USA > Virginia > City of Norfolk > City of Norfolk > History of Norfolk County, Virginia : and representative citizens, 1637-1900 > Part 46
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AND REPRESENTATIVE CITIZENS.
has found lodgment, and a year or two will probably see passenger lines established to sev- eral of the great foreign ports.
Beside these. the number of steamships. foreign, calling for bunker coal was very great and is rapidly on the increase, the number of steamers, foreign. clearing from this port dur- ing the past year being very nearly an average of two per day for every day in the year.
Among the prominent foreign ports reached by steamship from Norfolk are Lon- don, Liverpool. Glasgow, Cork. Belfast, Hull, Aarhaus, Rotterdam, Antwerp. AAmsterdam, Hamburg, Bremen, Marseilles, Barcelona, Trieste. Naples, Alexandria. Cape Town, Rio de Janeiro. Kingston, Tampico, Havana, Vera Cruz, Colon, Honolulu, Hong Kong, Manila and numerous others, or practically every im- portant port of every country of note in the known world, and wherever steamer floats and coal is used there Norfolk is known.
The Old Dominion Steamship Line was or- ganized in 1867: N. L. McCready, president ; Isaac Bell. vice-president : with two ships mak- ing two trips a week between Norfolk. Rich- mond and New York. The tonnage was small but rates high .- $5.00 per hogshead for to- bacco. Business increased and in 1896 re- quired a daily service, and now the company has six large ships and another in contempla- tion. The officers at present are: W. L. Guillander, president : William Rowland, vice- president : P. J. S. Sammis, treasurer ; H. B. Walker, secretary and traffic manager. The business is constantly increasing. This line serves as a connecting link for freight between the New York. Philadelphia & Norfolk Rail- road, Chesapeake & Ohio Railway, Southern Railway. Seaboard Air Line, Atlantic Coast Line, and has a large local business besides. The Old Dominion Steamship Line enables trucking industries to thrive, giving them a daily outlet to New- York City, which is the largest point of consumption in the United States.
Herewith are presented some statistics re- garding exports and imports :
EXPORTS FOR 1900.
Shipments for each Month.
January
$ 1.348,698
February
1,808,837
March
670,572
April
1.049.542
May
1,171.184
June
804.110
July
844,717
August
713,121
September
444.826
October
633.125
November
937,589
December
881,932
Total
$11.505.729
The following is a comparative statement for nine years of the exports and imports. taken from the records of the Custom House :
EXPORTS.
1892
$ 8.382.412
1893
10.696.556
1894
8.249.138
1895
6.594,204
1896
15.543,882
1897
15.399.456
1898
13.669.657
1899
14.670,803
1900
11.505.729
IMPORTS.
1892
$ 37.891
1893
109.957
1894
100.160
1895
187.485
1896
216,273
1897
238.868
1898
203.992
1899
206.515
1 900
318,401
The statement herewith given shows a large increase in the number of ships and ton- nage entered and cleared during nine years past :*
ENTERED.
TONS. CLEARED.
TONS.
1892
56
65,395
528
696,217
1893
73
73,316
491
678,986
1894
49
52.456
487
624,053
1895
49
61,742
340
481,739
1896.
87
139,473
501
805,110
1897
1,975
195,254
2,168
891,226
1898.
.2,368
245,337
2,563
962,116
1899
2,442
197,148
2,569
1,111,136
1900
.3,023
292,910
3,083
1,645,440
*The tonnage of coastwice vessels entering and clearing is not given in this table.
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HISTORY OF NORFOLK COUNTY
We give herewith some interesting figures of Norfolk and Portsmouth's trade :
Exports
$ 11,505.729
Cotton
I3,000,000
Lumber
12,000,000
Manufactures
55.525.000
General trade
62,345,000
Coal
8,000,000
Trucking
6.000,000
Oysters and fish
3,000,000
Peanuts
I,750,000
Horses, mules and cattle.
1,550,000
Fertilizers
4,000,000
Real estate
3.731,963
Buildings
1,550,000
Total
$183,957,692
The Statistical Abstract for 1900, from the United States Government reports, shows that shipments of merchandise from Norfolk and Portsmouth were:
Exports.
Imports.
1890
$ 6.958,369
$ 54.948
1900
$34.758.323
$2.110,852.
The transfers of real estate for the past II years have been as follows :
NORFOLK. PORTSMOUTH. NORFOLK CO.
1890
$2,540.695
$734,900
$3,801,003
1891.
1,720,669
222,740
3,121,919
1892.
1,920,276
435,112
1,926,657
1893.
