AL-VI-B-078 Dan's Rock
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Western Pennsylvania Historical Magazine
Early Development of Transportation 115 EARLY DEVELOPMENT OF TRANSPORTATION ON THE MONONGAHELA RIVER By W. Espy Albig* Although the traffic on the Monongahela River from Brownsville to the Ohio had advanced from the canoe of the Indian and the Kentucky boat of the emigrant of Revolu- tionary times, to a water borne traffic of no mean size in passengers and miscellaneous freight, and to more than a million bushels of coal annually before the Monongahela waterway was improved by the installation of locks and dams late in 1841, yet no records remain of the constantly increasing stream of commerce passing over this route be- tween the east and the west. Here and there remains a fragment from a traveller, a ship builder or a merchant giv- ing a glimpse of the river activity of the later years of the 18th century and the early ones of the 19th century. The Ohio Company early recognized the importance of this waterway, and in 1754 Captain Trent on his way to the forks of the Ohio by Nemacolin's and the Redstone trails, built "The Hangard" at the mouth of Redstone Creek. From April 17th, when he surrendered his works to the French and retreated in canoes up the Monongahela, this avenue became more and more important until the steam railways supplanted the slower traffic by water. The easy navigation of this stream led that man of keen insight, George Washington, into error, when, under date of May 27, 1754, he writes: "This morning Mr. Gist ar- rived from his place, where a detachment of fifty men (French) was seen yesterday. -
POINT PLEASANT 1774 Prelude to the American Revolution
POINT PLEASANT 1774 Prelude to the American Revolution JOHN F WINKLER ILLUSTRATED BY PETER DENNIS © Osprey Publishing • www.ospreypublishing.com CAMPAIGN 273 POINT PLEASANT 1774 Prelude to the American Revolution JOHN F WINKLER ILLUSTRATED BY PETER DENNIS Series editor Marcus Cowper © Osprey Publishing • www.ospreypublishing.com CONTENTS INTRODUCTION 5 The strategic situation The Appalachian frontier The Ohio Indians Lord Dunmore’s Virginia CHRONOLOGY 17 OPPOSING COMMANDERS 20 Virginia commanders Indian commanders OPPOSING ARMIES 25 Virginian forces Indian forces Orders of battle OPPOSING PLANS 34 Virginian plans Indian plans THE CAMPAIGN AND BATTLE 38 From Baker’s trading post to Wakatomica From Wakatomica to Point Pleasant The battle of Point Pleasant From Point Pleasant to Fort Gower THE AFTERMATH 89 THE BATTLEFIELD TODAY 93 FURTHER READING 94 INDEX 95 © Osprey Publishing • www.ospreypublishing.com 4 British North America in1774 British North NEWFOUNDLAND Lake Superior Quebec QUEBEC ISLAND OF NOVA ST JOHN SCOTIA Montreal Fort Michilimackinac Lake St Lawrence River MASSACHUSETTS Huron Lake Lake Ontario NEW Michigan Fort Niagara HAMPSHIRE Fort Detroit Lake Erie NEW YORK Boston MASSACHUSETTS RHODE ISLAND PENNSYLVANIA New York CONNECTICUT Philadelphia Pittsburgh NEW JERSEY MARYLAND Point Pleasant DELAWARE N St Louis Ohio River VANDALIA KENTUCKY Williamsburg LOUISIANA VIRGINIA ATLANTIC OCEAN NORTH CAROLINA Forts Cities and towns SOUTH Mississippi River CAROLINA Battlefields GEORGIA Political boundary Proposed or disputed area boundary -
Route of Meriwether Lewis from Harpers Ferry, Va. to Pittsburgh, Pa
Route of Meriwether Lewis from Harpers Ferry, Va. to Pittsburgh, Pa. July 8 – July 15, 1803 by David T. Gilbert National Park Service Harpers Ferry, West Virginia May 5, 2003 (Revised September 28, 2015) Introduction The route which Meriwether Lewis traveled from Harpers Ferry, Virginia to Pittsburgh, Pennsylvania, between July 8 and July 15, 1803, has not been well documented 1. The only primary source we have is a letter Lewis penned to President Jefferson from Harpers Ferry on July 8, 1803: I shall set out myself in the course of an hour, taking the route of Charlestown, Frankfort, Uniontown and Redstone old fort to Pittsburgh, at which place I shall most probably arrive on the 15th.2 Route of Meriwether Lewis July 8-July 15, 1803 Pittsburgh R Elizabeth E V I Petersons R Brownsville Pennsylvania O I H (Redstone old fort) O Uniontown Farmington POT OMA Cumberland C R IV Grantsville E M R O Maryland Forks of N Cacapon Harpers O N Fort Ashby Ferry G Brucetown A (Frankfort) H E Gainesboro L A Winchester R I West Virginia V Charles Town E R Virginia 1. With the exception of quoted primary sources, this document uses the contemporary spelling, Harpers Ferry, and not the 19th century spelling, Harper’s Ferry. Harpers Ferry was part of Virginia until June 20, 1863, when the state of West Virginia was created by Presidential Proclamation. 