Another Parkersburg attraction worth addressing is the W. H. Bickle Estate, on the South side of Parkersburg where I lived for quite awhile. The stone house on the summit of a knoll, still surrounded by a large landscaped lawn, overlooks the corner of Marrtown and Lubeck Roads. Originally the estate covered an area of 358 acres, all of which have been absorbed by various businesses, private residences, and an adjoining funeral home and cemetery since 1946, when its developer passed on.
However, in 1929, the Bickle Estate was complete and awesome. Henry “Wig Bickel,” a Wood County oil and gas tycoon, had made his beautiful mansion on the hill the focal point of his private park which was freely opened to the public. West of the stone house was a park and the stables, housing several head of race and show horses, including four white Arabians.
Above and below are scans of a Bickel-Estate postcard I recently won on Ebay. Its picture is quite simple in appearance, but illustrates that the Bickel Estate's popularity was enough of a Parkersburg attraction to work a crude form of its image onto a postcard of 1935, when collecting this type of memento was still a great fad.
According to the 1941 edition of West Virginia, A Guide to the Mountain State, “The park is equipped with picnic facilities, a playground for children, and an artificial lake for boating. Northeast of the park is a small Menagerie, containing bison, elk, deer, Texas burros, zebus or sacred cows, swans, geese, ducks, guinea hens, peacocks, and turkeys. South of the menagerie is a half-mile Race Track and grandstand seating 1,200 persons. Harness races and horse shows are sponsored by the owner each spring and fall.” The expensive white Arabian horses probably rested in the remodeled stables still standing on the left below.
Nevertheless, returning now to what Stokely was doing in Parkersburg’s frontier days, we find that he laid out a town to include both sides of the river and called it Newport. However, the Parker heirs continued their legal fight and in 1809 regained title to the original tract on the north side of the Little Kanawha. Meanwhile, the town was growing, with settlers coming from Virginia, Pennsylvania, and Connecticut by foot, flatboat, raft, and on horseback.
In 1810, an act of the Virginia legislature provided for a new town, called Parkersburg, on the north bank of the Little Kanawha. The older town of Newport laid out on both sides of the Little Kanawha River was also included. The public square for the courthouse and jail were deeded to the county in 1811 by William Robinson Jr.
Around 1818, after steamboats began plying up and down the Ohio River, new stores began to appear, dealers in shoes, leather, timber, and hides flocked to Parkersburg. Taverns were built to meet the thirsty demands of travelers, and schools rose up.*** This type of commercial growth demanded official notice, so the “Town of Parkersburg” was chartered in 1820.
However, because of the lack of roads the town’s, growth lagged and the population remained small. In 1833, when the first newspaper, the Republican, was established, less than 400 persons resided in Parkersburg. The count steadily increased after the completion of the Northwestern Turnpike in 1837, and after work on a system of locks and dams in the Little Kanawha River began in 1842.**** In the following year, Parkersburg’s popularity grew even more, when the Staunton-Parkersburg Turnpike (now Route 47) was completed.
These turnpikes made Parkersburg one of the most important towns on the Ohio River. By 1844, it was thriving and its population had grown to 1,400. This number required many more stores and taverns; small industrial plants sprouted up, a boatyard was built, and even a bank was established.
Even more population growth and commercial progress was seen after 1857—the year the Baltimore and Ohio (originally Northwestern Virginia) Railroad tracks reached Parkersburg—connecting people and cargo of Baltimore, Philadelphia, and Washington to Cincinnati and vice versa.
To provide a more direct route to Cincinnati than by the main B & O stem passing through Wheeling to Columbus, the Northwestern Virginia railroad was incorporated in the state of Virginia on February 14, 1851, chartered, and construction began.
Thereafter, the B & O acquired the line; and despite continuing attempts by the city of Wheeling to prevent a competing B & O branch out of Grafton (see the map above) from stretching its rails to Parkersburg, work began on the Parkersburg branch line in December of 1852 anyway. The railroad tracks reached Parkersburg in 1857, and the B & O trains began steaming this way.
