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CHAPTER I.

(RETURN TO THE TITLE PAGE)

RAILWAYS.

IN no other of the great departments of enterprise has our country as fully led the Nations of the World, as in the facilities for communication here produced. This pre-eminence applies alike on land and water. It would not be in place here to undertake to trace the progress of these great advances.

The first Railroad consisted of wooden rails, and was used as early as 1672 at the colleries near Newcastle-upon-Tyne, Scotland, upon which four-wheeled carts were drawn by horses. Iron rails were first used at Whitehaven, England, in 1738. The first important advance in Railway construction consisted of the Surrey Railway-crom the banks of the Thames at Wandsworth to Croydon, in 1801. The first suggestion of steam as motive power for Railways was by Watt, in 1759; and Oliver Evans of Philadelphia, patented a steamwagon in 1782. Geo. Stephenson's locomotive the most important advance in that direction-was constructed in 1814, which moved six miles per hour. In 1829 Stephenson's machine was improved to travel 35 miles per hour. The first passenger Railway was the Stockton and Darlington, opened in September, 1825, which was followed by the Liverpool and Manchester, 1830.

As might be supposed, very crude, and now seemingly ludicrous ideas of Railroads prevailed at the outset of the development of that great agency of trade and civilization. In illustration of this view may be quoted a pamphlet issued in Pennsylvania in 1825, for the purpose of giving reliable information on the subject of Railroads. The paper contained the following points in that connection:

1. An Engine weighing eight tons and of eight horse power, will draw 45 tons loaded on cars at the rate of three miles per hour, each car carrying three to four toils.

2. Bills whose angles of assent are moderate, are not such serious obstacles in Railroads as many

erroneously suppose. This is apparent from the well-known law of gravitation, that bodies gain in descending exactly the power expended in their elevation. Hence, mountain districts offer but very inconsiderable obstacles to Railways; and in many cases, far from offering obstacles, they materiality contribute to the success of Railways, viz.: in descents. [Experience, among the "mountain districts " of Pennsylvania, has hardly borne out the theory so admirably fitted to their needs.-EDITOR.]

3. The cost one set of rails of cast iron, is $10,000 per milo, or a single wooden Railway guarded by iron bars; will cost only $4,000-double $7,000.

4. Railways require few Superintendents.

5. Mountains of great elevation offer few obstacles to Railways.

6. The health of a country is not injured by Railways.

7. Dust is almost unknown on Railways.

8. If horses are used on a Railway, the expense of transporting 100 tons of merchandise, adding 50 per cent. (the weight of the cars), a distance of 100 miles in four days, will be $36, charging the horse and driver at 75 cents per day. If the horses are charged at 37 cents per clay the cost will be $20.25. To transport the same weight in 26 1/2 hours 100 miles, by locomotive steam-engine, when coal is 10 cents per bushel, the cost will be $15.00.

9. Some of the engines in Great Britain can perform a distance of 100 miles in 10 hours.

10. In some cases a descending load can elevate au ascending load of less weight 1,000 feet in one minute.

The first American Railway was formally opened at Boston, October 7, 1826. It was the Quincy Road, built to carry granite from the nearest quarries at Quincy to tide-water, and, with its branches was four miles long. Its gauge was five feet, and it was operated with horses. The Boston Advertiser, in its report of the opening, stated that a quantity of stone (16 tons) loaded on three wagons weighing five tons, making 21 tons in all, was moved with ease by a single horse a distance of three miles. It was a down grade, but one that did not prevent the horse drawing the empty wagons back. " After the starting of the load, which required some exertion, the horse moved with east on a fast walk." The construction of the Road is thus described

It rests upon a foundation of stone, laid so deep in the ground as to be beyond the reach of frost, and to secure the rails on which the car runs against any change in their position, they are laid upon stones eight feet long, placed transversely along the whole extent of the Road, at distances of six to eight feet apart. The space between these stones is filled with smaller stones or earth; and over the whole, between the rails a gravel path is made. The rails are made of pine timber, on the top of which is placed a bar of iron. The carriages run upon the iron bars, and are kept in place by a projection on the inner edge of the tire of the wheels, which are of a size considerably larger than a common cart-wheel.

The Albany Aryus, in reproducing the above, expressed the hope that "the enterprising projectors of the Mohawk and Hudson Railway" might have the honor of the second work of the kind in this country.