2. Meriwether Lewis to Thomas Jefferson, July 8, 1803, quoted in Donald Jackson,Letters of the Lewis and Clark Expedition, With Related Documents, 1783-1854 (Champaign, Illinois: University of Illinois Press, 1979), 106-107. -
Professional Achievements 2008
Profess Achieve Cover 08:Layout 1 8/11/09 1:59 PM Page 1 F R O S T B U R G S T A T E U N I V E R S I T Y In March 2008, Dr. Karen Soderberg-Sarnaker, culminating an administrative effort of nearly a year and a dream of many years, led the Frostburg State University Chamber Choir on a journey to China. There they presented a number of both planned and impromptu performances, including the one shown on the front cover on the Great Wall. Soderberg- Sarnaker was assisted on the journey by Dr. Mark Gallagher and accompanist Betty Jane Phillips, and in preparation for the trip by Yanling Fan, who ensured that the group’s pronunciation was perfect in the traditional “Usuli Boat Song.” The Chamber Choir’s trip to China, as well as a previous trip by education and geography students in January 2008 led by Dr. Ken Witmer and Dr. Hank Bullamore, helped lay the groundwork for FSU’s growing international initiatives in China. DIVISION OF COMMUNICATIONS & MEDIA RELATIONS FROSTBURG STATE UNIVERSITY 101 BRADDOCK ROAD FROSTBURG, MD 21532-2303 COVER DESIGN: ANN TOWNSELL Professional achievements 2008 ~ ~ Frostburg State University2008 Professional Achievements This booklet highlights the many professional achievements during the past year of Frostburg State University’s diverse and talented faculty and staff. As you will see in the following pages, Frostburg’s faculty members and professional staff contribute to their fields by producing original research, creative works and performances, and scholarship in teaching and learning. Faculty and staff also engage in widespread service to their fields and in the community. -
Hog Chains and Mark Twains: a Study of Labor History, Archaeology, and Industrial Ethnography of the Steamboat Era of the Monongahela Valley 1811-1950
Michigan Technological University Digital Commons @ Michigan Tech Dissertations, Master's Theses and Master's Dissertations, Master's Theses and Master's Reports - Open Reports 2014 HOG CHAINS AND MARK TWAINS: A STUDY OF LABOR HISTORY, ARCHAEOLOGY, AND INDUSTRIAL ETHNOGRAPHY OF THE STEAMBOAT ERA OF THE MONONGAHELA VALLEY 1811-1950 Marc Nicholas Henshaw Michigan Technological University Follow this and additional works at: https://digitalcommons.mtu.edu/etds Part of the History of Art, Architecture, and Archaeology Commons, and the United States History Commons Copyright 2014 Marc Nicholas Henshaw Recommended Citation Henshaw, Marc Nicholas, "HOG CHAINS AND MARK TWAINS: A STUDY OF LABOR HISTORY, ARCHAEOLOGY, AND INDUSTRIAL ETHNOGRAPHY OF THE STEAMBOAT ERA OF THE MONONGAHELA VALLEY 1811-1950", Dissertation, Michigan Technological University, 2014. https://doi.org/10.37099/mtu.dc.etds/790 Follow this and additional works at: https://digitalcommons.mtu.edu/etds Part of the History of Art, Architecture, and Archaeology Commons, and the United States History Commons HOG CHAINS AND MARK TWAINS: A STUDY OF LABOR HISTORY, ARCHAEOLOGY, AND INDUSTRIAL ETHNOGRAPHY OF THE STEAMBOAT ERA OF THE MONONGAHELA VALLEY 1811-1950 By Marc Nicholas Henshaw A DISSERTATION Submitted in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY In Industrial Heritage and Archeology MICHIGAN TECHNOLOGICAL UNIVERSITY 2014 This dissertation has been approved in partial fulfillment of the requirements for the Degree of DOCTOR OF PHILOSOPHY in Industrial Heritage and Archeology Department of Social Sciences Dissertation Advisor: Dr. Susan Martin Committee Member: Dr. Hugh Gorman Committee Member: Dr. Carol MacLennan Committee Member: Dr. John Nass Department Chair: Dr. -
