(RETURN TO THE TITLE PAGE) 650 - HISTORY OF CLEVELAND The Merchants Banking, Safe Deposit and Storage Company was organized in 1891 at 168 Euclid avenue. F. W. Bell was president and R. F. Jones, treasurer. The name was changed some years later to the Merchants Banking and Storage Company, with a capital of $50,000. President, T. W. Hill ; secretary-treasurer, R. E. Risser. The offices are in the Caxton building. In 1891 was also organized The Saving Building and Loan Company, with offices in the Case block. Luther Allen was president and W. F. Hoppensack, secretary-treasurer. In 1904 the Reserve Trust Company absorbed its business. The Garfield Savings Bank Company was organized in 1892. President, H. Clark Ford ; secretary and treasurer, J. V. Dawes. Its first offices were at the corner of Euclid and East End avenues. It has since greatly expanded so that now there is a main office in the Garfield building and branches at Euclid and 18th, Superior and 105th (Doan), and St. Clair and 105th (Glenville) streets. The capital is $100,000, and the officers are: President, H. Clark Ford; vice presidents, J. M. Henderson, J. W. Stewart, T. Spencer Knight ; secretary-treasurer, Harris Creech. The Western Reserve National Bank, organized in July, 1892, with $1,000,000 capital. Its banking house was on the northeast corner of Superior and Water streets. James Pickands was the first president, succeeded by Samuel Mather. George S. Russell was cashier. In 1899 it was absorbed by the Bank of Commerce, N. A. The Wick Banking and Trust Company, 61 Public Square, was organized in 1892, succeeding the private bank of Henry Wick & Company. President, Henry Wick ; vice president, Dudley Baldwin ; and treasurer and cashier, D. B. Wick. In 1901 its business was taken over by The City Trust Company. The West Cleveland Banking Company, Detroit street near Lakewood, was organized m 1894, with a capital of $100,000. W. J. White, the first president, was succeeded by T. S. Ingraham and W. S. Bailey ; secretary-treasurer, Thomas West. Present officers : President, W. S. Bailey ; secretary, L. M. Lucius ; treasurer, A. D. Anderson. The Guardian Trust Company began business December T0, 1894, with a capital of $500,000, in the Wade building on Superior avenue. In 1906 it occupied its fine new building on Euclid avenue, retaining its former quarters as a branch bank. Its present capital is $1,000,000, and the officers are: President, H. P. McIntosh ; vice presidents, G. A. Garretson, John H. Farley, Charles L. Mosher, R. W. Judd; secretary, J. Arthur House; treasurer, George F. Hart. The Cleveland Trust Company was organized in 1895, with an authorized capitalization of $500,000, and banking rooms in the Garfield building. Later rooms were secured m the Williamson building, and in 1907 it occupied its magnificent new home on the corner of Erie (East 9th) and Euclid. It has the following branches in the city : corner Euclid and East 105th (Doan) ; 13594 Euclid (East Cleveland) ; corner St. Clair and East 40th (Case) ; 2200 Woodland near 55th (Willson) ; 3760 West 25th (Pearl) ; 4744 Lorain avenue ; 11700 Detroit avenue (Lakewood), and out of the city at Hudson, Bedford, Collin- wood, Willoughby, Lorain and Painesville. Its present capital is $2,500,000, and its officers are : Calvary Morris, chairman of the board ; F. H. Goff, president ; HISTORY OF CLEVELAND - 651 E. R, Perkins, M. H. Wilson, Samuel Mather, vice presidents ; A. R. Horr, secretary; A. G. Tame, treasurer. The Cuyahoga Savings and Banking Company, Woodland avenue near Willson, was organized in 1895. Officers : George Worthington, president ; R. N. Pollock, secretary-treasurer. In 1901 its business was closed. The Detroit Savings and Loan Company, 218 Detroit street, began business in 1895. George Faulhaber, president ; George Faerber, secretary-treasurer. In 1901 the Forest City Savings bank absorbed its business. The Euclid Avenue Savings and Banking Company began its business in January, 1896, at 84 Euclid avenue, when it absorbed the Arcade Savings Bank Company. In 1902 Frank H. Ginn was appointed assignee to wind up the affairs of the bank. The Lake Shore Banking and Trust Company, organized in 1895, occupies the lower floor of the Osborn building, corner of Huron and Prospect avenues. Capital is $200,000, and its officers are: John M. Grundy, president ; H. B. Gibbs, H. W. King, vice presidents ; J. H. Jones, treasurer; W. S. Bowler, secretary. The Park National Bank, 5 Public Square, was organized in 1895, with $500,0o0 capital. H. A. Bishop, president ; R. A. Hamon, vice president ; John Sherwin, cashier. In 1903 it united with the Euclid National Bank to form the Euclid-Park National Bank. The United Banking and Savings Company was organized from the West Side Banking Company in 1895, with a capital stock of $500,000. Its new building is on the corner of Lorain and Pearl streets. H. Tiedeman, president ; E. Wiebenson, its first secretary-treasurer, later became president ; H. W. S. Wood, vice president ; W. H. Heil, treasurer ; A. H. Seibig, secretary. The Cleveland Savings and Banking Company, Willson and Payne avenues, began business in 1896. Officers : presidents, William M. Day, George Deming, J. H. Champ ; vice presidents, John Teagle, George Deming, F. M. Stearns ; secretary-treasurer, W. B. Alexander, E. W. Redde. In 1903 its business was taken over by the Central Trust Company. The American Exchange National Bank was organized in the American Trust building in 1897. R. M. Parmley, president ; George K. Ross, vice president ; Joseph R. Kraus, cashier. In 1903 its business was absorbed by the Park National bank. In 1897 The Peoples Safe Deposit and Savings Bank Company, corner Superior and Willson, began a brief career. The Colonial National Bank, 106 Euclid avenue, was organized in 1898. Officers : H. C. Christy, president ; William C. Rudd, vice president; John F. Hayes, cashier, succeeded by George A. Coulton. In 1904 the bank was united with the Union National Bank. The Hough Avenue Savings and Banking Company was organized in 1898; capital $50,000. In 1906 it occupied its fine new banking house on the corner of Crawford road and Hough avenue. Officers : F. H. Haserot, president; F. M. Chandler and Arthur Odell, vice presidents ; David Nelson, secretary-treasurer. The Coal and Iron National Bank, Perry-Payne building, was organized in 1899, with a capital of $500,000. Its officers were: Presidents, J. C. Gilchrist and 652 - HISTORY OF CLEVELAND F. M. Osborne ; vice presidents, F. M. Osborne and F. W. Hart ; cashier, A. B. Marshall. In 1904 it was absorbed by the First National Bank. The Indemnity Savings and Loan Company was organized in 1899, with offices in the Cuyahoga building. Its office: s follow : Presidents, I. N. Topliff, C. H. Weed, R. H. Sanborn ; secretary, J. L. Hays ; treasurer, R. H. Sanborn. In 1906 it wound up its business. The State Banking and Trust Company was organized in May, 1899, with $300,000 capital, raised later to $500,000. Dr. U. W. Kitchen was its first president, succeeded by S. K. Barstow ; A. S. Upson, vice president ; John Jaster, vice president and treasurer ; T. J. Holmden, treasurer. Its banking rooms are in the Permanent building and it has a branch at the corner of Ontario and Broadway. The State Savings and Loan Company began business in The Arcade in 1899. James A. Robinson, president ; G. E. Herrick, vice president ; George H. Olmstead, treasurer. In 1902 it went out of business. The Superior Street Savings and Banking Company, organized in 1899, corner Superior and Willson avenue, with C. E. Swan president and W. E. Cunningham as secretary-treasurer. In 1902 business stopped. The Century National Bank was organized in 1900, with president, D. K. Kimberley; vice president, D. A. Dangler, and cashier, D. B. Beers. In 1902 its business was absorbed by the Colonial National Bank. The Genesee Savings & Banking Company did business in 1900 on Wade Park avenue near Genesee street. Its officers were : President, J. R. Krause ; vice presidents, J. A. Kling, J. D. Clary, A. H. Weed ; secretary, C. J. Gehlbrich. It was absorbed some years later by the Reserve Trust Company. The Cleveland Savings and Loan Company was organized in 1900, with offices on Superior and East Sixth street. Its officers are: W. H. Teare, president ; A. W. Ellenberger, vice president ; W. R. Creer, secretary-treasurer. Capital, $250,000. The East Cleveland Savings and Loan Company was organized in 1900, with George A. Stanley, president ; William N. Perrin, secretary, and Charles H. Stewart, treasurer. In 1902 it was absorbed by the Reserve Trust Company. The Equity Savings and Loan Company was organized in 1900, with offices on Euclid avenue and East Fifty-seventh street. Capital, $200p00. Officers : N. S. Parsons, president ; Thomas H. Wilmot, secretary ; F. W. Robinson, treasurer. The present officers are : H. S. Wood, president ; S. R. Badgley, Parker Shackle- ton, A. H. Prout, vice presidents ; F. W. Robinson secretary ; C. H. Smith, treasurer. The Farmers and Merchants Banking Company, on Pearl street, was organized in 190o. F. W. Tilby, president ; P. J. Field, vice president ; H. W. Gazell, secretary-treasurer. In 1908 it was compelled to close its doors on account of the peculations of an employee. The German Savings and Banking Company organized in 1900. The bank was at Wade Park avenue and Geneva street. R. J. Krause, president ; C. J. Gehlbrich, secretary. It was absorbed by the Reserve Trust Company in 1904. The Western Reserve Trust Company, organized in 1900, capital $1,000,000, banking rooms in the Williamson building. Calvary Morris, president ; E. W. HISTORY OF CLEVELAND - 653 Moore, H. C. Ford, H. W. King, vice presidents; M. H. Wilson, secretary- treasurer. In 1903 it was absorbed by The Cleveland Trust Company. In 1901 The Bank of Cleveland began business on the north side of the Public Square. John Hicks, president; Joseph B. Turner, secretary-treasurer. In 1902 its business stopped. The Bankers National Bank, organized 1901, offices in the Hollenden hotel. Luther Allen, president ; Charles N. Schmick, F. W. Gehring, vice presidents ; Joseph R. Kraus, cashier. In 1904 it was absorbed by the Euclid-Park National Bank. The Caxton Savings and Banking Company. organized in 1901, offices in the Caxton building. Rollin C. White, president ; W. R. Warner, Ed. S. Page, T. H. Geer, vice presidents ; W. P. Kyle, secretary-treasurer. In 1904 its business was absorbed by the Prudential Trust Company. The Clark Avenue Savings Bank Company began business in 1901, at 4911 Clark avenue, capital $100,000. Officers are: Alexander J. McCrea, president ; John L. Flaherty, secretary and treasurer. The Dollar Savings and Banking Company organized in 1901, place of business 1306 Cedar avenue. E. T. Hamilton, president ; D. B. Beers, secretary-treasurer; H, B. Marble, vice president. It was absorbed by the Euclid Avenue Trust Company in 1905. The Fairmount Savings Bank Company organized in 1901, Euclid and Fairmount streets. I. C. Goff, president; William G. Phare, secretary-treasurer. In 1905 it was absorbed by the Cleveland Trust Company. The Guarantee Savings and Loan Company did business for only one year, 1901-02. Arthur L. Mix, president ; J. A. Blodt, secretary. The Market National Bank organized 1901, Broadway and Ontario street. William F. Sprague, president ; D. Leuty, vice president ; William K. Rose, cashier. In 1906 it was taken over by the State Banking and Trust Company. The Merchants Banking and Storage Company. L. E. Scheyer, president. Did business from 1901 to 1904, at 14 Oak place. The Metropolitan National Bank, 9 Prospect street, did business for one year, 1901-02. A. L. Moore, president ; C. C. Pettit, cashier. Taken over by the American Exchange Bank. The Ohio Savings and Loan Company, Pearl (West Twenty-fifth) and Bridge streets, organized in 1901. Christian Schuele, president ; Henry Grombacher, secretary-treasurer. Capital, $500,000. The Perry Savings Bank Company organized in 1901, Woodland avenue and Perry street. C. F. Emery, president ; Frank C. Dettlebach, secretary-treasurer. In 1903 it was absorbed by the Central Trust Company. The Prudential Trust Company was organized in 1901, with banking rooms in the new Schofield building. Samuel F. Haserot, president ; J. B. Hoge, S. W. Croxton, C. E. Adams, vice presidents ; T. E. Barton, secretary-treasurer. In 1904 it was absorbed by the Citizens Savings and Trust Company. The Union Bank and Savings Company, 969 Woodland avenue, organized in 1901. H. H. Christy, president ; F. E. Dilley, secretary-treasurer. In 1904 business stopped. 654 - HISTORY OF CLEVELAND The Federal Trust Company organized in 1902, occupying the old bank building corner Superior and Water street, capital $1,500,000. J. C. Gilchrist, president ; F. W. Hart, F. M. Osborne, vice presidents ; George F. Clewell, secretary-treasurer. In 1904 it closed its doors and a receiver was appointed. The Windermere Savings and Banking Company was organized in 1902 with George Stone, president ; E. Warner White, secretary-treasurer. In 1903 business stopped. The American Savings Bank Company organized in 1903. Offices corner Lorain street and Dennison avenue, and in the Caxton building. S. W. Christy, president ; C. J. Alpeter, secretary-treasurer. In 1908 business stopped. The City Trust Company, organized in 1903. Herbert Wright, president ; Frank Kuzel, secretary. In 1904 business stopped. The Euclid-Park National Bank formed in 1903 by a union of the Euclid National and Park National Banks. Capital, $1,500,000. Occupied the building on Euclid avenue near the Williamson building. H. A. Bishop, president ; S. L. Severance, John Sherwin, Kaufman Hays, R. A. Harmon, vice presidents ; cashier, C. E. Farnsworth. In 1905 it was absorbed by the First National Bank. The Glenville Banking Company, organized in 1903. Evan J. Evans, president ; R. S. Thomas, secretary-treasurer. It closed its doors in 1907. The Home Savings and Banking Company, South Brooklyn, was organized in 1903, capital $50,000. Henry D. Cogswell, president ; F. A. Shepherd, secretary-treasurer. The Lakewood Savings and Banking Company, Detroit and Highland avenue, was organized in 1903. H. H. Hackenburg, president ; William 0. Mathews, secretary-treasurer. In 1905 it closed its doors. The Lincoln Savings and Banking Company, 2820 West Twenty-fifth (Pearl) street, was organized in 1903, capital $i00,000. David Mooris was president, succeeded by John Amersbach. John M. Hirt is secretary and treasurer. The Euclid Avenue Trust Company, 84 Euclid avenue, organized in 1903 ; W. H, Craft, president ; R. S. Thomas, secretary-treasurer. In 1908 it closed its doors and a receiver was appointed. The Reserve Trust Company was organized in 1904; president, Luther Allen; vice presidents, Adrian Grahams, John A. Kling, George Bartol; secretary, William N Perrin; treasurer, C. E. Berkey. It had four branches. A receiver was appointed in 1908. The Superior Savings and Trust Company, organized in 1905, with fine banking rooms in the Rockefeller building; capital $500,000. J. J. Sullivan, president ; Frank A. Scott, secretary. The present officers are : J. J. Sullivan, president ; E. W. Oglebay, chairman of the board; J. H. McBride, C. A. Paine, vice presidents ; E. L. Howe, secretary ; P. J. Darling, treasurer. Brooklyn Savings and Loan Company came into the city with the annexation of Brooklyn. Capital $50,000. R. F. Hamblin, president ; H. M. Farnsworth, secretary-treasurer. The Depositors Savings and Trust Company was organized in 1907, with offices at 312 Superior street, and later removed into the building previously occupied by the First National Bank on Euclid avenue. Capital $300,000. Officers : Tom L. Johnson, president ; Leopold Einstein, vice president ; J. P. Kraus, HISTORY OF CLEVELAND - 655 treasurer; E. W. Doty, secretary. In 1909 its accounts were taken over by the First National Bank and The Cleveland Trust Company. Two other banks began business in 1907 and did business for less than two years—The Franklin Savings and Banking Company, 5510 St. Clair avenue and the Metropolitan Banking Company, 10607 Superior avenue. Other building and loan associations are : The West Side Bauverein Company, 2621 Lorain avenue, capital $439,000, George Kieffer, president ; The Cuyahoga Building and Loan Company in the Arcade, capital $500,000, Davis Hawley, president ; Economy Building and Loan Company, Blackstone building, capital, $200,000, O. J. Hodge, president ; Mutual Building and Investment Company, in The Arcade, capital $1,103,463.79, John H. Farley, president ; Ohio Mutual Savings and Loan Company, Society for Savings building, capital $447,083.89, W. C. Corwin, president ; Provident Building and Loan Association, Broadway and Harvard street, capital $153,600, Eli W. Cannell, president ; South Side German Building Association, 2510 Clark avenue, capital $147,207.55, William K. Kuhl, president. The Clearing House Association was organized on the 28th of December, 1858 "to effect at one place and in the most economical and safe manner, the daily exchange between the several associated banks and bankers ; the maintenance of uniform rates for eastern exchange and the regulation of what description of funds shall be paid and received in the settlement of business." This was subscribed to by the following banks : The Commercial Branch bank, Forest City bank, Mason, Everett & Company, H. B. and H. Wick & Company, Whitman, Standart & Company and Fayette Brown. The first officers were T, P. Handy, president and W. L. Cutter, secretary. The executive committee, T. P. Handy, Lemuel Wick and Fayette Brown. From the date of its organization until 1902, The Clearing House organization was little more than a place of meeting for the exchange of checks between its members. Debit balances were settled by checks on New York. On June 25, 1902, a new constitution was- adopted and a revised code of rules and regulations put• in force, which have added very much not only to the importance of the association, but also to its working efficiency. No better instance can be given than its prompt action in the fall of 1907 in relieving the local situation by an issue of clearing house certificates, which were all retired inside of three months. CHAPTER LXVII. THE CHAMBER OF COMMERCE. The history of the Chamber of Commerce is brief, the record of its accomplishments, long. its origin is traced to the organization of the old Board of Trade, organized as follows : "At a large meeting of the merchants of this city, held pursuant to notice at the Weddell house, on Friday evening, 7th instant, William Milford, Esquire, was called to the chair and S. S. Coe appointed secretary. 