CHAPTER XXVII MODERN TRANSPORTATION. BEGINNINGS OF THE RAILROAD-FRANKLIN COUNTY PARTICIPATION IMPROVEMENTS IN TRACKS AND ROLLING STOCK-THE LOCOMOTIVES STREET RAILWAYS AND INTERURBAN LINES-THE AUTOMOBILE- CHITTENDEN AND OKEY HORSELESS CARRIAGES-EARLY LEGISLATION-BUS LINES-THE CONQUEST OF THE AIR-PILOT PARMELEE LANDS FIRST AIR PLANE-KNABENSHUE'S BLIMP-AIR MAIL-MUNICIPAL AIRPORT AND THE T. A. T. From the days of Cicero to the close of the nineteenth century, the term "transportation," had little meaning except the removal of persons from one territory to another, usually as punishment for crime. During the first quarter of the twentieth century, with its great development in transportation facilities, meaning of the word has been broadened until it now covers the leading industry of the world. Transportation is the backbone of today's social, economic and business structure. It feeds and clothes the people ; it supplies the materials for all manner of construction ; it carries the raw materials to the great industrial plants and the products of the industries to the markets ; it carries people from one place to another, safely and speedily, on all manner of missions, pleasure, business and otherwise. Under the head of transportation may now be classed not only the great railroad systems, but the operation of automobiles, privately and publicly owned ; street railways, electric interurban traction lines, bus and truck lines and now the rapidly developing air line systems. Naturally the great railroad systems still form the leading factor of freight transportation and at this time there is no probability that - 425 - 426 - HISTORY OF FRANKLIN COUNTY they will be supplanted by any other form. Inroads on passenger revenues and some short haul lighter freight business have been made by the privately owned automobiles, bus lines and truck lines, but for long haul and heavy freight billings the railroads hold and probably will continue to hold their own. It is the railroads that feed and clothe the people. The food that makes up a simple breakfast in Franklin County, may come from a total of from 10,000 to 15,000 miles. Butter from Wisconsin ; lamb chops from Montana; oatmeal from Iowa ; wheat toast from Kansas ; oranges from California; sugar from Cuba and coffee from Brazil. Modern refrigerator cars have made it possible for fresh fruits and vegetables, meats and sea foods, also dairy products, to be brought daily to our tables from distances that would have been unbelievable fifty years ago. "Our daily life is a trip around the world, yet the wonder of it gives us not a thrill, it is so familiar, we are not even contemptuous, we are oblivious."—Fundamentals of Transportation Problems, prepared for the Fuel-Power-Transportation Educational Foundation, headquarters, Columbus, Ohio. Continuing, this publication says : "Transportation, as the link between producers and consumers, and as the dynamic force of civilization, effects the welfare of every human being. There is no longer complete isolation from any man or community. Transportation has eliminated effect of distance, changed world relations, brought men closer together and also made men more dependent on each other. An exchange of commodities also results in exchange of ideas thus tending to break down racial and provincial barriers and make the whole world kin." Back through the ages, and until within 100 years ago, the means of transporting people and things from place to place was practically unchanged from muscular effort of man and beast. Evolution of man's living conditions started with the laying of the first stretch of steam railroad track in the early second quarter of the nineteenth century. The beginning of the Baltimore & Ohio Railroad system was a charter issued in 1828 for a short stretch of road out of Baltimore. This was the pioneer operation of the American railroad system. HISTORY OF FRANKLIN COUNTY - 427 Poor's Manual of Railroads show that while railroad construction started in 1830 there was but about 100 miles in operation in 1850. From that point railroad construction had a steady upward trend until 1888 at which time there was approximately 150,000 miles in operation. It was in this year that the Interstate Commerce Commission was created and assumed regulatory jurisdiction over the railroads. From this point railroad mileage continued to increase until the peak was reached in 1914. The total mileage at that time, according to the Interstate Commerce Commission reports, was approximately 254,000. This was actual miles of straight away road, not of tracks. From 1914 to 1926 there was a slight decline in miles of road in operation, due to the former building of unprofitable lines, building of unnecessary competing lines and some poor credit conditions. The total mileage in 1926 was approximately 250,000, and there has been but a few extensions and withdrawals since. Columbus and Franklin County men contributed largely to the promotion and building of railroads leading out of Columbus, with the result that Columbus became the hub of a system of railroads leading from it in alL directions. Practically all of these roads, although they at times fell into financial difficulties, passed from one interest to another until now they form parts of the great railroad systems passing through the city. The Columbus & Xenia was the first actual railroad to be built out of Franklin County. It was later, under partnership agreement, joined with the Little Miami operating between Xenia and Cincinnati. It is now owned and operated by the Pennsylvania Railroad. The next road was completed out of Columbus in February 1851. It was the Cleveland, Columbus & Cincinnati, which in 1868 was consolidated with an Indianapolis road and became the Cleveland, Columbus, Cincinnati & Indianapolis. It is now known as the Big Four and is one of the New York Central Lines. Following this development, came the building of the Central Ohio to Zanesville and Cambridge. This is now a part of the Baltimore & Ohio. By subsequent changes the line between Columbus and Newark was and still is operated jointly by the Baltimore & Ohio and the Pennsylvania Railroads. 