2,099,040
467.070
977,035
1894
1,651,449
325,416
664,207
1895
2,668,992
216,610
1,153,616
1896
1,136,678
406,435
1,667,878
1897
1,299,641
210,244
1,330,849
1898.
1,858,805
235,490
1,125,481
1899.
2,944,984
592,109
2,452,651
1900
2,044,086
556,876
1,130,999
The shipments of coal from the port of Norfolk for the year ending December 31, 1900, were as follows :*
*From the Norfolk Journal of Commerce.
COAL EXPORTED, INCLUDING BUNKER.
Tons.
Pocahontas
1,932,824
Local
180,530
Total
2,113.354
Toms Creek and other coal exported. 236,746
Grand total
2.350.100
VESSELS ENGAGED IN HANDLING COAL.
Foreign :
Bunker steamers 685
Cargo and bunker steamers. 126
Cargo steamers exclusively. 31
Sail vessels 19
Total 861
Coastwise :
Steamers I38
Ocean barges and tugs.
577
Schooners
239
Total
954
Grand total
1,815
THE VIRGINIA PILOTS.
In Henning's Statutes (Vol. 2, Page 35) is found the following Act in regard to pilots, passed March, 1660-61, being the first legal authority for pilotage :
Whereas there hath been a gennerall complaint made by masters of shipps that wee had neither pilotte nor beacons to direct them in their bringing their shipps upwards; It is ordered that Capt. William Oewin bee made cheife pilott of James river and that for his en- couragement therein he shall be paid for the pillotage of all vessels above eighty tunnes. five pounds sterling, if he be employed, and if not employed fourty shillings. And every master of a shipp or vessel that shall anchor within Point Comfort having or not having a pilott to pay thirty shillings to the said pilott for beaconage, And it is further ordered that the said pilott shall make, place and maintaine good and sufficient beacons in all necessary places from Willoughbies Shole including the whole Shole to James Cittie, And all such beacons afterwards lost, removed or wanting repaire to be re- newed or repaired within fifteen days by the said pilott.
Henning, Vol. 6, Page 90, 1775,-The Governor or Commander-in-Chief was re- quired to appoint persons to examine pilots in each district of the Colony, who should cer- tify such as passed satisfactorily to the Gov- ernor or Commander-in-Chief, who would thereupon make the appointment and assign the appointee to a branch. The partnership of more than two pilots was prohibited: the fee for pilotage to Norfolk was Is. 8d. per foot and the pilot was required to produce the schedule of legal fees to the master of the vessel.
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AND REPRESENTATIVE CITIZENS.
Ilenning, Vol. 7, Page 580,-The County Courts were directed to appoint three persons to examine applicants on paying 20 shilling fee : if applicant passed, the court made ap- pointment and assigned the new pilot to a branch.
llenning. Vol. 9. Page 470, 1778 .- The commissioners of the navy were authorized from time to time to vary the rates of pilot- age and to regulate the fees of pilots within the Commonwealth. The General Assembly which convened in Richmond on the 5th day of May, 1783, in order to prevent ignorant. unskillful persons from undertaking pilotage. elected Paul Loyall. Thomas Brown, James Barron, John Gwinn, Edward Cowper. Charles Baily and William Ballard, or any three of them. to examine every person that should de- . sire to be a pilot, he first producing a certificate from the County Court where he resided of his honesty and good behavior. paying down to the examiners the sum of 30 shillings, and if upon examination the person should appear of sufficient skill and ability, thereupon he was granted a branch and thenceforth he would be reputed a lawful pilot. Every pilot before he took his branch was required to take at least one white apprentice to instruct in the art of his business. This law was amended so as to allow partnership not exceeding four and in- creasing fees one-fifth more for vessels draw- ing upward of 10 feet water. The legisla- ture on the 15th day of December. 1791. di- vided pilots into first, second and third classes. The first class was allowed to pilot any size vessel : the second was confined to. vessels whose draft of water did not exceed 12 feet, and those of the third class could not pilot ves- sels drawing over nine feet. Every applicant for examination should produce proof that he had served as an apprentice for a term of five years. Every pilot boat was required to have its name painted, 10 feet below the head of the foresail, and the port to which it belonged in letters of not less than nine inches in length.
Thus we have a brief outline of the be- ginning of this service dating back to 1660
with a commission to one man by the Gover- nor of the State of Virginia 240 years ago, in response to the request of shipmasters for pilots who would always be on hand for their vessels, until with a steady growing commerce and demand for more pilots their numbers have been increased from time to time, when the present finds them fully equipped in every respect, and prepared to handle all ships com- ing to the ports of Virginia.
