200 - HISTORY OF JEFFERSON COUNTY were no others interested in fruit growing in these western wilds. The honor of being the pioneer in this direction must be awarded to Jacob Nessley, who settled on the river opposite the mouth of Yellow Creek in 1785, and to whom Chapman referred in his remarks on grafting given above. Nessley began grafting towards the end of the 18th or beginning of the 19th century, and during his lifetime had under cultivation 1,800 acres, one-half being orchard. His work was the beginning of what were afterwards known as the Mahan fruit farms, opposite Yellow Creek and Mingo, and the McCullough and other farms on this side of the river, the beauty of which in the later spring, when the trees presented a perfect ocean of snowy bloom, was beyond description. It is not pleasant to consider that the exigencies of manufacturing and commercialism are converting this from a terrestrial paradise into a condition very much the reverse. His leading varieties were the Gate, sometimes called the Belmont apple, Dominie or Wells, Rambo, Early Pennock or August apple, Golden Pippin, Golden Bell and others. In the early days there was a very limited home market for the fruit, and a considerable portion was converted into brandy and shipped to New Orleans and intermediate points, a trade that continued for upwards of thirty years. The great advantage of the Nessley nursery to this section was that it enabled the farmers to secure improved fruit trees through a process more certain than the Chapman methods. Ebenezer Zane started a nursery on Wheeling Island in 1790, from which the farmers in Jefferson County and adjoining counties reaped considerable advantage. Samuel Wood began the cultivation of fruit trees in Smithfield Township in 1816, and after overcoming the difficulties incident to his isolation built up a flourishing trade in grafted trees, and his nursery became the parent of others in the neighborhood, among them John Hobson's, of Smithfield, from which hundreds of barrels of choice Bellflowers were shipped annually to New Orleans ; and James Kinsey, of Mt. Pleasant. There was a small nursery at Steubenville, and John D. Slack, the pioneer landscape gardener of this section, also had an extensive combination of seed store, greenhouse, fruit and flower garden, which business was subsequently carried on by the descendants of Bezaleel Wells. Jefferson County and vicinity were not only famous as an apple growing center, but originated some of the most popular varieties of apples known. The Western Spy, introduced by Samuel Wood, originated on the farm of John Mansfield, in Wayne Township. The tree is a strong, spreading grower, and blossoms late, and as a result the fruit is seldom injured by frosts. The apple is large and globular, slightly flattened at the ends. Color, yellow with pale red cheek ; good keeper and excellent for cooking. Ohio Redstreak, from a seedling on the same farm, was introduced by Samuel Wood about 1830. The tree is an upright, open grower and abundant bearer ; fruit medium in size, somewhat conical ; color, clear lemon yellow, beautifully striped with light and dark shades of red; flesh, white, of a pleasant taste and good for cooking; season, mid- winter. The Culp, introduced by Samuel. Wood and S. B. Marshall, originated on the farm of George Culp, near Richmond. The tree is a vigorous grower and unusual bearer ; fruit, medium to large ; color, yellowish green, with a dull blush on the sunny side ; a little russet at the crown, and sprinkled over the surface with gray dots; flesh, yellowish white, and neither sweet nor sour ; excellent for cooking and desert ; season, sour; and April ; quality, one of the best. The Wells apple was originated by Jabez Smith, who planted the tree on South Third street, Steubenville, about 1817. He was in the employ of Bezaleel Wells and planted the tree for him on the home place just below Slack street. It was long a popular apple. The Golden Pippin was originated by Samuel Wood, one of the founders of the Ohio Horticultural Society. The Bentley Sweet originated with AND REPRESENTATIVE CITIZENS - 203 Solomon Bentley, of Belmont County, and Zane's Greening from Zane's Wheeling Island orchard. Then there were the Russett, Rhode Island Greening, Northern Spy and others second only in popularity to those already named, recognized as standard fruits. And now we come to what is conceded to have been the finest apple ever grown, namely, the Gate, compared with which the best product of Florida or California orange groves is certainly far inferior, In its palmy days it was a luscious fruit of delightful flavor and with a golden yellow rind on which there was a faint blush. It was an early winter apple and an equal favorite whether for cooking, or eating in the natural state. It originated in the orchard of Mrs. Beam, near Strasburg, Lancaster County, Pennsylvania, soon after the Revolutionary War, being a seedling which grew near the gate of her premises. When Mrs. Beam had company, her guests; who speedily discovered the merits of the new fruit, would ask her to bring some apples from the gate tree, from which circumstance it took its name, although the neighbors called it Mama Beam, in honor of the old lady. After settling opposite Yellow Creek, Jacob Nessley, who was a son of Mrs. Beam by a former marriage, procured scions from the parent tree and propagated the apple under the name of Gate. Shortly after some children of Mrs. Beam by her second marriage settled in Belmont County and brought the same apple with them and cultivated it under the name of Mama Beam. As if this were not sufficient complication, the apple received a third name, Belmont, which was entirely erroneous, although adopted by many fruit growers. It appears that about 1810, when Judge Ruggles, of St. Clairsville, was holding court at Steubenville, one of the jurors who lived near Yellow Creek presented him with an apple. The judge was de, lighted with it and inquired its name, and where it grew. The juror said it grew on his farm, and was called the Gate. The judge, who was a fine fruit grower, procured some scions and grafted them on his trees at St. Clairsville. Some time after a farmer named Beam brought some apples to town for sale. The judge saw them and asked where they grew. The farmer said in his orchard, and they called them Mama Beam. The judge said he had the same apples growing in his orchard, called the Gate, and told where lie got them. "0," said the farmer, "that fellow got his tree from Jake Nessley, my half-brother, and Jake got his graft from mother's tree." From this Judge Ruggles, knowing nothing of the apple's previous history, supposed it originated in Belmont County, and called it by that name. It was presented before the Massachusetts Horticultural Society at Boston in 1834 as an original product of Belmont County, but here it has always been known by its true name, Gate. Unfortunately a number of years ago parasites began infecting the Gate apple trees, and they have now become almost extinct, although a few farmers have saved their trees by vigorous spraying. It is hoped that in time it may be restored to its pristine vigor, for no other fruit has taken its place. The plum was a favorite fruit fifty years ago, but insects have done their work here and the crop is now a negligible quantity. Peaches have flourished for a number of years, but the winters have occasionally been so severe that they cannot be relied on permanently. Jefferson County hills are well adapted for grape culture, but are not utilized as they should be, notwithstanding some very successful examples in times past. According to assessors' returns the products of Jefferson County farms for 1908 were as follows : Wheat—Acres sown in 1908 were 9,343; bushels produced, 149,526; acres sown in 1909, 9,870. Rye-72 acres in 1908; bushels produced, 536; acres sown in 1909 are 73. Buckwheat—Acres sown in 1908 were 32, and bushels produced 591. Oats-9,831 acres sown and 257,808 bushels produced; acres sown in 1909, 10,055. Spring barley-3 acres sown in 1908 and 40 bushels produced; 13 acres sown in 1909. Corn-10,445 acres sown in 1908 and 399,697 bushels 204 - HISTORY OF JEFFERSON COUNTY shelled produced. For 1909 there are to be 10,457 acres sown. Ensilage Corn-241 acres sown in 1908 and 262 acres estimated for 1909. Sugar Corn-20 acres planted 1908 and 56 acres this year. Tomatoes-35 acres planted 1908 and 7,160 bushels produced. Peas-2 acres planted 1908 and 100 bushels produced. Irish Potatoes-871 acres sown in 1908 and 83,250 bushels produced. This year 884 acres planted. Onions-2 acres planted 1908, and 600 bushels produced. Acres in grass, 30,043, and 32,773 tons produced. Clover-4,142 acres in 1908 and 5,140 tons of hay produced and 3,362 bushels seed; 10 acres plowed under for manure. Alfalfa-19 acres grown in 1908 and 39 tons of hay produced. Milk-750,776 gallons in 1908. Butter-483,245 pounds made in home-made dairies and 64,660 pounds in factories. Eggs-488,806 dozen in 1908. Sorghum-2 acres in 1908 and 15 lbs. sugar and 77 gallons syrup produced. Maple products in 1909 were 2,062 trees, 20 pounds sugar and 1,217 gallons of syrup. Honey-5,717 pounds and 1.055 hives. Commercial fertilizer-1,233,185 pounds used in 1908, and this year there will be used 845,360 pounds. Grapes-4 acres vineyard; 2,900 pounds grapes gathered and 100 gallons of wine pressed. Orchards-3,232 acres of apples; 60,151 bushels. Peaches-400 acres and 5,447 bushels. Pears-13 acres and 636 bushels. Cherries-39 acres and 485 bushels. Plums-10 acres and 716 bushels. Other small fruits, 32 acres and 1,290 bushels. Lands—Cultivated, 73,305; pasture, 92,273; woodland, 25,737; lying waste, 12,244; total owned, 203,559. Horses owned, 4,744. Cattle—Milch, 6,234; beef, 651; other cattle, 3,500. Sheep-48,627; killed by dogs, 246; injured by dogs, 100. Hogs-4,105. Wool shorn-250,339 pounds. Domestic animals died—Horses, 92; cattle, 113; sheep, 451; hogs, 132. CHAPTER XIII PUBLIC HIGHWAYS Indian Trail to Pike—Diversion of the National, Road—Era of the Stage Coach—Modern Turnpike Building. It is scarcely necessary to observe that the primitive roads in this section were the old Indian trails, which in most instances were decidedly marked. Along them the savage followed the war path, and after him came the pioneer settler alone on his hunting and trapping expeditions or collectively in bodies large or small, as the occasion demanded. The early military expeditions were obliged to follow the same course, sometimes to victory, but quite as often to disaster. These