250 - MEMOIRS OF LUCAS COUNTY Girls' Home, 3434 Monroe, Mrs. Ida M. Hilty superintendent. Each of these has its special form of charity and all are doing a great amount of good. The hospital accommodations of Toledo are abundant. The first steps taken toward establishing a permanent hospital was in 1855, by the Sisters of Charity. They first occupied a two-story frame building on Superior street, near Cherry, but in 1858 they moved into a brick building of their own, 40x50 feet and three stories high, on Cherry street, and it was first called the Orphan Asylum, the building being intended for both asylum and hospital. Credit for the idea and successful establishment of this asylum and hospital is given to Rey. A. Campion, pastor of St. Francis de Sales church, at Toledo, at that time. It finally took the name by which it has since been known—St. Vincent Hospital—and it is a well organized and useful institution. In September, 1874, steps were taken by the Woman's Christian Association for the establishment in Toledo of a hospital for the benefit of such persons as might have need of accommodations to be furnished thereby. Property on Union street was purchased and the first patient was admitted in October, 1874. At the present time there are in the city the Jefferson Hospital, at 1403 Jefferson avenue ; the Maternity Home and Foundlings' Hospital, at 1609 Summit street, and of which Mrs. Jennie Bannister is superintendent ; the Deaconess Home and Hospital, at 2364 Robinwood avenue, and of which Emma E. Enders is superintendent ; the Robinwood Hospital, at 257 Robinwood ayenue, of which Miss Mabel Morrison is superintendent ; St. Vincent's Hospital before mentioned ; the Toledo Hospital, on Cherry street between Bancroft and Sherman, of which Miss Clara Williams is superintendent; and the Thalian Tuberculosis Dispensary, already mentioned. Thus it will be seen that the people of Toledo have by charity or otherwise made ample proyision for the sick and suffering among them, and the hospitals are well supplied with the requisites demanded by modern sanitary science, being in these respects fully abreast of the times. And besides the regularly established hospitals there are a number of asylums, houses of refuge, industrial schools for boys and girls, homes for the aged and the friendless ; for the wayward, for infants, for foundlings, and for orphans ; there are also, several beneyolent aid societies and associations largely maintained by the charity of citizens, and designed to care for the infirm, the destitute, the struggling, the fallen, to clothe the naked, feed the hungry, and bind up the wounds of the afflicted. FRATERNAL AND OTHER SOCIETIES. The social spirit of the city of Toledo is revealed in a long list of secret and benevolent societies, and from the records of each organization it would seem that each one is prosperous. The first meeting of the Masonic fraternity in the city was held on Jan. I, 1847. The first officials of "Toledo y Lodge, No. 144" were : Levi S. Lownsbury, master ; Daniel McBain, senior warden ; Thomas D. Thomas. junior warden ; H. W. Goettel, treasurer, and J. Landman, secretary. The CITY OF TOLEDO - 251 charter members of the lodge were Levi S. Lownsbury, Robert H. Timpany, Jacob Landman. Robert N. Lawton, Daniel McBain, Henry W. Goettel, Thomas D. Thomas, S. Haskins, Thomas Dunlap. Myron H. Tilden, Jerome Myers, Abel W. Fairbanks and David Plough. Rubicon Lodge, No. 237 was organized Jan. 31, 1853. Among the charter members were Robert H. Timpany, Ezra Bliss, Thomas Dunlap, Hezekiah L. Hosmer, John Kaufman, William H. Hall, Willard W. Howe and James Love. Robert H. Timpany was the first master, Ezra Bliss was senior warden, and Thomas Dunlap was junior warden. This lodge has been quite prosperous. Sanford L. Collins Lodge No. 396 came next in point of organization. the date of which event was Aug. 8. 1867. The original officers were : John G. Norton, worshipful master ; Louis H. Pike, senior warden David R. Austin, junior warden : John Steyens. treasurer, and C. B. Benedict, secretary. Collingwood Lodge, No. 457, at Tremainsville, was instituted in 1871 : and Yondota Lodge No. 572 completes the list of what is known in Masonic circles as the "Blue lodges" in Toledo. In 1846 was organized the first chapter of Royal Arch Masons in this vicinity, under the name of "Fort Meigs Chapter." It was organized at Perrysburg, Wood county, and there it remained until about the year 1850, when the growing importance of Toledo being apparent, and a chapter being needed here, it was deemed best to remove the one at Perrysburg to this place. The early history is very obscure from its organization to 1853, owing to the records having been destroyed by fire soon after its removal to Toledo. The petitioners for a charter in 1846, were Thomas Clark, Hezekiah L. Hosmer, Paul Hawes, Alexander Anderson, John Bates, Andrew Young, Daniel Knowles. Ephraim Wood, and Levi S. Lownsbury. Toledo Chapter No. 161 was instituted Oct. 4, 1894. being the second chapter of Royal Arch Masons in Toledo, and with Port Lawrence Chapter, No. 176, completes the list. Of the Royal and Select Masters there is one council in the city : Toledo Council, No. 33. On Sept. 17, 1847, the first commander- in the city of Toledo was organized, and the first Knight created was Hezekiah L. Hosmer, who afterward was for many years its commander. The charter was granted by the Grand Commandery of Ohio, in 1848, and the first officers under this charter were W. L. Harris, eminent commander : Hezekiah L. Hosmer, generalissimo : D. H. Wheeler, captain-general : Leyi S. Lownsbury. prelate : W. H. Newton, senior warden Daniel Segur, junior warden W. J. Daniels. treasurer Henry Bennett, recorder Thomas Clarke, standard bearer Benjamin Joy, sword bearer: W. W. Winter, warden F. Corlett, sentinel. The St. Omer Commandery No. 59 was instituted Nov. 9. 1900. To epitomize the Masonic order in Toledo there are now, thanks to the persistent work of the members of the organizations, four Blue lodges. three Royal Arch Chapters. two Commanderies of Knights Templars, the Scottish Rite bodies, three Eastern Star, and four lodges of Colored Masons. One of the acts of Masonry in the city was the erection of the Masonic Temple. which is one of the most beautiful lodge buildings in the State. 252 - MEMOIRS OF LUCAS COUNTY Wapaukonica Lodge No. 38 was the pioneer Odd Fellows' lodge in the city of Toledo, and it was duly instituted May 19, 1845, by Past Grand Master David Churchill, of Cincinnati. L. Watkins was installed as noble grand, Charles A. King as vice-grand, and C. G. Keeler as recording secretary. In 1869, Robert Blum Lodge No. 413 was instituted, the charter members being John Schrink, George W. Speyer, Charles Oeckel, John Homberger, H. Thorner, William Clouse, George J. Scheurman, F. Voight, C. M. Schiely, J. Meyer, George Weber, Henry Hug, F. Burwick, Charles Rossman, H. Mayer, and E. R. Minneker. On June 14, 1872, a new lodge was instituted in Toledo, known as Maumee Valley Lodge No. 515. It was instituted by Belden Seymour, past grand master, the first officers installed being : F. W. Brooks, noble grand ; F. Raitz, vice-grand ; E. W. Klinck, recording secretary ; George Marquardt, permanent secretary, and F. Lanman, treasurer. The other Toledo lodges are : Corn City Lodge No. 734, Central Grove Lodge No. 891, Lucas Lodge No. 876, Northern Star Lodge No. 824, Toledo Lodge No. 402, and Viking Lodge No. 892. In the city there are twenty organizations of all sorts of the Odd Fellows fraternity. Inasmuch as this organization was the first to take root in the newly formed city of Toledo, its growth has been favored with that advantage. It has expanded to the extent that there are lodges of the uniformed rank and a number of organizations of which women are the directing geniuses. Toledo Lodge No. 20 of the Knights of Pythias order was organized Dec. 29, 1869. Among those who became members of this pioneer lodge of the Knights of Pythias were James H. Boggis, Joseph W. Cummings, John P. Jones, John B. Langdon, M. 0. Merrill, P. H. Foster, E. S. Dodd, William W. Alcorn, and Henry S. Bunker, which gentlemen constituted the first corps of officers. William Tell Lodge ( German) was instituted in 1887, and Charles Sumner Lodge, Anthony Wayne Lodge, Lucas Lodge, and Concord Lodge were instituted in 1882. From that time forward the order grew rapidly in popular favor and in membership, and Harrison Lodge and Steedman Lodge were organized within the next few years. Since then Yondota Lodge has been instituted, and there are now in existence in the city nine lodges in all. The Uniform Rank division of the order is also represented by Toledo Company No. 35. Auburn Temple of Auburn: dale, Martha Washington Temple No. 34. Toledo Temple No. 54, and Yondota Temple No. 81 are the lodges of Pythian Sisters. Toledo Lodge No. 73 is an organization of the Knights of Honor. and is in a prosperous condition in the city. The Royal Arcanum instituted Toledo Council in Toledo Oct. 29, 1877, and three councils are now in existence in the city, known respectively as East Toledo, Maumee, and Toledo. Toledo, as to its number of lodges, compares favorably with any city of its size in the United States, and of the many who find a home here it' is practically impossible in the space allowed to give an individual