16 inch pipe 12 inch pipe 10 inch pipe 8 inch pipe 6 inch pipe	4,600 feet 13,600 feet 25,600 feet 4,300 feet 46,400 feet
Total	94,500 feet

Or nearly eighteen miles of mains. To build and equip this plant it was proposed to issue $500,000 of city bonds, payable in twenty years and bearing interest at the rate of 7 per cent per annum. The proposition to issue the bonds' was submitted to the voters at an election held. on April 6., 1868. In submitting the question to the voters, the council failed to state plainly where the water mains were to be distributed. A large number of the voters were under the impression that they would not be directly benefited by the system, because they would not be on the line of one of the mains, and the proposition was defeated by a vote of 2,695 to 567. In March, 1869, another proposition was submitted to the voters. It contemplated a bond issue of $100,000 to install a system of pumping water from the canal, chiefly for use in case of fire. This was also defeated by a vote of 2,673 to 1,000. There the matter rested until October 3, 1870. On that date the council appointed Henry Phillips, J. G. Nolen, William St. John, Daniel Segur and Luther Whitney to investigate and report on the different systems, including artesian wells. The committee employed A. R. Ketcham as an engineer to make estimates of the cost of various systems and on February 2, 1872, reported in favor of the Holly system, to include twenty-five miles of mains, the necessary pumping machinery, valves, etc., the estimated cost of which was $500,000. Again the proposition of issuing bonds was submitted to the voters and at an election on April 1, 1872, it was indorsed by a vote of 3,480 to 1,082. On June 11, 1872, pursuant to an ordinance passed on the 20th of May, John P, Freeman, Edward Malone and Carl Schon were appointed a board of waterworks trustees. They employed Moses Lane, of Milwaukee, Wisconsin, as chief engineer of construction. On December 9, 1872, Mr. Lane presented his estimate of $555,987 for a stand-pipe system. This was not satisfactory to the council, which was in favor of the Holly system, and after some delay and ,litigation a compromise was TOLEDO AND LUCAS COUNTY - 563 effected by the appointment of a special commission to visit a number of cities and report on the system it considered most applicable to Toledo. That commission was composed of H. A. Boyd, J. D. Cook, J. T. Maher and J. S. Norton. After inspecting the waterworks in a number of cities, the commission reported on March 31, 1873, and; among other things, said : "We are satisfied from knowledge obtained and the comparison of statistics given above, that for the use intended in our case, there can be but little question which engine should be selected. The efficiency of the pumping service of a city underlies the prosperity, comfort, safety and health of its inhabitants, and such efficiency is dependent to a great extent upon the durability of the engines and their freedom from accidents ; and on these points, in the judgment of your committee, the Worthington Duplex is the most desirable. . . . The system of pumping directly through the mains on what is known as the Holly plan for fire purposes, is in use in several of the cities visited. After a thorough investigation and weighing all the available evidence, we are clearly of the opinion that it is not what Toledo wants. There remains, therefore, but the stand-pipe system for consideration." The deadlock was now broken. Immediately upon the submission of the report to the council, that body passed an ordinance providing for a stand-pipe system. J. D. Cook was employed as chief engineer and the work was pushed forward with such vigor that on December 29, 1873, water was turned into the mains. The initial cost of the plant was $444,908. FILTRATION PLANT As established in 1873, the waterworks were located on the west bank of the Maumee River, on lots 16 and 17, River Tract No. 9, between Broadway and the river. The supply was taken from the river, to which there was considerable objection, but an analysis of the water in 1875, by Professor Douglas, of the University of Michigan, showed the water to be far better than generally supposed. The question of installing a city filtration plant was discussed for several years before the matter took tangible form. In 1902 the waterworks commissioners—W. T. Davies, Henry Keller and William Kuhlman—appointed a "water purification commission" to make a complete investigation of the subject and recommend a plan adapted to Toledo's needs. That commission was composed of G. H. Benzenburg, of Cincinnati, William G. Clark, of Toledo, and Allen Hazen, of Milwaukee. At the same time Dr. W. C. Chapman, W. S. Brainard and Noah H. Swayne were appointed as an advisory board, to act in conjunction with the commission. After viewing the subject from every important angle, the commission reported in favor of obtaining a site somewhere above the city and using the Maumee River water as the source of supply. The mechanical system of filtration—that is by the use of chemicals—was favored instead of the slower process of filtering through sand, etc. The Board of Public Works secured