trails as a rule led along the ridges for several reasons. First, they were more open and free from the thick growth of weeds and underbrush, which made travel next to impossible through the bottom lands. Second, they were safer, as a traveling party from points of advantage could overlook the country and more easily protect itself from ambuscade. Third, travel was less liable to interruption from freshets, which would have made travel along creek beds impossible, for it is scarcely necessary to state that there were no bridges in those days. The more well defined trails seem to have offered no serious difficulty to travel on horseback, but whenever there were movements, either military or civil, involving the use of artillery, wagons or other vehicles a contingent of axemen was necessary to remove trees and other obstructions. There were trails made by deer, buffalo and other animals to and along the water course which were convenient for local travel, which, however, was very limited. The main trails leading from the river into the interior in Jefferson County were at Yellow Creek, Steubenville, connecting with an old road coming down through Holliday's Cove, afterwards the Pittsburg pike, Cross Creek and George's Run. Below there was Zane's trace, which afterwards became part of the National pike. When Congress in 1806 decided to enter upon the construction of that thoroughfare it was a warmly debated question whether it should come down Harmon's Creek to the river opposite Steubenville and proceed westward through that town, or strike the river at Wheeling and cross into what is now Belmont County. The commission, composed of Eli Williams, Thomas Moore and Joseph Kerr, decided in favor of Wheeling, giving the following reasons therefor : "It was found that the obstructions in the Ohio, within the limits between Steubenville and Grave Creek, lay principally above the town and mouth of Wheeling; a circumstance ascertained by the commissioners in their examination of the channel as well as by common usage, which has long given a decided preference to Wheeling as a place - 205 - 206 - HISTORY OF JEFFERSON COUNTY of embarkation and port of departure in dry seasons. It was also seen that Wheeling lay in a line from Brownsville to the center of the state of Ohio and Post Vincennes. These circumstances favoring and corresponding with the chief objects in view in this last direction of the route, and the ground from Wheeling westwardly being known of equal fitness with any other way out from the river, it was thought most proper to locate the point mentioned below the mouth of Wheeling." This reads very plausible, but nevertheless the arguments in favor of the Steubenville route were so strong that it is said that it required all the eloquence and influence of which Henry Clay was capable to induce the commissioners to adopt the Wheeling-Belmont line. Be that as it may, it was evident that Jefferson County must look to its own resources in the way of pioneer road building, and this was inaugurated at an early day. The National pike reached the Ohio River in 1818. On August 14, 1802, the county commissioners ordered that "the road tax be uniformly half the county tax throughout the county," which may be taken as an indication that the importance of converting the old trails into permanent public highways was fully realized. The United States Government agreed to give 3 per cent. of receipts of land sales for road building, which was good business sense, as highways were absolutely necessary to give any value to the lands. This naturally gave an impetus to road building, and during the next six years considerable surveying was done for this purpose, as may be seen by the following from the records of the county commissioners : Book A, Commissioners' Journal, Friday, June 15, 1804, John Ward, Clerk : "Ordered that William Wells [appointed Justice by Governor St. Clair in 1798] receive out of the county treasury $9 in full for services of viewers and surveyors in laying out a road from the mouth of Yellow Creek to the western boundary of Pennsylvania. " On November 3, 1804, a petition was presented for a road from the southeast corner of Jonathan West's field, past schoolhouse near James Pritchard's to intersect state road at 12-mile tree. James Latimer, John Robertson and William Stoaks, viewers ; John Gillis, Jr., surveyor. This road was through Knox Township. Same date. Beginning at Ohio River, opposite King's Creek, at Isaac White's Ferry ; across Town Fork of Yellow Creek, near where James Shane is building a mill ; to intersect state road from Stillwater to the northeast corner of the seven ranges, at Springfield. John Andrews, William Campbell and Michael Myers were appointed viewers and John Gillis surveyor Same date. Beginning at extension of Clay Lick Road, on dividing ridge in the 26th Sec., 11th Township, 4th Range ; crossing Alder Lick Fork and Dividing Fork of Kennottenhead ; to intersect the great road leading from George Town, on the Ohio ; to the Moravian Town on the Muskingum. John Sunderland, John Gillis, Sr., and John Myers, viewers ; John Gillis, Jr., surveyor. Same date. Beginning on the Ohio at the mouth of Jeremias Run ; to intersect road from Steubenville to mouth of Yellow Creek [state road built along the river in 1804] at 12-mile tree;. to cross Town Fork of Yellow Creek at James Fitzpatrick's ; to James McCammis' ; to intersect state road at Springfield. Jacob Nessley, William Sloane and Amos Wilson, viewers, and John Gillis, surveyor. Same date. Petition for alteration of road down Cross Creek ; past Moodie's mill ; to intersect road from Steubenville to mouth of Short Creek. John Carr, John Andrews and John Miller, viewers ; Benjamin Hough, surveyor. Same date. John Taggart complained of a road having been laid out by Robert Carothers (Road Commissioner) from mouth of Short Creek to Duncan Morrison's. Robert Moodie, John Carr, John Adams, George Carpenter, Thomas Harper, viewers. November 4, 1804. Draft of road, beginning on new part of ridge south of AND REPRESENTATIVE CITIZENS - 207 Short Creek, past mills on Long Run; to the three forks of Short Creek ; ordered made. Abner Wells, Charles Moore and Jacob Holmes, viewers; Benjamin Stanton, surveyor. Same date. Beginning at 15th-mile tree, on road leading from Steubenville to Henderson's ; to 17-mile tree on road from [opposite] Charles Town to Henderson's. John Crague, James Arnold, viewers William Holson, surveyor. November 8. 1804. Survey of road from mouth of Salt Run; to intersect road opposite Charles Town [Wellsburg] to Cadiz. Ordered opened. Ebenezer Sprague, Christopher Vanodoll, John Jackson, viewers; John McElroy, surveyor. June session, 1805. Beginning at Baldwin Parson's mill on Short Creek , to Smithfield; to intersect Charles Town [Wellsburg] road near Archibald Armstrong's. Nathan Shepherd, Malachia Jolly, John Stoneman, viewers ; William Denning, surveyor. Beginning at Joseph Steer's mill on Short Creek ; to mouth of Piney Fork; along ridge between Piney Fork and Dry Fork to Nathaniel Kellim's; to intersect Charles Town road between the 13th and 14-mile trees. Charles Cuppy, John McMillen, Sr., William Gillespie, viewers; William Holson, surveyor. Beginning upper end first narrows of Cross Creek, below Joseph Tomlinson's; down the creek with cart road ; thence to "where old man Riddle formerly lived, to old Mr. Smith's;" to intersect road from Steubenville, near Smith's lime kiln, above Bezaleel Wells' saw mill. Jacob Welday, William Forsythe, Samuel Hunter, viewers; Isaac Jenkinson, surveyor. Beginning at south boundary line of county; thence to Jacob Ong's mill on Cross Creek to 14-mile tree on state road to New Lisbon. William Carr, Mason Metcalf, John Kimberlin, viewers ; John Gillis, surveyor. Beginning on road leading from [opposite] Charles Town, to Henderson's ; between 17 and 18-mile tree to Mr. Cutshall's mill on Cross Creek. Samuel Dunlap, John Crague, John Wiley, viewers ; William Holson, surveyor. September, 1806. Beginning at Cadiz ; thence past Thomas Dickerson's smith shop, past schoolhouse on Joseph Holmes’ land; thence to John Colbert's, to intersect the Short Creek Road ; thence toward Newels Town until it strikes the county line. Joseph Huff, Samuel Huff, Joseph in e Holmes, viewers. Beginning at mouth of Big Yellow Creek ; thence to James Andrews's mill, to James Glenn's, to intersect road from opposite King's Creek, on the Ohio, to Springfield. Philip Saltsman, John Wells, Aaron Allen, viewers. Beginning at road from Charles Town to Cadiz between the '20th and 21st-mile trees, to Baldwin Parson's mills on Short. Creek. George Moore. John Craig and Levi Muncy, viewers. Benjamin Scott presented a petition to change part of road from Belmont County line through his lands. Jonathan Lupton, Nathan Lupton, Joseph Steer, viewers, and Joseph Steer, surveyor. Thomas Purviance complained of damage sustained by alteration on road from Charles Town to Cadiz. Joseph Porter, John Baird, Daniel Dunlevy, John Ekey and James Forsythe, reviewers. Robert Christie made like complaint, and Elias Pegg, Joseph Mahollen, Thomas Fleming and William Sharron were appointed viewers. Samuel Cope also complained, and James G. Harra, Samuel McNary, John Kenney, Jesse Edginton and William Harvey were appointed viewers. December, 1806. Beginning at the town of New Salem, past the farm of John Ax; thence past farm of George Pfautz, past farms David Custard, Daniel Bair; thence down Knottenhead, past sugar camp to mouth of Alder Lick Fork, to intersect the Charles Town Road. John Myser, Jacob Whitmore, John Wiley, viewers. Beginning at James Forsythe's mill on McIntire's Fork of Cross Creek, past John Iam's ; thence on the old path which leads from the Charles Town Road to the Steu- 208 - HISTORY OF JEFFERSON COUNTY benville Road„ which passes Bezaleel Wells' sawmill. Samuel McKinney, Joseph Porter, Daniel Dunlevy, viewers. Beginning at the town of Cadiz, to James Finney's, to Gutshall's mill. Jesse Edginton, William Marshall, Thomas Ford, viewers ; William Denning, surveyor. Beginning southeast corner Jonathan West's field ; to 12-mile tree on state road. Favorably reported. William Stoaks, James Latimer, viewers. At this session John Tagart was awarded damages sustained in construction of that part of state road laid out by Robert Carothers from mouth of Short Creek to Duncan Morrison's. November 4, 1805. Beginning at Forsythe mill on Cross Creek ; to Joseph Tomlinson's ; thence to left of old Mr. Riddle's ; to intersect Steubenville Road on Bezaleel Wells' Mill