mention of more than a few. In doing this an effort has been made to select those which to the greatest extent have withstood the vicissitudes of years. The younger organizations are equally entitled CITY OF TOLEDO - 253 to honorable mention, and if it were possible to do so within the scope of this work it would cheerfully be given them. The local lodges of Elks and Eagles have had a phenomenal growth in the period since their formation, and are constantly increasing in membership. The Modern Woodmen of America, one of the largest orders in existence, has eight active lodge organizations in the city. There are a great many Catholic organizations, of which may be mentioned the lodge of the Catholic Order of Foresters and the two lodges of Druids. The work of these lodges has been co-operative with the work of the Roman Cath0lic church and the result has been shown in the interest taken in the acquiring of insurance protection and in the fraternal features of the lodges. There are five lodges of the Independent Order of Foresters in the city. The large number of fraternal organizations in Toledo point to the vast fraternal spirit which pervades the "Future Great City," and the fact that Toledo is a city of home-loving men and women. And women are not weak in their organizations. In the auxiliaries to the Masonic, Odd Fellows, and other organizations are found membership as great if not greater than any found in the male orders. This may be explained in a measure when it is seen that the women's orders may be joined by any female members of the family of a mem- ber of the main organization. Of labor organizations a volume, which, would not be without interest, might be written concerning their rise and progress. In 1909. there were thirteen labor unions, of different kinds and having different names. represented in the citv. In addition to the fraternal and labor organizations, of which brief mention has been made in the foregoing pages, there are in existence at the present time many associations, societies, and clubs of various kinds, including the sporting and recreation associations, the musical societies, and established associations for promoting what may be called the general business interests of Toledo. There are also many minor associations of business and professional men, organized to advance special interests or promote social intercourse among the members. CEMETERIES. Around the resting places which have been set apart for the sacred burial of the dead lingers the tenderness of the living, and it is fitting that this chapter which is devoted to the city of Toledo, should be closed with a brief reference to its cemeteries. The first provision made in Toledo for the interment of the dead consisted of about two acres of land set apart for that purpose, about 1830, by Dexter Fisher. It was part of eighty acres owned by Mr. Fisher, and it was situated on the south side of the public road from Port Lawrence to Tremainesville, and near the crossing of Madison and Seyenteenth streets. It was used as a burial ground for several years and until about 1840, when it was abandoned for that purpose Early in the history of Vistula. a small piece of ground, situated at the present crossing of Lagrange and Bancroft streets, was to a lim- 254 - MEMOIRS OF LUCAS COUNTY ited extent used for burial purposes. It was on the road from "Lower Town" to Monroe and Detroit hence the story of the man who stated that upon inquiring his way to Detroit he was told to take "the most traveled road," and soon found himself in a graveyard. These grounds were not used to a great extent, and were wholly abandoned about 1838. In the year just mentioned the proprietors of the Port Lawrence plat set apart lot No. 859 (corner of Dorr and Lenk streets) for burial purposes, and in January, 1839, the city council made provision for fencing the land and laying it out in lots. Ere long, however, the property was sold for taxes and thus passed out of the possession of the city. The first permanent provision for the burial of the dead was made in 1839, when eight acres of land was purchased of B. F. Stickney. It was situated outside the city limits and has been known as Forest Cemetery. From time to time, as occasion demanded, the grounds were cleared and platted for market. But by 1865 the accommodations of the premises had become so far exhausted as to make further provision necessary, and a committee consisting of Tames C. Hall, William Baker and D. E. Gardner was appointed by the city council. It was made the duty of this committee to examine lands near the city with the view of ascertaining the most desirable location for a new cemetery. After careful examination these gentlemen made a report recommending the purchase by the city of portions of sections 22 and 23, Washington township. The council finally concluded that the location was too remote from the city, and instead purchased eighteen acres adjoining Forest Cemetery, making a total of twenty-six acres in those grounds. But the rapidly increasing population of the city, and the corresponding rapidity with which the accommodations of those grounds were reduced made necessary other provisions. To this end, by an association of citizens, Woodlawn Cemetery Association was organized, in December, 1876, and the following gentlemen were elected as trustees : William St. John, C. B. Phillips, H. S. Walbridge. J. L. Stratton, B. F. Griffin, Heman D. Walbridge, H. S. Stebbins, D. W. Curtis; and. Edward Malone. After careful examination of various tracts, it was found that the land recommended by the council committee, in 1865, was most suitable for the purpose. It was known as the Richards farm, lying northwest of Ottawa river, and confined 160 acres. This land was purchased and steps were at once taken for laying out the grounds for the purpose of the association. The grounds were formally dedicated on Sunday, Oct. 21, 1883, and they have since become the principal burying place of the city of Toledo. The location is about three miles from the postoffice, and a considerable amount has been expended in cutting and smoothing wide graveled roadways, maintaining beautiful flower beds, planting trees, erecting a fine fountain and otherwise making it a beautiful and restful city of the dead. For beauty of natural location and taste in artificial adornment it has not a superior in the State. Other cemeteries are : Calvary, situated on Dorr street, west of the fair grounds the cemetery of the Benevolent Association, on the CITY OF TOLEDO - 255 Perrysburg road, near the city limits ; Collingwood, in West Toledo, on Phillips avenue near Duke street ; St. John's Evangelical Lutheran, on Seaman near Wheeling ; Hebrew cemetery at Eagle Point ; North Oregon, on the east side of Otter creek, between York and Consaul streets ; St. Francis de Sales, on Manhattan road near Lagrange street ; St. Mary's, at the corner of Lagrange street and Manhattan boulevard ; St. Patrick's, at the corner of Dale and Wayne streets ; St. Peter's at the corner of Western avenue and Wayne street ; and Willow, in Woodville, beyond the city limits. A number of the above named cemeteries are fitted with convenient down-town offices, where all arrangements may be made, and at the cemeteries there are offrces and rest rooms fitted with every convenience. Attendants are ready to minister to the wants of members of funeral parties, and careful records are kept by the secretaries to do away with any confusion. These are found invaluable in hundreds of cases. Neat graveled walks and in many instances walks of cement are found everywhere, and nearby fountains provide water with which the graves may be watered. Caretakers keep the cemeteries looking like beautiful parks, and the lawns and hedges are carefully clipped. No sign of neglect or carelessness is allowed, and thus the modern cemetery is no longer a tangle of overgrown weeds and grass, as it was in years gone by. CHAPTER XI. PUBLIC INSTITUTIONS AND UTILITIES. TOLEDO HOSPITAL FOR THE INSANE-AN INNOVATION IN SUCH INSTITUTIONS- OPENED IN 1888-A MODEL OF ITS KIND IN AMERICA-TOLEDO FIRE DEPARTMENT-FIRST ORDINANCE FOR REGULATING-M EM BERS OF THE EARLY COMPANIES-EARLY REGULATIONS OR THE DEPARTMENT-FIRST FIRE LIMITS-RAILROADS-ERIE & KALAMAZOO-TOLEDO RANKS FOURTH AS A RAILWAY CENTER-STREET RAILWAY SYSTEM-INTERURBAN SERVICE. In a preceding chapter mention has been made of the Lucas county infirmary and also of the Miami Children's Horne. two public institutions which reflect great credit upon the people of the county and the successful management of which pays an excellent tribute to the efficiency of the public officials which superintend them, so a repetition in this connection will not be necessary. It should be stated here, however, that in the earlier years, before the State of Ohio had made such excellent provisions for the care of the unfortunate ones with "minds diseased," many counties in the State made the necessary arrangements, to the end that no unfortunate resident should suffer from lack of proper care. Lucas county was not backward in such proyisions. In 1871, an asylum in connection with, but practically separate from the county infirmary, was established, in which ultimately accommodations were furnished for ma patients, who were to be supplied with as complete facilities for care and treatment as the