(RETURN TO THE MAHONING AND TRUMBULL COUNTIES INDEX) 750 - YOUNGSTOWN AND THE MAHONING VALLEY The company has two subsidiaries, the Pennsylvania Tank Car Company, with a capital of $1,000,000, and the Pennsylvania Tank Line Company, similarly capitalized. The former corporation operates a plant for the manufacture of tank railroad cars, and has an output of between 2,000 and 3,000 such cars per year. The latter operates a private tank car line, having 4,500 tank cars leased to users at this time. These corporations were both organized in 1912, and, like the parent company, are highly successful. About i,000 men are employed in the three plants, all of which are located in the same locality. The present officers of the Petroleum Iron Works Company are: Geo. P. -Bard, president ; J. L. Considine, vice ,president; H. A. Bishop, vice president ; A. S. Maitland, treasurer ; H. C. Knowles, secretary and assistant treasurer ; J. L. Sullivan, assistant secretary and assistant treasurer; M. A. Wall, assistant secretary and assistant treasurer. THE BLOCK GAS MANTLE COMPANY The Block Gas Mantle Company is one of Youngstown's most interesting and progressive industries, its products going to all parts of the world. The concern was originally organized in October, 19̊8, with a capital of $50,000, its purpose being the manufacture of incandescent gas lamp mantles. The officers were : Ed. Steindler, president; Otto Kauffman, vice president and treasurer, and L. E. Neuman, secretary. A reorganization was effected on April 13, 1915, when the capital was increased to $i,000,000. The number of persons employed is now about 400 and the annual payroll approximates $200,000. Sales offices ane maintained in Chicago, New York and San Francisco. The present officers and directors are: Otto Kauffman, president and treasurer; Edw. S. Kauffman, vice president ; T. Woodward, secretary; W. P. Arms, R. P. Hartshorn and the above named officers as directors. THE FALCON BRONZE COMPANY The Falcon Bronze Company, a well known Youngstown concern, was started by J. A. Doeright in 1891 as a brass foundny, his operations being carried on in a small building at the rear of his home, Phelps Street and Emily Alley. In 1892 he sold a half-interest to G. B. Booth and the partnership was called the Falcon Bronze Works. The concern was incorporated in October, 1895, under the name of Falcon Bronze Company, G. B. Booth being president ; Richard Garlick, vice president ; John Tod, secretary and treasurer, and G. A. Doeright, general manager. G. B. Booth died on May 5, 1896, and Richard Garlick became president, G. A. Doeright being elected vice president. J. G. Simon became secretary on the retirement of John Tod in 1900. In 1907 G. A. Doeright purchased the stock of the other parties interested and later sold some of his holdings to 'C. H. Kennedy, Joe Harvey, E. E. Miller and John Noll, the company being reorganized. The present YOUNGSTOWN AND THE MAHONING VALLEY - 751 officers and directors are : G. A. Doeright, president and general manager; John Noll, vice president ; J. L. Wick, Jr., secretary ; E. E. Miller, treasurer. The company manufactures bronze castings for mill work of all kinds. Its capital is $25,000, but its assets are in excess of $325,- 000, and it is an exceedingly prosperous enterprise. THE WARREN IRON & STEEL COMPANY The Warren Iron & Steel Company was organized under the laws of Ohio in 1899 for the purpose of erecting a plant at Warren for the manufacture of crucible and open-hearth steel. The original capital was $100,000, and the first board of officers and directors as follows : D. L. Heiman, president; C. B. Loveless, secretary and treasurer; Dan A. Geiger, L. L. Jones and Charles Fillius, directors. In 1911 the capital was increased to $200,000. To provide for large extensions, the capital was again increased in 1920 to $2,250,000, of which $1,000,000 is in the form of preferred stock. The company has now under construction a new mill building 120x300 feet, which will be equipped with modern rolling mill machinery, furnaces, etc. Its present products are high carbon steel sheets specially suitable for the manufacture of saws, tool steel and open-hearth steel for the production of agricultural implements. C. B. Loveless is now president and general manager ; Dan A. Geiger is vice-president ; L. L. Jones is secretary and treasurer. These gentlemen, with I. H. Price and Geo. T. Fillius, constitute the board 0f directors. CHAPTER XXXIV TRANSPORTATION IN THE MAHONING VALLEY INDIAN PATHS-ROUTE TAKEN BY FIRST SETTLERS-THE MAHONIN AS A WATERWAY-DEVELOPMENT OF ROADS-THE OHIO & PENNSYLVANIA CANAL-CONSTRUCTION OF RAILROADS-TROLLEY LINES. When the Mahoning Valley was opened for settlement there were but two methods of reaching it. The first used was, apparently, one of the several Indian paths, and the second was the Mahoning River. Of the Indian paths the oldest was undoubtedly the Kittanning Trail, a famous old Indian highway that began in the Susquehanna Val: ley, extended up the valley of the Juniata and crossed the Alleghany Mountains by way of the gorge now traversed by the Pennsylvania Railroad at its famous Horseshoe curve, or Kittanning Point, some miles east of the mountain summit. This trail then struck westward, crossing the Allegheny River at Kittanning, continuing through the vicinity of Butler, Pennsylvania, and crossing the Shenango at a fording near New Castle. This trail was well marked, and it was easily located by the surveyors who ran the first line on the eastern side of the Western Reserve. They found it, according to their records, sixty-five miles south of the Lake and one mile north of the Mahoning. A branch of this trail extended to Pittsburgh and it was probably that most used by the people who came here to make salt before the Western Reserve was opened, as well as by the Indian traders. Another trail, which was used by most of the first settlers, because they could bring their belongings down the Ohio by boat, began at the junction of the Beaver and Ohio, and followed the former stream to a point where its banks became so high and precipitous and so cut with deep ravines that they were forced to detour in order to find easier going. The Beaver Valley and the lower part of the Mahoning Valley would have furnished the best grade and the most direct route, but the valley was narrow and the ground along the beds of these streams so marshy that it was not negotiable for wagons, or even for pack horses. So most of the pioneers made their way through the woods on the high ground south of the Beaver and Mahoning, and winding paths were cut along this route, which brought the newcomers into the valley by way of Poland. This same route is still the best overland road to the East and is used by a great majority of those who travel in automobiles from this section to Pittsburgh. The roads found by the latter, while still inferior, are very different from that over which most of the earlier - 752 - YOUNGSTOWN AND THE MAHONING VALLEY - 753 settlers brought their families and their "plunder," as household goods were called in those days. These were at first merely paths marked by slashes cut into the trees. Later they were cleared of underbrush and small trees, the larger trees being allowed to stand after they had been deadened. At points where it was impossible to avoid swamps logs were cut and laid side by side, forming what was known as "corduroy." These were the only bridges constructed, the streams being crossed by fording, usually at some point where wide and shallow and the banks were low. Some mark was usually established to show when the water was at a depth safe for crossing. The principal fording place on the Mahoning was located in what is now the southeastern part of Youngstown slightly west of the old Gibson spring on Poland Avenue. The depth mark at this ford was a rock in the river, and so long as the top of this could be seen, fording was safe. These marks were known to all the settlers, but occasionally strangers and even settlers who were impatient and willing to take chances, were drowned in the effort to cross. One accident of this kind occurred at the Gibson ford. It would be difficult to find a spot now along the whole river between Warren and Lowellville where it could not be forded. The first transportation was almost entirely by pack horses. Two years later carts and wagons began to come in. Some few of the first settlers made rafts and on these poled their few possessions up the river, their women and children making their way along the banks. It should be remembered that the streams were at that time all much deeper than they now are. The first surveyors of the Western Reserve described the Mahoning as "about fifteen rods wide and four feet deep, with sandy bottom and low banks." Its course was given as east and its current was said to be "gentle, but brisk." This description was made, as the report states, at "an uncommon dry time." The first real road made in the Mahoning Valley ended at Youngstown. The second extended from Youngstown along the old salt-makers' and Indian trail to the salt springs. Later this road was extended through Weathersfield Township to Warren and thence on to Grand River. Judge Turhand Kirtland surveyed the road from Poland as far as the salt springs, probably in 1798, during the same year in which he helped to lay out John Young's town and also Poland Township. A road had previously been laid out by him in the northeastern part of the Reserve as a highway between Pennsylvania and Cleveland. It was a girdled road, constructed according to suggestions made by a committee at Hartford, Connecticut, under date of January 3o, 1798, that "the small stuff be cut out 25 feet wide and the timber be girdled 33 feet wide, and sufficient bridges be thrown over the streams as are not fordable." CARRYING THE MAILS Transportation of the mails was first undertaken regularly on October 30, 1801. Eleazer Gilson, the latest new arrival at Canfield, was the original contractor and Capt. Elijah Wadsworth was the first Vol. 1-48 754 - YOUNGSTOWN AND THE MAHONING VALLEY postmaster. He agreed to serve in this capacity at Canfield, but refuse the honor if the office was to be located at Warren, as originally pro.- posed. He also recommended the establishment of postoffices at Youngstown and Beaver in addition to that already at Georgetown, and these four postoffices were the only ones originally on the route between Canfield and Pittsburg. The mail was carried once every two weeks, usually on the back of Samuel Gilson, son of Eleazer, who was busy making a home for his family in the woods. Later the mail service was extended to Warren and gradually to all parts of the valley in which villages were established. TRANSPORTATION BY WATER Aside from the trips made by Col. James Hillman and other Indian traders, the first recorded effort to bring merchandise into the Mahoning Valley for sale was made by James E. Caldwell in 18o1. He paddled a boat up the river, stopping at Warren. His cargo consisted of "groceries, calico and notions." The calico sold at 75 cents per yard, and was in slight demand for "fine dresses and trimmings." His semi-monthly arrival at Youngstown and Warren was for several years announced by blowing a horn, which attracted all the population to the river bank to inspect his wares, and doubtless the fair sex of that day was eager in its search for bargains as in these days of department stores. A little later merchants in Y0ungstown began to bring merchandise up the river on rafts and flat boats and also to ship out by the same method skins and such other articles as they secured in trade at their stores. McCord & Kinney were the first merchants to undertake this method of transportation on a large scale, and their first boats were built by Josiah Robbins. These boats were known as "arks," and their appearance on the waters of the Mahoning, which had been declared a navigable stream as far as Newton Falls by the Ohio Legislature in 1806, was hailed as the beginning of a new era. These two boats were of considerable size, had flat bottoms and were so arranged that their cargo could be protected from rain by means of a tarpaulin. They were steered by means of an oar swung from the rear end, and were propelled against the current on the return trip by poles skillfully and laboriously managed by the crew. The first of the boats "sailed" from Youngstown on April 4, 1823, and the second followed nineteen days later. Both reached the Ohio in safety, the trip requiring only about ten hours. The first boat carried 700 bushels of wheat, but the cargo of the other has not been recorded. This performance raised the hopes of the people for a really navigable waterway to the Ohio, but this was not realized until the opening of the canal, probably because soon afterward the water level in the river began to fall and additional obstructions in the way of mill dams were being constantly erected on it, such dams being permitted if a proper by-pass was provided. YOUNGSTOWN AND THE MAHONING VALLEY - 755 THE FIRST STAGE COACH In 1817 the first stage coach made its appearance in the Mahoning Valley, coming one year before the completion of the Ashtabula Turnpike, which was the first real road in the Western Reserve and connected the Lake with the Ohio, its southern terminus being at Wellsville. Several years were required for the construction of this road, and the stage reached Poland regularly only in 1824. The first regular line was operated by Aaron Whitney, and the coaches ran from Conneaut to Poland. The trip from Conneaut, where boats from Buffalo and Erie landed passengers for the west, to Wellsville, covering 100 miles, required twenty hours and cost the passengers, exclusive of their meals, $4.00. Gradually the roads were improved and extended to all parts of the valley, as well as in all directions from it to points of importance. The paths through the woods were exchanged for earthen highways laid out, usually on land lines where this did not involve impossible grades, and banked in the middle to furnish drainage. The streams were crossed by wooden bridges, some of the more pretentious being covered. Wagons soon became common, and the more wealthy citizens began to appear in buggies and carriages. BUILDING OF TURNPIKES The first good roads were constructed as semi-private enterprises. Their cost was defrayed by stock subscriptions among organizations eager to better living conditions and perhaps also hopeful of profitable returns from the tolls charged for the passage of all sorts of vehicles. These roads were known as "turnpikes" because of the pikes which were, in England, extended from either side of privately owned roads and turned aside to permit the traveler to pass after he had paid his way. At first these roads were only well drained highways on which some money was systematically expended for repairs. Later they were usually McAdamized, or, as the word is now used, macadamized, which process, called after its inventor, consisted of putting on a foundation of broken stone and covering it over with a layer of fine stone and earth. This system was responsible for most of the good roads of the earlier days in the East, as well as in the Mahoning Valley, although here as elsewhere in regions heavily timbered there were a few stretches of plank road. The plank road was built of heavy plank laid upon wooden stringers or sills. It was smooth and was at first thought to be a great discovery. Later the plank road proved too expensive to build and maintain, and was found also to have a tendency to ruin the feet of horses as well as to heat wagon tires and cause them to loosen on the wheels. Between Bloomfield and Warren a stretch of fifteen miles was built of planks. It was twelve feet wide and had a good road. When this road wore out it was not rebuilt. All these toll roads were taken over later by the counties and still later many of them by the state. 