428 - HISTORY OF FRANKLIN COUNTY Coincident was construction of the Central Ohio to the East, the Columbus, Piqua & Indiana was being built to Piqua and the Indiana line. It is now a part of the Indianapolis division of the Pennsylvania Railroad. The Hocking Valley was the next project promoted principally, by Columbus men and capital. The company was incorporated early in 1853 but nothing else happened until 1864 when M. M. Greene and others from this county, organized and built the Mineral Railroad from Columbus to Athens. The name of the company was changed in 1867 to the Columbus & Hocking Valley Railroad Company. It was built principally for the purpose of bringing coal, iron and salt out of the valley. In 1876 the company made a Toledo connection. In 1915 control of the road passed to the Chesapeake & Ohio Railroad and during the early part of the present year, 1930, the Hocking Valley was completely merged with the Chesapeake & Ohio and became the Hocking division of that system. Other early lines, built, since absorbed were : the Cleveland, Akron & Columbus Railroad, now a Pennsylvania Railroad line ; the Columbus & Cincinnati Midland, now part of the Baltimore & Ohio ; Scioto Valley, now Norfolk & Western property ; the Toledo & Ohio Central, formed by consolidation of the Ferrara & Mineral Railroad and the Atlantic & Lake Erie Railroad, is now a part of the New York Central System. While Columbus in its early railroad development stages had from twelve to fifteen independent separate railroads under construction and operation, it now has but five railroads, the independent branches and lines having all been absorbed and merged into these systems, Pennsylvania Railroad, Baltimore & Ohio Railroad, New York Central Lines, Chesapeake & Ohio and Norfolk & Western Systems. These, however, give Columbus and its territory adequate railroad transportation facilities and connections to all points in the United States, Canada and Mexico. Coincident with the growth in mileage of the steam railroad systems came also vast improvements in equipment, roadbed and property in general, greatly increasing speed, safety and comfort of passengers, and reliability as to careful handling and delivery on schedule time of freight. HISTORY OF FRANKLIN COUNTY - 429 The first coaches, used in 1831, naturally followed the design of the early stage coaches with flanged wheels to take the tracks. In 1845 the coaches began to take the semblance of present day coaches, but were crude affairs with plank seats along the sides. In 1862 a longer coach was in service but still with open platforms and hand brakes. Open platforms were still in vogue in 1876 when 21-ton cars were introduced with the first air brake equipment. This was a miniature equipment and simply supplemented the hand brakes. In 1898 the first vestabuled coach with improved air brake equipment was introduced. It was mounted on heavy trucks and weighed thirty-five tons. This was the standard railroad coach until well into the first quarter of the twentieth century, when long, all-steel coaches, became the standard. These coaches weigh from fifty-five to sixty tons and greatly improve comfort, in smooth riding and safety for passenger travel. During the early development of day coaches, Pullman sleeping cars were introduced and later dining cars, observation cars, club cars, etc., appeared. These were improved year after year with added refinements until today, the fast deluxe limited trains of the great railroad systems are veritable traveling palaces with every convenience of home or hotel. On these trains the standard berth sleepers have given way to individual bedroom cars, equipped with comfortable beds, toilets and other appointments. The trains also carry club cars and lounge cars, equipped with barber shops, baths, etc., and serviced with maids for the convenience of women passengers ; stenographers for the busy traveling business man and even telephone and telegraph service from the moving trains. Radios are now installed on most of these trains picking up musical and other programs of the principal broadcasting stations for the entertainment of the passengers, as the train flies along. This is a long jump from the days, just 100 years ago, when noble ladies and gentlemen were rocked and jerked along, in stage coaches equipped with flanged wheels and run on tracks of unsteady ballast. Like the passenger, freight equipment has also passed through a process of evolution by which the heavy steel box cars, gondolas, hoppers and other types mounted on heavy trucks, have replaced the early four wheel wooden flat and box cars. The latest developments 430 - HISTORY OF FRANKLIN COUNTY in freight cars is the open end box cars for the loading of automobiles, difficult to load from side doors, and the introduction on some systems of a new 65-foot gondola steel car. This car was designed to carry long structural steel lengths, that heretofore required two standard gondola or flat cars to load. With the increase in size and weight of railroad equipment, in answer to the demand of increased shipments, heavier loading, longer trains, it was quite necessary for motive power to keep apace. The Stourbridge Lion, a seven-ton engine built in England was the first locomotive to operate on the American continent. The DeWitt Clinton, a four-ton engine, was placed in operation early in 1831 and later that year the John Bull, an eleven-ton locomotive appeared. This engine took on some of the lines of the later day locomotives. It was followed by the Juniata, thirteen tons, in 1849 ; Tiger, eighteen tons, in 1856 ; American type, twenty-four tons, in 1868 ; consolidated type, forty-one tons in 1875; Atlantic type, sixty-eight tons, in 1912, and in 1913 a consolidation type, weighing 111 tons. These were great engines for their day and were looked upon with admiration and respect. In 1927 the Mallet type of locomotive was introduced. Its weight, over the drivers, approximately 268 tons, is practically equal to a total of the weight of one of each of the above types, mentioned. The capacity of the Mallet is from 100 to 150 loaded cars on a level grade, but it is used principally today, by most of the systems, in hauling heavy trains over mountainous grades. To keep apace with growing weight of motive power and freight and passenger equipment, it was of course necessary to improve roadbeds with solid foundations, ballasting, heavier rails and the cutting down of grades. The first rail, was an iron strap laid on wooden stringers. In 1832 several types of English rails were laid, also what was known as the Stevens rail, similar in design to the present rail and weighing thirty-six pounds to the yard. This was followed by a fifty-six pound rail in 1848, and this weight seemed to suffice until 1887, when the systems began to renew with rail weighing eighty-five pounds to the yard. This standard was changed in 1892 to a 100-ton rail and finally in 1916 many systems adopted as standard for main line tracks, rails weighing 130 pounds to the yard. Methods of ballasting and, truing up, have been adopted, until today, HISTORY OF FRANKLIN COUNTY - 431 modern passenger trains slide along the great steel highways, hour after hour, with hardly a ripple of noticeable motion. The first departure from steam railroad practice in the development of modern transportation came with the introduction of electricity as a motive power. Street railway systems were the first to electrify and this was followed by an era of electric interurban traction development all over the country. Columbus was among the first cities of the country to have an electric line. Sidney Short, early in the nineties, equipped the Eleventh Avenue (then Chittenden Avenue) line from High Street to the Ohio State Fair Grounds. The first interurban