Captain Ira Ford

Ira Ford (1782-1858) lived on Roton Hill in the 1850s, in the home that still stands at 347 Flax Hill. He shows up on the 1851 map, but is no longer listed on the 1858 map.

Ford was from Troy, New York. He was born in Rensselaer county, and he and his siblings all lived there. But somehow he met and married Phebe Bouton, who was from a Roton Hill family, all of whom lived and are now buried in Norwalk (at the Bouton cemetery on Witch Lane). They must have married some time before 1807, when their first child was born.

I'm not sure what their connection was, but I have a theory. Troy was founded some time in 1780's, and in the years that followed it was a growing trading center. In 1798, Eliakim Warren of Roton Hill decided to relocate his family to Troy. They had a large ship called The Three Brothers built in Rowayton, and then sailed all the way to Troy. Warren's wife was another Phebe Bouton, in this case the aunt of Ira Ford's wife.  In this same period, two of Phebe Bouton Warren's brothers and one of her sisters also relocated to Troy. I haven't found any reference to Ira meeting his Phebe, but there are stories of the Bouton family of Norwalk visiting their Troy relatives in their new home (see here for example). So I assume that the younger Phebe visited her aunts and uncles, and while in Troy she met her young Captain.

Phebe Bouton Warren, the aunt, was an active Episcopalian, and was instrumental in getting St. Paul's Church built in Troy, on the model of St. Paul's in Norwalk. Much later, Ira Ford would leave St. Paul's in Norwalk a substantial bequest in his will, and he and his Phebe are buried in its cemetery.

What we know of Ira Ford's life comes largely from newspapers, and primarily those at NYS Historic Newspapers. The earliest reference to Ford that I've found was an 1821 article in the Troy Post reporting that Ira Ford was the owner of the sloop Centurion, whose master was Ira's brother Thomas Ford, Jr.

Ford & Truesdell

The next we hear, Ira Ford had gone into business with Phinehas Truesdell. They had two first-rate ships, and according to the advertisement their business must have involved some combination of shipping and retail sales. It appears that Ford's brothers-in-law, the three Warren boys, engaged in a similar business.

The Chief Justice Marshall

In early 1828 Ira Ford became the captain of the steamboat Chief Justice Marshall, running passengers and mail between Albany and New City City. The ship docked at Courtland St, near where the World Trade Center is today. This was the same route originated by Robert Fulton, the developer of the steamboat, in 1807. In fact Fulton held a monopoly on steamboat traffic on the Hudson, granted by the State of New York. Eventually the monopoly was ruled unconstitutional, opening the route to carriers like Ford. That ruling was issued in 1824 by Chief Justice John Marshall, which is presumably why the ship launched in 1825 was named after him. The Hart Cluett Museum has a photo of a model the Chief Justice Marshall.

In fact Ford's boat wasn't the only steamboat named after the Chief Justice. The first steamboat providing service between New York and Norwalk launched in 1824, and was called the John Marshall. Initially I thought this must be the same ship, but it appears to be a different one, and the Norwalk connection is just a coincidence.

The Chief Justice Marshall was launched in early 1825. It was captained by R. W. Sherman, and made three round-trips per week between Troy and New York, stopping at all large towns in between.

Ford's new job on the Chief Justice Marshall apparently spelled the end of the partnership with Phinehas Truesdell.

The Chief Justice Marshall Explodes

The Hartford Courant, April 27 1830

From the New-York American, April 23.

Fatal Explosion on Board the Steamboat Chief Justice Marshall. -- For the first time since the introduction of steam boats, we have now to record a fatal disaster on the North River, by the bursting of a boiler. Last evening, the C. J. Marshall of Troy, and an old boat, but which had this winter been thoroughly overhauled and repaired -- having landed passengers at Newburg, was proceeding on her way to this city, when suddenly, and as will appear by a letter from the captain, unaccountably, the head of the boiler (which is of course copper) blew out with a tremendous explosion; and the steam and boiling water rushing forth, scalded ten persons so badly, that several of them are not expected to survive. -- And the Boat itself, owing to one of the standing pipes being driven through the bottom, was of necessity run on a flat to prevent her sinking.

