Earliest Evidence of Ship Repair on City Island in the Town of Pelham

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City Island, part of Pelham for nearly 250 years until its annexation by New York City in 1895, is strategically located near the "entrance" to Long Island Sound from the East River and New York Harbor.  Indeed, it is the first substantial island in the Sound North of Throggs Neck on the mainland and Kings Point on Long Island, an area where many believe the so-called "East River" becomes Long Island Sound.  

As long ago as 1651, Dutch settler Adriaen Van der Donck recognized the strategic importance of the lands and islands in this area when he wrote:  "land fortifies itself remarkably and also lends itself naturally to fortification at Sandy Hook, The Narrows, Hell Gate, or at other bays and entrances so as to make it, humanly speaking, impregnable."  Van der Donck, Adriaen, A Description of New Netherland, pp. 132-33 (Lincoln, NE and London:  University of Nebraska Press, 2008) (Edited by Charles T. Gehring and William A. Starna; Translated by Diederik Willem Goedhuys).  

 

Image from Google Maps Showing City Island and Long Island

Sound (in Upper Right) Relative to the East River at Bottom.

NOTE:  Click on Image to Enlarge.

Given its location, mariners traveling up and down the northeast coast of America have sailed past today's City Island since at least the earliest years of the 17th century.  Thus, it should come as no surprise that the sloping, sandy shores of City Island, adjacent to deep water and even somewhat protected by nearby Hart Island, has been used for ship repair and shipbuilding for at least nearly two centuries.  Indeed, even before the Revolutionary War, people such as Benjamin Palmer recognized that the island known today as City Island was ideally situated to attract and service vessels sailing to and from nearby New York City. In fact, Palmer devised a grandiose plan to rename the island (then known as Minneford Island) as "City Island" and to develop it as a deep water harbor town intended to rival, and compete with, New York City's port of New York Harbor.  That plan, of course, ended ignominiously with the onset of the Revolutionary War.

I have written before about the history of shipbuilding on City Island.  See, e.g.:  Fri., Jun. 16, 2017:  Origins of Ship Repair and Shipbuilding on City Island in the Town of Pelham.  Today's Historic Pelham Blog article documents a brief newspaper reference demonstrating that City Island was used as an impromptu ship repair site in 1821.

In 1821, the Town of Pelham was virtually unpopulated.  The Town tax assessment roll for 1821 shows only 31 taxpayers in the entire town.  See Tue., Apr. 05, 2005:  1821 Tax Assessment Roll of the Town of Pelham.  According to the Pelham School Commissioners' Report to the Superintendent of Common Schools of the State of New York for the year 1821, there were 65 school age children in Pelham, although only 35 of these children attended school during the year previous to the report.  See Wed., Nov. 12, 2014:  September 1821 Report from Pelham School Commissioners to the Superintendent of Common Schools of the State of New York. 

At about this time, City Island likewise was nearly unpopulated.  As of 1818, most of the island was owned by Nicholas Haight and Joshua Huested.  On January 1, 1819, however, Nicholas Haight and his wife, Mary, sold to George Washington Horton 42 acres on the lower (southern) portion of City Island.  Nevertheless, even as early as 1821, the waters around City Island in the Town of Pelham were quite busy.  For example, I have written before about the steamship Robert Fulton and its anchorage at City Island in 1821.  See Mon., Oct. 17, 2016:  The Famed Pioneer Steamship Robert Fulton Anchored at City Island During an Excursion in 1821.

There are many news accounts that reflect maritime activity in the waters near City Island at the time.  For example, one sad account published on May 3, 1821, reported:

"Accident. -- A small boat in crossing from City Island to Throgg's Neck, on Sunday last, was filled by getting in the trough of the sea.  Mr. Pearson, head carpenter of the buildings erecting by Elbert Anderson, Esq. and a lad about 18 years old, jumped overboard and were drowned.  --  Another lad about 13 years old, stuck to the boat and was saved."

Source:  Accident, The National Gazette and Literary Register [Philadelphia, PA], May 3, 1821, Vol. 1, No. 156, p. 2, col. 3 (NOTE:  Paid subscription required to access via this link).

A very brief report published earlier the same year is evidence that City Island was used as a site for impromptu ship repairs as early as 1821.  The report indicates that on February 13, 1821, a sloop from Newport named Agent sprang a leak and was hauled ashore at City Island for repairs.  The entire report reads:  "The sloop Agent, Blisen, from Newport, hauled ashore yesterday at City island, to stop a leak." Source:  MARINE LIST, The New-York Evening Post, Feb. 14, 1821, No. 5818, p. 3, col. 1. 

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Origins of Ship Repair and Shipbuilding on City Island in the Town of Pelham

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Even before the Revolutionary War, people such as Benjamin Palmer recognized that the island known today as City Island was ideally situated to attract and service vessels sailing to and from nearby New York City.  Indeed, Palmer devised a grandiose plan to rename the island (then known as Minneford Island) as "City Island" and to develop it as a deep water harbor town intended to rival, and compete with, New York City's port of New York Harbor.  That plan, of course, ended ignominiously with the onset of the Revolutionary War.

Nevertheless, during the nineteenth century, City Island became an important ship repair, shipbuilding, and yachting center.  Famed City Island resident George Washington Horton seems to have played an instrumental role in the birth of the ship repair and shipbuilding industry on the island.

During the mid-1850s, George Washington Horton and members of his family owned a large swath of City Island including a tract at the foot of the eastern end of what is known today as "Pilot Street."  Horton was a maritime entrepreneur, of sorts, involved in a host of money-making ventures on the island.  

