Archive for the ‘History of Georgetown PA’ Category

A Fine Tribute

Wednesday, May 6th, 2020

Capt George W Ebert was the principal investor in the str Yorktown in 1865 before the end of the Civil War.  Before that Capt Jacob Poe, Ebert’s brother-in-law had built and operated the str Yorktown.

In the news column River Matters dated 27 Jan 1865 from the Pittsburgh Daily Commerce, there was a fine tribute to the “officer and gentleman” George W Ebert.

 

 


The Pittsburgh Daily Commercial· 27 Jan 1865, Fri · P4.

 

 

 

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Travel before Trains

Tuesday, April 28th, 2020

In  several previous posts, comparisons of the capabilities of steamboats and trains have been discussed.  This article will center on the different modes of travel in Beaver County roadways 200 years ago.  About that time steamboats could move freight and passengers more than 250 miles per day down river and about half the distance against the current.  By 1850 only 9,000 miles of railroads had been built.  Usually, the lines were short linking two points.  The Appalachian Mountains and river crossings were major obstacles for city to city connections.  The major development of railroads to the west took place between 1850-1890.

On roadways before 1850, there were five general classes of traffic: drovers with their herds, freight wagons, stagecoaches, single riders on horseback, and people on foot.

Cattle, hogs and turkeys were driven about 5 miles daily. Then the animals were turned to pasture.  Horses, generally tied four abreast, were driven in large number east much faster.  Fields near taverns along the route would be filled with live stock.  Today. it’ s hard to image the amount of livestock traffic that traveled over highways.  The three primary destinations for the drovers were Philadelphia, Baltimore, and New York.   A register book of the Union Hotel in Bedford, PA verifies the amount of traffic.  According to the hotel register, on 8 Aug 1848, Henley, a drover from Ohio checked in with 125 head of cattle.  The following day AW Bryson of Mahoning Co, OH had 148 head of cattle.  On 22 Aug 1848, James Floyd of Beaver Co was “going east with six horses”.  [1]  The Union Hotel was one of many taverns and inns along the multiple routes east.

Freight wagons, often called Conestoga wagons because they were first built in Conestoga,  Lancaster Co, PA, were huge and numerous on the turnpikes in PA.  They could carry five or more tons of manufactured goods west. The large wagon returned east seldom empty often loaded with grains and other farm products and iron bars from the foundries.  The Conestoga wagons were fitted with a high canvass roofs and wide metal rimmed wheels.  Drawn by teams of four or six horses, a normal day’s travel was about fifteen miles.  Each driver was proud of his team.  Like packet deck hands, they were a rowdy group who made quite a scene at taverns with their blacksnake whips and vile oaths.

Stagecoaches could carry eight passengers inside and three seated on top with the drivers. On good roads the stages could travel eight to twelve miles per hour.  The four horse teams were changed about every twelve to fifteen miles.  On 31 Dec 1850, a news advertisement in the Bedford Enquirer listed a new stagecoach service from Philadelphia to Pittsburgh. [2]  The service had ten luxurious stages that would complete the route in three days.

A single rider on horseback without changing rides would average about twenty miles per day.

Often families on foot would be seen walking westward seeking friends or relatives and a place to start a life.  A single man on foot could match the distance of horseback rider.  Families moved much slower.

At this time steamboats could transport hundreds of passengers and hundreds of tons of freight hundreds of miles along the riverways.

 

Reference.



[1]   Whisker, Vaughn E, Tales from the Allegheny Foothills, Vol IV. 1975.

[2]  Whisker, Vaughn E, Tales from the Allegheny Foothills, Vol III. 1975

 

 

 

Copyright © 2020 Francis W Nash
All Rights Reserved

No part of this website may be reproduced without permission in writing from the author.