traction line to be built was the Columbus and Westerville road. The company was incorporated by L. P. Stephens and others in 1899 but the line was not completed and placed in operation until in January, 1902. This project was financially backed by W. D. Brickell, George B. Cox, Daniel J. Ryan, Thomas N. Fordyce and L. P. Stephens. Power for operation was secured from the Columbus Street Railway Company and the new line entered the city over the tracks of the city company from Taylor Avenue. The Columbus, Urbana & Western Company was incorporated in 1900 by Columbus men and $400,000 of the capital stock subscribed. This line was built seven and one-half miles out to a point just beyond the Scioto storage dam. The company experienced some financial difficulties and the line was never extended beyond that point. Large loans were made to the company by the Columbus Savings & Trust Company and this paper was found among the assets of the trust company when the bank failed. The road was seized for debt in 1915 and was later sold for $36,000. During this period of traction line construction, leading out of Columbus, the following companies were incorporated : The Columbus, Buckeye Lake & Newark, by M. Spellacy, A. J. Warner, W. A. Carlisle, M. O. Baker and W. R. Pomerene ; Columbus, London & Springfield by John G. Webb, John M. Good, Hart A. Fisher, Emmett Tompkins and Fletcher Penfield ; Columbus, Grove City & Southwestern by Adam Grant, H. A. Fisher, F. W. Merrick, Emmett Tompkins and George B. Darnell (road built as far as Orient) ; Columbus, Delaware & Marion by John G. Webb, Oscar M. Gottschall, E. M. Camp- 432 - HISTORY OF FRANKLIN COUNTY bell, N. J. Catrow and H. B. Hane ; Ohio & Southern Traction Company by S. B. Hartman, F. W. Schumacher, James M. Butler, W. V. Baker and Jonas A. Hedges (road built south 6.85 miles to accommodate traffic to and from the Hartman farm) ; Scioto Valley Traction Company by W. F. Burdell, Alex Renick, T. King Wilson, E. K. Stewart, W. J. Weaver, H. D. Bennett, Edwin R. Sharp, H. M. Daugherty and B. Mahler (road built to Lancaster, also to Circleville and Chillicothe) ; Columbus, Newark & Zanesville to extend the Columbus Buckeye Lake & Newark, from Newark to Zanesville. A total of 783 miles of electric interurban railway leading out of Columbus were projected and built during this period. With the introduction of privately owned automobiles, and organization of bus lines, in practically all directions, for the carrying of passengers, passenger revenues of both traction lines and steam railroads began to show serious declines. As a result one after another of the traction lines filed applications with the Public Utilities Commission and were granted permission to surrender their charters, and discontinue operation. The last of these applications was recently filed by the Scioto Traction Company, and this, at the date of this writing, is still pending. This leaves but two of the original traction lines leading out of Columbus and Franklin County, still in operation, the former Columbus, London & Springfield, now the Cincinnati & Lake Erie, and the Columbus, Delaware & Marion. Development and broad use of the privately owned automobiles during the past ten years has had the greatest influence on travel of any factor yet appearing in the passenger transportation field. Flying may in future years become a factor in passenger transportation, but today it is still in its infancy. The motor car factor in transportation, including privately owned cars, bus and truck lines, is fully grown. It is estimated that horse power used in the operation of motor cars today is more than ten times that of all other motive power put together. More than 25,000,000 cars are operated in the United States and a recent report showed that 107,000 motor cars are owned and operated in Franklin County. These cars not only divert short-haul passenger business from the railroads and traction lines, but have a most depressing effect on long-haul tourist bus- HISTORY OF FRANKLIN COUNTY - 433 iness of the steam roads. The outcome of the situation, as it effects passenger transportation of the railroads is still undetermined. Coming of the automobiles has brought about vast road improvement programs which have been carried out in practically every state and county of the country. As a result of Franklin County's program, the county, according to report of the state highway department of January, 1929, had 183.11 miles of earth roads, still unimproved, and 807.1 miles of proved roads. Of the latter, waterbound macadam roads with a total of 386.38 miles and bituminous macadam with 183.52 miles, lead. There are short stretches of other forms of road improvement, throughout the county. Pioneer motorists found the early country roads, cut up by narrow tired buggies and wagons, and covered thick with dust, entirely unsuited for motor vehicles. As motor vehicles increased in use the demand for improved roads became imperative. Production of automobiles and trucks in the United States and Canada during the month of August, 1930, was 240,100. This was less than fifty percent of the number produced in August, 1929. These figures were published by the National Automobile Chamber of Commerce. According to United States census reports made public the latter part of August, 1930, over three-fifths of the automobiles purchased by motorists of the country in 1929 were bought on the installment plan, the average deferred payment on each car being $444.30. Approximately sixty-one percent of the automobiles sold in 1929 were financed by 425 companies engaged in this business in the United States. According to the reports these companies financed the sale of 3,478,373 cars, 1,820,435 being new vehicles. Less than four percent of cars sold in this manner were repossessed, it was pointed out. The first motor driven vehicle appeared on the streets of Columbus, Ohio, in September, 1899. It was a Winton and was the property of Campbell T. Chittenden. This pioneer vehicle of the motor age, is now on exhibition in the museum of the Ohio State University. This horseless carriage was closely followed by a gasoline car, built by Perry Okey, who appeared in his vehicle late in November of the 434 - HISTORY OF FRANKLIN COUNTY same year. Okey's first attempt to produce such a vehicle was in 1895. He continued his efforts and four years later, he succeeded in completing a car, that would run. Thereafter for some time Perry Okey, smoking his long thin stoggies and sitting in his high little runabout, was a familiar figure in and about the city. Okey still smokes the long thin stoggies, but he now buys his cars ready-made. Among the other early motorists of Franklin County were Oscar Lear, J. C. Sherwood, and Frank E. Avery, who appeared in Stanley Steamers in 1901. In the following year, Dr. Clovis M. Taylor purchased a White Steamer and thereafter motor driven vehicles began to be frequent and familiar sights on the city streets and