In 1856, Horton or members of his family apparently sensed an entrepreneurial opportunity to repair and service the many local sloops, skiffs, ships, boats, and all manner of local vessels that frequented the island not far from the notoriously-treacherous rocks of Hell Gate.  They arranged for a New Rochelle man named Underhill, under the supervision of George Washington Horton, Jr., to construct and oversee a short marine railway at the east foot of what was known then as Pilot Avenue (today's Pilot Street). Typically, at the time, a "marine railway" was a railway with a rolling cradle for hauling ships out of water onto land and returning them into the water. 

The marine railway was intended to permit short-hauling, servicing, and maintenance of local water craft -- or vessels from elsewhere that suffered distress locally. Underhill, however, seems to have operated this early shipyard (or simple marine railway) for only a brief time since a man named Samuel Hart replaced Underhill within a short time. Significantly, it now seems, Samuel Hart was from Northport, Long Island, New York. 

According to City Island shipyard specialist Tom Nye of UK Sailmakers LLC at 175 City Island Avenue in City Island, Bronx, New York: 

"Hart at that time operated a shipyard in the Northport area and was in the middle of a lease dispute with the town of Huntington and during the long litigation found the opportunity to take over the railway at City Island. Sam Hart along with another Northport shipbuilder James Ketcham ran a small business advertising for the repairing, painting, cleaning, caulking, and building of vessels of a limited size on their railway." 

Source:  Nye, Tom, Subject Re: RONDEL PAINTING: City Island, email from Tom Nye to Jorge Santiago, Oct. 23, 2013, 9:48:37 A.M. Eastern Daylight Time (copy in files of the author). 

Thereafter, Samuel Hart (according to an account published in 1900) began to do a "large business in repairing vessels injured by striking the rocks in Hell Gate or getting ashore around Hart's Island."  

At about this time, or at least by 1859, David Carll and his brother, Jesse, were operating a shipyard in Northport. (According to a letter written by David Carll in 1875, he began working as a shipbuilder in 1854, although it is not yet known by this author if he began his work at that time with his brother in Northport.)  Be it sibling rivalry, business differences or something else, in 1859 David Carll decided to leave the shipyard in Northport and explore an opportunity with two friends on City Island: Samuel Hart and Northport shipbuilder James Ketcham who were operating the marine railway and tiny shipyard at the foot of Pilot Avenue. Id. 

That year, David Carll built the 37-foot sloop Bell for James Sackett using the Pilot Street railway on City Island. Shortly afterward, Carll bought the business and established David Carll's Shipyard. Id. David Carll remained partners with his brother, Jesse, in the Northport shipyard venture until the pair settled on a buyout of David's interest in 1865. Id.  For more about the early success of the David Carll shipyard, see Mon., Nov. 16, 2015:  David Carll's Shipyard in the Town of Pelham on City Island.

"View of City Island" by Frederick Rondel, 1872. Oil on Canvas

Painting, 20.25 inches x 30 inches. This Painting Depicts the

Marine Railway at David Carll's Shipyard in 1872. NOTE:  Click

on Image to Enlarge.

Given City Island's strategic location, it should come as no surprise that the island was used for ship repair many years before the first marine railway was established on the island in the 1850s.  Indeed, as early as 1821, a sloop from Newport, Rhode Island was hauled out at City Island for repairs.  So far, this is the earliest reference to City Island ship repair or shipbuilding research has revealed to this author.  The brief reference is quoted in full immediately below:

"MARINE LIST. . . .

The sloop Agent, Blisen, from Newport, hauled ashore yesterday at City Island, to stop a leak. . . ."

Source:  MARINE LIST, The Evening Post [NY, NY], Feb. 14, 1821, No. 5818, p. 3, col. 1 (Note:  Paid subscription required to access via this link). 

In short, Pelham's long tradition of ship repair and shipbuilding is nearly two centuries old -- at least!

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The Famed Pioneer Steamship Robert Fulton Anchored at City Island During an Excursion in 1821

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Introduction 

The year was 1821, during the early dawn of the steamship era.  At the time, one of the most famous steamships was the pioneer steamship Robert Fulton.  Based in New York Harbor, the approximately 750-ton sidewheel steamer with auxiliary sail was said to be the first steamship built specifically for ocean service.  Perhaps more famously, the Robert Fulton became the first steam-powered vessel ever to make the voyage between New York City and New Orleans.  That voyage made it a nationally-renowned steamship.

History of the Pioneer Steamship Robert Fulton 

Shipbuilder Henry Eckford constructed the Robert Fulton in 1819.  The steamship was first registered as the Robert Fulton on April 22, 1820 “upon embarkation on her maiden voyage to New Orleans.”  See Frajola, Richard & Baird, James, The Pioneer Steamship Robert Fulton, Chronicle 230, Vol. 63, No. 2, pp. 9-13 (May 2011).  According to Frajola and Baird: 

“[I]n April 1819, Henry Eckford, Cadwallader Colden, David Dunham and others had incorporated in New York State as the Ocean Steam Ship Company with the stated intent to construct and employ steamships in navigating the ocean.  Eckford, a noted ship architect and builder of Navy vessels during the War of 1812, returned to government service as a naval contractor in 1820 following the launch of the Robert Fulton.  The operational aspects of the company then devolved to David Dunham who may have bought out one or more of his partners at this time.  Advertisements list him, sometimes styled as David Dunham & Co., as owner and operator.  Dunham drowned near West Point on March 30, 1822 in a boating accident during a storm, but the ship continued to operate.” 

Id. at 9. 

The Steamship Robert Fulton in 1820 or 1821 with Portions

of Its Auxiliary Sail Unfurled.  NOTE:  Click on Image to Enlarge.

The Robert Fulton had a five-year period of service as a steamship before its conversion into a sailing ship on December 5, 1825.  During that time the steamer made “approximately 18 trips. . . . In addition to her home port of New York her regular schedule included primary stops at Charleston, Havana and New Orleans, as well as exceptional trips to other coastal ports and to Vera Cruz, Mexico.” Id. at 10. 