.At the beginning of the Confederate War the pilots had five boats ( all sail), named as follows-"Reindeer." "Plume," "Antelope." "Hope" and "York." For several years pre- vious to the war the pilots with these boats were commissioned by the State of Virginia to prevent escape of slaves to Northern ports and there were constantly two of them on duty,-one in the York River and another in Hampton Roads. It was the duty of the pilots in charge to inspect all vessels, especially those bound to Northern ports, searching carefully for escaping negroes, and many an interesting story can be related by those who performed this duty to the State. These boats were pro- vided with bow-chasers. and vessels whose captains refused to heave to were promptly rounded up by a shot across the bows.
The "Reindeer" was on duty in Hampton Roads and the "Antelope" in the York River whenf war broke out. but all boats were withdrawn by order of the Governor at this time: the "Plume" and "Hope" were held in Richmond for service until the evacuation of that city. when both boats were sunk by the Confederates as obstructions in the James River, the pilots receiving no compensation for them. The "Reindeer" was stranded on the Berkley Flats in Norfolk harbor. The ".Ante- lope." which was sunk above Norfolk Navy Yard. was gotten up and subsequently used in the Coast Survey. The "York" entered serv- ice as a privateer, with Capt. Oscar E. Ed- wards as one of the prize officers, making sev- eral captures and a good record.
The pilots then served their State in their capacity, and the famous battle between the
314
HISTORY OF NORFOLK COUNTY
"Monitor" and the "Virginia" found five of them on board the latter vessel-Capt. Will- iam Parrish, chief pilot; Hezekiah Williams, William Clarke, George Wright and Thomas Cunningham: Captain Parrish was standing in the scuttle of the "Virginia" during her en- gagement with the "Cumberland" off Newport News Point when a ball cut away his watch- chain, penetrated his clothing and wounded Commodore Buchanan.
The pilot association was immediately re- organized after the war through the exertions of Capt. Oscar E. Edwards, who ever since has occupied the position of president, sulc- cessfully representing the status of a State pilot, and is held in high esteem by the men with whom he has been so long identified.
The State, recognizing over 200 years ago the necessity for a regular system of pilotage. has by legislative enactments repeatedly sus- tained that which is deemed indispensable to commerce. She has at all times seen that sufficient encouragement was given to insure the maintenance of a proper system and intelli- gent service in connection with her maritime interest.
Beginning with 1660 and the call for one pilot, their numbers have increased with the growing requirements of shipping until at the present 29 regularly commissioned pilots con- stitute their force, and, anticipating a possible need for more, the Virginia Pilot Association has at present 13 young men who after having finished their apprenticeship will augment con- siderably the pilot service of Virginia.
The legislature makes laws for their gov- ernance, fixes their rates, applies conditions and restrictions and gives a Board of Pilot commissioners whose members are representa- tive men selected by the Court of Elizabeth City County and the Corporation Court of Norfolk City from the communities where cen- ter the maritime interests. These gentlemen sit as impartial judges of all matters and de- cide finally any question which may be brought up for their consideration. They are empow- ered to settle all questions which may arise be-
tween pilots and masters of ships, to examine into charges of a culpable nature, to issue licenses to perform the duties of a pilot when competency is proven,-in fact, are a little court unto themselves, and knowing well the intricacies of the business can quickly and in- telligently decide every matter of consequence to shipping, insuring thereby perfection of a system which commerce recognizes as the highest service to it. Kent states that the services of a pilot are of siich an important nature that they approach those of salvage. and it is possible even when employed on board by extraordinary endeavors to earn salvage. After furnishing rates and otherwise provid- ing for their governance, the legislature leaves detail work to the pilots, who make by-laws, purchase their vessel property to enable them to carry on the business, carefully select ap- prentices and in every particular conduct the business in a way consonant with the safety of ships and interest of our ports. Having a few years ago a plant which cost but $20,000. changing conditions have necessitated an extra expenditure of $55,000 and yearly expenses which reach a total of $40,000. They are equipped with one of the finest steam pilot boats on the coast, remain off Cape Henry day and night, in calm and storm, hazard their lives frequently in going on board ships, are subject to the severest exposure and lead gen- erally a dangerous calling. Formerly cruising in sail-boats and maintaining their business at infinitely less cost, the gradual supremacy of steam necessitated the purchase of a $55,000 steamer for their purpose.
Keeping pace with commerce, the pilots have as occasion required enlarged their sys- tem, augmented their forces and in every re- spect maintain an efficient service to the mer- chant marine of Virginia.
