300 - HISTORY OF THE CITY OF COLUMBUS. cal service often, as is still the case at many of the custom houses, trumped up on slight pretexts To obviate the delay and loss occasioned by the numerous transfers from one road to another, William A. Kasson, of Buffalo, organized what was known as " Kasson's Despatch." He employed men to see that the transfer of freight was prompt and safe, and contracted to deliver goods from New York to any point reached by him, making an extra charge additional to that of the railways, of about fifty cents per hundred pounds, and undertaking to collect the whole charges and account for the same. The goods shipped by him did not move any faster than other freight, but owing to their more speedy transfer his agency soon became known as a "fast freightline." It reached Columbus, Cleveland, Cincinnati, Louisville, Indianapolis, St. Louis, Toledo, Detroit and Chicago. Very soon certain capitalists perceived that Mr. Kasson had conceived a valuable idea and he sold to them his business, the name of which was thereupon changed to that of the " Merchants' Despatch." Its subsequent success vindicated the favorable judgment formed of it. The Pennsylvania Railway abated one nuisance by requiring that the weight of every separate box or package should be plainly marked with paint and be accountable only for its own charges. Additional improvement was made by Leech & Co., who established a line similar to the " Merchants' Despatch," with Clark & Co as superintendents of the transfer of freight at Pittsburgh. Nevertheless, in the fall of 1863, Pittsburgh became literally blockaded with freight. The gauge of the Pennsylvania Railway was four feet eight and one half inches, while that of the connecting roads westward was four feet ten inches; consequently freight had to await its removal by the Western line. To remedy this, William Thaw of Pittsburgh proposed that several hundred cars should be built with a gauge of four feet. eight and a half inches and a wheel tread wide enough to run on a gauge of four feet ten inches. The company declined to build the cars but agreed to haul them for any party by which they might be furnished. Thereupon Mr. Thaw and Mr. Leech of Philadelphia organized the Star Union Line which owned its own cars and shipped goods from Philadelphia to any western point, collecting the freights and paying to the railway mileage for the use of its tracks. On July 1, 1873, the Pennsylvania Company bought the Star Union Line, which has since that time been one of that company's organized departments. It runs on all the lines of the Pennsylvania Company, its ears being loaded, locked and sealed at Boston, New York or Philadelphia, and forwarded without detention to western points as far as San Francisco. In proper season fruit trains are daily sent eastward from California at nearly passenger train speed and drop their cars at various points between the Pacific and the Atlantic. In March, 1865, W. W. Chandler, general agent of the Star Union Line, obtained permission of the Pennsylvania Company to reconstruct thirty cars on a plan of his own for transportation of butter, eggs, cheese, dressed poultry and fresh meats to eastern markets. He took out no patent, but subsequent inventors pat- RAILWAYS - 301 ented improvements of this plan which have resulted in what is now know as the "refrigerator car." Express Companies. —Late in the year 1838, or during the spring of 1839, William .F. Harnden made an arrangement with the superintendent of the Boston & Providence Railway for express facilities on that road. It was stipulated that he should have a through car from Boston to New York four times a week commencing March 4, 1839. Such was the• beginning of the express business in the United States. In May, 1840, Alvin Adams and P. B. Burke started an opposition to Harnden. During the first week or two, says an account of this business, " Adams could have stowed it all in his hat, nor did he carry anything more than a valise for several months from the commencement. . . . He was messenger, cashier, receipt clerk, labelboy and porter." His friends discouraged him by representing that there was not business enough for two such enterprises, but Adams kept on and after two years took as a partner William B. Dinsmore of New York. The business of the firm was then limited to New York, New London, Norwich, Worcester and. Boston, and gave employment to two or three men and a boy. In 1850, Adams & Co. paid one thousand dollars per month for space in a car on the New York & New Haven :Railway-. In 1856, Alfred Gaither, and in 1860, C. Woodward became connected with them in their western business. In 1854, Adams & Co., Harnden & Co., Thompson & Co., and Knisely & Co. were consolidated and incorporated as the Adams Express Company, with Alvin Adams as president, William B. Dinsmore as vice president, and a capital stock of $1,200,000. This company opened the first express office in Columbus in 1851. Isaac C. Aston was its agent, at a salary of four hundred dollars per year. The company's office was situated on the west side of High Street a few doors south of State. The Adams Company now runs its business on all the Pennsylvania & Panhandle lines and on a part of those of the Chicago, Milwauke & St. Paul. It now brings into this city from ten to sixteen western bound cars every afternoon and daily dispatches eastward about eight cars, mainly laden with poultry. Its business is distributed among from twenty to twenty-four trains in and out of the city daily. Its employes in Columbus number from twenty to twenty-five. In 1841, Henry Wells, of Albany, New York, suggested an express from Albany to Buffalo. The suggestion was put into execution by Henry Wells and Crawford Livingston as Pomeroy & Co.'s Albany & Buffalo Express. Its carriage extended by railway to Auburn, thence by stagecoach to Geneva, thence by the Auburn & Rochester Railway to Rochester, thence by stagecoach to Lockport, and thence by private conveyance to Buffalo. The trip was made once a week and occupied four nights and three days. It is now made by " limited express " in seven hours and twenty minutes. At the beginning of the enterprise Mr. Wells himself served as messenger about eighteen months. In 1842, he carried all his valuable parcels in a carpetbag. The name of the company was changed to that of Livingston, Wells & Pomeroy. In April, 1845, William G. Fargo joined the firm and the Western Express from Buffalo to Cincinnati was started. The company offered to carry the letter mail for five cents.per letter in lieu of twentyfive 302 - HISTORY OF THE CITY OF COLUMBUS. cents then charged by the Government, and actually carried single letters for six cents each. Congress was thus forced to reduce the rate of postage. Early in 1850, Wells & Co., Livingston & Fargo, and Butterfield, Wasson & Co. were jointly incorporated as the American Express Company with an aggregate capital of $100,000. The United States Express Company, started in 1854, was absorbed by the American which thereupon increased its stock to $750,000. In 1860, the company was reorganized and its stock increased to $1,000,000. In 1856, the Merchants' Union Express Company was organized as a competitor to the, American and Adams, and its stock was largely taken by the merchants of the country. It had a nominal capital of twenty millions, but in 1868, after having spent more than $7,000,000, it was consolidated with the American, which for a time thereafter was known as the American Merchants' Union, but in 1873 resumed its old name as the American Express Company. At this time (December, 1891) this company distributes its daily business among thirteen trains each way on the Big Four route and four trains each way on the Columbus, Hocking Va ley & Toledo. It covers more miles of distance than any other existing corporation of the kind. Its money order business has amounted to more the $2,000,000 in six months. Up to the year 1877, the Adams Express Company covered all the Baltimore & Ohio lines except the Sandusky, Mansfield & Newark division, but on September 1, 1877, the Baltimore & Ohio Company established an express bearing its own name, to cover its own lines. This enterprise, after an experience of ten years, sold its business to the United States Express Company, which now covers all the-- lines of the Baltimore & Ohio system. It now, in 1891, distributes its business among thirteen trains in and out of Columbus and has twentyone local employes on its pay roll. NOTES. 1. Ohio State Journal. 2. The public deemed this an outrage upon its rights. That every person who crossed the State of New Jersey should pay a toll of ten or fifteen cents on every ton of freight was an arrangement, it was said, not to be endured. The State was therefore obliged to make other terms with the railway company. 3. Ohio State Journal, May 27, 1847. 4. Correspondence of the Ohio State Journal. 5. Ohio State Journal. General Phineas B. Pease, of Columbus, was conductor of the excursion train on this occasion. 6. Ohio State Journal. 7. Ibid. 8. Ibid. 9. Mr. Graves acted as engineer, although Mr. Greene had the title until the completion of the road to Lancaster, when William H. Jennings, who had been his assistant, was appointed engineer and held the position until after the sale of the road. 10. The reason why the price of the Ohio & West Virginia stock was put so much higher, compared with its market price, than the rest, was explained in a letter written by RAILWAYS - 303 Mr. Greene to Mr. Burke. July 9, 1881, in which he said he proposed to put Ohio & West Virginia stock " up and the others down so as to make it for the interest of all to sell their stock." 