No railroad bridge existed (before 1871) across the Ohio River to tie Parkersburg to Belpre, Ohio. So, at the time, a steamer ferried the B & O passengers and cargo up the Ohio River to Marietta, Ohio.
There, they connected with the Marietta and Cincinnati Railroad to proceed to points west.
Parkersburg’s population further increased after the drilling of West Virginia’s first oil wells, along the Hughes and Little Kanawha Rivers, in 1859-60, and the subsequent development of the rich Burning Springs field.
In the mad rush for black gold, Parkersburg prospered as the nearest point for their supplies and shipments.
The first white explorers in western Virginia had long ago discovered oil and gas deposits in the area. George Washington was apparently the first prominent petroleum and natural gas speculator in the state. The Father of Our Country acquired 250 acres in 1771 in what is now West Virginia because of its oil and gas springs. The oil industry here began to grow after 1819, but the first major wells were drilled at Petroleum and California in 1859. A year later oil drilling began in Burning Springs. (All now in State of West Virginia)
Wells dug to a depth of 100 feet produced gushers of oil selling for $30.00 a barrel, and the sales produced very wealthy oil barons—important senators, and congressmen who had their money sunk into the Burning Springs oil wells in 1860 and 1861. The monetary interests of these influential men, along with the coal barons in the Fairmont Coal region, were persuasive forces behind the drive for West Virginia statehood, but their intentions would not come without cost.
The Confederate guerrilla forces nestled southeast of Parkersburg, around Burning Springs and other oil well drilling areas there presented a constant threat to their interests and to Union forces guarding the city—a main transportation and supply center for their troops.
In fact, one of the main missions of the Union troops garrisoned at Parkersburg was to put down the surrounding Confederate guerillas, to keep the Confederate forces in Charleston from gaining a strong foothold in the area.
This weather-beaten Ruble Church sign still standing tall today near Burning Springs attests to the feelings of many Bible-toting West Virginians in regards to the "Principles" and policies of the anti-slavery movement in the North.
And, after all, these deeply religious worshipers of God were absolutely right since the Hebrew words of their Holy Bible sanctioned Southern slavery.
And even Union Colonel Ingersoll, an Attorney General of Abraham Lincoln's great state of Illinois, aptly pointed out to the public exactly what the Holy Book plainly states.
So Colonel J. C. Rathbone, one of the owners of the Rathbone oil fields built “Fort Burning Springs” nearby to protect his financial interests against the Confederate sympathizers who took the Bible seriously. The Rathbones and others from Parkersburg had just begun in 1859 and completed in May of 1860 the first well in West Virginia drilled solely for petroleum.
They pierced the golden goose, located near the mouth of Burning Springs Run, with a “spring pole” and she was spitting out 100 barrels of oil a day. Their initial intentions in 1859 were to bore for brine for salt making but they struck petroleum at 200 feet instead. The West Virginia entrepreneurs organized a company and sunk a deeper well that produced 50 barrels an hour, 1,200 day! More wells, specifically for oil were drilled, and more and more oil began shooting up from the hidden treasure stored for millions of years in reservoirs underground. Black gold, then as today, meant “big money,” greasy money that could easily slip away as easily as the oil from which it came, especially if the Confederate forces got their hands on it.
However, Col. Rathbone's efforts to protect his and other local oil barons’ golden egg failed. Although he had built Fort Hill, also known as Fort Burning Springs, near his black fountains, Confederate General Jenkins managed to capture him and his Union forces in 1862. The oil fields were left unprotected, and in May of 1863 General W. E “Grumble” Jones and his troops managed to set fire to their oil—stored in tanks, barrels, and on boats in the Little Kanawha River. A local driller at the time wrote in his diary that “Gen. Jones at Burning Springs with 1,000 cavalry burned all the oil and wells, drank all the whisky & ate all the provisions.” An estimated 300,000 barrels of oil went up in flames, and the people in Parkersburg could hardly overlook the torrents of black smoke and the fiery brilliance of the blazing boats and flaming oil slick slipping down the river their way.