Their relations to commerce are specifically as follows-to meet incoming vessels and in- sure as specialist safe conduct to and from the ports of Virginia. Boarding them as soon as entering pilot limits, they are given charge by the captains and the responsibilities of a
315
AND REPRESENTATIVE CITIZENS.
pilot then begin and do not end until the vessel in his care is safely anchored in harbor or moored alongside a dock.
State law makes public servants of them in the furtherance of the quarantine system (Art. 35. Act April 19. 1882), and acting directly under this they have, as soon as board- ing a ship, to inquire into the health of the crew, ports from which she has recently come and to make inquiries generally, bringing such as are liable to inspection to the proper anchorage, where they are boarded by the quarantine officers, who examine into the health of the crew and fully satisfy themselves that there is no danger of infection before al- lowing them to proceed to our ports. Being the first to meet incoming ships and directing them as above, pilots are inseparably identified with the quarantine service, and help to pro- tect not only commerce but public health, pre- venting by their co-operation with the health authorities the introduction of contagious dis- eases in our midst. Quarantine officers in ap- preciation of this co-operation have a number of times issued memorials to the State Legis- lature, acknowledging that without the pilots' assistance quarantine could not be satisfac- torily conducted.
Recognized locally as masters of ships in their care, they are looked to for safety of same. and before engaging in this service have to pass a rigid examination before the Board of Pilot Commissioners and in addition give bond for their good behavior and proper per- formance of their duties.
Regarded as life and property savers, they frequently rescue ships from perilous positions through opportune assistance of their powerful boat. and it will be seen that as a means of security to shipping and public good they are an indispensable adjunct to commerce. mer- chants, insurance companies, masters of ships and health conditions of our ports.
Apprentices before being accepted have the following essentials to meet : The young man must be between 16 and 18 years of age. of good moral character, must produce evidence
from his last teacher that he at least has a good common-school education, and a certifi- cate from a physician that he is not troubled with color blindness and that he is otherwise sound physically. Being thoroughly disci- plined by the pilots and required by the legis- lature to serve five years apprenticeship to those regularly authorized, they are through the five most important years of life confined to their duties on board the pilot-boats, where they have constantly to take soundings, ascer- tain courses and bearings, receive instructions as to landmarks for the more intricate parts of the channels, have frequent instructions from their superiors in the art of piloting and in every particular acquire the necessary knowledge of their future vocation. In- stantaneous judgment and a good nerve are prime requisites and those in this business not infrequently find themselves in positions where both have to be promptly exercised. Crawling up by degrees, they are divided into first. sec- ond and third class and receive ( according to the last classification of pilots by the legisla- ture ) first a 12-foot branch, then as they ad- vance and become more competent a 15-foot one is awarded, when, if after expiration of their apprenticeship attention and faithfulness to their duties fitted them for their last and final papers ( usually designated as a full branch), he enters upon equality with his for- mer masters, and a reward for which he has toiled through five years of deprivation and hardship. Having cast his lot with the com- mercial interest of the State for better or worse, fitting himself solely for one thing and for operation in a limited field. he cannot pur- sue his calling in another State, cannot when business is dull seek employment elsewhere. but must remain and share with the varying conditions of commerce. unfit for all work. he becomes wedded to commerce and his State.
With a rapid increase in size and value of ship and cargo, ranging from $100.000 to ser- eral millions, involving a greater necessity for averting accidents, there is a correspondingly greater responsibility and necessity for men
316
HISTORY OF NORFOLK COUNTY
whose previous training insures the best serv- ice and specifically fits them for a work of such moment to the interest of the State gener- ally.
Under the present circumstances accidents are exceedingly rare, and any dereliction of duty or act showing unskillfulness is promptly
met by punishment decided by the Board of Pilot Commissioners. Their training, how- ever, is so thorough, and penalties of such severity that the highest possible service is se- cured, seldom an accident of any consequence occurs and the wheels of commerce run smoothly along.
.
CHAPTER XX
STATISTICS OF THE POPULATION
TITHES AND TITHABLES FROM EARLY COURT RECORDS-POPULATION OF NORFOLK COUNTY, 1790-1900, FROM THE CENSUS REPORTS-POPULATION OF NORFOLK AND PORTSMOUTH -THE 1900 CENSUS BY WARDS AND DISTRICTS.
The first Assembly ever held in Virginia was convened in June, 1619, at Jamestown, which was then and for many years att called "James City ;" but the first Act relating to taxes of which I find any record was passed at the March session, 1623-24, prohibiting the Governor from laying any taxes or imposition upon this Colony, their lands or commodities in any other way than by authority of the Grand Assembly. So I must conclude that, prior to this Act. the Governor imposed taxes. On March 5. 1623-24, the Assembly enacted that "there shall be in every parish a public granary into which there shall be contributed for every planter exceeding the age of 18, alive at the crop after he hath been here a year, a bushel of corn, the which shall be disposed for the public uses of every parish by the major part of the freemen, the remainder yearly to be taken out by the owners at St. Thomas' his day and the new bushel to be put in the roon1." (Hen., Vol. 1, Page 125.)