11. In a letter to Mr. Greene date June 11, 1881, he said : " We might be willing to exchange for stock on a fair basis," and rate the land at $250 per acre. At the organization of the Hocking Coal & Railroad Company, composed of the owners of these lands, they were valued at $150 per acre. 12. Ellis testified that one share of stock was assigned to him, but that he never paid for it, and that he never received a stock certificate. RAILWAYS MAKING COLUMBUS A POINT, INCORPORATED SINCE 1852. Atlantic & Ohio, June 18, 1853; Columbus, Bellefontaine & Chicago, May 26, 1853; Columbus, Dublin & Marysville, June 20, 1853; Columbus & Hocking, July 11, 1853; Columbus & Mineral Valley, June 9, 1874 ; Athers, Ferrara & Columbus, January 30, 1875; Shawnee, Hocking Valley & Columbus, February 24, 1879 ; Cincinnati, Columbus & Hocking Valley, November 7, 1881; Shawnee, Hocking Valley & Columbus, December 5, 1881 ; Columbus & Eastern, February 20, 1882 ; Hocking Valley, Coal & Iron, February 3, 1882; (this company proposed to lease the Columbus Feeder and the Hocking Canal for use in building a railway, but a bill which was introduced in the General Assembly consenting to the lease did not pass); Columbus, Shawnee & Hocking, October 24, 1889; Findlay & Hocking Valley, January 7, 1886 ; Marietta & Columbus, April 9, 1889 ; Scioto Valley, September 21, 1853; Columbus, Chillicothe & Portsmouth, March 24, 1863 ; Mineral, April 14, 1864 ; Lake Shore, Columbus & Ohio River, July 23, 1870; Columbus & Circleville, February 8, 1871; Columbus, Ferrara & Mineral, August 22, 1871; Columbus & Millersport, August 9, 1871; Michigan & Ohio, April 1, 1874 ; Scioto Valley, February 23, 1875 ; Columbus & Indianapolis, October 22, 1857 ; Columbus, Bellefontaine & Michigan, February 21, 1872; Columbus & Northwestern, January 12, 1872; Columbus & Bellefontaine, April 12, 1878; Columbus, Findlay & Northwestern, June 21, 1880; Ohio & Western, November 13, 1880; Columbus, Wapakoneta & Northwestern, April 18, 1881; Chesapeake, Columbus & Chicago, August 8, 1881; Lima & Columbus, October 20, 1881 ; Chesapeake, Columbus & Michigan, February 21, 1882; Columbus & Fort Wayne, November 23, 1882; Columbus & Northwestern, October 19, 1877; Definance & Columbus, March 2, 1882 ; Columbus & Chicage Air Line, May 22, 1890 ; Columbus & Michigan, July 15, 1872; Columbus, Hartford & Mount Vernon, January 21, 1867; Pittsburgh, Mount Vernon, Columbus & London, January 5 and May 11, 1869 ; Cleveland, Akron & Columbus, December 1, 1881 ; Columbus, Tiffin & Toledo, August 21, 1867; Toledo & Columbus, July 29, 1867 ; Toledo, Delaware & Columbus, March 21, 1872 ; Toledo, Columbus & Cincinnati, May 28, 1889; Toledo & Columbus, October 5, 1872; Toledo, Columbus & Southern, March 25, 1885 ; Columbus & Toledo, May 28, 1872; Columbus & Coal Valley, November 23, 1877; Columbus, Scioto & Hocking Valley, December 5, 1878; Columbus & Ironton, January 15, 1870 ; Columbus & South Point, December 28, 1869; Gallipolis, McArthur & Columbus, March 3, 1890 ; Ohio & West Virginia, May 22, 1878; Columbus & Gallipolis, June 21, 1876; Columbus, Springfield & Cincinnati, May 7, 1869; Springfield & Columbus, February 29, 1888; Columbus & Maysville, November 30, 1849; Columbus, Harrisburgh & Washington Courthouse, October 10, 1879 ; Columbus, Leesburgh & Kentucky, August 13, 1879; Columbus & Ohio River, March 4, 1882; Columbus & Cincinnati, April 13, 1882; Cincinnati Atlantic & Columbus, June 15, 1882; Columbus & Washington, March 15, 1876; Jeffersonville, Mount Sterling & Columbus, March 15,1876 ; Waynesville, Port William & Jeffersonville, December 9, 1875 ; Columbus & Cincinnati, May 25, 1881; Franklin, Pickaway & Ross County ; Columbus & Mansfield. CHAPTER XIX. STREET TRANSPORTATION. BY JOHN J. JANNEY. Before the construction of railways there was little demand in Columbus for anything in the nature of an omnibus or hack. Stages called at the door to take up and discharge passengers. Upon the opening of the Columbus & Xenia Railway the omnibus made its first appearance, but only to carry passengers and baggage to and from the station. On March 9, 1853, B. O. Ream, agent, advertised an omnibus line to run to Franklinton, leaving the American House every hour in the day, beginning at 6:40 A. M. This was continued until the trains were run into the station on High Street; after that, the omnibuses ran to and fro between the station and all parts of the city. In 1867 the company had nine omnibuses in use ; in 1892 the Transfer Company uses but six. In 1853 a triweekly omnibus line between Columbus and Canal Winchester was started ; there was also a line to Worthington which was reported to be " doing an excellent business." The first " express " wagon for light packages made its appearance on the streets in April, 1854. In March, 1855, Thomas Brockway introduced what was known as the "pigmy omnibus," a diminutive vehicle which carried four persons besides the driver. The newspapers said of these carriages : The ladies find them convenient for shopping and the beaux will not use anything else for evening parties." But their popularity was shortlived. They were speedily and entirely superseded by the more stylish hack." Mr. Brockway, subsequently superintendent of stage lines and still later of street railways, died in April, 1870, at Milwaukee. The " hack " was introduced by W. B. Hawkes & Co., and during the rebellion this species of vehicle did a thriving business. Money was plenty, officers and soldiers were prodigal •of their funds, and the hackmen got the benefit. A city ordinance fixed their compensation at twenty-five cents per passenger, or one dollar per hour, yet one case came to the writer's knowledge in which a driver charged and was paid fifteen dollars for less than ninety minutes time. Since the close of the war the patronage of hacks has greatly diminished, but there are now [304] STREET TRANSPORTATION - 305 on the streets, daily, about thirty such vehicles and coupes, part of which are owned by the Transfer Company, part by liverystable keepers, and part by the drivers. They appear on the streets in greatest number about eight o'clock A. M. and remain on duty until eight or ten P. M. when usually they are substituted by another set, which remains ready for call all night and until all early morning trains. On April 4, 1855, a newspaper card stated that the omnibus of the stage company "calls at any place in the city, at all hours, day or night ; the conductor takes the baggage from the houses to the omnibus and the cars for twenty cents." On May 15, 1855, the Ohio Stage Company gave notice that it had removed its office to the City Bank building—southeast corner of High and State –and reduced the fare to fifteen cents, or ten tickets for one dollar if purchased at the company's office. On September 18, 1855, announcement was made that six or seven omnibuses had been sent here to ply between the city and the Fairgrounds. This was a common practice at the time of the State Fair, on which occasion all sorts of passenger-carrying vehicles came in from the neighboring country. On March 23, 1859, E. Lewis, who had started and run a line to Worthington, sold it to E. L. Passmore, of Ashland, and on January 31, 1860, it was purchased by Miles Pinney, of Worthington. On June 4, 1860, the State Journal said : " The five cent omnibus line of W. B. Hawkes & Co. has become a fixed institution, and we are glad to learn is doing a good business." The running of omnibuses for accommodation of business men and ladies in shopping had long been needed. On July 16, 1860, it was stated that Hawkes & Co. had begun running a regular line from the corner of High and State streets up High to Broad and eastward. on Broad to Tallrnadge's Addition, near the corporation line ; fare, five cents. The Council had fixed the fare for hacks at twentyfive cents for a single person to any part of the city. To this the hackmen objected and asked to be allowed to charge fifty cents for night service. This being refused, they struck and refused to go on the street, but the strike was of brief .duration. The ordinance fixing the fare also required every driver to post conspicuously inside of his hack a card, with certain regulations of the Council printed on it, but this requirement has never been generally complied with. A line of chariots was established in 1878 and met with much favor.* On April 13, 1881, a chariot company was organized with C. C. Corner as president. Its vehicles were run on Broad and Town streets. The Columbus Transfer Company was incorporated September 17, 1881, with E. Denmead, T. J. Janney, R. E. Sheldon, Edwin A. Dawson and W. A. Harrison as stockholders ; capital stock, $50,000, which, on May 6, 1884, was increased to $100,000. On December 30, 1881, announcement was made that the company had purchased the property of W. B. Hawkes & Co., including their omnibuses, horses and other equipments. In 1882 the Transfer Company erected large stables and warerooms on Naghten Street, between High and Third. At the present time (1892) the company owns a large number of vehicles and one hundred horses, and employs forty-five men. In 1886 20* 306 - HISTORY OF THE CITY OF COLUMBUS. the Palace Livery Stable introduced the Hansom cab, which was said to be the first of its kind in use in Ohio, and, so far as the writer knows, it was also the last. These vehicles did, not prove to be popular. The hackney-coach, or as it is commonly known, the hack, and the coupe have superseded all other street conveyances, except private carriages, drawn by horses. A city ordinance passed July 31, 1882, required all carriages or vehicles for hire to be licensed, for which a fee of fifty cents should be paid to the mayor, all licenses to expire July 1 ; the number of the license to be plainly exhibited on the vehicle in letters not less than 11- inches long; the owner and driver to be liable for all violations of the ordinance, all omnibus and accommodation coaches, hack neycoaches and carriages with two horses to pay five dollars per annum ; cabs or other other vehicles with one horse to pay $2.50; all baggage, express and furniture carts or wagons running for hire to pay five dollars if drawn by two horses and $2.50 if drawn by one horse ; the ordinance not to apply to teams working by the day. After prescribing a detailed schedule of rates this ordinance provided that every driver of a licensed vehicle should keep this schedule, accompanied by the names of the owners and driver, posted in his vehicle in such a way that anyone desiring to do so could conveniently read it. Violations of the ordinance were punishable with fine and cancellation of the license. Street Railways.