circumstances would permit. The original purpose was to provide for county demands only, but as the resources of the State became exhausted, limited accommodations for patients from other counties were furnished in the local asylum, and this arrangement continued for a number of years. TOLEDO HOSPITAL FOR THE INSANE. For several years prior to 1883 the necessity for increased provision for the care of the insane was a subject of earnest discussion, and was urged upon the General Assembly of that year, both by the governor and the Board of State Charities. There were at that time not fewer that Low insane persons in the jails and county infirmaries of the State. The Constitution of the State requires that these unfortunate people shall be cared for by the State government and the General Assembly recognized the obligation. but because of a lack of money did not see the way clear to undertake to provide the neces- - 257 - 258 - MEMOIRS OF LUCAS COUNTY sary equipment. The statistics showed that none of the asylums ( then so called, but since designated as hospitals) had cost less than $1,500 per capita for the insane accommodated therein, and the State finances were such that not more than $600.000 could safely be spared for the purpose. At this stage, General Brinkerhoff, who was a member of the State Board of Charities and a life-long student of the subject, adyanced the idea that by the adoption of a plan consisting of detached buildings—now called the cottage system—the cost of construction and equipment of a new hospital need not be more than $600 per capita. Advanced thinkers were at that time beginning to agitate the non-restraint or adyanced humane treatment for the insane, contending that by such treatment better results would be obtained than by the system then generally practiced. The late Charles Foster was then governor of Ohio, and it being near the end of his second term of service, he became greatly interested in the subject of public charities, 'listening to the arguments, pro and con, upon the subject of the new methods of treatment. He soon became conyinced that a new institution, built on the cottage plan, could be constructed at a per capita cost of $600, and so stated to the House Committee on Insane Asylums, of which Hon. Noah H. Swayne, of Toledo, was chairman. In April, 1883, the legislature provided for a commission, whose duty it was made to decide upon a plan by which proyisions for accommodations for care of the insane should be made. The appropriation was fixed at $500,000, with the requirement that 650 patients must be provided for, or a per capita cost of about $85o. Much credit is due Mr. Swayne for the ability he displayed in harmonizing discordant elements, and in finally securing the passage of the measure. The commission was composed of Governor Foster, General Brinkerhoff, Secretary of State Newman, Auditor Ogilvie, and Attorney-General Hollingsworth ; and with Dr. Byers, of the Board of State Charities, as secretary, undertook the discharge of its trust. The location was not fixed by the General Assembly, and after a careful examination of all the factors involved, the commission fixed upon Toledo. The authorities of Lucas county donated a tract of 150 acres of land, upon which the hospital is located, the city of Toledo agreed to furnish water at the cost of pumping, and the gas company to furnish gas at a very low rate. These generous donations resulted in the saving of considerable money and helped materially the purpose which the commission had in view. The site is upon the old United States military road leading from Fort Wayne, on the Detroit river, to Fort Meigs, on the Maumee river, and about four and a half miles from the business center of Toledo ; having a frontage on the turnpike of 3,200 feet. The surface is level, and is forty-nine feet above Swan creek, which is near by on the north, and the Maumee river on the south, thus affording ample means for perfect drainage. The soil is dry, easily brought to a high state of cultivation, and is well adapted to the purposes of such an institution. After visiting Kankakee, Ill., and other State hospitals, the corn. mission decided to adopt the cottage plan, including the congregate dining rooms—one dining room for males and another for females- PUBLIC INSTITUTIONS AND UTILITIES - 259 as most conducive to the success of the new departure in treatment, economy of construction, and cost of maintenance. It was decided to use about 100 acres of the ground for park and construction purposes, and to locate the buildings near the center of the west side of the tract, in the form of a parallelogram. The location having been decided upon and the plans of the buildings perfected. the governor appointed a board of trustees, consisting of George L. Johnson and John W. Fuller, of the city of Toledo William E. Haynes. of Fremont; John W. Nelson, of Bryan ; and Robert G. Pennington. c f Tiffin. This board proceeded with the erection of the buildings under the plans and specifications adopted by the commission, and the contract for the work was let in June, 1884, to M. J. and William Malone, Toledo contractors. The period of construction was about four years. and early in 1888 the hospital was opened and several hundred patients were admitted to its care, with Dr. H. A. Tobey as superintendent. From the beginning it became manifest that the new idea in practice for the treatment of the insane was a success, and there is no necessity at this time of repeating the world-wide reputation of the Toledo State Hospital. In all respects the plans as originally adopted have proven to be all and more than anticipated. The cottage plan and the modern methods of treatment have illustrated their superiority over the single structure and former method of treatment, and they haye also demonstrated their economy in the matter of maintenance. In the construction of the buildings it was sought to eliminate as for as possible all the prison-like appearance so prevalent in the old-style hospitals, and in the treatment of the unfortunate individuals kindness was substituted for force, restraints were omitted to the farthest extent possible, and amusements were provided for the patients. On the grounds there are six small lakes, more than 1,000 trees and shrubs, and several miles of gravel roads, the work having been done by those receiying treatment at the hospital. In fact, the grounds have been developed into one of the most beautiful parks, not only in its embellishment, but also in the display of artistic merit, in the country ; and all in all, it may safely be said that the Toledo State Hospital is a model institution of its kind in America, both in its plan and in its administration. TOLEDO FIRE DEPARTMENT. Toledo has always had a reasonably good fire department. and has generally managed well in providing security against loss by fire. But of course the city has nevertheless had frequent visits from the fire fiend. Early in the history of the embryo city it was deemed advisable to provide some means to stay the progress of such fires as might from time to time break out, and thus the Volunteer Fire Department had its beginning in 1837. On Nov. 27 of that year a resolution was passed by the city council, providing that whenever a number of citizens, not less than forty, should associate themselves together for the purpose of forming a fire company, the company should be put in possession of an engine, hose, hose-wagon, hooks and ladders, etc. It was also pro- 260 - MEMOIRS OF LUCAS COUNTY vided that such companies should be known by numbers, the first to be No. 1 About that time two engines were received from a Mr. Pratt, and on Dec. 6 Hoisington & Manning were paid seventy-eight dollars, the cost of building "Engine-house No. 1," which was located on Cherry street. The first ordinance for regulating the Toledo Fire Department was passed Dec. 11, 1837, and the first fire wardens of the city, appointed Dec. 29, 1837, were James M. Whitney, Worden N. Richardson, and Daniel Segur. In perusing the old newspaper files, the next item found in relation to the fire department is where Joseph B. Gardner, as secretary, gives notice of a meeting of the members of "Davy Crockett Fire Engine and Hose Company, No. 2, of the City of Toledo," for Dec. 1, 1838. J. W. B. Hyatt, second assistant foreman, gage notice in February, 1839, for a monthly meeting of "Davy Crockett Fire Engine and Hose Companv," at the engine house. On Noy. 3o, 184o, the council elected the following officers for the city fire department : Edward Bissell, chief engineer ; Richard Mott and Walter Titus. first and second assistants, respectively ; and Junius Flagg. Peter H. Shaw, and William Hoskins, fire wardens. At the same session, the council resolved that there should be "two hook and ladder companies in the city, and the engineer be authorized to procure two fire-hooks and two ladders of sufficient length and strength for the purpose for which they were intended." But interest in the city fire department seems to have waned, for on Feb. 8, 1841, the Committee on Fire Department was instructed to ascertain "whether any fire companies did, in fact, exist" at that time, and also to report upon the expediency of disbanding the same. Two weeks later, "Fire Engine and Hose Company No. 1," as the successor of Engine Company No. 