the services of Charles L. Parmelee, an experienced engineer of New York, to advise the local engineers in the development of the plan recommended by the commission, which plan was approved by the Ohio State Board of Health. Kemlers purchased of. John Ketnler and Judge John H. Doyle for the plant and work was commenced in December, 1905. The main con- 566 - TOLEDO AND LUCAS COUNTY tracts were let in May, 1907, to the Norwood Engineering Company, of Florence, Massachusetts, and at the same time William G. Clark succeeded Charles L. Parmelee as consulting engineer. Part of the work was sublet to Toledo firms, the A. Bentley & Sons Company building the pumping station and doing some other work. James Rooney installed the intake and the main conduit connecting the plant with the city mains was built by Watters & Tansey, McKinney. Brothers and M. Rabbitt & Company. The cost of the plant was almost one million dollars and on February 24, 1910, the people of Toledo were supplied for the first time with pure filtered water. Since the completion of the filtration plant numerous improvements have been made in the waterworks system by the installation of new pumping machinery, the extension of the mains into new districts, etc. On May 22, 1922, the city council passed an ordinance authorizing a bond issue of $275,000 for the construction of a ten-million gallon coagulating basin and two and one-fourth miles of twenty-four inch feeder to the West Toledo district. This move was the beginning of general improvements estimated to cost about three-quarters of a million dollars, which, when completed will give Toledo one of the best water supply systems in the country. THE STREET RAILWAY SYSTEM The Toledo street railway system is the outgrowth of several feeble efforts, the first of which was made on November 20, 1860, when the Toledo Street Railroad was incorporated. The first board of directors was composed of William Baker, James C. Hall, Silas Merchant (of Cleveland), John T. Newton, C. B. Phillips, William H. Raymond and Morrison R. Waite. On February 11, 1861, the city council granted the company a. franchise to construct and operate a street railway from the boundary line between Toledo and Manhattan, along Summit Street to the bridge over the canal, thence by Ottawa Street and Broadway to the bridge of the Lake Shore & Michigan Southern Railroad. Cars began running on May 27, 1862, between Bush and Cherry streets, making trips every half hour. In September, 1865, the company was re-organized, several stockholders who lived in Cleveland then disposing of their interest to citizens of Toledo. Charles B. Roff was elected president and Josiah D. Cook secretary and treasurer. Early in the year 1882 the franchise was extended to permit the company to construct a line from the intersection of Summit and Cherry streets across the bridge to Starr Avenue. The first car crossed the river on September 5, 1882. In April, 1869, the Adams Street Railway Company was organized by R. H. Bell, T. M. Book, E. H. Fitch, W. H. Machen and Henry Phillips, who constituted the first board of directors. About a month later a contract was let to build a line of street railway from Summit, over Adams Street and Ashland Avenue to Bancroft. Financial difficulties arose and the road was not placed in operation until 1872. In 1873 the line was extended through to and along Collingwood Avenue. Another company organized in 1869 was the Toledo Union Street Railroad Company, which built a line from Summit Street .over Monroe, Ontario, Washington and Dorr streets to Detroit Avenue. Theophilus P. Brown was elected president. In 1875 the company was re-organized as the Monroe & Dorr Street Rail- TOLEDO AND LUCAS COUNTY - 567 way Company. Mr. Brown was continued as president, though some new capital was interested in the road. On May 31, 1872, William Baker, E. H. Van Hoesen, E. D. Moore, A. E. Macomber, H. S. Walbridge and Wagner Swayne incorporated the Metropolitan Street Railway Company, to construct a line from Summit Street along Lagrange Street to the Manhattan road. The road was completed and placed in operation in October, 1873. Permission was obtained early in 1879 for the extension of the road from Lagrange Street over Bancroft, Cherry and St. Clair. to Madison, and cars began running over the new line in November. In 1881 the road was extended along St. Clair Street south of Swan Creek. Two years later the Cherry Street line was extended to West Toledo. In 1884 the system passed into the hands of Cleveland parties and was operated by them until merged into the general system. The Monroe Street Railroad Company was organized in 1873. It built the line from Summit Street out Monroe to Auburndale, terminating at Auburn Avenue. The Toledo Central Passenger Railroad was organized in 1875 as the Erie Street & North Toledo Railroad Company. The first line of this company occupied Summit Street from North Toledo (Manhattan) to the old city line, thence by way of Erie to Cherry and Summit streets. In 1878 it was extended along Superior Street between Cherry and Monroe, thence by way of Monroe, Erie, Lafayette and Division streets and Nebraska Avenue to City Park Avenue. Later