656 - HISTORY OF CLEVELAND "After a statement from the chair of the object of the meeting, it was on motion of Joseph L. Weatherly, Esquire, "Resolved : that the merchants of this city now organize themselves into an association, to be called the Board of Trade of the City of Cleveland, and that we now proceed to the election by ballot of officers therefor. "Whereupon the following gentlemen were elected for the ensuing year : president, Joseph L. Weatherly ; vice president, William F. Allen, Jr.; secretary, Charles W. Coe; treasurer, Richard T. Lyon. "A committee consisting of Richard Hilliard, John B. Waring, William Milford, Jona Gillett and L. M. Hubby, were appointed to prepare and report at a subsequent meeting a constitution, bylaws, etc., for the association, and call a meeting when ready to report. "E. M. Fitch, William F. Allen, Jr., and A. Handy were appointed a committee to procure a suitable room for the purposes of the association, and report at same meeting. "WILLIAM MILFORD, President." "S. S. COE, Secretary." "Cleveland, July 7th, 1848." The records of this organization were destroyed by fire. The names included in the record of its first meeting are those of the leading merchants of the city and one may infer that it was not an inactive organization. In 1866 the Board was resuscitated, and statistics of trade and manufacture were begun. There were then only twenty members and the Board met daily in the Atwater block. In the charter which was granted in April, 1866, the object of the organization is set forth as follows: "To promote integrity and good faith; just and equitable principles of business ; discover and correct abuses ; establish and maintain uniformity in commercial usages ; acquire, preserve and disseminate valuable business statistics and information ; prevent or adjust controversies and misunderstandings which may arise between persons engaged in trade; and generally to foster, protect and advance the commercial, mercantile and manufacturing interests of the city." Among the signers of this charter are Philo Chamberlain, R. T. Lyon, J. T. Sage, A. Hughes, C. W. Coe, H. S. Davis, J. E. White, J. H. Clark, S. W. Porter, H. B. Woodward, A. V. Cannon, E. D. Childs, W. F. Otis, M. B. Clark, W. Murray, S. F. Lester, A. Quinn, George W. Gardner, E. C. Hardy, George Sinclair. The rules of this body were "suited particularly to an organization where dealing in grain, provisions, etc., was carried on ; they were not appropriate for a deliberative body, representing equally every trade interest and embracing within its membership a large number of professional men." (1) The desire to enlarge its scope led to the third period of growth and reorganization, which dates from 1892. The report of that year says : "In August of this year a committee on promotion of industry began the collection of what is known as the business men's fund and the organization of a movement within the Board of Trade made up of subscribers to this fund." From the general Board of Trade committee a new general committee was formed to conduct the industrial work : Wilson M. Day, chairman ; L. E. Holden, vice chairman ; George T. Mc- 1 - Reports and Proceedings of the Chamber of Commerce, November, 1894. HISTORY OF CLEVELAND - 657 Intosh, secretary; H. R. Groff, treasurer; A. J. Wright, Michael Backus, Myron T. Herrick, T. C. Burnett, L. W. Bingham, L. McBride, D. A. Dangler, George Deming, J. B. Perkins, S. M. Strong and W. J. Morgan. This committee wisely chose Ryerson Ritchie as "Superintendent of Industry." Here began the special activities that have since characterized the Chamber. New manufacturing and mercantile industries were induced to locate in Cleveland, better freight facilities secured, state and municipal legislation relating to Cleveland was carefully watched, valuable statistics gathered and aroused an ambition among the business men of Cleveland f0r a general and hearty civic cooperation. This awakening spirit found the old organization, the old body, ill suited for its newer and wider hopes." In February, 1893, a complete reorganization was effected and the name changed to the Cleveland Chamber of Commerce. "CLEVELAND, February 6, 1893. "Samuel M.- Taylor, Secretary of State, Columbus, Ohio. "Sir : You are respectfully notified that at a meeting of the Board of Trade held this day, in conformity with the statutes governing such matters, the following resolution was unanimously adopted : " 'Resolved, That the name of "The Board of Trade of the City of Cleveland" be changed to 'The Cleveland Chamber of Commerce.' "This organization will therefore hereafter be known as 'The Cleveland Chamber of Commerce.' Respectfully, "WILLIAM EDWARDS, President. BEGGES, Secretary." The proceedings of 1894 alluding to this organization say : "To the enterprise and untiring efforts of the Board of Trade committee on promotion of industry, is due the successful organization of the Cleveland-Chamber of Commerce. The persistent energy of that committee resulted in crystallizing a sentiment among business men in favor of a wider interest in progressive measures, a stronger faith in the advantage t0 the city of united work, and the necessity of having an organization so well equipped that it would invite the active interests of business men." With the new name came entirely new by-laws. The old restricted rules were replaced by an adequate and substantial frame work of organization. (*) But more than this, the frame work was clothed with the substance of reality and animated with a spirit of doing. The year that witnessed the opening of the new rooms in the Arcade on the evening of June 20, 1893, saw the formulation of numerous new projects. These rooms immediately began to be the rendezvous of earnest and hard workers, e. g., from January 1st to April 17, 1894, one hundred and eight meetings were held in them. This enthusiastic beginning resulted in the location of the new armory on Bank street; the caring for Cleveland's interest at the World's Fair ; the starting of a movement that later brought a new Federal building to the city; a bettering of freight conditions for Cleveland shippers ; the successful carrying out of numerous trade excursions of Cleveland wholesalers and manufacturers into the surrounding territory ; the establishing here of a branch of the United States Hydrographic office; a study of Cleveland tax and insurance rates; the raising of a fund for the relief of * - The rules are published yearly in the annual reports. 658 - HISTORY OF CLEVELAND suffering caused by the general industrial depression ; the scrutinizing of the street railway system ; the development of harbor impr0vements ; the extension of manufactures ; organization looking to the proper observance of the City Centennial in 1896 ; and the adoption of a new system for recording the freight receipts and shipments and other necessary business statistics. These and many minor matters were the work of that first year of the Chamber and its nine hundred and one members. Its chef d'oeuvre for the year, was the organizing of the Ohio State Board of Commerce. "The Chamber should be especially proud of the successful issue of its efforts to bring together, in one organization the local commercial associations of the state, t0 promote by unity of action the commercial, industrial, financial and general business interests of Ohio. The commercial conference called by the Chamber on November 15th was attended by fifty-five representative business men, delegated by the leading commercial bodies of the state. The formative work and subsequent meetings of the state board and its council indicate that it has already become an influential factor and that it has prompted local organizations and business men generally to take a greater interest in questions which affect the welfare and prosperity of the people of Ohio." (+) This first year set a great pace. From the first the Chamber has had a wide horizon, recognizing the need of state and even national cooperation. In 1895, five hundred and twenty-four meetings were held in the Chamber room, three hundred and thirty-seven relating immediately to the work of the Chamber, one hundred and fifty-nine to local associations, affiliated with it, and twenty-eight to conventions and delegates. With such a mass of work to do, it was necessary to secure ampler quarters. One thousand, one hundred and one members were on the roll ; one hundred and eighty-eight thousand, two hundred and ninety-two dollars and eighty-eight cents was in the sinking fund, with no liabilities. The organization was anxious to have a home of its own. It should be in the heart of the city and ample for the Chamber's work. So land was purchased on the north side of the Square, where the Western Reserve Historical Society building stood, and three hundred and fifty thousand dollars was invested in the building, whose ornate facade now looks out upon the historic Square in striking contrast to the somber bank that stands sturdily by its side. The interior of this home is well adapted to the work of this far-reaching organization. Its ample offices, quiet library, cheerful club rooms and dignified auditorium at once became the center of a vitalizing power that radiates into every activity of the city and whose impulse is felt throughout the state and over the nation. For the Cleveland Chamber of Commerce is unique. It has been the model for Detroit, Boston, Pittsburg, Buffalo, Rochester, Dayton, and many another American city. The work of its first years roughly outlined above has been amplified during the succeeding decade. Only the greater activities can here be mentioned, for the records of all its accomplishments would fill a folio. Today with over two thousand members, there are some eighty-five active groups, each one working out a problem ; not in desultory meetings around well spread tables, but working in shirt sleeves, with sincerity and determination. + - Reports and proceedings of the Chamber of Commerce, 1895, page 43. HISTORY OF CLEVELAND - 659 The local tasks have naturally predominated. Here have been worked out the splendid plans of a wider and finer cooperation between employer and employee that make many Cleveland factories models of their kind. Nearly two hundred stores and manufacturing establishments have responded to this call. Some years ago the tenement district was carefully studied and Cleveland was found to contain the rudiments, at least, of New York's worst evils. A special committee of picked men and a secretary employed for the purpose, studied section after section of the congested districts, and the exhaustive report published is a sociological document of value. It was found, for instance, that there were portions of the city where people were huddled together so densely that, if the ratio were maintained over our entire area twenty million souls would live in Cleveland. The shambles were a disgrace to the community. At once legislation was sought. A new and ample building code resulted ; it limited the amount of space to be used for buildings ; prescribed a minimum of air space, the method of construction, ventilation, and so forth. This code was later expanded to cover all manner of buildings, and to provide rigid inspection of plans and of buildings during and after construction. It has already served as a model for other municipalities. Following this and growing out of a similar investigation, came a sanitary code drafted by another Chamber committee, adopted at its request by the Board of Health, which also has served as a model for our neighbors. Collateral movements at once grew out of this. It was found, for instance, that in one of our slum districts a population of five thousand were served with eleven bath tubs. Forthwith " public bathhouses" became the cry. Other cities were visited to see what was needed and what was being done. Now there are three public baths in Cleveland visited in 1908-9 by about five hundred thousand bathers. Other committees followed the lead. It was found that playgrounds must be provided for the little ones in the congested districts. Numerous diverse activities were brought into cooperation ; the social settlements ; the public schools ; the city council ; and private charities. Twenty playgrounds were soon opened, public and private, under the direction of competent instructors. Many more are on the way, for Cleveland generously provided with magnificent parks and vast stretches of boulevards, now is turning to the neighborhood park and play place where the child can be free. The little ones brought up under adverse conditions often become a charge upon the community. The Chamber followed the child to school and to his home. Last year a law drafted by the Chamber providing medical inspection of school children, was passed, and the physician, and the trained nurse, now visit every schoolroom in the city. The unfortunate child, victim of evil environment, that falls into the meshes of the law, is sent to a juvenile court, which is sociological rather than legal in its temperament, is cared for in a detention home, or in a special school, or sent to a special farm, where he can be allowed his natural growth. All of these activities receive the active cooperation of the Chamber. The health of the adult has also received attention. Not alone in the new sanitary code and building code, but in laws compelling pure food. Four or five 660 - HISTORY OF CLEVELAND years ago Cleveland was about the only large city in the land without adequate meat and milk inspection. Research by the Chamber revealed bad conditions. Again laws were sought after the facts had been gathered. A meat inspection department with a competent veterinary at its head was established by the city and Cleveland's meat "before and after killing," the places where it is sold and where it is prepared, are rigidly inspected. Milk inspection came at the same time. Cleveland had had practically none of this. When fifteen trained inspectors were sent out to visit the dairies that supply the city they were met with insolence, for the arm of the council did not extend beyond the city limits. After some wise diplomacy and teaching the farmers that milk unapproved c0uld be poured into the gutters after it did reach the jurisdiction of the council, there was an unfriendly acquiescence. The Chamber did not like this spirit. They mollified it by holding a milk contest under the direction of the United States Department of Agriculture, offering gold and silver medals for the most deserving dairies. The contest was followed by another in 1907. Cooperation between the farmer and the city has taken place of morose submission. Other ways of increasing the healthfulness and adding to the beauty of the city have been devised and put in operation. The Chamber has endeavored to make our soft coal city cleaner. The smoke nuisance has been somewhat abated because of the legislation the Chamber secured for inspection, but more by the pride that manufacturers have taken in the issue. Home beautifying, through cooperation with the Home Gardening Association has been extensively carried on. Seeds and bulbs in vast quantities are distributed among children in the schools, prizes for gardens, flowers and vegetables are given annually. The result passes all imagination. Barren yards and unsightly alleys have been transformed. But more important and beautiful, the lives of thousands of children, and of their parents, have been touched by the gentle influences of growing plants and flowers. Primarily the credit belongs to the Home Gardening Association, an independent organization whose efficiency is largely due to the wise oversight of E. W. Haines. But the Chamber is the godfather of this Association. The trees that were the glory of the Forest City fell victims to the rapid manufacturing development of Cleveland. Injurious smoke and gases and voracious insects combined to destroy them. Their sapling successors planted on every street out of force of habit, were also rapidly succumbing to disease. A municipal committee of the Chamber came to the rescue. The legislature enacted the Chamber's bill providing a municipal department of forestry, giving it not only the power to inspect and to spray and to scrape, but to cut down the useless and replace them in streets and parks. In 1908, six thousand trees were thus planted in the streets and one thousand, five hundred in the parks, while one hundred thousand bulbs and plants beautified the driveways and small open places of the city. Moreover, spraying and trimming was done and the householders were admonished to care for the trees on their premises. Cleveland was long known as a town of dirty streets. The Chamber set a committee at work studying street cleaning systems in other cities. They recommended to the council the purchase of street flushing machines and the appropriation of two hundred thousand dollars annually for cleaning streets. This was done to the gratification of all Cleveland housewives. HISTORY OF CLEVELAND - 661 Of monumental achievement is the conceiving and the actual beginning of the beautiful group plan that has brought Cleveland into such favorable notice in every American city and in Europe. This noble plan, when once achieved, will have scores of offspring in other cities, great and small. Its wide mall lined with stately buildings 0f monumental size and magnificent design, its great fountain, sunken gardens, and wide lawns, will be a lasting memorial to the civic foresight of the Chamber of Commerce. For no other group of men could successfully have brought mto cooperation the diverse boards and governing bodies who are the controlling factors in the erection of our needed public buildings. Another far-reaching achievement has been wrought out of a careful and extended study of the city's charities. The useless rivalry of half a dozen orphan asylums, many relief organizations, scores of individual institutions, all anxiously soliciting funds and feverishly competing with each other for bigness, has been supplanted by wise and businesslike cooperation. The work is now carefully distributed among the various agencies and is supervised by the committee on benevolent associations of the Chamber. In the doing of this vast philanthropic work another great good was accomplished. Scores of "fake" charity schemes were unearthed and unworthy institutions who preyed upon the sympathy of the community were exposed. Several of these disreputable persons were arrested. The lesson passed quickly among the guild, "the crook on the way from New York to Chicago no longer buys a stopover for Cleveland and we save the seventy- five thousand dollars tribute which Cleveland formerly paid to this honorable profession. nearly twice as much as it cost to run the whole Cleveland Chamber of Commerce." (*) Of the minor work of this active body may be mentioned: the renumbering and renaming of streets ; the securing of an ordinance regulating traffic in the streets ; the successful advocacy of granite in place of sandstone for public buildings; the study of industrial education, and the recommending to the city its extension ; the pr0tection of fish in Lake Erie ; earnest endeavors for a new depot and the elimination of grade crossings ; the study of street railway franchise problem in 1901 and in 1906; the adoption of civil service by the city ; legislation secured regulating hitherto irresponsible banks; a systematic study of the high level bridge problem ; securing high pressure system for better fire protection in the downtown district ; secured an ordinance regulating vehicle traffic m the streets ; planned and executed the notable Industrial Exposition in 1909. And as a token of the awakening of an interest in historical matters, the chamber appropriated the necessary funds, sent a committee to Canterbury, Connecticut, to place a suitable stone monument, with bronze tablet, on the neglected grave of Moses Cleaveland. Perhaps this same spirit will soon rehabilitate the graves of our own brave pioneers, who sleep in Cleveland's ancient burial places. Of wider significance has been the advocacy by the Chamber of far-reaching reform in the United States consular service ; of the betterment of all inland waterways; the improvement of foreign trade relations ; the adoption of a definite policy of national conservation ; action looking toward currency reform and many other similar movements. * - Address by Howard' Strong, 1909, before the Steubenville Business Men's Association. 