756 - YOUNGSTOWN AND THE MAHONING VALLEY The first supervisor in the Mahoning Valley was Thomas Packard, of Warren, founder of the family that afterward did so much to create good roads sentiment as a part of the business policy incidental to the advancement of the automobile business, in which its name has become known in all parts of the world. STAGE LINES AND INNS The construction of fairly good roads was of course necessary fon successful operation of the stage coach, but the best early earthen roads were almost impassable during wet weather and the stage coaches on them found it accordingly difficult to maintain regular schedules. It ARRIVAL OF THE STAGE COACH AT WARREN IN EARLY DAYS is to their credit, however, that the driver generally regarded this of great importance and was as jealous as a modern railroad conductor on this score. These old stage drivers were a feature of life in the valley at a certain period, and they regarded themselves very seriously. Their entrance into a village was always made with a great flourish of horn and whip, impressing the local population accordingly: From records extant it is learned that the stage fare between Youngstown and Warren was 50 cents, and from Warren to Fairport it was $1.75. The inns that sprung up along stagecoach lines were also a feature of that period of our national development well worthy of a word here, although on the stage lines crossing the Mahoning Valley they never reached quite the same importance as on the Pittsburgh and Philadelphia Pike, the great National Road and other longer thoroughfares over which at one period the whole trade and travel of the western country YOUNGSTOWN AND THE MAHONING VALLEY - 757 passed in an almost continuous stream of wagons. These old inns were generally built with wide porches, and the largest room in the house was occupied by the office and bar. On the floor of this room the wagoners slept in their blankets, even when the rooms were not occupied by guests. These inns were a valuable market for the farmers in their vicinity, since they fed a steady stream of people and fed them well, and since they were frequently the only place within many miles where the farmer could exchange his products for the coin of the realm. In this way the inn sometimes became the chief supporter of church, school and state, because it furnished cash to pay taxes, church contributions and the salaries of teachers. Not a few villages were founded around these stopping places, which had to be at somewhat regular intervals. There seems to have been at that time a greater and more solid respect for go0d eating than exists at present, and the fame of some of these places became national through the desire of well known men to express their appreciation of their abundant and appetizing tables, their well ripened rum and their comfortable beds. A RAILROAD PLANNED As early as 1827 the enterprising citizens of the Western Reserve planned the construction of a railroad from Lake Erie to the Ohio River, the charter designating the location of this road as "from some point on Lake Erie between Lake and Ashtabula counties, to some point on the Ohio River in Columbiana County." The capital stock was fixed at $1,000,000, but, inadequate as such a sum was for the work proposed, it was much more than could be raised at that time, and the project was abandoned. Had this plan been carried through, it would have been the greatest railroad enterprise on the American continent at that day, a fact which shows the supreme faith and the boldness of the pioneers. The railroads then in existence were all short and extremely crude in construction and equipment, their tracks consisting of heavy wooden stringers on which were nailed iron strips. The most fam0us railroad in America at that time was the "Old Portage," a short line composed of alternate "levels" and "inclined planes," by which canal boats running between Philadelphia and Pittsburgh could be transported across the Alleghany Mountains. It was only forty-three miles in length and had taxed in its construction the resources of the State of Pennsylvania; yet here were private citizens of a section settled only thirty years planning to build a railroad 100 miles in length. THE OHIO & PENNSYLVANIA CANAL The effort to build a railroad having failed, the pioneers at once turned their attention to the scheme of connecting the Ohio and the lake by a canal which should traverse the Mahoning Valley. In 1828, the Ohio Canal, one of two authorized by the Legislature in 1825, was completed. This canal began at Coshocton, crossed the old and historic portage between the Tuscarawas and the Cuyahoga, and followed. 758 - YOUNGSTOWN AND THE MAHONING VALLEY the latter to Cleveland. The Pennsylvania & Ohio Canal was designed to connect the Ohio at Beaver with this canal at Akron, and thus furnish a direct route by water between Pittsburg and the Lakes. It had been talked of as early as 1822, but little was done until 1832. In that year an effort was made to secure sufficient subscriptions to stock in a company organized to put the project through, but financial conditions were such that this could not be done until the revival of business in 1838, when the matter was again taken up with determination and pushed with energy. Charters obtained in Ohio January J0, 1827, and in Pennsylvania a few months later had lapsed, but they were renewed in 1835, and the books 0pened for stock subscriptions. The capital stock, $1,000,000, was subscribed in a few hours, $785,000 of it being taken by Philadelphia merchants alone. The remainder was raised chiefly in Pittsburgh and the Mahoning Valley. Later it was found that $22o,000 additional would be required to complete the canal to Akron, and this amount was subscribed by citizens of Portage and Trumbull counties. The Ohio & Pennsylvania canal was completed to Warren, and the arrival of the first packet made the occasion of a great demonstration on May 23, 1839. About forty people prominent in the business life of Pennsylvania were passengers on the first packet boat and joined in the celebration with several hundred from Youngstown and other towns along the route, and everyone in Warren. This occasion will go down in the history of Warren as one of its greatest jubilations and, in view of the number of toasts drunk at the dinner accompanying it and the text of some of the speeches made, that city will never have another such affair—at least not until the State of Ohio and the American nation decide to amend their constitutions by striking out the prohibition clauses inserted therein during the year of grace Nineteen Hundred and Nineteen. THE CANAL BOATS DESCRIBED A short description of the canal boats that once, according to the Western Reserve Chronicle in its description of the celebration above mentioned, "floated on the bosom of the waters of the canal," may interest people who never saw a canal boat, a group probably quite numerous at this time. The packets or passenger boats were about 60 feet in length and 10 feet in width. At either end the deck was level with the sides, but in the middle were a row of cabins in which sleeping berths, a kitchen, salon and dining salon, were provided. The larger boats could accommodate fifteen tons of freight and sixty passengers. They were painted white and provided with a flag-pole, gang plank and as many other nautical features as possible. These boats furnished a very comfortable, although somewhat tedious, method of travel and were a vast improvement over the stage coach operated on bad roads. The freight boats were about as large as the packets, but were not so ornate and the space devoted to cabins was often merely covered by a roof on stanchions. Both kinds of boats were propelled by the same method—one or two mules attached to a rope which dragged in YOUNGSTOWN AND THE MAHONING VALLEY - 759 the water ahead of the vessel as the mule progressed along a path at the side of the canal, known as a "tow-path." This was the vehicular equipment of the "raging canawl," and it might be owned by anyone who had the means and inclination to build such a boat and was willing to pay a small stipend for the privilege of using the canal for its operation. As for the canal itself, it was simply a wide ditch of sufficient depth to float such a boat as that described. Its course followed the Beaver and Mahoning to Warren closely, overcoming the slight grade by means of locks. These were short sections of the canal similar to a dry dock in construction, with gates at either end. The gate behind the advancing boat was closed and water admitted, or allowed to flow out, SCENE ON THE OLD OHIO AND PENNSYLVANIA CANAL by means of the other gate, according to whether the boat was traveling up or down stream, until the vessel was either raised or lowered to the next level, when it proceeded on its journey in the regular way. The canal was wide enough at most points to allow the passing of boats, but the locks, except where they were double, would accommodate boats only in single file. At important points, such as Youngstown and Warren, basins were built by widening the bed of the canal, and these artificial harbors were soon surrounded by warehouses and formed the busiest spot in a town along the canal. The first canal boats left Beaver at 7 o'clock in the evening and reached Warren about noon of the following day, and the return trip was made in about the same time ; not a very rapid method of travel perhaps, but at the same time a great improvement over anything the people of this valley had previously known. SHORT LIFE OF THE CANAL The opening of this canal was one of the most important events in the history of the Mahoning Valley. It began an era full of great promise for the industries already showing remarkable development and laid the foundation for the present industrial activity of this section. But, like many other things on which men have builded great hopes and 760 - YOUNGSTOWN AND THE MAHONING VALLEY thought superior to the vicissitudes of time, the canal was destined to enjoy a period of usefulness extremely short as compared with what had been expected of it. It suffered the fate 0f all enterprises that come into competition with greater efficiency and soon succumbed to the cheaper and more rapid transportation provided by steam railroad lines. The Pennsylvania & Ohio Canal was operated for only a score of years. It had been completed to Akron two years after the first boats reached Warren, and did a thriving business until the construction of the Cleveland & Pittsburg Railroad in 1851 took away a large portion of its traffic. The Cleveland & Mahoning was built in 1856. It provided a shorter and much faster route between Youngstown and Cleveland, and other railroads completed the appropriation of the canal's business, so that, in 1863, the state, which held a large block of st0ck in the canal, sold it to the Cleveland & Mahoning Railroad Company. This company ran a few freight boats for some years thereafter, but the packets were converted into freight boats or allowed to rot at their moorings, and in many places the bed of the canal was sold to other railroads. That portion between Youngstown and Akron was abandoned shortly after the opening of the Cleveland & Mahoning Railroad in 1856, but the section between Youngstown and New Castle was operated until December 17, 1868, when the last boat, named The Telegraph, made its final trip from Lowellville to Brier Hill, laden with coal. Limestone was hauled in barges from Lowellville to Brier Hill as late as 1872. The old canal did much for the Mahoning Valley, but it is now only a memory, and there are not many people living who can recall the mournful fate of this once great enterprise, even as it was suggested by the sight of once proud boats slowly sinking into the slime along the line of the arrogant modern competitor that came and took away its occupation and frequently occupied its very bed. RAILROADS Reference has been made to the ambitious scheme to build a railroad from the lake to the Ohio River in 1827. Another plan to build a line between these points by the Ashtabula, Warren & East Liverpool Railroad Company in 1838 failed for the same reason—inability to raise the necessary money. The third effort in this direction was successful. It was the construction of the Cleveland & Mahoning Railroad, by a company headed by Jacob Perkins, Frederick Kinsman and Charles Smith, of Warren ; Reuben Hitchcock, of Painesville ; Dudley Baldwin, of Cleveland, and David Tod, of Youngstown. A charter was granted February 23, 1848, but sufficient stock was not sold to justify beginning of construction until 1853. It proved that calculations of the amount of money necessary, as well as those in regard to the further sale of securities, were faulty, and before the roadbed was completed from the Cleveland end far enough to reach any of the towns in the Mahoning Valley vitally interested, the funds were exhausted. The projectors met this emergency