The Miner's Journal (Philadelphia), in June, 1827, announced the completion of the Mauch Chunk Railway, 13 miles in length, that

398 - HISTORY OF TOLEDO AND LUCAS COUNTY.

being; second in the United States. Mention was made of three sets of' cars having been "sent down" the Road, 20 ears in all. For most of the distance the track was an inclined plane, though for purl, of the way torsos were used to drag the cats to the top of the hill, whence the ears to the number of six or seven, were attached and launched upon the descending truck, which they traversed in some parts with great velocity, of their own gravity, for four or five miles, when horses took them to a chute having a capacity of 1,000 tons of coal. The grade of the road was over 100 feet to the mile. Three horses in August, 1827, in six carriages drew 41 persons up the grade. Returning without horses, the train made the first 4 ½ miles in 16 minutes. The track was de scribed as but a shelf in the side of a very precipitous mountain, 500 to 600 feet above the Valley. Coal cars were not allowed to move luster than five to eight miles per hour.

The Baltimore and Ohio Railroad, commenced July 4, 1828, was so far advanced by the 25th of December, 1829, that on that day a trial took place on a few miles of track between Pratt, street, Baltimore, and Carrolton Viaduct. The motive power was horses, one of which drew two Winan carriages containing 41 persons, moving a part of' the time at the rate of 10 to 11 miles per hour. Another carriage, with 25 persons, was drawn at the rate of 12 miles per hour.

In 1829, six miles of the Charleston and Savannah railroad was constructed.

The first successful Railroad in this country for carrying passengers, was the Mohawk and Hudson, between Albany and Schenectady The charter of the Company was granted b, the Legislature, March 26, 1829. Stephen Van Rennsselaer, the old Patroon, was the leading capitalist in what was then considered a vissionary scheme. Work upon its construction began July 29, 1830, and may be said to have been completed September 24, 1831. At excursion over the Road was then given by the Directors, to which were invited State an City officials and eminent citizens.

This cut is said to be a faithful representation of the train used upon this occasion. The car were simply stage coach bodies made by James Gould, coach builder, and placed upon truck for temporary use, affording seats for 12 or 18 passengers each. A speed at the rate of' 30 miles an hour was reached.

This Road, as at first Constructed, extended from the junction Of the Western Turnpike and Lydius Street, Albany, a distance of 12 1/2 miles, to the brow of the hill at Schenectady. Both of these point, were first reached by stages, and afterward by an inclined plane, oil which passengers were carried to the Railroad stations in a car drawn with a rope, by means of a stationery engine. The Albany Station was where Van Vechten Hall now stands. Some year's Inter the grade of' the Road was so much reduced that the inclined planes were done away with and the Road constructed over them. The use of the Streets for Railway travel was opposed with varying success by the Common Council and nanny citizens. The starting point On the River was at Gansevoort Street.

The Chief Engineer of this pioneer Road was the late John B. Jervis, whose name is so closely identified with the Railway interests of Toledo, he having been Chief Engineer in the construction of the Air Line branch of what is now the Toledo and Chicago connection of the Lake Shore Railroad. he was also the Director and the President of' the Michigan Southern and Northern Indiana Road, subsequently e merged into the Lake Shore and Michigan Southern.

The first, Railway project in which Northern Ohio was directly interested, was proposed in 1829. Colonel DeWitt Clinton, a prominent Civil Engineer of' New York, then prepared a y statement, with estimates, for a Railroad to t start from that City, and pass to and up the Tioga River, intersect the head-waters of the Genesee and Aleghany Rivers; thence to Lake Erie, and crossing the Cuyahoga at Cleveland, pass Westward, crossing the Sandusky, Maumee and Wabash Rivers, and to its terminus at n the mouth of' Rock River on the Mississippi. The distance was given at 1,050 miles, and the cost at $15,000,000, or about S15,000 per mile. It was calculated that freight trains would d traverse the line in nine days, and that the rates of' transportation would be $1.73 per 100 n pounds, or $35.60 per ton over the Road.

Soon after this, another project, for substantially the same route, was suggested. It was s for the road-bed to consist of piles driven in 8 the ground, 10 feet apart, on which were to be

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placed, edgewise, planks of hard wood, nine by three inches, which furnished the tracks, of which there were to be four. The structure was to consist wholly of wood, the nuts and bolts being the only iron used. The total estimated cost of the Road was $906,950, of which amount $532,800 was allowed for right of way, leaving only $374,150, or $374 per mile, for the completed work. The items making up the cost of construction here as billows: Lease of mills to saw planks, $1,850; getting out posts, $31,400; bolts and nuts, $211,200; leveling posts and laying rails, .$62,800; setting posts, $31,400; sawing, $35,500 total, $374,150. Chmerical as this project appears in 1887, it was substantially the same in its general features as that of the Oho Railroad, undertaken a few years later, and referred to elsewhere.