662 - HISTORY OF CLEVELAND With all this variety of civic achievement the Chamber is primarily what its name implies. Its commercial, industrial and business activities are potent, though not spectacular. It has a wholesale board, a retail board, a convention board and a manufacturers' board. These are always alert. Every advantage to trade and commerce that can be secured for Cleveland is sought. Harbor improvements, the widening of the river, the resurrection of the state canal, the securing of dockage on the lake front, the development of proper railroad terminals, the securing of reasonable freight rates all state and national legislation affecting business, the securing of conventions for Cleveland, the development of retail interests and the creation -of better relations among retail merchants and between them and their customers, all receive unremitting attention. There are annually several trade excursions into Ohio towns and neighboring states. Extended trips have been taken to Atlanta, Georgia, to Mexico, to the far west, and to distant Alaska. The organization of this remarkable body is simple. A board of fourteen direct0rs is chosen yearly. These select the president, who becomes the active head of the Chamber for the year, and great are the demands made upon his time. He is a very influential and a very busy public servant. The list of presidents is a distinguished roll of honor of successful, public spirited Clevelanders. The directors apportion the work among more than eighty standing and special committees, actively enlisting about one-fourth of the total membership. When a committee reports, its findings are laid before the directors, sometimes before the entire body. The Chamber employs a corps of able secretaries. Each committee has assigned to it one of this secretarial staff. On the walls of the beautiful auditorium of the Chamber hang several portraits of notable Clevelanders : W. J. Gordon and William Edwards, James Barnett and M. A. Hanna, John Hay and William McKinley. They typify the scope and the ideals of the Chamber of Commerce ; for they represent national and local eminence in business and professional achievement, in government and statecraft, in public spirit and philanthropy, and in its best sense, of manhood and civic devotion. This organiztion is teaching the nation in what it is doing for our city, the solution of the primal problem in a commercial democracy ; the transformation of business competition and selfishness into social cooperation and helpfulness ; subordinating neither the commercial, the sociological, nor the governmental, but uniting them all into a powerful unity by means of practical cooperation. The following is the roster of officers : Presidents-1848, Joseph L. Weatherly ; 1864, S. F. Lester ; 1865, Philo Chamberlin ; 1867, W. F. Otis ; 1868, Geo. W. Gardner ; 1869, R. T. Lyon ; 1870, A. J. Begges ; 1871, Thomas Walton ; 1872, Chas. Hickox ; 1873, B. H. York ; 1874, F. H. Morse ; 1875, H. Pomerene ; 1877, B. A. DeWolf ; 1879, Daniel Martin ; 1886, William Edwards ; 1888, George W. Lewis ; 1889, William Edwards ; 1893, Henry R. Groff ; 1894, Luther Allen ; 1895, Wilson M. Day ; 1896, John G. W. Cowles ; 1897, Worcester R. Warner ; 1898, Harry A. Garfield ; 1899, M. S. Greenough; 1901, Ryerson Ritchie ; 1901; Charles L. Pack ; 1902, Harvey D. Goulder ; 1903, J. J. Sullivan ; 1904. Amos B. McNairy ; 1905; Ambrose Swasey ; 1906, Francis F. Prentiss ; 1907, Lyman H. Treadway ; 1908, Charles S. Howe ; 1909, Chas. F. Brush. HISTORY OF CLEVELAND - 663 Treasurers-1848, R. T. Lyon; 1865, J. H. Clark; 1867, J. F. Freeman; 1870, J. D. Pickands; 1871, A. Wiener ; 1872, S. S. Gardner; 1879, Theo. Simmons, secretary; 1884, X. X. Crum, secretary ; 1887, A. J. Begges, secretary ; 1893, A. J. Begges ; 1894, Geo. S. Russell ; 1896, Samuel Mather ; 1897, Geo. W. Kinney ; 1898, Joseph Colwell ; 1900, Thos. H. Wilson; 1901, H. C. Ellison ; 1903, Geo. A. Garret- son; 1904, Chas. A. Post ; 1905, Demaline Leuty ; 1906, F. A. Scott ; 1907, Charles A. Paine. Secretaries-1848, Charles W. Coe; 1849, S. S. Coe ; 1854, H. B. Tuttle; 1860, C. W. Coe ; 1862, H. B. Tuttle ; 1864, Arthur H. Quinn ; 1865. J. C. Sage; 1879, Theo. Simmons ; 1884, X. X. Crum; 1887, A. J Begges ; 1893, Ryerson Ritchie; 1898, F. A. Scott ; 1905, Munson A. Havens. CHAPTER LXVIII. THE BUILDERS EXCHANGE AND SOME EARLY CLEVELAND BUILDERS. By E. A. Roberts, Secretary of the Builders Exchange. It is a long step from the crude log cabin built by the first settlers who pitched their tents near the mouth of the Cuyahoga river on that bright July day in 1796 to the sixteen story Rockefeller building now occupying nearly the same site ; from the quaint home of Lorenzo Carter to the apartment house for one hundred families, or the Euclid avenue mansion of four score rooms; from the old log jail on the northeast corner of the public square and the little red court house on the southwest corner to the massive county building of steel and granite now nearing completion on the lake front, as a part "of the pretentious grouping plan; from the small church that is said to have followed a distillery in erection to the ornate new trinity cathedral; from the dingy one room bank to any of the million dollar structures recently completed, or from that first six windowed schoolhouse, built on what is now the Kennard house site at a cost of one hundred and ninety-eight dollars to the new Technical high school-but such is the vast stride the city has made. In exact proportion as the city has grown, financially and commercially, has its building industry expanded. In other words it may be said that a true barometer of the city's progress is to be found in the record of its building operations. Comparison of the statistics covering the cost of structures for fifteen years demonstrates this fact. For the five years from 1894 to 1899 the estimated cost of buildings for which permits were issued aggregated eighteen million dollars, while that for the succeeding five years was twenty-eight million dollars, and for the five years prior to 1909 the figures jumped to fifty-five million dollars or almost double the total of the previous period. Unlike some of the older eastern cities, Cleveland's building history does not coyer many generations of buildings. In numerous instances, it is true, the original structures built by the pioneers 'have been replaced by others, and in some cases in the business district there have been 664 - HISTORY OF CLEVELAND three successions of buildings, but in very few cases have more than that been recorded. In the older portions of the city hundreds of houses are standing as examples of the art and tastes 0f the early builders who established the village standards. On may read in a number of books of the erection of a house at the corner of Hanover and Vermont streets on the west side built by the agents of the Northwestern Fur Company some years bef0re the arrival of Moses Cleave- land. The house is still standing, its simple lines reflecting the good taste of the builder. One may also visit what is said to be the oldest house on the East Side —a remodeled structure built by D. L. Wood in 1839 on what was formerly Wood street, now East Third street. A number of buildings used in the '30s and '50s for church edifices are still standing, some of which are now devoted to baser uses. Among the latter is the old Methodist church erected in 1836 at the corner of Clinton avenue and West Thirty-second street, now utilized as a livery stable. In some cases, however, the ground hallowed by the early villagers is still retained to sacred uses, as witness the old stone church, a picture of which adorns all the early wood cuts of the public square. These buildings may be said to represent the first generation of structures. In some of them a striving for artistic features is exhibited but in most of them the hustle and bustle of the embryo city have crOWded out all but utilitarian considerations. The owners simply outlined to the carpenter or mason the number of rooms or the business capacity desired and the foundation was staked out the next morning with operations started as soon as material could be delivered. Some interesting comparisons may be made touching the scope of the building industry in that early period in contrast with that of today. It is certain that Ebenezer Duty was one of the earliest brick makers in Cleveland. He had a small yard where brick was made in 1830, the moulded forms of clay being baked in the sun. His son Andrew W. Duty, applied for a patent on a brick machine in 1832 and the art of brick making descended to the great grandson, Spencer Duty, at present in business under the firm name of the Deckman-Duty Company. From this modest beginning, turning out but a few thousand brick in a season, an industry with a capacity of one hundred and fifty million brick per annum has developed, the amount of common brick handled in Cleveland in 1909 having been estimated at one hundred and twenty million. The first stone for buildings in Cleveland is said to have been hauled by oxen from the quarry of John Baldwin near Berea. The name of Baldwin is known to many as the founder of Baldwin university. On good authority it is estimated that twenty-five thousand car loads of stone are now taken out of the quarries near Cleveland annually, of which one-fifth is used in the city, the balance being shipped to all parts of this country and Canada. from this stone state capitols, federal buildings, churches, schools and palatial homes by the hundreds have been built. According to the records of the port of Cleveland, lumber was imported to the city in 1836 to the amount of two hundred and ninety-four thousand, six hundred and fifty-two feet. The records of 1909 indicate that this modest figure had increased to five hundred and forty-five million, five hundred and eighty-four thousand feet, and that particular year was not the best in the city's history, either, for building. Not all of this vast amount of lumber was used in the city, many millions of feet going by rail to various parts of the country from Cleveland as a dis- HISTORY OF CLEVELAND - 665 tributing center. In the total.of materials received for building operations in i9o9 must also be included one hundred and thirty-eight thousand tons of cement, one million, six hundred and sixty thousand and forty-three tons of lime, sand and similar materials and four hundred and seventy-one thousand, one hundred and nineteen tons of structural steel as shown by figures obtained from the transportation companies by the Chamber of Commerce. Of the early builders active in the city's first generation, our present history mentions little. Facts in this connection must be derived from the few survivors of that period. The ambitions of those early hewers of wood were not large, nor are their monuments unduly pretentious. Comparatively few citizens remember the little carpenter shop of Blackburn & Fuller that stood on Prospect street, just west of Erie street in the '6os, or the shop of Alfred Green, at the corner of Oak place and Prospect street, and yet in their day they were conspicuous centers of activity. In that period of the city's growth Herman Treber, W. P. Southworth, Joseph Heckman, James Clemans, S. C. Brooks, David Latimer and Barney Riley were familiar names among the builders, the latter having constructed many of the school houses of the time. Other builders whose work lived after them were Fred Warner, the general contractor who built the old postoffice; Samuel Brody, foreman of the city hall and builder of the old public library, removed in after years from the site of the present Citizens building; George Smith, who built the old Champlain Police station ; and Alex Forbes, who built the Union depot, after finishing the home of Amasa Stone. There are many others of this time, whose names might be mentioned were this a biographical rather than an historical sketch. In a later period came such builders as L. Dautel, highly regarded for his correct ideas on construction work ; Colonel A. McAllister, prominent in civic life as well • as in building ; John T. Watterson, builder of shops, factories and mills ; C. H. Fath, contractor of both public and private works ; Gottlieb Griese and others, who have gone to their rest. As for the builders of the present day, their history is making. It may be interesting to note that Cleveland builders are in demand in all parts of the country, and that their activity is not confined by any means to their own locality. From the Baltimore courthouse and the Jersey City courthouse, erected by one of Cleveland's firms, to a great cement works, costing one and one half millions of dollars, built by another Cleveland firm near San Francisco, is a wide range for operations, and yet this alone measures the scope of the activities of the building contractors of Cleveland. In the line of public buildings they have tS their credit a numerous list, while in the department of commercial' structures and residences their names are connected with many substantial operations in the United States and Canada. One Cleveland builder at least has to his credit a distinction similar to that of Moses Cleaveland. This builder, George Caunter by name, laid out a town in Putnam county, Ohio, named it Townwood and served as its first postmaster and station agent. Unfortunately Mr. Caunter did not give the village his own name as did General Cleaveland, therefore arises the need of writing down the facts, lest they may perchance be forgotten. In the matter of organization, the Cleveland builders have manifested particular ability. They established and now maintain one of the best associations of its kind in the United States. As no previous history has sketched the origin and 666 - HISTORY OF CLEVELAND progress of this organization, a reference to it at this point may not be out of order. The Builders Exchange of Cleveland was first suggested at a meeting held on March 20, 1881, in the board of improvement room in the city hall, when twenty-six of the city's builders assembled and effected a temporary organization with Thomas Simmons, contractor and builder, as chairman, and Joseph Ireland, architect, as secretary. The first name was the Builders Exchange of Cuyahoga county. This organization was perfected on Friday, April 1st, of the same year and started with a board of directors of thirteen members. Whether this combinatioy of circumstances foredoomed its failure or not, the association was shortlived. Other efforts were made from time to time to establish an exchange in the city, but with only partial success until 1892, when the present organization was formed and incorporated with the following as charter. signers : E. H. Towson, C. C. Dewstoe, Geo. E. Heidenrich, J. A. Reaugh, C. A. Davidson, A. McAllister, P. Shackleton and R. McQuoid. Headquarters were maintained in the Arcade building until 1899, when the exchange removed, to the third floor of the Chamber of Commerce building, where at this writing it is still located. The successive presidents have been as follows : E. H. Towson, 1891-1894; John Grant, 1895; W. H. Gick, 1896; George Caunter, 1897; Arthur Bradley, 1898- 1899 ; C. W. McCormick, 1900; Wm. H. Hunt, 1901-1904; W. B. McAllister, 1905-1906; H. C. Bradley, 1907; George B. McMillan, 1908-1909; E. E. Teare, 1910. At present the membership of the exchange comprises three hundred and seventy-five of the leading contractors and material firms in the city and vicinity. The organization has proceeded upon the broad basis of embracing in its membership all branches of the industry save the architects, and of keeping the latter in as close and friendly relationship as possible. The dealer in material and the sub-contractor have the same rights and privileges as the master builder or general contractor, and each manifests the same interest in the prosperity and the upbuilding of the institution. Every morning at 11:30 o'clock is held a 'Change Hour Session at which some member is 4:ailed upon to preside and a typewritten budget of information is read, giving notice of contracts awarded, invitations sent to the exchange for proposals and other matters of particular interest. The exchange rooms are used as headquarters by all of the associations in the different trades, and with an attendance averaging about two hundred and fifty each day, there is little lagging in the business routine from the opening until the closing hour. Features of the year in the exchange program are the annual summer outing, usually occupying several days with a trip to some popular lake or mountain resort ; the annual Christmas party, bringing together several hundred of the members for a period of merrymaking at the holiday time ; the annual watermelon feast in August and the annual Shore Dinner in October. In addition to these events a series of noonday luncheons are held during the winter season, at which men from the various professions and departments of public life are entertained as speakers. There is maintained in connection with the exchange an executive board of building trades employers, comprising dele- HISTORY OF CLEVELAND - 667 gate representatives from all the contracting trades, this board having direct control of all matters relating to the employment of labor and the settlement of disputes that may arise between employers and