Havre de Grace, Maryland

During the Revolutionary War, the small hamlet known as Harmer's Town was visited several times by General Lafayette, who became considered a hero of the war. He commented that the area reminded him of the French seaport of Le Havre on the English Channel. It had originally been named Le Havre-de-Grâce. Inspired by Lafayette's comments, the residents incorporated the town as Havre de Grace in 1785.

George Washington stayed overnight in the town in 1789 on the journey to New York City for his first inauguration. During the First Congress in 1789, Havre de Grace missed by only one vote being named the capital of the fledgling United States.[4][5]

On May 3, 1813, during the War of 1812, Havre de Grace was attacked by British Rear Admiral George Cockburn whose marines burned and plundered the village.[6] American Lieutenant John O'Neill single-handedly manned a cannon to help defend the town. He was wounded, captured by the British, and soon released. In gratitude, Havre de Grace made O'Neill and his descendants the hereditary keepers of the Concord Point lighthouse, which marks the mouth of the Susquehanna River.

The early industry of Havre de Grace included oyster and crab harvesting. Extensive fruit orchards were cultivated in and near the town. Products were shipped to markets along the East Coast and upriver.

The town was the southern terminus for the Proprietors of the Susquehanna Canal and later the Susquehanna and Tidewater Canal. This was built to bypass difficult navigational areas of the lower Susquehanna River between Havre de Grace and Wrightsville, Pennsylvania, where it connected to the Pennsylvania Canal. It was built between 1836 and 1840. Operations on the canal declined after 1855 because of competition from railroads, which could carry freight more quickly. The Lock Keeper's house and remnants of the canal exist today as a museum.

Havre de Grace was a primary town on the Eastern route of the Underground Railroad in Maryland, as refugee slaves could cross the Susquehanna to havens in the free state of Pennsylvania, traveling on to Philadelphia and New York.[7] Prior to 1840, escaped slaves from communities along the western shore of the Chesapeake Bay came to Havre de Grace and often took the ferry across the Susquehanna River to safe sites in Lancaster and Chester counties in Pennsylvania.[8] When "vigilance increased at the ferry", the African-American refugees were guided upriver to cross to Columbia, Pennsylvania, a town established by abolitionist Quakers.[9] Because Havre de Grace had varied transportation across the river, refugees were often successful in making their way to the North.

In the 19th century, Havre de Grace became known for duck hunting, and was a seasonal destination for hunters. They stayed at the town hotels and hired local guides to escort them hunting on the river and along the bay. Local artisans became known for making high quality decoys, which they carved and painted. Prime examples are displayed today at the Decoy Museum of the city.

By the 1860s, a large population of free African Americans had settled in the town. It had enough business to support independent artisans, and numerous jobs associated with shipping on the river and canal and, increasingly, with the railroads. During the American Civil War, this town was one of seven sites where the Army recruited for volunteers for the U.S. Colored Troops, composed of African-American men. Although located in the tidewater area of Harford County, which still had large plantations and slaveholders, the city's river and canals tied it to northern industry and trade in Pennsylvania and beyond. These provided urban jobs for free blacks, and the town had a strong proportion of Northern sympathizers among whites.

In 1878, the town became a city and established its own government. Shortly after 1878, Stephen J. Seneca opened a fruit-packing factory in the S. J. Seneca Warehouse, with a tin can factory next to Havre de Grace Waterfront. Seneca made improvements to canning with his patents, such as the "Can-soldering machines" of 1889,[10] and 1891.[11] By 1899, Seneca had become a canned goods broker. The first railroad was constructed along St. Clair Street (now Pennington Ave.) to the river, so Seneca's factory was well-positioned for both water and rail shipping. Up until the Second World War, many farmers in Harford County brought their produce to the Seneca Factory (later run as Stockhams Cannery). S.J. Seneca lived at 200 North Union Ave., served as Mayor of Havre de Grace (1893-1894), and donated funds and land to build the Methodist Church.[12]

The Seneca cannery, now adapted for use as an antique shop, is a very good example of a late 19th-century brick industrial building. It has a severely classical facade and massive stone buttresses at the rear.[13]

Aerial view of Havre de Grace, 1907

Many patents followed the opening of the S. J. Seneca Cannery. 1901 The Baling-press.[14] 1905 The Cooker[15] 1905 The Tomato-scalder.[16] 1917 Improved Tomato-scalder.[17] 1917 The Can-opener.[18] 1918 The Machine for peeling tomatoes.[19]

Havre de Grace was known as "The Graw" from 1912 through the 1950s. It prospered as a stop for north–south travelers. These included gangsters and gamblers en route to New York City from the South following the "pony routes". The Havre de Grace Racetrack operated from 1912 to 1950. Chicago gangster Al Capone was reported to have stayed at the former "Chesapeake Hotel" (now known as "Backfin Blues; Creole de Graw"). At the end of the 1950s, the state removed the horse track. Its race and betting rights were bought by the larger Pimlico Race Course in Baltimore.

In 1949, the city denied a license to use a city park and arrested a Jehovah's Witnesses preacher. The resulting case reached the US Supreme Court; in Niemotko v. Maryland (1951), the court ruled that Jehovah's Witnesses were protected by constitutional rights to the free exercise of religion, and the city should have granted them the permit to speak in the park.