—The Columbus Street Railroad Company, first of its kind, was incorporated by Joseph H. Riley, Theodore Comstock, Thomas Sparrow, P. Ambos, C. P. L. Butler, John S. Hall and William B. Thrall in pursuance of an ordinance passed June 10, 1854. The name of Seneca W. Ely, of Chillicothe, appears among the incorporators in the charter as printed in the newspapers, but it is not in the ordinance as it was passed by the Council. The company was authorized to construct a railroad, 1. From at or near the first turnpike gate on the Chillicothe Road, thence on High Street to a point about one mile north of the corporation line (Naghten Street, or North Public Lane). 2. From a point about one mile east of the city limits on the Newark Road, thence in said road to and along Broad Street and the National Road to Washington Street, in Franklinton ; thence south to the Harrisburg Turnpike ; thence in said pike to a point a short distance southwest of Green Lawn Cemetery. 3. From High Street, on Town, Street, to East Public Lane (Parson's Avenue), thence to Friend Street, thence on the National Road to a point about one mile east of the corporation line. 4. Elsewhere in Columbus as deemed expedient. Capital stock, $250,000. No action seems to have been taken under this charter. The State Journal said : "As we understand it, the corporators do not expect to realize much of an income for two or three hundred years, but are willing to wait and hope." On August 15, 1859, a charter to incorporate another company with the same title was introduced in the Council. This ordinance. was not finally passed until April 15, 1861. The Columbus Gazette of July 13, 1859, said: " The cost of the track on the High Street route, one and three-eighths miles, with two conductors and cars and eight horses or mules, is estimated by interested parties at $13,400." The editors of the Gazette thought the investment would certainly be profitable. On November 11, 1862, an ordinance was passed incorporating the Columbus Street STREET TRANSPORTATION - 307 Railroad Company, with John F. Bartlit, P. Ambos, A. C. Headley, Theodore Comstock, Joseph Ridgway, John Miller and Oren Backus as corporators. The company had authority to build a street railway from North Public Lane to South Public Lane, on High Street; also on State Avenue from the Ohio Penitentiary to Broad Street, thence to High Street, thence to Town, and thence to Fourth ; capital stock, $30,000. On January 16, 1863, the stockholders met for organization at the office of Bartlit & Smith. They were Peter Ambos, S. F. Bartlit, Henry Miller, C. P. L. Butler, E. H. Butler, B. E. Smith, Theodore Comstock, Lewis Mills, Mrs. Celia Mills, Joseph H. Riley, Headley, Eberly & Co., J. M. Trinble, E. Hall, E. F. Bingham, J. L. Green, J. Morrison, O. H. Lattimer, P. Corzilius, Marcus Childs, L. Donaldson and John Miller. The ordinance required that the High Street line should be completed Sepember 1,1863 ; the State Avenue, Broad, High and Town Street line by January 1, 1864. The company was authorized to lay a double track on High Streeti The fare was limited to seven cents for single tickets and five cents for tickets in packages of five or more. In March, 1863, a contract for 175,000 feet of lumber for the road was awarded to Samuel McClelland. On June 10, 1863, the following newspaper announcement was made : Yesterday, at a few minutes before noon, the first car passed over the street railroad, and of course it was the observed of the observable. In the afternoon and evening a large number of passengers from the depot availed themselves of this easy mode of reaching the hotels. Today the remaining cars will be placed on the track and regular trips will be commenced. 1 On July 4, 1863, cars were running between the railway station and Mound Street, leaving each end of the line every six minutes. On December 24, 1863, the company's cars were crossing the railway track and running as far north as the Exchange Hotel; it was announced that they would soon run as far as Tod Barracks. On May 1, 1864, the track was being extended southward to Stewart's Grove, and on May 13, the cars were running northward past Tod Barracks to University Street. About this time a discussion arose as to whether it would be proper to run ears on Sunday, and on June 19, 1864, Sunday cars were run for the first time. By ordinance of February 18, 1864, the consolidation of the Columbus Railroad Company and the Columbus Street Railroad Company was authorized. The consolidated companies took the name of Columbus Street Railroad Company; capital stock, $130,000; directors, Theodore Comstock, J. F. Bartlit, Henry Miller, Pi Amos, C. P. L. Butler, Theodore H. Butler and A. C. Headley, Bi E. Smith, L. Donaldson, Isaac Eberly and Samuel McClelland. On September 12, 1864, two open cars, the first of the kind in the city, were run to the State Fair, W. H. H. Shinn, superintendent, resigned October 14, 1864. On February 27, 1865, authority was given by ordinance to charge seven cents fare, or to sell ten tickets for fifty cents, but on March 15, 1866, the company again reduced the fare to five cents. On July 23, 1866, the following directors were elected : P. Ambos, J. F. Bartlit, Theodore Comstock, Henry Miller, Isaac Eberly, A. J. Ryan and George M. Parsons. Theodore Comstock was chosen president, William Ferson secretary and Thomas Brockway superintendent. The use of passes was discontinued and all outstanding ones were recalled. On April 23, 1867, the fare was 308 - HISTORY OF THE CITY OF COLUMBUS. again raised by ordinance to seven cents for a single ticket and five cents for tickets in packages of five or more. At the close of the Rebellion streetcar travel fell off so much that the service failed to pay expenses and it was seriously proposed to take up the track and abandon the enterprise. The local pride of some of the directors prevented this and the working force of the company was reorganized, with Isaac Eberly at the head of its management. Mr. Eberly was confronted with an assessment or $5,700 for improvement of the High Street pavement, which assessment could not be met out of the receipts. In this emergency the heavy cars and rails then in use were sold to a Springfield company, lighter curs and rails were substituted, and by this exchange enough was saved to meet the street assessment. When Mr. Eberly took charge he soon became convinced that a large quantity or tickets was out which had not been paid for. The old tickets were printed on green paper, the new ones on yellow, and it seemed that the green ones would never cease to come in. In 1873 Mr. Eberly substituted ticket boxes for conductors and onehorse cars in lieu of those drawn by two horses. At the end of three years he had the satisfaction of showing a balance in favor of the company on its books. He had received a salary of twelve hundred dollars per year. On making his report Mr. Eberly resigned and Mr. Henry Miller was elected president. After a few months service without pay, Mr. Miller proposed to lease the property and a lease was accordingly made to Miller & Hutson, who operated the road until January 1, 1873, on which date Mr. Miller, who owned more than half of the stock, purchased at forty per cent. of its par value, sold his interest to E. T. Mithoff and H. T. Chittenden at seventyfive per cent., the total amount of the stock being at that time $60,000. The newspapers expressed a " hope of better management, more attentive drivers and conductors, and less running off the track." In March, 1874, the repeal of the company's charter was threatened because of alleged neglect in running the cars to the southern terminus of the road and failure to keep the cars and tracks in proper condition. In August, of the same year, complaint was made that the company's track north of the railways was "an unmitigated nuisance," and that the cars were run north of the railway station only on Sundays. In giving expression to this complaint the Ohio State Journal observed that " the only thing that makes the track tolerable on any part of High Street is the intolerable condition of the Street itself" During a controversy between the company and the City Council about paving between the rails, Mr. Breyfogle introduced an ordinance repealing the charter of the Neil Avenue line, and Mr. Hinman offered a resolution of investigation as to whether the railway company had paid for such paving ; also whether the property owners had paid for it, and if the company had paid for it, what had become of the money. The State Journal of May 16, 1877, contained the following significant observations: It is suggested, as some gentlemen seem to be anxious to preserve the present rickety and dilapidated Stationhouse intact, to put it on wheels and rent it to the Columbus Street Railway Company. By so doing it could be exhibited to the public as a specimen of one of our princely municipal institutions. It might be necessary, however, to label it, as the casual observer could not distinguish it from some of the palace cars that ornament our principal STREET TRANSPORTATION - 309 thoroughfare. A hipshot, wind broken horse might add a little to its outward appearance, but this would not necessitate any outlay on the part of the Street Railroad Company. They have several specimens that Would be equal to the emergency. In the same paper of September 19, 1818, complaint was made that the north part of the High Street line was " slow, irregular and dirty." On August 25, 1878, a petition bearing the signatures of fifty prominent citizens was presented to the Council declaring the High Street Railway a nuisance and asking the Council to take measures to repair the pavement between the rails and have the nuisance abated. In compliance with this petition the City Solicitor served notice upon the company that its tracks on High Street, from Naghten Street to a point 125 feet south of Friend Street, were so much out of repair as to make it dangerous to vehicles and a great annoyance