Hello world!

Welcome to WordPress.com. This is your first post. Edit or delete it and start blogging!

The National Road - The Fall - Rise- and 2nd Fall?

The Decline of the National Road
The opening of the B.O. Railroad in Wheeling occurred on January 11, 1853. People of all ages came to Wheeling by steamboat, stagecoach, and foot to witness the train’s arrival, quite an historic event to observe. Spectators were forced to wait on the train’s arrival because of a minor accident. An axle-tree had broken and needed to be repaired, there were no injuries. The delay did not dampen spirits in Wheeling for the town was festively decorated and the famous Suspension Bridge across the Ohio River was lit with over a thousand lights. Finally, at 8:30 P.M. the first locomotive rolled into Wheeling carrying fifty passengers, most from Baltimore. While the city of Wheeling was celebrating this new and exciting technology of steam travel; stagecoach drivers, wagoners, and tavern owners were in complete dismay.

“We hear no more of the clanging hoof,

And the stage coach rattling by;

For the steam king rules the traveled world,

and the old pike’s left to die.”

These lines represent the feelings of many who made a living off of the National Road. Soon after the railroad came to Wheeling there was a rapid drop in traffic along the National Road. Stagecoaches and wagoners became non-existent. There was simply no need for them because travelling and shipping through the railroad was cheaper and of course much quicker. Taverns along primarily railroad stops still remained popular but the old Taverns connected with stagecoach lines quickly went out of business. Traffic along the National Road would not advance again until the age of the automobile and car touring.

The National Road Rises Again

Albert, Lucia, and Betsy on the National Road

On August 5, 1909 the extra session of the 61^st. Congress adjourned and most congressmen had bought railroad tickets to make the journey back home. Albert Douglas and his wife had originally planned to do the same until Douglas suggested to his wife Lucia that instead of shipping their Model-T Ford home they should ride home in it across the National Road. Both thought it was a splendid idea, hired a driver, and were soon on their way. After a few hours of travel they stopped at a roadhouse called “The Eagle”. Throughout their travel log they refer to their Model-T as “Betsy” and comment on its “good humor” as the motor car chugged happily along the “hilly” and “rough” National Road.
For the night they lodged at Hancock, Maryland. According to Douglas, “The less said about the Maryland-Inn at Hancock, the better and we were sorry not to leave bedtimes in the morning.” Although their visit at this particular inn appeared to be dissatisfactory, Betsy received a “satisfactory breakfast of oil and gasoline” and again they were on their way. Occasionally Douglas and his wife walked ahead of Betsy along the road to gather blackberries, pick flowers, and drink from a roadside spring that were at one time used by the wagoners to water their horses. Throughout their travel they take advantage of roadside attractions such as “Big Crossings”, a massive stone bridge constructed in 1818 and Washington and Jefferson College located in Washington P.A. Here they phoned ahead to the next town, Claysville (named after Henry Clay) to have lunch ready in an hour. Sadly, they took a wrong turn between Washington and Claysville and spent an extra hour trying to get back on the National Road. There was hardly any mention of driving through Wheeling and eventually they made it safely to their destination of Chillocothe, Ohio by way of the Zanesville and Maysville turnpike.
Douglas’s vivid description of the National Road provided insight to what early car touring was like and is the beginning of its rebirth. Some of the annoyances described by Douglas such as bumps and loose pavement would soon be improved as the National Road became plentiful with horseless carriages. Douglas speaks of the roads possible future:
Our children may see its glories revive, its way repaved, with modern metal, its broken and defaced old mile-post repaired or replaced, its toll houses rebuilt or re-occupied, its iron gates once more threatening the “joy-rider,” [but] its sides lined with colossal advertising signs, darkening the view, and its old taverns renovated, rebuilt, and re- established – but with “soft drinks” perhaps subsisted for the “fifteen-cent-a-gallon” [whiskey] of other days. Douglas was correct with his predictions of the National Road’s future. With the mass production of automobiles the National Road was revitalized and used once again during the early nineteenth century. All along its route hotels, diners, gas stations, and truck stops sprung up. Once again the National Road was playing an important economic roll in westward expansion, tourism, and commerce.

Although some of the original taverns were torn down or abandoned after the coming of the railroad, inns such as the Stone House in Triadelphia remained open. Just behind the Stone House opened a hotel where travelers could pull in a garage, and their room was located above the garage showing the bond tourists were having with their automobiles. Throughout the early and mid 21^st. century the National Road enjoyed a rebirth that would soon end because a much quicker form of transportation was being developed.