by pledging their own private fortunes and the work went on. The original survey and charter provided for a line from some YOUNGSTOWN AND THE MAHONING VALLEY - 761 point in the vicinity of Cleveland to Warren, with the privilege of extension eastward to the state line. Of course it was expected that this route mould include Youngstown, then the most flourishing town on the river. But as no way opened to meet the financial difficulties, and as overtures repeatedly made to the Pennsylvania & Ohio Railroad and the Pittsburg & Erie Railroad, both then building lines in this direction, had been declined, the directors gave serious consideration to a change in their plans. Finally, owing to the belief that other roads might be built into Youngstown as well as the fear that the canal would lessen traffic on the portion between Youngstown and Warren, with perhaps the added consideration that Canfield and Poland people offered to take some of the stock if the road was built to their villages, the directors decided to construct the line from Warren through the northwestern part of Ma-honing County to Enon Station, on the Pittsburg, Fort Wayne & Chicago line, where a connection could be secured. This was the situation when the Hon. David Tod returned, in 1852, from Brazil, where he had been for five years as ambassador. He saw at once that the change would not only seriously injure Youngstown but would also deprive the railroad of a large tonnage of coal, iron ore and other commodities, and immediately set about to have the old route readopted. In this he was successful. In addition to having the survey made to include Youngstown, it was determined to build the line into Pittsburgh. Had this succeeded, the projectors would have occupied what has since proved to be one of the most profitable railroad routes in the United States, that now occupied by the present Pittsburg & Lake Erie Railroad. This plan was defeated, however, by the opposition of the Pittsburg & Lake Erie, as well as by that of the Pittsburg, Fort Wayne & Chicago, then being built. The latter road later reached an agreement with the Pittsburg & Lake Erie by which this road was given the Mahoning Valley route until the Pennsylvania line was built from Pittsburg to Youngstown. After many difficulties the Cleveland & Ma-honing was completed from Cleveland to Youngstown in 1856 and proved a profitable enterprise from the beginning of its operation. A branch to Hubbard was built within a short time and both were operated under the original management until 1862, when they were leased for ninety-nine years to the Atlantic & Great Western Railway. In 1853 another road from the lake southward was projected on the line of that proposed in 1827. It was partially built by the Ashtabula & New Lisbon Railroad Company. In 1864 the uncompleted portion, from Niles southward, was leased to the New Lisbon Railroad Company, and the latter became bankrupt in an effort to complete the line, thirty-five miles in length, between Niles and New Lisbon. In 1869 this line was completed and operated by the Niles and New Lisbon Company. This is now the Niles & Lisbon branch 0f the Erie Railroad. The Liberty & Vienna Railroad was built in 1868. It extended from the Church Hill Coal Company's line to Vienna and was intended to furnish transportation for the coal mined in and around that town to the main line, which it did as long as there was any coal to be hauled. The line had been extended in 1870 through Girard to Youngstown, 762 - YOUNGSTOWN AND THE MAHONING VALLEY thus giving it an independent outlet to the furnaces at these places. The section from Girard to Youngstown was sold in 1871 to the Ashtabula, Pittsburg & Youngstown Company, and the remainder operated, by the original company until 1872, when the Cleveland & Mahoning, Niles & New Lisbon, and the Liberty & Vienna railroads were all consolidated and a short time later leased to the Atlantic & Great Western, the lessee of the Cleveland & Mahoning, whose lines in turn were operated by the New York, Pittsburg & Ohio Railroad Company. Later the Cleveland & Mahoning right of way, subject to the lease above mentioned, was sold to an English company, which manages its affairs through an American board of directors. This company has nothing to do with the operation of the property, controlling only the roadbed. This is now the Mahoning Division of the Erie Railroad. In 1870 the Ashtabula, Youngstown & Pittsburg Railroad Company was chartered and made a contract with the Pittsburg, Fort Wayne & Chicago Company to connect its line at Youngstown with Ashtabula harbor. This it did by purchasing the partially constructed line from Niles to Ashtabula, building a line from Niles to Girard, and buying the tracks of the Liberty & Vienna between Youngstown and Girard. This improvised line was sold to the Ashtabula & Pittsburg Railroad Company, which leased it to the Pennsylvania. The 'Pennsylvania still operates this line, together with another between this city and Pittsburg, composed of one or more lines, the name and location of which are not important. The combination gives the Pennsylvania Railroad Company, through its "Lines West" division, a continuous competing line from Pittsburgh to Ashtabula harbor, by way of Youngstown and Niles. The Painesville and Youngstown Railroad was the first narrow gauge railroad constructed in Ohio and the only one of any length ever built in the Mahoning Valley. Its gauge was three feet. By the purchase of a line already in operation from Painesville to Chardon in 1873, the promoters got a good start, and the road was completed as far as Niles in January, 1874, and was afterward extended to Youngstown. It proved unprofitable, and after a strenuous existence, was changed to standard gauge over part of its length and the remainder abandoned. Likewise the Franklin & Warren road, which was constructed in 1853, crossing the Cleveland & Mahoning at Leavittsburg, a wide gauge road, its rails being 6 feet apart, instead of 4 feet, 8 inches, was unprofitable until a change to standard width enabled it to transfer cars to and from other roads. The Mahoning Coal Railroad was built in 1871, chiefly to connect coal mines in Liberty Township, Trumbull County, with mills and furnaces. It was later extended to Struthers, and a branch built to the Foster Coal Mines. This road was afterward leased to the Lake Shore & Michigan Southern for ninety-nine years, and is now owned by the New York Central. Part of it has been abandoned and the remainder is used under other names. In 1882 the Pittsburg, Youngstown and Chicago, a part of the Baltimore & Ohio System and now operated by that company, was built from Pittsburg, through Youngstown and Warren to Akron. It was pro- YOUNGSTOWN AND THE MAHONING VALLEY - 763 moted largely through the energy of C. H. Andrews, of Youngstown, who was its first president. In 1880 all the lines of the Cleveland & Mahoning Railroad were leased to the New York, Pennsylvania & Ohio Company, and in 1895, the. Erie Railroad Company was organized to purchase, under foreclosure proceedings, the property and leases of the New York, Pennsylvania & Ohio Company, as well as that of the Chicago & Erie Railroad Company. Under this arrangement, the details of which only a painstaking lawyer could make clear to the reader, all the lines owned by the above companies in the Mahoning Valley were organized for operative purposes as the Mahoning Division. The Erie Railroad has now become one of the great trunk line systems of the country, controlling trackage between Chicago and New York, and being on as sound a basis as any of these great systems. The Lake Shore & Michigan Southern Railroad reached Youngstown by a combination of other roads in which the reader would be slightly, if at all interested. Sufficient to say that it was for many years one of the principal connections between the Mahoning Valley and the lake port at Ashtabula, and is now operated by the New York Central as its Franklin Division with headquarters at Youngstown. It was put into operation about 1871. Another railroad, built by the Lake Shore, and known as the "Low Grade," was put into operation in 1903. It was designed to haul heavy trains of ore and coal, and is much longer than the direct line to Ashtabula. Both these lines secured entrance to the mills of the Mahoning Valley by way of the old Mahoning Coal Railroad, which had outlived its usefulness for the purpose for which it was built, but which proved very valuable as an approach to this excellent tonnage. The Pittsburg & Lake Erie Railroad, the most direct route between Youngstown and Pittsburgh, has been a remarkable piece of railroad for several reasons. It is said to be the most profitable road of the same length in the world, and in its construction broke all records for economy and rapidity. This line occupies the choicest grades in the lower Mahoning, Beaver and Ohio valleys, which are now lined with active industries, all of which contribute very desirable freight and passenger business. It was constructed in 1878-9, the bed of the old Ohio-Pennsylvania Canal being used for a considerable part of the distance. Many other combinations were necessary before a right of way into Pittsburgh was complete, but finally the road was opened for business in February, 1879. In 1885 the roadbed was rebuilt on a modern basis, the traffic having already proven so large as to justify this action by the company. The Pittsburgh & Lake Erie has been one of the most valuable railroads for the Mahoning Valley. It does not extend beyond Youngstown, but has traffic arrangements with the Erie and the trains of that road, as well as those of the New York Central between Pittsburgh and Youngstown are run over its tracks. In 1903, the Youngstown & Southern Railway was built from Youngstown southward to Columbiana. It was promoted and constructed by a group of capitalists headed by R. L. Andrews, W. S. Anderson, John W. 764 - YOUNGSTOWN AND THE MAHONING VALLEY Ruhlman, Asa Jones and W. H. Ruhlman, and the first train run through to Columbiana in October of 1904. The usual experience of railroad builders in finding their resources exhausted by the construction costs, and being compelled to seek for additional capital to provide roiling stock and equipment, led to a delay of almost a year in the operation of this line. This problem led also to a reorganization of this company, and the property was taken over in 1905 by a new group represented by John Stambaugh, Henry Stambaugh, Richard Garlick, David Tod, and J. A. Campbell. This line, originally planned for steam motive power, was changed to electric power in 1907, and about the same time the line was extended to Leetonia, where connections were secured with the Youngstown & Ohio River Railroad, now the principal local carrier between a number of important towns in that section. This line has not been profitable, in spite of persistent efforts to improve the service and secure additional traffic. Six years ago it passed into the hands of a. receiver and the company was reorganized under the name of the Youngstown & Suburban Railway, with David Tod as president. It is of great value as a connection to the south, and is one of the important interurban electric lines of Eastern Ohio. About 1910 a new railroad to connect Youngstown and other cities and towns in the Mahoning Valley with Lake Erie was projected by a company headed by the late John H. Ruhlman, who had been connected earlier with the construction of the Youngstown & Southern. A route was located, a charter secured, and some work done on this line. At Mr. Ruhlman's death, in 1916, the enterprise lapsed and has not been revived, although the opinion is general that sufficient business for the line could be found and that it would be profitable. In order to relieve the pressure on the yard and trackage facilities of all the five trunk lines serving the industrial plants of Youngstown, which had in 1910, become severe owing to the rapid development of these industries, the Erie, Pennsylvania, Baltimore & Ohio, Pittsburg & Lake Erie and New York Central formed a company for the construction of an industrial service road to handle commodity freight for all the large industrial plants in the Valley. This road, which is known as the Lake Erie & Eastern, was financed in part by the industrial plants and in part by the railroad companies, all of whom enjoy connections with it and find it of great value in handling ingoing and outcoming freight from the mills. Six miles of the line, extending from Struthers to Girard, were completed in 1915, the cost being estimated at $1,000,000 per mile. This heavy expense was made necessary by the location, which is on the south side of the Mahoning River, as well as by the fact that the road had to be carried over so many streets that the engineers determined to build it on a continuous fill, with concrete arches at the street crossings. It is a most interesting piece of construction and of great service to the principal industries of Youngstown. The plan is to extend it to meet the needs of the rapid development now going on farther up the valley. YOUNGSTOWN AND THE MAHONING VALLEY - 765 THE PROPOSED BARGE CANAL For some years past it has been evident that further increase in tonnage supplied by the industries of the Mahoning Valley will severely tax the capacity of five trunk lines now operating in it, as well as that heavy commodities, such as coal, ore and limestone, which form a large part of this tonnage, could be transported at much less cost by an efficient barge canal, and much interest has been felt in the preliminary work being done toward the construction of such a canal between Lake Erie and the Ohio River. The Mahoning Valley is not alone in the effort to have this waterway, which will undoubtedly be built within the near future, pass through it. Several other routes have been surveyed. No decision has yet been reached, but the conditions seem to indicate that the Mahoning offers the most available route and that the canal will eventually be built through this valley. Both Ohio and Pennsylvania have appointed commissions on this project, and the principal delay at this time seems to be due to difficulty in finding some equitable method of permitting both states to contribute to the cost of the undertaking, which is estimated at not less than $100,000,000. The addition of such a canal to the already excellent transportation facilities of the Mahoning Valley will establish still more firmly its position as an advantageous location for steel making and fabricating establishments. TROLLEY LINES The first street car line in the Mahoning Valley was built at Youngstown in 1875 by the Youngstown Street Railway Company, of which James Mackey was president and Alfred Smith, treasurer. At first the line extended only from Jefferson Street, Brier Hill, to Basin Street, Youngstown, and had car barns at Brier Hill and a turn-table at Basin Street. The cars were small and were drawn by horses, two of these being used with each car and a third kept in readiness at the heavy grades to help the regular team haul the car. There were no conductors, the driver collecting the fares and leaving his nickels at each trip with the treasurer, who had an office about the middle of the line. There were no stoves in the cars, and as it was a slow trip, provision was made to keep the feet of the passengers from freezing by spreading straw on the floor of the car. The greedy passengers were accused of appropriating all of the straw, just as in these days they are blamed with taking the best seats in the electric cars. The enterprise was operated on a modest scale and was profitable. It was soon extended in a number of directions, the first addition being down Wilson Avenue, the second out Mahoning Avenue, and the third up North Avenue. As the business grew additional capital became necessary and the old company was sold to a new corporation known as the Mahoning Valley Electric Railway Company, with a stock authorization of $1,500,000. The Park & Falls Street Railway Company was chartered in 1893, by energetic citizens interested in the development of the South Side of Youngstown. 