to the public, and that unless the company would repair its track and abate the nuisance caused by it before twenty days, an injunction against further operation of said street railroad would be applied for. In the ensuing September a contract for paving the space between the rails was made. On October 14, 1880, the company purchased the North Columbus Street Railway & Chariot Line, whereupon the chariots were discontinued. On January 24, 1880, A. D. Rodgers was elected president, E. T. Mithoff vice president and E. K. Stewart secretary of the company. In 1883, the company bought some ground near Franklin Park— then used by the State Fair—for the purpose of erecting a large stable and carhouse. In February, 1891, the company's carhouse and stables at the corner of High Street and Chittenden Avenue took fire and were destroyed, together with twentyfive cars. In 1891, the company erected buildings and machinery for electric power which began to be applied in driving the cars on the High Street line January 14, 1891. This machinery is now sufficient to furnish twenty thousand horsepower, if needed. On June 25, 1892, the road and its entire equipment changed owners, and the following directors were chosen : Emerson McMillen, B. J. Burke, G. W. Sinks, C. D. Firestone, P. H. Bruck and Theodore Rhodes ; president, E. E. Deniston ; vice president and general manager, E. K. Stewart ; second vice president, R. E. Sheldon ; secretary, James A. Williams. At the time of this transfer the company's stock was increased to $3,000,000. Improvement and new lines costing $646,000 are now proposed. The company owns all the street railway lines in the city excepting the Glenwood and Green Lawn line, which is controlled by the same parties under a different organization. Electricity as a motive power was first used on the Glenwood and Green Lawn line in August, 1890; on the High Street line January 14, 1891 ; on Long Street, September 7, 1891, and on the Main Street and Mount Vernon Avenue lines November 11, 1891. On November 25, 1865, the North Columbus Railroad Company was incorporated by George Geiger, Samuel Doyle, J. J. Rickly, George E. Deming, Philemon Hess and Daniel Hess ; capital stock, $35,000. This company had authority to construct a railway from the northern terminus of the High Street line to North Columbus. On May 6, 1868, the Friend Street Railroad Company was incorporated by Thomas Miller, M. C. Lilley, H. H. Kimball, Isaac Eberly, Nathaniel Motion and Horace Wilson ; capital stock, $25,000. This road was completed to 310 - HISTORY OF THE CITY OF COLUMBUS. East Public Lane—Parsons Avenue—July 16, 1869, and on the nineteenth of the same month one car made regular trips over the line. The extension of this road to the County Fairgrounds, now Franklin Park, was intended, and was finally carried that far after halting some tune at Miller's Lane. On May 5, 1870, the East Park Place Street Railroad Company was incorporated by W. S. Sullivant, W. B. Hawkes, A. D. Rogers, S. S. Rickly, F. C. Sessions and John G. Mitchell ; capital stock, $25,000, subsequently increased on May 9, 1876, to $50,000. This company had authority to construct a street railway from High Street on Long to a point " near the centre of Mitchell & Watson's tract, thence south to Broad Street, thence on Broad Street terminating on the east bank of Alum Creek." On August 21, 1871, the company was authorized to build its road from the east end of Long Street through East Park Place to Albert Street, and thence by Monroe Avenue and Broad Street to the eastern boundary of the city. A construction contract was awarded to A. S. Glenn, September 1, 1870, and on November 24 of that year the iron of the track was laid to Albert Street, now Garfield Avenue, except between Seventh Street and Washington Avenue, and at " Old Joe's Garden " east of Washington Avenue. By January 1, 1872, cars were running on the line from High Street to Albert Street. The use of " dummy" steam engines on the line was authorized by ordinance of November 27, 1872. By August 6, 1873, the road was graded as far as Winner Avenue. In January 1875, the cars were equipped with " fireless stoves," consisting of hotwater boxes placed beneath the seats. A fare of five cents to the Monroe Avenue stables, and one of ten cents to the Fairgrounds, were charged until October 26, 1875, when the fare was reduced to five cents for the entire line. On July 12, 1875, the East Park Place or Long Street Company was authorized to extend its line on High Street south to, and to the distance of one hundred and fifty feet into Broad Street from High Street. The High Street company objected to this and made threats of an injunction, to avoid which the Long Street company put down its track in the night. This extension was completed August 27, 1875. On March 6, 1876, the company was authorized to construct street railways from Long Street on Eighth Street to Mount Vernon Avenue, thence to Washington Avenue, thence to Buckingham Street, thence to Eighth Street and thence to Mount Vernon Avenue. A double track on Long Street from Washington Avenue to Fifteenth Street was completed October 17, 1881. On August 2, 1886, the laying of a double track on Long Street, from Seventh Street to Washington Avenue, was authorized after long contention growing out of the narrowness of the street and the fact that the sidewalk on the north side had been placed too far south by seven feet at Seventh Street, and by twentytwo inches at Washington Avenue. On December 30, 1879, a consolidation of the Columbus, the Friend Street and the East. Park Place companies was authorized and completed by transfer of the stock of the two corporations last named to the first. The amouut of the consolidated stock was fixed at $100,000, but on December 8, 1880, was increased to $250,0610. An improvement in the character of the street railway service was one STREET TRANSPORTATION - 311 of the results of this operation. On June 12, 1876, an ordinance was passed authorizing the construction of a track on High Street from Naghten Street to the north corporation line, and on October 9 of the same year cars were running on the track for a distance of two miles north of. Naghten Street. The company which built this extension becoming financially embarrassed, it made an assignment, and on May 8 its property was sold to Jahn Marzetti, Ri P. Woodruff, W. A. Hershizer, William Powell and P. Merkle for $15,000. These purchasers, together with F. E. Powell, were, on May 24, incorporated as the North High Street Railroad and Chariot Company, with a capital of $30,000. The line was operated on what was known as the " ten minutes schedule," in connection with a line of chariots which ran from the railway station southward on High Street in opposition to the High Street line. In 1885, the road and its equipment were sold to the Columbus Street Railroad Company and the chariots were shipped to Philadelphia. The standard gauge was adopted and cars were run the whole length of High Street without change. On November 16, 1874, the Columbus Street Railroad Company was authorized to extend its road from High Street on Goodale Street to Neil Avenue, and thence on Neil Avenue to the North end thereof, at the grounds of the College. The company was forbidden to use any other motive power than that of horses and mules, or to charge more then seven cents for a single fare from the College to the south end of the road, tickets in packages of five and its multiples to be sold at the rate of five cents each, and children under seven years of age, if accompanied by a grown person, to be carried free ; the cars not to be run at a faster rate than six miles per hour or within less than one hundred feet of each other when going in the same direction ; no car to stop on a cross walk or cross street ; the cars to have the right of way on the track but not to impede other vehicles by standing longer than necessary ; women and children not to be permitted to enter or leave a car while it was in motion ; and drivers, conductors and attaches violating any of these provisions to be subject to a fine. These or similar rules and regulations were embodied in all street railway charters granted subsequent to this time. The Neil Avenue charter was granted for a term of twenty years, the company being required meanwhile to pave the street and keep it in repair between the rails and switches in the same manner as the main part of the street should be improved. On June 10, 1889, a double track in Goodale Street and Neil Avenue was authorized. On January 23, 1872, the State and Oak Street Railroad Company was incorporated by William S. Ide, A. D. Rodgers, E. D. Kingsley, R. C. Hoffman and L. Donaldson, with authority to construct a street railway from the east end of the State Street Bridge over the Scioto River, along State, Seventh and Oak streets, to East Public Lane, thence to Broad Street and east on Broad Street to Monroe Avenue, there to connect with the East Park Place line. The capital stock of this company was $20,000. On July 31, track laying on this line was completed as far as Seventh Street. In the charter granted to the State and Oak Street Company the Council reserved the right to make any improvement on the street without liability to the company, and protected the city from liability for any damage 312 - HISTORY OF THE CITY OF COLUMBUS. resulting from the breaking of water, gas or sewer pipes by reason of any change in the grade of any street, or by reason of any other work or improvement required to be done by the city. Provisions similar to these are found in all charters subsequently granted by the Council. No motive power was allowed other than that of horses and mules ; the fare was fixed at five cents. On March 13, 1882, the company was authorized to construct a street railway from High Street on State to Seventh, on Seventh to Oak, on Oak to Bruce, on Bruce to Fair Avenue, and thence to the Fairgrounds, with a double track on State and Seventh streets ; and on July 23, 1888, the company was authorized to lay a double track on Oak Street from Grant Avenue — Seventh Street — to Ninth Street. Extension of the track from Bruce Street to Rose Avenue was authorized May 9, 1889, and on April 6, 1892, the company obtained permission to lay a double track on Oak Street between the first alley east of Parsons Avenue and Eighteenth Street. The property of the State and Oak Street Railway was purchased by the Columbus Consolidated Street Railway Company in 1882, at which time the line was in such bad condition as to cause much popular complaint. A reform in its service was soon brought about by its new management, its gauge being made to conform to that of the High Street line, and the running of its cars being extended from State Street to the railway station. On January 16, 1882, it was announced that the Consolidated Company would transfer passengers to or from the Town Street chariots and the State and Oak Street Railway. On December 6, 1875, right of way through the High Street tunnel was granted to the Consolidated Company with the reservation that any other street railway company desiring the same favor might have it on equitable terms, the further condition being imposed that the Consolidated Company should not thereafter charge more than five cents fare on its whole line. On November 28, 1883, the officers of the company certified that the company's stock was fully paid up and had been increased to $1,000,000. On November 7, 1891, a similar statement was filed with the Secretary of State declaring that the stock had been increased to $1,250,000, and it is now, 1892, $3,000,000. On December 22, 1879, the Columbus Street Railroad Company, the East Park Place Railroad Company, and the Friend Street Railroad Company, having been consolidated as the Columbus Consolidated Street Railroad Company, the new corporation was granted the right to lay a double track on High Street from the south end of the tunnel to Mound Street, on condition that the company should keep in repair all that portion of the street or streets lying between lines drawn one foot outside of and ,beyond the extreme outer rails, the company to charge but one fare of five cents in one car over its lines, a transfer from the North High Street and the State and Oak Street companies, to be granted for a single fare of five cents. On August 9, 1886, the company was authorized to lay a double track on High Street from the tunnel to West Woodward Avenue, the usual conditions being imposed as to paving and keeping the street in repair. Cars stopped at any point to take up and discharge passengers until October 1, 1885, when orders were given to stop only at the crossings of streets and alleys. STREET TRANSPORTATION - 313 On February 15, 1888, the company obtained permission to extend its track from Stewart Avenue to the south corporation line, provided High Street should be widened south of Hanford Street. On February 18, 1889, authority was given to construct a line on Schiller Street, from High to Bruck Street. It was required that this line should be completed by May 10; that its cars should be run at intervals of not less than twenty minutes at least twelve hours per day; and that " no cars should be used on said road if so worn out, broken or so constructed, or kept in such condition as to imperil the lives, limbs or health of the passengers." On April 9, 1889, the company was authorized to lay a double track from Chittenden Avenue north to Hudson Street. Authority to use "electric motors, gas engine motors or cable traction " was granted September 9, 1889. Various requirements as to maintaining streets and alleys, and keeping poles, wires and fixtures in good condition, were coupled with this draft. By ordinance of March 14, 1892, the allowable rate of speed on High Street, between Goodale and Mound, was fixed at eight miles per hour, and on all other streets at not over fourteen miles per hour, including stops. Extension of the tracks from Washington Avenue on Mount Vernon to Reed Avenue was granted October 1, 1883, and on June 27, 1887, permission was given to lay a track from High Street on Chittenden Avenue to the State Fairgrounds. An electric motor — the first to operate in the city — was put on this line at the opening of the State Fair. It was built under the Short patent. On November 17, 1890, permission was given to lay a double track on Main Street, between Parsons Avenue and Rose Avenue. An ordinance passed January 25, 1892, authorized the company to lay a track from High Street on Chestnut to Fourth, and on Fourth to Chittenden Avenue, including use of the Fourth Street bridge, this grant to be good for twenty-five years and including the right to use electricity, cable or other improved motive power. Numerous conditions as to the operation of the road were coupled With this grant. On May 1, 1871, a company with an authorized capital stock of $100,000 was incorporated by William Dennison, R. E. Neil, G. G. Collins and H. M. Neil to build a narrow gauge road, and use on it a " dummy " engine. On September 9, 1871, a contract was made with Samuel Doyle to construct the road in one hundred and twenty days. It was to run from the Mock Road, North Columbus, to Adams Avenue, thence to South Street, thence to Summit Street, thence to First Avenue, thence to Kerr Street, and thence to Tod Barracks, where it would connect with the High Street line. After an ineffectual attempt to enjoin the construction of the road on Kerr Street, Mr. Doyle succeeded by November 22, 1872, in completing its grading and masonary at a cost of $23,000, and on October 8, 1873, a " dummy " engine with three cars took an " excurison " to a sale of lots in Doyle's Summit Street Addition. The road, after being operated for a short time at a loss, was abandoned and its iron and ties were removed. The Glenwood & Green Lawn Railroad Company was incorporated April 23, 1872, by W. B. Hawkes, A. D. Rodgers, F. C. Sessions, J. L. Gill, W. S. Sullivant, W. A. Platt, G. A. Doren, William L. Peck, Robert D. Hague and E. A. Fitch, with authority to construct a street railway on Broad Street and the National Road 314 - HISTORY OF THE CITY OF COLUMBUS. from High Street to the western boundary of the city, with a branch running to Green Lawn Cemetery. The capital stock of the company was $50,000. By July 16, 1875, the track was laid to the western corporation line except over the National Road Bridge, the floor of which needed relaying. The company built a large stable and carhouse this year. On September 25, 1875, at the invitation of Doctor Hawkes, the members of the City Council, the city officers and a party of invited guests were taken over the line to the Central Asylum for the Insane, where a collation was served. On July 26, 1881, control of the company was obtained by B. S. Brown, who purchased two hundred shares of its stock, the entire amount of paid up capital being 818,000. On April 20, 1891, the company was authorized to use " electric motors, gas engine motors or cable traction," and to change the gauge from three and a half feet to five feet two inches, and to extend the track to the western boundary of the city. An ordinance of January 4, 1892, authorized the company to run its cars from High Street to Davis Avenue at the rate of eight miles per hour, including stops, and from Davis. Avenue to the end of the line, at not more than fourteen miles per hour, including stops. The road cost originally, about $40,000; in 1891 it was rebuilt at standard gauge, with electric equipment, at a cost of $150,000. On December 20, 1875, an ordinance was passed prohibiting smoking " in the street cars running on the roads now operated or that may be hereafter operated," provided the company should post printed notices to that effect. On February 12, 1877, this ordinance was amended by adding a penalty of not less than one nor more than ten dollars for violation of the ordinance, and a like fine for refusing to pay carfare. On June 25, 1877, this ordinance was again amended so as to provide that any person who, on " being requested by an employe of a street railroad company or of the person operating such car, to desist from smoking on or in any streetcar fails to immediately do so; or uses obscene, profane or indecent language, or engages in any quarrel. . . or, without permission, takes a dog on or in such car," or fails on demand to pay his fare, shall be fined not more than ten dollars and imprisoned until the fine and costs are paid. From time to time charters have been granted to a considerable number of street railway schemes which are not mentioned in the foregoing narrative because their history is a paper one exclusively, unproductive of practical results. The project of building a belt railway for the transportation of freight and passengers—particularly freight—around the city has been many times proposed and sometimes definitely formulated during the past ten or fifteen years, but as a positive undertaking it is yet in the future. Of the street railway service at the time of the present writing—July, 1892—the concluding remark may be made that, with the introduction of electricity as a motive power and the improvement in the trackage and rolling stock already completed or in course of completion, it prom_ ises to be equal in speed, in comfort and in profitableness of operation to that of any city of equal population in the Union. NOTE. 1. Ohio State Journal. CHAPTER XX. MANUFACTURES. During the first fifty years of its existence Columbus gave no great promise of ever becoming an important seat of manufacturing interests. The numerous establishments of that kind now existing are mostly of comparatively recent origin. Not until the Geological Survey had explored them and brought them to the attention of capitalists throughout the world, were the mineral resources of Ohio, which constitute the basis of her manufacturing industries, at all adequately known. Mineral lands which have since sold for as much as three hundred dollars per acre, were twentyfive years ago disposed of by their agricultural owners as comparatively worthless. To lands such as these, unlocked by science, made accessible by railways and utilized by invention, Ohio owes the diversification of her industries and Columbus owes chiefly her industrial consequence. The extent of the economic revolution wrought by these agencies can be fully appreciated only by contrast with the feeble beginnings by which their operations were preceded. What those beginnings were, so far as the capital of Ohio is concerned, may now be briefly stated. The first manufacturing industry in the settlement at the Forks of the Scioto was that of milling. Even this did not begin until some years after the first cabins were, erected. The only breadstuff attainable was corn, which the settlers ground in a handmill or cracked by pounding, in the manner already related. There was no gristmill nearer than Chillicothe, and to this occasional trips were made by trail through the wilderness. In 1799 or 1800 a sort of mill was erected by Robert Balentine on the brook known as Lizard Creek, which poured into the Scioto not far from the present terminus of Gay Street. 