1, was organized, and among the members thereof were such men as Charles W. Hill, C. G. Shaw. V. H. Ketcham, Samuel Eddy, Elijah S. Hanks, Junius Flagg, A. W. Fairbanks, Daniel Segur, W: N. Richardson and Thomas Southard, all of whom were young men who became widely known in later years. J. J. Fullerton became the first foreman of this company and Erastus Roys was its first secretary. On May 3, 1842, the city council took important action toward the provision of facilities for a fire department, in the passage of a resolution directing the chief of the department to contract for the erection of "a house for a hook and ladder company," and "that he superintend its erection ; that he be paid . $1.50 per day for such service ; that a hook and ladder company be organized ; and that said house be located on Summit street, and between Cherry and Adams streets." The building was constructed, Mayor Brigham acting as superintendent at the price named. On Sept. 24, 1847, the city council provided for the purchase of the southeasterly part of lot 161, Port Lawrence division, for $300, and for the improvement of the same by grading and the erection thereon of an engine house to cost not to exceed $2,500. On March 20, 1848, was passed an ordinance "to regulate the fire department," and .therein it was provided that the same should consist of "a chief engineer, a first and second assistant. engineer, PUBLIC INSTITUTIONS AND UTILITIES - 261 eight fire wardens, and such fire engine men, hose men, hook and ladder men, and bucket men," as were or might be appointed from time to time. The fire wardens were required by this ordinance to "prevent the hose from being trodden on and keep all idle and suspected persons from the vicinity of the fire." They were also to "cause the bystanders to form ranks for the conveyance of water if requisite," and the citizens were enjoined to comply with the orders and directions of the wardens. The officers were also required to "attend monthly meetings for exercise." The firemen were divided into companies, to consist of as many members as from time to time may be directed by the city council, "to attend the respective engines, hose-carts, hooks and ladders, axes, saws and other fire apparatus belonging to the city." In order that the .apparatus might be kept in good condition, the firemen were required, on the first of each month, to meet at their respective rooms and on such days from May to November, inclusive, to "draw out their respective apparatus, in order to cleanse the same and exercise the men." Hosemen were to be selected from the fire companies or from other citizens by the chief engineer, "to conyey the extra hose, if any to every fire, and there distribute the same, as might be required by the engineer." There were three fire, companies in existence in 1851, and each company was uniformed and pretty well equipped for that period, the members of each taking pride in their organization. On June 14 of that year the city council provided that foremen of engine companies Nos. I and 2. and Hook and Ladder Company No. I should each procure a key to the Episcopal church building and keep the same in the rooms of said companies respectively. It was also provided that, in case of alarm of fire, the member of either of said companies who should first arrive at the room of his company should forthwith proceed to ring the bell of said church and continue to do so "until relieved by the sexton of the church or until the bell of the Catholic church should be rung." Any member of a company arriving before the ringing of the Episcopal bell, who should fail to ring the same, was made liable to a fine of five dollars, "to be recovered by an action before the Recorder in the usual manner." Upon the resignation of R. H. Bell as foreman of Neptune Fire Company, in March, 1852, the thanks of his associates were voted for "the uniformly able and efficient manner" in which he had discharged the duties of the office ; and also it was resolyed to "take into consideration the sound and kindly advice" giyen them by the retiring officer. Peter F. Berdan was Mr. Bell's successor, and John F. Schuerman was then the secretary of the company. On Oct. 27, 1853, the city council authorized the purchase of an engine for Germania Fire Company No. 4, and also arranged for the purchasing of $1,000 worth of hose for the department. provided no commission should be charged or received by the chief engineer for purchase of the same." For many years; the chief officers of the Toledo Fire Department were appointed by the city council, on nomination by the members of the several companies, who annually assembled for such purpose, and the services of officers and men were voluntary and gratuitous until 262 - MEMOIRS OF LUCAS COUNTY 1867, when, with the exception of one engine in the Fifth and one in the Sixth ward, the services were paid for, as all have been since 1868. The first "fire limits" established within Toledo consisted of the square bounded by Summit, Jefferson, St. Clair, and Monroe streets, and were fixed by ordinance, passed Oct. 21, 1853, which prohibited the erection of any building or addition to any building more than ten feet high and more than ten feet square, within less than ten feet of any other building, unless the outer wall of the same be of brick, stone or iron. RAILROADS. Toledo's rank among the cities of this country as a railroad center has been definitely decided—it is fourth from the standpoint of actual railroads entering and leaying the city. Fourteen railroad corporations have lines leading into the "Future Great City," and this statement does not include the yarious branches of different roads, such as the various divisions of the Lake Shore running into the .city, but which are included in the statement as one road. The names of these fourteen roads are as follows : Grand Trunk, Big Four, Lake Shore, Michigan Central, Pere Marquette. Ann Arbor, Detroit & Toledo Short Line, Pennsylyania, Clover Leaf. Wabash, Wheeling & Lake Erie, Toledo & Ohio Central, Hocking Valley, and Cincinnati, Hamilton & Dayton. The first railroad built and operated west of the Alleghany mountains was the one which is represented by the present Lake Shore & Michigan Southern line between Toledo and Adrian, Mich. The Miami & Erie canal had been projected along the Maumee river, and this railroad line was chosen as far from it as possible and across the country. It began business at Toledo over five years before the canal, but it continued for many years a small beginning of the present marvelous system of railway transportation. It was projected in the winter of 1832-33 by Dr. Daniel 0. Comstock, of Toledo. It was incorporated, under the name of Erie & Kalamazoo Railroad, by an act of the Legislative Council of the Territory of Michigan, passed April 22, 1835, granting perpetual succession, "to build a railroad from Port Lawrence through Adrian to some point on the Kalamazoo river to transport, take and carry property and persons upon the same, by the power and force of steam, animals, or of any mechanical or other power, or any combination of them." An amendment to this act, passed March 26. 1835, provided that when "the road shall have paid the cost of building the same, and expenses of keeping the same in repair, and 7 per cent. on all moneys expended as aforesaid, the said road shall become the property of the Territory, or State, and shall become a free road except sufficient toll to keep the same in repair." A subsequent act terminated the road at Adrian. Many members of the Michigan Legislative Council viewed the measure as "a mere fanciful object, out of which could come no harm, and it would greatly please the Comstocks of Toledo." Stephen B. Comstock and Benjamin F. Stickney were among the charter members of the corporation which was formed to carry the project into execu- PUBLIC INSTITUTIONS AND UTILITIES - 263 tion, and the company held a view regarding the success of the road different from that of the Council. Upon receipt of the charter plans for building the road were at once completed and entered upon. The selection of persons to locate the line and superintend the construction of the road fortunately resulted in the choice of Edward Bissell, of Toledo, and George Crane, of Adrian, men of good judgment and energy. The construction plan embraced only ties and oak rails four inches square. The work was pressed rapidly forward and, on account of the leyel country and the light ground work, the road was completed to Adrian in the summer of 1836. But the wear on the green oak Tails in transporting material for construction soon demonstrated the necessity for an iron covering, whereupon strap-iron rails, five-eighths of an inch thick and two and one-half inches wide, were procured and nailed to the oak. It was also decided to purchase a steam locomotive. The road was opened for business in the fall of 1836, with horses as motive power, and the following rates of fare for a "seat in the Pleasure Car upon the Railroad : Toledo to 'Whiteford [now Sylvania], 4 shillings ; Whiteford to Blissfield. 