country roads in the vicinity. The change over during the next ten or twelve years from horse drawn vehicles to motors was accomplished with considerable friction. The pioneer motorists were not overly popular with horse owners and the horses themselves, perhaps scenting their future exit did not view the new mysteriously moving carriages with a great deal of favor. Rearing, backing and plunging, and in some cases rather disastrous run-aways, resulted. It was at this period in the new development that legislative bodies began to wake up to the necessity for some regulation. The first regulation enacted, was not conducive to rapid transit. It required the motorist, on approaching a horse drawn vehicle, to come to a stop while the irate horseman led his quivering steed around the machine. This frequently gave the driver of the horse an opportunity to air his views on the infernal machine. The life of the pioneer motorist was not all that could have been desired. Many of the former horse owners have lived to own their own "infernal machines," and look with some disfavor on the poor old faithful nag, plodding along in front, and slowing up traffic. While the lines and designs of automobiles have changed and many refinements and improvements made since the early cars, the fundamental principles are practically the same as those of the first car ever built. This was invented and built by a German, Gottlieb Daimler. He failed to interest his own countrymen in his project, but finally did interest a furniture firm in Paris, to the extent that he was allowed to build the first car in the firm's factory. The furni- HISTORY OF FRANKLIN COUNTY - 435 ture manufacturer was Les Vasoir. Daimler finally succeeded in producing a car in which he rode through the streets of Paris. His engine design was practically the same as the automobile engine design of today, and the gear shift was the same. He devised the gear shift as a make-shift to do until he could devise something better. The make-shift gear shift with some variations is still the gear shift of today. The biggest improvements in automobiles are in automobile accessories and of these the most pronounced improvement is in the tires. The original fabric tire was of high cost and short life. These tires lasted for from 1,500 to 2,000 miles. The cord tires with treads, introduced later, began to meet need for longer life and cheaper tires. The present day tire will stand up for from 15,000 to 20,000 miles of travel. Following closely on the introduction of motor cars came the development of bus lines for passenger transportation and truck lines for light freight. Within a few years bus lines had sprung up in every section of the country. These were frequently sponsored and often owned by the railroads themselves, used as feeders and in some instances taking the places of unprofitable passenger trains, withdrawn. In many cities street car companies have installed bus lines as feeders and to supplement the service during peak hours of the day. While Columbus has no city bus line service, many lines lead out of the city, and quite -a number of through interstate lines count Columbus as an important terminal. Lines are operating out of Columbus to Marysville, Ft. Wayne, Mt. Gilead, Cincinnati by the Buckeye Stages, to Lancaster, Circleville and Chillicothe by the Scioto Valley Traction Company. These operate under the jurisdiction of the Ohio State Public Utilities Commission. A number of interstate lines have been granted local rights by the commission. These include the White Swan Line ; Pennsylvania General Transit, Cannon Ball and the Safe Way to West Virginia points. Local rights are also being sought at this time by the Greyhound, White Star, Red Star and other interstate lines, passing through the city. The Pennsylvania General Transit Company is a subsidiary of the Pennsylvania Railroad. Early in September of 1930, this company was authorized by the Ohio State Public Utilities Commission, to 436 - HISTORY OF FRANKLIN COUNTY operate three, thirty-three passenger busses through Ohio in interstate traffic between Pittsburgh and Covington, Kentucky, via Steubenville, Cadiz, Cambridge, Lancaster, Circleville, Washington C. H. and Cincinnati. Columbus, today, not only stands out in aeronautical development, because of its interest in, and constant encouragement given aviation matters, culminating a year ago, in the establishment of a world model air harbor, Port Columbus, but it is one of two Ohio cities that have made aeronautic history. It is a matter of record in the Aeronautical Department at Washington, that the first airplane in the world to cover a sustained flight of over sixty miles, and carrying merchandise, was a Wright Brothers' bi-plane. This plane, the first of its kind ever constructed, took off at Dayton, Ohio, November 7, 1910, piloted by Philip Parmalee, and carried a small consignment of silk from a Dayton store to the Morehouse-Martins Company of Columbus. The flight of sixty-two miles was made in fifty-five minutes, the longest sustained flight, and the fastest time ever recorded in the world, up to that date. The little bi-plane made a successful landing at the old driving park and was met by a Morehouse-Martins delivery wagon. The silk was taken directly to the Columbus store where it was cut up into small pieces and passed out as souvenirs. A short time after making his historical flight, Parmalee was killed in a falling plane. Roy Knabenshue, another bird-man in early aviation development, made several landings in Columbus, about the same time, in a cigar-shaped dirigible balloon. This flying apparatus carried a triangular frame under the gas bag and was propelled by a small gas motor. Knabenshue rode the machine by straddling the top runner and planting a foot on either of the lower runners. He gave exhibitions at the State Fair Grounds, and on one occasion landed on the roof of the Columbus Gas Company building at Long and Front Streets. Newspaper men and others were permitted to view the flying machine on the roof and later assisted the pilot in taking off by pushing the machine over the edge and out into space. Columbus, since these flights, the parent of all airplane flights and the forerunner of great zepplin operations has never lost interest or faith in the practicability of air transportation. Later a landing field HISTORY OF FRANKLIN COUNTY - 437 was established in the broad field west of the Ohio State University campus, the property of the University. Here for several years, planes, principally of the Wright Brothers development, landed and took off. During war preparations in 1917 a ground aviation school for instruction of young fliers, preparing to take service in the American air forces abroad, was established at the University and during this period the University landing field was in practically constant use. Following the war period, aviation in Franklin County was confined almost entirely to private flying, until about four