their, workmen. Prior to the year 1888 there was no municipal building law enforced in Cleveland. Permits for buildings were not granted under any definite system of regulations, the few restrictions then existing being enforced by the fire department. In the year named, however, a joint committee of the Cleveland Chapter American Institute of Architects and the Builders Exchange was established and this committee presented a bill in the state legislature creating a department of building similar to a department previously established in Cincinnati. The first building inspector appointed under this law was John Dunn, who administered the law with the help of two or three deputies for a brief term. With some amendments made a few years later, this law remained as the city's building regulations until 1905, when a comprehensive though somewhat elaborate building code was adopted. This code was framed by John Eisenman, an architect of wide experience who was employed by the city under the title of Building Code Commissioner. In his work he was assisted by committees from several civic and technical organizations, the code in its entirety being regarded as a model enactment of its kind. Many more things might be said of the builders of Cleveland and the vast industry they represent. When it is considered that this industry really embraces many smaller industries within its scope, and that chapter after chapter might be written on each of these, the bigness of the subject may be better comprehended. A separate book could be written on the lumber business, for instance, another on the stone business, still another on the brick business and so on through the paint, varnish, hardware, cement and many other separate lines directly connected with building any of which would merit extensive amplification. Few people stop to realize the ramifications of this great industry and its direct bearing upon the growth and general business prosperity of the city. In no other industry are so many men engaged, in no other industry do art and science blend in better harmony, in no other industry is the mind of man more delightfully engaged, for in this industry alone do we find those elements which touch alike the poor and the rich, the old and the young—the great human family who must be housed and whose subsistence depends upon the mills and the factories, the stores and the offices—all of which must hive buildings or fail to exist. CHAPTER LXIX. WORKS OF THE CIVIL ENGINEER. By Walter P. Rice, C. E. The civil engineer, as manifest in his works, has contributed his share to the development of Cleveland. In the bridge line, his work has been bold; original 668 - HISTORY OF CLEVELAND and abreast of the times. Some of the most original and noteworthy structures in this country, have been erected in this city, and designed by Cleveland engineers. The progress has been eminently praiseworthy, with the exception of artistic design and development of aesthetics, which has received only a slight impetus in some of our small park bridges, where the surr0undings obviously would not permit of other treatment. The hindrances to artistic design, in the opinion of the writer, are largely due to the apathy of a public not sufficiently educated on the subject and unwilling to assume the financial burden of graceful, artistic structures. This being the case, the engineer fails to make a study of the principles of art, and is to blame in some cases for not making the best of the situation and securing some improvement in appearance by occasionally sacrificing his fetish called the "economics of construction." It at least costs little to display good taste in primary forms, which is not always done. In the line of bridge work the development is comprehended by the general evolution which has attended this class 0f work elsewhere, commencing with all timber truss of which the Burr was the best example, followed by the Howe truss, [a combination of wood and iron] running through the Wrought Iron period, embracing such types as the Whipple, Fink, Bowstring and so forth, to the all steel structures of the present time, of which the Pratt truss, or modification of same is a strong favorite. Many modern applications of the Bascule type, or lift bridges for special conditions, have been brought to a high state of perfection, and Cleveland is well represented in this direction. SEWERAGE PROBLEM. A city of a half million population generally faces a tremendous problem in the proper disposal of its sewage, Cleveland notably so. While modern methods as regards sewerage systems favor what is known as the separate system, one in which sewage and storm water are isolated in separate channels, or conduits, Cleveland, with many of the older cities, has a fully constructed "combined system" on its hands, which introduces a very perplexing factor in the problem of ultimate disposal. This city has joined the general march of sanitary improvement, as evidenced by the inauguration and progress made upon its great system of intercepting sewers, designed to convey the entire sewage of the city to one point or outfall at the foot of Adams avenue, and being the first step in the solution of its problem. PAVEMENTS. In the development of pavement's, the city engineer's department has made notable progress. The dressed block Medina stone pavement, as laid under Cleveland specifications. probably has no equal in this country, for what is designated as medium traffic. No better brick pavement exists than that at Cleveland, as constructed by the same department. One 0f the first men in this country to fully appreciate the value of the Medina sandstone as a paving material, and to whose advocacy we are much indebted, was the late Henry M. Claflin, of this city. HISTORY OF CLEVELAND - 669 THE CLEVELAND BREAKWATER From an engineering standpoint the Cleveland breakwater is extremely interesting. The great gales that frequently sweep over Lake Erie, while not as severe as those of the ocean, are nevertheless dangerous to vessels and structures and result annually in many casualties and much damage. The impact of the waves is often of tremendous violence and the skill of the engineer is taxed to provide safe harbors of refuge and substantial structures that will successfully withstand the buffetings of the waves. This class of work is entrusted to the officers of the Corps of Engineers, U. S. A., detailed upon harbor works in time of peace—and their work speaks for itself. The Cleveland breakwater has its lake arm located at about the thirty foot curve of depth. Its design in detail has passed through evolutionary stages from the original stone filled timber crib to the rough rubble mound of the present time. The growing scarcity and cost of timber has largely dictated the later form of construction and its rough exterior surface offers great frictional resistance to the oncoming wave and as vessels do not have to go very near or tie up to breakwaters, they are naturally left out of consideration in such case. The accompanying photographs and the following short description will afford an idea of the character of the work and methods of construction. REMARKS RELATIVE TO THE VARIOUS TYPES OF BREAKWATER CONSTRUCTION, CLEVELAND HARBOR, OHIO. STONE FILLED TIMBER CRIBS. The earliest type used in Cleveland breakwater construction. Such a structure is subject to rapid deterioration above the water line on account of the decay of the timbers, combined with the impact of the waves. It is also regarded as unsatisfactory because of the tendency of waves striking the vertical face which it presents, to produce backwash and undertow currents. Work of this character in Cleveland harbor was commenced in 1875. The last was done in 1902. CONCRETE SUPERSTRUCTURE-STONE FILLED TIMBER CRIBS. This construction was employed in repairing the timber breakwater first built. The old structure was levelled off two feet below the water line and a new superstructure was placed. This latter consists of longitudinal rows of concrete blocks filled between with small stone and capped by massive blocks of concrete molded in place. This work was begun in 1897 and completed in 1906. RUBBLE MOUND This type of structure was adopted for use in Cleveland harbor in 1902. It is, as the name indicates, a ridge or mound of rough rock. In section it is ten feet wide at the top, eight feet above the water level, and slopes on both sides to the lake bottom where its width varies according to the depth of water. Its base 670 - HISTORY OF CLEVELAND width in thirty feet of water is about one hundred and twenty-five feet. The smaller stones are placed in the center of the section, the larger being so placed as to form a covering and superstructure. Among the advantages claimed for this construction ark : its permanency, low cost of maintenance, and effectiveness in stopping seas without producing dangerous undercurrents. WATER SUPPLY. Pure soil, pure water and pure air make strongly for the general health of a community ; involved and inseparably connected with proper sewage disposal comes the question of pure water supply. In this direction, Cleveland has in the last few years extended a five mile tunnel under Lake Erie, from Kirtland street to a new Intake, located considerably north of the old one, and at a distance off shore to insure a greater freedom from any chance of pollution. CLEVELAND'S WATER SUPPLY. Any statement in regard to Cleveland's water, supply would be incomplete without reference to those pioneer water works engineers, Theodore R. Scowden and John F. Whitelaw, whose names will always be associated with the early days of the system. From 1856 to 1874, during the time 0f Mr. Scowden, the supply was taken from Lake Erie by means of an intake crib, situated three hundred feet from the shore line, and four hundred feet west of the westerly terminus of the old river bed. The crib was located in twelve feet of water, had an outer diameter of thirty feet, and inner diameter of ten feet. The supply was conveyed from the intake well to the pumping station by a fifty inch wrought iron riveted pipe. At the present time the remains Of the old crib are almost on the beach, caused by the accumulation of sand in the southwest corner of the west breakwater. From 1874 to 1904 the supply was taken from a crib (now designated as crib No. 4), situated about four thousand three hundred feet north of the northwest angle of the west breakwater. This intake conveyed a supply through two tunnels, one seven feet in diameter,' and the other five feet in diameter, to what is known as the old Division Street Pumping station. As the p0pulation of the city increased, the water supply from this intake afforded undisputed proof of sewage contamination, and became a menace to the good health of the community. This state of affairs caused the authorities to take radical action, and led to the planning of a new intake, with new Kirtland Street Pumping station on the east side of the river, the details of the project being worked out in accordance with the general ideas advanced by a board of experts, selected from the country at large, and comp0sed of Rudolph Hering, George H. Benzenberg and Desmond Fitzgerald. As a result, the new plans have been executed and the present supply is taken from Lake Erie by means of a tunnel located beneath the bed of the lake, and leading to an intake situated northerly, and, of course, seaward of the old intake, HISTORY OF CLEVELAND - 671 or crib No. 4, the shore end of the tunnel communicating with the new Kirtland Street Pumping station. The tunnel is nine feet in diameter, has a brick lining thirteen inches thick, and a length of twenty-six thousand and forty-eight feet, or approximately five miles. The flow line of the tunnel is from one hundred and one to one hundred and eleven feet below lake level. The intake crib is of steel, resting on a timber grillage. It is circular in form, one hundred feet in diameter, and has a fifty foot diameter well. The depth from the floor of the crib to bott0m of sump is one hundred and thirty-four and six- tenths feet, or about one hundred and thirteen feet from lake level to bottom of sump. Water was admitted to the tunnel At the close of 1903. It has a capacity of one hundred and seventy-five million to two hundred million gallons per day, and cost approximately nine hundred thousand dollars. The execution of this enterprise necessitated the use of compressed air, and exacted a heavy toll in human lives, about forty-seven deaths from accidents, explosions, fire, etc., not to mention about twenty-one cases of disability from "caisson disease," or the "bends," as denominated in common parlance, a trouble incidental to the use of compressed air. After the first two explosions "it was deemed advisable to make a chemical analysis of the air of the tunnel at intervals, to determine the percentage of explosive gas." It was ascertained that the "explosive gas consisted entirely of marsh gas, six parts of which, mixed with ninety-four parts of air, constitutes an explosive mixture under the pressure maintained on the tunnel, if a spark or light is brought into contact with same." By means of ventilation the endeavor was made to keep the percentage of marsh gas below 2.5 per cent. During the construction of the tunnel, work was carried on at several points simultaneously by means of temporary intermediate shafts in the lake ; different sections generally met without a variation of more than a few inches in the two circumferences. Surmounting the intake crib is a c0mfortable residence or habitation used by a care-taker and helper. These men are brought ashore at the close of navigation and generally returned to their post in March. Telephonic communication is established with the city by means of a submarine cable, and the crib possesses a twelve hundred-pound bell, with striking apparatus and clockwork, which strikes a triple blow every thirty seconds. As before stated, at the shore end of the tunnel is located the new Kirtland Street Pumping station. This is considered one of the two or three finest in the United States. The station contains two vertical, triple expansion, crank and fly wheel type engines of twenty-five million gallons capacity each, two horizontal duplex compound engines of fifteen million gallons capacity each ; and one high duty, horizontal compound of fifteen million gallons capacity, the second engine mentioned being relay. This station was designed and constructed by the engineers of the department, and its general excellence is demonstrated by the following statement taken from the report of the superintendent : "The average duty, in foot pounds, per hundred pounds of coal in 1905, was seventy-eight million, seven hundred thousand, four hundred and thirty-one, and the cast of raising a million gallons one foot was only 1.936 cent. 672 - HISTORY OF CLEVELAND The average cost for operation and repairs for pumping one million gallons at this station was three dollars and eighty-four cents, and the average of all the stations four dollars and twenty-two cents—a fine showing. The quality of the city's water supply is generally good. Biological tests are made daily by the city bacteriologist, Dr. Wm. T. Howard, Jr. In a report made in 1905 by George C. Whipple, sanitary expert, he stated as follows : "The water of Lake Erie at the new crib is almost unpolluted by the sewage of the city, and may be considered at the present time as reasonably safe from the sanitary standpoint." In 1907 the superintendent of the Division of Water Works, Edward W. Bemis, says the waterc,supply of Cleveland is excellent. A comparison with forty- one American cities of over one hundred thousand population, showing twelve with lower and twenty-nine with higher death rate, the typhoid death rate in Cleveland being seventeen and sixty-five hundredths per one hundred thousand of population. It may be stated in a general way that statistics show a decrease in typhoid fever corresponding to the progressive increase in the use of water from the new intake. As to the quantity of water used at the present time the same amounts to one hundred and seventeen and five-tenths gallons per capita, per day. The names of M. W. Kingsley, C. F. Schultz, and latterly, George H. Benzenberg, are identified with the new water supply, as engineers. INTERCEPTING SEWER SYSTEM. There is no better index of the degree of civilization of a given community than the manner of disposal of its organic wastes. Cleveland has a great problem to solve apropos of sewage and sewage disposal, but has undertaken the task along broad and comprehensive lines. A partial solution was offered or outlined in the report of Rudolph Hering, civil engineer, a sanitary engineer of national repute, made to the city of Cleveland on June 26, 1882. In 1888, Walter P. Rice, city engineer, with the assistance of an honorary commission authorized by the city council, at his suggestion, commenced a study of the general sewerage problem, and the purification of the Cuyahoga river. Incidental to the former, the engineer in 1890, made a careful investigation into the question of the direction, strength, cause, etc., of lake currents, and their bearing upon the sewage discharged into same, involving proper locations for sewerage outf all and water supply intake. As a result, in 1890 he recommended an intercepting system, which was approved by the commission. Preliminary plans, estimates, etc., were begun, but a change of city administration prevented any further progress along this line, until the year 1895, when M. E. Rawson, city engineer at that time, called for a board of national experts to investigate and report on Cleveland's water supply and sewerage problem. The conclusions arrived at by this board, and embodied in their report of date of February 4, 1896, practically confirmed the views previously held by Mr. Rice, and the river and sewer commission, and declared in favor of an intercepting system of sewers. HISTORY OF 'CLEVELAND - 673 Construction was commenced in 1901.. At the present time about twelve and one-half miles of work is completed, including the Doan Valley Interceptor. The cost to date approximates two million, two hundred and fifty thousand dollars. The estimated cost of the completed system is four million, five hundred thousand dollars, embracing a total of twenty-three and one-half miles of construction. The main interceptor extends from Lake Erie at the foot of Adams avenue in Collinwood, westerly along the Lake Shore Boulevard, street and private right of way, across the northerly part of the city to West One Hundred and Seventeenth street, the westerly city limit, at Sti average distance of about one thou sand feet from the lake shore. It varies in size from eight to thirteen and one-half feet in diameter. The Walworth Run sewer, an integral part of the intercepting system, as