I think this is the cutest set up ever. Sadly the construction didn’t appear to be that great and upkeep was little. Today as you can see it’s just used to store junk, but I still think it’s charming.

The 2nd Fall?

This time it would be the interstate highway system. The plan for a massive highway expansion program began when Dwight D Eisenhower signed the Federal Aid Highway Act in 1956. By the late 1970’s the National Road found itself in another state of decline. Just as the taverns found themselves in trouble after the railroads arrived, Interstate 70 left the National Road in the current state of decline it has been suffering for the last twenty five years. Certain exceptions remain, for example the Elm Grove section remains active and a few miles ahead one will find a miniature suburb of Wheeling. Elm Grove and Wheeling aren’t the only exception, but the one’s I happen to be most knowledgeable about.
As Orvar Löfgren suggest in his book On Holiday: A History of Vacationing the history of tourism is dependent on mobility. More importantly the creation of new methods in transportation develop new tourist demands such as taverns, restaurants, gas stations, and many other accommodations. Any type of new technology will ultimately mean the fall of something else. Wagoners could not compete with the railroad just as the National Road could not compete with Interstate 70. As we have seen throughout the history of tourism, spurts of revitalization have occurred. The National Road is a prime example of this with its stages of prosperity and decline which has been present in other regions and parts of the world as well. With the current trends in tourism, the main ingredient is speed. The thought of stopping, or walking along side of a country road as Mr. Douglas and his wife Lucida did in 1909 would seem foolish in today’s world of constant acceleration.

“Celebration of the Opening of the Baltimore and Ohio Railroad,” Wheeling Intelligencer, 12 January, 1853.
Hulbert, Archer Butler. “The Old National Road.” (Columbus : F. J. Heer, 1901).
Ireley, Merritt. “Traveling the National Road” (The Overlook Press 1990).
Searight, Thomas B. “The Old Pike: A History of the National Road.” (Heritage Books INC. 1990)

Ethnic Cleansing in Kenya

As a future social studies teacher I always try to make an effort to keep up to date about the current state of world affairs. While earing my masters at West Virginia University I’ve been in some classes where it’s been an ongoing theme (I student teach next fall, finally!). How will you discuss such themes with your students? In most cases it’s not discussed. Well, I plan I making it part of my daily routine, it doesn’t matter whether it occurs in the classroom, lunch table, or bus line, just as long as it happens. For my online social studies class we were asked to discuss the following article: “Signs in Kenya That Killings Were Planned.”
This article is a prime example of an issue that should be discussed in the classroom. Although in many cases it’s not in depth, we learn about the Holocaust, but if the student doesn’t know any better, many times they never realize that the same type of genocide has taken place before, and is still taking place today. Addressing articles in the classroom can help students become aware of the daily affairs that effect the world we live in. To many students, Kenya may seem just some distant land that will never impact their lives, but as teachers we should make those distances smaller by learning and raising awareness about dilemma’s that make the daily lives for some difficult.

Wheeling, WV - May 12, 1904

It’s true; I have way too much time on my hands, because I thought it would be interesting to look up what was happening on my birthday, say a hundred years ago. So on a trip to the public library I got crazy and signed my name up for the micro film machine, but then couldn’t decide what year to actually look up. So I closed my eyes, reached towards those hideous metal gray cages they store the micro film in, and picked 1904, so here we go. In 1904 Wheeling’s population consisted of about 40,000 people. It would be described as a bustling industrial river town. These events will help provide insight into what one could find in a early 20^th century town. These news articles have been taken from the Wheeling Intelligencer and Wheeling Register. Trying to get your students to get the feel for a particular time period? Newspapers never fail.

Pure luck that I was able to find images of Wheeling from 1904. Notice the Wheeling Suspension Bridge, the bridge to the left was used for rail.

Accidents
A dominant feature in the news was accidents, in most cases resulting in death. Harry Gilham, a young coal miner was stealing a ride on a B & O Railroad box car heading towards St. Clairsville, Ohio. Gilham was riding on top of the box car and somehow the train skipped off the track. Officials suggest that when Gilham saw the train was going to wreak, he leaped off, and was killed. Gilham died about one half hour after the accident. No other injuries were reported from the train skipping the track.