It appears that there were on board 173 passengers; among whom as may be well imagined the consternation was very great. Happily, the accident occurred at an early hour in the evening and before the passengers had retired to their births; otherwise the disaster might have been much more fatal, for the steam spread itself in the cabin. The actual number of injured could not be ascertained, though no probable report rates it over sixteen -- the captain says ten. Several are said to have jumped overboard, and been taken up immediately, as the boat had just the dock.

There are, of course, a great many rumors about as to the number injured, &c.; but we presume the facts substantially are here given.

Many of the passengers of the Chief Justice Marshall came down this morning in the Dewitt Clinton.

Annexed is the Captain's letter:

Newburgh -- 8 o'clock, Thursday.

I have the unpleasant duty of performing to say, that shortly after leaving the dock of New-York at this place, about 7 o'clock, the whole front of our boiler blew out, with a tremendous explosion. Ten passengers are badly scalded, three or four so much so that their lives are despaired of. The cause at present we know not, but can say that the steam was very low, and the boiler well supplied with water at the time. The gauge cocks were tried while landing, and the steam continually blown off. As all is confusion, I name the following persons as most injured: --

Mr. Volant, engineer, badly; Jas. Williams, Peleg Moore, -- Crandell firemen, badly; Thos. Dimond, cook, not badly; Jas. Cassidy, Cole, Aaron, waiters. Two passengers -- one badly, the other slightly.

The explosion was dreadful. I happened to be standing in the most exposed situation, but received no injury of much consequence, and am doing all I can for the comfort of the distressed. One of the stand pipes was driven through the bottom of the boat, and I have hauled her on the flat below the dock. I am almost exhausted, and can say no more.

Ira Ford

Office of the Orange Telegraph, Newburgh, Thursday night, 10 o'clock.

To the Editor of the Evening Post. -- I hasten to inform you of a dreadful disaster on board the steam boat Chief Justice Marshall, which occurred this evening, about half past 7 o'clock. Just after she had received on board her passengers from this place, and left the wharf, while about ten yards off, going down, her boiler exploded with a large noise, immediately followed by the cries of the wounded and dying. Numerous boats put off directly from our docks, and the steam boat was brought to the wharf, and every attention administered to the sufferers. Twelve are seriously scalded, and few of these can survive. About thirty in all were more or less victims of the accident. The engineer cannot recover. Names and particulars further I cannot give during the present confusion, except to say that the persons most seriously hurt are chiefly those belonging to the steamboat. No carelessness is imputed to any person. In haste, yours, &c,

C. U. Cushman

From the New-York Commercial Advertiser April 24.

The Steamboat Disaster. -- Although we are yet left without names, or further particulars respecting the explosion of the Chief Justice Marshall, yet there has been a destruction of life, more extensive and melancholy than was anticipated yesterday. We learn this morning, that the sufferings of SEVEN of the victims, were terminated by death yesterday, and it was believed that four others would certainly die, and probably five. But one of the passengers is believed to have died. He was a workman at the Mattawan factory, and had just come on board. The Engineer of the boat is among the dead, and his body was brought to the city this morning, by his brother. This accident has inspired the public with very general alarm. Last night, when the boat came along from Albany, only 12 or 13 passengers came off from Newburg, instead of from 30 to 60 as usual.

The coroner's inquest found Mr. Volant, the engineer who died shortly after the disaster, primarily responsible. Some questioned whether Ford had demanded too much of the engineer, and whether the previous engineer had been fired for being unwilling to push the engine as hard. Ford addressed those questions in an open letter:

The Fredonia Censor

May 12, 1830

Disaster of the Marshall. -- In publishing the following letter (says the New-York Commercial Advertiser) from capt. Ford, we embrace the occasion of expressing our perfect confidence in the accuracy of any statements made by him, and in his estimable character as a citizen, and skill and prudence in  the command of a steam vessel. To the editors of the Commercial Advertiser:

I have seen various publications in the publick papers, respecting the unfortunate occurrence on board of the Chief Justice Marshall, at Newburgh on the 22d inst. many of which are very erroneous, and many of the facts misrepresented. First, I find the impression has gained publicity, that the unfortunate Volant was hired by the proprietors of the boat at a reduced salary. This is totally untrue. -- After the former engineer left the boat I was instructed by the proprietors to procure another as soon as possible, without any reference to wages, capability being the greatest consideration. Mr. Volant came to me well recommended by many gentlemen of the first respectability, as a sober, discreet and competent man for that station, and I have no reason to suppose their confidence misplaced. As to the wages, I expected to give what other engineers received in the same class of boats on the Hudson river.

As there has been much excitement respecting the steam, I beg leave to give the following statement, relating to the last conversation that passed between the unfortunate engineer and myself. About an hour before he died and after he was removed to the short and had his wounds dressed, he wished to see me, then about half past 11 o'clock at night. He asked me if I had examined the boiler. I answered that I had; but had discovered nothing except the burst in the flue. He then remarked that he felt the hand of death upon him, and was near his end; observing that much would be said about myself and him respecting the accident, and that unless he was deceived in the water, there must be some unknown defect in the boiler; and, that as he expected shortly to appear in the presence of his God, I might rest assured and say to the world, there was less than 16 inches steam on the boiler at the time.

During the short period he had been employed on board of the boat, I had watched carefully, and observed his attentiveness to the engine and duties appertaining to his situation. It has also been said the boiler was a new one. This is erroneous; it is the same copper boiler first put into the boat; nor was it the end of the boiler next the forward cabin; it was the front of the boiler opposite the after cabin. The main flue giving way burst off the false front.

During the winter the boiler had been examined attentively, and supposed to be in good order; no expense having been spared to put the boat, engine, and boiler in complete repair. That the boat was run on short in a sinking condition, is not a fact, as there was at no time 16 inches of water in the boat, and after the pipe which was broken off, was stopped, she was immediately cleared of water. There was no person injured in either of the cabins, but those immediately in the fire rooms and passages alongside of the boilers. The boiler is to be taken out and replaced with two new ones, which will be put on deck, when a better opportunity will enable me to have it examined more effectually.

The cause of this calamity is yet in much doubt among the most scientific gentlemen of this city. That I had not crowded the steam that day, is evident from my being near an hour later at Newburgh than usual; and that we did blow off the steam constantly, while along side of the dock, can be proved by hundreds who were present. For my part, I cannot make up my mind until I raise the boiler, and have a further examination.

I cannot find words sufficiently appropriate in expressing my grateful thanks to the citizens of Newburgh, for their kind, benevolent and humane attentions rendered to the unfortunate sufferers. All that could be done, they did, and I can never forget it.

Ira Ford,
Master of the Chief Justice Marshall,
New-York, April 29, 1830

The Chief Justice Marshall was quickly repaired and by July it was back in service under Captain Ira Ford, running between Troy and New York City. In 1832, after Ford had moved on, the Chief Justice Marshall began service in Connecticut. In 1835 on its initial run between New York and Norwich the ship encountered a severe gale, and was beached and wrecked. There were no casualties, except the ship itself.

The Bloomington Insane Asylum

In 1831, approaching the age of 50, Ira Ford traded life on the river for a job running the Bloomington Insane Asylum in New York City.

Previously the head of the asylum had been called the Superintendent, but with this appointment the Board of Governors started referring to the three chief roles at the asylum as physician, warden and matron. Ira Ford was the warden, and Phebe Ford was the matron. The asylum housed several hundred patients on grounds that are now largely part of Columbia University. Back in the 1830s it was a wooded rural area. The Fords remained in their roles until September of 1837.

The Emerald vs the North America

The Fords must have occasionally visited Troy on one of the many steamboats still running on that line, because in 1835 we again see an open letter from Captain Ford about a steamboat incident. In this case it was a clash between the steamboats Emerald and North America, which apparently collided multiple times on that competitive route. Ford, having been a passenger on board the  North America, blamed the incidents entirely on the Emerald.