Run, at the foot of the hill. Samuel Hunter, Joseph Porter, John Ekey, viewers ; David McClure, surveyor. Beginning at the Short Creek Road where Carpenter's old trail leaves it; thence along dividing ridge between Short Creek and Wheeling Creek ; to John McConnell's horse mill ; thence along ridge between Brushy Fork and Bogg's Fork of Stillwater ; intersecting Steubenville Road. Joseph Huff, Samuel Huff, John McConnell, viewers ; William Holson, surveyor. Beginning at 17-mile tree on Charles Town Road ; thence to Baldwin Parson's mills on Short Creek. Samuel Dunlap, John Wiley, John Crague, viewers ; William Holson, surveyor. Beginning at the mouth of Piney Fork of Short Creek ; thence along side of creek to Arnold's Town. Joshua Meeks, Jacob Holmes, William Gillespie, viewers. Beginning on the Charles Town Road, "near McAdams and west of him ;" thence to Eli Kelly's ; to Thomas Cantwell's old cabin ; under the hill on the west side ; to cross the creek above Israel England's sugar camp ; thence up Cross Creek to Forsythe's mill ; thence up the dug hill west of John Ekey's ; to intersect Steubenville Road, on the ridge near Matthew Huffstater's field ; also a branch from the mouth of Dry Fork of Cross Creek, to intersect said road at John Ekey's. Daniel Dunlevy, Joseph Porter, Christopher Lantz, viewers ; Daniel McClure, surveyor. Beginning at the plantation of Jacob Sheplar, on road from Steubenville to Cadiz ; thence to plantation of John Bake, on dividing ridge between Stillwater and Knottenhead ; thence to the range line. John Lyons, David Ensloe, Samuel Holmes, viewers ; William Holson, surveyor. David Robinson, Nathan Shephard, George Humphrey, Abraham Cuppy and Elias Pegg were appointed to investigate grievance of John McCulloch by reason of road from the house of William Sharron to Joseph Steer's mill. James Bailey, George Alban, Thomas Nicholson, Richard Johnston and Thomas Hitchcock were appointed to view a remonstrance against road from Bezaleel Wells' sawmill to Cross Creek. June, 1806. Review of part of road from William Sharron's, past Steer's mill ; intersecting road from Warren Town to Morrison's tavern ; to-wit, from Rush Run Road to Jeremiah Ellis' line ; ordered. Joshua McKee, Nathan Updegraff, James Carr, viewers ; John McElroy, surveyor. Beginning at 16-mile tree on road from Charles Town to Henderson's ; thence to Martin Snyder's on road from Steubenville to Cadiz. John Croskey, Jr., Samuel Holmes, Daniel Welsh, viewers ; William Holson, surveyor. Petition for road from Short Creek Road near mouth of Long Run ; thence up tun by Abner Wells' mills and intersect Chillicothe Road near house of John Wells. Jonathan Wilson, Israel Jenkins, John McConnell, viewers. Beginning at state road near Massam -Metcalf 's ; thence so as to pass between farm of Abraham Bear and farm lately occupied by John Brisben, dec., until it intersects road laid out from Isaac White's Ferry on the Ohio, to Springfield, at AND REPRESENTATIVE CITIZENS - 211 Thomas McCamis'. Thomas McCamis, Arthur Latimer, Massam Metcalf, viewers ; Daniel McClure, surveyor. Beginning at mouth of Long Lick Run, through lands of Robert Hill and others, to intersect road down McMahan's Run to Steubenville, above Bezaleel Wells' sawmill. John Miller, John Adams, John Ekey, viewers ; Daniel McClure, surveyor. Beginning at Baldwin Parson's mills on Short Creek, past Alexander Cassil's fulling and sawmills ; thence past Bradway Thompson's and Samuel Hanna's ; to intersect road from Cadiz to Newels Town [St. Clairsville]. Andrew Richey, Samuel Dunlap, John Wells, viewers ; James McMillan, surveyor. William Storer, Malachia Jolly and John McLaughlin were appointed to review part of road from Charles Town to Cadiz. Beginning at Cadiz ; down Standingstone Fork of 'Stillwater ; to intersect road from George Town to Middle Moravian Town. Abraham Leeport, Michael Worley, Joseph Huff, viewers; Isaac Jenkinson surveyor. Beginning at the mouth of Wills Creek; up the creek by Michael Castner's sawmill ; to intersect road from Steubenville ; by Uriah Johnson's sawmill at or near Samuel Thompson's. Andrew Anderson, James Dunlevy, Brice Viers, viewers ; Isaac Jenkinson, surveyor. Beginning at s. w. corner George Richey's field on state road ; through Elliot's lane to Christopher Lance's ; to intersect road leading from Bezaleel Wells' sawmill; over Cross Creek at Thomas Armstrong's. George Day, Thomas Nicholson, Jesse Wintringer, viewers ; Isaac Jenkinson, surveyor. Beginning at Cadiz ; thence to John McConnell's horse mill ; thence to county line ; to intersect road from St. Clairsville. John McConnell, Davis Drake, James Crague, James McMillen, viewers. Beginning at mouth of State Lick Run ; thence up the hill "where Joseph Cook has already dug a road ;" thence to the middle fence in John Phillips' plantation ; thence along state road to ridge leading to George Mahon's horse-mill ; to intersect a new road from Steubenville, past Wells' sawmill on Cross Creek. David Powell, Daniel Treadway, Thomas Wintringer, viewers. Beginning at the mouth of Rush Run; up the run to Joseph Pumphrey's sawmill to finally intersect Warren Town [Warrenton] Road, near "little Isaac Lemasters' ;" also, another road to begin near Thomas Brown's, and to intersect road from mouth of Rush Run to Steer's mill, near Elias Pegg's. George Carpenter, Joseph Boskhimer, David Purviance, viewers ; William Noughton, surveyor. Beginning at road from Warren Town to Smithfield at or near house of William Sharron ; to Joseph Steer's mill; to intersect the road leading from Warren Town to Morrison's, on the Chillicothe Road. Nathan Updegraff, James Carr, Joseph McKee, viewers ; John McElroy, surveyor. Beginning at the Charles Town Road, at Leeport's old place ; thence up Macintire's Fork of Cross Creek; thence to James Roberts' sawmill; thence to intersect road leading from Warren Town to Duncan Morrison's, near John Fuller's. John Craige, George Moore, John McFadden, viewers. Beginning at road from Tilton's Ferry to St. Clairsville, at corner James West's field ; to intersect road up Little Fork of Short Creek, near Henry West's mill; thence to continue along said road to fording below the meeting-house; to intersect road from Steer's mills to Wheeling. Thomas McCune, Joseph Tilton, Adam Dunlap, viewers, and John McElroy, surveyor. James Bailey, William Bailey, William Campbell, James Pritchard were appointed viewers to investigate complaint of Henry Hannah as to road laid out to intersect the road from opposite King's Creek to Springfield. The same viewers were appointed on the same complaint of John P. McMillen. March, 1807. Beginning at a schoolhouse near the Widow Wycoff's, on road 212 - HISTORY OF JEFFERSON COUNTY laid out from mouth of Island Creek to said schoolhouse; thence along the line between Daniel Arnold's and Martin Swickart's lands, to where said road strikes John Rider's corner ; to intersect the Quaker Road ; thence to the mouth of John Rider's lane ; thence to hill descending to Shane's mill on the Town Fork of Yellow Creek. George Friend, William Friend, William Campbell, Arthur Latimer, viewers, and John Milligan, surveyor. Beginning at mouth of Right-hand Fork of Short Creek ; up said fork to intersect road from Arnold's Town to Baldwin Parson's mills. John Craig, George Moore, James G. Harra, viewers. June, 1807. Beginning at the place where the road from Baldwin Parson's mill intersects road from Charles Town to Cadiz, about two and one-half miles from Cadiz; thence past the plantation of Morris West on road from Cadiz to Steubenville ; past the plantation of Samuel Smith ; to intersect the road leading down dividing ridge between Stillwater Cannotton [Connotton] at the plantation of Otha Baker. William Moore, Samuel Osborn, Henry Hemry, viewers, and William Holson, surveyor. Beginning at Nicholas Cutshall's mill ; thence past the farm of Christopher Shaffer; past farm of John Stull; past farm of Daniel Shawber; to intersect road from Steubenville to n. w. corner of the Seventh Range. Solomon Miller, George Pfautz, Solomon Fisher, viewers, and John Milligan, surveyor. Beginning at the line between Jefferson and Belmont, on dividing ridge between Wheeling and Stillwater, where the road from St. Clairsville intersects said line ; to Jacob Vanpelt's; to Benjamin Wardings' ; thence by near James Perdue's ; thence to intersect the Steubenville Road. David Drake, Joseph Covert, John Chadwallider, viewers. Beginning at or near the 16-mile tree on road leading from Cadiz to Steubenville ; thence to David-Parkhill's mills ; thence to New Salem. John Kinney, Jesse Edginton, Peter Hesser, viewers. Beginning at state road from Warren Town past Mt. Pleasant, east of fields belonging to William McKahc thence to sawmill of Asa Cadwallader ; past lands of Judge Martin and Joshua Howard, so as to intersect road from Warren Town to Smithfield. Joseph McKee, Joseph Steer, David Robertson, viewers. Beginning near William Engle's ; thence west along dividing ridge between main branch and Brushy Fork of Stillwater until it comes to the head of a large run ; to Daniel Easley's mill on Big Stillwater. William Huff, David Drake, John McMillan, viewers. Beginning at Mr. Shepler's on the Chillicothe Road ; thence to the Clear Fork of Stillwater ; down said fork to Adam Farrier's mill; thence to the point where the George Town Road crosses it. Samuel Boyd, Abraham Leeport, John McKonkey, viewers. Michael Castner complained of the course through his property of road from the landing of Philip Cable on the Ohio, to Springfield, and asked permission to change road at his own expense. James Moores, Jr., Thomas Frazier, Samuel Thompson, viewers. William Marshall, John Ekey and Joseph Tumbleson.were appointed viewers on a change in the road from the Steubenville Road to James Forsythe's mill; William Denning, surveyor. December, 1807. Petition presented for alteration of road from Steubenville, past Mr. Wells' sawmill on Cross Creek ; alteration to be made between Steubenville and the First and Second Ranges. Jacob Fickes. David Hull, Moses Hanlon, viewers, and Isaac Jenkinson, surveyor. Petition for alteration of road from Steubenville to Hezekiah Griffith's Ferry opposite Charles Town; the alteration to begin at upper end of Mingo Bottom; down to Ohio River until it intersects road from Moodey's Mill to Edgar's Ferry. AND REPRESENTATIVE CITIZENS - 213 Robert Hill, Brice Viers, John Baird, viewers. Petition for alteration of road from Warren Town to Smithfield; alteration to begin on Peter Hone's land; down the hill to the