Another accident involving a train occurred in Wellsburg. Patrick Deegan was heavily intoxicated with another man and was standing on the tracks when a passenger train from the Panhandle Railroad came by and ran him over. His partner attempted to help him off the tracks, but failed. Deegan was a gateman in Wellsburg and had worked for the Panhandle Railroad as a brakeman.

The next accident involved a child, seven months old. Its mother had laid the child on a bed for its nap. The bed was up against a wall, but not all the way. The baby rolled over towards the wall, fell, and became stuck between the wall and the bed. The child accidentally hung itself and by the time the mother checked on her baby, it was already dead.

Another accident occurred when Bryant Sullivan and Guiseppe Pergantius fell from scaffolding while making repairs to the B&O tunnel that runs through Wheeling hill. Both men looked to have serious injuries and were taken to the “North Wheeling institution” where they were diagnosed that their injuries were not so bad after all. The men were working on scaffolding that was erected about ten feet in the air when they slipped and fell. The one man was referred to as “the Italian” when describing his injuries.

I believe that these accidents which occurred all in the same day reflect heavily upon what life was like in the early 20^th century. It was very dangerous and it was quite important that one stay alert. The safety standards that we have today were not present in this time period. Industrial cities such as Wheeling could be a dangerous place if one was not used to its many hazards. Being intoxicated doesn’t help.

Mr. Foley Visits the Fort Henry Club
A complimentary dinner was held for T.J. Foley, “the first superintendent of the newly created Wheeling division of the Baltimore & Ohio railroad.” The evening was described as pleasant and festivities started around 7 p.m. and did not end until after midnight. Guest chanted “Mister Foley-oley-o” as he prepared to give his speech. Foley focused his speech on what improvements were being made to the Wheeling area regarding the B & O Railroad. The B & O would immediately start spending $17,000,000 in improvements. The reason revolved around the areas rich mineral resources which would allow the mines to be more productive. Foley also expected an increase in trade; therefore it was vital that Wheeling have its own division to properly manage affairs. After Mr. Foley’s speech the band played “Mister Dooley” but suddenly changed it to “Mr. Foley”. Next Mr. George Hook stated that Wheeling needed to work with the railroad during the West Virginia Sate Fair season because Wheeling received about 14,000 passengers a day coming to the city for the fair. Many were left stranded waiting for cars because of poor car service, Mr. Foley promised to come up with a remedy to fix the problem.

Birdseye view of Wheeling - 1904.

Spring Time on Wheeling Island
There was a brief article describing Wheeling Island during the spring and how the trees were near full bloom and descriptions of the beautifully maintained lawns on the island. Many that have been visiting Wheeling make an effort to take a walk on the island the view the “garden spot” of Wheeling. Wheeling citizens and visitors a like could leave the city’s industrial atmosphere without leaving the city because the island at one time was separate place to enjoy nature and the river font. Flooding prompted many of the island residents to leave, and in return lower class families moved on the island as property values fell. Today, in my opinion the island is more of a crime haven than garden spot.

Sports
During the springtime baseball was Wheeling’s biggest sport. The Wheeling Stogies (Wheeling was famous for making stogies) were already eleven games into their season, but their record was a disappointing 3-8. The Wheeling Stogies were in a league with seven other teams. Some of the more distant teams included South Bend, Indiana and Grand Rapids, Michigan. Bowling was also a huge sport in the town. Teams such as the Rough Riders and Lunch Grabbers competed on a weekly basis, each persons score printed in the paper the next day. Bowlers from Pennsylvania would also visit the Wheeling area for chicken dinners and competition.

Cocaine Ordnance Mailed to Druggist
A anti cocaine ordinance passed in Wheeling and all druggist were notified not to prescribe any prescriptions that contained cocaine or 1% opium. If customers had a prescription from a doctor, they were allowed to sell that particular drug. If pharmacist were caught distributing these drugs illegally, they could be arrested.

Colored Citizens Form Association
Colored citizens of Wheeling formed an association to gain “mutual advancement, social enjoyment, and cementing of stronger ties of good will and friendship.” Political discussion was not allowed at these meetings. Forty five members joined for the first meeting and membership was expected to double. The group of young back men met at 1024 Market street and although their group was new, they were enthusiastic and avidly recruiting new members. The article puts strong emphasis on the point that these men will only be engaging in “social enjoyment” and nothing else. This reflects upon the bigotry of nation.