4s : Blissfield to Palmyra, 2S ; Palmyra to Adrian, 2s through ticket from Toledo to Adrian, 12S ; 50 lbs. baggage free to each seat." Through freight, on a light barrel bulk equal to 200 pounds, was fifty cents per hundred. The terminus of this railroad at Toledo. during the first year after its completion, was at Monroe and the head of Water street, crossing the block from the west diagonally. The first railroad office was in a frame building, 14x20 feet in size, which had been built for a barber shop on a portion .of the ground now occupied by the Braun-Bostwick building. In 1837 the track was extended along near what is now Water street. to the foot of Lagrange, passing the entire distance on piles driyen in the river, the line varying from fifty to 200 feet from what was then the shore. The depot was afterward near the foot of Cherry street, which was also the depot of the Cleveland & Toledo road, from 1852, until the removal of both to the "Middle Ground." in 1855. The run to Adrian generally required the full day's time at first. if no mishaps occurred, but accidents and exciting incidents were of frequent occurrence. On Feb. 15, 1837. a diyidend of 5 per centum was declared on the stock discounted and held by the bank. On April 7, 1837, the fare was adyanced to $2.25 from Toledo to Adrian in the Pleasure Car, and it was further "resolyed that former rates for the Pleasure Car be charged on the Lumber Cars." The first locomotive brought west of Schenectady. N. Y., being the one ordered in 1836. was received at Toledo. in June. 1837, its route being from Philadelphia to New York City by water, thence up the Hudson river to Troy. thence by New York & Erie canal to Buffalo, and thence by a lake boat. This locomotiye was No. 80 of the' noted Baldwin Locomotive Works. It was very small and light in comparison with the average locomotive of the present day, and it was without protection for the engineer. In July, 1837. the accommodation of this railroad was increased by a new "Pleasure Car of a pretty. though rather singular and fanciful model." This was the second passenger car used by this road. It was diyided 264 - MEMOIRS OF LUCAS COUNTY into four compartments, three to accommodate eight passengers each on two facing seats, and the fourth was a small space in the lowest central part between the wheels, for baggage. By this equipment passengers were transported at a speed of less than ten miles an hour when no accidents were experienced, and this permitted one round journey a day, from Toledo to Adrian. But accidents often occurred, entailing long delays. The soil supporting the ties was slippery and unstable after even light rains, while the knowledge and the means were not at hand for stable ballasting. With the spring of the rails came a breaking or loosening of the nails and a curling of the ends of the strap-iron rails, which during the greatest speed occasionally curled so high and with such force as to pierce the floor of the car and endanger the passengers. The exciting experiences of such dangers related by several passenger's caused fear and hesitation among would-be travelers on the line. In October, 1837, this railroad company was awarded the contract for carrying the United States mails, and little by little it grew in bet- ter favor with the public. Expenses increased, however, and unpaid bills accumulated. The largest single item in the list of delinquent taxes in Toledo for the year 1841 was $203.12, assessed on the depot and machine shop of the Erie & Kalamazoo Railroad, which property was valued at $3,451. The company's troubles increased, and in June, 1842, its property. was levied upon by the sheriff. In May, 1849, the road was leased in perpetuity to the Michigan Southern Railroad Company, and in 1869 it became a part of the great Lake Shore & Michigan Southern system, through consolidation with the Northern Indiana ; Cleveland & Toledo, organized in 1850 and completed Dec. 20, 1852 Cleveland, Painesville & Ashtabula, and the Buffalo & Erie railroads. The consolidation of the Michigan Southern and Northern Indiana roads took place May I, 1855. The new company at once set about very vigorous measures for extending its facilities, and the Air Line (Toledo to Elkhart, Ind.) and the Toledo & Detroit roads were constructed. The elegant lake steamers—the Western Metropolis and the City of Buffalo—were then provided, for traffic between Toledo and Buffalo. The Toledo, Wabash & Western Railway was broached July 11, 1847, but the plan did n0t assume definite and active form until 1852, and it was completed from Toledo to Fort Wayne, Ind., in July, 1855. To facilitate its construction, rails and a locomotive were transported by Miami & Erie canal from Toledo to Defiance. This road became a strong competitor to the canals, and it has been the strongest factor in the decline of the Wabash & Erie canal. For many years it has been operated under the name of the Wabash Railway, and it is entirely safe to state that no other line of railway has by its traffic contributed as much to the business and growth of Toledo as has the Wabash road. In 1901 a branch was built from Toledo to Montpelier, there connecting with the Chicago, Detroit and Fort Wayne branches, and making a very important line through a productive region. The Toledo, Norwalk & Cleveland Railroad Company was organized in September, 1850, and constructed its line from Toledo to Cleve- PUBLIC INSTITUTIONS AND UTILITIES - 265 land. via Fremont, Norwalk and Oberlin, the first train arriving at Toledo Dec. 20, 1852. It was consolidated with the Junction Railroad in 1853. The last named enterprise was projected in 1850, as a riyal for the Toledo, Norwalk & Cleveland, its proposed line running from Cleyeland, via Elyria, Sandusky, Port Clinton, Millbury, Perrysburg and Maumee City, to Swanton, Lucas county, where it was designed to connect with the Air Line branch of the Michigan Southern & Northern Indiana road, thus to constitute a cut-off and a diversion of traffic via Sandusky. The construction of the road was undertaken and prosecuted as fast as the means of the company would admit, until 1853, when, as stated, it was consolidated with its rival, and the Cleveland & Toledo road was thus formed. On March 5, 1851, the Ohio legislature granted a charter for the construction and operation of a railroad commencing at or near Dayton, running thence via Sidney, Lima and Toledo to a point on the Michigan State line, in the direction of Detroit. The interest of Toledo in the enterprise was shown in the vote by its citizens for a municipal subscription to the stock of the company. The road was completed to Toledo. a distance of 140 miles, Aug. 18, 1859. and the eyent was commemorated by an excursion from Cincinnati. Dayton and other points to Toledo, the company including, among others. Stanley Mathews. who subsequently became a member of the United States Supreme Court. and Clement L. Vallandigham, who became a prominent figure in Ohio politics in the stirring days of the Civil war. The party was entertained at dinner at the Oliver House. and was given many other attentions while in Toledo. The first freight received at Toledo over the Dayton & Michigan consisted of ten cars of staves consigned to P. H. Birckhead & Company, July 28, 1859. This road was operated as an independent line until May 1, 1863, when, under a perpetual lease, it passed into the hands of the Cincinnati, Hamilton & Dayton Railroad Company, and has been so operated since that time. The total cost of the road for construction and equipment was $6,903,190.92. The first definite moyement toward the provision of direct railway communication between _Northwestern Ohio and the State capital was taken in 1867, being initiated at a meeting which was held at Columbus, in June of that year, and participated in by friends of the enterprise from Franklin and Lucas and intermediate counties. Committees were appointed with reference to three different routes between Columbus and Toledo, the understanding being that the proposed road should be in effect, if not in fact, an extension of the Columbus & Hocking Valley railway, then in successful operation. The first survey of the route for the proposed road was made by C. C. Waite—a son of the late Chief Justice Morrison R. Waite—who later became vice-president and general manager of the Cincinnati, Hamilton & Dayton road. The first through car over the new road was that of President M. M. Greene, of the Hocking Valley company, the trip being made Dec. 5, 1876. The road was formally. opened for traffic, Jan. io, 1877, when the first passenger train made the trip to Columbus, carrying a large number of citizens of Toledo as guests of the railroad company. 