years ago, when the first air mail contract was awarded the Colonial Air Transport to serve Columbus and this was the beginning of the use of Columbus as an air terminal for commercial and public transportation. The Colonial a subsidiary of the Continental Air Line, has ever since served Columbus in carrying air mail routes. Carrying mails is the first practical service to which air transportation was applied. Columbus is a stopping point on Contract Air Mail route No. 16 operating between Cleveland and Louisville. Other stops are Springfield, Dayton and Cincinnati. Through this line Columbus has practically overnight mail service to New York, Boston, Philadelphia, Buffalo, Toledo, Detroit, Chicago, Milwaukee, Kansas City, Omaha, Minneapolis and other cities in the same territory. Correspondingly quick service is given to Pacific Coast points, the southwest and practically every other point in the United States. Air mail throughout the United States has a history of about eleven years and during that time became invaluable to business men. Columbus still has but one air line, but it would be useless to guess how many will be serving the city in the next few years. Airplanes flying United States mail have during the last four years flown more than 1,000 times around the world and at this time are flying more than 60,000 miles a day to service American business. The Columbus mail line operates on night schedules. North bound planes depart from the Columbus airport at 9:45 p. m. and arrive in Cleveland at 11 :30 p. m. in time for connection with west coast and southwestmail planes and the eastbound planes for New York, Boston and other eastern cities. Incoming mail arrives in Columbus at 4:40 a. m. in time for morning deliveries. 438 - HISTORY OF FRANKLIN COUNTY Opening of the new airport, seven miles east of the capital building, on July 8, 1929, was coincident with inauguration of a new forty-eight hour air rail service between New York and Pacific coast cities. This service, the first of its kind established in the country, starts with a night ride over the Pennsylvania Railroad from New York to the Columbus airport. Here passengers are transferred to Transcontinental Air Transport-Maddux Air Line planes for a day ride to Waynoka, Oklahoma, where passengers board sleepers again and are run through the night again to Clovis, New Mexico, over the Santa Fe Railroad. T. A. T.-Maddux planes are waiting here on the second morning and land passengers in Los Angeles and San Francisco in the evening of the second day. At the time of the inauguration of this service, this was the fastest time ever made from the Atlantic Coast to the Pacific Coast. From Columbus, the trip to the Pacific Coast is made in approximately thirty-six hours. It is an axiom among persons connected with aviation that success in all phases of air operation lies more on the ground than in the air. The essential factors of regularity, speed and safety can only become permanent, when the ground facilities and "ground organization," are thoroughly established. The Columbus plans for its new airport complete in every detail and even advanced in many appointments beyond those of any airport ever before established, caused the Pennsylvania Railroad and the T. A. T.-Maddux Lines to select the Columbus port as the first transfer station. In July, 1929, 426 passengers passed through the port compared with 1,490 in June 1930. With a total of 11,282 passengers for the first year. In addition to the air-rail service two other airline activities were added to the port during the first year. It is estimated that approximately 35,000 people have passed through or taken flight from the Columbus airport since its establishment. Of these a total of 5,236 passengers have been taken on short sightseeing trips over the city. In addition to the T. A. T. flying activities, the Curtiss-Wright Flying Service, as tenants, established a flying school and maintained a taxi-plane service and planes for charter. The Golden Eagle Monoplane manufacturing concern, formerly on the Pacific Coast, moved its operations to Port Columbus as a tenant, and expects soon to build its own plant in the vicinity of the port. It is predicted at this time HISTORY OF FRANKLIN COUNTY - 439 that Columbus, in the next few years, will take its place as the leading airplane center of the country, because of its favorable geographical location for such industry and its modern landing fields. "Quite significant is the recognition that is being given our superior airport and its strategic geographic position," says Major William F. Centner, superintendent of Port Columbus. "The airway division of the department of commerce is spending $15,000 in construction of, and will maintain at no cost to us, one of the new radio range beacons for directional control of air traffic in 'blind' weather. This means that all ships traveling the middle eastern section of the country will be directed to and over Port Columbus. The weather bureau is likewise setting up a station here which will be a part of the network including thirty-eight cities east of the Mississippi River. Hourly reports will be collected and disseminated and ship movements followed by telegraphic messages on the new teletype machines. Uncle Sam is paying $15,000 for this installation and will assume all maintenance costs." In addition to the new Columbus air port, Columbus has two other air landing fields, the Clickenger field in the southeastern section and the Norton field, established on East Broad Street in 1923. The fourth field that completes airplane landing facilities in Columbus is the Sullivant field on the west side. It is owned and operated by R. L. Harris and is one of the active fields of the vicinity. Until July 1 of this year all air mail planes landed on this field. These planes now land at the municipal air field at Port Columbus. A school for air students is maintained at the field by Mr. Harris. He also maintains several large passenger ships for taxi and charter service. A Waco three-place open ship is used for the student work. Columbus aviation interest expects that in the near future three more lines for passenger transportation will be established, connecting the city directly with Los Angeles, Dallas, Texas, Kansas City, St. Louis, Memphis, Louisville, Wichita, Chicago, New Orleans and many other important intermediate points. The transport operations at Port Columbus have, from their inception, commanded paramount attention and interest. This has been caused by the newness of air travel in this country and the 440 - HISTORY OF FRANKLIN COUNTY contingent romance connected with the idea of simulating the birds, in going from one place to another. And so "Modern Transportation" is giving the country aviation for speedy and direct passenger, mail and light express service ; the private automobile for private local service and touring ; the bus lines, for low fare long and short hauls ; truck lines for short haul