This reminds me of a Fred Sanford quote. Fred was asked if the man that robbed him was “colored” …(of course Fred faked the robbery to cover up the fact that he broke Lamont’s fine porcelain collection)… Fred replied, “yeah, white!” I can’t stand the term “colored” because as Fred clearly states, everyone has “color.”

This is Wheeling’s main street a few years later - 1906

Robbery
Harvy Keller, a crippled boy, and two other crippled men were drinking at a saloon located between 10^th and 11^th street when one of the two men robbed Keller. Keller was eighteen years of age and was crippled because he lost a leg in a train accident. Oddly enough Keller was robbed once before, while he was in the hospital receiving treatment after the train accident.

Retailers Have a Free Excursion
Trade excursions came to Wheeling by way of the Ohio River. The event was conducted by the Retail Merchants Association. It was described as being very successful with a plentiful amount of shoppers on hand. Shoppers were quite excited by these trade excursions and asked for more to be brought to Wheeling at a larger scale. The Retail Merchants Association was pleased with the results and was considering making the trade excursions a permanent event for Wheeling residents.

Wheeling Gets Large Contract
The Wheeling Mold and Foundry Company was awarded the contract to make the Iron Castings for the Hudson River Tunnel project. The Tunnel was for the Pennsylvania railroad. Wheeling was to make 32,000 tons of castings while the other half of the contract was given to the New York Car Wheel company in Buffalo, New York. The pig iron value for Wheeling’s part of the contract was worth an estimated $400,000.

Wheeling’s river front - 1904.

The Society Section
This section of the paper featured wedding descriptions and announcements, people leaving and visiting town, illnesses, and descriptions of various social events that had taken place in Wheeling. Most of these descriptions were quite detailed with a guest list and all of the events that transpired for that particular event. For example there was a large game of euchre played by twenty four participants who played fifteen games of euchre. The article goes on to list who won prizes and what particular prize they won.

“As They Come and Go” would list people on vacation out of town, people that were out of town on business, people that were ill or other various announcements. In today’s world this may seem unimaginable, announcing to the town that your “ill with typhoid” but one must remember during this time period there were no forms of mass communication as we have today. The newspaper served as an important communication tool.

Wheeling Public Schools
The superintendent of Wheeling public schools, David E. Cloyd wrote a statement to readers declaring what needed to be done to improve the areas schools. According to his studies Wheeling was lacking in school enrollment by as much as 3,500 students when compared to other cities with Wheeling’s population. Cloyd challenged Wheeling citizens to be aware of how important an education for a child is rather than how much a child is worth in “dollar and cents”.

Next, Cloyd commented on how schools in Wheeling are “overshadowed by industrial institutions. Cloyd says, “she (Wheeling) has subordinated education to the making of money.” He goes on to say that people come from all over the world to study Wheeling’s commerce, one day he hopes they will come to study our education system. Cloyed closed this segment by stating, “There comes a time when a community can not continue to prosper financially without further development of mind and character.”

Cloyd goes on to state how much money other school districts are spending per capita. For example per capita in Parkersburg was $7.30, Philadelphia 9.05, and Indianapolis $11.33. Cloyd does not state what Wheeling was spending per capita but did say Wheeling was spending less these these other school districts and “she (Wheeling) has more wealth per capita of school enumeration than other cities have.” Cloyd claims that if more money was spent, enrollment would increase, and this would ultimately be in the highest interest of the city.

I feel this look into the past has provided an insightful, first hand account about life in the early 20^th century. One can read books about the time period, but actually reading the news that the people of the period were reading and experiencing helps define what life was like during this particular generation when the newspaper was a vital tool in their lives.

The Wheeling river front today, Suspension Bridge (National Road) and Fort Henry Bridge (Interstate 70). When I took this picture I was standing near the location of where passengers would board the river boats in the 1904 river front picture.

Traveling the National Road - Taverns and Wagon Stands

For more on the National Road, check out this blog: 125 M to B: The National Pike and National Road

Well enough about Guns N’ Roses. Oddly enough, though, while in the campus bookstore I heard Sweet Child O’ Mine playing, and then not an hour later while walking along University Avenue a girl drove by blaring the same song from her car speakers. And on a brisk January day might I add. Weird. If I knew where to buy a lottery ticket, I would have! Anyway, lets get back on topic with the National Road. The topic is taverns and what it was like to travel along one of America’s first major highways. Also, keep in mind traveling today. What has replaced the tavern, better yet, what has replaced the National Road? Before we start that, lets look at this little tid bit of information about my hometown of Triadelphia, WV.