However, the smoke eventually cleared and recovery arrived after the war. In fact, today oil and gas still flows from the old West Virginia hills around Burning Springs.
Many old pieces of machinery used in its production are on display at 119 Third Street in Parkersburg's Oil and Gas Museum.
At the beginning of the Civil War in 1861, Parkersburg had a population of 2,500, and was the largest Ohio River town between Wheeling and Cincinnati. The B & O Railroad made Parkersburg strategically important during the war. There were two depots—an inner and an outer one—repair shops, and a roundhouse that were vital for maintaining the railroad’s rolling stock, a two-story freight shed, telegraph office, two steam elevators that serviced the loading dock, a railroad stockyard, and a wharf along the Little Kanawha River.
The continuous presence of Union soldiers and trade with the oil fields and the refinement of crude oil boosted the population of Parkersburg to over 3,000 by 1863, the year West Virginia officially separated from Virginia and was granted statehood, in the heat of the American Civil War. Most of incorporated Parkersburg, until 1950, was confined to the area that is now downtown, and several hotels, like the luxurious Swann House, hosted travelers and military officers.
To flaunt their growing wealth, the oil and railroad barons and other entrepreneurs who preceded them were building beautiful houses or mansions along Juliana Street—like those I photographed recently above and below.
A great restoration effort has been and is being made around the upper end of this old section of Parkersburg, judging by the conversation I had with a painter recently and by the new bundles of bricks waiting on the sidewalks of 13th Street.
A walk through this quiet historical area on and around Juliana Street is well worth the time of anyone seeking to recall an age gone by.
At the lower end of Juliana Street, the area around the Little Kanawha River was not nearly so nice back in the nineteenth century. Low-ranking soldiers, oil-field rough necks, and railroad workers congregated in this grimy, lawless place to patronize its saloons, brothels, and seedy boarding houses. This area of Parkersburg kept the town’s only full-time policeman, George Creel, very busy trying to maintain order there—especially on Saturday nights.
One of the plaques along the beautiful stone wall surrounding the present picnic area at Fort Boreman Park gives us some more interesting details on its history during the Civil War, and it reads as follows:
“Fort Boreman was a military fortification constructed by the United States Army during the Civil War.
“The protection of the Baltimore and Ohio Railroad, the two turnpikes, the Northwestern and the Staunton-Parkersburg, and river port facilities was absolutely essential to the Union war effort.
“The old Staunton-Parkersburg pike passes across the central section of West Virginia, from east to west. Colonel Claudius Crozet, one of Napoleon Bonaparte’s officers, came to America after Napoleon’s last defeat, accepted a professorship atWest Point, and surveyed the pike—which Route 47 and the old B & O Railroad still follow today.
“Because of its strategic location as a transportation center, tens of thousands of soldier traveled through Parkersburg between 1861 and 1865.
“Fort Boreman gave the sentinels atop the hill a grand view of river traffic, the railroads, and the turnpikes. Under the command of Col. Daniel Frost, the soldiers of Company A of the Eleventh West Virginia Infantry began constructing the fort in June 1863. The fort itself was a triangular structure with a powder magazine. Also at the site were winter quarters and a stable. T here were five gun stations on the northwest face of the fort. The artillery pieces at the citadel included two 12-pound siege guns, one six-pound field gun, and two three-inch guns.
“The fortification consisted of trenches constructed in a zigzag pattern ringed with rifle pits and firing holes cut into the logs. They were capable of holding 100 men. Fort Boreman never saw any hostile military action, and its guns were fired only on celebratory occasions. One soldier, Richard Miller, was killed on August 14, 1863, when during one such occasion, a gun misfired.
“Fort Boreman was occupied in the last year of the war by Batteries D, G, and H, First West Virginia Light Artillery, and finally by the Thirty-Second New York Independent Battery. Battery D, also known as the Wheeling Light Artillery, was under the command of Capt. John Carlin. The Fort Boreman site, previously owned by Jonathan B. Beckwith, was returned after the war.