266 - MEMOIRS OF LUCAS COUNTY In 1857 a company was organized in Michigan for the construction of a railroad from Flint to the mouth of the Pere Marquette river, on the eastern shore of Lake Michigan. The road was later extended south from Flint to Holly. Mich., and in 1871 it was extended to Monroe. From that point to Toledo, the Flint & Pere Marquette then made use of the track of the Toledo & Detroit line of the Lake Shore & Michigan Southern road for twenty years or more. Finally, however, dissatisfaction arose between the two companies and the amicable arrangement was ended, after which, for a number of years, the Pere Marquette company had no trains running into Toledo. Soon after severing relations with the Lake Shore & Michigan Southern, however, the company began the construction of a line southward from M0nroe, and this was completed to a point on the Toledo & Ann Arbor road, a short distance south of the State line, in 1907. Since then the Pere Marquette company has had entrance to Toledo from that point to Toledo over the Ann Arbor track. For several years prior to 1869 the people of Toledo felt serious need for additional railway facilities, and it was proposed in that year that the city inaugurate a plan for relief, by constructing what should be an independent trunk line of railroad to the Southeast. The plan finally agreed upon was to construct a railroad from the northern boundary line of the State. through the city, to the village of Woodville, Sandusky county, a distance of twenty-two and one-half miles, and which should be held available for any and all roads which might desire to use it. Before the project was completed, however, the road was leased to the Pennsylvania company, and that corporation completed the road throughout, from Woodyille to the Michigan line, using the section to Woodville in connection with its system of railways, thus furnishing Toledo the important adyantages of such extensive facilities, embracing a much-needed competing line to the seaboard. In June, 1878, the road was sold outright to the Pennsylyania company, and soon thereafter the purchaser proceeded to make permanent depot improvements at Toledo and otherwise put the line in substantial condition, the .result soon becoming very generally satisfactory to the people of Toledo. The first train, consisting of twenty-seven cars of grain, left Toledo for Philadelphia by this line Feb. 2, 1874, and this was the inauguration of a traffic with the East of much advantage to Toledo. Aside from its water communication, no other causes have contributed more to the city's permanent growth than did the Erie & Kalamazoo and the Toledo & Woodyille railroads. In June, 1869, the Atlantic & Lake Erie Railroad Company was incorporated for the construction of a railroad between Pomeroy and Toledo, a distance of 235 miles, with Fostoria, Bucyrus. Mt. Gilead. New Lexington and Athens as intermediate points. In December, 1879, the company's property was sold, and the purchasers reorganized under the name of the Ohio Central Railroad Company, and a consolidation of the same with the Sunday Creek Valley Railroad Companv was effected. On Noy. 15, 1880. the contractors turned the road over to the company, and on Jan. 1, 1881, there were in operation sixty-five miles, from Corning to Columbus. and 148 miles from Bush's Station PUBLIC INSTITUTIONS AND UTILITIES - 267 to Toledo. On April 15, 1885, the road was sold, being purchased by a committee of bondholders, and a new organization was effected, under the name of the Toledo & Ohio Central Railway Company, which has since continued its management. With both the Bucyrus and Columbus divisions (the latter of which was purchased Nov. r. 1892) entering the city, this is one of the important lines of Toledo railways. In April, 1871, a companv was chartered to build a line of railwav between Wheeling and Toledo. Work was commenced in 1874 and continued under financial difficulties in 1875, a considerable amount of grading and tunneling being done on the eastern portion of the line. After many difficulties had been surmounted, on Jan. 9, 1882, the road was opened from Massillon to Huron, and on Aug. 24 of the same year the first passenger train was run from Toledo to Valley Junction. On Julv 1. 1886, the property passed into the hands of the Wheeling & Lake Erie Railroad Company, which was organized June 25, preceding, and the Toledo Belt railway, originally extending from Ironyille four and one-half miles up the river to the Cincinnati, Hamilton & Dayton railroad, was later built by this company. The chief objects of this road were to open more direct communication between Toledo and the seaboard, via Wheeling. NV. Va., and to proyide facilities for the supply of coal from the extensiye fields of Eastern Ohio to the large and increasing markets of Toledo. and of Michigan and Canada. In these purposes the enterprise has been of great value. The Toledo, Canada Southern & Detroit Railway Companv was formed by consolidating the Detroit & State Line Railroad Company, of Michigan, organized Feb. 21. 1872, and the Junction Railroad Company. of Ohio, with Toledo and Detroit as termini. The former was to construct a railroad from Detroit to the Ohio State line, and the latter a road from Toledo to the Michigan State line. The consolidated road became part of the Canada Southern railway system in 1874. and was so operated until that system passed under the control of the Michigan Central Railroad Company, Jan. 1, 1883. It is now operated by the great system known as the New York Central Lines. In October, 1869, the Toledo. Ann Arbor & Northern Railwav Company was organized to build a railroad from the Michigan and Ohio State line to Ann Arbor and thence to Owosso, Mich. In 1872, the Toledo & State Line Railroad Company was organized to build a road from Toledo to the Michigan State line, and when this was completed it was leased to the Pennsvlyania Railroad Company, which already had leased the Toledo & Woodville road. The Toledo. Ann Arbor & Northern Michigan Railroad Company was organized in 1884, and now has control of what is known as the Toledo & Ann Arbor road, from Toledo northward. In 1881 the project for a railroad from Toledo to Indianapolis. Ind., with Findlay as a point, was proposed. A company was organized, and the line was completed to Findlay, in May, 1883. The company was reorganized in March, 1885, under the name of the Toledo. Columbus & Southern Railroad Company, and the road was extended to Columbus. Since Nov. 1. 1892. it has been known as the Columbus division of the Toledo & Ohio Central road. 268 - MEMOIRS OP LUCAS COUNTY The Swan Creek railroad was projected in 1875. by Conrad Huberich and Emil Richers. The enterprise met with substantial encouragement and the work of construction commenced in the spring of 1876, the road being opened for traffic in August, following. The line started at Division street and ran along and near Swan Creek to Air-Line Junction of the Lake Shore & Michigan Southern railroad, with which road connection was made. Later the road was extended from the intersection of Bismarck to Hamilton street, where it was connected with the Toledo, St. Louis & Kansas City road. The Toledo, St. Louis & Kansas City Railroad Company was incorporated June 19, 1886. as a consolidation of three constituent companies. On May 19, 1893, the property was placed in receivers' hands, and on June 1 of the same year default was made in the payment of interest on the first mortgage bonds. In April, 1898, a decree of foreclosure was entered. The reorganization was effected in 1900, and the company is now known as the Toledo, St. Louis & Western Railroad Company. The line extends from Toledo to East St. Louis, Ill. The Toledo, Angola & Western Railway Company was organized July 11, 1902, and a line of road was constructed from Vulcan to Silrca, a distance of nine miles. The Toledo Railway & Terminal Company, in September, 1903. completed a belt line around the city, the length of which is 28.59 miles. This is the only complete steam belt line of railroad in the United States, and it entirely encircles the city, with tracks connecting at grade with every railroad entering Toledo. Along the line of this belt railroad are many factories which add to the value of the line as well as making it convenient for the shipper. The Detroit & Toledo Shore Line Railroad Company was incorporated under the general railroad laws of the State of Michigan, as the Pleasant Bay Railway Company, March 29, 1898. The name was changed to the Detroit & Toledo Short Line, April 14, 1899, and the road was opened for freight traffrc, Sept. 8, 1903. In addition to the roads herein named, the Grand Trunk and the Big Tour railroads both have entrance into Toledo over leased lines, and because of the excellent transportation facilities it will readily be seen that Toledo is a highly favored city. Ninety passenger trains, equipped with the most modern and comfortable coaches that brains can conceive or money command, arrive and depart every twenty-four hours. Several hundred long freight trains arrive, depart or pass through Toledo in the course of a day, every car of which is handled in the miles of railroad yards and over the belt railroads, being made up into other trains bef0re proceeding to their destination. Last year railroads from the south brought into Toledo at least 3,000,000 tons of coal, and the city's manufacturers require 200 to 450 freight cars daily to ship their products out of the city. Passengers arrive and depart at three large stations—the Uni0n station, located at the foot of Knapp street ; the handsome Terminal station on Cherry street, and the Ohio Central station at Main street on the East Side. The finest terminal freight station in the United States is located in Toledo. This station belongs to the New York Central lines and occupies Goose P0int on PUBLIC INSTITUTIONS AND UTILITIES - 269 the Middle Grounds. In this great station hundreds of tons of package freight are transferred eyery twenty-four hours. In speaking of transportation, it should also be remembered that Toledo is situated on both sides of the Maumee river so advantageously that twelye miles of wharfage are available