According to one brief history of the Robert Fulton: “Soon after the Savannah made her successful ocean trip, a fine large steamer, named Robert Fulton, of 750 tons, was constructed in New York by Henry Eckford, for the route from New York to Cuba and New Orleans.  She was a stanch vessel, constructed ‘entirely of oak, locust, and cedar, and Georgia pine, copper fastened.’  She had a square, or cross-head, engine, of the type then in use on inland steamers; there were two boilers and two funnels.  She left New York for New Orleans on her first trip April 25, 1820, stopping en route at Charleston and Havana.  She was an entire success, and covered the 2225 miles between New York and New Orleans in an average of 10 days.  The New York Evening Post of June 15, 1820, contained the following notice of her arrival: 

‘The beautiful steamship Robert Fulton, Capt. John Mott, arrived last evening, 17 days from New Orleans, via Havana and Charleston. At Havana she stopped 2 and at Charleston 4 days. She has aboard between sixty and seventy passengers, and has been at sea only 10 days.’ 

In another notice, on the return of this boat in January, 1821, the Post said: 

‘Steamship Robert Fulton, Capt. Mott, arrived in New York in 8 days from Charleston, having been to New Orleans . . . . 54 days’ round trip to New Orleans, average 14 ½ either way. . . . The boisterous season, the rough and heavy weather which she has experienced this trip, must convince even the most incredulous of the perfect practicability of navigating the ocean by steam. Capt. Mott gives her a decided preference over every vessel he ever commanded, both for safety and pleasantness during a gale of wind.’ 

The Robert Fulton ran for three years very successfully; she was then sold to the Brazilian government, to be used as a cruiser, her machinery being removed.” 

Source:  Stanton, Samuel Ward, “The Earliest Translatlantic Steamships: I. – 1819-1855” in The Engineering Magazine, Vol. IX, No. 6, p. 1051 & pp. 1052-54 (Sep. 1895). 

The steamship Robert Fulton was designed to carry cargo, mail, and passengers during its trips.  Indeed, the ship was designed with enough staterooms to carry up to two hundred passengers, according to one early news reported quoted in full below.  This ability to carry passengers is the reason the famous Robert Fulton is the subject of today’s posting to the Historic Pelham Blog. 

The Robert Fulton Visits City Island and Hart Island in 1821

Among the excursions of the steamship Robert Fulton that have not been documented by maritime historians is a fascinating pleasure cruise from New York City to Newport and Providence, Rhode Island (and back) from Thursday, August 23 to Monday, August 27. There were ninety men and women on board accompanied by an “elegant band” known as the Governor’s Guards. The pleasure cruise was quite important and attracted crowds who wished to see the ship steam by or visit it in port.  

The Robert Fulton left New York City on Thursday, August 23, 1821.  Within the hour, the ship passed through Hell Gate into Long Island Sound where it passed City Island and the shores of Pelham.  An account of the excursion noted that the shores, rocks, and islands were "lined with the ladies and gentlemen of the vicinity, waving their handkerchiefs and cheering us as we passed through" and made much of "superb mansions of this beautiful tract of our country."  (See below.)  

Over the next several days, the ship stopped at New Haven, Newport, Providence, and Bristol, stopping at various of the same locations on the return trip.  At each location, the ship was met by cheering crowds of men and women who jostled and pushed to get aboard the ship and visit the amazing wonder.  At the same time, the ninety passengers on the ship maneuvered their way onshore and engaged carriages to take them on tours of the area much like modern cruise ship passengers visiting various ports of call.  According to one account, when the steamship docked at Newport, the author beheld "a scene of tumult as was here witnessed, I never saw before – the wharves were lined with people of all ages and conditions, who pressed forward and immediately on our landing, took complete possession of the ship."  

The crowds at each dock who came to see the famous steamship were tumultuous.  The band that accompanied the passengers on the ship made each arrival and departure even more festive and exciting.  By late Sunday, as the ship neared City Island and Hart Island on its return to New York City, the tide was ebbing.  The steamship Robert Fulton anchored between City Island and Hart Island to await the rising tide.  According to a published account of the pleasure excursion:  "At 11 P.M. came to anchor between Hart & City Islands, to wait for the morning tide to pass through the Gate.  At 6 o’clock the next morning, got under way and proceeded to the city – passed round the U. States ships Franklin and Hornet, in the North River, against a very strong wind and tide, and were greeted with 3 cheers from the crews of both vessels. Our arrival at N. Y. was at ¼ past 9, precisely."

The Robert Fulton had completed its pleasure cruise up the coast.  Ninety men and women had enjoyed themselves and even slumbered in the midst of the beautiful islands of Pelham known as City Island and Hart Island on that summer evening now nearly two centuries ago.

Watercolor Illustration of the Steamship Robert Fulton.

Source:  Frajola, Richard & Baird, James,

The Pioneer Steamship Robert Fulton, Chronicle 230,

Vol. 63, No. 2, pp. 9-13 (May 2011).

NOTE:  Click on Image to Enlarge.

*          *          *          *          * 

Below is the text of two articles relevant to the subject of today’s article.  Each is followed by a citation and link to its source.