1 John D. Rush about the same time erected a like primitive mill on the Scioto a short distance above Franklinton. 2 Both of these were very crude establishments and soon fell into decay. A horsemill was then resorted to until 1805, when a gristmill was erected by James Kilbourn, near Worthington.3 Carpenter's mill on the Whetstone, in Delaware County, and Dyer's on the Olentangy (Darby), were erected about the same time.' A mill built by Lucas Sullivant in 1819, stood and still stands on the west bank of the Scioto, northwest of the present City Waterworks. S. S. Rickly became proprietor of this mill in 1856, after which event it was known as Rickly's Mill. It was propelled solely by water until 1853. In 1858 the establishment [315] 316 - HISTORY OF THE CITY OF COLUMBUS. bore the name of " Ohio Manufacturing Company," and was worked by half a dozen men. 5 Of the Worthington Manufacturing Company, incorporated in 1811, a full account has been given in a preceding chapter. This enterprise flourished so long as supplies were needed for the War of 1812, but embraced other business than manufacturing, was too extensive and complex in its operations, and succumbed in 1820. A sawmill erected on the east bank of the Scioto by Richard Courtney and John Shields in 1813, and a flouring mill built three years later by Shields on Peters's Run, have also been mentioned. The Shields gristmill was driven by water conducted in a race to an overshot wheel. After doing good service for some years, these mills went to ruin. The Freeman's Chronicle of September 3, 1813, mentioned that "a new fulling mill" was in course of erection on the east side of the Scioto, "five miles from Franklinton, near Mr. Backus's sawmills." James Kooken, " keeper of the Ohio Penitentiary," thus advertised under date of August 22, 1815: The following articles are manufactured and kept constantly on band at this establishment, viz : Cooper Ware of all kinds: Coarse and Fine Shoes, Cut Nails and Brads, Wrought Nails and Spikes of every description. In a short time we expect to be able to furnish the public with Axes, Hoes, Chains, &c., of various kinds ; which, together with the above articles, can be afforded on better terms than they have ever been procured in this part of the country. 6 Martin mentions that along the ravine of Peters's Run were established " in succession a number of breweries, distilleries, tanyards and ashery " which subsequently disappeared. Among the earliest breweries were Converse's, located on the west side of Front Street, just north of Spring, an Massie & Wood's, which occupied the present site of the Gas and Coke Compan 's office. In 1819, says Martin, "Moses Jewett, Caleb Houston and John E. Bak r erected on the Scioto, just above Rich Street, a sawmill upon a new patent plan. The saw was circular, and was to cut constantly ahead, with no back strokes. This experiment, after costing a good deal, failed. Martin continues : In 1821 Colonel Jewett and Judge Hines commenced the manufacturing of cotton yarn by horse power in a frame building on Front Street, between ich and Friend, and after experimenting with that some time, and disco with the circular aw in the mill, the spinning machinery was removed into the mill, where the spinning was continued by water power a few years. But finally the whole concern was abandoned, an for near twenty years there has not been a vestige of the building to show where it stood. The frame on Front Street, where they first commenced the cotton spinning, was for may y years known as the "old factory." About this time, Judge Hines having invented a mac ine for dressing hemp, in an unrotted state, in 1822 he and William Bain constructed and ut into operation one of the machines at the southeast corner of High Street and South Public Lane. It was propelled by horse power on a tread wheel. It after some time passed in o the hands of Lafayette Tibbitts, who worked it until the fall of 1824, when he failed, and the whole concern went down. About the year 1822, a woolen factory, for carding, spinning and weaving, was commenced by Ebenezer Thomas and others, on the west end of the lot ow (1858), owned by Colonel S. W. Andrews, corner of High and Noble streets. It was worked first by ox then by horsepower on a tread wheel. It passed through the hands of diff rent owners without profit to any. About the year 1834 or '35 the building and machinery were removed and reerected 318 - HISTORY OP THE CITY OF COLUMBUS. by George Jeffries, on the west abutment of the canal dam, were it was worked by water poweer, rme two or three years, when the machinery was sold out by piece meal under the ha mer ; and so ended that manufacturing establishment. About the year 1831 or '32, John M Elvain erected a steam sawmill at the head of the canal where Hunter's warehouse afterward stood. It was worked by various persons (it is believed without much profit), for some seen or eight years, when the engine and machinery were disposed of, and the warehouse er cted over it— the mill frame answering as part of the warehouse. In 1843 the warehouse w s totally consumed by fire, but was subsequently rebuilt. The first successful manufactur- ink establishment, other than common mechanic shops, was the foundry and plough manumanufayMr. [Joseph] Ridgway, established in 1822. On May 16, 1822, Messrs. J. Ridgway & Co., made the following announcment by advertisement: The subscribers, having erected a foundry in the town of Columbus, manufacture and keep constantly for sale [Jethro] Wood's Plough, which, for durability and ease for the team, is not equaled by any other plough in use. . . . They will last ten or fifteen years, except share, which will merely require renewing every one or two years. The shares can be had at the foundry .. . from 44 to 68 cents, according to the No. of the plough ; the farmer can put them on himself, without removing his plough from the field. . . . All kinds of machinery casting done on the shortest notice. A fulling mill, by J. Ransburg, near Columbus, is mentioned in 1822; also the manufacture of horn combs, by Levi Buttles. In 1826 the Ransburg establishment produced coarse cloth and linen. It was located about one mile south of the town, west of the Scioto. One of the earliest tanyards was that of Peter Putnam, located on the northwest corner of Front and Rich streets. Two tanneries, one owned by Cunningham and one by Osborn, lay within the space between High and Park streets. In 1825 Conger's flouring mill and distillery stood in the hollow back of Hoster's Brewery. Jenkins's pottery was the first. It stood opposite Putnam's tannery, on Front Street. Gill & Greer (John L. Gill); were engaged in the manufacture and sale of copper, tin and sheetiron ware in November, 1826. In the same year David Dean, who was then carrying on the business of coach making " in the village of Buffalo, New York," announced that Jarvis Pike had been appointed as his agent to introduce the business in Columbus. In 1827 N. W. Smith informed the public that he had established an oil mill in Columbus, and wanted to buy flaxseed. Concerning the Ridgway foundry, of this period, we have these statements from Mr. John L. Gill: When I came here in 1826, Ridgway's foundry the only manufacturing establishment in the place. For several years all the pig metal used was hauled from the Granville furnace in a two horse wagon, which made three round trips a week, aggregating about five tons in that time. This was principally used in the manufacture of plows. The motive power of the establishment was an old horse working in an inclined wheel of about thirty feet in diameter. The fuel used for melting the iron was charcoal.' The original. Ridgway Foundry was a frame building which stood on the present site of its successor, the Hayden establishment, on Scioto Street. Near it was a big spring, now smothered. Martin makes the following record of the origin and development of this concern : It was commenced in the spring of 1822 by Joseph Ridgway, then from the State of New York. For some years he used horse power instead of steam, and the principal article MANUFACTURES - 319 of manufacture was Jethro Wood's patent plow, of which he made and sold an immense number. It was then considered the best plow in use. About the first of January, 1830, he having associated with him his nephew, Joseph Ridgway, jr., they introduced into their factory steam instead of horse power, and extended their business to the manufacturing of machinery, steam engines. stoves, etc., etc. For many years they did an extensive business, giving employment to about fifty or sixty hands generally. Joseph Ridgway, jr., having died in 1850, the business was continued successfully by the survadminis-artner and adminis trator, until the spring of 1854, when he sold out and transferred the whole establishment to Peter Hayden, Esq., since which it has been owned and conducted by Mr. Hayden. In May, 1828, James S. White advertised that he was prepared to make all kinds of coaches, wagons, hacks and gigs, postcoaches being his speciality. His shop stood on the present southwest corner of Broad and Wall streets, and was