freight service, and finally the steam railroads of the country which will continue to furnish facilities for luxurious, safe and comfortable travel, and which will undoubtedly continue for many years to haul the great bulk of the freight traffic required, for the maintenance of the present day life. CHAPTER XXVIII LITERATURE AND THE PRESS By George H. Gordon EARLY OHIO WRITERS—SULLIVANT AND LESQUEREUX—A. a LAURENSTHE OHIO GAZETEER—CAMPBELL AND CARRINGTON—HOWELLS AND PIATT— SUNSET COX—A. H. WELSH—SAMUEL H. CHURCH—RYAN, RANDALL AND GALBREATH— UNIVERSITY AUTHORS—STUDER AND DAVISBEATTY, HUNTINGTON AND ALBERRY—HUBBARD HUTCHINSON—EARLY NEWSPAPERS— KILBOURNE AND GRISWOLD—THE OHIO STATE JOURNAL —EDITORS AND WRITERS—THE OHIO STATESMAN—THE TIMES—THE PRESS-POST—THE DISPATCH—W. D. BRICKELL— THE WOLFE OWNERSHIP— THE CITIZEN —THE GERMAN PRESS—OTHER PERIODICALS—THE OLD SUNDAY PAPERS—NEWSPAPER PLANTS AND MODERN PUBLICATION. Its journalistic record has greatly enriched the history of Columbus, but a casual student would be led to believe that the muse of letters had passed the Ohio capital by. Yet there has been no dearth here of real literary effort and accomplishment. In the early years of the nineteenth century, in fact up to the close of the civil war, controversial subjects almost monopolized the attentions of the virile writers of the new West. But there were times when the urge toward the fanciful and artistic modes of expression was too strong for even the pioneers of the first state carved out of the Northwest Territory. Cincinnati, with its quicker growth, its proximity to Kentucky and the older Virginia and its waterway communications with the established culture of the East and the romantic stretches of the Mississippi and beyond, earlier developed a literary element and gave home to men and women who achieved worldwide fame in the field of bookmaking and the other arts of painting and sculpture. Columbus has never produced a Harriet Beecher Stowe, a Phoebe or Alice - 441 - 442 - HISTORY OF FRANKLIN COUNTY Cary, a T. Buchanan Read, that gifted cigarmaker who achieved fame as painter, sculptor and poet and whose "Sheridan's Ride," one of the least artistic of all his many poems, has been recited by most American schoolboys, or such men as General Wm. H. Lytle and Colonel Coates Kinney, who advanced into the first rank of lyric poets, each through the medium of one fugitive piece, the former with the famous poem, "I am dying, Egypt, dying," and the latter with that dainty, beautiful fancy, "Raindrops on the Roof." Colonel Kinney, however, was well known in and a frequent visitor to Columbus and could without much stretch be reckoned as a part of the capital's literary life, his home being so close at hand and most of his political activities being centered here. But Columbus does not have to go abroad for literary luminaries. Founded as a state capital, it attracted at its inception men of intellect and strong character who often adopted the printed word as a means of expression, even in that pioneer day when a printing press was not always at hand and when the art of the orator was called on oftener than the wizardry of the written word was invoked. Columbus, it must be remembered, did not come into being until Marietta was a well established town and Cincinnati had already attracted from the East and even from Europe men of literary taste and ability. In fact the stumps had not yet been pulled from the Capitol square when literary life in Marietta and Cincinnati was lusty and growing. Yet the Sullivants, when they settled Franklinton, on the west bank of the Scioto River, opposite the future site of the capital, had brought west with them a scientific spirit and a literary gift which found distinguished expression in William S. Sullivant, oldest son of Lucas Sullivant, who was the foremost member of the pioneer band of founders of Franklinton. W. S. Sullivant was one of the leading botanists of the day, and in that special branch of the science known as bryology, or study of the mosses, was recognized as having no superior anywhere with the one exception of Professor Leo Lesquereux, who is still recognized as the greatest authority on mosses of all times and whom Mr. Sullivant was instrumental in bringing to Columbus. Mr. Sullivant had a grace of diction which was denied to Professor Lesquereux, a gift that added to his fame as a careful and efficient scientific investigator HISTORY OF FRANKLIN COUNTY - 443 and made his works agreeable reading for the layman as well as for the scientist. Upon the occasion of his death the American Academy of Arts and Sciences, the foremost American scientific association of that day, adopted resolutions which gave recognition to "his close, patient observation, scrupulous accuracy and nice descrimination," and deplored in his death the loss of "the most accomplished bryologist that this country has ever produced." Mr. Sullivant's fame will of course always be overshadowed by that of the great Lesquereux, who during his residence in Columbus, where he ended his days, published an enormous number of works on the mosses and kindred growths of the United States. Previous to his coming to this country, he had investigated the peat formations of Northern Europe and had published under governmental supervision the results of his studies. Those writings are still the classics of bryology. So Columbus produced one and long housed the other of the two men who took and held first places in this one branch of science and in writing on that subject. A. B. Laurens was an early light in the literary firmament of Columbus. His name is forgotten, except by archaeologists and delvers into sectional records, but some of his poems are still to be found in ancient, moth-eaten and age-yellowed collections. Although lost in the limbo of forgetfulness, Mr. Laurens had the divine spark and some of his poems were dainty and artistic. Charles Dickens, the great portrayer of an exaggerated English "life among the lowly" and the creator of more deathless fictional characters than any other English writer with the one exception of Shakespeare, shed some tarnished luster on the Buckeye capital on the occasion of his visit in 1842, but he seems to have found more comfort in the service at the old Neil house than in association with the literary people of Columbus. The first book written and published by a Columbus man was "The Ohio Gazetteer," a compendium of facts as to the geography and history of the new state, prepared by that active and public spirited founder of Worthington, Colonel James Kilbourne the first. Similar works, now very rare, were put out by I. N. Whiting and William Lusk. All three of these were written in the Addisonian style of the previous century, a little stilted, but correct, and they are mines of information for one interested in pioneer customs in Ohio. A still 444 - HISTORY OF FRANKLIN COUNTY more valuable work for the student is "Ohio Pioneers," by John W. Campbell. Found now