“Second Excursion of the Steam ship Robert Fulton. – On the 23d August, at half past 5, P.M. the Robert Fulton left New York, on her voyage of pleasure to Newport and Providence, R. I. accompanied by the elegant band of the Governor’s Guards, which struck up several national airs as the vessel left the wharf.  The party consisted of ladies and gentlemen, to the number of 90.  She glided handsomely through the harbor; passed our naval depot in full view of the vessels there, and proceeded on, against a strong wind and tide.  The sail to the Scylla and Charybdis of our continent, was delightful, and will probably bear comparison with any in the world – the shores, islands and rocks, as we passed through Hell Gate, (at half past 6, P.M.) were lined with the ladies and gentlemen of the vicinity, waving their handkerchiefs and cheering us as we passed through.  We soon left the superb mansions of this beautiful tract of our country.  At a ¼ past 8, arrived opposite Sands’ Point Light House, and then fairly entered the Sound, a body of water of vast importance to the inland commerce of the states; its course is E. N. E. and W. N. W.; the variation is nearly half a point, and there are twelve light houses on it between New York and Rhode Island, a distance of two hundred miles. We took tea at sunset, and found all matters well arranged for the accommodation of the party; at a quarter before three o’clock, A. M. of the 24th came to to wait for the tide; at seven A. M. got up to the long dock at New Haven; 2 hours and a half were then allowed to the party to go on shore and visit the city; carriages were immediately in demand, and as the company left the ship the long wharf surrendered its living burden to her cabin and deck. The time prescribed was found sufficient to enable the company to visit the churches, grave yard, college, &c. &c. and they returned from the city highly delighted.  New Haven grave yard is considered worthy of a visit; it is very large; the tomb stones of white marble, and the letters on them generally gilt, the epitaphs very long, and tediously minute, not only detailing the characters of the ‘master spirits’ deposited beneath them, but all the occupations they had ever engaged in – ‘Deacon 37 years’; ‘Town Clerk 43 years’; ‘Town Treasurer 26 years’; ‘Chairman of 53 political meetings,’ &c. &c. The college, a row of churches, and a large lawn or parade ground in front, attracted much interest and attention. The Episcopal Church is a tasteful piece of architecture, built in the Gothic style, and is reckoned the pride of New Haven.  We received here an addition of 15, to our party, most of whom were ladies, and among the rest the Belle of the place. At ¼ before 9 left the wharf amid the cheers of the inhabitants.  At about 12 meridian, passed the steam boat Fulton, with the Cadets on board – cheers and music were given and returned. Pass New London at half past 2; the wind springing up from the S.W. threw in a swell and produced a slight but healthful sea-sickness among a few of the ladies; pass Point Judith Light House, at the rate of 13 miles an hour, wind, steam and tide all operating in our favor, soon overhauled and passed a Providence packet. At a quarter before 8 P. M. ranged alongside of the dock at Newport; music playing as we enter the harbor, and pass the fortified island; such a scene of tumult as was here witnessed, I never saw before – the wharves were lined with people of all ages and conditions, who pressed forward and immediately on our landing, took complete possession of the ship. Altho’ it was dark, the party principally went on shore, and with the Band (to whom too much credit cannot be given for their uniform, correct and obliging deportment throughout the voyage) serenaded His Excellency Governor Gibbs, and many of the principal families in town.  After having regaled themselves on shore, the party returned to the ship, when with the utmost difficulty they were enabled to get on board again, the tumult and crowd lasting till one o’clock next morning.  At half past 5 A.M. the following day, started from Newport, wind and tide ahead. As we approach Providence the scene becomes truly interesting – the inhabitants had anticipated our arrival, and every hill was covered with the admiring assemblage. Indian Point wharf exhibited a spectacle singular and gratifying. The beauty & fashion of this charming town greeted us with cheers and welcoming. – At ¼ before 8, came up to the dock and landed the company; here again numerous parties of ladies and gentlemen crowd the ship; the masts and rigging of the vessels lying in the vicinity were covered with spectators, and nothing could exceed the interest and gratification with which all appeared to greet our arrival; horses, carriages, &c. were in requisition on the occasion, and the time allowed at this place (3 hours,) proved barely sufficient for the gratification of the curiosity of the company. At 3 P.M. she left the wharf amid the shouts of thousands. – Arrived at Bristol, against a strong tide, at half past 5 where we were met with the same spirit of enthusiasm that had characterized our whole route. Mr. D’Woll’s elegant mansion at this place, was thrown open to the visits of the passengers, and was very much admired. Left Bristol at half past 6 P.M. and arrived at Newport at 8. It was unfortunately dark again when we got here, but the interest felt on our second arrival appeared to have increased rather than diminished. I took a station at the gangway with a view to assist the inhabitants, and particularly the ladies, on board the ship; notice being given that none but females could come on board at first. I handed in, in the short space of 20 minutes 337. I found that this number did not appear to have thin’d the crowd in the least degree, and by 9 o’clock there must have been on board upwards of six hundred ladies. – At 10 P.M. left Newport and directed our course out into the sound again. At 10 A.M. on the 26th, came to and landed our passengers at New Haven light – strong wind and tide ahead – by 12 o’clock this day, the wind had encreased [sic] almost to a gale, accompanied with a considerable sea. Divine service in the morning and afternoon was performed by the Rev. Mr. Henshaw, who presented us with two excellent sermons from the following texts: Romans, 6th chap. 23d v. and Psalms 10th and 4th verse. It is but justice to say that they were finished pieces of composition and appropriately adapted to the occasion, delivered in a most becoming manner and received by all with the most respectful attention. I have omitted to mention, that our fare was good and abundant, and the whole arrangement of the ship well ordered throughout the excursion. At 11 P.M. came to anchor between Hart & City Islands, to wait for the morning tide to pass through the Gate. At 6 o’clock the next morning, got under way and proceeded to the city – passed round the U. States ships Franklin and Hornet, in the North River, against a very strong wind and tide, and were greeted with 3 cheers from the crews of both vessels. Our arrival at N. Y. was at ¼ past 9, precisely. 
----- 
At a meeting of the passengers on board the steam ship Robert Fulton, it was unanimously resolved, That the gratification which we have experienced from the excursion on board said ship, from New York to Providence and back, deserves the expression of the favourable sentiments of the party, and that the studied manner in which all the arrangements have been made to promote our comfort and convenience, merits and receives our warmest acknowledgements. 
JNO. SLIDELL, Chairman, 
JNO. PECK, Sec’ry.” 

Source:  Second Excursion of the Steam ship Robert Fulton, New-York Evening Post, Aug. 27, 1821, p. 2, cols. 2-3.  