the leading establishment of the kind in the town. Mr. White furnished coaches to the Ohio Stage Company, and may be considered the pioneer of the great carriagemaking industry of Columbus. John D. Ball carried on the manufacture of saddles and harness about the same time on High Street, second door south of the markethouse. A newspaper writer of January 17, 1829, suggests the utilization of the Columbus Feeder as a water power for milling purposes, and reinforces his argument by these statements: "The people of Columbus have recently paid fifty cents for a bushel of cornmeal, when corn was worth but twelve and a half cents—three dollars per hundred for flour when wheat sold for fifty cents per bushel." The tannery of John and Samuel Cunning, deceased, offered at sheriff's sale in February, 1829, comprised thirtyfour vats and two pools. It was situated on inlots 130, 131 and 132. A "large, neverfailing spring" was mentioned as one of the attractions of the premises. In April, 1829, George Jeffries was engaged in making chairs and wheels at his new shop on High Street, "a few doors south of the woolen factory." In February, 1831, Isaac Taylor & Sons announced a new tannery on Water Street, north of Ridgway's foundry and south of James Wood's brewery. Lastmaking was about the same time carried on by Robert Talbott " in the house recently occupied by John Greenwood, the first door south of J. Armstrong's Tavern." All kinds of " woolen machinery " were manufactured by P. Wright, at Worthington. Wilson's tannery was situated on High Street, at or near the present site of the Butler building. In 1832 John Abbott & Co., successors to Elijah Converse, conducted the Columbus brewery, corner of Front and Spring streets. In 1833 the production and fabrication of silk began to engage considerable attention as a possible local industry. A pocket handkerchief exhibited by Daniel Roe as a product of fibre from his own cocoons attracted notice as a harbinger to the new industrial faith, and in 1836 we read of the Ohio Silk Company, of which Joseph Sullivant, Lyne Starling, Junior, and Anthony S. Chew were members. This company erected a frame factory near Franklinton, planted a large field with mulberry plants, and established an office in the Exchange Buildings. In 1840 Jewett & Hall advertised that they would pay cash for cocoons of good quality delivered at their store in Columbus, and added : "As the State pays a bounty of ten cents per pound to the producer, it has become an object for all those who are raising the mulberry to feed worms this season," 320 - HISTORY OF THE CITY OF COLUMBUS, But the bounty of the State failed to produce the conditions necessary to the profitable production of silk in Columbus, and the whole undertaking failed, with serious loss to those engaged in it. The production of the sugar beet, spoken of by Martin as "another wild chimera introduced about this time," also failed, of course, since the qualities of climate and soil essential to the success of this industry did not exist in Central Ohio. The end of the sugar beet experiment dates from 1838. In 1837 we read of the "Coach and Fancy Carriage Manufactory" of R. & S. Cutler, which occupied a large frame building on the southeast corner of High Street and Lynn Alley. Messrs. Cutler advertised the production of " barouches, chariotees, gigs and sulkies of every description," also " a supply of elliptic springs and axletree arms turned." L. Hoster & Co's City Brewery figures among the advertisements of 1837; in 1838 we read of the "Saddle, Harness and Trunk Factory " of Edward N. Slocum, at 27 High Street, "opposite the Public Buildings." In 1839 John C. Deming was announced as a manufacturer of "portable thrashing machines, clover machines and horse powers." His establishment was situated near the Ridgway foundry. Of the Franklin Foundry we find the following account in Martin's History: Generally known by the name of "Gill's Foundry " [it] was commenced in 1838, by John L. Gill, William A. Gill and Henry Glover. In 1839, John McCune took the place of Mr. Glover, and the firm of Gill & McCune continued till May, 1848. From that time the business continued by J. L. & W. A. Gill, till July, 1852, since which time it was conducted solely by Mr. John L. Gill, until July, 1857, when he associated with him his son, J. L. Gill, Jr. This establishment commenced business with about twentyfive hands, and was principally engaged in the maufacture of stoves, plows and mill irons, and did a successful business. For the last few years, the establishment gave employment generally to from sixty to seventyfive persons. In 1855, Mr. Gill commenced the manufacture of his celebrated combination steel plow, and is now [1858] manufacturing near four thousand per year. The amount of capital invested in the establishment is estimated at $50,000. The location of the Franklin Foundry and Machine Shop was at the corner of Scioto and Town streets ; among its productions were wood and coal stoves, coal grates, furnaces for hotels and dwellings, plows, millgearing and " machinery of all descriptions." A contemporary concern was that of William Neil & Co., engaged in the manufacture and repair of stagecoaches. Martin's history contains this passage: About 1839 or '40, a paper mill was erected by Henry Roedter and John Siebert, on the Scioto, some two or three miles above Franklinton, where they for some time carried on the paper making business. It did not, however, succeed well, and Roedter soon passed out of the concern, and removed to Cincinnati. It was then for a time owned and worked by Siebert and Ernst Frankenberg, and succeeded no better. It then passed into the hands of Asahel Chittenden, who abandoned the old site and building, and in the fall of 1845, removed the machinery to a new brick building erected for that purpose, just above the national road bridge, in Columbus, where it was worked for some time by J. L. Martin and R. H. Hubbell, and then by William Murphy until it was destroyed by fire, in 1848. It was then rebuilt and worked by. Mr. A. B. Newburgh, until the fall of 1849, when it finally closed its business. The same building was afterwards converted into a machine shop, owned by. Messrs. Swan and Davis, and in July, 1854, it was again destroyed by fire—building, machinery and all. MANUFACTURES - 321 This establishment was known as the Franklin Paper Factory. In November, 1838, the Columbus Brewery, formerly Converse's, became the property of John Keating. John Funston was a soap and candle manufacturer of 1840, located near the new courthouse." In the autumn of 1841, E. Converse & Co. converted the brick warehouse of Doherty & Leiby into a steam flouringmill with "four run of burrs." The proprietors announced that they would make flour for customers and " exchange superfine flour and bran for wheat " on the following terms : " Receive wheat and barrel (free of charge) and manufacture flour at fifty cents per barrel or twenty-five cents including offal ; exchange thirty-four pounds of flour and one-half bushel bran for a bushel of wheat." Of the origin of the manufacture of starch at Columbus Martin gives the following account : In 1843, Messrs. C. Colgate and J. J. Wood, having purchased N. Gregory's distillery and grounds, converted the same into a starch factory and commenced the manufacturing of starch under the firm name of C. Colgate & Co. In 1846 Colgate's interest was transferred to Sumner Clark, and the business continued by Clark and Wood until 1849, when Mr. Wood KILBOURNE JACOBS MANUFACTURING COMPANY. bought out Clark's interest, and the business has since been conducted by Mr. Wood alone. In 1852, the whole establishment was consumed by fire. The rebuilding, however, was soon commenced, and in June, 1853, the manufactory was again in operation ; since which it has been doing a very useful, and, it is presumed, a profitable business, giving employment to about fifty hands, and using over two hundred bushels of corn per day.8 In 1844, Hayden, Morrison & Co. manufactured carpets at the Ohio Penitentiary, and in the same year 0. P. & A. H. Pinney were producers of agricultural implements. The store of Messrs. Pinney was at the corner of Broad and High streets. A rope and cordage factory was managed in 1844 by Mrs. E. J. Middleton. Referring to the stagecoach manufactory of Messrs. Neil, Moore & Co., the Ohio Statesman of August 27, 1845, said : " We mentioned the other day that two 21* 322 - HISTORY OF THE CITY OF COLUMBUS new coaches called Cave Johnson and the George M. Dallas, had been constructed at this establishment. A third is now almost completed to be called Sam. Medary, in honor of our able and distinguished predecessor." The factory at that time employ ed forty workmen and occupied two buildings, each, 180 feet; in length. The construction of railway cars was about to be added to that of coaches. On April 30, 1846, William H. Brodrick announced that he had taken the tin, copper and sheet iron ware manufactory " formerly conducted by E. Ayers on High Street, opposite the State buildings.". Mr. Brodrick had learned the business with its founders, Robert E. Neil and Ellis Ayers. The steam sawmill of M. L. Sullivant, located three miles west of Columbus, becomes conspicuous in the autumn of 1846. On June 10, 1847, the Ohio State Journal remarked : Until a very recent period it seems to have been taken for granted that very little manufacturing could be done here. But improvements in machinery in connection with steam, are destined we hope to introduce among us as much manufacturing enterprise as is desirable. Last year an excellent paper mill was put in operation. This year our enterprising fellow citizen, Mr. P. Hayden, is erecting a large stone factory over 200 feet in length, which will employ a large number of workmen. These are but the beginning of what may be looked for in a few years. The manufacture of illuminating. gas had its incipiency in 1846. In May, 1847, the Columbus Paper Mill was leased by R. H. Hubbell to Everhardt & Barr. A new iron foundry, by Cole & Standish, at the north end of Front Street, is advertised in 