Resort History
1001 Laf ayette Drive Farmington, Pennsylvania 15437 Telephone: (724) 329-8555 Toll Free: (800) 422-2736 Facsimile: (724) 329-6947 Website: nemacolin.com Media Contact : Ashli Mazer-Workman 724-329-6387 [email protected] RESORT HISTORY The land where Nemacolin Woodlands Resort now sits has a long history dating back to 1740, when a rugged trail was carved through the Laurel Highlands between what is now Cumberland, Maryland and Brownsville, Pennsylvania. The trailblazer was native Delaware Indian, Chief Nemacolin. Assisted by frontiersman, Thomas Cresap, the trail was the most direct route from east to west. Later expanded by Colonel George Washington and General Edward Braddock during the French and Indian War, the trail eventually became known as the National Highway by Congress in the mid-1800s. Today, that road is called Route 40, the major mountain artery where Nemacolin Woodlands Resort now sits. By the early 1900s, the Laurel Highlands became a popular and fashionable retreat for wealthy Pittsburgh industrialists and merchants. At the same time vacation retreats, such as the Kaufman family’s Frank Lloyd Wright designed Fallingwater were being built, Nemacolin was also being minimally developed. During the 1930s, lots were established and offered for sale as summer homes and hunting retreats. In 1949, Pittsburgh industrialist, Willard F. Rockwell (Rockwell International), purchased 60 acres here in the Laurel Highlands. Over the next several years, he added land, and in 1968 established a private game reserve on what is now Nemacolin Woodlands Resort. This property was named Nemacolin Trails Hunting Reserve. The Rockwell’s invited friends and business associates to hunt and fish the 400-acre reserve, populated by silver fox, bear and white-tailed deer. -
1 I-68/I-70: a WINDOW to the APPALACHIANS by Dr. John J
I-68/I-70: A WINDOW TO THE APPALACHIANS by Dr. John J. Renton Dept. of Geology & Geography West Virginia University Morgantown, WV Introduction The Appalachian Mountains are probably the most studied mountains on Earth. Many of our modern ideas as to the origin of major mountain systems evolved from early investigations of the Appalachian region. The Appalachians offer a unique opportunity to experience the various components of an entire mountain system within a relatively short distance and period of time. Compared to the extensive areas occupied by other mountain systems such as the Rockies and the Alps, the Appalachians are relatively narrow and can be easily crossed within a few hours driving time. Following I-68 and I-70 between Morgantown, WV, and Frederick, Maryland, for example, one can visit all of the major structural components within the Appalachians within a distance of about 160 miles. Before I continue, I would like to clarify references to the Allegheny and Appalachian mountains. The Allegheny Mountains were created about 250 million years ago when continents collided during the Alleghenian Orogeny to form the super-continent of Pangea (Figure 1). As the continents collided, a range of mountains were created in much the same fashion that the Himalaya Mountains are now being formed by the collision of India and Asia. About 50 million years after its Figure 1 1 creation, Pangea began to break up with the break occurring parallel to the axis of the original mountains. As the pieces that were to become our present continents moved away from each other, the Indian, Atlantic, and Arctic oceans were created (Figure 2). -
Maryland Public Service Commission:15 A