fording next below Thomas Adam's sawmill. John Kerr, Joseph Kerr, Joseph Steer, viewers. Beginning at the Steubenville Road at intersection of road from Forsythe's mill ; along line between James Connell and Andrew Elliott's land; north across James Connell's plantation to a hickory on the line between Connell's and Stephen Brown's land; to lane to Andrew Richey's ; to corner of Thomas Mansfield's field; to mouth of William Sherrow's lane ; to John Creesand's hill; to intersect state road between 9 and 10-mile trees. Thomas Patton, William Floyd, Thomas Latta, viewers. Thomas Adams asked for alteration of road crossing Short Creek at upper end of his mill-dam. John Kerr, Joseph Steer, George Humphreys, viewers. While all these projects were not carried out, yet Jefferson County's first decade witnessed a system of roads inaugurated which would give access to practically every part of her territory. The proper improvement of these roads was to be the work of a century. To the northeast from Steubenville extended the Pittsburgh pike, organized in 1822 and completed a few years later. Directly east was the original Washington road connecting with the pike four mills east of Wellsburg, while westward, leading up the ravine from Market street, was the "Old Steubenville, Cadiz and Cambridge road." To improve this road a private company under the direction of Civil Engineer Reeves, commenced operations on July 10, 1837, when the main road was moved from the bottom of the ravine to the hillside, where there seems to have been already a sort of outlet. This involved quite heavy grading at the start, extending to what has long been known as "the watering-trough" on West Market street, whose never-failing supply of cold, pure water has been a source of refreshment to thousands of men and animals. Here began, about 1850, what was known as the "Plank Road," made of two-inc- planks a foot wide and eight or nine feet long, laid on the ground close together, forming a continuous floor extending to the "forks," five miles distant, where one branch of the road to the left led. to Cadiz. Cambridge and Zanesville. The right hand road, after running three miles further to the "Two Ridges," again forked, one branch taking to Salem and New Philadelphia, and the other to Richmond. Harlem Springs, Carrollton, Canton and Massillon. These roads, with the one up and down the river, were regarded as state roads, although we do not find that the state did anything towards keeping them up. There was a. toll-house and gate just beyond the present Union Cemetery entrance, which existed until about the year 1867, when the corporation was dissolved and further effort to keep the road in good order was abandoned. The planks gradually decayed or were removed, and the road remained in its original condition until the dawning of the pike era, although it continued to be known as the plank road. In some places, especially in swampy ground, efforts were made to "improve." the roads by laying across them close together a covering of fence rails or pieces of saplings. To this was given the title "corduroy," probably from the ridged cloth of that name, which became a synonym for the acme of roughness and discomfort in road travel. Rough as were these primeval thoroughfares, they were a great advance on the Indian trails and served well their purpose. As early as 1817 Matthew Roberts, a sturdy youth, carried the first mails to Pittsburgh on horseback, and a couple of years after he was succeeded by John McMillan, who introduced the stage coach, an humble two-horse precursor of the 20th century limited. Soon the four-horse coaches "fast express" were running between Steubenville, Pittsburgh, Wheeling and other points, and in 1823 George A. 214 - HISTORY OF JEFFERSON COUNTY Dohrman and Matthew Roberts greatly extended the business, taking in not only the towns named above, but Painesville, Ashtabula, Canton and Massillon, as well as other inland towns now springing into existence. The introduction of steamboats on the Ohio gave another impetus to this business, as Steubenville became an important connection of the two methods of travel. Through tickets were issued in the East for the West, good for stage coach and steamboat. The bugle on the boat was sounded in rotation, within hearing distance of a stage coach town, denoting the number of passengers aboard to be landed and continue their journey over the road. Thus the stage coach people were prepared for the start when the boat came to the shore. If there were ten bugle sounds, preparation was made for the ten passengers. How distinctly, said an old river-man, that is remembered, and especially the manner in which the embarking passengers hustled their luggage together to be ready for the best seat in the coach. Six to eight coaches leaving daily, and as many arrivals was no uncommon feature, and the notes of the driver's horn made the air resonant. To make the journey across the country to Pittsburgh one had to arise at 2 a. m., leave about 3 or 4, take breakfast and dinner en route, and arrive there in the evening. Travel was more comfortable by river, but when the latter was dried up or frozen over it was necessary to fall back on the old reliable land route. The fare was $2 to Wheeling and $1.25 by steamer, while the average rate was 5 cents a mile or over. The inauguration of Harlem mineral springs as a resort, especially by Steubenville people, greatly enhanced the coaching business in this vicinity. Each coach carried from nine to twelve passengers, each passenger being allowed twenty pounds of baggage. The driver was in full charge, the average time being about eight miles an houi, with changes of horses every ten or twelve miles. To insure your seat in the coach you were required to be "booked," that is, registered, in advance, and the term "booking" is still applied to European railways which do not have ticket offices but "booking" offices, where, however, they sell tickets just as they do in America. The freight wagons were constructed to carry about five tons, being covered and usually drawn by six horses. A cent a pound was charged on freight from Pittsburgh to Steubenville, and $3.50 to $10.00 per hundred pounds from Philadelphia to Pittsburgh, according to circumstances. A good span of horses cost about $200, corn 25 cents per bushel, and hay $6 per ton. Wheat, which could be bought here for 30 cents a bushel, cost $1.50 in the eastern market, the difference being the cost of transportation. A coachman received $10 to $12 per month and board, and was accountable for the care of his team. Up to the early fifties the stage coach held the pre-eminence in inland travel, and the merchant who could advertise his goods as only ten days out from Philadelphia was considered unusually enterprising. Although we find occasional notices of turnpike companies in the early newspapers, yet the highways were simply dirt roads, delightful to travel in summer after the showers had laid the dust, but practically bottomless and almost impassable in winter. The surface rocks of the northern townships being sandstone and shales, produced a fair road which could be traveled at all seasons, but in the southern part of the county the limestone clays produced the most sticky and obdurate mud imaginable. The advent of steam by river and rail no doubt reduced the pressure for good roads, as the old stage lines disappeared one by one, leaving as their survivors local "hacks" still in vogue across the center of the county, and used to connect the back county with railroad stations. We have noticed the effort to improve matters by means of the "plank road," but even the cheap lumber of that day did not avail to make a durable highway, and the enterprise was not a financial success. It began to be recognized that broken lime- AND REPRESENTATIVE CITIZENS - 215 stone with suitable grades could only solve the problem, but that kind of road building was expensive, and for many years a section of about two miles in the lower end of the county was the only representative of improved roads. Finally, in the winter of 1878-79, a campaign of education was begun in favor of pikes, or macadamized roads, from the name of their inventor. There seemed to be sufficient public sentiment in its favor to warrant the submission of the matter to the people on a proposition to begin the construction of three trunk roads leading north, south and west from Steubenville, with lateral branches to be added later. About one-third the tax valuation of the county was in Steubenville city, and as the work was to be paid for by general levy the city, which would be only indirectly benefited, would pay one-third the entire cost. The result of the election, which took place on the first Monday of April, 1879, exhibited some curious anomalies. The total vote in favor of pikes was 3,185 to 2,935 against, giving a net majority of 250. But the city was almost solid for the project, giving 1,970 in favor to 149 against, while the outside voted 1,215 for and 2,786 against. Steubenville township, 63 to 5, and Wintersville Precinct, 173 to 76, were the only two precincts outside the city which wanted pikes. Brush Creek cast a solid vote against, and some of the others nearly so. Nevertheless, the advocates of pikes flattered themselves that they had won a victory, but it proved a barren one. Injunction proceedings were begun, which had the effect of holding up the matter until after the fall election, when William Stark, the County Commissioner, who had been most active in the cause, was defeated for second term, and James Ball, an opponent of the project, was elected in his place. The matter was thus allowed to die, and we hear no more of pikes in this county until 1886, when Hon. B. N. Linduff, member of the legislature from Jefferson, had a bill passed directing the County Commissioners to build a pike from Steubenville city limits to the county infirmary, a distance of about two and one-third miles, which was accomplished that summer. This seems to have been an education so far as the central part of the county was concerned, and on February 28, 1890, an act was passed authorizing the townships of Steubenville, Cross Creek, Island Creek, Salem, Wells, Knox and part of Smithfield to vote on the question of pikes to be constructed by general taxation. Each township had the privilege of joining or remaining outside of the combination, but unless the three first named should vote affirmatively then no pikes whatever should be built. The ensuing April election resulted in the following favorable