“The new steam ship Robert Fulton – This ship is intended to ply as a regular packet between New York and New Orleans. She is said to be in every respect, one of the finest vessels ever built in that city. A communication in the Gazette gives the following description of this beautiful vessel: 

‘This ship is a splendid piece of naval architecture – the most perfect model I ever beheld, and does great credit to her builder, Mr. Eckford. She is upwards of 750 tons, of a very great length, rigged with lug sails; has three kelsons, (the centre one large enough for a ship of the line,) together with bilge ways, and the whole secured and bolted in a very extraordinary manner, perhaps the most so of any vessel ever built – her frame timber and plank are of live oak, locust, cedar, and southern pine, copper bolted and coppered. 

‘She will afford accommodation for more than 200 persons, is fitted up with high and airy state rooms, thoroughly ventilated by means of sky lights the whole length of the cabin, which is very extensive. Her after cabin is neatly arranged for the accommodation of ladies, and separated by means of folding doors, in the modern style. She has also a range of [berths] fore and aft, together with a commodious fore cabin. And what adds to the greatest comfort and security of all, her engine and other machinery are completely insulated and unconnected, as it were, with the other part of the ship. In the centre, lengthwise, is a kind of well-hole or square trunk, made both fire and water proof; no possible accident, therefore, by the bursting of the boiler, can reach either of the cabins. This trunk or well-hole being enclosed by very thick plank, caulked and leaded, may be inundated with water at pleasure, without any inconvenience to the passengers. 

‘The furnace is also completely surrounded by the continuation of the boiler, so that no part of the fire can ever come in contact with the wood. There is a space of about 9 or 10 inches filled in with materials, non-conductors of heat, which answer the double purpose of excluding the heat from the cabin, and at the same time deadening the disagreeable noise of the engine. She is also provided with a leather hose, similar to those used by our fire engine companies in this city, which will enable the hot or cold water to be conveyed to any part of the ship, and furnishing at the same time the great conveniency to the passengers of a warm or cold bath, at pleasure. Her engine was constructed by Mr. Allaire, and is supposed to be the most powerful and most exact piece of workmanship ever turned out in this country – and her boiler is said to be the largest ever known to have been made in this or any other country. Take her all in all, she certainly presents a spectacle altogether unique.’” 

Source:  The New Steam Ship Robert Fulton, National Intelligencer [Washington, D.C.], Mar. 28, 1820, p. 1, far right column.

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Is It Possible The First Pelham Bridge Built in About 1815 Was Repaired After Near Destruction by a Storm?

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The first Pelham Bridge over the Hutchinson River where it empties into Eastchester Bay was built by about 1815 and was destroyed within its first few years by a major storm.  According to longstanding conventional wisdom, the bridge was not rebuilt until 1834 when George Rapelje built a replacement bridge and received the right to charge tolls on the bridge for thirty years.  Is it possible that the conventional wisdom is wrong?  Is it possible that a replacement bridge or, perhaps, a temporary structure was built on the remnants of the original Pelham Bridge?  Today's posting to the Historic Pelham Blog will explore this possibility.

Brief History

According to longstanding history of the Pelham Bridge, on March 6, 1812, the New York State Legislature enacted a statute incorporating the "Eastchester Bridge Company" to build a bridge over the Hutchinson River where it empties into Eastchester Bay.  The bridge was built shortly afterward and is believed to have been completed by about 1815.  In 1817, the Westchester and Pelham Turnpike Company was incorporated to construct a turnpike from the causeway at Westchester to the bridge.  That bridge came to be known as "Pelham Bridge" -- the name it bears today.  Even in its first iteration, Pelham Bridge was a draw bridge to permit masted ships to pass. 

On April 12, 1816, the company was authorized by the Legislature to sell its property and toll franchise for a period of forty-five years. Within its first few years, however, the first Pelham Bridge was destroyed by a storm.  The second bridge was built in 1834 by George Rapelje, with the right to charge tolls for a period of thirty years, but the supervisors of Westchester County purchased the bridge in 1860 and made it free.  The bridge was replaced with an iron bridge constructed in 1869-1870.  That bridge, in turn, was replaced by the present larger bridge, opened by the New York City Department of Bridges on October 15, 1908.

When Was the First Pelham Bridge Constructed?

A local real estate advertisement published on March 18, 1815 describes the bridge as "the new bridge lately erected across the mount of East Chester Creek."  (See full advertisement quoted below.)  Thus, it seems certain that the bridge was completed at least by mid-March, 1815.  

The bridge, it seems, was built between June 4, 1814 and March 18, 1815.  This can be deduced from an advertisement published on June 4, 1814 stating:

"EASTCHESTER BRIDGE COMPANY.

PROPOSALS will be received by the Company for the building of a Stone Bridge across Eastchester creek, from the town of Pelham to Throgs-neck, the distance across computed about thirteen hundred feet; any person inclining to contract for the erection thereof are desired to call on Mr. JAMES HARVEY, in the town of Pelham near New-Rochelle, county of Westchester, who will exhibit a survey of the creek, and enter into such other explanations as may be required.

May 13 -- 3w"

Source:  EASTCHESTER BRIDGE COMPANY, New-York Evening Post, Jun. 4, 1814, p. 4, col. 5.  See also  EASTCHESTER BRIDGE COMPANY, New-York Evening Post, Jun. 2, 1814, p. 4, col. 5; East-Chester Bridge Company, Connecticut Courant, May 31, 1814, p. 4, col. 2.  

When was the First Pelham Bridge Destroyed by a Storm and Flood?

Within about a year of the completion of the first Pelham Bridge and perhaps sooner, the new structure was destroyed by "an extraordinary storm and flood."  The destructive storm may have occurred only a few months after the bridge was built.  Indeed, on October 18, 1815, an illuminating advertisement appeared in the New-York Evening Post suggesting that something -- perhaps the storm -- had damaged the piers of the "East-Chester Bridge."  The advertisement stated:

"NOTICE TO DOCK BUILDERS.

