A SHORT HISTORY OF PORT DEPOSIT, MARYLAND
written by Mrs. Fannie M. Miller for the Hytheham club
and read by her at the meeting on January 19, 1910

The picturesque town of Port Deposit has led from the first a heroic existence with one hand she has clutched the rocks and with Titanic blows forced a foot-hold and home-hold for her people, with the other she has pushed back the waters to make room for her growing interests and though the disgruntled river often seeks by violent means to reclaim its own, she is always ready for the fray and calmly waits for its rage to subside, then goes on her way rejoicing. She seems to believe that she has a destiny and now that she has planted a noble school upon her streets and heights, which is sending her name written east, south and west as a center of sound education, let us rejoice in her and be proud of the place we call home.

The Indians loved this region before we did, and marvelous traditions have come down to us of the great height and size of the Susquehanna but height and size could not prevail against the brains and force of the white man added to the treachery of tribal foes and all we have left of them is the name of our beautiful river. They deserve a tear from us as this immediate region was their latest home and the pitiful remnants were brutally slain by a mob of frontiersmen in 1763. 

The tract of land embracing Port Deposit was granted as early as 1680 by Lord Baltimore to his cousin Col. George Talbot under the name of Susquehanna Manor. In the same year Pennsylvania was granted to William Penn and many and long were the boundary disputes and occasions of border warfare.

Penn coveted the banks of the Susquehanna for an outlet to tidewater for the interior of his province and proposed to Lord Baltimore that all this region be joined to Pennsylvania, a proposition which was wisely rejected and the river is still our own. 

As early as 1695 there was a public ferry across the Susquehanna near Watson's Island. Watson seeming to have designated this crossing for a highway between the north and the south.  The ferryboats in use at this time were uncouth in structure and ill-fitted for their work. Some of them were sailboats but most of them were propelled by oars and captains, ferrymen and crews were of the most unpolished order. Many of the ferryboats in use at that time were propelled by female slaves, cargoes of them being imported and sold to planters. The trading post on Palmer's Island was a place of great importance in its day situated as it was at the head of the bay and entrance to the Susquehanna which the Indians could navigate with their light canoes for two days journey and brought their peltries to this point to exchange for the white man's coveted treasurers. The business of ferrying was at one time very lucrative, ferrymen frequently receiving five thousand pounds of tobacco in addition to their profits from their regular fares.

There was little improvement in the feryboat until horses came to be used as a motive power and then it was curiously constructed -- two hulls were placed side by side with space enough between to admit the propelling wheel and connected by a deck sufficiently large to accommodate horses, passengers, freight, wagons, and other things waiting to be transferred. The horses were attached to a system of shafts and wheels and by going round, and round in a circle caused the wheel below to revolve. The blowing of a conch shell was the signal to attract the ferryman to either side after the construction of the Frenchtown and New Castle railroad in 1831, this ferry was little used,

After the Philadelphia and Baltimore railroad was finished a steam ferryboat was built for the purpose of carrying the freight, baggage and passengers across the river with the cars being transferred to a track on the upper deck while the passengers took their places in the lower part of the boat. In the winter of 1852 the river was frozen nearly to the bottom with no prospect of a thaw; tracks were laid upon the ice and continued in use for a period of forty days.

In the very early days of Susquehanna Manor Port Deposit bore little past though little settlements had been made along the shores. In 1729 Thomas Cresap had a ferry which was called Smith's Ferry because it was near the uppermost part of the river reached by the adventurous John Smith. This was afterwards owned by Col. John Creswell and the name changed to Creswell's Ferry. This was in use in 1817.

The town must have been very small in 1813 when the British visited Lapidum but it made some show of defense by erecting a barricade which may have prevented an attack. A large quantity of land extending from near the ferry down the river was owned by Philip Thomas who caused the lower part of the town to be laid out in lots and streets, employing Hugh Beard and eminent surveyor of that time for the purpose. This plat is dated October 21, 1812 and is recorded as a plat of a town at Creswell's Ferry the name being changed at the next legislature to Port Deposit.

The construction of the old Maryland Canal, one of the first in the country, many years previously extending from Love Point--near the state line nearly to Port Deposit and its subsequent enlargement so increased the amount of commerce that a better way of crossing the river became necessary. This led to the first efforts to build the Susquehanna Bridge. A bridge company was formed but owing to the inability to secure funds these efforts failed. Eight years passed and the bridge was not commenced but then as now financial ability characterized the Port Deposit people and the bridge was finished in 1818 crossing the river over Kerr's Island nearly at right angles. This was burned on New Year's Day in 1823, the fire it is said being caused by the rapid driving of an iron-shod sleigh. It was rebuilt in 1829 and 1830 and remained standing till 1854 when one span of it was broken down by a drove of cattle which was crossing. It was never repaired and the river in one of its riots carried away the remainders.