Finally in Norwalk

I don't know exactly when the Fords moved to Norwalk, or to Roton Hill. There are references to him buying land on Roton Hill in 1936 while still a resident of New York City (see Rowayton Index to Block 25A). There are also records of him buying land from Wray Selleck in April, 1840, but it reads as if he already owns adjoining land, and indeed she appears next to Ford in the 1840 census in Norwalk. It's not clear where any of this land is, since it's only described by the names of neighbors, but I suppose the obvious conclusion is that the Fords were in the Flax Hill house by 1840. The Fords show up as neighbors to Sally Ann Keeler in the 1850 Census and appear on the 1851 map shown above.

At this point Phebe Ford's sister Hannah Hoyt (1792-1873) was living down the road a bit in what is now 354 Highland Ave. She was a widow, her husband Aaron having died in 1836. She was at that point living with her son Ira Ford Hoyt (1824-1887), obviously named after Hannah's brother-in-law, the Captain.  In 1859 Ira Ford Hoyt built a house a little further down Highland, which was torn down 100 years later to make way for Brien McMahon High School.

Phebe's other sister Abbey Hoyt, also a widow, was listed next to the Fords in the 1850 census, so she must have been a neighbor.

The Norwalk Bridge Disaster

In 1853, Captain Ford was an eyewitness to the train wreck at the Norwalk bridge, the first bridge disaster in the US. It's not clear to me where he was when he saw it, but I suppose it's possible that he could have been home. If there were fewer buildings and tall trees in the way, you might be able to see the railroad bridge from on top of Roton Hill, or perhaps from the widow's walk on the top of his tall house.

On May 6th the Boston Express train passed through South Norwalk going toward Boston, but plunged into the the Norwalk River because the bridge span was open at the time to allow ships to pass through. The fact that the span was open was indicated by a red ball that would have been up if the span was passable, and down if the span was open. The coroner's inquest found that the ball was correctly down at the time of the accident, and the cause of the accident was the engineer's failure to react to the signal.

Ford testified at the coroner's inquest, and his recollection aligns with the eventual findings. As reported The Boston Courier, May 11, 1853:

Capt. Ira Ford, sworn. I am a resident of Norwalk; I saw the train passing and saw that the ball was down, draw open, and the speed of the train kept up; the whistle sounded about five seconds before the train went off the bridge; I stepped on the rail for the purpose of seeing the train when I heard it coming; I do not think the train went faster than usual; I do not think the engineer saw the ball until he was within 150 feet of the bridge; that was when the whistle sounded; I knew the train was coming, because I saw the man with a flag on the track; I do not know how long the draw had been open; at their usual speed the train would hardly be able to stop after the ball was in sight; I can't say who was to blame, but I think there was culpable negligence somewhere; think I saw the engineer and fireman jump off sometime before they reached the bridge; the draw was entirely open; I should think a train starting from Norwalk depot would be able to stop before reaching the bridge; it takes about four minutes to open the draw and lower the ball; they could not get it open before the train would reach it commencing after they are in sight; it is about half a mile to the bridge to where it can be seen from the train; I did not see any of the brakemen at their places when the train passed me; I was much excited, as I thought they must go in, and consequently might not have seen them had they been there.

A Painful Death

The New-York Daily Tribune reported that Captain Ira Ford died in Norwalk on Friday, September 10, 1858 "after a protracted and painful illness, which he bore with fortitude and Christian resignation." He was 75 years old.

Ford's will leaves his "excellent and well beloved wife Phebe" all of his property, except that he also leaves a portion to his sister-in-law Mary Ann Bouton, and requests that Phebe allow Mary Ann to live with her free of charge. He also leaves money to his siblings back in New York, and to St. Paul's church, where he and Phebe are buried.

The 1860 Census finds Phebe and her sisters Abby and Mary Ann all living together in Norwalk, but I'm not sure where. They definitely don't live in the house on Flax Hill, which by that time was owned by George Platt. Phebe died in 1865, but I'm not sure what became of her sisters.