extensions were to Hawley Street and to Brown Avenue, with a branch down Erie to Field Avenue and thence to Air Line Junction by way of Western. The situation in the early '80s was, therefore, the operation of six independent horse railways. Consolidation was obviously necessary, and was started through the incorporation, in 1884, of The Toledo Consolidated Street Railway Company. Quickly the Monroe and Dorr Street, the Toledo, the Monroe and the Adams were brought under the control and ownership of the new company. Five years later the Consolidated bought the Central and the Metropolitan but did not effect a complete consolidation of operations with the other four until 1895. ENTRY OF ELECTRIC OPERATION Electricity as motive power having proven feasible, two new companies to employ it came into being in 1889. The first to use it was the Toledo Electric Railway Company, known as the "Glassboro Line." This line was comparatively unimportant. The present Michigan Street route is part of it. The more important company, one whose entrance into the field changed completely the complexion of affairs, was The Toledo Electric Street Railway Company, organized by the so-called "Robison Interests." It was authorized to furnish both street transportation and electric lighting and power. Its franchises not only took it into unoccupied territory, but into parts of the populated district already occupied by the lines of the Consolidated, producing sharp and exasperating competition. The lines of this company became an important system, being those now known as the Bancroft Belt, Indiana-Stickney, and South, originally the Huron-South. In 1890 The Ironville Street Railway Company was incorporated, building a line on the east side from Main Street along Front to Ironville. About 1892 the Consolidated lines were electrified, and the days of the street car horse passed into history. 568 - TOLEDO AND LUCAS COUNTY CONFUSION THROUGH EXTENSIONS Thereafter, as the city grew, not only were extensions authorized of the established lines, but several new companies obtained franchises to occupy additional streets, the east side particularly receiving attention through lines to be laid out Oak Street and East Broadway. In consequence of the inconsiderate way in which franchises were allowed to satisfy promoters only, with little regard either to the present public welfare or the future growth of the city, the general system became arranged illogically, and in such a way that operation was expensively overburdened. It would not be interesting to detail the circumstances or even recite all of the companies whose privileges and obligations are written, when dealt with at all, in city and county records. When, in 1901, a new company took over all of the lines, it found itself under ninety ordinances of the council or resolutions of council and county commissioners. It is sufficient to note that terms of the several franchises so differed that there was no uniform limitation of fares to be charged or uniformity in the safeguarding of public rights. Dates of expiration so varied, and cases of authorized extensions or combinations were so carelessly looked after that a continuous line might look forward to periods when it would be broken up into sections, some with and some without occupation rights. Rival lines necessarily overlapped in the business sections. The result was confusion, friction from rivalries, insufficient and expensive service. The effects of this careless and inconsiderate development are still felt. It is difficult, because of interests immediately served, to rearrange by abandonment and re-location lines once established and for some time economical operation will be hampered by competition between lines running into the same territory along parallel streets. Systematic and scientific re-routeing of several lines as yet necessary to bring about a successful reduction of operating expense consistent with best service. In 1894 the Consolidated became The Toledo Consolidated Electric Company, soon thereafter absorbing the "Glassboro Line." In the next year The Toledo Traction Company was organized, effecting under its management and ownership a merger of all of the lines except those of The Toledo Electric Street Railway (Robison) Company. In 1896 the Traction Company purchased the Robison lines, being the final act of street railway merger. The identity of the Robison company, however, was preserved, by means of which device the two companies, although under mutual ownership, were handled separately, as if by two systems, and without reciprocity. The car lines were grouped as follows : The present lines known as Indiana, Stickney, Bancroft Belt and Huron—South lines formed one group known as the Robison Lines. These lines transferred to each other. The other lines known as Long Belt, Short Belt, Oak Street, Ironville, East Broadway, Cherry, Dorr, Nebraska and Lagrange, Western Avenue and Summit-Broadway formed the other group and transferred to each other. The men were distinguished by the numbers on their badges. All numbers above 700 were those who had worked for the Robison interests, all others belonged to the Traction Company. At that time there