A tavern would be found about every twelve miles along the National Road and a wagon stand approximately every mile. The difference between a tavern and wagon stand is substantial and the characteristics between the two must be discussed. A tavern would be a place for travelers to lodge after a day of probably traveling by stagecoach along the road. Some taverns catered to specific stagecoach lines. At a tavern guest would be given a meal, grain and water for their animals, and a place to sleep.
The most successful wagon house is similar to the modern day truck stop and could be found outside of large towns such as Wheeling, WV. The wagon house was designed to accommodate the rough men who were responsible for shipping merchandise. It was not uncommon to find a hundred horses being fed at a single wagon yard.
One similarity shared between taverns and wagons stands was the fireplace. Some of the fireplaces were up to seven feet long and able to hold up to a wagonload of wood. The bigger the fireplace the merrier the stay would be, the opinion of many travelers along the road. Along with the fireplace came the poker. The poker was used to stir the fire. “The Keeper-of-the-Poker” was the tavern owner and they took pride in controlling the massive fire that was supposed to portray his or her hospitality. “Boss” Rush, owner of a tavern near Smithsfield even kept his poker under lock and key.
With a jolly atmosphere such as this it was not uncommon for the locals to participate in the festivities. Sleighing parties would often visit the taverns along the National Road. Mrs. Gooding’s tavern (owned by Moses and Lydia Shepherd) was a stone structure that was well known for its cordial entertainment from travelers and locals alike. Sleighing parties from Wheeling would visit the tavern to sing, dance, listen to fiddle players, and tell stories.
The naming of taverns varied greatly. Some were named after the proprietor and never changed, even after a change in ownership. Some names revealed the nostalgic of old England such as the Black Horse or the White Swan. In later years tavern names reflected the importance of well known American leaders. Names that involved the usage of the word “liberty” were common. Most taverns were operated by men but there were a few also run by woman, mostly widows, and for them tavern keeping provided a sufficient income.
The average tavern was two story dwelling. The first floor was used for dinning, reading, parlor rooms, and depending on its location some served as a stagecoach office. Taverns were always well stocked with whiskey. Tavern keepers did not seek profit from their whiskey sales but simply saw it as a way to provide their guest with accommodation. The meals one would receive while staying at a tavern included hot biscuits, venison cutlets, ham and eggs, roast chicken, johnnycakes, and waffles. Wild game was also a specialty which included quail, pheasant, goose, rabbit, squirrel, wild turkey, salted bear meat, fresh fish from nearby streams, and some eastern taverns always had a fresh supply of oysters on hand. Before departure in the morning one could expect a hearty breakfast served with sausage, buckwheat cakes, ham and eggs, and maple syrup.
A tavern kept by John Bentley and later James Kimberly located east of Triadelphia, West Virginia was another establishment enjoyed by both locals and travelers of the road. Thomas B. Searight, stagecoach driver and longtime observer of the road referred to this tavern as “a favorite resort of the young rural residents, male and female, of that portion of old Virginia and here they were accustomed to go for a nights festivity, always confining themselves within the bounds of propriety, but within those bounds enjoying themselves in a high degree.” Although only a vague description and location of this tavern exist it is important to understand how these taverns influenced not only the travelers of the road but local residents as well.
Roney’s Point was the site of another famous tavern which is still standing today, the Stone House which was run by numerous proprietors. This tavern would become well known and visited because of its association with the stagecoach lines such as the Simms line and Good Intent line.

A Stone House at Roney’s Point in Triadelphia, WV. That white thing to the right is a new addition, the coke machine is not original, a new roof, but for the most part the look hasn’t changed. There are signs that parts of the stone are starting crumble. It’s not as inviting as it was in the past, but still a fine piece of National Road heritage. Today the building is used by a contractor, but what they really use it for, I’m not sure.

Descriptions of stagecoach travel can easily be described as treacherous, and after a long day of travel, inns such as the Stone House could be very inviting and comforting. If it wasn’t, that tavern owner would soon be out of business.
Some stagecoach lines would run different campaigns to persuade prospective travelers to use their line. Gen. N.P. Talmadge, an avid speaker in favor of temperance made speeches along the National Road and required his drivers to take a pledge to refrain from drinking alcohol. At a stop at Cambridge, Ohio Talmadge gathered with his drivers at a Presbyterian church and sang a song to demonstrate his commitment to attentive and courteous drivers.