majorities in the townships named : Steubenville, 1,232 Island. Creek, 10; Cross Creek, 130; Wells, 119, and Salem, 27. Knox and Smithfield voted adversely and were consequently omitted from the system. Under this act seventy-eight miles of turnpike were constructed during the next four years in the five townships named, and under the stimulus of this example seven additional miles of pike were constructed in the southern townships under the one-mile assessment plan, and the work has been going on ever since until there are now 154 miles of turnpike in the county. It has been found economical in the long run to make the limestone covering twelve inches deep, as with less the repair bill becomes proportionately heavy. Open ditches have in most cases been depended on for drainage, but four-inch sewer pipe were used on the worst part of the road built in 1886, placed under the center of the metal with good effect. The rugged nature of the country near the river has made the question of grades very important, and the restrictions on the cost of construction have forced a maximum grade in some cases of 12 1/4 per cent, although on most of the roads the maximum does not exceed 8 3/4 per cent, and on a few 5 per cent. It is unnecessary to say that the heavier the grade the greater the cost of maintaining a road, aside from other disadvantages. The cost 216 - HISTORY OF JEFFERSON COUNTY of construction of the roads referred to has ranged from $2,120 to $8,000 per mile, running far above that in special cases like the Mingo and Stanton boulevards, which have been paved with fire brick. Difference in the amount of grading required is the principal cost of this variation, accessibility of limestone, the labor market, etc., also being factors. The change of sentiment in the rural districts on this question is illustrated in the case of Knox Township, which voted almost solidly against pikes in 1879, and 461 to 197 against in 1890, when a large part of the expense would have been borne by Steubenville city, and a few years later decided by a vote of 560 to 150 to build pikes without outside help. The pikes of Jefferson County have cost about one million dollars, but there is no thought of going backwards, and the time may come, as it has done in Europe, when the general use of public motor cars will bring back the rural highway to more than pristine importance. There are indications, however that the road of the future, not only in this but in other sections of the country, will be, not macadam, but the vitrified fire brick, which is already the principal factor in street paving. The first cost of a brick road is nearly double that of macadam, but the constant repair needed by the latter wherever there is a reasonable traffic in a few years more than equalizes the difference. About nine years ago the county commissioners laid a mile section of brick road between Toronto and Empire, which, as an object lesson, has attracted national attention. It is on the bank of the Ohio River, subject to overflow, and in a location where a stone road would not last a year. This road is 10 feet wide, with a little-used summer dirt road on one side. It was built at a cost of $8,000 a mile and after nine years of heavy traffic is in about as good condition as when built, except where it was injured in one place by a landslide and in another by the burning out of a cinder pile over which it was built. Where this brick road stops a continuation of stone road of equal length was built at the same time. The stone road cost $3,000 a mile less than the brick road originally, and has a much more favorable location. In the nine years these roads have been in use the repairs on the stone road have already used up the original difference in cost and the annual repair bill is increasing, while not a cent has been spent on repairs on the brick, and to all appearance none need be spent for many years. Through the interests of some clay magnates the brick road was provided with a unique curb. The curb is of vital importance in brick road building. The stone curb at $4,000 a mile is an extravagance and the brick curb (the cheapest permanent curbing known) depends for its efficiency on the careful maintenance of the stone or earth banking, or berme, and seems to be objectionable because it increases the annual repair bill. The concrete curb at a cost of about $2,500 a mile is most in favor but is easily broken, demands expert supervision throughout its construction and is liable to frost damage. The burnt clay curb used on the Toronto road can be laid at about the same %cost per mile as the concrete, which it excels in several particulars. It is made of the same material as sewer pipe and vitrified in the same way. When laid in the road it is practically indestructible and unbreakable. The curb is made in 2-foot sections with a height of 18 inches, a base 7 inches wide, top about 3 inches sides 2 inches thick. Being hollow, it can be utilized for draining the road bed. All that is needed is to cut outlets at the bottom of the grades and provide lateral tile to carry the water off the right of way. And it appears that, except where heavy grades are necessary, where a brick road becomes too slippery, this is the common highway of the future. The county already has about eight miles of brick highways and 750 miles of dirt road. CHAPTER XIV THE GREAT WATER TRAIL Canoe to Keelboat and Flat—First Steamboat on the Ohio—Rise and Decline of River Trade—The Floating Palace and the Big Towboat—Proposed Big Inland Canal. While interior settlers were dependent on Indian trails and primitive conveyances for methods of intercommunication, Jefferson County was fortunate in having along her entire frontage a stream that, except for a short time in midwinter, was practically navigable the year round for the small vessels then in use. We have seen how the Ohio furnished a natural highway for the war canoe of the Indian, and later was utilized by the military and the pioneers in the same manner. It was easier floating down the stream with the current than hauling the goods overland, and the return journey at first did not receive much consideration. The needs of the country brought a development from the canoe into the keelboat, or barge, roughly made, seventy-five to a hundred feet in length and a breadth of fifteen or twenty feet. They carried sixty to one hundred tons of freight and had a small cabin at one end for female passengers. Sails were used, but wind in the Ohio River curves is a very uncertain quantity, and poles were resorted to for motive power, and occasionally towing, the boatmen walking along the shore, pulling the craft by means of a long rope. It was not until after the construction of Fort Steuben in 1786-7 that the river began to assume any commercial importance. Navigators and boatmen were obtainable at Redstone (Brownsville) or Pittsburgh, but any person wishing to descend the Ohio must purchase or charter (generally the former) his own craft, and take his chances of being shot or wrecked. But the opening of the Seven Ranges for settlement, and the creation of small towns farther down the river produced a demand for more systematic methods of conveying freight and passengers, and a reliable means of getting up the river as well as down. Accordingly, in the Centinel of the Northwestern Territory, published at Cincinnati in 1793, we find this advertisement : " OHIO PACKET BOATS. " Two boats for the present will set out from Cincinnati to Pittsburgh and return to Cincinnati in the following manner, viz.: "First boat will leave Cincinnati this morning at 8 o'clock, and return to Cincinnati so as to be ready to sail again in four weeks from this date. "Second boat will leave Cincinnati on Saturday, the 30th inst., and return to Cincinnati in four weeks as above. " And so, regularly, each boat performing the voyage to and from Cincinnati to Pittsburgh once in every four weeks. "Two boats in addition to the above will shortly be completed, and regulated in such a manner that one boat of the four will set out weekly from Cincinnati to Pitsburg and return in like manner. " The proprietors of these boats, having maturely considered the many inconveniences and dangers incident to the common method hitherto adopted of navigating the Ohio, and being influenced by a love of philanthropy and desire of being serviceable to the public, have taken great pains to render the accommodations on board the boats as agreeable and convenient as they could possibly be made. - 217 - 218 - HISTORY OF JEFFERSON COUNTY "No danger need be apprehended from the enemy, as every person on board will be under cover, made proof against rifle or musquet balls, and convenient port holes for firing out of. Each of the boats are armed with six pieces, carrying a pound ball; also a number of good muskets and amply supplied with plenty of ammunition, strongly manned with choice hands, and the masters of approved knowledge. "A separate cabin from that designed for the men is partitioned off in each boat for accommodating ladies on their passage. * * * "Passengers will be supplied with provisions and liquors of all kinds, of the first quality, at the most reasonable rates possible." The time in each direction is not given, but presumably the up trip required three weeks and the down trip one week. The commercial possibilities of the river were pointed out as early as 1770 by an English engineer, and a French pamphlet along the same lines published in 1789 was effective in securing the French settlement at Gallipolis in the following year. The latter suggests that the capital of the nation be located in the valley, "which will be the center of the whole country." These documents furnish most interesting reading, and we regret that want of space prevents their publication in full. General Washington, to whom we owe more in regar=d to the development of this valley than is generally supposed, wrote the following hint of improved navigation as early as 1784, saying, "I consider Rumsey's discovery for working boats against the stream by mechanical powers principally as not only a very fortunate invention for these states in general, but as one of those circumstances which have combined to render the present time favorable above all others for fixing, if we are disposed to avail ourselves of them, a large portion of the trade of the western country in the bosom of this state irrevocably." Rumsey used steam as a motive power in 1786 to force a stream of water back from the vessel, which would have the effect of driving the craft