now constructed, cost eight hundred and ten thousand dollars, and varies from eight to sixteen and one-half feet in diameter. As a means of comparison, it may be remarked that the old Fleet street sewer in London at its outlet, is twelve by eighteen and one-half feet. The larger channels of the Paris systems are about sixteen feet by eighteen feet. The present outfall or outlet of the system is, as previously stated, at Adams avenue, the effluent being carried by a steel pipe sixty-three inches in diameter, laid in the bed of the lake, two thousand, six hundred and fifty feet in length, with submerged discharge. The collecting of the sewage of the entire city and its conveyance to a point remote from the intake of the water supply can be characterized as the first, necessary step in solution of Cleveland's problem rather than an ultimate solution. Cleveland alone, to say nothing of the other cities and towns contributing to Lake Erie, on the basis of half a million population, will dump eight million, one hundred and fifty-four thousand cubic feet of excreta solid and liquid, into the water of the lake annually, a quantity equal to the solid contents of a block one hundred by one hundred by eight hundred feet. It is inconceivable that such a volume of sewage with constant accessions in the future can be discharged into Lake Erie with complaisance, or under proper sanitary oversight. Partial purification of the effluent at least will have to be faced in the immediate future, or filtration of water supply will have to be resorted to or both. THE SUPERIOR STREET VIADUCT. The Superior Street viaduct, completed and opened to traffic in 1878, is a composite structure, consisting of a series of masonry arches on the west side of the river, and wrought iron spans on the east side. The masonry is the great feature of the structure, consisting of eight arches of eighty-three foot span, and two arches of ninety-seven and one-half foot span, together with intervening retaining wall ; it is one thousand, three hundred and eighty-two feet in length and seventy- two feet in height above the pile foundations. The latter were carried to a depth of nineteen to twenty feet into a stratum of Erie clay. Pile, timber and concrete grillage was used in account of the drift nature of the substratum ; the piles being 674 - HISTORY OF CLEVELAND cut off below the level of the lake. Bearing piles for land piers sustain a weight of from eighteen to twenty tons. The ironwork on the east side of the river consists of a continuous plate girder of three fifty foot spans, followed by two, one hundred and forty-five foot spans, and one, one hundred and sixty foot span with pivot span of three hundred and thirty-two feet in length over the river. The total length of this viaduct is three thousand, two hundred and eleven feet ; height above river, sixty-eight feet ; total cost, two million, two hundred and fifty thousand dollars. The original plans for this structure were begun by C. H. Strong, and afterwards modified and carried into execution by City Civil Engineer B. F. Morse assisted by S. H. Miller, designing and, superintending engineer. The structure has carried an enormous traffic for many years, and is notable in many ways. THE CENTRAL VIADUCT. The Central viaduct, completed in 1888, consists of two separate portions, one crossing the main valley of the Cuyahoga river, and the other Walworth Run valley, tributary to the Cuyahoga. The roadway of this great structure is one hundred and one feet above the river, and has a total length, including approaches, of five thousand, two hundred and twenty-nine feet ; it carries a forty foot roadway, paved with wooden blocks, and two eight foot sidewalks. It was commenced under C. G. Force, and completed under Walter P. Rice, as chief engineer, with W. M. Hughes as special and designing engineer, in immediate charge of construction. The structure is of steel, and popularly characterized as a "stilt" bridge, being a series of braced towers and deck spans of varying lengths, with a swing or pivot span at river crossing. In speaking of this structure to the writer, a famous architect, as he surveyed the same in side elevation, from a distance, asked : "Why do you have varying depths to the different spans comprising the structure?" Upon being assured that it was to satisfy a principle which recognized an economical relation between length and depth of span, he expressed abhorrence at the sacrifice of beauty to economy, and compared the general appearance to a lot of musical notes, but as he was not conversant with the keynote of the structure, was unable to sing. There was much justice in the remark, "This structure carries a heavy traffic, and occupies an important position in relation to different centers of population." SPECIAL TYPE BRIDGES. The value of dock frontage in lake cities, and others having a considerable water traffic, together with the great inconvenience and danger to navigation of center piers, inseparably connected with the old style of pivot bridges has given rise to the development of special type bridges known as bascule, rolling lifts, trunnion bridges, elevator bridges, etc. This development is principally due to the enterprise of Chicago engineers, as is the modern development of the concrete, steel spread foundation for inferior soils. These bridges as a rule rise in a vertical arc of less than ninety degrees, leaving a clear central channel for vessels and no HISTORY OF CLEVELAND - 675 infringement on dock frontage, as a vessel can lie with her bow in virtual contact with the bridge abutments. MIDDLE WEST THIRD-ROLLING LIFT BRIDGE. This bridge cost one hundred and sixty three thousand dollars ; consists of two steel lifts of sixty-nine feet 'each, which, when opened, gives clear channel of one hundred and twenty feet. Total length of steel structure is two hundred and twelve feet (twenty-four feet roadway, two six foot sidewalks) supported by two concrete abutments, operated by two twenty-five horsepower electric motors. JEFFERSON AVENUE, SOUTHWEST-BASCULE BRIDGE. Steel structure placed on pile and concrete foundation, having two arms, one hundred and twenty-two feet, nine inches center to center of bearings, and thirty- five foot approach spans. Total length of structure, two hundred and eigh4y feet ; roadway, thirty-six feet; two six foot sidewalks ; power, two thirty-five horsepower motors ; cost, one hundred and sixty thousand dollars. COLUMBUS STREET-DOUBLE SWING BRIDGE. One of the most original and novel bridges in the city, and the first of its kind ever built, as far as we are aware, with the exception of a contemporary built at some government arsenal in Spain, of which the details were never given in American periodicals, is the double swing bridge at Columbus street, designed by Walter P. Rice, chief engineer, assisted by James T. Pardee, city bridge engineer, and John Brunner, of the Mount Vernon Bridge Works, the latter rendering important service in the development of the shop drawings. This bridge is of special type, as its name implies, and was the outgrowth of special conditions. Its construction saved the city of Cleveland about sixty thousand dollars, as against the proposed plan, and has proved one of the quickest moving, and most satisfactory bridges on the river. This type does away with the old characteristic center pier, affording a clear opening of about one hundred and thirteen feet in the centre of the stream—a necessity,- as the location is at one of the worst bends in the river, and every inch of channel is needed for the passage of large freighters. The two separate spans are both what are designated as "bobtails ;" that is, one arm being shorter than the other, and counterweighted. The roadway, when bridge is closed, has a grade of about three feet per one hundred feet, and has a length of two hundred and seventy-nine feet, total, the shore ends locking into anchorages and forming a cantilever. The motive power, another innovation at that time, being a combination of electricity and compressed air ; the operation of diaphragm gates at approaches, latching of bridge, and raising and lowering of apron at center, being controlled by the latter power, while the actual swinging of the two spans is done by electric motors. This type was later duplicated in Canada. 676 - HISTORY OF CLEVELAND MASONRY-KEW ARCH. The accompanying photograph is an illustration of skew arches designed by the late John L. Culley, for the Lake Shore & Michigan Southern railway at its crossing with Lake avenue. The arches are designed on the helicoidal, or what is known as the "cow's horn method," the joint lines of the voussoirs being helicoidal curves. The structure ranks high in engineering interest, and is probably one of the "Last of the Mohicans," as the intricacy of calculation and construction, combined with great cost of this method, will undoubtedly dictate the use of reinforced concrete in the future, which possesses many advantages for this class of work. REINFORCED CONCRETE. The first employment of reinforced concrete has been attributed to a French gardener, M. Joseph Monier, in 1867. This was followed by Messrs. Hyatt and Ransome in the United States and by M. Francois Hennebique and others in France. Germany, Austria and Switzerland rapidly assimilated the new idea— England with its proverbial conservatism unfortunately hanging back. "The use of this form of construction has many advantages and few disadvantages" and marks a distinct era in engineering construction. Cleveland has fine examples of the new method of construction, especially in the way of reinforced concrete arches. The examples selected for illustration being: The three hinged concrete arch at Brookside park and the great concrete bridge at Rocky river, the Washington park viaduct and Gordon park aqueduct. THE ROCKY RIVER BRIDGE. The Rocky river bridge, an all concrete structure, with a total length of seven hundred and eight feet, spanning a deep gorge cut by the river between shale bluffs, is remarkable in several ways. The central span is two hundred and eighty feet in the clear, with a rise of eighty-one feet. This is the largest span in the world built of concrete without reinforcement, and, of course, is the distinctive feature of the structure. This arch is divided into two longitudinal ribs with transverse width of eighteen feet each, which carry a superimposed roadway of forty feet, and two sidewalks eight feet in width each. The main foundations are carried twenty-one feet below the water line, and rest upon solid shale rock. Reliance has been placed upon the main lines of the structure to satisfy the aesthetic proprieties rather than dubious ornamentation. The structure is well balanced, dignified and beautiful, and reflects great credit upon the engineers in charge. A most interesting feature was the use of steel centering, obviating any danger of floods, ice jams, etc., during construction. The total cost of the structure was two hundred and eight thousand dollars. The. work was designed and partly constructed under A. B. Lea, county engineer, and A. M. Felgate, bridge engineer, and completed under Frank Lander, successor to A. B. Lea. HISTORY OF CLEVELAND - 677 THREE HINGED CONCRETE ARCH BRIDGE, BROOKSIDE PARK. This concrete bridge over Big creek, in Brookside park, is one of the few three hinged arch bridges in this country, probably the flattest semi-elliptical arch ever constructed, the next flattest being the more pretentious three hinged arch constructed at Greenville, Ohio, adapted to heavier moving loads and of greater span and width. A. W. Zesiger was the engineer of the Brookside arch. It is semi- elliptical with major axis of ninety-two feet, and semi-minor axis of nine feet. The arch proper, however, stopping at the abutment hinges, giving a span length between hinges of eighty-six feet, four and one-half inches. The rise of the arch, i. e., the vertical distance between center and abutment hinges, is five feet, two and one-half inches—an extremely flat arch. The width of the arch is twelve feet, line inches. The foundations are on shale, without which such a design would be very hazardous. The concrete in the arch ring is without reinforcement. The rise and fall of the arch at crown, due to temperature changes between summer and winter, is about one inch. WASHINGTON PARK VIADUCT. The total length of this bridge is four hundred and fifty feet, consisting of five circular arches, three of which are full centered, the two end ones being segmental. The foundations are of reinforced concrete, resting upon blue clay and quicksand, mixed in varying proportions. The piers at springing line of arches are six feet in width, battering to nine feet at reinforced footing. The arches are ninety foot clear span, with thirty-three inches thickness of arch ring, which has steel reinforcement at crown, quarter points and spring line. The roadway consists of reinforced concrete floor, supported by columns resting on the arches. The arch ring and spandrel walls are veneered with stone. The balustrades are of cut sandstone. The bridge has a twenty-six foot roadway, and two seven foot sidewalks, and provides for a double track electric line. All steel reinforcement is of plain, round bars. The total cost of the structure was one hundred thousand dollars. We believe the beauty of this design might have been enhanced by omitting the spandrel walls between the secondary arches and columns, affording a light and graceful treatment in lieu of the rather top-heavy appearance of the existing structure. The bridge is, however, a fine piece of work, and very creditable to local engineering talent. The bridge was designed by A. W. Zesiger of the park department. GORDON PARK AQUEDUCT. This structure, the only one of the kind in the city, carries the intercepting sewer on three thirty foot span parabolic arches of reinforced concrete with stone facing. The internal diameter of the sewer is twelve feet, nine inches. The bridge also carries a superimposed park driveway. The structure is simply and appropriately treated, and effective in style. DIVISION X. TRANSPORTATION. CHAPTER LXX. ROADS AND TURNPIKES. The first lines of travel through the unbroken wilderness were the narrow Indian trails that marked the course of the wanderings of the red man. The location of these ancient highways along the crests of ridges and the shores of rivers and lakes served the pioneers as their first bridle paths. The early surveys with their consequent blocking of the land into townships and the laying out of roads in regular order, soon led to the abandonment of many of these aboriginal routes. The more important, however, remain, especially the great east and west thoroughfares where, Euclid, Lorain and Detroit avenues are now located. The first roads were merely ribbons of clearings through the forest. If the land was low and swampy they were sometimes paved with logs, laid crosswise. During the winter and wet season these roads were almost impassible. With the clearing of the forests came more sunshine and wind for the roads, drying them in the summer months, and as the pioneer was relieved of the work of clearing he could pay some attention to bettering his highways. A road or poll tax of two days' work a year was assessed on every man. A small amount of money was available from the sale of United States land, and a limited tax upon property embraced all the resources that the state devoted to these "common roads." In 1838 Atwater wrote "The best common roads are now perhaps m New Connecticut. The roads in that part of Ohio are straight and much labor is expended upon them by the people." (*) The turnpike and plank road came in the '40s. The freight traffic, at first limited to saddlebags and horseback, rude drags and clumsy carts, was later conducted in large covered wagons "Conestego wagons" or "Pennsylvania wagons." The principal route lay from Cleveland to Pittsburg, where it connected with the trans-mountain route to Philadelphia. Whittlesey says : "In these days wheat, pork, flour, potash, and in fact all the merchantable produce in the country, was brought in by four or six horse teams, laboring slowly onward, through roads that would now be regarded impossible, the owners encamping by the roadside wherever night found them. When the Ohio canal was prpjected, our citizens and particularly the produce dealers, indulged in the gloomiest anticipations. No more Pennsylvania teams, with their sturdy horses, and covered * - "History of Ohio," pp. 282-4. 682 - HISTORY OF CLEVELAND wagons would enliven the streets of Cleveland. If Painesville, Black River and Sandusky wanted a canal, they were welcome to it." (1) The first important road projected in the Reserve was the "Girdled Road." On February 29, 1797, the Connecticut Land Company appointed a committee whose report is as follows : "That in their opinion it will be expedient to lay out and cut out, a road from Pennsylvania to the city of Cleveland, the small stuff to be cut out : twenty-five feet wide, and the timber to be girdled thirty-three feet wide, and sufficient bridges thrown over the streams as are not fordable. The said road to begin in township No. 13 in the first range at the Pennsylvania line, and to run westerly through township No. 12, in the second range, No. 12, in the third range, No. 11, in the fourth range, to the Indian ford bend of Grand river ; thence through township No. 11, in the fifth range, No. 1o in the sixth range, No. 1o in the seventh range, No. pp in the eighth range, and the northwest part of No. 9 in the ninth range, to the Chagrin river, where a large creek enters it from the east; and from the crossing of the Chagrin the most direct way to the middle highway, leading from the city of Cleveland to the hundred acre lots. Submitted with respect by Seth Pease, Moses Warren, Wm. Shepard, Jr., Joseph Perkins, Samuel Hinckley, David Waterman, committee. "Hartford, January 30, 1798." This road became known as "The Girdled Road," was the first road laid in the Western Reserve, and parts of it can even now be known by marks left on the trees. It ran from Cleveland to Willoughby. It was laid from Pennsylvania through the townships of Conneaut, Sheffield, Plymouth, Austmburg, where it crossed the Grand river at the Indian ford, now called Mechanicsville, Harperfield and Trumbull, crossed the county line into Thompson county, thence into Leroy, in the county of Lake, into Concord and Kirkland. A part of the road between Painesville and Warren is still traveled. From Kirkland it went to Willoughby, from Willoughby to Cleveland along the line of the present Euclid avenue. (2) The first roads surveyed into the outlying country from the village of Cleveland were the north, middle and south highways, later called St. Clair, Euclid and Kinsman streets. They were run through the ten-acre lots, were six rods wide, and were always considered public highways. But evidence to this had been lost, and the legislature, February 11, 1832, cured the defect by enacting that these roads "be public highways." The county and the townships cooperated in laying out local roads, but the more important ones were projected by the state and called "state roads." Wherever such a road was to be surveyed, the legislature appointed a commission who "laid out" the road, received donations given by the landowners and opened the roadway to traffic. To the outlying towns, roads were built as rapidly as settlers made Cleveland their market. To Bedford, an ancient path led along the valley to Tinkers creek. This was widened into an ox .road and in 183o the state road followed its course. It was one of the first turnpike roads in this vicinity. It followed the present Broadway to Newburg, thence to Bedford, passing diagonally through that township. It is now paved to the county line. 1 - "Early History of Cleveland," P. 468. 