1847. The Western Marble Works, owned by Doctor Ide and managed by E. K. Bedwell, obtain mention in 1848, which year seems to have been a notable one for new manufacturing enterprises. Among the more prominent industries which sprang up about this time were the plane factory of Case & Hall, Murphy's Paper Mill, near the Scioto River bridge, Hayden's Chain Factory, on State Avenue, and the new foundry of Messrs Ambos & Lennox —on the National Road (Broad Street), Franklinton—of which Martin says This manufacturing establishment was commenced by Charles Ambos and James Lennox, 9 in 1849, with a capital of some eight or ten thousand dollars. It was designated by the name of Eagle Foundry, and the firm by that of Ambos & Lennox. After continuing the business until the spring of 1854, they sold out for upwards of $68,000; and it was converted into a joint stock company, by its present name [Columbus Machine Manufacturing Company]. The present [1858] company commenced with about thirty stockholders and a capital of $80,000 They subsequently increased their capital to $100,000. The company employ about 125 men on an average, the year round, and pay to their officers and hands about $4,000 on the first day of each month, and turn out in machinery and castings from $140,000 to $150,000 a year. This company put up the iron frame work for the roofing of the State House, all the iron ceiling, galleries and railings in the same. The ground occupied by the company is three hundred and twenty by 185 feet. Charles Ambos is, and has been the Superintendent from the commencement. Samuel Galloway was the first president, but being elected to Congress in 1854, he was succeeded by that experienced manufacturer, John S. Hall, Esq. H. Crary was treasurer and secretary until January, 1857, when he was succeeded by P. Ambos as treasurer, and F. G. Jones as secretary. Joseph Coffin has been chief foreman ever since the commencement. The present directors are, John S. Hall, P. Ambos, W. E. Ide, F. J. Matthews, Amos McNairy, B. S. Brown, J. P. Bruck. MANUFACTURES -323 The Eagle Foundry building was two stories in height, with a frontage of eightyfour feet on the National Road and 118 feet on the Scioto River. The upper story was occupied by the machine and fitting departments. The furnace had capacity for melting 3,000 pounds of metal per hour. Steam engines, plows and all kinds of castings were produced. About twentyfive workmen were employed in the establishment. The Fountain Paper Mill was put into operation during the summer of 1849 by A. B. Newburgh. It occupied a threestory brick building at the corner of Broad and Water streets and was capable of producing 150 reams of double medium printing paper per week. Wool carding " by steam power " was carried on in 1849 by William Parker, on the northern part Fourth Street. A contemporary carriage manufactory by Blake, Domigan & Co. was situated on the corner of Front Street and Sugar Alley, between State and Town streets. Hayden's rollingmill figures extensively in the advertisements of 1849. The Ohio Statesman of May 18, that year said: The Messrs. Ridgway of this city have commenced piling up the material for a new and very extensive manufactory of Railroad Cars, &c. Their new establishment is to be located on the west side of the Scioto, immediately on the line of the Columbus & Xenia Railroad, so that the newly made cars can be put immediately on the track. We understand they have a large contract for the manufacture of cars. Pearl Kimball, an experienced car manufacturer of Massachusetts, was associated with Messrs. Ridgway in this enterprise. Martin says: They made extensive and costly buildings and preparations west of the river, by the side of the railroad, and went very extensively into the business under the firm name of Ridgways & Kimball. Their cars were of the first quality, and in extensive demand. In 1850 Mr. Ridgway, jr., died, but the business was continued by the other two partners successfully, until the spring of 1856, when their main building and its contents were entirely destroyed by fire They never rebuilt it, but continued the business on a smaller scale, until about the first of January, 1857, when Mr. Ridgway sold out his interest to Mr. Kimball, who has since continued the business alone. Before the destruction by fire, they generally gave employment to about eighty men. In May, 1849, Orlopp & Wirth announced a new cigar factory at 205 High Street, " two doors north of General Gale's Hotel and next to 'Squire Bruck's office." A contemporary " machine and blacksmith shop," by Lennox & Heginbotham, was situated "opposite the northwest corner of the Neil House." The manufacture of boots and shoes had also by this time become an important local industry. Referring to it, the Ohio Statesman of November 21 says : Mr. A. C. Brown, on High Street, alone employs constantly about sixty hands, and his sales amount to from $50,000 to $60,000 annually. About two hundred journeymen are at present working upon the bench in the various shops, whose wages amount to $60,000 a year. Over $40,000 worth of boots and shoes are annually imported from the east by our merchants. On May 24, 1849, was published an advertisement of the trunk factory of G. W. Peters, situated on Long Street, between High and Front, "a few rods northwest of the new Methodist Church." Of this infant enterprise and the great industries which are its lineal results the writer has been favored with the following interesting sketch 324 - HISTORY OF THE CITY OF COLUMBUS. About forty-five years ago George W. Peters and family, including two sons, George M. and O. G., moved, from Chillicothe, Ohio, to Columbus, on a canal boat, landing at the headquarters of the canal at the foot of Friend—now Main—Street, which was to the city at that early time what the Union depot now is. Tunis Peters, the aged father of George W. Peters, met them as they walked the plank from the canal boat, and together they all walked up Main Street and south on High to 'Peters's Run, where was located in the big hollow (where the present Consolidated Street Railway stables are now situated), the tanyard, and on the hillside (now the southeast corner of High and Beck streets), the old home of Tunis Peters,the grandfather of George M. and O. G. Peters. At this home and tanyard George W. Peters had spent his young days, and upon marrying Sarah A. Merion went to Chillicothe, seeking his fortune, and started a big tanyard. He used to sail down the canal to Portsmouth, Ohio, and then down the Ohio to Cincinnati and St. Louis and purchase hides and bark and bring them by boat to Chillicothe. But the enterprising young tanner in the hard times of 1837-8-9 failed, but not discouraged he built small houses on the tanyard, which was called Petersburg until it burned down at the great fire in Chillicothe. Here on this tanyard, in one of these small houses, George M. and O. G. Peters were born. When they arrived at Columbus they were respectively five and three years of age. George M. and his sister Lucy attended the plain little school at the rear of the old Montgomery Hotel, at the northeast corner of High and South—now Fulton—Street where the new County Jail has recently been built. Their. father started a trunk factory—the first in this city and perhaps in the State—in the basement under their dwelling in the South End near the old tanyard—now Number 518 South High, just south of Blenkner Streeti He tanned the hides at his father's tanyard with which to cover the trunks, and with hand shears cut up sheet iron for the bands, for at that time rolled hoop iron was unknown in their manufacture. Early in life George M. showed mechanical inclinations by helping to make these trunks. About 1847 George W. Peters bought the lot on the southeast corner of Long and Front Streets, where he lived and had his trunk factory in the rear of his dwelling, until at the age thirtyfive he died, July 26, 1852, from overwork. John R. Hughes, who learned the trunk-making trade with George W. Peters, carried on the factory for his widow until Mr. Hughes was able to buy the business, which he has since pursued and which has laid the foundation for Mr. Hughes's fortune. At ten years of age George M. Peters could make a beautiful trunk, but, his father died just as he was getting a start, and being in debt, the business had to be sold to save the little home which still stands on the southeast corner of Front and Long, where Charles M. Peters, the younger brother, was born. Often the father would put his son George on the head and say, "in a few years, my boy, we will buy the lot on the corner of High and Long (the lot on which now stands Miles, Bancroft & Sheldon's drygoods house), and build the biggest trunk factory in the world with a big sign on it, G. W. Peters & Sons ; " and, judging from his pluck and enterprise, this no doubt would have been done, if his energy bad not killed him while yet a young man. He did not foresee that within about a square of that very spot his sons would help to build a great carriage factory and revolutionize a business that was tenfold more important than trunkmaking. After the death of his father, George M. Peters was apprenticed to E. & H. F. Booth, the carriage makers on Fourth and Gay streets, April 1, 1856, at three dollars per week. He served four years at painting, showed extraordinary skill, became one of the most accomplished carriage painters in this country, doing the finest ornamental painting, scroll work, lettering and varnishing, and after a few years obtained from Messrs. Booth a contract for doing all the painting necessary in their large trade. Just after the war, against the persuasion of Messrs. Booth, George M. Peters struck out in business for himself. Having saved a few hundred dollars, he, with William and John Benns, bought the little shop of H. H. Charitan, just south of the Third Street Engine House, near Town Street, where they did carriage repairing, painting and horseshoeing. During the day Mr. Peters helped at black. smithing, horseshoeing, keeping books, collecting, etc., and at night when the smoke and dust