they were called, connecting Harrisburg and Pittsburg, and report to the Governor which was the cheaper and more practicable for a turnpike. It was provided that as soon as the company should become incorporated and had actually paid in on their subscriptions of stock $150,000, the Governor should be author- ized to subscribe to such stock on behalf of the State $350,000, to be paid in installments as the road progressed. The commissioners, after viewing the two routes, selected the southern as the more practicable. The time for com- mencing the construction was extended to 1814. This route extended through Carlisle and Bedford.

To commence August 2, 1812, an express post was instituted by the gov- ernment, extending from Washington, D. C., to Detroit, via Pittsburg, the whole distance to Detroit, 550 miles, to be covered in five days. Pittsburg was reached in three and a half days.

On December 4, 1813, a meeting was held in Pittsburg, at the house of John McMaster, to consider the question of applying to the Legislature to incorporate a company to build a turnpike road from Pittsburg to Greensburg.

(p) Speech of Henry Clay in the United States Senate. (q) Harris' Journal.

HISTORY OF PITTSBURG.

John Wilkins was made chairman of the meeting and Ephraim Pentland secre- tary. A'committee consisting of Dunning McNair, William Steele, John Irwin, William McCandless and Ephraim Pentland was appointed to confer with a like committee from Westmoreland County in regard to the matter (r).

In 1813 a large meeting was held in Pittsburg to indorse the action of a similar meeting held a short time before in Washington regarding a turnpike road between the two places; on which occasion the Washington memorial with some changes was adopted and ordered circulated in the borough and vicinity for signatures, to be put in readiness for presentation to the Legislature. Among other things the memorial declared that :--

"The town of Pittsburg, by reason of its advantageous situation for trade and its extensive manufactures, has progressed in importance in a most unex- ampled manner, and bids fair to become the emporium of Western commerce; that of the navigation of the rivers Mississippi and Ohio many necessary and heavy articles, such as cotton, sugar, lead, etc., are brought from the New Orleans market and deposited in Pittsburg, where they are distributed through all the adjacent country; that Pittsburg, also, on account of its peculiar situa- tion, has become the place of deposit for the produce of this country destined for the Mississippi market; that the adjoining county of Washington includes the most fertile and populous part of the Western country, which occasions an almost continual intercourse between the boroughs of Washington and Pitts- burg; that the inconvenience, delay and difficulty which are experienced by our citizens who are compelled to transport their supply of salt and many other articles between these towns have made the necessity of a permanent, sub- stantial road of great importance to their interests; that the present road, although the great mail stage route, is over very bad ground and is frequently almost impassable, being subject to continual alterations which are influenced by individual and local interests, so that the improvement of the road and of the adjoining country is greatly retarded. . . . . The great federal road from the Potomac to the Ohio, it is probable, will pass through the town of Wash- ington. To connect this road with the turnpike contemplated from Pittsburg to Philadelphia is undoubtedly an object of great concern to the interest of our State. The making of a permanent turnpike between Washington and Pittsburg will secure this effect. It will also intersect at Washington the State road lately laid out from Somerset toward Clarkstown and Wheeling, on the Ohio. The intercourse between the Western country through Pittsburg to the lakes will also be opened by it" (s).

The "Two Mile Run Turnpike," near Pittsburg, cut an important figure here in 1813-14. Proposals to build the same were called for in January, 1814, and the road was designed to be sixty feet wide, pavement twenty-two feet wide and two feet deep, the latter six inches to be river gravel, and on each side was to be sufficient space for a summer road. Jacob Negley was chairman of the board of commissioners and Ephraim Pentland secretary.

In July, 1814, the commissioners named in the act incorporating the Greensburg and Pittsburg Turnpike Company met at the tavern of Mrs. Herron, in Versaillles Township, to organize and elect officers. William Wilkins became president, William Friedt treasurer, and Joseph Patterson, Ephraim Pentland, William B. Foster, Dunning McNair, Thomas Sampson, Jacob Negley, William Caven, George Armstrong, James Irwin, William Hindman, Tobias Painter and William Fullerton managers.