“In the late 1890’s, the Parkersburg Post of the Grand Army of the Republic, a Union veterans organization, erected a cannon and carriage atop the hill, which came to be affectionately known as ‘Long Tom.’ The vintage Civil War artillery piece was moved in 1921 to Parkersburg’s City Park, where Wood Countians still honor the gun as a symbol of the region’s rich historical heritage.”*****
Nevertheless, the plaque goes on to inform us that “Just to the left of this entry road to Fort Boreman Park is the site of the infamous 1867 hangings. Three men, Daniel Grogan, Thomas Boice, and Mortimer-Gibbony, were convicted for the murder of Abram Deem, a well-respected Wood County farmer who was a Confederate sympathizer. Though local lore credits a notorious ‘hanging tree’ as the gallows, the men were actually hanged from a scaffold.”
*A good example of such an account—of a white oak tree being used for hangings on Fort Boreman Hill—is found in Parkersburg: An Early Portrait. Therein, James Dawson and Gary Null tell us:
Parkersburg was known to dispense one of the harshest forms of capital punishment to its serious felons. A large, white oak on Mount Logan, later called Fort Boreman, stood as the city’s hanging tree, and there many public hangings were carried out. Observers on Mount Logan would look down from their overlook of the city and watch the procession from the jail as the condemned man, hands tied behind his back, would be led horseback to the hanging tree. When the “parade” crossed the Market Street bridge and disappeared under the trees along the road, the spectators would simply turn their horses around and wait for it to circle around Marrtown Road and approach the top from the winding dirt road. Once on the hill, the sentence was carried out.
Over the years, numerous hangings occurred on the hilltop. The last one on Fort Boreman didn’t come until after the Civil War. On September 16, 1864 in Wadesville, three men killed another by the name of Abram Deems. The three were caught shortly afterward and brought to trial in Parkersburg. On October 26, the first man, Dan Grogan, was found guilty of murder. On the first two days of November the other two. Thomas Boice and Mortimer Gibbony, were also found guilty. All were sentenced to hang on June 16, 1865, but the punishment was reset for February 1866.
During the long wait, Gibbony escaped. Not an exceedingly bright individual, his life had been spent on the riverboats and they were all he knew. He managed to catch one going downriver and so eluded the Parkersburg authorities. However, his hideout was his downfall. Knowing his familiarity with steamboats, the law knew generally where to look, and returned him to custody on March 10, 1866. By this time, his companions had gone to their deaths as scheduled on February 9th, and Gibbony had to make his last ride up to Fort Boreman alone. His hanging on June 15th of that year marked the last on Fort Boreman.
However, that did not abolish hanging in the county. The fairgrounds, now the City Park, was the scene of the next and last big public hanging in January, 1868. A man named John Schafer, alias Joseph Eisle, had killed two people and was attempting to murder another. The intended victim saw Schafer’s reflection in a mirror as the madman approached him and managed to escape the sudden death marked for him. Thought he was badly maimed, he lived to testify against John Schafer and the murderer was hanged.
“Fort Boreman encompassed almost 250 acres of the hill upon which it was located. The actual site of Fort Boreman proper, it gun stations, powder magazine, and winter quarters occupied only a small portion of the hill.
“About a mile to the east, on a ridge overlooking South Parkersburg, was the site of the “Pest House.” The city of Parkersburg constructed it in 1867 a to quarantine victims of smallpox and other contagious diseases.
Because many patients died and were buried nearby, the two-story house became known as the “house of doom.”
According to our Guide to the Mountain State, “Other than a setback in trade, Parkersburg experienced little hardship from the War between the States, and the town’s development resumed when peace was restored.”
Above and below, we see photographs lifted from the November 1907 issue of Mines and Minerals, of oil well equipment that probably mimics much of that used in West Virginia in the nineteenth century. This type of was equipment was illustrated with an article on the oil field on the Robert Underwood farm located on Buffalo Creek, about four miles from the Ohio River.
