MR, PRESIDENT: -- From my own recollections, and information derived from others whose age and experience qualify them to impart the same, I have carefully prepared the following statement of facts in relation to the ancient and modern ferries that have from time to time been established over the Ohio, Monongahela, and Allegheny Rivers in the immediate vicinity of Pittsburg and Allegheny; and it is offered here for the purpose of inviting criticism, in order that the errors, if any, in the memoirs, may be corrected.

About the beginning of the present (19th) century, a ferry, operated by hand, was established by West Elliott, on the Ohio River, from the mouth of Ferry Lane, North Side, from which the lane derived the name, to a point on the South Side, immediately opposite.

At this point, the great buffalo trails from the South-East to the feeding-grounds on the North-western plains connect, over which the various Indian tribes roamed to and fro in their periodical visits, in order to concoct and perfect their nefarious schemes to crush out their indomitable Anglo-Saxon foe. This undertaking, not proving profitable, was, after a short experience, abandoned.

In 1832 Mr. Nolan established a ferry at the points above referred to, operated by a wire rope, and buoys to support the same. It proving detrimental to the free navigation of the river, and dangerous to those operating it, it was also subsequently abandoned.

Capt. Valentine Shorts succeeded Mr. Nolan, and operated the ferry by horse-power for a number of years quite sucessfully In the mean time Capt. Stoops established a steamferry above from the mouth of Chartiers Street to a point on the South Side above the mouth of Saw-mill Run. Capt. Stoops subsequently sold his entire interest to Messrs. Lea & Holmes, they to William McKee, who applied for and obtained a charter from the Legislature to operate the same, one of the provisions of which was that the said William McKee and his successors were not to interfere with the running of the ferry below, except in the legitimate competition for the travel across the river. Johnston Brothers succeeded William McKee. Then Capt. William M. Claney became the purchaser, and established the first side-wheeler. Capt. Claney disposed of his interest to Messrs. Krepps Brothers & Force; this firm was subsequently dissolved, Capt. Jerry Force purchasing the interest of his partners, who, after operating the ferry for a short period, sold out to Capt. William J. Kountz, the present owner.

The foregoing are by no means the first ferries established on the North Side, although they are the first established over the Ohio River at the points designated.

As early as 1786, Col. William Butler was granted, by Act of the State Legislature (vide Colonial Record., vol. xv. p. 42), the right to establish a ferry on the Allegheny River, from a point on the Pittsburg side to a point opposite, to where the line of Bank Lane would strike the Allegheny at what is now the mouth of School Street.

The nature of the ground at this point was deemed altogether unsuitable for a landing; and representation having been made to the authorities to that effect, on consideration thereof, it was ordered and decreed by the Supreme Executive Council, "that the it said grantee be authorized and empowered to establish a landing, and erect a ferry-house, upon such other part of the 'Reserve Tract' opposite Pittsburg as will best promote the convenience of the public and the intentions of the Legislature as set forth in the Act granting the same. He is also permitted to occupy such land as has been improved and hitherto cultivated by James Boggs, deceased, for which privilege he shall exercise a supervisory care, so as to prevent the undue destruction of the timber of the Reserve Tract above referred to."

In pursuance of the authority given, the ferry was established at the mouth of St. Clair (now Sixth Street) to the mouth of Federal Street directly opposite.

Col. Butler, it seems, disposed of his interest to Robert Knox and John Morrison; the former conducting affairs on the Pittsburg side, and the latter on the Allegheny side. They were succeeded by Robert Stewart and Mr. Battrocks. Mr. Cassily succeeded the latter. Under Messrs. Stewart & Cassily the ferry was carried on until the completion of the Allegheny Bridge in 1820.

There was also an ancient ferry established from a point a short distance below the railroad viaduct, Allegheny, to the mouth of Hand Street (now Ninth), Pittsburg. It was carried on by Mr. Yerkins, under the management of David Haney, an old and experienced water-man, and continued in operation until about the year 1830, when it was abandoned. In 1834 Mr. George A. Kurtz established a wire-rope ferry from the mouth of Hancock Street (now Eighth Street), Pittsburg, to a point about midway between Sandusky and Anderson Streets, Allegheny. The amount of travel not justifying its continuance, it was abandoned the following year.