Under the law of March, 1814, providing for the building of the turnpike from Harrisburg to Pittsburg, the route was let in five sections to contractors,

(r) Mercury, 1813. (s) Mercury, 1813.

HISTORY OF PITTSBURG.

as follows: I. Harrisburg to Chambersburg. 2. Chambersburg to Bedford. 3. Bedford to Somerset. 4. Somerset to Greensburg. 5. Greensburg to Pitts- burg. It was provided that work on this route must begin within five years; that the company contracting for each section must be incorporated; that fifty or more persons must be concerned in the Pittsburg-Greensburg section; that the State should subscribe for part of the stock of each section; that when five miles had been built tollgates could be erected, at which time the State should pay its share of stock, and that this act was supplemental to the acts of March 31, 1807, and March 13, 1812. The commissioners of the Pittsburg- Greensburg section were Simon Drum, Jr., William Friedt, Robert Stewart and Jeremiah Murray of Westmoreland County, William McCandless, Phillip Gilland, John Darragh, James Morrison and George Steward of Allegheny County, and David Bruce and Robert Bowland, Jr., of Washington County (t). Thus, after years of inexcusable waiting, the Legislature took the first great step to unite with a satisfactory road the two important sections of the State. This road, when completed, failed to answer expectations, because it was not kept in repair, and was usually almost wholly impassable in places, so that there was for years constant complaint. The newspapers of that date are full of remonstrances and criticisms.

"Transportation .- An association is spoken of at Philadelphia to establish a line of wagons between that city and Pittsburg, to start at fixed periods, etc., and by traveling day and night, like the mail stages, make the journey in seven days. This may be easily accomplished when the great turnpike is finished" (u).

William B. Foster and William Robinson were the local agents for the Philadelphia and Pittsburg Transporting Company in 1818, and were author- ized to receive the installments of stock when due. The "great Western turn- pike" from Harrisburg to Pittsburg was progressing rapidly in construction in 1817. That portion from Pittsburg to Greensburg had been finished before. Of the 194 miles, eighty-seven were finished by February, 1818. It was evident that in a short time the whole line from Philadelphia to Pittsburg would be completed (v).

In 1817 the Postmaster-General advertised for proposals to carry the mail . in stages from Pittsburg to Louisville (440 miles) in seven days (w). The mails sent East to Greensburg were found fault with, because they were often kept there over night and then sent back, through the carelessness of the driver or the neglect of the landlord.

The vast extent upon which the State of New York undertook its schemes of internal improvement previous to 1820 was viewed with admiration not unmixed with 'envy by Pittsburg. Many here wished that Pennsylvania had such a man as De Witt Clinton and such public spirit as New York. "We regret that Philadelphia, a city rich in means, but poor in spirit, does not par- ticipate in these expanded views" (x). The dreams of De Witt Clinton and liis associates of extending a vast system of canals across New York from east to west, and of connecting the Allegheny, the Ohio, the Mississippi and their tributaries with this system was "worthy of the genius of an Alexander or Napoleon" (y). The practicability of the plan was unquestioned. The possi- bility that this great scheme would divert the trade of the Mississippi and Ohio valleys to the Erie Canal, and thus enrich New York at the expense of Pennsylvania and prove the commercial ruin of Pittsburg and Philadelphia, was

(1) Mercury, March, 1814.

(v) Mercury, February 6, 1818.

(x) Gazette, May 22, 1818.

(u) Niles Register, March 29, 1817.

(w) Niles Register.

(y) Gazette, May 22, 1818.

HISTORY OF PITTSBURG. 1

sufficient to rouse this city into severe and repeated remonstrances, denun- ciations and demands upon the General Assembly for help.

"We confidently believe if the genius which has for some years stimulated the citizens of New York had only taken up her abode in the breasts of some of our money-making Philadelphians, that we should have had long ago an admirable turnpike for the whole route to Pittsburg, splendid bridges and cheap means of transportation. In place of this, our present turnpike has struggled into an imperfect existence. Baltimore and New York are fast interfering in the Western trade, and even steamboats on Lake Erie have got a stand that cannot easily be shaken now. A transporting company has lately been formed for the purpose of establishing a line of wagons between this place and Phila- delphia. We hail the institution as the beginning of a new era. We really thought that a portion, at least, of our great city were beginning to understand their real interests; but lo! when the thing could be put in operation we find it trammeled with such preposterous and narrow-minded regulations as to destroy every chance of its utility" (z).