to marine and railroad shipping interests. Only six miles from Lake Erie, the city is a port of entry for the largest lake passenger and freight vessels, which enter the government straight channel and are docked without the aid of tugs. The channel cost more than $2,000,000, is 400 feet wide and twenty-one feet deep. Toledo is the terminus of the shortest route for iron ore consigned by water from the northern ranges for Lake Erie, and is one of the largest shipping ports for soft coal in the world. This coal comes by rail from the mines of \West Virginia, Southern and Eastern Ohio and Pennsylvania. and is transported by the great freighters that come down loaded with ore, to all ports on the upper lakes. The loading facilities are unexcelled, and at some of the more important docks a fifty-ton car of coal is dumped into the hold of a vessel in less than two minutes, so that within fiye or six hours after the ship has discharged her ore cargo she may be laden with coal and on her way, shuttling back up the lakes, soon to return again with more ore. Large shipments of lumber and salt are also received, and direct lake passenger service is maintained to Sandusky, Cleveland. Buffalo and Montreal, east, and to Detroit. Port Huron, Mackinac and northern lake ports. STREET RAILWAY SYSTEM. The present efficient street railway service is the outgrowth of several feeble ventures. In Noyember, 1860, the Toledo Street Railroad Company was organized, the following year a track was laid from the then boundary line between Toledo and Manhattan, along Summit street to the bridge over the canal, and thence by Ottawa street and Broadway to the bridge of the Lake Shore & Michigan Southern railway. and on May 27. 1862, cars were run on the line between Bush and Perry streets—the first street cars in Toledo. In 1882, the privilege was obtained to construct a branch road from the intersection of Summit and Cherry. across the river bridge and across Bridge street to Starr avenue. East Toledo. In 1869. T. M. Cook and others obtained a charter for the Adams Street Railway Company. and during the next few years constructed a track from Summit to Bancroft street. In 1873 the track was extended from Bancroft street. along Collingwood avenue, to its intersection with Cherry street. The Monroe Street Railway Company was organized in January. 1873, and a grant obtained the following year was for a railroad on Monroe street from Summit street to Auburn ayenue. The Toledo Union Street Railroad Company was organized in 1869, for the construction and operation of a railroad from Summit street. along Monroe. Ontario, Washington and Dorr streets to Detroit avenue. Its business was not successful, howeyer. and in 1873 the road passed into the hands of the Monroe & Dorr Street Company, organized at about that time. In January. 1885. 270 - MEMOIRS OF LUCAS COUNTY all of the above-named companies were consolidated into an organization known as the Toledo Consolidated Street Railway Company. The Lagrange Street Railway Company was incorporated May 31, 1872, the route of the line being along Lagrange street, from Summit street to the Manhattan road and Catholic cemeteries, a distance of over two miles. The road was completed in October, 1873, equipped with four cars, and was leased for five years to Melchoir Weber. At the end of this lease the enterprise had so completely failed as a business venture that it was found impracticable to give it away— franchise, track, cars and priyileges. Such was the situation in 1878, when the road was taken in hand by George Baker, who mapped out a new route and made other changes, resulting in what became the Metropolitan Street Railway. Early in 1879, he secured permission for the extension of the road from Lagrange street, via Bancroft, Cherry and St. Clair, to the corner of Madison, and within sixty days cars were running to Summit street, being extended to Madison in Noyember of that year. In February, 1881, authority was obtained for the continuance of the road along St. Clair to South St. Clair street, and thence on Maumee avenue, Colburn street and Broadway. In July following this line was completed. and the entire track covered a distance of sixand one-half miles. A new equipment was now supplied including fifteen substantial cars. In 1883, the Cherry street extension to West Toledo was constructed, making a total of nine miles of railway, and in 1884 the road passed wholly into the hands of John J. Shipherd and associates, of Cleveland. In 1875, the Erie Street & North Toledo Railroad Company was organized, and a railwav was constructed from North Toledo along Summit avenue to the old city line, thence to Erie, to Cherry and to Summit streets. In 1877, the track was extended along Superior to Monroe street. In 1878, the company reorganized under the name of Central Passenger Railroad, and two years later the track was extended over Monroe to Erie. and thence, through Lafayette and Division streets and Nebraska avenue, to the City Park. In 1882, another extension was made, up Erie, along Railroad, Field and Western avenues, to a terminus near the canal. The entire length of the line was nine miles. The street railways of the city are now under the control of one management—the Toledo Railways & Light Company—and seventeen different lines, with a total of 107 miles-of track, furnish uniformily frequent and rapid service to every part of the city from early morning until midnight, with hourly seryice on the more important lines after midnight. Every line passes within half a block of the Interurban station and universal transfers are given. The Toledo Railways & Light Company also furnishes the electricity for lighting the streets, public buildings, and a large number of private buildings. Eleven interurban electric lines enter the city, tapping the country in every direction and connecting with other large cities. At the interurban stations 222 regular interurban cars arrive and depart every twenty-four hours, not to mention the extra cars and double-headers run on .Sundays and holidays, or for special excursions. These electric lines have materially reduced the rates of fare and freight charges. CHAPTER XII. EDUCATIONAL DEVELOPMENT. EARLY SCHOOLS-DESCRIPTION OF THE PRIMITIVE SCHOOLHOUSES- OLD- FASHIONED SPELLING SCHOOLS - SCHOOL BOOKS - FIRST SCHOOLS IN DIFFERENT PARTS OF THE COUNTY-TOLEDO PUBLIC SCHOOLS-SCHOOL STATISTICS -DATA CONCERNING SCHOOL BUILDINGS - SPECIAL WORK - PROPOSED NEW BUILDINGS - EVENING SCHOOLS-TOLEDO UNIVERSITY-ST. JOHN'S COLLEGE-THE PUBLIC LIBRARY-TRI-STATE BUSINESS COLLEGE. The first schools in what is now Lucas county were supported by subscription or by assessment upon the patrons, according to the number of children thev sent to school. True, the law requiring the establishment of public schools in Ohio went into effect, in 1825, but it was a good while after that before anything closely resembling the common school system of to-day had been evolved. However, it should not be hastily concluded from this that education was entirely neglected. Parents who could afford it gave their children the advantages of good schools, as good as could be maintained, and among those who were very poor there was much self-sacrifice that the children might be educated and prepared for better success than their fathers and mothers had attained in the struggle of life. Some very poor boys in Ohio, in that period, when there were no common schools, supplemented the little schooling they could obtain by fire-light reading, and so beginning, became in later years the great men of the State, and a few of them were among the greatest men of the Nation. The difference, comparing the present with the early days in Lucas county, is that the schools are open without cost to boys and girls, without regard to their family importance or family wealth, and it is no disgrace to attend a free school. Then it was, and free schools were sometimes called "pauper" schools. So. it may be observed, we are more truly democratic to-day, in this, than the fathers were who considered themselves the especial champions of human equality. This clearly illustrates a point which is too often overlooked by those who pretend to think upon economic or social questions. The righteousness of the principle of human equality (not in mental or physical endowment, but as heirs to the blessings of Providence) is recognized inherently by all mankind. And we might say, with considerable historical accuracy, that there has never been a time when this principle was not advocated more or less, and ofttimes by those who in practice encouraged the enslavement of their fellow-men. The indi- 272 - MEMOIRS OF LUCAS COUNTY vidual is the creature of social conditions, and so long as conditions were such that only the poorest of the poor rejoiced over the introduction of the common-school system, the more opulent ones, with a heartlessness which is too often a companion of wealth, sought to render the movement unpopular by stigmatizing those feeble institutions of learning. How great has been the change and how much we have improved in three-quarters of a century ! And with the record of the past before him, it would be a reckless man, it seems, who would attempt to limit the possibilities of the future. The world is rapidly advancing towards better social conditions ; and those who