were six car barns. The Summit-Broadway cars were housed at the old barns at Orchard and Broadway. Huron cars ran out of Galena barns. Indiana-Stickney and Bancroft lines ran out of the old Canton Avenue barns near TOLEDO AND LUCAS COUNTY - 569 Cherry Street. Oak, Ironville, Cherry, Western and Michigan ran out of the Cherry Street barns opposite the old Canton Avenue barns. East Broadway, Dorr and Nebraska-Lagrange cars ran out of the Dorr Street barns. Long and Short Belt cars ran out of the Ashland Avenue barns, now known as the Coliseum and Bowling Alleys. At the present time there are the four barns known as Galena, Starr, Dorr and Central avenues. Later, when the final consolidation of all lines was made and transfers and fares were uniform on all lines, the men were rated according to seniority in service irrespective of the line on which they worked. By 1901, the various lines were so compacted that the record franchise contracts thereof were in the following named companies and individuals : The Toledo Consolidated Street Railway Company ; The Metropolitan Street Railway Company ; The Central Street Railway Company ; Christopher W. McLean, Trustee ; David Robison, Jr., Trustee ; William A. Collins, Trustee ; The Toledo Electric Street Railway Company and The Toledo Traction Company, all owned, however, by the last named. Five cents cash fare was the general requirement, but the Robison lines were allowed to collect fifty cents for eleven tickets, while the others were required to sell six tickets for twenty-five cents. No transfers were allowed between cars of the two systems. This difference in fare rates was maintained until December 31, 1911. LINES UNDER ONE COMPANY June 29, 1901, The Toledo Railways & Light Company, a corporation organized for the purpose, and known for nearly two decades of local politics as the "Big Con," consolidated all the street railway lines, and in 1907 acquired The Toledo Gas, Electric and Heating Company, the latter a merger of several old gas and electric companies. The new company found itself, after coming into possession of the artificial gas, electric and heating utilities, with a capitalization of over $13,000,000 and with a bonded indebtedness nearly as large. The "Big Con" soon began to expand, early acquiring the stock of The Toledo and Maumee Valley Railway and of The Toledo, Waterville and Southern Railway, these two subsequently consolidating as The Maumee Valley Railways and Light Company. Four years later the control of The Toledo and Point Place Railway Company was purchased, afterwards effecting a consolidation, by purchase, with The Ottawa Beach and Southern Railway, forming what is now The Toledo, Ottawa Beach and Northern Railway Company. The Toledo Casino Company was also bought, as well as The Ottawa Park Street Railway Company. It also organized, in Michigan, The Toledo Beach Company, to promote the summer resort now known as Toledo Beach. In 1907 the control of The Toledo and Western Syndicate properties was obtained. These expansions beyond the confines of the city, except the Ottawa Park line, were not included in the transfer of street railways to The Community Traction Company in 1921. Naturally the first aim of the new company was to straighten out franchise tangles. Its efforts started a civic dispute of great intensity, one which agitated the public mind for nearly twenty years, passing through many serious phases before its happy solution. Common as such troubles have been in American municipalities, for acrimony and duration and in its incidental effect on all important 670 - TOLEDO AND LUCAS COUNTY phases of civic life, this in Toledo probably had no parallel in the United States. No student of the city's history for twenty years after 1900 may neglect a close study of its details if he would analyze the city's progress during that period. A full discussion of this feature of the city's history is reserved for a separate chapter. NEW MANAGEMENT IN 1921 February 1, 1921, the street railway system passed into the holding and control of the new company, The Community Traction Company, under the ordinance adopted by the electors of the city at the election in November, 1920. The ordinance provided for the formation of such new company to have that name, with an initial capitalization of $8,000,000 of 6 per cent securities, subsequent increases in the form of preferred stock to bear 8 per cent, and that the street railway property, only, of The Toledo Railways & Light. Company should be transferred to the new company in consideration for the $8,000,000 of bonds secured by first mortgage ; that the operation of the street railway system should be by the new company under the corporate control of owners of The Toledo Railways & Light Company, but subject to supervision by the council under a city officer known as the Street Railway Commissioner, who is selected by a Board of Control of citizens, the members of which should serve without pay. This board was given authority to direct, in general, the policies of operation. Pursuant to this provision, the mayor appointed as such a board, W. W. Knight, Henry C. Truesdall and David C. Goodwillie. The board recommended the