 

Front Porches

Friday, April 24th, 2020

Georgetown, PA Photo by Don Parker ca 1960 (Anna L and John F Nash Collection)

Front porches are exclusively American.  Designs of new homes which appear in magazines no longer display large built-in porches.  A cement patio or a small extension in the front does not constitute a porch.  Perhaps it is the price on materials; the extra roof; repair expenses over the years for their disappearance.

Thomas W Poe Home ca 1890 then owned by R Laughlin (Frances and John Finley Collection)

Many old homes in Georgetown show traces of once having large porches overlooking the Ohio River.  In fact, most of the homes built by steamboat captains had second story porches.  Those porches were their window on the world.  It afforded the captain the opportunity to monitor the water level of the river.

Capt Thomas Washington Poe had a two story porch overlooking the Ohio.  Capt Jackman Taylor Stockdale, downriver next door, also had a second story porch.   It is highly probable that Ca[t Thomas Stevenson Calhoon upriver next door, also had a second story porch.  Both Capt Andrew Hague  Parr and Capt George Washington Ebert had their windows on the river.  It is claimed that Capt Adam Poe had the grandest porch of all about one mile upriver.  Unfortunately, his home burned leaving no photographic evidence.

Capt Andrew H Parr Home ca 1900 GPN

All sorts of furniture was found on these porches.  Hickory rocking chairs, love seats, chain swings.  To keep up with the Calhoons, the Eberts planted wisteria along the edges.  These porches turned into grandstands for friends and relatives at summer parties and reunions.

Today, many families prefer to stay inside to enjoy the air-conditioned coolness rather than the hot summer breezes.  Old fashioned porches are almost as obsolete as the packets on the river.

 

 

 

 

 

 

 

Copyright © 2020 Francis W Nash
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No part of this website may be reproduced without permission in writing from the author.

 

 

The Year of No Summer

Friday, April 17th, 2020

The United States Gazette · 31 Jul 1816, Wed · Page 1.

Today in historic central PA, the weather greeted us with snow showers and bright sun.  Unusual for the time of year.  It caused me to recall a story about a summer with no sun.  The year of no summer was 1816.  Five years earlier the str New Orleans left Pittsburgh along its historic trip to New Orleans.  In 1811 those aboard the str New Orleans witnessed the shocks of a great earthquake centered around New Madrid, MO.  It was one of the most powerful earthquakes ever east of the Rocky Mountains.

What was so unusual about 1816?  Little documentation in local western PA newspapers has been found.  PA was not hit as hard as New York and New England states where there was heavy snow and killing  frosts in Jul and Aug.  All vegetation, garden vegetables, and corn froze.  Birds died because of lack of food.  People were hungry.  The cause of the climate change was one of the most terrific volcano eruptions the world has ever known.  On the island of Samhawa, East Java, in 1815, a massive cloud of volcanic dust was forced into the upper atmosphere.  The loss of solar radiation changed the temperature on earth and affected the growth of plants on the entire planet. [1]

In 1816, many PA farmers harvested their grains in Jul wearing heavy coats and gloves.  Much ripened wheat spoiled under the heavy snows.

There are many active volcanoes around the world.  Any one of them could erupt violently causing another dramatic change in the world’s climate.  Viral pademics, like Covid-19, are not our only cause for worry.

 

 

 

References.



[1]   Whisker Vaughn E, Tales from the Allegheny Foothills, Vol V.

 

Copyright © 2020 Francis W Nash
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No part of this website may be reproduced without permission in writing from the author.

Georgetown Steamboats List

Thursday, April 16th, 2020

The current number of steamboats attributed to Georgetown captains and owners is 107.  Additionally, the same men have registered 3 tow boats and 34 keelboats in the Custom House at the Port of Pittsburgh.  Not all of the boats listed were owned.  On some of the early boats especially, Georgetown men served as officers, captains and clerks.   To make the list, a Georgetown name had to be associated with the boat either with a Certificate of Enrollment entry or a newspaper report.