The alphabetic letter notations on the photographs on and around the side and rear of the nitroglycerine wagon is explained in detail in the article, but I will save the long feature for a separate Web page. Let it suffice for me here to say that in the third picture, of the exploding Demetrius Brady Oil Well No. 3, 80 quarts of nitroglycerine created the discharge.
“When the condition of the weather permits, a goodly number of men, women, and children camp out in the woods in the neighborhood of the well during the day of the ‘shooting’ so as to be ‘on the spot’ to witness the work,” wrote the Editor. “The ‘shooter’ in the Brooke County district is Mr. James Kane, of Jewett Ohio, who has been engaged in this business for over 12 years. The fatalities among the men doing this work are numerous. Their demise is very sudden, and the formality of a burial permit is not needed. In fact, there is seldom anything found of the remains of the man, team, or wagon, as the explosion is very effective and funeral expenses are not necessary.”
“While the job is not a very jovial one,” he added, “yet the artist soon gets used to assuming the risk and does the work of course to earn a living, just as thousands of others are working every day under deadly conditions [as in coal fields]. In most of these latter cases, however, it is entirely possible for an industrial betterment of conditions that will prevent such a large loss of life [like the Monongah coal mine explosion in the same year].”
The oil from the Brooke County wells flowed by garvity to receiving tanks in the valley and from there to the large storage tanks at the Standard Oil Company's pumping station located on the west bank of Buffalo Creek further down. Much of the oil and natural gas producing territory in the Little Kanawha Valley was owned by Senator Johnston Newlon Camden, politician, financier, and industrial promoter, who sold his holdings to Standard Oil Company.
With establishment of the Camden Refinery, connected with Standard Oil Company, and other nearby refineries like the one at Saint Marys,****** the city of Parkersburg became the chief source of kerosene for much of the South and West.
Camden had also invested heavily in the northern West Virginia coal fields, where, at Monongah, the most tragic mine explosions in U. S. history occurred. The picture below describes the conditions for the rescue efforts at one of the mines. Note the old electric carbon arc lights hanging on the right-hand side of the photograph.
On December 6, 2007, I took a photograph (below) of a monument placed in the Catholic cemetery in Monongah—my hometown.
This beautiful stone—from those who still care—gives an official toll of 361 men (and boys lost); but more reasonable estimates place the death toll much higher.
Nevertheless, moving back now to Camden's other interests, gas and oil, we should go on to point out that Parkersburg’s development as an industrial city greatly increased after the 1880’s, when more rich gas fields east of the city were tapped and industrial plants began increasingly used clean nearby natural gas instead of dirty distant coal as a manufacturing fuel.
After 1900, the oil fever abated, and by 1937 the last oil refinery in Parkersburg had closed. However, the manufacture of oil-well equipment and other commercial products continued.
With respect specifically to the state of industry in Wood County, in West Virginia, A Book of Geography, History and Industry, published in 1922, Dr. M. P. Shawkey tells us: “Farming is the principal occupation, though by no means the only one. Parkersburg, its county seat, has long been one of the leading cities of the state.”
He included the picture above in his work, and continued thus: “The Ohio River north and south, the Little Kanawha, extending into the interior of the state and three important lines of the Baltimore and Ohio provide excellent transportation facilities. Oil and gas development in its tributary, especially from 1895 to 1905, stimulated the growth of the city. The manufacture of oil-well supplies is still an important industry.
The city has also numerous other industrial plants, including a shovel factory, furniture factories, shoe, tile, machine, porcelain, and brick factories. A large part of the Little Kanawha valley is naturally a tributary to Parkersburg, and when the resources of that valley are more fully developed, especially its coal, oil, and gas, Parkersburg will be the beneficiary.”
Reporting on the industrial development in Parkersburg by 1941, our Guide to the Mountain State says that “Although it is one of the five major centers of population and manufacturing in West Virginia, the city proper is spared the usual congestion, smoke, and disorder of an industrial city, for most of the plants are grouped along the Little Kanawha River in an unincorporated section at the southern approach to the city.