PROPOSAL will be received by Mr. James Harvey in the town of Pelham, to repair the damages done to the Piers of the East-Chester Bridge, if made immediately.

Pelham, October 16, 1815.

Oct 17 iw"

Source:  NOTICE TO DOCK BUILDERS, New-York Evening Post, Oct. 18, 1815, p. 3, col. 4.  

Certainly by March 11, 1816, the first Pelham Bridge had been destroyed.  On that date, according to a newspaper report, the New York Assembly was referred a petition described as:

"Petitions referred -- . . . declaratory of an act, entitled an act to incorporate the East Chester bridge company, passed March 6, 1812 -- of Herman Le Roy and others, stockholders in the East Chester bridge Company, praying that a law may be passed, authorising them to make such sales as are therein mentioned, and upon certain conditions, there particulalry specified."

Source:  Legislature of New-York, House of Assembly, Monday, March 11, New York Herald, March 16, 1816, p. 3, col. 2.  

New York State soon passed such a law.  Within a month, on April 12, 1816, it passed "AN ACT for the relief of the President and Directors of the Eastchester Bridge Company and their Creditors" with a preamble that stated, in part, as follows:

"it is represented to the legislature, by the stockholders in the corporation created by the act, entitled 'an act to incorporate the Eastchester bridge company,' that the bridge erected by the said company, over the Eastchester creek, in pursuance of the said act, has been destroyed by an extraordinary storm and flood; That the funds of the company are inadequate to rebuild it; and that the said corporation is moreover largely indebted to the builders and workmen who were employed in its erection."

The statute authorized the President and Directors of the Eastchester Bridge Company to sell at auction "the remains of the said bridge, and all the other property and estate of the said corporation, to the highest bidder or bidders."  It further provided that the purchaser would be "authorized to rebuild the said bridge, in the manner required by the said act, provided the same be completed by the first day of August, in the year one thousand eight hundred and seventeen."

Only one week later, on April 19, 1816, notice appeared in a local newspaper whereby a committee consisting of Pelham residents John Hunter, James Harvey, William Bayard, and Tolbert Roosevelt provided public notice that "all the remains of the bridge lately erected by the said Company across the Eastchester Creek, and all the estate of the Company" would be sold at public auction "at the Tontine Coffee House, in the city of New-York, on Friday the seventh day of June next, at twelve o'clock at noon."  No report of the resullt of the public auction, if it was held, has yet been found.  That said, it certainly seems that the first Pelham Bridge was not rebuilt by August 1, 1817.  There are, however, intriguing suggestions that some form of bridge, temporary or otherwise, may have been built on the site (or on the remnants) within five or six years.

Some Real Estate Advertisements Later Reference a Bridge at the Site

 On March 31, 1821, a real estate advertisement offering the old George Rapalje estate on Pelham Neck for sale made no mention of a bridge across Eastchester Creek.  In contrast, six years earlier when the bridge was first erected and before its destruction by an "extraordinary storm and flood," an advertisement for sale of the same property made much of the "new bridge lately erected across the mount of East Chester Creek."  This certainly suggests -- but certainly does not establish -- that the first Pelham Bridge had not yet been rebuilt.  

Nearly one year later, however, Peter and George Lorillard offered for sale a 105-acre tract in the same area by referencing in their advertisement the Pelham Bridge.  The ad stated:

"Also, 105 acres of land in the town of Pelham, adjoining East Chester Creek, near the bridge; being about 18 or 20 miles from this city."

Was this merely an imprecise reference to the remnants of the first Pelham Bridge that had been destroyed by the storm?  Alternatively, is it possible that a permanent (or even temporary) bridge had been constructed on the remnants or, perhaps, in place of the remnants?

A real estate advertisement apparently offering the same 105-acre tract two years later on February 2, 1824 once again made much of the fact that the tract adjoined "East Chester Creek and Pelham Bridge."  Moreover, the following year on March 5, 1825, a real estate advertisement offering the Lorillard property at Eastchester Bay for sale once again referred specifically to the property as "adjoining East Chester Creek and Pelhams Bridge, bout 16 miles from this city."

Perhaps most intriguing, in 1827, a bridge referenced as the "East Chester Bridge" was offered for lease together with a "Toll House, shed and garden."  Obviously an offer to lease a bridge -- rather than remnants -- strongly suggests the bridge was rebuilt in some fashion, temporarily or otherwise (assuming the reference to "East Chester Bridge" is a reference to the bridge over the Hutchinson River at Eastchester Bay).  See below for quote of entire advertisement with link to source.

Until more dispositive evidence can be uncovered, we can only speculate.  These real estate advertisements published in 1822 and later make specific reference to a "bridge" at the location -- not "remnants" or "remains" of any such bridge.  Rather than simply omitting any such reference at all as seems to have been done when the March 31, 1821 advertisement offering the Rapelje tract was published, the later advertisements contain an express reference to such a "bridge."

Although no person or group seems to have purchased the bridge and the estate of the Eastchester Bridge Company and replaced the bridge by August 1, 1817 as required by the relief statute, it seems at least plausible to speculate that some form of bridge -- temporary or otherwise -- may have been crafted on the remnants of the bridge destroyed be the "extraordinary storm and flood" that occurred in about the first few months of 1816.  

Whether there ever was a bridge at the site -- temporary or otherwise -- in the years shortly after the first Pelham Bridge was destroyed, it is clear that a replacement bridge was built at the site in 1834 by George Rapelje, with the right to charge tolls for a period of thirty years.  Until dispositive evidence is located, we are left to wonder if the bridge built in 1834 was the second -- or third -- bridge on the site.