Contemporary with the establishment of the ferries on the Allegheny, there was one established on the Monongahela opposite the "Point" to the mouth of Liberty Street, by Ephraim Jones, in 1779, who operated the same by hand until his death, after which his son Thomas carried it on for a number of years by the same process; then by horse, and subsequently by steam power. After the death of the latter, his heirs carried on the business until after the close of the late war, about 1864, when they sold out to a chartered joint company under the name and title of the "Jones Ferry Company." The South-side landing was then changed to a point a short distance above the mouth of Saw-mill Run.

Upon the completion of the "Point Bridge," and in pursuance of the negotiations entered into by the rival companies, and in order to do away with competition for the travel, the entire franchises of the "Jones Ferry Company" became vested in the "Point Bridge Company," and the ferry abandoned.

Subsequent to the establishment of the Point Ferry, Jacob Beltzhoover commenced one from the mouth of Wood Street to a point opposite, called the Upper Ferry, under the management of William Graham, who kept a public house of entertainment on the north-western corner of Wood and Water Streets. This ferry was in operation until the completion of the Monongahela Bridge in 1818, which monopolized the travel. This, together with the difficulties presented by the sand-bar, which, in low water at this point, occupied about one-half of the entire width of the river, and which had to be overcome by boats on each side, connected by a roadway across the bar, caused it to be abandoned.

Of the above enumerated ferries, only three were chartered; viz., one on the Allegheny, one on the Monongahela, and one on the Ohio.

The perils encountered during storms, floods, floating ice, and driftwood by this early mode of transit were of a very serious character; and many who had the temerity to brave the dan gers had abundant reasons to regret it ere they reached the desired haven. Some of the incidents connected with these occasions are so deeply impressed upon my memory, that the lapse of over sixty years has failed to obliterate them.

During the fall of 1817 the stone foundations of the piers of the Allegheny Bridge were finished to a sufficient height to be covered by an ordinary stage of water, and left so until the following spring, in order to avoid ary damage that might occur to the work by floating debris and breaking up of the ice in the floods during the winter and spring.

Early in the month of December of the year above referred to, the river was frozen over with a coating of ice about two and one-half inches thick. At this time, in company with my elder sister, on a visit to our friends in Pittsburg, we took passage on the ferry-boat crowded with passengers and horses, it being the intention of the ferry-man to open a passage through the ice to the other shore. When about midway over, the ice parted from the shores, and commenced breaking up, making a clear breach over the low sides of the boat, creating a fearful panic among the passengers and horses.

The massing of the ice in and around the boat rendered our situation perilous, and efforts to reach either shore unavailing; and all attempts on the part of our friends to aid us proved a failure. Passing the "Point," the rapid current of the Allegheny carried us to within a short distance of the southern shore of the Ohio, which enabled us to make a landing just above the mouth of Saw-mill Run. To the experience and presence of mind displayed by the ferry-man, David Haney, and his comrade, may be attributed the happy termination of an adventure which might have, under other circumstances, proved fatal to all on board.

During the summer of 1833, returning from a visit to the South Side, I met my military friend, Major Andrew McFarland, arrayed in all the pomp and circumstance of his official character as brigade inspector, en route to inspect the troops belonging to his brigade. Arriving at the Jones-ferry landing, we boarded the hook-boat, Johnny Welsh acting in the capacity of engineer, pilot, and chief commander. All aboard being announced, we started for the opposite shore, full of passengers and a large load of hay. The day was clear and calm, unportentous of any elementary disturbance. About midway of the stream, a sudden violent wind-storm arose, which rendered the boat unmanageable, and demoralizing to our brave commander, who, usually calm and self-possessed, on this occasion entirely lost his presence of mind. Johnny was a peculiar character, mentally weak, but honest and faithful in the discharge of his duties, peaceful in his habits and disposition. Those who knew him best gave him full credit for his integrity and goodness of heart.

The roaring wind, tumultuous waves of the otherwise placid Monongahela, and struggling horses, created a scene of terror and dismay not easily described. In the emergency, Major McFarland seized the tiller, in order, if possible, to control the movements of the vessel. In his laudable effort to accomplish it, he had the misfortune to lose his military hat. Finding it out of the question to reach either shore, he directed the course of the vessel up the river until it caught on one of the piers of the bridge. Here we remained until the storm abated, when we commenced working our way to the landing at Liberty Street, where we arrived without serious damages.

Upon leaving the boat, the major, after giving vent to a deep sigh, remarked in his peculiar manner, "that a load of hay was an awful thing in a high wind."

Source document: Parke, John E., 1806-1885. "Recollections of seventy years and historical gleanings of Allegheny, Pennsylvania" p. 118-23. Boston : Rand, Avery & Company, 1886.

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Last modified: 16-Oct-2001