“A few of the plants extend northward along the Ohio River front. In the 30 principal manufactories are produced equipment for oil and gas wells, shovels an garden tools, office furniture, fence and roofing supplies, glass tableware, milk bottles, shoes, corrugated fiber boxes, iron and steel products, silk yarn, vitrolite, and porcelain and tile products.”
One notable company that manufactured this equipment was the Parkersburg Rig & Reel Company
It organized in 1896 and began operations in 1897, but its location is not listed in the blank spaces east of the B & O Main Railroad Station on this section of a large 1898 Parkersburg-area map that I won on a recent Ebay auction.
Thereafter, it manufactured oil field equipment, and produced a variety of wooden and steel derricks. steel crown blocks, chain driven sand reels and bailing reels, rigs, rig irons, portable drilling machines, bolted steel tanks, and other drilling equipment.
These quality products eventually worked their way into petroleum producing centers throughout the world.
Its Parkersburg plant, once one of the largest in the world, was located at 620 Depot Street, along the B & O Railroad tracks.
Before becoming Parmac, Inc., a subsidiary of Maloney Crawford Tank Corp, in 1966, six hundred persons busied themselves in its long, low rambling, multi-windowed factory that covered nearly two blocks beside the Baltimore and Ohio Railroad tracks.
An old 1922 ad for “The Parkersburg Rig & Reel Company,” up for auction on Ebay today (7/20/08), reads: “Quality Service, Experience has taught the right kind of timber to use for building rigs.” At that time, lumbering was still a big industry in Wood County and in the counties surrounding Parkersburg, and this giant manufacturer in the oil industry was making good use of its product. However, at the time, the available supply of trees was rapidly falling to the axe and saw; so, shortly thereafter, the company went to “all-steel rigs.” Its 1951 ad, also up for auction on Ebay now, advertises: “We put oil well drilling on a solid foundation,” and displays an “all-steel” drilling derrick.
The company claimed to have pioneered the development of the portable drilling rig and that “Parkersburg gave the industry the hydraulic brake.”
The Parkersburg Rig & Reel Company's contributions were significant—important elements in our local history.
The Ames Baldwin Wyoming Company plant, among about 30 others, is another factory that was a prominent employer that made a significant contribution to Parkersburg's history. The Ames shovel plant, as it was later affectionately called, was first built between Myrtle St. and Broadway, and later expanded into a No. 2 plant down the street. The first factory was erected in 1931 and employed 600 men during peak production. Many Wood County workers traveled to the shovel plant on rails that belonged to the Monongahela-West Penn trolley system, which later became City Lines of West Virginia.
Parkersburg saw its first trolleys in 1884. The light horse-drawn trolleys left piles of stench lying behind them and often slipped off the tracks into the muddy streets, so people were pleased to see the cleaner and more dependable electric streetcars arrive in 1888. And, after all, every city and most small towns were building the faster and more efficient electric trolley systems to meet all the trains, so Parkersburg, with two B & O Railroad stations, could hardly allow itself to be an exception.
In 1903, the city’s traction company connected to an interurban line that reached Williamstown, West Virginia, then later crossed on the bridge over the Ohio River to Marietta and on into the Buckeye State. Electric trolley development reached its peak about 1918. Thereafter, very slowly at first, but later more rapidly, traction companies fell into bankruptcy and their cars disappeared from the American scene. They enjoyed a reprieve during World War II when gasoline-fed vehicles ceased to be manufactured for private purchase and rubber tires and gasoline were rationed. Howver, toward the end of that decade, the release of government rationing and the pent-up demand for private automobiles sent consumers on a buying binge, and their new mode of transport was driving most of those wonderful streetcar memories into the pages of history.
In April of 1947, Parkersburg's last cars ran on the 14-mile interurban line between Parkersburg and Marietta, Ohio. One of its cars, passing from Marietta over the old Ohio River toll bridge, originally built specifically for streetcars, is pictured above entering Williamstown, West Virginia. (Click this link for more on Parkersburg Interurban trolleys and streetcars.)