The following newspaper clippings identify early references to a Georgetown family name associated with a registered steamer.  The first is a river news column from the Pittsburgh Daily Post – dated 17 Dec 1844.  It is impossible to say which Poe brother was the captain.  A good guess would be either Jacob or Adam.

 

Belmont 441217 PittDailyPost p31

 

 

The str Cashier was registered by Capt Josh Dawson in 1847.  AJ McClure of Georgetown was a partner in the purchase of the str Cashier on 26 Dec 1850.    The paper trail of Capt McClure is slim.

 

Cashier 500126 PittDailyPost p2

 

These bits of information combined paint a detailed picture about each steamboat and their captains.

 

 

 

 

Copyright © 2020 Francis W Nash
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Pilot Jacob Poe

Saturday, April 11th, 2020

Jacob Poe with Str Belmont Card (Anna L and John F Nash Collection)

Few steamboatmen traveled farther or as wide-ranging or on as many rivers as Capt Jacob Poe.  In 1837, Capt Jacob steamed to Olean, NY on the Allegheny River; in 1848 Chillicothe, OH on the Scioto River; in 1849 Ft Des Moines on the Des Moines River; in 1851 Warsaw MO on the Osage River; in 1854 Ft Riley on the Kansas River.  During the Civil War, Capt Jacob Poe was transporting troops and supplies on the Red River, White River, Yazoo River, and of course the Tennessee and Cumberland Rivers. After the Civil War he was on the furious upper Missouri River making several trips to Ft Benton in the Montana Territory.  He spent his life steaming on the sharp edge of a constantly moving American frontier.  Few steamboatmen are gifted to read the waters of one river, fewer exceed the scope of Jacob Poe’s travels.

From the details available, Capt Jacob Poe was often described as the pilot.  He seemed to favor work in the pilot house more than the packet  management position of the master or captain.   He preferred to read the waters rather than count the money.  He not only drove the boats and shared their ownership with his brothers, he often watched over the construction of new family boats.  No doubt his ideas were the foundation of the Poe favored mid-sized sternwheel design.

In 1837, Jacob Poe was hired for his first command – the captain and first pilot of the str Beaver No 2.  That same year he was the pilot of the str New Castle which was one of two boats ever that went up the Allegheny River to Olean, NY.

Jacob Poe’s last US Inspection Certificate was dated 1 Dec 1890.  It was his fifteenth masters license and thirty-second pilots license for the Ohio and Cumberland Rivers.  In total, fifty-three years working on the Ohio River as a steamboat pilot.  (The Steamboat Act of 1852 established in law for the first time, the license certification process for pilots, engineers, and vessels.)

The following table summarizes a few newsclips by date indicating that Jacob Poe was often employed as a pilot.  His son, George WE Poe, quit business school in Pittsburgh to serve the Union during the Civil War as a cub pilot.  After the Civil War, together the father and son team worked as pilots on some Poe family owned boats and other boats of business partners centered around Pittsburgh.  Without certain proof, Jacob Poe was assisting the development of his son’s career on the river.

 

Steamboat officer: Pilot Jacob Poe

Date Officer Steamer Name Destination Note
13 Nov 1855 Master Clifton Nashville

1

31 Oct 1864 Master Yorktown Cincinnati

2

25 Jan 1869 Pilot Sallie Louisville

3

01 May 1869 Pilot with son Argosy Cincinnati

3

20 Jan 1871 Pilot with son Glencoe New Orleans

3

23 Feb 1871 Pilot with son Silver Lake No4 Cincinnati

3

02 Mar 1871 Pilot with son Brill Cincinnati

3

09 Apr 1873 Pilot EH Dufee Ft Benton

3

18 May 1874 Pilot AJ Baker St Louis

2

15 Apr 1877 Pilot Carrie Brooks Zanesville

4

26 Nov 1878 Master John D Sully New Orleans

4

 
 

 

 

Notes:

1. The Pittsburgh Daily Post, p3

2. The Pittsburgh Daily Commercial, p4.

3. The Pittsburgh Weekly Gazette, p3.

4. The Pittsburgh Post Gazette, p3.

 