employment of Wilfred E. Cann, of Detroit, as Commissioner. Mr. Cann occupies that position as this is written. The duty of the commissioner is to enforce the provisions of the ordinance and represent the city in the operation of the system. All expense connected with the city's supervision is paid by the company and charged to operating expenses. The ordinance is necessarily a long one, consisting of fifty sections. Its life, under the Ohio statute, is for a term of twenty-five years, beginning on February 1, 1921. After describing the lines to be taken over by The Community Traction Company and other details of operation, financing, etc., including the construction of new lines, its -important provisions are: 1. That The Community Traction Company shall issue and deliver to The Toledo Railways & Light Company its first mortgage bonds to the amount of $8,000,000, and issue and deliver to the commissioners of the sinking fund of the City of Toledo its common stock to the amount of $10,000,000, to be held in trust and turned over to the city as the mortgage bonds are acquired by the city for subsequent redemption. At the end of each six months' period, bonds are to be acquired by the city as apportioned by the ordinance, and to the extent of such acquirement the city becomes the owner of common stock. The interest on bonds coming into the city's ownership accrues to the fund with which to buy more bonds at the end of each six months' period. 2. Section 36 provides that : "Upon the expiration of this grant or any renewal thereof, if any of the bonds or preferred stock theretofore issued by the company in accordance with the provisions of this ordinance have nprovided, thenmed as herein provided,,then and in any such event, the city shall take over the street railway property of the company described herein, as the same then exists, and the company shall execute and deliver any and all deeds, assignments and TOLEDO AND LUCAS COUNTY - 571 transfers necessary or proper to convey the title thereof to the city, or to such person as may be designated by the city to receive such title as hereinafter prescribed, and the city shall simultaneously therewith pay to the company a sum which will equal the amount necessary to redeem or purchase any of the said bonds and all of the said preferred stock as above provided, then outstanding, and which have not theretofore been redeemed and paid, as provided herein," etc. 3. Rates of fare, ranging from five cents with one cent for transfer to seven cents with one cent for transfer, are specified in the ordinance, which rates may be made lower or higher than the above, if the cost of operation decreases or increases and according to the state of the stabilizing fund. All increase or decrease in the rate of fare shall be calculated and published by the street railway commissioner at the time the new rate becomes effective. A "stabilizing fund" of $400,000 was established to regulate the fluctuations of fares, following the Tayler plan at Cleveland, and it is provided that the gross receipts of the company shall be applied : (a) To the expenses of operation, including salaries, wages, etc. (b) To create and maintain a maintenance and repair fund. (c) To create and maintain a depreciation fund for replacing or renewing any of the company's property and making minor improvements. (d) To create and maintain a sinking fund to apply on the first mortgage bonds. The proportions assigned to each of these funds are fixed by the ordinance and the balance, if any, goes into the stabilizing fund. As the sinking fund is applied on the bonds, they become the property of the city. At the time the measure went into effect, the fare was seven cents and two cents for transfer. By its provisions, the fare for the first six months was fixed at six cents, with one cent for transfer. Mr. Cann, the commissioner, reported that during this period this fare effected a saving to the people of Toledo of $327,324.73. It proved, however, too low to meet the requirements of the ordinance and to protect the stabilizing fund, wherefore an advance was made to the next step in the schedule —seven cents, with one cent for transfer, six tickets or tokens for forty cents. This fare is paid cheerfully, the people realizing that the city benefits in the result. OPERATION OF THE NEW ORDINANCE The ordinance went into effect in the midst of most severe operating conditions and facing a time of low receipts because of depressing business conditions due to unemployment. The lines also suffered severely from motor bus competition, the effects of which are, in a large part, shown in the fact that car riding fell from 75,400,576 passengers in 1917 to 56,694,989 in 1921. Some of this loss of business was permanent because of the great increase of the use of automobiles. The result was a low level in August, 1921, of but $53,000 in the $400,000 stabilizing fund, necessitating higher rates of fare, as noted above. The worst of the motor bus competition was removed in midsummer of 1922 on the expiration of improvident bus licenses granted in 1921, and for that year, in part on account thereof, car riding increased to 61,229,361 passengers. These were classified