meet the arguments of the over-zealous advocates of universal brotherhood with doubt and derisive rejoinders, base their reasoning and conclusion (unconsciously, however) upon premises that cannot be denied—their own unfitness for such an Utopian state. Altruism will not displace egoism as the result of a statutory enactment—the change must be evolutionary in its nature. And the public-school system of America is a powerful factor in the onward and upward movement. The first school in the township of Waterville of which there is any record was kept in the "Old Red Ox-Mill," from 1825 to 1828, by Deacon Hiram P. Barlow. Among the other early teachers of that township were Messrs. Milliken, Gunn, Hotchkiss, Austin and Eastwood. In the year 1832 Miss Olive Gunn taught school in a rude structure. part log and part frame. The schools at that time were supported largely by tuition paid by pupils, public provision for that purpose being inadequate. The first school house in the village of Waterville was built in 1834, on lot 36, corner of Main and South streets, and was kept by L. R. Austin. The second school house was built in 1852, on lots 65 and 66, corner South and Second streets, and in the fall of 1885 a new building was provided for. The present building is located on the public square and is well adapted to its object, having most of the later improvements in such structures. In the history of the Waterville schools no name is more prominent than is that of Elijah W. Lenderson, later auditor of Lucas county, who for ten years was an effrcient teacher therein. The first record found of township school funds is that of 1837, when the entire amount collected for Lucas county was $1,457.13, of which $1,106.61 was derived from taxation,. and $350.52 from interest on surplus revenue. From such source Waterville derived school money that year to the amount of $111.14. In contrast with this may be given the figures for 1908, when the two schools. of Waterville and White House, received for school purposes public money to the amount of $7,649.43, and there was $7,760.20 expended in the support of the schools of these villages. The school property in these two districts are given an aggregate value of $17,300. The average attendance at Waterville was 158, while that at White House was 107 and the enrollment at the former school was 203 and at the latter 141. The cost per annum for each pupil, in 1908. was as follows : Waterville—high school, $33 ; elementary school, $10. White House—high school, $15.25 ; elementary school $9.74. The first school houses were built, in most instances. of logs, and considering the abundance of timber, they could well have been EDUCATIONAL DEVELOPMENT - 273 constructed much larger and more commodious. A description of one of them would doubtless suffice for all. The desks were placed around the wall, and the seats were mostly made of basswood logs, split into halyes. Upon these rude and uncomfortable seats pupils of all ages and conditions were compelled to sit the six hours per day of school. These pioneer school houses were in strange contrast with the light, airy and commodious school buildings in every district in the county to-day and yet it is a fact that as much solid work was done by the pupils in those early school buildings as in the more elegant ones of the present. Wood was furnished by the patrons in proportion of the number of children sent. Often it was drawn to the school house by the parents, in the log, and cut up by the pupils. Most of the pupils found their way through the woods to the school houses, roads being comparatively unknown. Along these schooltrails they went to school, and at night to spelling schools, lighting their way, in the night time, with torches made from the bark of hickory trees. The old-fashioned spelling school is seldom now heard of, but it is doubtful if any modern entertainment can equal it in interest or in lasting benefit to the participants. The young people would go miles to attend one of these eyents. It was district against district, and it was wonderful how each would back their champions. The method was (Efferent at times in spelling down. Sometimes they would stand up and spell around, and the last one up was the winner. Another method, and by some thought to be a more thorough test, was to stand up, two and two, and the one who was able to spell the whole crowd down in that way would carry off the championship. Those friendly mental contests were often very exciting and continued until late into the night. Webster's Elementary Spelling Book was used for many years. and finally gave way to McGuffey's. That the pupils in our common schools then were much better spellers than now is beyond all question. There was a general uniformity of school books throughout the county, McGuffey's readers—the old edition—being introduced into the schools at an early period. Previous to that, other books were used as readers. the New Testament being prominent among them. No uniformity in regard to arithmetics was practiced until the adoption of Pay', !cries. and these have been in quite general use since. His Third Part. or Practical, was the standard for many years, and there are many who think it has never been excelled for the purpose for which it was designed. No particular system of penmanship was ever taught. being as yarious and ever changing as were the teachers. Davies' Algebra was at first used by the advanced pupils, but it Was supplanted by Ray, who has ever since apparently held the ground. Swanton township was not behind other localities in the provision of educational facilities for the young, although these now seem meager, as do like means in the cases of most early settlements. The first school house was built in 1835, in the northwest quarter of the southwest quarter of section 4. It was a rude structure of logs. It was ceated with long benches, made of slabs and supported by wooden pins for legs. Along each side was a desk, made of rough boards, in 274 - MEMOIRS OF LUCAS COUNTY front of which was a long bench, as before described. The room was heated with an open fireplace, capacious enough for large logs of wood. The first school was taught by Daniel S. Westcott, for a few weeks in the winter of 1835-36. That gentleman subsequently was surveyor of Lucas county. A Mrs. Chamberlain taught school the same winter in a house built by Willard Barnes, on the north bank of the northwest branch of Swan creek, in the east half of the northwest quarter of section 7, where she and her husband then lived. Subsequent early teachers in 'this sch0ol were, in the order named : Samuel Durgin; Frederick Curtis, Persis Scott, Mary S. Crosby, Morris Curtis, Caroline Wood, Lemuel Johnson, Harvey McCoy, and William Lewis. This school. was held for the greater part of three years in a log house built by Charles and John Eckels for a shop, while putting up a sawmill frame for Jackson & Forsyth and Luther Dodge, joint dwelling and store, in 1837. During the winter of 1836-37, a second school was held in a log house, west of the township line and a few rods south of the east and west center line of section 7, near Scott's Corners, and such school for the most of that time was taught by Mrs. Chamberlain. In the winter of 1838-39, Peter Holloway, later of Monclova, was the teacher of this school. Subsequent teachers in this district were as follows : Samuel Durgin, Frederick Curtis, Morris Curtis, Lemuel Johnson, Lizzie Emery, Miss M. H. Earl, Mrs. Eleanor J. Scott, W. A. Scott, Nathan Jones, Jonah Brewster, Mary E. Durgin, Cvnthia Curtis, Mary Merrill, B. A. Geer, C. J. Hunt. Jesse Kerr. S. Mills, Eliza E. Scott, C. B. Wood, Mary J. Scott, E. E. Scott, B. A. Lacy, Maggie Emery, A. Warren and Addie Bennett. The first school house in what became District No. 2 was built, about 1837, by William Allman, Abraham Shepler and Jacob Yount, who hired and paid the first teacher—Carl C. Allman—for the two winter terms of 1837-38 and 1838-39 at ten dollars per month. Subsequent teachers of the school were paid in part with public money and in part by voluntary subscriptions of citizens; and, after the establishment of the present school system, wholly with public money. The names of some of those teachers follow : Cyrus H. Coy, Moses Sargent, Peter Van Blackham, Isaac J. Spinger, Ozeke Merrill, Samuel Johnson, Anna Carter, Anna Trowbridge, Sarah E. Gardner, Jesse Norton, Maria Fort, Matilda Matterson, R. P. Bailey, Pamela Lefly, H. E. Geer, R. C. Quiggle. Sopha P. Thompson, Armenia Quiggle, J. W. Shaffer, J. W. Bissell, Cynthia Curtis, Frances Bennett, Maria Haynes, Louisa Winslow, H. C. Norton, R. H. Calkins, Addie Bennett, Sarah Gillett, Mary Nobbs, M. S. Nobbs, John Shaffer, R. H. Calkins, Maggie Emery, Anna Richardson, and Ira Hanam. What became Sub-District No. 3 was organized in the spring of 1862. The contract for building the school house was let to Frederick S. Allen, May 17, 1862, and the structure was completed in December, following. The first teacher in this district was -Elizabeth Russell, who taught during the winter of 1862-63, and until the spring of 1864, and among the subsequent teachers were the following: S. H. Smith, Virginia M. Bows, Norana Owen, Julia Eberly, Abbie M. Coggswell, B. M. Burge, Cynthia Curtis, Margaret A. Saxt0n, E. E. Scott, Winfield Scott, J0sephine Parks, Or-