only in old libraries, it is almost indispensable for a writer or student of those early days of the commonwealth. H. B. Carrington added to these early literary efforts a "History of the Battles of the Revolution," which at one time was a standard work. Undoubtedly the one man who went from Columbus to the widest spread fame in literary fields, although other writers have produced just as good prose and poetry and exercised an even better influence on mankind in general, was William Dean Howells, for long the dean of American writers of fiction and by the ultra-intellectual held to be the greatest exponent of the art of prose fiction that America has ever produced. Of course as to that the public will always have differences of opinion, but there can be no question that Mr. Howells was and remains the foremost mildly realistic writer of novels in the United States. He began his literary career in Columbus, as a reporter and writer on the Ohio State Journal. At that time he formed a close intimacy with John James Piatt, of the distinguished family of that name, and with Rev. Dr. Fullerton, a Presbyterian minister, brother of the late Dr. E. B. Fullerton, at one time one of the most prominent physicians in the city. The three young men had literary tastes alike and Mr. Fullerton, who had not as yet arrived at the dignity of a Doctor of Divinity, had submitted a poem to the Atlantic Monthly, admission to whose columns meant the final seal of literary approval. Fullerton urged Howells to submit one of his poems, which he had written and was too diffident to put to the test of a less kindly criticism than that of his two friends. He was finally induced to send a contribution and to his surprise have it accepted. Concrete evidence of editorial approval came in the form of a check for the then munificent sum of $25, as much as the Ohio State Journal paid him for nearly three weeks of hard work. He deposited the check in the bank and then found himself in a quandary, not knowing how to get the money out—and he needed the cash. He applied to his friend Fuller ton with the now classic question : "When you put money in a bank, how on earth do you get it out ?" He got the information and the money. Mr. Howells afterwards attained a degree of wealth from the sale of his many novels and, HISTORY OF FRANKLIN COUNTY - 445 as editor of Harper's Monthly, held a commanding position in American literature and politics. His friend, Mr. Fullerton, did not follow the literary bent, but the other of the trio, Mr. Piatt, made a deep impression on the intellectual life of Ohio up to the middle of the nineteenth century. He and his gifted brother, Don Piatt, were for many years among the prominent of Buckeye literati. S. S. "Sunset" Cox, the peppery and talented editorial writer on the old Statesman, was better known as a newspaper man and a politician than as a writer of lasting literature, but some of his editorial writings have achieved a permanent place in literature, and his book of travels is still in vogue and makes very pleasant reading. It is titled "A Buckeye Abroad" and in the years immediately following its publication was widely read. Mr. Cox's soubriquet was fastened on him on account of a bit of word-painting in description of a sunset over Columbus and especially over the vine-covered front of St. Francis hospital. Country editors who were opposed in politics to Mr. Cox made much fun of him for this effusion, but good taste and time have combined to give it recognition as a bit of gorgeous word-painting seldom if ever surpassed in the English language. It is a bit of prose poetry of rare beauty. Among the other earlier historical writers of Columbus were Frank V. Irish, who published "American and British Authors," and William McAllister, author of a "History of Ireland." The city has been fairly prolific of writers of histories. Professor A. H. Welsh, whose early death by drowning deprived the world of a charming and scholarly author, leaped into worldwide fame by the publication of his "History of English Literature," which was accorded such space and such praise by the English and Scottish reviews as those periodicals give only to major works. No other history of English literature, except the monumental work by Taine and the scholarly work by Henry Hallam, the latter of which is a history of literature in general during only a period of European history, has ever produced a profounder sensation. In addition to the marvellous beauty of Professor Welsh's diction, his studies had been profound and his criticisms were so just that his work must live practically forever. 446 - HISTORY OF FRANKLIN COUNTY Professor Wilbur H. Siebert, of the department of history at Ohio State University, also has created for himself a reputation as wide as the English-speaking race by his historical investigations and writings. Professor Siebert's researches have led him along hitherto almost untrodden paths of American history and he has brought to light an enormous array of facts which had been buried in forgotten and neglected records. The public now knows more about such activities as those of the Tory party during and after the Revolution and of the Tories and patriots of Florida and the other Southern districts of the United States than it ever would have learned except through such research as that to which Professor Siebert has devoted himself. His books are composed, too, in a lucid and pleasing style. He is still engaged in work of this kind. His earnest and intelligent investigations have brought him distinguished honors from the foremost historical and literary societies of the United States and England. The professor is a native of Columbus, a graduate of Ohio State University and Harvard University and has studied in universities of Continental Europe. The city of Columbus and the county of Franklin can claim him as an exclusive product of the Buckeye capital. Professor George Wells Knight, also of the historical department of Ohio State University, has published a number of review articles on historical subjects, all of them written in finished style and showing depth of scholarship and careful methods of research. Professor Knight, after many years of research, some time ago wrote a history of Ohio, which was pronounced by those who read the manuscript to be a model of diction and a complete storehouse of facts, but some vandal entered his office at the University and destroyed manuscript and notes. A most valuable work was thus lost and Professor Knight never felt like going through such an enormous amount of research as would be necessary to reproduce the history. Dr. Edward E. Sparks, a graduate of Ohio State University and at one time a reporter on the Ohio State Journal, was an authority on United States constitutional history and the author of profoundly learned works on that subject. Colonel George W. Manypenny's literary efforts were largely devoted to journalism and much of his energy was given to