766 - YOUNGSTOWN AND THE MAHONING VALLEY In the meantime local companies had been organized to build street railways in other towns in the Mahoning and Shenango valleys, and, the spirit of consolidation being in the air and a considerable amount of local capital idle at Youngstown as a result of its operations on steel plants in that locality, the Mahoning & Shenango Railway & Light Company was organized and took over the following properties : Youngstown-Sharon Railway & Light Company, Sharon & New Castle Railway Company, Mahoning Valley Railway Company, New Castle & Lowell Railway Company, Youngstown Park & Falls Street Railway Company, Sharon & New Castle Street Railway Company, Sharon & New Castle Railway Company, Sharon & Wheatland Street Railway Company, Youngstown Consolidated Gas & Electric Company, Shenango Valley Electric Light Company, Sharon Gas & Water Company, Sharpsville Electric Light Company, and New Castle Electric Company. All of these concerns did not operate electric railways. Some of them were only planning to build ; others had electric light and gas plants. The scheme was to merge all these interests into one company, reduce overhead expense and enable a number of struggling ventures to produce a profit to the owners. This result has been accomplished, and the unification of control has undoubtedly contributed considerably to the large development of trolley facilities between the towns of the Mahoning Valley and those in the Shenango Valley, as a through interurban system has been established which extends from New Castle to Leavittsburg, providing adequate facilities for all of the towns which it connects. This company has also developed the production of commercial current on a large scale and has erected at Lowellville one of the finest power houses in Ohio. It has recently built a high voltage transmission line from Lowellville to Warren for the purpose of supplying electric current to industries in all parts of the Mahoning Valley, and is already a source of power for a number of important steel mills and similar establishments. COMING OF THE AEROPLANE The Mahoning Valley has enjoyed all forms of transportation common to civilized peoples, including even the aeroplane, which, while as yet only a matter for curiosity, may become one of the important methods of moving passengers and freight. The first aeroplanes were seen here in 1918, these being visitors making experimental trips from factories in other cities. Later, in 1919, a number of planes were brought to Youngstown and hundreds of people enjoyed the thrill of a fifteen privately owned aeroplanes in this part of the country, but the time may minute flight at the rate of a dollar a minute. As yet there are no come when they will be as numerous as automobiles, of which there are at this time more than 12,500 operated in the City of Youngstown alone, with a proportionate number in other neighboring towns and a still greater number, in proportion to population, on Mahoning Valley farms. CHAPTER XXXV ORE AND COAL MINING MINERAL DEPOSITS OF THE MAHONING VALLEY-ORE AND COAL-SOURCE OF NATIVE ORES AND DISTRIBUTION OF COAL SEAMS-THEIR DISCOVERY, EXPLOITATION AND FINAL EXHAUSTION. The geological formations of Northern Ohio may be briefly described as a series of dark bituminous shales, fine-grained sandstones and bluish argillaceous shales. For forty miles southward from the lake shore these formations show the effect of erosion by currents flowing northward, and practically all of the mineral bearing strata have been denuded. At this point the coal bearing hills begin and rise to the summit of the divide between Lake Erie and the Ohio River, and the Mahoning also rises at this divide. It has cut its bed through the rather soft geological formations, leaving coal and ore deposits on either side exposed, and it was along the banks of the river and its tributaries that the early settlers in the valley found both coal and ore. The latter was first discovered, whether this was because the abundance of wood made a mineral fuel superfluous, or because the native ores had been more generally exposed by the action of the streams, does not matter. The ores are carbonates and are usually found in lumps, due to the fact that they were formed by the deposit of iron around leaves or other vegetable formations. This is the general condition, but in a few instances these ores appeared in veins, as in the case of the black-band ores, which existed in a number of places in more or less workable condition. The Mahoning ores generally contained from 28 to 45 per cent of metallic iron, being richer in the vein formations than when found in scattered lumps, known as kidney or bog ores. The early furnaces were usually supplied from the beds of streams or from pockets along these streams in which ores had gathered more abundantly, owing, it is probable to some local condition. In a few cases mines were opened and worked by stripping the covering or driving a drift into the side of a bluff, as was the case near the Mill Creek furnace. The total tonnage of native ores mined was not large and it was obtained from so many different sources that little evidence of its mining has been left except at Mineral Ridge, which yielded a large supply of black-band ore in connection with the coal. In the few cases in which ore was mined from solid formations, these were, like the bog and kidney ores, usually exposed or covered by only a small amount of earth and rock, but this source of ore was shunned wherever possible, because it was ex- - 767 - 768 - YOUNGSTOWN AND THE MAHONING VALLEY pensive. Records showing the proportion of native ores secured from mines and creek deposits are not in existence, but it seems probable that the greater portion of that used in the early furnaces was gathered by wagons along the streams, and that ore mining, as the industry is known, was largely confined to the black-band deposits at Mineral Ridge. This ore was discovered, or rather its value was first suspected, in 1845, but its use was not general for some years afterward. Coal mines had been opened at Mineral Ridge about 1838, where the seam known as No. 2 was found in excellent condition for working. This seam lies about 75 feet above the lower, or Brier Hill vein, and is somewhat similar in quality. It was worked generally from the western side of the ridge, and the peculiar group of minerals it contained has never been found in exactly the same condition and relation elsewhere. This deposit, as described by J. S. Newberry, M. D., professor of geology and natural history in the Columbian University at Washington in 1856, consisted of : |
Iron ore Limestone Shale Coal Black-band ore Coal Fireclay |
6 in. tor ft. 6 in. 3 f t. 10 in. 2 ft. to 3 ft. 8 in. to 3 ft. 4 in. to 1 ft. to the shale |
This group of minerals was found at many places in the townships of Weathersfield, Austintown, Canfield, Ellsworth and Jackson, but ex- hibited varying characteristics in all of them and was not workable at most points. The successful mining of both the coal and ore on a large scale was confined principally to Mineral Ridge. In a letter to Professor Newberry, dated December 17, 1856, James Ward & Co., then operating furnaces and rolling mills at Niles, refers to black-band ore as follows : "Having been the first discoverers of this ore in this country, we gave it a fair trial in every possible manner, and are happy to inform you that it works well in any mixture, and when used alone it produces the very best of foundry iron, open-grained and strong; in fact it is superior to the 'Scotch Pig' for foundry purposes. Three and one-half tons of raw ore will make a gross ton of pig metal, and two and a half of roasted ore will do the same. It is very easily smelted, requiring but two tons of coal to make a ton of metal, while our other ores require three tons of coal to make a ton of iron." In the same letter Ward & Co. say that 2 1/2 tons of selected ore will produce a ton of iron, and also that they had used black-band ores for more than three years past, sometimes alone, sometimes in mixture with "Hard Rock Blue Ore," kidney ore, Lake Superior ore and Lake Champlain ore, a fact which indicates that even in 1856 the Mahoning Valley furnaces were beginning to depend to a large extent on other than native ores. They also state that in taking up the ore from beneath the coal, considerable of the latter remained attached to it, and that this was sufficient to furnish heat for roasting. YOUNGSTOWN AND THE MAHONING VALLEY - 769 As a matter of fact, during the season of navigation in 1852, 3,000 tons of Lake Champlain ores were used in the furnaces in the Mahoning Valley, and in 1855 the amount of these ores transported over the canal was 15,000 tons. The Soo Canal was opened in 1856, and from that time forward Lake Superior ores 'rapidly supplanted all others. The earliest settlers were aware that coal existed in this locality, as they found it cropping out on the hillsides, encountered it in sinking wells and even found it when digging cellars for their houses. They paid little attention to the mineral, however, as they did not need it for fuel and could see no other purpose for which it was valuable. Blacksmiths and furnace men used charcoal, and the few steam boilers were fired with wood, which was likewise the only domestic fuel known. The first coal mine in the Mahoning Valley of which there is any record was opened in 1826 on land owned by Mary Caldwell, in Crab Creek, within what is now the City of Youngstown. The first coal used for domestic purposes in a stove was burned at Col. William Rayen's hotel in the same village about 1829, this stove having been brought from Pittsburgh by James McCay as a curiosity. The novelty of the idea appealed to Colonel Rayen, who bought the stove and fired it up with coal for the benefit of his guests. Some coal was doubtless used by blacksmiths and as household fuel from that time on, for mines were opened at a number of places, one of these being Brier Hill, where David Tod began taking the mineral out in a small way. The Brier Hill coal was the best to be found in the valley, and the deposit there was also among the most extensive. It was soon found to be a most excellent fuel and Tod, always on the alert for opportunity to develop a new source of wealth for the community, made a number of trips to Cleveland and finally persuaded some of the concerns operating steamboats on the lakes to try Brier Hill coal in place of wood. There was much opposition on the part of boat captains and crews, but a trial proved that coal was far superior to wood, requiring less ,work in stoking, as well as less room in the boats. The first coal shipped from the Mahoning Valley was sent to Cleveland in two canal boats, or barges, in 1841, and from that time forward the mining industry prospered. In 1845 it was found that raw Brier Hill coal, as well as the Mahoning block coal generally, made an excellent blast furnace fuel, and this still further encouraged the development of mines. Tram roads were laid direct from every mine of importance to the furnaces and the canal, and later to the Cleveland & Mahoning Railroad, and the work of taking out and shipping the fuel went on at a rapid pace. By 1870 the coal mining industry had reached its zenith, and from that time began to decline, as mine after mine emptied the basin in which it was located and the vein thinned out so as to become unworkable. In 1875 the principal operations, with their daily capacity in tons, were the following: |
|
Tons |
Brier Hill Iron & Coal Company Andrews & Hitchcock C. H. & W. C. Andrews Arms, Warner & Co. |
450 1,100 80 |
Vol. I-49 770 - YOUNGSTOWN AND THE MAHONING VALLEY |
Morris & Price Church Hill Coal Company Warner & Ormsby Tod Iron Company Stambaugh, Tod & Co. Mahoning Coal Company McCurdy Coal Company Jonathan Warner J. Robbins, Jr. New Lisbon Coal Company Powers Coal Company Vienna Coal & Iron Company Wise Coal Company |
150 450 100 250 200 800 300 300 300 150 300 778 250 |