forward, and had a controversy with John Fitch, who declared that traffic on these western waters would one day be carried on by steam, but Fulton finally carried away the honors from both of them. The boatmen of the early days had their characteristics quite as decided as those of the stage drivers. One of them, Mike Fink, has become notorious. He is said to have been a ruffian, bloodthirsty and revengeful and equally skilful with the knife and rifle. One of his accomplishments was to shoot a small drinking can of whisky, a la William Tell, from a man's head with a rifle. Such was his reputation as a marksman that his companions were willing, perhaps under persuasion, to pose as targets. One day, however, having imbibed too freely, his aim was a little too low, and his companion was killed. Mike displayed deep grief, either real or pretended, at the unfortunate result, but one of the man's friends believed the killing to be intentional, and determined on revenge. He carefully concealed his purpose, for strategy was necessary, and some time after, when the boatmen were on a carousal, he boasted of Mike's prowess, and stood while Mike shot the can off his head. This was done several times, when he called on Mike to reverse matters by taking the can on his head while the other shot. Mike consented and the result was fatal, `the bullet piercing his skull directly between the eyes. He died unlamented, his associates having been the Girties, Bill Harney, Joe Carpenter, Jim Stevens, Jack Dalton, and other noted freebooters, who had their headquarters on the river at a place called Cave-in-the Rock, about twenty miles below Shawneetown. Here was a veritable pirate home, where they planned their operations, collected their plunder and divided the spoils, not always without bloody fights among themselves. As early as 1794 a young man named Green carried the mail between Pittsburgh and Cincinnati in a canoe, sometimes taking one or two passengers and a little freight. The Wetzels, Fowlers and other Indian fighters of the early days took to boating before the end of their lives. The sailing of a. vessel direct from Pittsburgh to Europe would be considered a novelty in these days, but such an event occurred over a hundred years ago. In AND REPRESENTATIVE CITIZENS - 219 1799 Louis Ana sta sius Tarascon, a French merchant of Philadelphia, sent two of his clerks, Charles Brugiere and James Berthoud, to examine the course of the Ohio and Mississippi Rivers from Pittsburgh to New Orleans, and ascertain the practicability of sending ships ready rigged to the West Indies and Europe. They reported favorably, and Mr. Tarascon, associating them and his brother with him as partners, immediately established in Pittsburgh a large wholesale and retail store and warehouse, a shipyard, a rigging and sail loft, an anchor-smith's shop, a block manufactory, and, in short, everything necessary to complete vessels for sea. The first year, 1801, they built the schooner "Amity," of 120 tons, and the ship "Pittsburgh," and sent the former loaded with flour to St. Thomas, and the other, also with flour, to Philadelphia, of course descending the Ohio and Mississippi to the gulf, from whence they sent them to Bordeaux, and brought back wine, brandy and other French goods, part of which they sent to Pittsburgh in wagons, at a carriage of from six to eight cents per pound. In 1802 they built the brig "Nanimo," of 250 tons ; in 1803 the ship "Louisiana," of 300 tons, and in 1804 the ship "Western Trader," of 400 tons. The construction of these and other like vessels gave an impetus to hemp culture in the valley, which was not only worked into cordage for local purposes, but shipped eastward on these same vessels in considerable quantities. The reign of the keelboat lasted over twenty years, although as early as March 26, 1801, a notice appeared in the Western Spy announcing a meeting at Griffin Yateman's tavern, corner of Sycamore and Front streets, Cincinnati, to take into consideration the practicability of a new invention for propelling boats by steam, which had already been accomplished by John Fitch on the Delaware River, and who was planning to put a boat on the Ohio. At that early day he uttered the prophetic words, "The day will come when vessels propelled by steam will cross the ocean! And I almost venture to prophesy that the same power will be utilized in moving land vehicles !" But Fitch died in Kentucky without his dream being realized, and it was not until ten years later that Robert Fulton, who had succeeded to his inventions and his honors, constructed the steamboat "New Orleans" at Elizabethtown, near Pittsburgh. It cost $40,000 and was intended to ply between Natchez and New Orleans. The boat was built under the direct supervision of Captain Roosevelt, grandfather of ex-President Roosevelt, who, with his wife and family, Mr. Baker as engineer, Andrew Jack, pilot, six hands and a few domestics, made the journey down the river. The boat was a side-wheeler and her tonnage is given as 371.89-95, her owners being Fulton and Chancellor Livingstone, of New York. The boat was launched on Monday, March 18, 1811, and left Pittsburgh on Sunday, October 20, arriving at Steubenville that same evening. The steamer naturally attracted general attention as she rushed through the waters of this then quiet valley. It continued in business until 1814, when it struck a snag and sunk near Baton Rouge, La. Affairs moved slowly in those days, and the next boat, called the "Comet," was not built until 1812-13. She was sold in 1814, and her engine subsequently was used to run the first cotton gin. That same year the "Enterprise," a small sternwheeler, was built at Brownsville and placed in command of Captain Shrieve, which was the beginning of a great boat-building industry at that place. That fall it was chartered by the government and loaded with military supplies for New Orleans, arriving there before the battle of January 8, 1815. But while several boats had descended the river, so far none had returned to give visible proof of their ability to stem the current, concerning which there was considerable skepticism. So one bright June day in 1815 the little city of Steubenville was excited by the circulation of a report that some kind of a steam-propelled water craft was ascending the river near Pot- 220 - HISTORY OF JEFFERSON COUNTY ter's, now Mingo, Island. A crowd hurried to the river bank and in about an hour the "Enterprise" ran her nose into the bank, with the report that she had made the return journey from New Orleans in 35 days ! The return of the Argonauts probably did not produce a greater sensation, and as the boat easily steamed up towards Pittsburgh it was realized that a new era had dawned, not merely in river transportation, but in shore activities dependent on it. It must not be supposed that barges went immediately out of use. Considerable freighting was done by means of them to the lower rivers, but of course their passenger trade was over, and when reaching New Orleans tb ay were generally sold for their lumber, as it did not pay to tow them back. Coal transportation belongs to a later era. The "George Washington" was built at Wheeling the next year, being launched on May 16th. But she blew up at Marietta while on her maiden trip, injuring some seventeen persons, the first of a long series of river disasters. Subsequently she was repaired and run as a packet between Cincinnati and Louisville, and then in the New Orleans trade. In 1817 her captain challenged the " General Pike" to a race for $1,000. During this race the "Pike" blew up, but Captain Shrieve continued his trip and took the stakes. While returning from New Orleans to Louisville Captain Shrieve was compelled to man his boat nine times on account of the ravages of yellow fever, and had nine dead on board when he reached the latter city. He afterwards took charge of the steamer "Ohio." built at New Albany, and engaged in government work of cutting logs out of Red River, the town of Shreveport, La., being named after him. Steamboat building now became a leading industry, in which Jefferson County, especially Steubenville, took an active part. The first boat constructed here was the "Bezaleel Wells," and the order for her boiler and engine was given to Arthur M. Phillips, who had come from Carlisle, Pa., in 1807. He was originally a blacksmith and carried on that trade until 1815, when he purchased the site of the present Means foundry and made hollow ware, grates, etc., adding a machine shop worked by horsepower. In 1819 he received his first order for a steamboat engine and boiler, and Elijah Ayurray established a boatyard between Washington and North Streets, from which the "Bezaleel Wells" was completed in 1820. The accepted style of those early steamboats was sixty to ninety feet keel, fourteen to sixteen feet beam, three to four feet open hold, in which the boilers were placed, sidewheeler, with a single engine, and cabin on the first. floor. A peculiarity of the boat was a brick chimney, but after a few experimental trips in the neighborhood the objections to that kind of smokestack were so obvious that, on reaching Pittsburgh, it was taken down and one of metal substituted. It was then concluded to make a trip to Pittsburgh, and one of the passengers on that occasion furnishes an account of the voyage which is amusing, if the trip itself was not. This writer, among other things, says : " The hour fixed for our departure brought to the beach (for we had no wharves in olden times) an immense concourse of people to see the new steamboat start, for really it was a phenomenon of no ordinary occurrence to see a steamboat running up the stream without the aid of oars, poles or paddles. We left Steubenville about 2 o'clock in the afternoon, and made such rapid progress the first mile that the crowd on shore were (for they seemed unwilling to lose sight of us) at their best gait to keep up with us. Here it became necessary to cross to the Virginia shore, where we found the current rather more than a match for our steam-power, and in order to stem it at all, everyone who could pull a pound was required to parade on deck, and all exert themselves to the utmost of their power in the employment of bushwhacking, and although our progress was sometimes scarcely perceivable, still we remained in high spirits until we had overcome nearly another mile, when we were informed by the engineer that the force pump had given way, and that we must stop and repair before we could go any farther. This for a time seemed to throw a