Our horses are true and coaches fine,

No upsets or runaways;

Nor drunken drivers to swear and curse,

For its cold water all the days.

As one can see by the above passage putting your life in the hand of a stagecoach driver was not always the safest, it depended heavily on their employer and their own personal morals.

Matildas Houstoun’s Journey

Matildas Houstoun’s journey from Cumberland to Brownsville was recorded in November of 1847. Houstoun’s recollection of the road is quite unique because she was from England visiting the United States. Her reason for traveling along the National Road is unknown, but her perspective tells us a lot about the culture that could be found in America compared to England.
Houstoun and her party hired a private stagecoach driver which in England was called a “exclusive extra”. This particular coach held nine passengers and was brightly painted with the scene of a painted Indian on its doors. The stagecoach was made of the lightest material possible and had large leather springs that would help absorb holes and ruts that would be crossed by the wheels of the stagecoach on the road. In England during this time if Houstoun planned to travel this type of distance she would have taken the railroad which is probably what inclined her to write the following:
“The public stage is the usual mode of conveyance, for the Americans who are too little susceptible of petty annoyances, and not sufficiently alive to the delicacies of life, to find a carriage crowded with the promiscuous company at all disagreeable, or to be willing to pay their dollars for empty places.”
Although the stagecoach appeared comfortable while motionless, it was quite a chore to stay relaxed once travel began. Houstoun describes the journey as treacherous and not for a second can one not concentrate on holding on for their life. Because Houstoun and her party were traveling with a private stagecoach driver their journey was somewhat more conformable than travel with a stagecoach line which Houstoun was thankful for. Accidents were common because of the landscape which they traveled. All along the road were deep ravines, no protection from these ravines, and stagecoache roll rovers were quite common.
After a full day of travel the driver stopped at an inn which was owned by “a stout, burly mountaineer” who was not used to regular patrons visiting but greeted Houstoun and the rest of her party with a very warm welcome. Although the inn did not have the fire ready or any other accommodations made the owner quickly started fixing the fire which was most welcome after their long journey on the road. Soon after that, they were served a meal that included lumps of salted bear’s meat (cold), hot venison steak, and later some mountain honey which all appeared to please the travelers. The owner of the tavern is described as treating all of the guests with great hospitality. For example serving their food and making himself “agreeable to the best of his ways and means.”
Her characterization of the mountaineer provides some background about the people who live along the National Road. Although he was a rugged man, to her not the most civilized creature, he was still quite educated and maintained a steady conversation with his patrons. Some of their talk included Oregon, California, sporting, taxation, and the chances of war. Houstoun’s evening at the inn was far from boring and she could not help but think “how differently a man, belonging to the same class in England, would in all probability have behaved if placed in similar situations.” As Houstoun explains, traveling on the road could be unpredictable and dangerous, and taverns provided travelers with hospitable lodging. Travels such as this would soon become a thing of the past along the National Road because of the rapid expansion of the B.O. Railroad westward.

Merritt Ireley, Traveling the National Road (The Overlook Press 1990)

Archer Butler Hulbert, The Old National Road (Columbus : F. J. Heer, 1901).