 

 

Copyright © 2020 Francis W Nash
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Nepotism without Corruption

Sunday, April 5th, 2020

The Poe family, brothers and sisters, shared the profits and risks of the river transportation business.  Not only did they share ownership, they worked with and for each other.  In the news column for boats departing the Port of Pittsburgh on 18 May 1874, the tug AJ Baker owned by Thomas Poe left for St Louis carrying 100 tons of goods manufactured in Pittsburgh.  More significantly, the pilots were Thomas Poe’s brother Jacob Poe and Jacob’s son, George WE Poe.

 

Tug AJ Baker (The Pittsburgh Daily Commercial dated 18 May 1874, p3.

 

 

Copyright © 2020 Francis W Nash
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More Maps

Wednesday, March 25th, 2020

More Maps

A map of Georgetown dated 1860 with a list of subscribers followed by a map of Greene Township property owners also dated 1860.

 

Georgetown 1860

 

Geene Township 1860 Property Owners

 

 

 

 

Copyright © 2020 Francis W Nash
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Maps

Monday, March 23rd, 2020

I have a deep interest in maps.  “My Genealogy Hound” produced a portion of an 1911 map by Rand McNally.  The portion is Beaver Co.  Note the missing names, like Midland.  Note the town names listed that are no longer, like Bellowsville and Shousetown.

 

 

Beaver Co 1911 Rand McNally.

 

Copyright © 2020 Francis W Nash
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Before Bridges

Tuesday, March 17th, 2020

Georgetown Ferry Ramp 1949

Today, motorists hardly give a thought to whether the Ohio River is high or low, blue or muddy, filled with ice or thick with fog.  Back in the day of ferries, those details mattered.  Navigational charts now  show three railroad bridges and thirteen highway bridges between mile marker zero and the Ohio state border.

During the summers of the 1800s, the Ohio River ran only about 1 foot deep between Pittsburgh and Cincinnati, according to the Army Corps of Engineers. Winter could freeze boat traffic but allowed pedestrians to cross the frozen waterway, even after the first series of dams were completed in 1929.  .At that time the channel was “guaranteed” by the Army Corp of Engineers to be a depth of at least nine feet.

Before there were bridges, people were attracted to the other side of the Ohio River.  So ferries systems developed up and down the Ohio River:  Sewickley to Coraopolis and Moon Township, Ambridge to the South Heights, Rochester and Beaver to Monaca and Vanport Township to Bellowsville , Industry to Shippingport before the Shippingport Bridge was opened in 1964.

Georgetown had a ferry operating to Smiths Ferry opposite.  The first evidence of a ferry was when troops from Burgettstown marched to Georgetown where they crossed the river to join Gen “Mad Anthony” Wayne in the Battle of Fallen Timbers in 1794.  The first ferry was a large raft that could carry horses and buggies.  A cable and strong arms pulled it across one way, and the current helped to pull it across the other direction. In more modern ferry days, a gas-powered  “yacht” was attached to the side of the flat boat deck by a swivel so it could push the ferry in either direction.   Pedestrians were welcome in the cabin of the “yacht,” but most simply stood on the deck.

When Crucible Steel ruled Midland, the ferry carried commuters from Georgetown and  southside Beaver Co as far as Pittsburgh to work at the steel mill. The ferry moved up to eight cars at a time on its 10-minute crossing. Driving to the bridges, in Rochester or East Liverpool, meant at least a 45-minute drive into Midland.

The ferry, whether owned by Dawsons or Smiths, operated continuously until 1950 when a tragic accident forced it to cease operations.

The steps to the ferry at Georgetown Landing are long gone.  The cobblestone end of Market St is in disrepair.  Once upon a time, the Georgetown Ferry was part of daily life.

 

 

 

 

 

Copyright © 2020 Francis W Nash
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No part of this website may be reproduced without permission in writing from the author.