In addition to these firms there were many smaller concerns operating in all parts of the valley east of Niles. The most prolific field was found in Liberty and Hubbard townships, Trumbull County, and the entire field may be said to have been contained in the southern townships of that county and the northern tier of townships in Mahoning County. Some coal was found farther south, but it was not generally of good quality and in workable condition, so that operations in it were not large. In 1875 the total output of the mines in the Mahoning Valley was about 3,500,000 tons per year. The number of men employed was approximately 4,000, and the payrolls of the various companies, totaled about $2,000,000 annually. It was a truly great industry for that day, and the local field was regarded as one of the most important in the entire country. The quality of the coal has seldom been equalled. Its analysis, as shown by samples from Brier Hill mines, was as follows Fixed carbon - 61.244 Bitumen - 35.966 Ash - 2.700 It was low in sulphur and phosphorus, had a remarkably open structure, and was strong enough to prevent breaking up in handling. The fact that it made excellent steam fuel as well as blast furnace fuel, led to its early exhaustion. In a report made by County Auditor C. C. Rice, of Trumbull County, to the state board of tax equalization, under date of March 3, 1881, he recites the fact that, while the number of mines in operation in that county in 1870 was 39 and their output upwards of 2,000,000 tons per year, in 1880 there were only 14 mines being operated in Trumbull County and their annual output was about 420,000 tons. The mines in Trumbull County were opened later as a rule than those in Mahoning, but they were the first to be exhausted, chiefly because they were more easily worked and mining was pushed with more vigor. These mines were the best in the valley, with the possible exception of Brier Hill, which adjoined the county line. Those in the other parts of Mahoning, except at Lowellville, were smaller and YOUNGSTOWN AND THE MAHONING VALLEY - 771 more subject to difficulties, such as water, faults in the vein and other troubles. In spite of the great decrease in tonnage at the Trumbull mines, the output of the valley in 1880 was about 1,350,000 tons. The period of coal mining in the Mahoning Valley was one of its busiest eras up to that time. From Niles to Lowellville a familiar sight was the mule team with its long string of coal cars on the way to and from the mines, the tramways being usually narrow gauge and laid with wooden rails covered with strap iron. After 1860, less and less coal was used in the blast furnaces. It had grown dear and coke from the Connellsville region became available with the building of a railroad to Pittsburgh. At first this coke was mixed with coal, and later it was used exclusively. A few coal mines are still worked in the Mahoning Valley, and until within two or three years it was possible to secure Mahoning block coal by paying an advanced price. Most of this came from pillars in abandoned mines. An occasional house-coal mine is still found, but the industry is practically a thing of the past. Ruins of deserted villages mark the locality where extensive mines formerly required many laborers, and from the water-filled cavities of once large and profitable operations new towns have secured an unfailing supply. Abandoned railroads mark the routes over which the black wealth of the locality found its way to market, but there is little left to apprise the stranger that a great industry once flourished beneath waving fields of grain and farm houses that now secure their fuel from Pittsburgh or West Virginia, CHAPTER XXXVI OIL AND GAS PRODUCTION OIL AT FIRST MADE FROM COAL-LATER FOUND IN SEVERAL PART THE MAHONING VALLEY-GAS PRODUCTION In addition to being favored by nature in the matter of ore and coal deposits, as well as beds of shale suitable for paving stone and large bodies of limestone, a large portion of the Mahoning Valley is underlaid with oil and gas bearing sand at a depth of about 700 feet or less. This is evidently an extension of the Berea sand, which is quite productive in the vicinity of Bessemer, Pennsylvania. It has been drilled freely it the southeastern portion of Mahoning County, where it yields a small but steady volume of oil and gas in commercial quantities. Previous to the discovery of oil beneath the earth's surface, however, Mahoning County had a very respectable oil industry. This was conducted by four companies and the process consisted in distilling the high volatile coal found in the southeastern section of Canfield Township, the product being known as "coal oil," a name which was commonly used for petroleum long after that fluid was secured exclusively by tapping the natural reservoirs in the earth's crust. The companies carrying on this operation were known as the Hartford, the Mahoning, the Mystic and the Phoenix. They had plants in which was invested about $200,000. All were built in 1858 and 1859, following discovery of the peculiar properties of the coal referred to, which is referred to as "cannel" coal. The capital was largely from the East, although some local money was invested in these plants. The Phoenix, which was the largest establishment, could produce about 75 barrels of oil per week, and as its product then sold for 50 or 60 cents per gallon and was in great demand as an illuminant, it was profitable. The discovery of natural oil in Pennsylvania a few years later, rendered these costly plants valueless almost overnight. Oil has been found in several other parts of the valley, notably in Milton Township, Mahoning County, and Mecca Township, Trumbull County. In both of these localities the oil has a peculiar composition and is valuable for lubricating purposes, although it seems to occur in small pockets or pools and must be pumped. The discovery of oil in these districts, where it is found at a depth of from 30 to 60 feet, was made through its appearance on the springs, a phenomenon common and regarded as quite unfortunate, since it ruined the water. A farmer named Phillips first collected oil from his spring in 1830, and it was - 772 - YOUNGSTOWN AND THE MAHONING VALLEY - 773 known that oil could be thus obtained from many springs in Mecca Township from that time forward. In 1859-60, following other oil booms, Mecca Township had one of these experiences that would rival the present day boom in any oil field. A firm named Bonnell, Woods & Jordan sunk a well on the property of William H. Jeffries, at the village of West Mecca. When .oil began to flow from the pump excitement started. The locality was soon full of speculators and the price of land and leases increased to fabulous figures. Scores of wells were sunk. A town, named "Dixie," was laid out in the southern part of the township and soon became a resort with a genuine wild west flavor and many of the characteristics of a western mining camp. Its name indicated the disapproval of the local inhabitants, anything from the slave states at that time being in high disfavor among people in the Western Reserve. Within a short time it was found that the oil wells had very short productive life, evidently tapping small pools only. The oil boom bursted, "Dixie" disappeared utterly, and the old-time calm reigned again along the Upper Mosquito Creek Valley. For many years, however, oil of a very high value was taken from this district, new wells being sunk as the old ones were exhausted. In Milton Township a few wells along the Mahoning were found productive, and these were operated by pumping until the Milton Reservoir was built, when the water backed over them and wiped out the industry in that locality. Here also the oil was of peculiar quality and could be refined into a very fine lubricant, which fact made it valuable enough to justify pumping from wells which yielded only a very small quantity. The first well organized effort to develop the field extending from Pennsylvania into the southeastern portion of Mahoning County occurred in 1907. The Berea sand lies at a depth of about 700 feet under practically all of Springfield and Beaver townships, and yields oil in moderate quantity by pumping. A number of companies, most of which were financed by Pennsylvania capital, acquired leases in this territory and sunk wells, all of which have, up to this time been productive, although none of them produces more than five barrels per day. The West Penn Oil Company is at this time the largest operator and has a number of wells in Springfield Township. These are connected and a line is being laid from them to Youngstown, where it is proposed to make gasoline from their product at a refinery in course of erection. Other companies operating there are the Prosperous Oil Company, Kennedy & Company, the Bruce Campbell Company, the Mahoning Oil Company and the Lawrence Oil Company. Among them they operate pumps at about 150 wells, which produce from one-half to one barrel per day. They are frequently connected and several operated by one pump. About $500,000 is now invested in this industry, and arrangements are being made to test the field farther south, as it is believed the productive sand extends in that direction. Efforts are being made to develop oil bearing sands on Yankee Run, in Hubbard Township, Trumbull County, also, but the result of these is still in doubt. What seems to be a new field was opened in May, 1920, by the discovery of gas in paying quantities at New Buffalo, Canfield Township, Mahoning County. 774 - YOUNGSTOWN AND THE MAHONING VALLEY Natural gas is found in many parts of the Mahoning Valley, especially in Beaver and Springfield, Canfield and Boardman townships, Mahoning County. In most cases the gas can be reached about 200 feet beneath the surface in quantities sufficient to supply farm houses, and many homes are heated in this way. In Springfield and Beaver townships there are about a dozen gas wells producing in large volume, but all of them are troubled by the influx of salt water which overcomes the low pressure and stops the flow of gas until it has been pumped out. Some of these wells also yield oil in small quantities. The North Lima Gas Company, a concern owned by Pennsylvania people, pipes gas from a number .of local wells to supply the village of that name. Its operation is troubled by salt water and much complaint exists as to the regularity of the flow from its wells, which are now producing about six barrels of oil per day in addition to the gas sold. The East Ohio Gas Company, a subsidiary of the Standard Oil Company, conducts the distribution of natural gas in practically all of the cities and villages of the Mahoning Valley, as well as over a large adjacent territory. This company began doing business in 19̊9, having bought various smaller concerns which had operated independently up to that time. Its principal source of supply is West Virginia, the gas being furnished by the Hope Natural Gas Company, of that state, and pumped all over the border of Western Pennsylvania and Eastern Ohio. Gradual exhaustion of the supply of natural gas is apparent, and while numerous new fields are being constantly developed, it seems probable that within a few years many communities now securing this fuel from the earth will be compelled to depend on gas manufactured from coal in the by-product coking process, immense quantities of which are now being used in the steel mills of the Mahoning Valley. CHAPTER XXXVII THE MAHONING VALLEY IN THE WORLD WAR CONTRIBUTIONS OF 1TS PEOPLE AND ITS INDUSTRIES TO THE MOMENTOUS CONFLICT OF 1914-18 The history of the people of the Mahoning Valley in war embraces six national struggles, as well as several conflicts with the Indians. Five important wars have occurred since the settlement of this region, and not a few of its early pioneers had participated in the American Revolution. The War of 1812 made such drafts on the man power of the new settlement that its infant industries were paralyzed and even its farms languished for want of cultivation. This war came particularly close because of the depredations of the Indians in the Northwest, brought about by the effort of the British to enlist their aid in the struggle. The Mexican war found many eager volunteers here, as it did in all parts of the country, and while this was not by any means a desperate enterprise, the number of men who 'failed to return was relatively large. It was the Civil war, however, that was most severely felt, because the number of men who enlisted or were drafted was extremely large in proportion to the population, and it was to a notable extent due to the intrepid bravery of these men that Ohio's brilliant record in the Civil war was possible. That war cost the Mahoning Valley more lives than the World war. While the Spanish-American war was comparatively brief and bloodless, so far as casualties in battle were concerned, the loss of life in camps, owing to inadequate provisions for sanitation, commissary and medical attendance, was disproportionately large. The Mahoning Valley, which had sent more than its share of men in this war, suffered in proportion. Through all these wars the people of the Mahoning Valley exhibited a degree of loyalty and patriotism equalled in few other localities, but the growth of population and the development of industry previous to the World war of 1914-18 made possible contributions to the victory achieved in that struggle such as could not be made in any other war, at least from the standpoint of men entering the service and material and money furnished to aid the Government and its allies. The part played by our people in previous wars has been given in some detail in other chapters. What they accomplished in the World war will be told here as fully as possible within the limits of such a work and with the somewhat imperfect records as yet available. Owing to its large industries, sending their products to all parts of the world and forming an important part of the productive machinery - 775 - 776 - YOUNGSTOWN AND THE MAHONING VALLEY of this country, this section is naturally in closer touch with national and international affairs than many others without similar features. Consequently, when the European war opened on July 30, 1914, it aroused greater interest here than in most communities remote from the Atlantic seaboard. Few people suspected that it would prove to be the greatest war in all history, involving practically all civilized nations, causing the death of more than ten millions of men, ending the era of despotic government and impoverishing a great part of the world. There was, however, much misgiving as to its effect on our local industries, chiefly because of an expected disturbance of financial conditions. The rapid march of events proved how little even the wisest know about what the future holds in store. At first the only visible result of the European war was severe industrial depression, exaggerating conditions prevailing for about two years previously. There was much idleness and the future was generally regarded with pessimism. The situation changed suddenly at the close of 1914. By that time the Entente allied nations, then consisting