A few tenant farmhouses remain from the large Mitchel plantation that overlooked the city. In the 1980s, Havre de Grace began to undergo extensive redevelopment as people were attracted to its unique character. Historic properties were renovated and sometimes adapted for new uses. In addition, former farmland was redeveloped for construction of new houses and, later, townhouse communities. It became a destination for people with "second homes" for vacations on the bay and retirees. Historic lands and older forests are being cleared, and expensive houses are now extending and growing along Chapel Road northwest toward Webster Village. Since the late 20th century, the city has benefited through development of new properties, antique stores, and other retail venues.

Per capita income doubled in the city from 1990 to 2000, with the arrival of wealthier residents to the newer suburban projects around and in the city. Some commute to jobs elsewhere; others are retirees. New suburban developments since the 1990s brought thousands of middle-to-upper-class residents to the town. Many working-class citizens who used to live in the city have been displaced by rising property values and gentrification.[20]

Northbound Acela Express crossing Amtrak Susquehanna River Bridge at Havre de Grace

In September 2003, Hurricane Isabel flooded the city about two blocks into downtown, destroying the promenade. It was rebuilt in 2004, with help from Americorps NCCC.[21] Today, it serves as a waterfront boardwalk and nature walk from Tydings Park to the Maritime Museum, and on to Concord Point Lighthouse.

Havre de Grace expanded in the early 21st century by annexing land.[22] Housing development is moderate but steady.

Havre de Grace has been affected by the BRAC activities of the Department of Defense. DOD recently moved activities and personnel from various bases to the Aberdeen Proving Ground (APG), a few miles away, which has added to the demand for housing and services.[23]

The climate in this area is characterized by hot, humid summers and generally mild to cool winters. According to the Köppen Climate Classification system, Havre de Grace has a humid subtropical climate, abbreviated "Cfa" on climate maps.[26]

As of the 2010 U.S. census,[28] there were 12,952 people, 5,258 households, and 3,333 families residing in the city. The population density was 2,354.9 inhabitants per square mile (909.2/km²). There were 5,875 housing units at an average density of 1,068.2 per square mile (412.4/km²). The racial makeup of the city was 75.7% White, 16.8% African American, 0.3% Native American, 2.4% Asian, 0.1% Pacific Islander, 1.1% from other races, and 3.7% from two or more races. Hispanic or Latino of any race were 4.7% of the population.

There were 5,258 households, of which 30.3% had children under the age of 18 living with them, 46.6% were married couples living together, 12.7% had a female householder with no husband present, 4.1% had a male householder with no wife present, and 36.6% were non-families. 29.7% of all households were made up of individuals, and 10.3% had someone living alone who was 65 years of age or older. The average household size was 2.42 and the average family size was 3.02.

The median age in the city was 41.9 years. 21.9% of residents were under the age of 18; 7.6% were between the ages of 18 and 24; 25.1% were from 25 to 44; 31.4% were from 45 to 64; and 13.9% were 65 years of age or older. The gender makeup of the city was 48.4% male and 51.6% female.

As of the 2000 U.S. census,[29] there were 11,331 people, 4,557 households, and 2,870 families residing in the city. The population density was 2,815.1 inhabitants per square mile (1,086.9/km²). There were 4,904 housing units at an average density of 1,218.4 per square mile (470.4/km²). The racial makeup of the city was 79.24% White, 16.15% African American, 0.22% Native American, 1.29% Asian, 0.11% Pacific Islander, 0.80% from other races, and 2.18% from two or more races. Hispanic or Latino of any race were 2.13% of the population.

There were 4,557 households, out of which 31.8% had children under the age of 18 living with them, 46.3% were married couples living together, 12.5% had a female householder with no husband present, and 37.0% were non-families. 31.1% of all households were made up of individuals, and 11.0% had someone living alone who was 65 years of age or older. The average household size was 2.44 and the average family size was 3.07. Over half (54%) of the housing units in the city are renter-occupied.

In the city, the population was spread, with 26.4% under the age of 18, 6.5% from 18 to 24, 32.5% from 25 to 44, 21.5% from 45 to 64, and 13.0% who were 65 years of age or older. The median age was 36 years. For every 100 females, there were 92.7 males. For every 100 females age 18 and over, there were 89.6 males.

The median income for a household in the city was $41,218, and the median income for a family was $53,838. Males had a median income of $37,985 versus $27,173 for females. The per capita income for the city was $21,176. About 7.5% of families and 14.4% of the population were below the poverty line, including 10.8% of those under age 18 and 9.8% of those age 65 or over.

The primary means of travel to and from Havre de Grace is by road. The most prominent highway through the city is U.S. Route 40, which runs east to Wilmington and west to Baltimore. US 40 also includes the Thomas J. Hatem Memorial Bridge, the road bridge that crosses the Susquehanna River directly from the city. Many travelers reach Havre de Grace via Maryland Route 155, which connects to nearby Interstate 95. State highways serving the city include Route 7, Route 490, and Route 763.

Two railroad mainlines pass through Havre de Grace. More than 80 daily passenger trains on Amtrak's busy Northeast Corridor speed through the city at 90 miles per hour (145 km/h) on an elevated line connected to the adjacent Amtrak Susquehanna River Bridge.[30] The double-track bridge was built by the Pennsylvania Railroad between 1904 and 1906 for its New York City–Washington, D.C. line. (The bridge replaced a wooden single-track railroad bridge, completed in 1866 by the Philadelphia, Wilmington, and Baltimore Railroad, whose piers can still be seen from the city's David R. Craig Park.) The Philadelphia Subdivision of CSX Transportation, originally built by the Baltimore and Ohio Railroad, carries a heavy volume of freight across the river on the CSX Susquehanna River Bridge, rebuilt between 1907 and 1910, about 1 mile (1.6 km) upstream of the Amtrak bridge.[30]