It was stated with many denunciations that the merchants of Philadelphia actually required buyers from the West to pay for the carriage of their goods in that city in advance; but that Pittsburg made no such requirement of its purchasers. However, in response to certain other strictures placed upon them by the citizens of Pittsburg, the transportation company threatened to retaliate by avoiding Pittsburg and landing their goods at Wheeling. This threat did not frighten the former city, but induced the business men to take great interest in the proper and efficient organization of the company, which was composed largely of Philadelphians.

"She (Philadelphia) has become wealthy; but really she has forgotten the real source of her wealth. That source exists beyond these mountains, which too many there are so apt to view with feelings of horror. The increase of Philadelphia has been in exact proportion with that of the Western country. Would it not be reasonable, then, to suppose that a portion of her attention should have been devoted to the object of shortening the distance between the two places, by attending the difficulties of the route? Would not common prudence have dictated the policy of applying a small portion of her wealth for the purpose of securing their advantages and of preventing the interfer- ence of her rivals? But in place of this, whenever Western improvement has been the question, a degree of callous indifference was displayed that is actually astonishing. The idea was, the Kentuckians (which is the nomen generallissimum to the East for all the people of the westward) must have goods; as they can procure them from no other source, let them struggle through their difficul- ties themselves. Philadelphia considered herself as the great warehouse for a country of some millions of square miles; as this space was peopling by an enterprising race, there appeared no end to her anticipated prosperity, and secure in the idea she dropped into a fatal slumber" (z).

"We consider the crisis has arrived when the question of all others the most important to Philadelphia and Pittsburg is to be determined. New York is straining every nerve for the consummation of her great canal scheme. The destinies of that great State are directed by unlimited genius, unbounded talent and profound intrigue. Every act, no matter how unconnected in appear- ance with the real object, is made to lend to the aid of the grand design. They make feasts, give toasts, establish Bible societies, and even build churches for sailors! All this makes a noise, creates notoriety and attracts the attention of the world. Western merchants there are overwhelmed with hospitality.

(z) Gazette, 1818.

"has fe ar Vesterr History

HISTORY OF PITTSBURG.

"It is useless for Philadelphia to say Pittsburg should do it. Philadelphia has the power and wealth to neutralize much of the force that is now leveled against her. We are not entirely convinced that the New York canals and the United States Turnpike may not be made as subservient to our purposes as the Pennsylvania improvements. We are not very anxious to make the experiment; but many characters of the soundest judgments believe that if the trade of New York is introduced into Lake Erie, the connection between Erie and Pittsburg would be formed with the utmost facility, and would afford us a means of sending back our produce on terms that a land carriage never could effect. The distance between the lake and the tributary streams of the Allegheny is reduced to nothing, when compared with the immense work that must stretch from the Hudson to Ontario" (a).

"We remember when the renewal of the charter of the Bank of the United States was on the carpet that she (Philadelphia) evinced considerable powers of exertion. If she will display the same on a much more important subject she may properly retain her standing. Let us have a really good turnpike and sub- stantial bridges" (c).

Richard Bowen and Thomas Cromwell were appointed commissioners in 1818 to receive subscriptions for stock in the Kentucky-Ohio Canal Company, for opening a canal round the falls of the Ohio, and books were opened at the counting-house of Richard Bowen & Co. in Pittsburg.

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Standard history of Pittsburg, Pennsylvania, Part 10

Author: Wilson, Erasmus, 1842-1922; Goodspeed, Weston Arthur, 1852-1926. cn Publication date: 1898 Publisher: Chicago : H.R. Cornell & Co. Number of Pages: 1192

Author: Wilson, Erasmus, 1842-1922; Goodspeed, Weston Arthur, 1852-1926. cn
Publication date: 1898
Publisher: Chicago : H.R. Cornell & Co.
Number of Pages: 1192