of France, England, Russia and Belgium, had discovered that their reserves of military material were entirely inadequate. The first rush of the Germans to the Marne had placed in their possession the iron works of Belgium and 95 per cent of the blast furnaces in France. In stopping this advance just short of Paris the French had used up most of their reserve ammunition. The colossal nature of the war had made it evident that England alone was unable to produce enough steel for herself and her allies, and buyers were sent to America with instructions to secure munitions and material for their manufacture in the greatest quantity and on the best terms possible. From the beginning of 1915 until the signing of the armistice, November 11, 1918, nearly four years later, the demand for semi-finished steel and other materials kept pace with the astounding development of munition plants in England, France and Italy, while, early in 1917, our own Government made tremendous requisitions for similar material. Immense quantities of war steel were shipped abroad during the entire period, all of which went to the Allied governments. Whether any considerable quantity of such materials would have been furnished by America to Germany is a question, especially after the people of this country realized the evident purpose and were shocked by the brutalities of German militarism ; but the British fleet having swept German commerce from the seas and closed all German ports, shipment to that country was impossible, and it is a matter for congratulation that not a pound of steel from Mahoning Val- ley plants and very little from America, went to Germany during the war. This condition may have had something to do with the ill temper of the German government. At any rate its insolence and ruthlessness were shown in repeated outrages against our shipping, disregard of our protests and defiance of our rights on the high seas. On April 6, 1917, Congress passed a resolution declaring that a state of war existed between the United States and the Imperial and Royal German govern- YOUNGSTOWN AND THE MAHONING VALLEY - 777 ment, following this action later with a similar declaration on December 7, 1917, against the Austro-Hungarian government. There was probably less enthusiasm over this than over any previous declaration of war in the history of the country. The people of the United States had learned enough about war on a modern scale to know what it meant, and they entered the conflict with grim determination and a thorough realization of the problems and sacrifices it would involve. Things they did not realize were the marvelous speed with which this country, absolutely unprepared for war and engrossed with the tasks of peace, could be transformed into an armed camp, and the amazing energy which it was to show in marshaling its vast potential strength on the field of battle. Within eighteen months America had mobilized, trained and equipped more than 3,500,000 men, landed almost 2,000,000 soldiers on the soil of France, and created a war machine of proportions never before dreamed of on this side of the ocean. It has been said that America was totally unprepared for war. This is true only in the sense that we had, compared with our antagonists, neither an army nor its equipment. It had been apparent to all for more than a year before we entered the war that we might be drawn into it against our will, and a "preparedness" campaign was begun, during which our industries pledged themselves to the nation's aid and mobilized their resources in readiness for call. An officers' training camp, a civilian enterprise in charge of regular army officers, was established at Plattsburg late in 1915, the purpose being to afford opportunity for training to men who might desire to enlist in the event of war and thus provide to some extent against the almost utter lack of trained officers. To this camp went a number of men from the Ma-honing Valley, most of whom gave good account of themselves later on. Other training camps of the same kind were established, and many other preliminaries for taking part in the struggle, should this become unavoidable, were carried out largely without encouragement from the national administration, which was lamentably dilatory. With the declaration of war and the realization that all resources of the nation would be needed, began in earnest many civilian activities, as well as those inaugurated by the Government. Among the first of the latter was the adoption of the Selective Service System. This was chosen as the best and fairest method of raising an army and building a war machine, but it met with considerable opposition from those who favored the volunteer system, and before it got under way hundreds of men in the Mahoning Valley enlisted in volunteer organizations formed in Youngstown, as well as many in the regular army and navy. The American Red Cross had already organized or reorganized chapters in Trumbull and Mahoning counties to meet the demand for humanitarian work in Europe. Some men eager for the fray had enlisted in British or French fighting units, and a large number of men born in countries involved in the struggle had gone back to their native lands, either in response to orders from the governments to which they were subject, or with a desire to serve there in some capacity. Almost every 778 - YOUNGSTOWN AND THE MAHONING VALLEY social or religious organization had taken steps to aid in relieving suffering before America entered the war. America's decision to aid the Allied nations in their apparently hopeless struggle against the frightful efficiency and despotic purpose of the German Empire put all this activity on a new footing. Up to that time -we had been working merely in the cause of humanity, but when we entered the war, our efforts at once became further inspired by the desire to serve our own sons and protect them as far as possible against the dangers and discomforts sure to be encountered. Nothing that patriotism or humanity could suggest was left undone. Leaders of public thought and action laid aside their personal interests to serve the country. Men, women and children were fired with a desire to do something for the cause. There was no excitement, for the actual conflict was far away and its devastation could not reach this part of the world. There was nothing to inspire the mighty efforts made by our people except determination to win the war and win it with as little cost in blood and suffering as might be possible, no matter what should be the cost in money. All that has been said up to this point applies alike to all of the Mahoning Valley. If any community did more to win the war than another, it was because that community had greater resources. Each did all that was possible, and the record of what was done sheds imperishable glory on the spirit of the people of every township, village and city in the Mahoning Valley. In order to present this record in the brief form which is necessary here, it has been thought best to treat the activities of Mahoning and Trumbull counties separately, except in such matters as were under the direction of organizations covering both counties, which will be referred to first. VOLUNTEERING AGENCIES The earliest of the purely military activities was the establishment by the War Department of an enlistment office in Youngstown for the purpose of selecting men for officers' training camps which had been established at a number of points immediately after the declaration of war. This was placed in charge of L. J. Campbell, who had trained at Plattsburg and been commissioned in the Officers Reserve Corps. Soon afterward Mr. Campbell was ordered to Fort Benjamin Harrison and the office placed in charge of R. R. Sharman, who conducted both it and an enlistment office for the British-Canadian service in Youngstown. Through the first of these agencies, more than 350 men enlisted for training in the Officers' Reserve Corps, of whom 250 were accepted—this forming a record for the entire United States in propotion to the population of Trumbull and Mahoning counties, which territory it covered. The number of men enlisted for foreign service was eighty-seven, a number of non-citizens also choosing to serve under the American flag and being given opportunity to do so. The first local organization to volunteer its services for purely military duty was the Ohio National Guard. Two companies, known as YOUNGSTOWN AND THE MAHONING VALLEY - 779 Company H (the Old Logan Rifles) and Company M, Fifth Ohio National Guard, had been mobilized and sent to the Mexican border on patrol duty September 1, 1916. On their return in March, 1917, they were accepted as the nucleus for a new regiment known as the Tenth Ohio Infantry, designed to take care of volunteer enlistments from Northeastern Ohio. These two companies became senior companies in the new Tenth, and were sent to Camp Sheridan for training on September 17, 1917. There they were mustered into the Federal service, after the Tenth Ohio had been disbanded, and all of its three battalions assigned to the Thirty-Seventh Division under the designations of One Hundred and Thirty-Fourth, One Hundred and Thirty-Fifth and One Hundred and Thirty-Sixth Machine Gun Battalions. A new local company had been recruited for the Tenth Ohio Infantry by Capt. A. H. Dillon. It was composed entirely of men of foreign birth and was locally known as "The Foreign Legion." This company was mustered in as a part of the Thirty-Seventh Division also. The two local companies of the National Guard, after being finally assigned to duty with the Thirty-Seventh, were known under the new system as A and B companies, One Hundred and Thirty-Fifth Machine Gun Battalion. Captain Dillon's company was detached from the Tenth Ohio at Camp Sheridan and attached to the Artillery Brigade of the Thirty-Seventh as its Trench Mortar Battery. These companies were captained as follows : A Company—Capt. Ray Dickey ; B Company—Capt. Jesse E. Wells. The battalions to which they were assigned were commanded by Maj. Wade Christy, One Hundred and Thirty-Fifth; Maj. John A. Logan, One Hundred and Thirty-Sixth, Maj. Harry Hazlett, (Canton) One Hundred and Thirty-Fourth. A cavalry troop was recruited and captained by John Stambaugh, III, its members being chiefly Youngstown men. When the cavalry units of the Ohio National Guard were converted into artillery units, this troop became the supply company of the One Hundred and Thirty-Fifth Field Artillery and saw service with that organization abroad. The two local companies originally a part of the National Guard—that is A and B, One Hundred and Thirty-Fifth Machine Gun Battalion, trained at Camp Sheridan and went into the trenches in the Baccarat sector on July 25, 1918. On September 26th of that year they took part in the Argonne offensive, being in action five days. They were later withdrawn from the Argonne and sent to the Panne sector, north of St. Mihiel, and from that point transferred with the Thirty-Seventh to Belgium and later took part in the Ypres-Lys offensive. After the armistice they moved forward to Brussels, from which point they were sent back to France and sailed for home March 15, 1919. The return of these two companies to Youngstown was the occasion of a great demonstration in their honor. They were the only men who had been through severe fighting to be seen in a body in this locality after the war, as well as the only local groups not more or less scattered before they entered the trenches. It is a matter of regret that it is impossible to give the record of 780 - YOUNGSTOWN AND THE MAHONING VALLEY Mahoning Valley soldiers other than those enlisting in these regiments, because these were distributed through so many organizations rendering service at the front. Any attempt to do so would involve inaccuracies' and omissions, since the army records are not yet sufficiently complete to permit following these men through the various units. Many of them saw service in the St. Mihiel drive and were in the Argonne offensive from start to finish, serving in both infantry and artillery units with the greatest credit, while others served on the Italian front. In like manner it is not possible to give the records of many who enlisted in the navy, the air service, and other branches of the national defense. In the matter of military leadership, both Mahoning and Trumbull counties contributed their full share to the winning of the war. In addition to the thousands of soldiers, sailors and marines from the two counties, there were several hundred officers distributed among the various branches of these services, a number of whom reached relatively high rank. F. S. VanGorder, of Warren, as a colonel of infantry, and L. J. Campbell, of Youngstown, as lieutenant colonel of field artillery, were the ranking officers from their respective counties ; while Dr. C. R. Clark and Dr. J. A. Sherbondy, of Youngstown, both became lieutenant colonels in the medical corps and had important assignments in France. There were also a number of officers who attained slightly lesser rank from both Trumbull and Mahoning counties. A semi-military enterprise worthy of note was the organization by the Military Committee of the Youngstown Chamber of Commerce of a volunteer infantry corps. This consisted of two battalions containing four companies each, and had a combined strength of about 1, men. It was completely officered and equipped with uniforms and rifles. Its purpose was to afford an opportunity for preliminary training and at the same time provide police protection in the event of need for this, as well as to perform in any great emergency functions of the fire and regular police departments, both of which were depleted to a certain extent by enlistment and draft. This organization was of great benefit to the community. It appeared frequently in parades and made a brave showing, thus helping to encourage a military spirit and reassure the public. Quarters for this organization were provided in a temporary armory erected on West Rayen Avenue. Eventually most of its members entered the service in one way or another. In Trumbull County the principal military organization when the war began was Company D, Fifth Regiment Ohio National Guard, and this organization rendered distinguished service, not only on the Mexican border, but also in the great war. It was sent to the Mexican border in 1916 and returned from that point in 1917, being shortly