as follows : Cash fares, 30,167,345 ; token fares (6 for forty cents), 17,602,140 ; children at one cent, 670,299; transfers at one cent, 11,111,895; free transfers to auxiliary lines, 672,111 ; employes' free passes, 985,571. The revenues for 1922 were, from passengers, $3,413,510 ; miscellaneous, $252,- 997.58 ; total, $3,666,507.58. The fixed charges of $42,500 for the depreciation 572 - TOLEDO AND LUCAS COUNTY fund ; $497,787.18 for maintenance and repair ; $212,500 for sinking fund ; $191,- 116.50 for taxes and $1,875.30 for interest on temporary obligations, left $646,106.46 as net income. After paying 6 per cent interest on the $8,000,000 of valuation bonds and 8 per cent on the $500,000 of preferred stock issued, the sum of $126,106.46 was available to increase the stabilizing fund. Wages and salaries took out of expenditures $1,267,737 ; power, $511,055, and maintenance $497,835. February 1, 1923, after two years' operation, the city's interest in the company through its acquirement of bonds under ordinance provisions, with a corresponding amount common stock, had become $364,000, with a balance of $62,020.23 cash on hand available to obtain additional interest at the expiration of the next six months' period. This sum will be enhanced, August 1;1923, by $7,320 interest on city owned bonds, plus additions to the sinking fund. The stabilizing fund stood, at the same date, at $213,398.17. If no change should be made in capital account, the city's interest in the company promises to become twenty per cent within eight years, but the ordinance demands new capital within a very short time, for improvements and extensions, to the extent of a million dollars, to be represented by eight per cent preferred stock. Inevitably, however, by 1946, when the franchise expires, the public's ownership will be so large that the city will then command the situation. At the beginning of 1923 the lines occupied 69.38 miles of streets, with 120.6 miles of tracks and terminals. It operated 225 cars and employed 1,291 persons. In every respect this Milner ordinance, as it is popularly known, is working so satisfactorily as to greatly compliment its authors and the acumen of the electors who chose it. It provides that the city shall be represented in the corporate transactions of the company by a director. The first representative of the city on the Board of Directors was William L. Milner, Chairman of the Service-at-Cost Commission. After his death,. September 2, 1922, S. 0. Richardson, Jr., was chosen. Each of the interurban lines, mentioned in the chapter on Transportation Systems, pays to The Community Traction .Company a certain fixed amount for the privilege of using the city tracks, trolley wires, etc. The ordinance provides that this sum shall be fixed by contract every five years, subject to the approval of the city. In 1922 there were four important cities in the United States, in addition to Toledo, Operating their street railways under the service-at-cost plan. These were Cleveland, Cincinnati and Youngstown, Ohio, and Rochester, New York. The Toledo ordinance was drafted after the consideration of the workings of these plans. Cities all over the country are watching the results of the service-at-cost plan as it is exemplified in Toledo. ARTIFICIAL GAS COMPANIES On September 25,1853, The Toledo Gas Light and Coke Company was incorporated by James Deveau, Thomas H. Hough, Matthew Johnson, Valentine H. Ketcham and. Denison B. Smith, with' a capital stock of $100,000. Books were opened for stock subscriptions in February, 1854, and on April 4, 1854, the organization of the company was completed by the election of Matthew Johnson, president ; Denison B. Smith, secretary ; John H. Whitaker, treasurer. These officers, William Baker and Morrison R. Waite, constituted the first board of directors. TOLEDO AND LUCAS COUNTY - 573 Shortly after the election of officers and directors, a contract was awarded to Lemuel H. Davis for the, construction of gas works and the laying of mains. The contractor was so energetic that by that winter the streets were under gas light. In 1873 The Citizens Gas Light Company was incorporated. It soon came into the hands of the older company. In 1901 The Toledo Gas Light and Coke Company leased for. twenty years the city's pipe lines laid for its disastrous experiment in municipal ownership in the distribution of natural gas. In 1905, these two artificial gas companies were merged into The Toledo Gas, Electric and Heating Company. In 1907, the artificial gas business of this last named company passed by purchase into The Toledo Railways and Light Company, now The Toledo Edison Company. In 1922, The Toledo Edison Company laid nearly twenty-two miles o f new gas mains. During the year it served, through 460 miles of mains, 1,615,672,000 feet of gas to 7,255 customers. ELECTRIC LIGHTING AND POWER SERVICE The first electric light plant in Toledo was established in 1881 or 1882 by C. C. Warren, who located his business at the corner of Erie and Monroe streets. Owing to limited capital, Mr. Warren's operations were very limited, and little of the subsequent history of his venture is known. Other small efforts in this line