2 - Western Reserve Historical Society Tract No. 49. HISTORY OF CLEVELAND - 683 Independence road was opened in 1820, from Cleveland through Newburg, Independence, Brecksville and Hudson to Akron. Today it is a favorite route for automobilists. The picturesque covered bridge that spanned the Cuyahoga in the '3os was partly maintained by a state tax. Mayfield township was organized in 1819 and Mayfield road was opened. In 1826, Halsey Gates built a sawmill on Chagrin river at Gates Mills and in 1834 a tavern with a ball room in it, which was a great attraction. The road to Gates Mills was much traveled. In the '7os, it was planked from East Cleveland, through Euclid and Mayfield townships. Some of these planks are yet in place, much to the annoyance of the multitudes of automobilists who continually pass over the road. The mill, the old tavern and the highway have renewed the popularity of their youth. The settlement at Newburg, then the most important one in the county, was early provided with two roads„ one following the ridge northward to Doan's Corners, which later became Doan street, and the other following the river, valley northwestward to Cleveland, and southeasterly to Hudson. The latter road was made a state road in 1822. It is told of 'Nehemiah Marks, who came to Newburg in 182o, that he walked back to Connecticut in thirteen days, returning with a team of horses, the return journey occupying a month. (3) To the west of the city the ridges formed a natural highway. Detroit street follows one of these ridges along the old Indian trail to Sandusky. The extension of this road westward formed the first highway between Cleveland and the Huron river. In 1809, when the region was still a wilderness, the legislature provided an appropriation for opening this highway and appointed Ebenezer Murray of Mentor, Nathaniel Doan and Lorenzo Carter of Cleveland, to supervise the work. It crossed Rocky river near its mouth and followed the lake shore westward to Huron and Sandusky. Until 1814 it was the only road west from Cleveland. It was known as the Cleveland and Huron, and later as the Milan, state road. (4) The road to Rockport was a favorite pleasure drive thirty years ago. In 1822 the route to Sandusky was shifted to the ridge road, following it to Black river at Elyria, thence by North ridge to Sandusky. A second road was early developed through Dover Center after the settlement of that township in 1810. This was Coe ridge road, named after A. M. Coe, an early settler. It remains the most important of the ridge highways. It was early extended to Elyria and was a post road of importance. During the War of 1812 the route from Cleveland to Pittsburg for the conveying of supplies and the mails, passed through Newburg, thence southeasterly to Solon. The road was practically abandoned in 1820 when the more favored road through Independence and Hudson was opened. With the settlement of Solon the road was repaired. In 1833 it was made a state road from Aurora, Portage county, through Solon and Newburg to Cleveland.. Philo Scoville and James S. Clark acted as commissioners for Cuyahoga county and Ahaz Merchant surveyed the road. In February, 1833, the legislature appointed a commission to survey and "las' out" the state road from Chardon "to the most convenient pint between Cleveland and Chagrin." This was a continuation of the state road from Chardon eastward that had been opened some years before. 3 - Johnson's "History of Cuyahoga County," p. 482. 4 - See N. B. Dare, 'Annals Early Settlers Association," Vol. 3, PP. 539-42. 684 - HISTORY OF CLEVELAND The Warrensville rold was opened about 1817. In 1825 the state authorized the surveying of a road through Kinsman township in Trumbull county to Cleveland, passing through Orange and Warrensville. About 1850 a company was formed to grade and plank it. But it was soon abandoned by the company, and until 1876 was a public road. In that year the Cleveland and Warrensville Plank Road Company paved it with planks from the city limits to within a mile of the center. Later the county assumed charge of the road and it is now paved with brick. The road from Brooklyn through Strongsville southward to Wayne county was one of the most imp6rtant in this part of the state. It passed through the village of Albion, which was settled in 1830 and assumed some importance, the turnpike bringing its taverns a brisk trade. "Many four horse and six horse teams traveled the road, drawing big wagons with tires six inches wide, heavily loaded with farm produce, destined for Cleveland, or with merchandise from that place for use in the country." (5) The toll gates were removed during the war and the road became public property. The railroad attracted the traffic from Albion to Berea. In 1822 Columbiana, Portage and Cuyahoga counties petitioned the legislature to establish a road from Lake Erie to the Ohio river, fortifying their position with facts showing that the cost of transportation from New York to Cleveland would be reduced to one dollar per hundred pounds, and from Lake Erie to the Ohio, from fifty to seventy-five cents per hundred pounds. (6) Later a mass meeting was held in the Cleveland courthouse, urging haste upon the legislature. The following year a commission was appointed to lay out such a road but the building of the canal made it unnecessary. These roads were not very well built. Occasionally in their despair the citizens appealed to congress for aid in road building. In 1821 the conditions of travel to Columbus were so discouraging that the citizens of this section petitioned congress for aid, but the national government confined itself almost entirely to the Cumberland road, that passed through the heart of the state. In 1824 congress provided aid to a road from the Western Reserve to the Maumee river, through the great Black swamp. But Cleveland got virtually no aid from congress. The hardships of carrying freight in these years shown by the following statement of Schuyler C. Oviatt: "In September, 1831, a merchant firm near here had about fifty tons of cheese, more or less, to ship to a commission house in Cincinnati. J. W. Weld of Richfield acted as supercargo to make the transit and I, a lad just in my teens, accompanied him. The cheese packed in casks, was hauled in wagons to Boston on the Ohio canal and loaded in a canal boat. The Ohio canal at that time was finished only to Dresden, about half way to the Ohio river. Arriving at Dresden, the cheese was loaded on wagons and taken about one mile across land to the Muskingum river and loaded on a flat boat or ark, then floated down with the current all the way to Marietta. Many were our experiences during that serpentine trip, usually being obliged to tie up the boat at night. * * * The cargo was promptly delivered in about 5 - Johnson "History of Cuyahoga County," p. 525. 6 - See "Herald," Dec. 11, 1821. HISTORY OF CLEVELAND - 685 one month after starting on its journey. * * * Passengers could make the trip by stage in three or four days, when the roads were good." (7) It took two months to drive a drove of cattle to Boston, Massachusetts, in 1841. TURNPIKE AND PLANK ROAD COMPANIES. With the completion of the Ohio canal the state seems to have abandoned the policy of laying out state roads and instead gave to private corporations the right to improve certain roads and then charge, a toll. The state subscribed usually for a portion of the stock in the company. At once there sprang up in every part of the state innumerable turnpike and plank road companies. They were called "The Farmers' Railway," and for a time they flourished. By 1870 they had virtually all vanished and the counties were charged with the improvement of the roads. The first plank road completed in this vicinity was the Chagrin Falls (8) roads In November, 1849, five miles of this road were planked and on November 22d, the first toll was collected. The planked portion of the road was eight feet wide; the turnpike portion, well graveled and ditched, was forty feet wide. This road enabled one to drive from Newburg to Cleveland in thirty minutes, to the delight and marvel of the travelers and it was estimated that a team could draw four and a half times as much over its planks than over an ordinary dirt road. There was some fault found with the tolls. They were as follows: A two horse wagon loaded, two cents a mile ; unloaded, one cent; for every additional horse, one half cent; for pleasure carriages, one cent a mile for each horse; horse and rider, one cent per mile ; droves for every twenty horses, one cent, for every twenty head of cattle one half cent, and for every twenty sheep or hogs a quarter of a cent a mile. The plank road to Willoughby was next completed and was soon followed by plank roads to Twinsburg and Rockport. A plank road was contemplated to Wooster in 1845, when there was a meeting in the courthouse to talk it over and Samuel Starkweather, Prentiss Dow and W. F. Allen, Jr., were asked to confer with Wooster and the intervening towns. But it was not until 1849 that a company was incorporated and a road begun. These roads stopped at the city limits. The streets were not paved and the horses and wagons often "wallowed in the mud" as they entered the city. (9) These turnpikes were maintained by tolls. Various rates were charged in various parts of the state but on March 12, 1844, a law was passed providing for uniform toll on all state turnpikes. The following April a meeting of stockholders was held in Columbus to fix the tolls. It does not appear that there were any representatives from Cuyahoga county present at this meeting. The following rates were adopted: For every ten miles traveled: for every sheep two and one half mills ; for every hog, five mills ; for every horse, three mills ; for every rider, six and one quarter mills; two or four wheeled vehicles drawn by one animal, twelve and one 'half mills ; each additional animal, six and one quarter mills ; every four wheeled 7 - "Annals Early Settlers Association," Vol. 4, P. 470. 8 - "Herald," Nov. 28, 1849. 9 - "Herald," July 4, 185o. 686 - HISTORY OF CLEVELAND vehicle, including carriages, barouches and stages, drawn by two horses, twenty- five mills, each additional horse, six and one quarter mills; every sled or sleigh, drawn by one animal, ten mills ; each additional animal, five mills. All wagons carrying less than five thousand pounds, with a tire not less than four inches wide, were given a reduction of twenty-five per cent. "All wagons carrying over five thousand pounds to be charged full toll without reference to width of tire," and an additional charge for excess weight was provided. (10) STAGE COACHES. But the glory of the ante-railroad days was the stagecoach, with its rollicking companionship making amends for its discomforts, its wayside taverns and its rushing importance through village streets and country roads, giving an air of the England of Dickens and of our own Irving to the travel. Of stage routes Cleveland had a number. "Cleveland during that period was a noted center of the stage lines between the east and the west and the south, until that system of travel was superseded by the railway system about 185o, when the blast from the bugle and the crack of the stage driver's whip was no more heard along the turnpike on the high and dry parallel ridges and ancient shores of Lake Erie." (11) One of the first stages was opened to Painesville in 1818. "The Gazette," August 11, 1818, announces: "A mail stage has commenced running between this village and Painesville. It leaves Painesville every Thursday at 4:00 o'clock p. m. and arrives in this place every Friday at 10:00 o'clock a. m., and leaves this village the same day at 2:00 o'clock p. m. and arrives at Painesville every Saturday at 8 :oo o'clock a. m. Persons traveling to Painesville will find it to their interest to go in the stage, as traveling can be done with greater facility than by riding a single horse, and the expense is not so great." In 1820 a stage line was established to Columbus and Norwalk, and soon thereafter to Pittsburg. The Norwalk line left Cleveland every Friday at 1 :oo o'clock p. m., and Norwalk every Wednesday at 12:00 m. In 1824 a stage was running to Pittsburg twice a week, also one three times a week to Buffalo, and one twice a week to Norwalk. "These lines afford great facilities to travelers and men of business, and the news of the day circulates with celerity compared with what it did a few days ago." (12) The Columbus line seems to have given a good, deal of trouble. The roads to the south were through a clay soil and almost impassible. "Another failure of the western mail renders it out of our power to give any later intelligence from our state legislature than was published in our last. We hope that we shall be no longer disappointed in the receipts of southern papers as there is a mail route established direct from Columbus by the way of Worthington, Mt. Vernon, Loudonville, Wooster, Harrisville and Medina, to this place. The mail on the above established route arrived here on Wednesday evening last but (probably from the circumstance of its being the first time) there were no 10 - "Ohio Documents" No. 22, 1845. 11 - Howe's "Historical Collections of Ohio," Vol. 1, p. 504. 12 - "Herald," April 2, 1824. HISTORY OF CLEVELAND - 687 packages from farther south than Wooster. As the arrangement now is, the mail will arrive here on Wednesday at 6:00 p. m. and leave on Thursday at 6:00 a. m." (*) But the anticipation of the careful editor was not fulfilled. The mail from the south was not regular and "no mail from Columbus," continued to be a frequent comment in the papers. In 1826 the stage fare from Euclid to Erie, one hundred and four miles, was three dollars. The stage left Belden's tavern every evening at 10:00 and arrived at Erie the next afternoon. The fare to Buffalo, two hundred miles, was six dollars, and forty hours were required for the journey. In 1833 an "opposition line" was started to Buffalo and Erie. The stage left from Welsh's commercial Coffee House every morning at 4:00 o'clock. As traffic increased, competing lines multiplied. In 1837 the following lines were in operation : "Buffalo via Erie, every day at 2:00 p. m.,; Pittsburg via Bedford, Hudson, Deerfield, Salem, etc. 'Pioneer Stage Company,' every morning at 8:00 o'clock. Pittsburg mail stage every day at 10:30 p. m.; 'Pittsburg- Phoenix line,' 8:00 a. m. daily ; Detroit daily at 5:00 a. m., Columbus and Cincinnati every other day via Wooster and Mt. Vernon." The Pioneer line advertised its stage "to Wellsville, thence to Pittsburg by boat, time from Cleveland thirty hours." At Pittsburg connections were made for, Philadelphia and the east. In the winter when the roads were in frightful condition, it sometimes took twelve days to go to Pittsburg. (13) In 1846 there were stages to Buffalo via Erie; to Pittsburg via Beaver ; to Cincinnati via Columbus ; to Detroit via Toledo ; all leaving every morning at 8 :oo o'clock. Also a stage to Warren leaving Monday, Wednesday and Friday, at 5:oo a. m., connecting with a line of packets to Beaver and steamboat to Pittsburg. These stages all left from the Franklin House. Neal Moore & Company were the proprietors of the stage line. In 1848 the Ohio State Company competed with this line. In 1850 a second stage to Warren was started and a stage to Massillon and Akron was added. In 1828 an article on "Summer Traveling" appeared in the Ohio Journal. It describes a journey from Cincinnati to New York, to which "region the great mass of summer traveling from the south, and from the Mississippi valley trends." The following paragraphs show the condition of travel through Ohio: "From Cincinnati, the great point of landing for steamboat passengers from the lower Ohio and Mississippi, there are two or three variant routes across the state of Ohio. The most direct, is a stage route from Cincinnati via Reading, Lebanon, Waynesville, Xenia, Yellow Springs, Springfield, Urbana, Upper Sandusky, Oakley and Lower Sandusky, to Sandusky City, two hundred and thirteen miles. By leaving this route at Springfield and going eastwardly to Columbus, the state capital, and from thence northwardly through Sunbury, Mt. Vernon, New Haven, Norwalk and Milan, you arrive at Sandusky City aforesaid, in a distance of two hundred and forty-five miles. By branching off from the last mentioned route at Mt. Vernon and passing through Loudonville, Wooster and Medina, you arrive at Cleveland on the southern shore of Lake Erie, sixty miles east from the port of Sandusky, and at the commencement of the Ohio Grand Canal. * "Register," January 18, 1820. 13 - "Herald," Aug. 21, 1839. 