banking, but he made one journey into the realm of permanent literature and HISTORY OF FRANKLIN COUNTY - 447 produced a valuable volume, "Our Indian Wards," a subject on which he was well qualified to speak, having been identified with the federal Indian bureau. Colonel Manypenny lived in one of those handsome old mansions on Broad Street which have now long since given way to business structures, and he there entertained most of the leaders in literature and the drama who visited Columbus. Such great histronic stars as Joseph Jefferson, Edwin Booth, Lawrence Barrett, were guests there. The colonel's accomplished and beautiful daughter, it was believed at one time, had a literary career before her, but she chose the stage instead and for some time appeared in the support of Barrett, Booth and other tragedians. Colonel Samuel H. Church, who gained his military title by appointment to the military staff of a governor of the state and who for many years was connected with the Pennsylvania Railroad Company in this city, removed to Pittsburgh, where he now occupies the position of president of the Carnegie Institute, an institution of higher learning, but he had dabbled in literature before quitting this city. After taking up his residence in Pittsburgh he published an elaborate "History of Oliver Cromwell," which attracted much favorable comment from the reviews, and also wrote a novel of the cavalier times in England which had a considerable vogue. Hon. Daniel J. Ryan, E. O. Randall, Professor Osman C. Hooper of the department of journalism at Ohio State University, and C. B. Galbreath, former state librarian and more recently at the head of the museum of archaeology and history which is housed at the State University, have all written voluminously and well on the histories of Ohio and Franklin County. The History of Ohio, by Messrs. Ryan and Randall, is the most convincing and the most valuable work on the subject that has ever reached the public. Mr. Ryan was a lawyer of ability and served two terms as secretary of the state of Ohio, and Mr. Randall had been admitted to the bar and served for some years in the office of Supreme Court reporter, but both gentlemen had tastes for literary work which could not be suppressed. Mr. Randall came from a family of intellectuals, Rev. D. A. Randall, a forbear, having published a number of religious works. Professor Hooper approached the field of authorship from a long and distinguished career in daily journalism and with a style of writing that is a 448 - HISTORY OF FRANKLIN COUNTY model of lucidity and purity. Mr. Hooper had also gained much fame through his poems, published from time to time over a period of years and at last collected in a volume of much charm. At the death of General U. S. Grant a poem written for the occasion by Mr. Hooper was generally acknowledged as the most beautiful of all those called forth by the taking away of the great soldier and ex-President. Other professors at Ohio State University who have entered prominently the field of authorship were President Edward Orton, Sr., J. V. Denny, Benjamin Bowen, James E. Hagerty, Frank Pierrepont Graves, Josiah R. Smith, Sidney A. Norton, Joseph A. Leighton, Henry Weber, Warren K. Morehead, William McPherson, Charles Plumb, Ludwig Lewissohn and President W. O. Thompson. Of the earlier members of the University faculty Dr. N. S. Townshend, first professor of agriculture and veterinary science, wrote extensively on political subjects, having been before the Civil War deeply interested in the anti-slavery cause, and Professor Robert H. McFarland, first professor of mathematics, was an accomplished classical scholar as well as an eminent engineer, and published a scholarly and well written translation of Virgil's Aeneid. Professor McFarland had a distinguished record in the Civil War, being a very gallant officer in the Union army, and some of his writings on experiences in that great conflict, unfortunately never published, would make interesting reading. Professor Townshend also left a mass of manuscripts having to do with the political contests of pre-Civil War days and with border warfare in Kansas and Nebraska which ought to be collated and given to the world. Professor Lewissohn has gained much prominence by his writings, especially since quitting the university. He writes with beautiful diction, but is somewhat iconoclastic in his social and political views. Professor James Chalmers has published a valuable work on Lord Macaulay and Professor Joseph R. Taylor, of the department of English, has written a number of dainty poems which have found place in the most critical and discriminating magazines. In the same department is Professor William L. "Billy" Graves, whose delightful HISTORY OF FRANKLIN COUNTY - 449 essays on subjects of all sorts have given pleasure to many thous, ands of readers. The state university, in fact, has given a great impetus to the literary impulses of the city. Dr. Andrew Crotti and Dr. Frank Warner, with other Columbus physicians, have written much on technical subjects. Two Columbus writers on ornithological subjects have made reputation wherever there were lovers of birds. Jacob H. Studer's "Birds of North America" is a monumental work which still has standing among ornithologists. But to the hearts of Columbus people Oliver Davie's "Birds of Ohio" is much dearer. Mr. Davie was a taxidermist, a learned ornithologist, a painter of vivid word pictures and a poet at heart. He also was a lover of books, and his second-hand bookstore on High Street was the mecca of every real antiquarian who visited Columbus. There was a very accomplished Chicago newspaper man, John Corwin, a member of the family of the great Thomas Corwin, who attended every important political gathering in the country and who often came to Columbus in a newsgathering capacity. He never failed to stop off on his way to the Neil house to look over Oliver Davy ie's collection of rare volumes, which included an extra-illuminated edition of the works of Robert Burns, which was said to be the finest in existence. Mr. Davie, being of Scotch extraction, was a great lover of Burns. His work on the birds of Ohio was so complete, the result of such constant and such intelligent and practical investigation, that it stands, although the author has been dead for some years, as the last word on the subject. It contains descriptions in prose-poetry which are gems. The chapter on the "Brown Thresher" deserves and doubtless will have a place in permanent literature. In the lighter departments of literature Columbus has had and still has distinguished representation long since the day of William Dean Howells. Mrs. Dorothy Canfield Fisher, who stands in the very first ranks of American novelists, is a daughter of a former president of Ohio State University and graduated at that institution. Zane Grey, prolific and immensely popular writer of tales of the "wild and wooly" West and of other attractive scenes, is one of the most