PUBLIC SERVICE COMMISSION OF MARYLAND Annual Report on the Status of Wind-Powered Generating Stations in the State of Maryland Pursuant to Section 2, Chapter 163, Acts of 2007 Prepared for: The Honorable Martin O’Malley, Governor of Maryland Senate Finance Committee House Economic Matters Committee For Period January 1, 2009 – December 31, 2009 6 St. Paul Street Baltimore, MD 21202 Tel: (410) 767-8000 www.psc.state.md.us 1 CURRENT LAW Commission Reporting Requirements Under Section 2 of Chapter 163 of the Acts of 2007, for a three-year period ending June 30, 2010, the Public Service Commission (“Commission”) must provide a report to the Governor, the Senate Finance Committee, and the House Economic Matters Committee on the following: (1) the number of applications for and the locations of wind–powered generating stations for which approval is sought under § 7–207.1(a)(1)(ii) of the Public Utility Companies Article, as enacted by this Act; (2) the status of the applications and the extent to which the wind–powered generating stations have been constructed after obtaining approval from the Commission in accordance with this Act; and, (3) the status of any regulatory actions undertaken by other State or local agencies with respect to the wind–powered generating stations. This Report pertains to Calendar Year 2009. Certificate of Public Convenience and Necessity (“CPCN”) Exemption for Certain Wind- Powered Generating Stations Section 7-207 of the Public Utility Companies Article, Annotated Code of Maryland (“PUC Article”) requires a person -
The Susquehanna Valley
Paul Doutrich PENNSYLVANIA HISTORICAL AND MUSEUM COMMISSION CRESAP'S WAR: EXPANSION AND CONFLICT IN THE SUSQUEHANNA VALLEY M/ost of Pennsylvania's border problems with Maryland during the M late seventeenth and early eighteenth centuries have been well examined by historians of colonial Pennsylvania. The controversy which surrounded the status of the three lower counties and the problems encountered during the creation of the arced border in the southeastern corner of the province have received much scrutiny. Likewise, the story of the Mason-Dixon Line can be found in numerous texts and journals. There is, however, at least one border episode that deserves more attention. Known as both the Conojocular War and Cresap's War, the struggle with Maryland for lands in the lower Susquehanna River Valley was a catalyst which made a permanent east-west boundary essential. The conflict also forced Pennsylvania to either defend Penn's claims west of the river or forfeit the embattled region to Lord Baltimore. Thus Cresap's War became a pivotal event in Pennsylvania's westward expansion as well as the establishment of a mutually accept- able border with Maryland.' Settlement along the southwestern banks of the Susquehanna was a hazardous undertaking in the 1730's. Relations with local Indians had been friendly, but the expanding European population complicated provincial efforts to maintain harmony. The lower river valley was also subject to overlapping claims by the Penns and Lord Baltimore. Throughout the 1720's rumors of plans by Maryland to plant settle- ments in the area sharpened Pennsylvanians' fears. With the arrival of a quarrelsome Marylander, Thomas Cresap, in 1730, the border prob- lems grew bitter. -
Cumberland Narrows: Portal to the National Road
12 m o u n t a i n d i s c o v e r i e s The Cumberland Narrows: Portal to the National Road Written by: Dan Whetzel New Photography by: Lance C. Bell he Cumberland Narrows has played an important events that occurred there have dimmed with the passing part Tin Western Maryland history, as it provided a natural of time. Cumberland’s Narrows is unique because it break in the Appalachian Mountains that stretched combines natural history with political, economic, and north/south through the region. Formed thousands of military events that have determined the course of our years ago, the Narrows is a one mile water gap dominated nation since 1755. To trace those recorded events, we at the lowest elevation by Will’s Creek and transportation need to turn back the clock to early European explorers arteries, while its higher elevations feature the spectacular and entrepreneurs who established themselves in lands beauty of Tuscarora and Juniata sandstone rock forma- formerly occupied by members of