"Pelham Bridge in 1865 From a sketch by W. J. Wilson"

Source: Jenkins, Stephen, The Story of the Bronx From

the Purchase Made by the Dutch from the Indians in

1639 to the Present Day, Opposite p. 318 (NY and 

London: G.P. Putnam's Sons The Knickerbocker Press,

1912).  NOTE:  Click on Image to Enlarge.

*          *          *          *          *

Below is the text of a number of items on which today's posting to the Historic Pelham Blog is based.  Each is followed by a citation and link to its source.  

"FARM.

FOR SALE the valuable farm on which the subscriber now lives, (formerly the property of Geo. Rapelye, Esq.) on the manor of Pelham county, Westchester, 15, 1-2 miles from the city of New-York, and adjoining the new bridge lately erected across the mount of East Chester Creek, containing near 200 acres, and is bounded on three sides by the waters of the sound, of which there is a full view, and of all vessels passing up or down.  There is on said farm a large well built dwelling house, and farm house, barn, carriage house, stable, grainery [sic], dairy, smoke house, sheep fold and house, with racks complete for 200 sheep, and other necessary out buildings, three orchards in full bearing, of the best grafted apples, with a great abundance of every other kind of fruit; 50 acres of fresh meadow, a proportion of salt meadow, about 30 acres of wood land, the rest under first rate pasture land, the whole capable of being made excellent meadow, and in quality of soil is surpassed by none in the county.  Attached to which is a large body of sedge.  100 loads of drift stuff may yearly be collected from the shores, the waters of which abound with all kinds of scale and shell fish.  For further particulars apply on the premises.

Feb 2     rf

JAMES HARVEY."

Source:  FARM [Advertisement], New-York Evening Post, Mar. 18, 1815, p. 4, col. 3.

"CHAP. CXXXII.

AN ACT for the relief of the President and Directors of the Eastchester Bridge Company and their Creditors.

Passed April 12, 1816.

Preamble.

WHEREAS it is represented to the legislature, by the stockholders in the corporation created by the act, entitled 'an act to incorporate the Eastchester bridge company,' that the bridge erected by the said company, over the Eastchester creek, in pursuance of the said act, has been destroyed by an extraordinary storm and flood; That the funds of the company are inadequate to rebuild it; and that the said corporation is moreover largely indebted to the builders and workmen who were employed in its erection, and praying legislative aid and relief in the premises; Therefore,

Remains of the bridge may be sold

I.  BE it enacted by the people of the State of New-York represented in Senate and Assembly, That it shall and may be lawful for the president and directors of the said company, to sell, at public auction, in the city of New-York, all the remains of the said bridge, and all the other property and estate of the said corporation, to the highest bidder or bidders, and thereupon to grant and convey the same to the purchaser or purchasers thereof; Provided, that six weeks notice of the time and place of such sale be given in the nearest newspaper printed in the county of Westchester, and also in two of the public newspapers printed in the city of New-York.

Avails to be applied to the company's debts.

II.  And be it further enacted, That such conveyance being duly acknowledged or proved, shall be recorded in the clerk's office of the county of Westchester; and that the monies arising from such sale, after paying all incidental expenses attending the same, shall be applied in the first place to the payment of the debts of the said corporation, and that the residue and surplus of the said monies, shall be divided and paid to and among all the stockholders in the said company, in proportion to the number of shares which they may respectively hold therein.

The purchasers may rebuild the bridge.

III.  And be it further enacted, That the purchaser or purchasers at such sale, and his or their assigns or associates, shall be and hereby are authorized to rebuild the said bridge, in the manner required by the said act, provided the same be completed by the first day of August, in the year one thousand eight hundred and seventeen; and in case the same shall be so completed by that day, then the said purchaser or purchasers, his or their assigns and associates, shall thereafter be considered as the stockholders of the said company, in proportion to the sums they shall respectively pay and advance towards the said purchase, and the rebuilding of the said bridge an other necessary objects:

And be a body corporate for 45 years.

And they and their successors shall be and continue a body corporate and politic, by the name, and with all the powers, privileges and immunities mentioned in the said act, and in the act to amend the same, for and during the term of forty-five years from the passing of this act, and no longer, any thing in the said acts, or either of them, contained, to the contrary notwithstanding:  Provided always,

This act not to prevent prosecution against the former company.

IV.  And be it further enacted, That nothing in this act contained shall be construed to bar or prevent any public prosecution, or any action or actions, which any person or persons would have if this act had not been passed against the said president and directors, or against all or any of the stockholders of the said company, or against any person or persons who is, are or have been in their employ, or to prevent the abating of any nuisance."

Source:  "CHAP. CXXXII:  AN ACT for the relief of the President and Directors of the Eastchester Bridge Company and their Creditors" in Laws of the State of New-York, Passed at the Thirty-Ninth, Fortieth and Forty-First Sessions of the Legislature From January 1816 to April 1818, Vol. IV, pp. 149-50 (Passed April 12, 1816) (Albany, NY:  William Gould, and David Banks and Stephen Gould, 1818).

"NOTICE.

THE subscribers being a Committee, appointed for that purpose by the President and Directors of the Eastchester Bridge Company, hereby give notice, that in pursuance of an act of the legislature of this state, passed on the 12th day of April instant, entitled 'An Act for the relief of the President and Directors of the Eastchester Bridge Company and their creditors,' all the remains of the bridge lately erected by the said Company across the Eastchester Creek, and all the estate of the Company, will be exposed to sale at the public auction, at the Tontine Coffee House, in the city of New-York, on Friday the seventh day of June next, at twelve o'clock at noon.

The purchaser or purchasers at such sale, will be entitled to all the privileges and immunities heretofore granted by law to the said Company, for the term of 45 years from the 12th instant, on condition that the bridge is rebuilt by the 1st day of August, 1817.  -- By order of the Board of Directors of the Eastchester Bridge Company.