This photograph, like the other, is made from a 35MM slide taken by Dr. H. R. Blackburn, and it shows City Lines of West Virginia's car no. 629, one of the last for Marietta from downtown Parkersburg, leaving at 2 AM, April 14, 1947. Enthusiastic passengers packed into the trolley at this ungodly time of the night to ride one of the old electric chauffeurs into streetcar history.
On May 26th of the same year, City Lines made the last run on the Viscose line along Camdern Avenue, which operated from a loop in downtown Parkersburg to the Viscose plant across the Little Kanawha River and to the short South Side feeder line.
Nevertheless, returning now to the Ames shovel plants, we find that its owner first advertised its main product as “the shovel that built America.” Ames Shovels were first manufactured in at North Easton, Massachusetts, in 1774, and this claim is based on the fact that they were used to dig trenches at Bunker Hill and on the battlefields of every war in which the United States has engaged. But just like the lettering on the sign above is beginning to show, this Parkersburg memory is slowly peeling away.
* “The Point” at the confluence of the Ohio and Little Kanawha Rivers served as a landing point for packets, flatboats, and steamboats, and served as the landing for the Parkersburg-Belpre Ferry Boat in later years.
Bridges across the Ohio eventually discarded its necessity anymore, and the Nina Paden, seen in the old photograph above, was the last vessel of its kind to operate from the point—in 1916.
The landing now serves the sternwheeler that makes regular excursions to Blennerhassett Island from Parkersburg.
**A photograph of the latest Wood County courthouse stands above. The medieval architecture of this massive five-story courthouse, constructed between 1899 and 1901, follows the Richardsonian Romanesque style. One of the greatest U. S. architects, Henry Hobson Richardson, set forth the design with its massive rough-cut stones, cavernous door openings, stilted arches, and ornamental carvings.
Efforts of a few determined citizens in the 1970’s saved this beautiful building from the wrecking ball when Parkersburg’s Central City Urban Renewal Project wanted to demolish this piece of Parkersburg history. Unfortunately, however, the contractors gutted the interior, and this stained-glass entrance to an old main courtroom on the third floor seems to be the only interior piece of old artwork worth photographing. Wood County's workers are cordial, and the building administrator offered to escort me up to the stately bell tower.
However, after perusing his fine photographs already taken of Wood County's herald, I decided another picture was not worth the difficult and precarious climb.
Note the lightning rods pointing up to the sky in the photograph above of the Courthouse bell tower from its backside in the afternoon sunshine of another day, which presents a different shade of color for the stone and sky than the photograph above it, which was taken in the early morning sunlight.
Lightning destroyed the steeple on the previous courthouse, the fourth in a line of Wood County Courthouses overlooking the Point. The photograph below shows its replaced rounded steeple above its typical Southern design. Apparently, the pointed design of its original bell tower was not well grounded, and was challenging Jove's fire to come blazing down from the heavens to light up its Classical Greek columns. Defiance can be very destructive in any age, and its architects apparently proved it once again.
The courthouse bell in Wood County's fifth courthouse is seldom rung. Since the beginning of the new Millennium, its voice has only spoken twice—once to ring in a new century and a second time to honor those who perished in the terrorist attacks of September 11, 2001, a day that should never be forgotten!
Beside the beauty of this courthouse and other attractions in Wood County, its current as well as former residents can appreciate less tangible contributions that will outlast this wonderful structure gleaming in the morning sunlight. They are two brighter memories—recollections of two great men from Wood County who were instrumental in the formation of the State of West Virginia: John W. Moss and Arthur I. Boreman. Moss was elected president of the first Wheeling Convention organized to discuss the issue of the separation of the western counties from the slave state of Virginia and of the formation of a new state—in accordance with the Constitution of the United States. Boreman—for which the three flags are waving above on the grounds of his namesake—was elected president of the second Wheeling Convention on the same issue and also elected the first governor of the State of West Virginia.
The new State’s first governor and other officers were inaugurated on June 20, 1863, when Governor Pierpont turned over to them the government of West Virginia, and retired to Alexandria, the new capital of Virginia. Visitors who travel to Fort Boreman Park, overlooking Parkersburg, might want to keep this information in mind.