afterward mustered into the national service in many different units. Practically all of its members saw service abroad, and its losses were very heavy, many of its members being among those whose names appear in the honor roll of Trumbull County. The development of the Boy Scout movement in both Mahoning and Trumbull counties enabled the boys to render efficient service in cam- YOUNGSTOWN AND THE MAHONING VALLEY - 781 paigns of all kinds, and gave impetus to this movement which will last for years: There were no military or semi-military organizations formed in Trumbull County during the war, but a considerable number of men volunteered from that district for service in the army and navy, as well as in other branches of the national defense, most of these joining the organizations in Youngstown. The number of men and women enlisting for war work with the national organizations thus engaged was large, Trumbull County being well represented in Base Hospital No. 31, as well as in the Red Cross, Young Men's Christian Association and Knights of Columbus organizations abroad and in the camps. THE SELECTIVE SERVICE SYSTEM Under the Selective Service Act, a draft board for Mahoning County and one for Trumbull County were originally established. It was soon found, however, that these boards would be unable to perform the task of classifying, examining and inducting the more than 8,000 men who had registered as of military age under the first call, which included all men between twenty-one and thirty years of age, inclusive. When this was discovered, Governor Cox, who had been given the necessary authority to supervise the draft system of this State, requested the original boards to recommend members for as many additional boards as were deemed necessary to conduct the work expeditiously. As a result, three additional boards were established in Mahoning County, two of these being in the City of Youngstown and the third in the county. In Trumbull one additional board was created, this being known as Trumbull Board No. 2, located at Niles. The membership of the boards was also increased from two to three. The members of these boards were as follows : Youngstown No. 1—(Original)—James R. McAleer, Wm. F. Maag, Sr., John J. Graney. Medical examiner, Dr. R. E. Whelan. Youngstown No. 2—William T. Gibson, Chase T. Truesdale, James Quinn. Medical examiner, Dr. Jas. H. Bennett. Youngstown No. 3-Thomas E. Connell, F. E. Cailor, Ode J. Grubb. Medical examiner, Dr. M. E. Hayes. Mahoning County—(No. 4)—Dahl B. Cooper, Frank Hitchcock, Thomas Woods. Medical examiner, Dr. S. G. Patton. Owing to ill health, resulting from the strain of continuous work on these boards, a number of members were compelled to resign. Among these was James R. McAleer, who was succeeded on Board No. 1 by Rollin C. Steese ; Chase T. Truesdale, whose place was taken on Board No. 2 by Daniel Kerwin, and Dahl B. Cooper, who was succeeded on Board No. 4 by Samuel Thompson. In addition to the medical examiners appointed for each board, a district examining board was appointed in each county. The members of this board in Mahoning County were Dr. W. H. Buechner, Dr. H. E 782 - YOUNGSTOWN AND THE MAHONING VALLEY Welch, Dr. Sol. M. Hartzell, Dr. H. E. Patrick, Dr. John Heberding, and Dr. W. H. Hayden, the last named being a dental specialist. The original board in Trumbull County consisted of W. H. B. Ward, C. L. Bailey, Dr. W. W. McKay and John C.. Tiefel. Trumbull Board No. 2 consisted of C. A. Pierson, E. A. Gilbert, Dr. D. R. Williams and J. J. Casey. The Examining Board for District No. r comprised all the physicians in Warren, and that of District No. 2 all the physicians in Niles, and these in both cases contributed their services without charge. A legal advisory board served both of these organizations, its chairman being Charles L. Wilkins. Rev. F. P. Reinhold was chairman of the board of instruction, on which Rev. Father Mosely served as chaplain ; Judge Chas. Filius as instructor on moral ethics; Col. F. M. Ritezel as instructor in tactics and military bearing; R. H. Allison and McPherson Brown as general instructors. This board accompanied each detachment of enlisted men to the train and provided for their comfort and encouragement in every way when they went to camp. Through the regular election board organizations, these boards first enrolled all men between the ages of twenty-one and thirty-one, inclusive, in Mahoning and Trumbull counties. Later they enrolled all between the ages of eighteen and forty-five. All of these men were required to furnish information by which they could be classified and their availability for military and industrial service could be determined, and from this they were divided into a number of classes, depending on their liability for service under conditions that might develop. It was a Herculean task and involved much distasteful labor as well as the exercise of judicial functions of a high order. The fact that many of these men declined to accept compensation in whole or in part indicates their loyalty. Likewise the task of the medical examiners was heavy and disagreeable. Both the draft boards and the medical boards were assisted by volunteers. Hundreds of citizens rendered voluntary service by assisting in the clerical work involved in enrollment of so many men. The following table, compiled from the final report of Provost Marshal General Crowder, indicates the labor performed and expense attending the operation of these boards, as well as the number of men actually inducted into the service in each district in the Mahoning Valley : |
Name of District |
Pay of Members None |
Pay of Employes |
Pay of Examiners |
Total Expense |
No. of Induc-tions |
Trumbull No. 1 Trumbull No. 2 Mahoning County Youngstown No. 1 Youngstown No. 2 Youngstown No. 3 |
None $4,311.05 4,505.00 3,690.15 9,687.40 4,301.25 |
$ 626.64 3,533.00 7,269.25 6,032.33 7,064.00 3,898.00 |
None $ 224.20 247.50 None 1,121.00 None |
$ 1,625.69
8,850.71 12,717.71 11,908.08 18,573.86 8,542.79 |
972 1,015 1,172 1,328 1,761 1,064 |
MAN POWER MOBILIZED According to the final report of Provost Marshal General Crowder to the Secretary of War under date of July 15, 1919, the total number YOUNGSTOWN AND THE MAHONING VALLEY - 783 of men actually in the American military service (exclusive of those in the navy) at the close of the war was approximately 3,500,000. Of these 2,758,542 had been inducted through the operations of the selective service system, and the remainder were volunteers. It thus appears that the average number of volunteers was approximately 21 per cent of the whole. There is no way of finding out what the proportion in the Mahoning Valley was, but it is practically certain that it was not less than 25 per cent. Therefore the number of soldiers enlisted or drafted from Trumbull and Mahoning counties was not less than 9,561. It was probably considerably greater than this, since volunteering went forward much more rapidly here than in most communities. This estimate includes the men inducted into service in the Allied armies by the special enlistment office referred to above, but does not include those who volunteered for service in the navy, aviation corps and other branches, concerning whom no record is yet available, although their number is known to be large and to include the sons of some of the families most prominent in the district. Hundreds of men who had passed military age enlisted in the service of the Government or in that of the various war work organizations, many of them without compensation. Industrial organizations gladly surrendered their most efficient men to the Government, and even the heads of large corporations laid aside their own pressing affairs and devoted their energies to the task of winning the war. It was a splendid exhibition of loyalty and unselfishness. This spirit was not confined to individuals, but extended to corporations in a degree never before seen in this or any other country. The great steel companies pledged all their resources to the Government, and during the progress of the war contributed so loyally and effectively to the efficiency of the nation that this industry, alone among all those of national scope, was permitted to conduct its business practically without governmental regulation. All the principal manufacturers in this line pooled their resources, distributing the orders of the Government and its allies to those mills in the best position to make prompt delivery. J. A. Campbell, president of the Youngstown Sheet & Tube Company, as chairman of the Tubular Products Committee of the American Iron & Steel Institute, allocated all of the Government orders for pipe for many months, receiving in return for this service a special decoration from the Republic of France. All ordinary business was side-tracked for the duration of the war, manufacturers shipping to their customers only such portion of their product as the Government or its allies did not need, In addition to this, these corporations rendered financial aid to the Government on a large scale and devoted the entire machinery of their organizations to the task of raising funds, encouraging enlistment, and aiding the country in every possible way. Few industrial corporations in the Mahoning Valley failed to receive from the Government after the war some form of special acknowledgment of the unselfish, efficient and patriotic service rendered. 784 - YOUNGSTOWN AND THE MAHONING VALLEY HUMANITARIAN WORK IN MAHONING COUNTY Although, as has been stated, many organizations contributed nobly to war work in the Mahoning Valley, the part played by the American Red Cross overshadowed that of any other such organization. Mahoning Chapter, which finally included the City of Youngstown, all the townships in Mahoning County, Niles, Hubbard, Girard, East Palestine and Columbiana, was organized May 17, 1910, as a result of a suggestion made by Miss Mabel Boardman, formerly a resident of Mahoning County, on a visit to friends in Youngstown. The movement was promoted largely by Mrs. E. L. Ford, now deceased, and Dr. Ida M. Clarke was the first chairman. She was, a year or two later, succeeded by Robert Bentley, who has held that position ever since, in either an active or honorary capacity. Until the opening of the World war the chapter was comparatively inactive, being used principally as an avenue for their benefactions by a small number of wealthy people in Youngstown. The great need for humanitarian work arising from the conditions in Europe stirred the American Red Cross into activity in late 1914, and the local chapter responded at once to appeals for effective work. In December, 1916, Mrs. Fred M. Orr was elected active chairman and a campaign was at once planned to increase the membership, which had dwindled to eighteen paid up members. In February, 1917, about 10,000 new members were enrolled, some funds raised, and plans laid for extending the activities of the organization in many directions. In May, 1917, a call was received from national headquarters fon funds. The quota assessed to Mahoning Chapter was fixed at $250,003. A campaign was organized, and with the help of a large number of leading citizens $614,064.93 was secured. Of this amount $473,924.29—or almost twice the full quota, was remitted to Washington, the remainder being turned over to the local chapter for its own use. The membership was raised during this campaign to about 50,000. Every township in Mahoning County contributed to this great fund, as did also all of the outside auxiliaries mentioned above. As the work was extended a number of committees were appointed, each having charge of some special branch of activity. Among these was that on Civilian Relief, of which George E. Dudley was chairman; Military Relief, Henry A. Butler, chairman; Women's Work, Mrs. David Tod, chairman ; Press, R. J. Kaylor, chairman; Junior Membership, Mrs. Robert Bentley, chairman ; Salvage, Mrs. Carroll Thornton, chairman. Each of these committees, together with many other organizations, co-operated with the Executive Committee of and the directors. The Executive Committee consisted of Robert Bentley, chairman; W. B. Hall, vice chairman; R. C. Steese, H. L. Rownd, David Tod, H. M. Garlick and Dr. A. M. Clark. In addition a general committee was formed to conduct the campaigns necessary for securing funds, and had charge of all these remarkable drives during the war. It was composed of H. M. Garlick, J. A. Campbell, John Tod, H. L. Rownd, C. S. R0binson, W. A. Thomas, T. J. Bray, J. H. Grose, W. C. Gubbins, E. V. Hamory, R. C. Steese, Wt YOUNGSTOWN AND THE MAHONING VALLEY - 785 L. Griswold, H. Kennedy, Henry Stambaugh, S. G. McClure, Wm. F. Maag, A. E. Adams, J. G. Butler, Jr., M. I. Arms, Robert Bentley, John Stambaugh, Carroll Thornton, C. B. Cushwa, T. L. Robinson, W. H. Foster, Rev. M. F. Griffin, Kirt Hine, Frank Hitchcock, Julius Kahn, Harry Kelly, Harry Levinson, Porter Pollock, Clarence Strouss, David Tod, C. H. Booth, James H. McKay, C. T. Truesdale, Ralph Cornelius, W. B. Hall, Hugh Grant, C. H. Kennedy, G. F. Alderdice. OFFICERS OF MAHONING CHAPTER'S AUXILIARIES Columbiana Auxiliary Chairman—Mr. W. T. Holloway. Managing chairman—Mrs. E. F. Bierman. Secretary—Miss Blanche Beard. Treasurer—Mrs. E. Decker. Coitsville Auxiliary Chairman—Mrs. E. C. Harris. Secretary—Dora A. Cowden. Treasurer—Mrs. J. M. Jackson. Canfield Auxiliary Chairman—Mrs. Phill Wetmore. Secretary—Miss Marion Fowler. Treasurer—Mrs. W. J. Smith. Ellsworth Auxiliary Chairman—Miss Frances Fitch. Secretary—Mrs. S. B. Brook. Treasurer—Mrs. L. B. Bingham. Greenford Auxiliary Chairman—Rev. W. H. Noffziger. Secretary—Miss Edith Roller. Treasurer—Miss Mae Stall. Hubbard Auxiliary Chairman—Mrs. R. F. Clash. Secretary—Miss Emilie McMurray. Treasurer—A. J. Mayers. Lowellville Auxiliary Chairman—Mrs. Rachael K. Becker. Secretary—Mrs. Annabel Smith. Treasurer—Mrs. Jas. Meehan, Jr. Locust Grove Auxiliary Chairman—Mrs. G. 0. Calvin. Secretary—Mrs. S. W. Yoder. Treasurer—Mrs. S. W. Yoder. Vol. I-50 786 - YOUNGSTOWN AND THE MAHONING VALLEY New Springfield Auxiliary Chairman—Mr. S. F. Rumel. Secretary—Mrs. H. W. Felger. Treasurer—Mrs. C. G. Blackwelder. Niles Auxiliary Chairman—Mrs. Chas. Backenstos. Secretary—Miss Hazel Wilson. Treasurer—Carter McConnell. North Lima Auxiliary Chairman—Mr. I. R. Hazen. Secretary—Mrs. Jay Glenn. Treasurer—Mrs. C. H. Welsh. Petersburg Auxiliary Chairman—Mrs. Geo. E. Knesal. Secretary—Mrs. Frank Kiser. Treasurer—Miss Dell