little gloom over our prospects, but no one appeared to doubt the practicability of our finally reaching the place of our destination, and we all agreed to put up for the night, and wait patiently until the pump could be repaired, which by working all night was accomplished by ten o 'clock the next morning, when we again set out for Pittsburgh. The repairs made on this occasion did not increase our power so much as we had hoped it would have done, for, although we had become very tired of it, we were obliged to keep up our bushwhacking; or go down stream instead of up, whenever we met with stiff water. AND REPRESENTATIVE CITIZENS - 221 By one effort and another, however, against noon the second day, we hove in sight of Brown's Island, the lower point of which is a little short of four miles above Steubenville. Here we met with a current more powerful than any we had before encountered, and one, too, which in the end proved too great for us to encounter. We were, however, slow to believe this fact. and spent the whole afternoon in efforts to round the point of that island. Sometimes we acted very harmoniously; at others got into considerable brawls, charging each other with want of skill and discretion. Fortunately for us we had on board a. venerable old gentleman (after whom the boat was named) whose well-spent life had placed him upon an eminence among his fellow men, which gave him great influence, and whenever our discussions bore an angry aspect one conciliatory word from that good old man set all things right. Still, even with his assistance we were unable to get any farther up stream, and when night stole in upon us we were obliged to cable to the shore below the point of the island which we had so earnestly and untiringly struggled to pass. This for a time seemed to thwart our prospects and depress our spirits; but we were soon made to forget our troubles by the many visitors with which in a few minutes we found our boat crowded. The news of a steamboat lying at the point of Brown's Island had spread far and wide and brought to that place the lads and lassies of all the hills round about. A dance was proposed, the cabin cleared out, the flutes and fiddles made to accord as near as was thought to be of any importance, and then went off such a jollification as was truly characteristic of olden times. The good old gentleman referred to made no objections to our amusements until the proper hour of rest had arrived, when, at his suggestion, we all went quietly to bed, and spent the remainder of the night in sweet forgetfulness. Next morning brought with it its troubles. Many were in favor of returning home, said it was silly nonsense to think of getting to Pittsburgh with such a boat, that this was the third day we had been from home, and that we could still hear the town bell ring for dinner, while our captain and others declared that they would rather build a machine shop on the shore and repair the machinery than submit to the mortification of returning. In this state of things and when the altercation became rather boisterous, our good old peacemaker again interfered, and by his unbounded influence had had carried unanimously a proposition that we should return to Steubenville for the purpose of repairing, with the understanding that no one should ask to have his fare refunded, and that we should all hold ourselves in readiness at a moment 's warning to embark again and accomplish our undertaking. This question being settled, we cut loose from shore, and in a few minutes found ourselves at the place we started from." THE SECOND TRIP. This was made a week after the first, and of it the writer says : "We got along finely for more than twenty miles, running at the rate of from two to three miles an hour, and passing all the islands and everything else we came to without any trouble, or the application of any power save that of steam. We all felt highly pleased with our situation and prospects, and looked with disdain on the petty keel boats as we passed them, and pitied the poor fellows who had to work their way by pulling and bushwhacking. Soon, however, an accident occurred, which convinced us that after all this is a world of disappointments. We were informed by the engineer that the force pump was broken all to pieces—that it could not be repaired, and that we could go no farther without a new pump. We felt that we could never overcome the mortification of again returning without seeing Pittsburg and after a long and sullen consultation we came to the determination that we would go ahead without a force-pump that as often as our boilers became empty, or so low as to cause danger of explosion, we would lie to shore, open an avenue in their upper sides, introduce a funnel, and by means of buckets dip the water out of the river and fill them; and as this was considered an expedient which would require considerable labor, it was agreed that all the male passengers should assist in its accomplishment. To this agreement some of the party made serious objections, alleging that their fine clothes would become so much sullied that they could not make a genteel appearance when they should reach Pittsburgh. A large majority were, however, in favor of it, and the influence of public opinion soon compelled the minority to yield. The matter of reaching water above our heads we found to be very fatiguing, and the tickling of the drippings down our coat sleeves by no means pleasant or agreeable; besides this, almost every time we landed to fill our boilers we got fast on bars, and to get off again generally kept us in employment while the water was boiling. "In the evening of the third day we reached what is called the Deadman's Ripple, and after filling our boilers discovered that our coal was nearly exhausted, that it would be folly to attempt to encounter such a current without a better supply of fuel, and upon inquiry learned that there was no coal bank within less than six or seven miles, nor was there any cordwood in the neighborhood to be obtained. This state of things occasioned much dissatisfaction and murmuring on the part of the passengers and drew upon the head of our worthy captain many curses for his want of forecast. As night was approaching, however, it was agreed upon as our only expedient that we must lay over until morning, and in the meantime procure fence rails and prepare for the flues such quantities as would enable us to reach a coalbank some six or seven miles ahead. Accordingly we all took off our coats, and went to work and cut and carried rails until a late hour in the night, that we might be able to make an early start in the morning, but being much fatigued, we overslept ourselves, and were quite late getting off the next day, and when we got under way, to our great disappointment and mortification we found that with such rails as we had procured for fuel we could not overcome the current we had to encounter. We tried it again and again, but whenever we would reach a certain point in the ripple, like the Irish captain we found ourselves advancing backwards. This perplexing predicament put us all out of humor, and drew upon the head of the captain a fresh volley of complaints and rebukes, and the pilot, who was altogether dissatisfied, began to threaten to leave the boat. The captain, who seemed unwilling to bear the blame, alleged that the helmsman was in fault, that he kept too far from shore, and although the captain was warned of the consequences, he compelled the helmsman to approach so near the beach, that before we knew what we were about a heavy current struck the bow of the boat and swung her with tremendous force on the bar below, leaving us almost on a dry beach. "This seemed to bring our voyage to an almost insupportable crisis; all was uproar and confusion, some declared they would return home, while others said they would walk to Pittsburgh. The pilot and captain got 222 - HISTORY OF JEFFERSON COUNTY into a real jangle, while some of the passengers and crew began to hunt up their baggage, and all gave indications of abandoning the boat. At this critical and most discouraging juncture our worthy old friend, who had quieted our disturbance on our first voyage, again interfered, and by his kind and conciliatory demeanor, and great influence, soon reconciled all parties, and effected an agreement that the captain should procure a team, and have brought from the nearest coal bank a load of coal, and that the passengers and crew should in the meantime loosen the boat, and set her afloat again. With this understanding we all went to work in good earnest, for by this time our fine clothes had become so much sullied that no one any longer thought it of any importance to keep his work at arm's length, and about 2 o'clock P. M. we succeeded in getting our boat off the bar, and as good luck would have it our captain hove in sight with his load of coal. Our prospects, which looked dark indeed in the morning, now began to brighten up, and we were all cheerful and happy in view of the prospect of again successfully prosecuting our journey. We had raised steam pretty high, so that no time should be lost after we should get our coal aboard, and from appearances we had every reason to believe that we should be under way again in a few minutes; but unfortunately at the very point of time when our captain had his teamster back in his wagon with end gate off to the brink of a precipice immediately above the boat, some one, to amuse himself and probably for the purpose of startling his next neighbor, let a puff of steam escape from the safety valve, which frightened the poor horsed so that they snorted and ran like wild animals, scattering our coal over a ten-acre cornfield. This threw us again into great confusion, and a terrible hue and cry was raised against 'the fool' who had done the mischief ; the captain declared if he could find out who had frightened the horses he would skin him, for he had again and again forbidden anyone to meddle with that safety valve. Fortunately for the aggressor, we were never able to find out who he was. As soon as this flurry was over we all turned out and gathered up as much coal as took us over the ripple, and then with the aid of our rails got up to the coal bank, where we received a fresh supply." There seemed to be no further adventures until Pittsburgh was reached, in five days from leaving Steubenville, although there were plenty of incidents, among them the capture of a wounded deer in the river, when passengers and crew indulged anticipations of a repast of venison. When it was brought to