The Old National Road and Early Politics

The National Road has played an important part in the development of the United States. For one hundred and ninety-five years the road has been building a nation while introducing tourists from all over the world to the sublime of America. The National Road has gone through various stages such as conception, westward expansion, competition from railroads, automobile rebirth, and again competition from faster interstate highways. In 1806 a group of prominent statesman set out to influence congress about the need for better roads. Statesmen such as Henry Clay observed this importance through his travels from Kentucky to Washington D.C. while serving in the House of Representatives and later in the Senate. Other leading citizens such as Moses and Lydia Shepherd who resided just a few miles outside of Wheeling, WV recognized the importance of a major road. Although everyone had different motivations for building the road, almost everyone was in favor of having better transportation to Washington D.C. whether it was for political reasons, to shop, visit the theatre, or to mingle among other distinguished citizens and businessmen. During the early nineteenth century it was believed that the federal government should stay out of building roads, but men such as George Washington, who knew the Appalachian region well, and Thomas Jefferson considered the mercantile aspects that a road could bring. If the United States were to expand, efficient transportation would be needed. After much deliberation Jefferson authorized the building of the road on March 29, 1806. Actual construction of the road began in 1811 the road and reached Wheeling on August 1, 1818. Throughout the construction of the road there were numerous debates about where the route should be placed. For example, Pittsburgh lobbied for the road to run through the city. One of the most controversial decisions regarding the building of the road and was the route National Road follows through the section of Elm Grove, just outside of Wheeling, WV. Moses and Lydia Shepherd had constructed a stone mansion there in 1789. On this property they managed a large plantation, owned a mill, and general store. Over all, the Shepherd’s were considered to be very influential because of their substantial wealth and for the mansion they had constructed which was by far the most extravagant house in the tri-state area. Senator Henry Clay was a frequent guest and friend of the Shepherds. The Shepherd’s wealth and power also landed Moses the job of building many of the bridges that were needed to maneuver around the numerous creeks and streams that crisscross the region. Many of the men working on the construction of the road were Irish immigrants and people that lived along the road. This was long before the age of eminent domain and many of the farmers that resided along the chosen route for the road were delighted to see it travel through their farms. The road was away to bring prosperity. It also meant they could be employed by contractors such as Moses by clearing land, cutting and hauling stone, or building bridges. Economically the road was beneficial because it provided farmers with more income and the surrounding communities with vital links to larger cities. While passing through Elm Grove the road was originally designed to run north of Big Wheeling Creek. Although this section of land did not have the best bed for a road it was the cheapest and the construction of only one bridge was needed. Because the Shepherd’s were in control of building this section of road, Lydia convinced her husband to alter the road so it would run directly in front of their house, make a sharp right at their front gate, and then proceed to Wheeling. The Shepherd’s consulted their good friend Henry Clay about the matter and he had no objections because the Shepherd’s used the argument that the roadbed would be much better on the south side of Big Wheeling Creek. Although this is true the motivation behind the Shepherd’s altering the plan was clearly greed.

The road was supposed to go straight, instead it takes a sharp left onto this S Bridge built by Moses Shepherd.

This bridge was also built by Moses. While traveling west on National Road travelers made a sharp right to head towards Wheeling, and when they looked left they saw the Shepherds mansion, just as they had planned. Today it’s still the same. This bridge is still used today; except they have surfaced concrete over much of the stone work.

This greed was noticeable when looking at what they did to the Feay family. The Feay’s, cousins of Moses, had built a stone tavern somewhere north of Peters Run Road, where the road was originally supposed to be routed. When many people along the designated route heard the National Road was coming, some made investments in building taverns because they knew of the income it could bring. When Moses and Lydia considered the hardships this would cause the Feay’s they still routed the road away from their tavern. To counter Feay’s tavern the Shepherd’s built one of their own which was run by Mrs. Gooding. Apparently Moses did feel guilty about what he had done because he hired many of the Feay’s as workers on the bridges, but this did not stop the rumors that were spread throughout Wheeling about what the Shepherd’s had done. When the road was finally completed the government owed Moses approximately one hundred and fifty thousand dollars for his construction for that section of road. Sixty thousand dollars was extra cost that was needed for the two bridges where the road crossed the creek which the government refused to pay. This money was not heavily sought from Moses, he saw what he had done as immoral, and therefore he did not mind paying for these expenses himself. Lydia did not feel this way and always tried to persuade government officials to re-open the payment she claimed they rightfully deserved. The litigious allegations towards the Shepherd’s did not alter their influence in Washington but left many of the residents in Wheeling suspicious of the Shepherd’s fraudulent moving of the road for their own prosperity.

A monument that was erected for Henry Clay. Sadly, years ago it crumbled and was torn down. It used to stand near the stone bridge near the Shepherds home. Of course Lydia was responsible for the monument. She was always trying to keep up appearances. Later on there will be a blog dedicated to the Shepherds.