were made by various individuals with indifferent success and no permanency of establishment. The year 1887 witnessed the first step on a large scale at electric light distribution, when the Western Electric Light and Power Company was organized as an adjunct .to the consolidated artificial gas companies. Later came (in 1889) The Toledo Electric Railway Company, noted above, with light and power distribution privileges, and, almost simultaneously, the Robison Company, The. Toledo Electric Street Railway Company. In 1896, The Toledo Consolidated Electric Company obtained the franchise of The Western and bought the light and power distribution privileges of The Toledo Electric Railway Company. Then nearly all the electric light and power interests were divided between two companies, the Consolidated and the Robison. In 1898 these interests were consolidated in the Robison branch of The Toledo Traction Company which had absorbed the Robison interests in 1896, without, however, destroying the entity of the Robison corporation. There remained yet as competitor in the electrical field The Toledo Heating and Lighting Company, whose genesis will be noted later. This company, having combined with the artificial gas companies, in 1905 became The Toledo Gas, Electric and Heating Company. The last named company's service of electric current was to residences in the western part of the city. This company was acquired by the Robison interests, which again became a competitor in the electric field. By arrangement with the independent telephone company, enabling it to use the downtown conduits of the latter, the new Robison Company entered the business district.. In 1907, competition, bidding fair to be destructive, ceased through the acquisition of this company by The Toledo Railways and Light Company, now The Toledo Edison Company. In 1916 The Acme Power Company was incorporated by Henry L. Doherty and associates. A high tension power plant was erected on the river bank at the 574 - TOLEDO AND LUCAS COUNTY foot of Licking Street, and high tension lines were carried on high steel towers across the river to the plant on Water Street between Adams and Madison and thence distributed. The extensions of the high tension system since 1916 have been very great. In 1922 twelve miles of belt line were constructed, carrying two 250,000 C. M. circuits on seventy foot steel towers along the north side of the city, occupying the Terminal Railroad right of way, and crossing the river at the Terminal bridge. At the close of 1922 the Edison Company, which had theretofore acquired the Acme Company, had 375 miles of pole lines and 246 miles of underground conduits. The conduit carrying power to The Willys-Overland plant was the largest of its kind in the world. The'number of customers served was 54,197, and the number of kilowatt hours sold was 182,358,530. HOT WATER HEATING In 1894 Homer Yaryan and associates incorporated The Home Heating and Lighting Company, to employ the Yaryan system of heating from a central station. In 1898 its business was sold to The Toledo Heating and Light Company, later acquired by The Toledo Gas, Electric and Heating Company, and finally becoming part of The Toledo Edison Company through absorption by The Toledo Railways & Light Company in 1907, as noted above. In 1922, The Toledo Edison Company operated for this part of its business three plants : On Detroit Avenue, with 4,320 H. P. boiler capacity ; Floyd Street, with 1,750 H. P. capacity, and on Twenty-second Street with 1,850 H. P. capacity. During that year 776 customers were served with 978,680 square feet of radiation. The amount of coal used was 32,659 tons. The system supplied heat to about one-third of the buildings, principally residences, within an area of about three square miles. NATURAL GAS COMPANIES The natural gas now consumed in Toledo is supplied by The Northwestern Ohio Natural Gas Company, of Which Mr. J. W. MacMahon is president. This, an Ohio corporation, is also supplying natural gas to the citizens of Maumee, Perrysburg, Bowling .Green and North Baltimore. The company was organized in July, 1886, at Fostoria by Ex-governor Charles Foster, John Wilkinson, William M. Day, M. M. Miller and W. C. Brown. Its first operations were in its home town, getting its supply from the new wells in Wood and Hancock counties. As the field developed the company entered Toledo, obtaining a franchise for that purpose September 6, 1886. On the same date, a local company, The Toledo Natural Gas Company, obtained a similar franchise, and both companies proceeded to lay lines and furnish gas under their respective grants. The officers of. The Toledo Natural Gas Company at the beginning were L. H. Smith, president; John Cummings, vice president, and W. F. Crane, secretary and treasurer. In 1889 the Northwestern Company absorbed the Toledo Natural Gas Company, since which time it has had the local natural gas field to itself except for an attempt, at the crest of the production of gas in northwestern Ohio, by the city to establish a municipal plant. This disastrous venture is referred to in the Chapter on City Finance. It was almost a total loss, and the bonded indebtedness has been a