In 1829 the Canal Company opened a quarry near the east end of the bridge which was the beginning of the trade in granite which has added so much to the prosperity of the town. Now we come to the palmy days of Port Deposit when the lumber trade engaged the attention of the people.

Vast forests extended on both sides of the Susquehanna far up through Pennsylvania and New York and the river was the only means of transportation' for the logs and lumber which were cut in large quantities near its banks. Before the cutting of the forests more rain is said to have fallen and the river was consequently higher and during the Spring Freshets and at high water attained considerable depth. Then large quantities of lumber and logs came floating down fastened together in rafts with large oar-blades at each end for steering and piloted by Captain and crew. Owing to the number of rocks in this part of the river and the disturbance of the tide these rafts were turned into a canal which extended from the state line to Port Deposit and it is said that at times it was possible to walk the whole distance-- about twelve miles -- on the logs without wetting a foot. Owing to its situation.

Port Deposit became the receiving and shipping point for this vast quantity of timber. Buyers and sellers met here and drove their bargains and three or four of the few houses were taverns for the accommodation of people who came down the river on arks.

These arks were of curious construction about seventy-five feet long built of planks in the shape of a flat-bottomed boat and provided with shanties for shelter on which the up-country people brought down corn, wheat, rye, whisky and other farm products for sale.

It is hard to realize that sometimes a hundred vessels were seen in the river at a time, ready to receive their cargoes. The log pond in which the logs were stored may still be seen up the river bank. These were lively times and much activity and skill were required in managing the turbulent river for Port Deposit and the river seems to be as typically wedded as Venice and the Adriatic but controlling her is at times like the Taming of the Shrew.

With the building of the railroad through Port Deposit the river traffic ceased. The Old Maryland Canal was bought by the Railroad Company and the busy days of the river were over.

Early educational privileges seems to have centered in a school situated near where Bibb's Foundry now stands; taught by Mr. Archibauld Hawkins who ruled his charges according to the scripture injunction, with diligence. He considered them always under his care and a luckless youngster caught out of school in any mischief was marked for a flogging the next day which was duly administered. It was a common method of discipline according to an old pupil, to throw a ruler with sure aim at an offending pupil who was required to bring it forward and receive on his hand a sufficient number of whacks.

Not withstanding this apparent harshness many fine virtues were cultivated and good habits formed which laid the foundation for much of the fine character we have with us today. After an absence of some years Mr. Hawkins returned and taught in the old Pawpaw Church which had been turned into an Academy but conditions had changed and his old influence gone he went to Norfolk and afterwards to New York and was lost sight of.

Another school which left a strong impression on the hearts and minds of an earlier generation was taught by Mrs. Beach, a lady of cultivation and teaching ability which descended to her daughter, Miss Martha Beach who afterwards filled her place. Both are gratefully remembered for their sound teaching and influence.
Miranda Beach Memorial

The school was held at first in the Abrahams place adjoining the present golf grounds; afterwards in the house on High Street now occupied by Mr. Reuben Bond. The oldest inhabitants remember a narrow road, lapped by the water, extending through the length of the town serving for a highway when the river permitted. Foot-by-foot the encroaching water has been forced back and new ground added till the original town has more than quadrupled its area. Starting at the foot of High Street a stage road used to climb nearly to the summit of the hill and wound its way over and around the steep incline and out over the hills and far away, though how a stage coach could make its way over such a perilous route, it is hard to understand from the present lay of the land. Many of the old land-marks are gone and known only by traditions ¬some few remain. Piers of the old bridge may still be seen at the foot of the old canal, a little more than a mile from the Square. One of the old hotels is still in use. The old mill near Rock Run said to be two-hundred years old is yet standing and many interesting sites can be pointed out -- of things long out of mind.
Aerial of Old Bridge pilings
Road view of Old Bridge Pilings
 

But there are new landmarks which time can not efface fixed in the hearts and minds of a new generation who have risen to higher opportunities and fuller like through the industry, courage and perseverance of those early days and surely we whose lives have been enriched by his magnificence have reason to be proud of our town and of that citizen who when he had proved in his life the value of these virtues, gave all for the good of others.

These were days when strings of herring festooned the back yards, when the fish in the river and the game in the forests were not sold at city prices but enriched the tables of rich and poor alike, when the neighborhood party was not served with a slim sandwich and the hearty help yourselves took the place of the approved waiter. But we will not sigh for the old days. We should miss many of the good things the intervening years have brought us but it is natural to think fondly of the past which time has relieved of its darker shades.