Schiller. Poland Auxiliary Chairman—Mrs. Robert L. Campbell. Secretary—Louise Zedaker. Treasurer—Mrs. Louis Kirtland. Sebring Auxiliary Chairman—Mrs. W. L. Murphy. Secretary—Miss Nina Sebring. Treasurer—Mrs. H. R. Ewing. Struthers Auxiliary Chairman—Mrs. A. B. Stough. Secretary—Mrs. Jules Richards. Treasurer—Mrs. John E. Longnecker. East Palestine Auxiliary Chairman—Mrs. R. N. Chamberlin. Secretary—Mrs. D. J. McBane. Treasurer—Mrs. C. B. Rainsberger. Fosterville Auxiliary Chairman—Mrs. S. H. Guisler. Secretary—Mrs. M. E. Wile. Treasurer—Mrs. May Rollonson. Girard Auxiliary Chairman—Mrs. A. P. Hine. Secretary—Clara Blair. Treasurer—Mrs. John Eckman. YOUNGSTOWN AND THE MAHONING VALLEY - 787 Boardman Auxiliary Chairman—Mrs. A. W. Arbuckle. Secretary—Mrs. E. Phillips. Treasurer—Mrs. G. E. Morgan. Berlin Center Auxiliary Chairman—Mrs. H. M. Gunder. Secretary—Mrs. Pearl King. Calla Auxiliary Chairman—Mrs. Etta Cook. Secretary—S. K. Paulin. Treasurer—Martha M. Rogers. Pine Hollow and Brownlee Woods Chairman—Mrs. George Hooper. North Jackson Auxiliary Chairman—Miss Tillie Wanamaker. WORK DONE BY MAHONING CHAPTER The work of preparing surgical dressings, clothing and other articles badly needed in Europe was begun early in 1917, in a residence donated for this purpose. Later this building was sold and quarters were secured in the Ohio Hotel and the Tod House. These soon became entirely too small and the county commissioners offered free use of space in the courthouse, where the work was carried on from that time forward, hundreds of women gathering there daily to sew and knit. When the American Red Cross called for $100,000,000 in April, 1918, plans were at once laid for a second campaign. In the first Youngstown had more than doubled its quota, and this would probably have been done also in the second. But plans had been laid to co-ordinate the work of all organizations in raising funds by means of a war chest, and the local chapter agreed to co-operate in this plan. As a result it received $300,000 from the War Chest Fund. The report for 1917 showed that $104,528.35 had been expended during that year. This included substantial sums contributed by branches at Niles, Girard and East Palestine. The work was continued with the greatest zeal until the signing of the armistice, and, while it dwindled somewhat after that event, it was not entirely suspended until July I, 1919. In order that some idea of the tremendous effort made by the women of Mahoning Chapter may be realized, it may be said that, in addition to their other activities, during the period of two years they made, either at headquarters or at their homes, a grand total of 504,486 sewn and knitted articles for the use of the American soldiers and for the relief of suffering in hospitals and among the refugees of Europe. This does not include the materials prepared for Base Hospital No. 31, which was organized in Youngstown by the Youngstown Hospital Association and 788 - YOUNGSTOWN AND THE MAHONING VALLEY St. Elizabeth's Hospital early in 1917. The funds for this hospital uni were subscribed separately from those for the Red Cross, however $55,000 needed having been subscribed in a few days by more than 300 persons. BASE HOSPITAL NO. 31 Authorization for Base Hospital No. 31 was received March 25, 1917, before the United States entered the war. It had been almost completely organized by that time, however, and its personnel, consisting of about 300 persons, of whom eighty-five were physicians and sixty-four female nurses, had been completed. The unit was designed for 500 beds, and was equipped with every appliance considered necessary for effective work. Dr. Colin R. Clark was in charge as medical director. The unit entrained for Allentown on September 8, 1917, and soon afterward sailed for France, where it did splendid work at Contrexeville until disbanded on February 2, 1919. Six weeks after that date it sailed for home, having established a record as one of the most efficiently conducted and best equipped institutions of its kind sent from this country during the war. Although much of the credit for this important unit is due to the skill and enthusiasm of officials in the two Youngstown hospitals, it was also a Red Cross institution and belonged likewise to the general public, having been organized largely through the enthusiastic efforts of many leading citizens. LOCAL SERVICE BY THE RED CROSS Great assistance was rendered to the people of its communities by Mahoning Chapter during the influenza epidemic of 1918-19. This Visitation was an incident of the war and proved more fatal than the great conflict itself. In the splendid work done to combat the disease, the local chapter contributed all of its equipment and energy, even installing a special laundry to handle linen from the various influenza hospitals after the employes of local laundries had refused to permit its acceptance. Details of this epidemic will be found in Chapter XIII. In addition to the activities referred to, many nurses were enlisted for service in camps and abroad ; assistance of all kinds was rendered to dependents of soldiers and to foreign-born residents unable to communicate with their families in Europe, and scores of efforts made to relieve suffering. The loyalty, unselfishness and efficiency of the women in every community in the Valley was demonstrated in a manner that provoked the wonder and admiration of all in a position to witness it during the trying times of the great war. At the beginning of the war with Germany the officers of the local chapter were : Chairman—Mrs. Fred M. Orr. Vice chairman—Miss Josephine Ford Secretary—Miss Louise Wick. Treasurer—Miss Marie Campbell. YOUNGSTOWN AND THE MAHONING VALLEY - 789 Honorary Chairman—Robert Bentley. Honorary treasurer—Wells L. Griswold. On July 2, 1917, the chapter was reorganized by the election of a board of thirty-five directors. Mrs. David Tod then succeeded Miss Josephine. Ford as vice chairman, and Miss Caroline Bonnell became assistant secretary. Otherwise the officers remained the same. With slight changes in the personnel the organization remains the same in 1920 as in 1917. The current committees, with their chairmen, are: Executive—C. H. Booth. Women's Work—Mrs. David Tod. Membership—W. J. Sampson. Canteen—Jos. G. Butler, Jr. Junior Membership—Miss Cora Parsons. Civilian Relief—George E. Dudley. Nursing Activities—Dr. A. M. Clark. Publicity—R. J. Kaylor. During the war the membership of Mahoning Chapter reached more than 50,000. It has naturally fallen off considerably and is now about 20,000. THE MAHONING WAR CHEST The Mahoning war chest movement was probably the greatest and most successful movement of its kind in the entire country, considering the population of the territory in which it was conducted. It was the realization of a plan conceived by leading business men in Youngstown to co-ordinate the remarkable generosity of the people, prevent duplication of effort and promote efficiency in the distribution of their gifts on behalf of humanity. Its unusual success attracted attention in all parts of the country, and the plan upon which it was conducted was copied in scores of other cities. To Philip J. Thompson belongs in large measure the credit for working out this plan, and to scores of unselfish, patriotic business men in Youngstown the honor of having made it successful. The Mahoning war chest campaign was launched under the auspices of a war chest council, consisting of 150 of the city's most prominent business and professional men, with representatives from every community in Mahoning County, as well as from Girard and Hubbard, those towns having asked the privilege of joining in the movement. It was launched on April 10, 1918, and, after one month's preparation, the work of soliciting contributions was begun on May 20—lasting four days. The goal set at the beginning was $1,250,000. The amount actually subscribed was $2,096,663.17. The officers of the war chest council were : President—J. A. Campbell. Vice president—H. L. Rownd. Secretary—O. J. Grubb. Treasurer—Wells L. Griswold. The executive committee was composed of J. A. Campbell (chair- 790 - YOUNGSTOWN AND THE MAHONING VALLEY man), A. E. Adams, P. J. Thompson, Chas. Sebring, George E. Dudley, Hugh W. Grant, H. L. Rownd, H. H. Stambaugh, David Tod, H. M. Garlick, H. C. Ritter, Robert Bentley, Jonathan Warner, Robert Banner, 0. J. Grubb. The Executive Committee named chairmen with authority to organize their own committees to conduct various branches of the work as follows : Campaign Committee—H. L. Rownd and J. H. Grose. Budget Committee—Jonathan Warner. Publicity Committee—R. J. Kaylor. Manufacturers' Committee—C. H. Booth. Arrangements Committee—A. G. Ward. Apportionment Committee—H. M. Garlick. Statistics Committee—A. E. Adams. Teams Committee—P. J. Thompson. The Budget Committee raised by subscription of a few persons enough money to conduct the campaign, so that none of the expenses were paid from war chest funds. The ending of the war, together with the magnificent response of the public, resulted in the fund subscribed proving considerably in excess of probably legitimate needs, and on April 10, 1919, the council directed that collection of the last quarterly installment on all subscriptions should be waived and 25 per cent of all subscriptions paid in full should be returned to the donors. The following record of sums distributed up to May 1, 1920, is of interest as showing the great number of organizations engaged in activities directly connected with the war, all donations from the war chest being limited to these forms of activity : APPROPRIATIONS MADE FROM THE MA HONING COUNTY WAR CHEST |
Red Cross ($270,000, $54,000) Camp Sherman Community House Mahoning County Women's Committee of Ohio Branch Council of National Defense For Advertising Third Liberty Loan Advertising and Expenses War Savings Stamps Campaign Mahoning County Food Administration Military Affairs Committee, Chamber of Commerce Armenian and Syrian Relief Committee National League for Woman's Service Serbian Aid Fund Scottish Women's Hospitals Polish War Relief Association Children of the Frontier American Jewish Relief Committee ($40,000, $50,000) A. B. F. B. Permanent Blind Relief ($6,000, $1,000, $1,000) Youngstown Ward, Hospital No. 1, France Fatherless Children of France ($10,000, $12,000) Belgian Soldiers Tobacco Fund |
324.000.00 20,000.00 1,000.00 4,286.50 8,000.00 2,000.00 5,000.00 45,000.00 50,000.00 5,000.00 5,000.00 5,000.00 10,000.00 90,000.00 8,000.00 6,000.00 22,000.00 750.00 |
YOUNGSTOWN AND THE MAHONING VALLEY - 791 |
|
United War Work Campaign ($289,000, $71,094) Non-war Construction Committee National Investigation Bureau Commission for Relief in Belgium Salvation Army American Fund for French Wounded American Committee for Devastated France ($2,500, $10,000, $10,000) Committee for Relief in Near East ($6,000, $50,000) Italian War Relief Fund of America ($5,000, $1,700) Women's Christian Temperance Union (war work) Advertising Fourth Liberty Loan Military Affairs Committee, Chamber of Commerce ($9,478.94, $4,879.06) Alliance Chapter, American Red Cross American Ouvroir Funds American Committee for Training in Suitable Trades Maimed Soldiers in France Roumanian Relief Committee Duryea War Relief Fund, Inc. American Women's Hospitals Advertising Fifth Liberty Loan American Jugo-Slav Relief Serbian Relief Committee ($2,500, $5,000) American Free Milk and Relief for Italy Refugees in Russia National Allied Relief Committee French Heroes' Lafayette Memorial Fund Serbian Aid Fund Polish Victims' Relief Fund East Youngstown reception for soldiers Coitsville Township reception for soldiers Youngstown Salvation Army Youngstown Knights of Columbus Youngstown Young Women's Christian Association Youngstown Young Men's Christian Association Advertising Liberty Loan payments Lowellville Home Coming Committee |
360,094.00 1305.96 1,000.00 5,000.00 10,000.00 3,500.00 22,500.00 56,000.00 6,700.00 1,500.00 3,836.60 14,358.00 1,000.00 500.00 400.00 500.00 250.00 500.00 5,687.53 2,500.00 7,500.00 500.00 500.00 500.00 500.00 2,500.00. 1,000.00 500.00 25.00 2,570.35 1,485.94 1,400.00 14,636.25 500.00 500.00 |
Rehabilitation Committee, Chamber of Commerce American Legion of Youngstown Memorial services for returned soldiers Youngstown Public Library (war work) National Polish Committee American Committee for Hungarian Sufferers American Relief Administrator European Children's Fund Czecho-Slovak Council San Domenico Dispensary |
968.80 15,000.00 250.00 6,265.08 1,700.00 1,000.00 25,000.00 10,000.00 2,000.00 |
792 - YOUNGSTOWN AND THE MAHONING VALLEY ANALYSIS OF THE SOURCE OF MAHONING WAR CHEST FUND So far as can be learned no other communities of equal population in the entire country responded so generously to an appeal for money for humanitarian work during the war. The following analysis of the source of this vast fund is of general interest and worthy of record : |
Name of Company |
Subscription Companies |
Subscription by Employee |
Total |
Subscribers in Plants |
The Brier Hill Steel Co. The Carnegie Steel Co The Gen'l Fireproofing Co The Ohio Iron & Steel Co The Republic Rubber Corr Republic Iron & Steel Co The Wm. B. Pollock Co Stone & Webster Co. Sharon Steel Hoop Co Truscon Steel Co. United Engr. & Fdry. Co
The Youngstown Sheet 6
Tube Co. |
$ 60,000.00 25,000.00 3,000.00 10,000.00 1,000.00 65,000.00 2,000.00 20,000.00 10,000.00 10,000.00 162,500.00 |
$167,856.65
121,233.00 21,010.50 29,005.25 196,275.44 2,918.95 18,915.95 48,762.60 30,330.00 18,321.50 291,506.36 |
$ 227,856.65 146,233.00 24,010.50 10,000.00 30,005.25 261,275.44 2,918.95 20,915.95 68,762.60 40,330.00 28,321.50 454,006.36 |
4,128 5,612 1,128 1,782 8,501 181 1,179 2,170 1,361 714 12,359 |
Totals |
$368,500.00 |
$946,136.20 |
$1,314,636.20 |
39,115 |
Total subscriptions by corporations and employees Total subscriptions outside of Youngstown Total subscriptions in city outside of industrial plants |
|
$1,314,636.20 49,834.81 732,192.16 |
||
Grand total of all subscriptions |
|
$2,096,663.17 |
||
Total number of subscribers in city and county Average amount of individual subscriptions |
|
69,635 24.18 |
|
Quota |
Subscribed |
Subscribers |
First Liberty Loan Second Liberty Loan Third Liberty Loan Fourth Liberty Loan Victory Loan |
$ 3,660,000 5,165,000 4,448,750 10,848,700 8,817,050 $32,939,500 |
$ 7,722,850 10,793,050 9,015,100 15,127,500 9,543,800 $52,202,300 |
13,620 30,774 42,074 56,787 15,270 158,525 |