the Shawnee Tribe. tions. According to a geological report filed in 1978, Topography and abundant natural resources were key it was speculated the Narrows resulted from forces reasons Europeans migrated to Western Maryland during generated in the formation of the Eastern Appalachian the mid 18th century. The Ohio Trading Company con- Mountains. A stream began eroding the water gap structed a significant settlement in the area, a storehouse across Will’s Mountain and surrounding weaker rocks about one mile from the Narrows, at the confluence of were eroded into the valley, thereby causing a 900- foot Will’s Creek and the Potomac River. -
2013001396 01396AJM:CMM 01/07/13 a RESOLUTION Urging the Governor to Create a Commission, Or Take Other Executive Action, To
2013001396 01396AJM:CMM 01/07/13 A RESOLUTION 1 Urging the Governor to create a commission, or take other 2 executive action, to rename Negro Mountain in Somerset County 3 to accurately reflect the history of the region and to update 4 related governmental maps, brochures, plaques and signs. 5 WEREAS, Negro Mountain is an approximately 30-mile long ridge 6 of the Allegheny Mountains that spans from Maryland north into 7 the Casselman River in Somerset County, Pennsylvania; and 8 WHEREAS, The highest point of Negro Mountain, rising 3,213 9 feet, is the highest point in Pennsylvania; and 10 WHEREAS, In 1756 during the French and Indian War, a battle 11 on Negro Mountain ensued between a band of volunteers led by the 12 English-born pioneer Thomas Cresap and Native Americans on the 13 mountain; and 14 WHEREAS, Historical reports of the account, including reports 15 written by Cresap himself, note that while crossing the 16 mountain, a party of Native Americans fired upon the volunteers 17 and mortally wounded one of the “Negroes.” A piece of a hollow 18 log was found and placed over the “Negro” to shelter him, and, 20 13 DO 13 96 1 throwing it of f, he said, “Save yourselves and never mind me; I 2 shall die soon”; and 3 WHEREAS, Cresap wrote an account of the expedition for 4 Benjamin Franklin’s “Pennsylvania Gazette” of June 17, 1756; and 5 WHEREAS, It is said that Negro Mountain took its name from 6 this battle, notably from the heroism of the “Negro” who gave 7 his life to protect the other volunteers; and 8 WHEREAS, In 1882, J. -
G-I-E-195 Bloomington Survey District
G-I-E-195 Bloomington Survey District Architectural Survey File This is the architectural survey file for this MIHP record. The survey file is organized reverse- chronological (that is, with the latest material on top). It contains all MIHP inventory forms, National Register nomination forms, determinations of eligibility (DOE) forms, and accompanying documentation such as photographs and maps. Users should be aware that additional undigitized material about this property may be found in on-site architectural reports, copies of HABS/HAER or other documentation, drawings, and the “vertical files” at the MHT Library in Crownsville. The vertical files may include newspaper clippings, field notes, draft versions of forms and architectural reports, photographs, maps, and drawings. Researchers who need a thorough understanding of this property should plan to visit the MHT Library as part of their research project; look at the MHT web site (mht.maryland.gov) for details about how to make an appointment. All material is property of the Maryland Historical Trust. Last Updated: 12-01-2003 G-I-E-195 Bloomington Survey District Bloomington Private 1800-1899 The town of Bloomington is located on the southeast side of Backbone Mountain where the Savage River drains into the North Branch of the Potomac River. Roughly half a square mile in area, the town is bounded by the Savage River to the north, the Potomac to the east and south, and by Bloomington U111 to the west. The historic district comprises about seven blocks at the northern end of town banded by Virginia Avenue to the south, Hampshire Avenue and the County Road to the west, the Baltimore and Ohio Railroad to the northeast, and North Branch and Hamill Avenues to the east.