***Parkersburg has always built schools, and continued to improve them over the years. “At present, we have about one hundred and fifty standard four-year high schools and nearly fifty more two-year or three-year schools” in West Virginia, wrote Dr. Shawkey in 1922.
“Many of our modern schools are equipped much better than were the good colleges of fifty years ago,” and he was referring to the photograph above.
The new Parkersburg High School building, with a concrete football stadium on its 27-acre campus, was just five years old at the time. This beautiful three-story Tudor-styled structure is one of the oldest school buildings in the state of West Virginia, and the new additions have only slightly changed its Old English character. A comparison may be made with the photographs above.
Another fine looking school, among a few others not yet razed, is older than the (now North) Parkersburg High School.
The William McKinley Elementary School, built with taste and for durability—unlike the flimsy shoebox buildings of today—is over a hundred years old and apparently still in use. South Parkersburg received its own high school after the City incorporated the south side of the Little Kanawha River in 1950.
****Transport of oil, timber, and other products on the Little Kanawha River in the nineteenth century was facilitated by a system of five dams and locks.
By the early twentieth century, their transport shifted to the railroad, river traffic diminished, and the dams and locks fell into disrepair.
Therefore, the U. S. Government took control of them and made extensive repairs in 1905 and 1906.
The exhaustion of natural resources around the Little Kanawha and its tributary, the Hughes River, and the development of good roads and trucks mainly account for the rapid decline in river traffic over a 25-year period between 1912 and 1937. Eleven boats traveled the river in 1912.
The steam-propelled Louise made daily round trips between Parkersburg and Creston. Gasoline powered boats followed in her wake. By 1937, however, no boats were running on the Little Kanawha River.
Since then, the U. S. Government has abandoned the system of locks and dams, and they have gone to ruin. The water has fallen to its natural level because the U. S. Army Corps of Engineers is now focused on much larger and more important dams and locks, in the Ohio River near Parkersburg. The sequence of my recently taken photographs above illustrates their importance and grandeur.
*****Wood Countians also maintain this artillery piece as a memento of the their sons and daughters who have fallen in America's numerous wars. My cousin, Gary Moss, is one of Parkersburg's heroes who, among many others, fell in the Vietnam War. Mayor Dean T. Jackson presented this old naval cannon to the City of Parkersburg in memory of Quentin G. Creel.
Our local TV Station WTAP makes sure that it covers all the local events, especially those concerning our veterans and the new additions added to their memorials at Parkersburg City Park.
******These pictures give us two quick glimpses of what was once a prominent oil refinery in the Parkersburg area. These rusty remnants, overgrown with vegetation and neglect, were once functional implements of the old Pennzoil-Quaker State Company. The Saint Marys Refining Company later acquired this facility—designed to produce lubricating oils, waxes, gasoline, jet fuel, and other petroleum products. The refinery is located on Route 2 in the town of St. Marys and covers about 70 acres that includes the main plant area with the truck loading rack and the bluff or cliff area with the rusty oil tanks peeking through the trees.
The company that operates the GOMART stores, according to my recent conversation with one of the guards at the plant, now uses salvageable elements of this facility for bulk storage of fuel for their transportation needs, and the photograph below apparently confirms his information.
This eyesore, now under the scrutiny of the Environmental Protection Agency, is undergoing demolition and removal of its useless elements situated on contaminated soil affecting the local groundwater.
My excursion across the grounds for photographing purposes was limited by the vigilant gate guard who wanted to keep me from inadvertently setting off an unseen explosive charge—like I do so often with my exposés on God, religion, Hebrew, and the Bible on my Web pages. [Many of these have still not been transferred yet from my saved pages of my old einhornpress site, and many of the links here still need to be deleted since Microsoft dumped all 190 of my Web pages last year.]
Nevertheless, I hope you have enjoyed seeing the short history, photographs, maps, and attractions posted on this transferred Parkersburg-West Virginia Web page.