Wheeling Denies Andrew Carnegie

After spending much of this last semester researching and lesson planning about the Progressive Era, I came across some old information that I had learned about Andrew Carnegie. I reside in the Rest Belt and have watched companies such as Wheeling Steel disappear, and I’ve witnessed first hand how evil outsourcing can be. Keep in mind not only how it effects those who are left unemployed, but those who are being exploited for their labor too. I also live near Pittsburgh and the Carnegie name seems to be just about everywhere. To be brief, Carnegie was a man who was viewed as friend of the worker, but if this is so, why did he hire Henry Clay Frick to manage Carnegie Steel? Frick was one of the biggest anti union people around during the time period. An event that exposed the baneful philosophy that was so dominant before, during, and after the Progressive Era was the Homestead strike.
Homestead, Pennsylvania was home of the Amalgamated Association of Iron and Steel and Tin Workers. In 1892 their contract had expired and the union expected a rather easy negation to renew the contract with Carnegie. Just before contract expired Carnegie set sail for Scotland which meant that Frick was to supervise Carnegie’s empire. Frick’s first assignment was to handle talks with the Amalgamated Association, but little negation occurred. Frick’s first move was to cut wages which did not sit well with plant workers. He strung barbed wire around the plant and hired Pinkerton detectives to guard the plant. Workers thought even less of these actions and decided to strike on July 1; a few days later Frick brought in scabs to work the plant who were protected by Pinkerton deceives. Scabs and Pinkerton detectives set the stage for July 6th which resulted in a clash between Pinkerton deceives and the striking workers that left many dead and wounded. Frick seemed un-phased by the events and kept the scabs working in the plant and finally the union called off the strike on November 20th. Although the strike failed, Carnegie’s reputation was ruined and nearly all steel unions left the Pittsburgh area. Carnegie said, “Nothing…wounded me so deeply. No pangs remain of any wound received in my business career save that of Homestead.” One can only imagine what would have happened if Frick would have been left out of negation’s. Carnegie by all means was a businessman first, but I would like to think that he would not have let bloodshed tarnish his reputation. But the Homestead strike turned out to be something that would haunt Carnegie for the rest of his life, and it would be an event that the town of Wheeling, WV would never forget.What does Wheeling have to do with this? Well during this time period it was the “premier city” and the center of iron, steel, glass, pottery, calico, and tobacco manufacturing; and the most unionized city in the state of West Virginia. To make up for many of the crude things that he had put many of his workers through, Carnegie became a pubic philanthropist. To me it seems odd because many of his factories were unfit to work in, but Carnegie believed in helping the poor by way of bettering themselves. Institutions such as hospitals, parks, libraries and concert halls were built with his fortune. Well Wheeling was in need of a library, so they looked to the acquire one of the prestigious Carnegie libraries. On January 26, 1904 Wheeling voters were to vote on a bond levy for $50,000 that would be used to obtain a building site, books, and general upkeep. As long as 60% of the voters approved the levy, Wheeling would be the beneficiary of a Carnegie Library as so many other local towns already where. One obstacle that stood in the way was the Ohio Valley Trades and Labor Assembly. The Trade Assembly represented workers in a radical, progressive nature. For example the group became a major lobbyist in the West Virginia legislature which in return resulted in progressive action for workman’s compensation rights. So when the Trade Assembly spoke out against Carnegie and the library, the people of Wheeling listened, because it was the Trade Assembly that fought for their rights, not Carnegie. And the Homestead Strike was still fresh in the mind of Wheeling residents. Many local leaders throughout Wheeling were in support of the library, maybe not so much Carnegie, but they felt that it would be foolish to deny his generosity. But the Trade assembly resumed its campaign against Carnegie and his library and members made their real feelings known. Mike Mahoney summed up the Assemblies disposition best when he said, “We don’t want a monument to Carnegie” and “God forbid that one of my children should ever bring home a book from a Carnegie library.” Was the Trade Assembly expressing prejudice attitudes or valid arguments? The greater Pittsburgh area had already built Carnegie library’s with not problems, including Homestead. The Trade assembly would spend $500 and much of their time in South Wheeling where many of the working class families resided in Wheeling, and to them it was time and money well spent. Wheeling has become known as the first American city to to turn down a Carnegie grant. In 1909 the Carnegie library plan resurfaced, but it was shot down by the Trade Assembly before it could even get started. In 1910 Wheeling decided to build it’s own library with it’s own resources and opened it’s doors to residents in 1911. No matter how evil Carnegie and his corporation seemed he did manage to make an effort to help those who needed it most during his later years. This bit of local history fits well into any classroom because it allows students to see the influences of organizations such as the Trade Assembly and the issue also relates well to election day. It prepares students to think about levy’s, grants, or something that is now common in the Wheeling area, table gaming. The story of Wheeling and it’s desire to stand up for the working man is one that should be retold and used as an example in the classroom. Once that has been done, students can examine, discuss, and form their own opinions about Wheeling, the Trade Assembly, and Carnegie’s Gospel of Wealth.
The Wheeling Public Library. Although it’s not longer used as a library it still remains as a reminder of Wheeling’s glory days. Also, a special thanks to Dr. David Javersak for his scholarly insight on the topic.