688 - HISTORY OF CLEVELAND Distance from Cincinnati, two hundred and fifty-five miles. Or you may take a canal boat and sail up the Miami canal, past the towns of Hamilton, Franklin, Miamisburg and Alexandersville, to Dayton, sixty-seven miles, then take a stage to Springfield, twenty-five miles, and from thence any one of the three routes before mentioned. "From Sandusky City, the principal place of embarkation on Lake Erie, you take a steamboat and sail along near the United States side of the lake at from three to ten miles distant from The shore, past Huron and Rocky rivers, Cleveland, Chagrin, Grand River, Ashtabula, Erie in Pennsylvania, Portland and Dunkirk, in New York, to Buffalo, two hundred and fifty miles." (14) Sandusky was Cleveland's active rival in those years. Cleveland is not mentioned with enthusiasm in the periodicals of that date, but from the time the canal brought prosperity, and fine homes and gardens surrounded the Square and lined St. Clair and Lake streets, writers and travelers always spoke of the beauty of our town. The Franklin House was the stopping place for most of the coach lines. A few stopped at the Mansion House, kept by Noble Merwin. The great Pennsylvania freight wagons made Spangler's Tavern, on the north side of Superior street, west of the Square, their headquarters. These Pennsylvania wagons were "covered with painted canvas and carrying many tons of nails and iron from beyond the Allegheny Mountains, each drawn by six or eight enormous horses— with big bear skin covers on the collars, and many bells on their saddles—and driven by a single rein from the leader to the teamster, seated on the nigh wheel- horse. The horses were unharnessed in the street before some teamster hotel, and baited from the mangers hanging from the hulks of the old arks. They remained camping on the spot all night. * * * These great wagons were as strong as ships and carried five to ten tons of goods, and on a mountain road, coming down grades, were as terrible as an avalanche to the small craft that disputed the right of way." (15) Mayor Case made the journey by stage to Pittsburg in 1850 and wrote: "We had a very tedious journey in a coach. The roads were dry and dusty. Huge gray clouds of dust would sift through the door and windows of the carriage, completely covering us in a mantle." The mayor was elated over the prospects of Cleveland, for he says in the same letter that they "are now brighter than at any former period. Real estate has arisen in value this last year twenty per cent; outlying lots, fifty to one hundred per cent. People abroad begin to look more to us. Two railroads are now completed and three plank roads are in operation." (16) The canal did not replace the stage excepting along limited lines of travel. The railway, however, changed the map of the country by shifting the lines of commerce and centering the traffic in-the large cities. Along the state roads and turnpikes the avoided stage towns began to decay, the taverns fell into slovenly ways and the rickety coaches were sent to spend their last weary days, creak- 14 - Qucited from "Civil Engineer and Herald of Internal Improvement," July 19, 1828. 15 - Judge James D. Cleveland in "Annals Early Settlers -Association," Vol. 3, p. 702. 16 - "Letter quoted in the "Plain Dealer," July 8, 1909. HISTORY OF CLEVELAND - 689 ing with age and rheumatic from exposure, on the tiny mail routes between the fortunate railroad towns and remote and unknown hamlets. There has been a great revival in road building in recent years. Now, however, the county provides the means and the county commissioners supervise the Work. A tax levied upon the county, a special assessment upon adjoining owners, and bond issues to the amount of one per cent of the county's tax duplicate, are the sources of revenue for improving roads. Over three million dollars worth of bonds have been issued by Cuyahoga county for this purpose. Over two hundred miles of country road have been paved and nearly that many more are now being paved, or plans are made for their paving. The first of these pavements were macadam. They have yielded to brick laid on a concrete base. These roads are usually thirty feet between ditches, the paved portion measuring fourteen feet, leaving an earth road about twelve feet wide. Over these well built roads the truck farmer brings his produce to market, and the automobiles glide with taunting ease and speed, typical of the progress man has made in material things since the days of the ox cart and the impossible mud highway. CHAPTER LXXI. THE CANAL. It seems almost ridiculous that the crooked, muddy, little Cuyahoga, forcing its sluggish channel over a sand bar into the lake could have been regarded as commercially important by the early geographers and statesmen. Benjamin Franklin, in 1765, pointed out its importance as a military station ; and Washington when he urged upon the Virginia house of representatives the building of a canal for connecting the Ohio and the Potomac, and later when he became president of a company organized to unite the Hudson with the Great Lakes, designated our river as of strategic importance. Douglass, in 1749, and Pownall, in 1756, suggested its trade possibilities. (*) But they had all learned of the Indian, whose famous trail from the great bend in the Cuyahoga at Old Portage led to the head waters of the Tuscarawas, near the present town of Barberton, a portage of only seven miles that opened a navigable route between the waters of the Great Lakes and the Ohio and its tributaries, and the shortest route between Lake Erie and the Monongahela and Potomac. The town of Cleveland and the settlers of the Monogahela and Potomac. The town of Cleveland and the settlers of the Reserve did not benefit by this fortunate geographical situation until the rapidly increasing population of the central and southern part of the state was forced to find ampler and cheaper means of transporting the products of its fertile fields and multiplying factories to the eastern market. The rich central counties of the state had no egress to the world while to the north stretched the lake and to the south flowed the Ohio, both ample waterways to the great markets of the world. Thus began the agitation for canals. The words of Washington and of Franklin were * - Whittlesey's "Early History of Cleveland," pp. 461-3. 690 - HISTORY OF CLEVELAND recalled, the fervid eloquence of Clay the champion of internal improvements, the popular political issue of the new state, and the splendid work of DeWitt Clinton, the builder of the Erie Canal, inspired the Ohioans to open the entire state to the traffic of the lake and the river. Several private corporations attempted to secure franchises from the state prior to 1820, but the legislature refused to sanction their plans. The agitation begun by these private interests aroused the legislature, and in 1817, the year that work was begun on the Erie Canal, a resolution was introduced in the gen eral assembly demanding the construction of canals by the state. In the state campaign of 1818 canals were an issue, and members of the new legislature were quite generally pledged to support internal improvements. Governor Brown in his inaugural address, December 14, 1818, made the first executive mention of the canals when he said : "It seems necessary to improve the internal communications and open a cheaper way to market, for the surplus produce of a large portion of our fertile country." On January 7, 1819, on resolution of Representative Sill of Ross county, a committee was appointed to investigate the feasibility of a canal from the lake and the Ohio river. A favorable report from this committee led to no action however, and Governor Brown again urged the subject upon the legislature in his message of December 7, 1819. On the 14th of January, 182o, at the behest of the legislature, Governor Brown submitted a detailed statement to the assembly, containing quite explicit calculations of cost and naming several possible routes, including "the famous portage between the Tuscarawas and Cuyahoga. Both these rivers it is believed may be made tributary to a water communication over that portage which divides them." On the 23d of February, 1820, a joint committee of both houses reported a bill authorizing the appointment of three commissioners "for locating a route for a canal between Lake Erie and the Ohio river," and authorizing them to employ the necessary engineers. It was provided also that congress should be asked for aid, but no aid was ever tendered by the national authorities. In November, 1823, delegates from Pennsylvania, Virginia Maryland and Ohio, met at Washington to discuss the Potomac and Ohio canal project. About two hundred delegates attended, and a committee was appointed to investigate connecting "Cuyahoga creek and other waters of Lake Erie" with the Pittsburg and Ohio canal. Agitation continued, the advantages of the New York route over the New Orleans route were extolled and in 1821 a majority of "canal men" were elected to the assembly. A vigorous message from the Governor led to the appointment 9f a committee of five, on motion of M. P. Williams, of Hamilton county, to investigate the feasibility of canals. This committee reported emphatically in favor of canals, and on January 31, 1822, a law was enacted, empowering the Governor to name an engineer and appointing the following gentlemen as the first canal commissioners of the state : Benjamin Tappan, Alfred Kelley, Thomas Worthington, Ethan A. Brown, Jeremiah Morrow, Isaac Minor and Ebenezer Buckingham, Jr. These commissioners were commanded to have the necessary surveys and estimates made "from Sandusky Bay to the Ohio river ; from the Maumee river to the Ohio river; from the lake to the river aforesaid by the sources of the Cuyahoga and Black rivers and the Muskingum river; and from the lake by the sources of the Grand and Mahoning rivers to the Ohio river." HISTORY OF CLEVELAND - 691 The state was fortunate in securing Samuel Geddes, one of the engineers of the Erie Canal, for this service. Two years he devoted to the study and preliminary surveys of the possible routes. The principal problem was to secure an ample water supply over the Erie water shed. On January 3, 1823, the commissioners made their first report. The important question of which route to follow was fully discussed. The engineering difficulties td be encountered in the Cuyahoga valley and the mills already built at its falls (in the thriving town of Cuyahoga. Falls), rather inclined the engineer to favor the Black river. But there was not enough water. The report says : "It will be seen that a canal led through either the valley of the Mahoning, Tuscarawas or Killbuck must depend for a necessary supply of water, at their respe&ive summit levels on the Cuyahoga river, and it is the opinion of the engineers that the river is no more than sufficient to supply one canal." The engineer in his report thought that the Cuyahoga route would ruin many mills that had been erected at its falls. On the other hand the Black river route he said offered no suitable site for a city at the mouth of the river. Jeremiah Morrow, having been elected Governor, the legislature elected Micajah P. Williams as commissioner in his stead, in January, 1823, and the commissioners were authorized to appoint two of their number as "Acting Commissioners" to have the actual charge of the work. The commissioners served without pay, but the acting commissioners were allowed two dollars per day. Alfred Kelley, of Cleveland, and M. P. Williams, of Hamilton county, were appointed acting commissioners, and the promptness and thoroughness of the work done, indicated the wisdom of this selection. Mr. Kelley was sent to New York to investigate the Erie Canal and hire several engineers. In its second report, January 21, 1824, the commission discussed the various routes in great detail, It was still an open question whether the Cuyahoga or Black river vallty should be followed from the water shed to the lake. The state had not yet decided to build a canal and the report includes a number of arguments setting forth the advantages of canals. Among these is the statement that New York salt from Onondaga, could be delivered on the shores of Lake Erie for thirty cents per bushel, and by canal for thirty-seven and a half cents throughout the state. A number of letters 'addressed to the commission from prominent men were appended to the report. One is from DeWitt Clinton, in his characteristic style : "The projected canal between Lake Erie and the Ohio river, will, in connection with the New York canals, form a navigable communication between the Bay of New York, the Gulf of Mexico and the Gulf of St. Lawrence; of course it will embrace within its influence the greater part of the United States and the Canadas. The advantages of a canal of this description are so obvious, so striking, so numerous and so extensive, that it is a work of supererogation to bring them into view. The state of Ohio, from the fertility of its soil, the benignity of its climate, and its geographical position, must always contain a dense population, and the products and consumptions of its inhabitants, must forever form a lucrative and extensive inland trade, exciting the powers of productive industry and communicating aliment and energy to external commerce. But when we consider that this canal will open a way to the great rivers that fall into the Mississippi, that it will be felt, not only in the immense valley of that river, 692 - HISTORY OF CLEVELAND but as far west as the Rocky mountains and the borders of Mexico ; and that it will communicate with our great inland seas and their tributary rivers, with the ocean in various routes and with the most productive regions of America, there can be no question respecting the blessings that it will produce, the riches it will create and the energies that it will call into activity." (*) Such a glowing picture from so great an authority, had its desired effect. Meanwhile, the third report of the commissioners, January 8, 1825, was made. It gave in precise detail the various routes. The Black river and the Cuyahoga still contended for the honor. The harbors at the mouth of both these streams were examined. The report says : "Both these rivers are sufficiently deep to admit vessels of the largest class which can advantageously navigate the lakes, for a much greater distance from their mouths than will ever be required for harbors ; and are sufficiently capacious to accommodate any commercial business which will ever be transacted on the lakes. The Cuyahoga will average sixteen rods wide for two miles from its mouth. In many places it is twenty rods broad." The modern freighter makes these assertions seem impossible. The commissioners mention the sand bars that form at the mouth of these streams annually, and recommend that piers be built into the lake one thousand and sixty-five feet in length on either side of the stream's mouth, to maintain sufficient current to wash away the sand, this to cost five thousand dollars. This was subsequently done, but not by the state. This detailed report resulted in the passage without debate of the canal law, February 4, 1825, by a vote of thirty-four to two in the senate and fifty-eight to thirteen in the house. The "Act to provide for the internal improvement of the state of Ohio by navigable canals," provided: a canal commission of seven members appointed by the legislature who should choose three "acting commissions ;" a "canal fund," consisting of such moneys as the state may assign or private individuals might donate ; a board of three "canal fund commissioners," to be elected by the legislature for six years and have surveillance of the fund, and empowered to borrow four hundred thousand dollars for 1825, and in any succeeding year not more than six hundred thousand dollars, these loans to be based on six Per cent bonds, redeemable at the pleasure of the state between 185o and 1875. The first bonds sold at ninety-seven and a half. All later sales were at a premium. Thus the canal was finally authorized, after eight years of continuous agitation. The news of the passage of the bill was received with enthusiasm in most parts of the state. Alfred Kelley and M. P. Williams were promptly reappointed acting commissioners, and David S. Bates, of Rochester, New York, chief engineer. The Cuyahoga route was not determined upon until May 5, 1825, when the board met at Wooster. The fact that Cleveland was at the mouth of the river, or that a harbor was possible, do not appear to have influenced the board in their choice. The amount of water in the Cuyahoga route was the deciding factor. The people along the Killbuck-Black river route seem to have taken their disappointment in good spirit, "highly creditable to themselves and worthy of general imitation," says the commission. * - "Canal Documents," p. 85. HISTORY OF CLEVELAND - 693 Meanwhile the Erie canal was completed, and the cheaper rates were felt here. Cleveland's interest in this great canal was genuine. October 26, 1825, a "grand dinner" was given in Merwin's Tavern celebrating its opening to traffic. There were "pigs, sirloins and fowls and a few pies, puddings, etc." (*) It was determined to begin work at once at Licking Summit, and Governor Morrow invited DeWitt Clinton to come and dig the first spadeful of earth, So. attended by his staff and Colonel Solomon Van Renssalaer, who had seen service in Ohio's wilderness under General Anthony Wayne, and by Messrs. Rathbone and Lord, of New York, who had purchased the first canal bonds, and by Federal Judge Conkling, of New York, the "Father of the Erie Canal" came into Ohio, and he came like a conqueror. He wrote that he would arrive in Cleveland on June 30, 1825. It was uncertain whether he would come by boat or by stage, and Noble Merwin sent his son, George B., on horseback to Condit's Tavern in Euclid, where the stage changed horses to bring in haste the word whether the distinguished visitor was a passenger on the stage. The governor had elected however, to come by water and the population gathered at the point near the lighthouse to see the boat come in. It was a beautiful day, and the "Superior," a stately steamboat, gaudily dressed in flags and streamers, made a fine show as she came to anchor at the mouth of the river and fired her signal guns. Governor Clinton was brought to the foot of Superior street in a yawl, where he was received by Governor Morrow of Ohio and the reception committee, and escorted to the Mansion House. Here he was formally welcomed by Judge Samuel Cowles. The majestic Clinton made a profound impression on all who saw him. He was a very large man, with an immense forehead, crowned with jet black hair. His eyes were brilliant black and his speech ponderous and impressive. At sunrise the following morning a small cannon was fired at lighthouse point, and an extra stage was started with the notables for Licking Summit. Noble H. Merwin, on horseback, hastened to "Mother Perkins' Tavern" at the mouth of Tinker's creek, near Bedford, to apprise her of the coming of the distinguished party so that she could have a breakfast of ham, eggs and biscuit ready for them. (1) By stage the party journeyed to Newark, where a great throng, including the state officers and the militia, had assembled. On the morning of July 4th they all repaired to the "summit" some three miles west of Newark, and there, under the beech trees that clothed the hilltop, DeWitt Clinton lifted the first spadeful of earth and Governor Morrow the second. Senator Thomas Ewing was the orator of the day, but Governor Clinton was the hero, overwhelmed with attention. Atwater quaintly describes this historic occasion : "At these demonstrations of respect and gratitude, spontaneously given, Governor Clinton wept. Surrounded as he always had been, by the politicians of his own state, such tokens had never before been tendered him." (2) Clinton remained in Ohio several weeks. "From one shire to another Clinton was attended by all its county officers, and the most distinguished citizens of each county to its line, where the governor was received by a similar escort from the adjoining county and by them conducted to the next city or town. In this manner he passed across * - "Herald." 