JOHN HUNTER,             )
JAMES HARVEY,            }     Committee
WM. BAYARD,                 )
TOLBERT ROOSEVELT, )

Pelham, April 19, 1816.           ap 22law6w"

Source:  NOTICE, New-York Evening Post, May 18, 1816, p. 4, col. 2.  See also NOTICE, The Evening Post, May 9, 1816, p. 1, col. 4 (same text).  

"Beautiful Country Residence

TO LET, (and immediate possession given,) the country seat of George Rapelje, Esq. in the Manor of Pelham, Westchester county, about 17 miles from the city of New York; containing about 65 acres in a good state of improvement, with a commodious mansion and suitable out houses, garden, orchard, &c.  The premises being bounded on three sides by the waters of the Sound, can scarcely be excelled for combining beauty of prospect with ample facilities for fishing and fowling.  Part of the furniture of the house will be let if required.  Enquire at 234 Broadway.

Mb 29 tf"

Source:  Beautiful Country Residence [Advertisement], New-York Evening Post, Mar. 31, 1821, p. 3, col. 4.  

"ABOUT 280 ACRES OF LAND.

A valuable farm for sale, situated at the 14 mile stone, which is divided by the Boston Post Road, in the town of West Chester, containing a Farm House, and other out houses, all enclosed with good stone wall.  The land is well calculated for a grazing farm.

Also, 105 acres of land in the town of Pelham, adjoining East Chester Creek, near the bridge; being about 18 or 20 miles from this city.  For particulars, apply at No. 42 Chatham street.

PETER & GEORGE LORILLARD.

Jan 25 1m"

Source:  ABOUT 280 ACRES OF LAND [Advertisement], New-York Evening Post, Feb. 8, 1822, p. 4, col. 2.

"FOR SALE. . . . 

1 farm at Pelham, adjoining East Chester Creek and Pelham Bridge, about 15 miles from this city, containing 15 acres, occupied by C. Valentine. . . ."

Source:  FOR SALE [Advertisement], New-York Evening Post, Feb. 2, 1824, p. 4, col. 1.  

"--FOR SALE--
* * *
One hundred and fifty acres of Land in the town of Pelham, adjoining the East Chester Creek and Pelhams Bridge, about 16 miles from this city. . . 

GEORGE LORILLARD."

Source:  --FOR SALE--, New-York Evening Post, Mar. 5, 1825, p. 4, col. 1.  

"TO LET,

The East Chester Bridge, with the Toll House, shed and garden, to a small family, that would be willing to accommodate a number of Boarders for the ensuing year.  It is viewed as one of the best stands for a tavern in that neighborhood.  Possession will be given immediately.  For further particulars, apply to THOMAS C. TAYLOR, 41 Robinson st. or at his house, Bowery Hill.

m26 tf"

Source:  TO LET, The New-York Evening Post, Mar. 27, 1827, p. 3, col. 5.

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Below are examples of previous postings that address the histories of the various Pelham Bridges that have spanned Eastchester Bay for the last two centuries.

Wed., Oct. 1, 2014:  Bridge Keepers of the Pelham Bridge from 1870 to 1872.

Mon., Jul. 21, 2014:  Image of the Second Pelham Bridge Built in 1834 From a Sketch Created in 1865.

Thu., Jul. 17, 2014:  Sabotage Brought Down the 70-Ton Draw Span of Pelham Bridge in 1908 and Delayed its Opening. 

Tue., Jun. 10, 2014: Construction of the Concrete Arch Pelham Bridge.

Mon., May 12, 2014: The March 6, 1812 New York Statute Authorizing Construction of the Pelham Bridge.

Tue., Sep. 22, 2009: Names of Early "Keepers of Pelham Bridge" Appointed by Westchester County.

Thu., Jan. 08, 2009: Another Brief History of The Pelham Bridge.

Thu., Jan. 1, 2009: A Brief History of Pelham Bridge.

Wed., Jan. 2, 2008: New York State Senate Report on Petition by Inhabitants of Westchester to Allow Construction of Toll Bridge Across Eastchester Creek in 1834.

Tue., Aug. 28, 2007: The Laying Out of Pelham Avenue From Fordham to Pelham Bridge in 1869.

Wed., Jul. 4, 2007: 1857 Real Estate Advertisement for Sale of the Pelham Bridge.

Fri., Jul. 22, 2007: 1857 Real Estate Advertisement for Sale of "Country Seat" at Pelham Bridge.

Fri., May 18, 2007: Celebration at Pelham Bridge in 1872.

Wed., May 16, 2007: Board of Supervisors of Westchester County Vote to Build New Iron Bridge to Replace Pelham Bridge in 1869.

Tue., May 15, 2007: The Owner of the Pelham Bridge Hotel Sold it for the Princely Sum of $22,000 in 1869.

Mon., May 14, 2007: Plans to Widen Shore Road in the Town of Pelham in 1869.

Fri., May 11, 2007: A Sad Attempted Suicide at Pelham Bridge in 1869.

Thu., Dec. 08, 2005: The First Stone Bridge Built Across Eastchester Creek in Pelham, 1814-1815.

Thu., Aug. 18, 2005: The Opening of the New Iron "Pelham Bridge" in 1871.

Tue., Aug. 9, 2005: Cock Fighting at Pelham Bridge in the 19th Century.

Thu., Jul. 21, 2005: Today's Remnants of the Bartow Station on the Branch Line Near City Island.

Tue., Jun. 28, 2005: The Hotel and Bar Room at Pelham Bridge.

Thu., Mar. 24, 2005: The Bartow Area of Pelham in the 19th Century: Where Was It?

Wed., Mar. 23, 2005: Prize Fighting at Pelham Bridge in 1884.

For more about the Pelham Bridge and its history, see Pelham Bridge, Wikipedia The Free Encyclopedia, available at http://en.wikipedia.org/wiki/Pelham_Bridge (visited May 6, 2014).

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