There was also a levy of 10 pounds of to- bacco upon every male head above the age of 16. to defray public debts. In October, 1629, a specific levy was made of five pounds of to- bacco on the master of every family and every freeman to pay for powder, wine and provis- ions used by the soldiers, and at the same time
the burgesses were directed to make a list of the tithable persons within their plantations. A tax of 64 pounds of tobacco was levied upon every tithable person in the Colony ( Septem- ber, 1632), to meet public charges amounting to 124,056 pounds of tobacco. The revenue law of 1039 levied 16 pounds of tobacco per poll, and of 1643-44 nine pounds per poll.
The heads of families were made respon- sible for all public dues charged to freemen within their family and an additional levy of IS pounds of tobacco per poll was made to pay for powder and expenses of Sir William Berkeley's voyage. A new mode of taxation was instituted in November, 1645, because the old way was found inconvenient and had be- come insupportable for the poorer classes to bear. This assessed four pounds of tobacco on 100 acres of land, four pounds on one cow three years old, 32 pounds each on horses, mares and geldings, four pounds on breeding sheep, two pounds on a breeding goat and 20 pounds on each tithable person. The tax lists were to be made yearly by the 25th day of June and returned to the secretary's office. It appears that this law was evaded, and in Oc- tober, 1646, a new list was ordered to be made by appointees of the county commissioners, to be reported to the next Grand Assembly.
318
HISTORY OF NORFOLK COUNTY
On the 5th day of November. 1646, the County Court levied the assessment to meet the public expenses as follows :
329 tithable persons at 25 pounds of to- bacco per poll 8,225 1bs.
490 cowes at 5 pounds of tobacco each. 2,450 1bs.
163 goates at 27/2 pounds of tobacco each ... 4071/2 lbs.
2 horses at 10 pounds of tobacco each .. 80 1bs.
38,000 acres of land at 5 lbs. of tobacco per 100 acres 1.900 lbs.
Total tax . 13,0621/2 lbs.
It appears from this assessment that there were only two horses in the county of Lower Norfolk at this time. The next year, on the 15th day of November. 1647. the levy was on
360 tithable persons at 15 pounds of to- bacco per poll 5,400 lbs.
546 cowes at 3 pounds of tobacco each. 1.638 lbs.
121 goates at 11/2 pounds of tobacco each. . 1811/2 lbs.
5 horses and mares at 24 pounds of 10- bacco each 120 lbs.
36.560 acres of land at 3 pounds of tobacco per 100 acres 1,097 1bs.
The people, cows and horses increased but the goats and land decreased. . These levies were for county expenses and not for State levies as rated in the Act of 1645 stated above.
A penalty of double tax was affixed for concealing taxable property and thereafter persons who should give in false lists to the officer should forfeit treble the sum due for his taxes. As the tax on property was made especially for the support of the war, it was repealed in October. 1648, when peace was de- clared and the old custom of poll tax was re- vived or rather retained. In October. 1644. a public levy of 1.776 pounds of tobacco on 296 tithable persons in Lower Norfolk County wa made for defraying the expenses of the ex- pedition against the Pamunkey Indians. The list of tithable persons embraced all free male persons over the age of 16 and the .Act of Oc- tober extended it to cover all male servants (
whatsoever age imported thereafter: which was extended in March. 1658. to embrace all negroes and Indian servants, male or female ; but native Christians and free persons under the age of 16 were excepted. The Act of this late required the master of every family to
present the list to the clerk of the court, failing to meet the requirements was repealed in March. 1659. and sheriffs were again re- quired to make the lists, but in October, 1661, it was alleged that fraud of sheriffs in return- ing lists had greatly augmented the taxes of the Colony, so each county was divided into four precincts, in each of which a commis- sioner was appointed, to whom the constable in each precinct warned the people to bring their lists of tithables by the 10th day of June. In March, 1662, tithables were all male per- sons, negroes male or female. Indian servants male or female. above 16 years of age. Eighty pounds of tobacco were assessed against every tithable person in Virginia for paying the pub- lic levy of the country in 1682. In 1782 the poll tax was 10 shillings on every free male „person over the age of 21 years who was a citi- zen and upon all slaves above the age of 16 years. In 1788 the poll tax was abolished, but was afterward revived to continue until this time, when it is $1.00 upon ever male person over 21 years of age.
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