1 - George B. Merwin in "Annals Early Settlers Association," Vol. 6, p. 40. 2 - "History of Ohio," p. 267. 694 - HISTORY OF CLEVELAND the state. As soon as he appeared in sight of any town, the bells of all its churches and public buildings rang their merriest peals ; the cannon roared its hundred guns, and a vast crowd of citizens huzzaed, 'Welcome, welcome, to the Father of Internal Improvements. * * * Every street where he passed was thronged with multitudes and the windows were filled with the beautiful ladies of Ohio, waving their snowy white handkerchiefs and casting flowers on the pavement where he was to pass on it. Every town where he went gave him a public dinner." (3) This triumphal journey dispelled much of the doubt that the state was overburdening itself by these vast undertakings and incidentally lent impetus to. the DeWitt Clinton presidential boom. The construction of the canal now went promptly forward. The commissioners determined that it would be wise and politic to build the northern section from Akron to Cleveland first. On June io, 1825, bids were received for building the first fourteen miles northward from the summit at Akron. There were a great many proposals, contractors from the newly completed Erie canal having come here to bid. On July 9th and August 29th, the remaining portions from the summit to the lake were let, excepting the section immediately in the neighborhood of Cleveland. It had not yet been determine' where and how the canal should debouche into the river. By the terms of these contracts, the work was to be done by October I, 1826. The estimated cost for this portion was $490,636.53 but the brisk competition brought the contracts some $48,500 lower. (4) Between one thousand, five hundred and two thousand men were at work in the fall of 1825, but the malaria incapacitated many of them. Cleveland at once felt the impetus of canal trade. These laborers nearly all passed through Cleveland. The contractors bought supplies here. The prospect of cheap rates to the south and of the trans-shipping here to the lake boats, lured merchants and warehousemen. Originally it was planned to end the canal about three miles from the mouth of the river. The citizens of Cleveland subscribed five thousand dollars toward having it extended through the town nearly to Superior street. The change added twenty thousand dollars to the cost. (5) Two locks were built at this point "of sufficient dimensions to admit the passage of sloops and schooners of the largest size now navigating the upper lakes from the river into a large basin near the termination of the canal. In this basin the vessels of the lake and the boats of the canal may meet and exchange their cargoes in perfect safety. Canal boats may with equal facility descend into the river and there meet the vessels or pass into the lake." (6) The reputation of the Cuyahoga valley for malaria had caused a scarcity of labor that retarded the 'work nearly a year. Great efforts were made to hasten the completion, for the people were clamoring for results. A large amount of merchandise and other freight had accumulated at Akron and Cleveland in anticipation of the opening of navigation. By July this section was substantially finished, excepting the locks that connected with the river in Cleveland, and on July 4, 1827, "two years from the commencement of the work, the first 3 - Supra Cit., p. 27o. 4 - "Canal Documents," p. 183. 5 - "Fifth Annual Report Canal Commissioners." 6 - "Report of Commissioners," January 18, 1827. HISTORY OF CLEVELAND - 695 boat arrived at Cleveland, being descended through forty-one locks, passed over three aqueducts and through thirty-seven miles of canal. Much solicitude was felt for the success of this first experiment on a new canal passing through so many difficult and hazardous places. The result, however, fully answered the reasonable expectations of the most ardent friends of this policy." 7 Governor Trimble in his annual message in 1827, mentions the event : "The northern section of the Erie and Ohio canal presenting the most difficult and expensive part of the line, was opened early in July last. On the 4th the first boat descended from Akron, a beautiful village at the Portage summit, to Cleveland. She was cheered in her passage by thousands of our delighted fellow citizens, who had assembled from the adjacent country at different points on the canal to witness the novel and interesting sight. The gentle descent of a boat of fifty tons burden, from an eminence of four hundred feet, consummating on the day of American independence, the union between the waters of the north and the south, presented a scene grand beyond description, and could not but have awakened in all who beheld it, feelings of the most exalted patriotism and devotion to the cause of internal improvements." In Cleveland, of course, it was a gala day. Elaborate preparations were made as the following notice in the "Herald" shows : "At a meeting of the mechanics and farmers, held at the Academy in this village on the 24th instant to take into consideration the expediency of celebrating the anniversary of American independence, together with the opening of the Ohio canal, it was resolved unanimously, that we celebrate the day as becomes a free people. A procession will be formed at the Franklin House at 10:00 o'clock a. m. and proceed to a place selected for the occasion, when the Declaration of Independence will be read, and the oration delivered. The procession will then return to the Franklin House, where a suitable dinner will be prepared for the occasion. "The mechanics and farmers of this and adjoining towns are respectfully invited to cooperate and join with us in the festivities of the day. By order committee "Cleveland, June 26. A. SHERWIN, JR., Secretary." The canal boat "State of Ohio" having on board Governor Trimble, state officials and the canal commissioners, left Akron July 3. They were met at Boston by the "Allen Trimble." with the Cleveland party. On the 4th the "Pioneer" left Cleveland "with a full load of passengers, accompanied by a band of music and proceeded up the canal about six miles, where she met the two boats coming down. A salute was fired and the boats returned in company. The scene on approaching the village was truly exhilarating. The banks of the canal and the neighboring eminences were lined with spectators. The boats with their flags and decorations presented an imposing appearance, the flags with appropriate inscriptions and the standards of the state and union displayed from Bel- den's Tavern and the Franklin House, the alternate discharge of cannon, in quick succession from the shore and boats, mingling their thunders with the lofty strains of the band and the merry windings of the horn and bugle, all these circumstances combined with the idea that these were the effects and evidences of the enterprise and spirit of 'Young Ohio,' which but a quarter of a 7 - "Sixth Annual Report of Commissioners." 696 - HISTORY OF CLEVELAND century since was to all interests and purposes terra incognita to the rest of the world, produced an impression on the mind not soon to be obliterated." A procession was formed at the foot of Superior street and it proceeded to an arbor erected on the Square. Here the Declaration of Independence was read by John M. Sterling, Esq., and Reuben Wood delivered the oration. A "sumptuous dinner" at Belden's tavern was served to the elite. "The company sat down to dinner at 3 :oo o'clock and the residue of the day was spent with great good feeling." Fifteen regular toasts and "many volunteer toasts" were drunk ! In the meantime the "Mechanics and Farmers" met in the Franklin House, had their dinner and also drank many toasts. One of these was to "Lake Erie— on thy expansive bosom shall be borne the luxuriant products of the Mississippi valley ;" and another to "The Fair Sex—The greatest supporters of our happiest institution, matrimony." In the evening "a splendid ball was given at Belden's assembly room, at which was present a large number of ladies and gentlemen.. The hall was handsomely decorated and at either end was a transparency, one having upon it in large letters 'Erie Canal' and the other 'Ohio Canal.' " 8 It was July, 1830, before the first boat passed from Cleveland to Newark, one hundred and seventy-four miles, just five years after Clinton had made the journey by coach, and it was not until 1832 that the first boat could pass from Cleveland to Portsmouth, from the lake to the Ohio river, a distance of three hundred and nine miles. From Cleveland to the Portage summit, a distance of thirty-seven miles, the ascent is three hundred and ninety-five feet, requiring forty-four locks. In four places the river was diverted into a new channel to make way for the canal ; three aqueducts and two dams were required to complete this portion of the work. From the summit level to Dresden on the Tuscarawas, one hundred and nine miles, a fall of two hundred and thirty-eight feet was overcome by twenty-nine locks. From Dresden to Newark, forty-two miles, nineteen locks were required for an ascent of one hundred and sixty feet. From Newark, at the Licking summit, the canal descended by fourteen locks to Groveport, thence by eight locks to Lockbourne on the Scioto, two hundred and nineteen miles from Cleveland. The descent through the Scioto valley to the Ohio is two hundred and eleven feet and through twenty-four locks at Portsmouth four hundred and thirteen feet lower than the Licking summit, and ninety feet below the Lake Erie level. The canal follows the bed of streams the entire distance, excepting at the Portage and Licking summits. There were several branches of the canal, principally the Walhonding and the Hocking. The state later completed the Miami and Erie canal from Toledo to Cincinnati. The entire cost of these canals was $14,340,572.59, the Ohio canal costing only $4,695,203.32. In 1829 a private corporation began the Pennsylvania & Ohio canal from 'Akron along the Cuyahoga river to Kent,' thence to the Mahoning, to the Pennsylvania state line. The state of Ohio subscribed one third of the one million dollar capital stock. In 1838 the canal was built. In 1852 the Mahoning Railroad Company acquired a controlling interest in the stock and paid the state 8 - "Herald," July 6, 1827. HISTORY OF CLEVELAND - 697 thirty thousand dollars for its shares, agreeing to keep the canal navigable. But it charged such excessive tolls that there was no business and after much litigation the canal was abandoned and transferred into a railroad bed. These public works so enthusiastically begun, and hailed with rhetorical bombast almost brought the state to the verge of disgrace, for the railroad supplanted the slow-going canal boat before the tolls could more than pay the interest on the vast investment, and there was talk of repudiating the bonds. Fortunately Ohio did nothing more reactionary than write several foolish articles into her new state constitution, in 1851, prohibiting the participation of the state in future public improvements and limiting the annual outlay on her public works. Indiana and Illinois, Maryland and Pennsylvania, did not show such courage and honor. (9) The state operated the canals until 1861, when they were leased to a private corporation for ten years, and in 1871 the lease was renewed. In 1877, when the Hamilton reservoir was destroyed, the lessees surrendered their lease and a receiver operated the canal from December 1, 1877, to May 15, 1878, at a cost of $45,299. The earnings in the same period were $69,766. Since that clay the state board of public works has had charge of the canals. Several of the branches and even parts of the main line of the Ohio Canal have been abandoned. The Cleveland division however, was never closed. Freshets and storms have constantly played mischief with its banks, its feeders and its overflows. The old tow path, where the boy Garfield, dreaming of future greatness, drove his patient horse, was long ago given over to neglect, impassible in spring and fall, but in summer a most picturesque drive, with the willows and elders bordering the canal on one side and the overhanging trees and rugged hills of the great preglacial valley on the other. The counterfeiters that haunted the fastnesses of the hills at Peninsula, and the "bad men" that frequented the taverns found at every group of locks, disappeared with the traffic. For many years it seemed that these waterways would lapse into entire decay, when the few remaining boatmen, venerable survivors of the golden days of canal traffic, would pass away. But a rejuvenescence of waterways began a few years since. In 1900 a plan was undertaken to lease the canals to a private corporation, who wished to use electric motors for motive power. In July, 1901, such an equipment designed and made by the Cleveland Construction Company, was installed in the Dayton branch. There was such a storm of political and popular disapproval that the plan was abandoned. In 1904 the legislature appropriated $125,000 to be expended in repairs on the Ohio & Erie canal. The whole amount to be spent is $573,064.33. (10) The old masonry locks are being replaced by concrete and a number of improvements are being installed in the hope of renewing the transportation route that gave Cleveland its first commercial impetus. CANAL TRAFFIC. No sooner had the canal opened from Cleveland than a brisk trade to Akron began. Merwin & Giddings sent the first boat from Cleveland, the "Allen Trim- 9 - See Morris' "Internal Improvements in Ohio." 10 - Act, May 6, 1904. 698 - HISTORY OF CLEVELAND ble," which they brought from the Erie canal. They also built the "Pioneer" at Peninsula, before the canal was completed to Akron. John Blair at once started a canal line, the "Farmers' Line," with the "Henry Clay." During the season remaining, from July to November, the equivalent in weight of about ten thousand barrels was shipped northward, mostly flour, tobacco, whiskey, beef, butter and cheese, while eight thousand barrels were shipped southward from Cleveland, mostly merchandise, salt and fish. This exchange indicates the economic needs of the region. The shipping of "Mineral coal from the beds in Talmadge to Cleveland" (11) began the same fall, as well as the carrying of stone. The collector in Cleveland received $909.69 in tolls from July to December, 1828. The commissioners say in their report of January 6, 1829, "A large amount of wool and clothes have been conveyed overland from Steubenville to Massillon, thence on the Ohio canal to Cleveland, across the lake through the Grand canal of New York, and by way of the Hudson river and Atlantic ocean to the cities of New York and Boston. It is understood that the owners, Messrs. Wells and Dickinson, made a considerable saving on the cost of transportation by adopting this route in preference to that of sending wagons directly to Baltimore or Philadelphia. Even the oaks which have formed a part of the ancient forests of the country, thirty miles from the south shore of Lake Erie, have found their way in the shape of pipe staves, to the city of New York. These facts demonstrate the great advantages of canal navigation." (12) A cargo of goods was shipped from New York to Dayton, Ohio, by an all water route ; the Erie canal to Buffalo, the lake to Cleveland, the Ohio canal to Portsmouth, the Ohio river to Cincinnati, the Miami canal to Dayton, one thousand, one hundred miles, at seventeen dollars and twenty-five cents per ton in the remarkable time of twenty days. (13) The thirty canal counties began to develop and they still lead, containing fifty-two per cent of the population of the state. From 1833 to 1840 was the period of greatest prosperity. At every lock there were boats waiting their turn. The villages on the route began to thrive. These freight boats were from sixty to eighty tons burden. Passenger packets, carrying forty to sixty passengers, connected at the principal towns with stage and steamboat lines. These packets were drawn by three horses, driven tandem, a boy riding the rear horse. They made from three to four miles per hour, and were luxurious and comfortable compared with the stage coach. Cleveland responded at once to the canal's stimulps. Its population in 1825 was about soo; in 1830, it had more than doubled; in 1834 when the canal was completed to Portsmouth it was $3,323 and the following year, $5,080; and in 1845, with Ohio City, 12,035. Daily passenger packets to Portsmouth were making the trip of three hundred and nine miles in eighty hours. There is no uniformity in the data given for canal traffic. It is necessary, therefore, to give a series of tables covering various dates, to show its growth and decline. 11 - "Canal Documents," p. 278. 12 - "Canal Documents," p. 328. 13 - " In 1843 the Schooner Dolphin went from Cleveland down the Ohio Canal to New Orleans, with a cargo of white fish. "History of Great Lakes," p. 191. HISTORY OF CLEVELAND - 699 The following table details the traffic in farm produce and merchandise for the first years of the canal. It also shows the rapid development of coal in Tallmadge and Massillon districts. Most of this coal was used by the Cleveland manufactories. (CHART NOT SHOWN) An indication of the detailed traffic of those years may be had from the following summary of the trade in 1836-37. Cleared—merchandise, 8,776,154 pounds ; gypsum, 1,552,083 pounds ; salt, 62,997 barrels ; fish, 6,026 barrels ; furniture, 1,981,232 pounds ; lumber, 1,723,532 feet ; shingles 2,541 M; twenty-six pairs of millstones. Received—Wheat, 549,141 bushels ; coal, 183,484 bushels ; corn, 280,234 bushels; flour, 203,691 barrels ; pot and pearl ashes, 102,220 pounds ; lard, 1,527,610 pounds ; bacon, 2,812,009 pounds ; lumber, 757,076 feet; flaxseed, 8,036 bushels ; oats, 87,895 bushels ; pork, 42,057 pounds ; whiskey, 11,886 barrels; linseed oil, 130 casks ; pig iron, 1,017,847 pounds. The canal was evidently not only a great boon to the farmers of the interior of the state, who received in exchange for their products, the merchandise, lumber, salt and fish they needed, but it served as an outlet for Kentucky whiskey. The pig iron secured came from the bog iron deposits in Summit county and to the immediate south. The following table exhibits the traffic in tons from 1848 to 1860: (CHART NOT SHOWN) In 1850 the canal had reached its highest prosperity. The details of Cleveland's traffic in this year are therefore of great interest, for they disclose the internal commerce of Cleveland. Railroads were not yet making inroads upon the freight traffic.