the table it was so impregnated with gas and smoke that only the pangs of hunger compelled its consumption, as was, indeed, the case with all the cooked victuals. Cooking stoves were then a novelty, and both stoves and cook received the anathemas of passengers and crew until they reached Pittsburgh, when the maker of the stove was sent for and duly reviled. Convulsed with laughter, he pointed to a plate perforated with holes, which was intended to let the steam bear on the victuals, but which had been so misplaced as to let all the smoke and gas (instead of steam) penetrate and perfume everythinc, they had eaten. It was found that eight or ten days would be required to repair the boat for the return trip, so the passengets went home by .other means, doubtless using the stage or keelboat, which was not yet quite ready to abdicate in favor of the steamer. Whether the writer quoted above has drawn on his imagination for any of the, details, we are not prepared to say, but no doubt the trip was an eventful one. Elijah Murray was the captain and Adam Wise the engineer. Ambrose Shaw is said to have gone along to top out the chimney. But the failures of the first experiments were only incentives to success, and the Murray boatyard turned out the "Robert Thompson," "Steubenville," "Aurora," "Congress," and others that were prominent in river annals. The first named was completed in 1821 and was built to run between Pittsburgh, Cincinnati and Louisville. She soon after took up the lower trade, and was the first steamer to enter the Lkansas River. An item in the Cincinnati Commercial of June 10, 1870, tells the following: "Capt. John S. Devenny has presented to us one of the steamer `Robert Thompson' posters, about five by seven inches in sizei which announces that that boat will leave Fort Smith for the mouth of White River on Wednesday, May 26, 1822, at 9 a. m. This boat was commanded by Capt. George A. Dohrman, with Jacob A. Dohrman, clerk, and Peter A. Dohrman, pilot. The hull of the 'Thompson' was built where Wellsville, Ohio, now stands and the cabin and machinery at Steubenville. The hull was sixty-five feet keel, eleven feet beam, with three-foot hold and sidewheels. She had one double flue boiler, the first on the river. She started on her first trip to Pittsburgh March 17, 1821, and made several trips from Pittsburgh to Louisville. About the middle of June she commenced plying as a regular AND REPRESENTATIVE CITIZENS - 223 packet between Cincinnati and Louisville. making two trips per week, carrying all passengers and freight, through and way. then offering during the low water season. She carried several pleasure parties from Cincinnati and Louisville to and from Big Bone Landing. In February, 1822, she left Steubenville for the purpose of transporting 300 tons of army stores to Fort Smith, Ark. She towed 32-foot keel boats to Montgomery Point, above White River Island. On her first trip from the point she towed one of her keels loaded and a flatboat 80x18 feet containing 100 barrels of flour, up White River some six miles through the pass six miles into the Arkansas River, and thirty miles up to the post of Arkansas, where she left the flat and proceeded to Fort Smith. She was the first boat above Little Rock, made four trips from Montgomery Point to Fort Smith, and left Little Rock, July 4, on her last downward trip. On the way from Steubenville to her destination she landed just below the mouth of Wolf River, and lay all night where Memphis is now located. There was no house or cabin in that vicinity until you came down to Fort Pickering." It will be seen that the "Thompson" was capable of very different work from her predecessor above described, and with her steam river navigation began to be a practical thing. She has been further described as a plain looking but stout boat, and could easily make from three to four miles an hour up stream. The last upward trip was to the Falls of the Ohio at Louisville. Here an attempt was made by taking out her engines to raise her over the falls, but arriving at a point to cross the river they failed, and then ran her back to the foot of the falls, where Captain Dohrman sold her for $2,500 to some Louisville men, and she subsequently plied there some two years and was finally lost. There were said to be some ludicrous scenes among the spectators who came to inspect her machinery, but the most bewildered persons were the Indians who would gather in groups to see her pass, when the engineer would raise the safety valve (this was before the day of whistles) and enjoy seeing them stampede. It was now eleven years since the first steam boat had descended the Ohio, and yet to most people a steamer was almost as great an object of curiosity as the first one. There were a few spasmodic efforts to run regular packets, but they were about as "irregular" as it was possible to make them, and the bulk of freight was still transported down the river at least on barges. Why this slow progress'? In the first place the country was still thinly settled, the population of Jefferson County in 1820 being only 18,531, so that a heavy passenger trade could not be expected. Manufacturing was beginning, but from Pittsburgh the heavy machinery could be shipped in barges more easily, and cheaply than on the little steamers, and a few hours gained or lost in transport were no object. Then the steamers themselves, besides being expensive, were uncertain. Skilled mechanics to build them properly were scarce, and the only plentiful thing was the standing timber of the country. Accidents were numerous and the craft were regarded as highly dangerous. We have seen that the "New Orleans," an insignificant boat, cost over $40,000, and capitalists were not ready to place their money, which was in fact very scarce, in such risky enterprises. The boats were slow, and it was even problematical at first whether they could be profitably operated up stream. But better things were coming. The success of the "Robert Thompson," followed by the other boats mentioned, demonstrated that the steamboat had come to stay, and speedily a number of yards along the rivers from Brownsville to Cincinnati began turning out boats, constantly increasing their size and speed until they became a great fleet of swift going palaces. Through packets between Pittsburgh and Cincinnati, St. Louis and New Orleans furnished a delightful and easy method of travel, and although Charles Dickens in his American Notes, characterizes these boats as flimsy, yet they 224 - HISTORY OF JEFFERSON COUNTY were adapted to their purpose which was to carry a maximum of passengers and freight upon a minimum of water. It could not be said that travel on them was as safe as in these later days, when there is strict government supervision, improved channels, kept clear of snags and rocks, and shore lights at night, but the traffic developed a large army of masters, pilots, engineers and others who were the equals of navigation anywhere. Of these Jefferson County had her full share, and the Dohrmans, 0 'Neals, Batchelors, Doyles, Roberts, Wintringers, Shouses, Devennys and Lucases are only a few of the many who gave a character of its own to the river traffic. When age and infirmities caused his retirement from active work it was the habit of the river-man to build himself a home on the banks of his favorite stream where he could still hear the sound of the bell and whistle, and from his veranda watch the steamers gliding by. Some thirty miles above Steubenville is the quaint old village of Georgetown, with its pretty little church, streets of grass and ancient dwellings ; once a community of retired river-men, and which as yet has never been desecrated by a railroad, steam or trolley, an immunity which we fear will not last much longer. Capt. C. W. Batchelor in his reminiscences considers the "Allegheny," built at Pittsburgh in 1830, as the first real stern-wheel boat, as her wheel was supported by two projections extending aft of the stern instead of occupying a recess in the hull as was the case with the "Enterprise." She had two cylinders in the centre of the hull, working two wheels and coupled by links at the cranks. The "Beaver," built by Capt. John Vandergrift, was the first sternwheeler with two engines working on opposite centres on the outer end of one shaft, the accepted type of stern-wheelers of the present day. Steubenville, while building boats for other trades, did not become a terminal port for any packet line until 1831, which year may be considered as the beginning of the halcyon period of river traffic extending to about 1860, when the influence of railroad competition began to be severely felt. About the date named .George A. Dohrman and Matthew Roberts, who had been running mail coaches to Wheeling, recognized the new order of things, and contracted with Murray for a small steamer called the "U. S. Mail," which was promptly built and put into service under command of Capt. Peter A. Dohrman, who also carried the mail. Most of the boats of that day were side-wheelers, stern-wheelers not being regarded with favor. In 1835, she was succeeded by the "Post Boy," built for Roberts, with Captain Lucas in command, John S. Devenny, engineer, and Capt. Hugh Caldwell, clerk subsequently Mr. Devenny became captain. About 1838, the "Post Boy" was succeeded by the "Wabash," commanded by Capt. Arthur Watt, which only ran a year, when there seems to have been a lapse of about three years, when in 1843 the "Cabinet" appeared, a boat 130 feet long and 18 feet beam, under command of Capt. P. Dohrman, her principal owner. It may be noted here that the length of beam does not give the full width of the boat as the "guards" or cabin floor usually extended over the hull from two to four feet on each side, and on side-wheel boats were broad enough at the centre to enclose the wheels, running out to nothing at each end. The next boat we hear of is the "Viroqua," a small stern-wheeler under command of Capt. Abner O'Neal, George O'Neal, engineer, and B. W. Doyle and J. C. Doyle, clerks. She ran until the later fifties when she was replaced by the "Convoy" a considerably larger boat. About the year 1860, some differences arose between the owners, and the 0 'Neals sold out their interests to B. W. Doyle and John 0. Russell, Capt. John Shouse and Nathan Wintringer afterwards coming in. Additional stock being secured the O'Neals built a trim craft of 200 tons, probably the best and fastest in the trade up to that time, named the "James Means," after one of Steubenville's leading citizens. As it was