Three Ore Mines (18FR328)

Site 18FR328 consists of four depressed areas located west and northwest of the Catoctin Furnace Historic District, along US Route 15 in Frederick County, Maryland. In addition, a possible historic road trace cuts beneath Route 15 near one of the depressions. The depressions were thought to be filled remnants of historic iron mines that supplied ore to the nearby furnaces. The road remnant was purported by locals to have been the historic “Old Charcoal Road” which was used to deliver processed charcoal to the furnace stacks for use as fuel. The archaeological inquiry that took place in this area in the late 1970s was geared towards verifying these speculations.

The site was first examined by archaeologists in 1977 during a Phase I survey through the Catoctin Furnace Historic District and environs prior to the dualization of US Route 15. During the Phase I investigations, the depressions and possible road trace were extensively surveyed on foot and important features were noted and mapped.

After this initial survey work had been completed, a Phase II research plan was established that involved extensive background research to place the mines in their proper historical context, soil sediment coring to determine the subsurface structure in some of the mine areas, and a series of test trenches to better understand the structure of the mines and road and the way in which they were utilized.

Archival research and discussions with local informants reveal important background information relating to the site. In the year 1774, James, Thomas, Baker, and Roger Johnson constructed the first iron furnace at Catoctin. In 1776, they began producing pig iron under the name of James Johnson and Company. A complex system of ponds, races, ditches, dams, and aqueducts, ensured that the water wheels were supplied. One of the most important early products of the furnace is rumored to have been supplies for George Washington’s Army. During the Civil War, iron from the furnace was used to armor the famous iron-clad ship, the Monitor. Over the course of history a number of additional furnace stacks, support structures, quarries, casting areas, and other structures were constructed in the area. Some structures were demolished and improved facilities were built. The Catoctin Furnace continued to operate until the early 20th century.

Archaeological researchers returned to Site 18FR328 in 1979 to conduct Phase II testing. Shovel tests, trenches, and borings were used to test the depressions and other features at the site.

Feature 1 was interpreted as a box mine; an exploration for iron ore made from the Feature 2 mine. This mine was dug following the iron ore strata and avoiding sterile zones such as a large “island” of sterile strata noted in one of the Feature 2 trenches. This resulted in a pattern of mine excavation that locals described as being like a “rabbit warren”. Feature 3 was presumed to also be a continuation of the Feature 2 mine, probably underneath a wooden aqueduct which locals state once carried water over the gap between the two mines and on to the furnace (see the 18FR327 synopsis report). These mine features revealed clues as to the mining practices at Catoctin during the period prior to the use of steam pumps (first utilized in the latter part of the 19th century). The Feature 4 mine was considered to belong to the later complex of mines including the Big Ore Bank and the Kunkel Mine (18FR330) because of its greater depth and the presence of iron rails. The presence of the Old Charcoal Road at Feature 6 was also confirmed. This was situated north of the furnaces and paralleled a historic retaining wall.

A total of 142 artifacts were recovered during Phase II work in the vicinity of the Old Charcoal Road. In addition lots of evidence of cinders, slag, and general ore tailings were found throughout much of the fill.

Research at 18FR328 revealed information useful in interpreting the process of early mining and charcoal consumption at Catoctin Iron Furnace. Much of the site has been destroyed or altered by the dualization of US Route 15. However some portions remain (Feature 3) and may have additional research potential.

(Edited from the Maryland Historical Trust Synthesis Project)