The cost of transportation between New York and St. Louis at that time was as follows: By water, from St. Louis to New York, via New Orleans, $45 per ton; :ind from New York to St. Louis, $50 the average being $62.50, against $34.75, the estimate by the proposed road. The rate over the Manchester and Liverpool Road, England (34 miles), was at that time $1.12 per ton. The time then required for freight, New York to St. Louis vise the Erie Canal and the Lakes, was 56 days, mid by New Orleans, 105 days. Estimating the Railway train to move five miles per hour, it would occupy about 15 days in going and returning. Beyond this estimate, nothing came of the "Great Western Railway" of 1829.

The first Railway charters in Ohio were granted by the Legislature in 1832, and were as follows

Richmond, Eaton and Miami.

Mad River and Lake Erie (Sandusky to Dayton).

Port Clinton and Lower Sandusky (now Fremont).

Franklin, Springborough and Wilmington (Columbus to Wilmington).

Erie and Ohio.

Columbus, Delaware, Marion and Sandusky. Cincinnati and St. Louis.

Cincinnati, Harrison and Indianapolis.

Pennsylvania and Ohio.

Milan and Norwalk (4 1/2 miles).

Milan and Columbus. Chillicothe and Lebanon.

The only one of these projects constructed, was the Mad River and Lake Erie, on which work was commenced in 1835, the occasion being attended with mach demonstration at Sandusky, General Wm. H. Harrison moving the first shovel of earth. The Road was opened to Bellevue (16 miles) in 1839; and through to Dayton in 1844.

THE PIONEER RAILWAY OF THE WEST.

The progress of Railway improvement had reached but 229 miles of completed line in the United States, when in 1832, the first steps were taken by enterprising citizens of the embryo Towns on the Maumee River, which soon there after, from absolute weakness, were consolidated under the name of Toledo. At that time there was not a rail laid West of' Schenectady, New York. The facts of the origin of' that strange venture, are given in a letter written by the late Jessup W. Scott, in January, 1868, as follows

In 1828, I read with exultant anticipations, an account of the first locomotive on the line of the iron Railway between Liverpool and Manchester, England. The wonder-working influence of the new application of power on com tierce and social intercourse, was, in good degree, foreseen and was very animating. In 1822 three iron-ways had been commenced in this country-one between Albany and Schenectady ; another ;it Baltimore, the commencement of the Baltimore & Oho; and the third, the South Carolina Railroad, between Charleston and Augusta.

In June, 1862, I purchased 70 acres of the Southwest quarter Section 36, near the center of which our Central School Building in now situated. At that time I made the acquaintance of Dr. Daniel O. Comstock-elder brother of Stephen L. and James M. Comstock-aid subsequently corresponded with him on the subject of a Railway charter from the Port Lawrence property (now part of Toledo), which he represented, to some point Northwest. Whether he or 1 first suggested the project, I fail to recollect. But I remember well, that through his relative, Daniel O. Comstock, a member of the Legislative Council of Michigan, a favorable charter was obtained for a Railroad Company, by the name of the Erie & Kalamazoo Railroad, designed to traverse the territory to Lake Michigan, via Adrian and Kalamazoo. Our plan did not at first contemplate any better structure between Port Lawrence and Adrian, than could be made of timber. Representative Comstock subsequently stated, that the application for a charter was received with ridicule, and opposition was placated by admitting that the thing was a chimera, but that to please his brother Stephen, he would be obliged if they would let it pass into an act. The Company was organized in 1835, and in 1536 the Road was made to Adrian. Edward Bissell, in Toledo, and George Crane, of Adrian, were the most active agents in locating and constructing the Road.

When the Michigan Southern Railroad (then in operation between Monroe and Coldwater) was purchased by the State of Michigan, the Erie & Kalamazoo, with its franchises, were purchased by the same parties for $60,000; by the same parties " stocked " at $300,000 and then leased, in perpetuity, to the Michigan Southern owners at a 50 per cent. annuity on its cost of $60,000.

The original plan for this Road, was to use oak rails four inches square, the cars to be drawn by horses. Few enterprises have been pressed to success under more adverse circumstances than attended the construction of this work, the chief difficulty being a lack of financial means. The construction had not proceeded far, before it was decided to iron the track and use steam power. Here was met the question of' money. The modern devices of mortgage bonds, preferred stock, &c., were unknown to these pioneers. But by allowing a liberal bonus on the stock, and furnishing the paper of the Company, endorsed by the Directors and other supposed responsible parties, the iron was procured. It was known as the " straprail," 2 1/2, inches wide, and five-eighths of an inch

400 - HISTORY OF TOLEDO AND LUCAS COUNTY.

thick, and was spiked to the wooden rail. By like financial operation, two small locomotives were subsequently procured. The Road was opened for business during the Fall of 1836, the cars then being drawn by horses. Meantime (1835) air amendment to the charter of the Company had been made by the Territorial Council of Michigan, which provided that when the "[toad should pry the cost of erecting the same and expenses of keeping the same in repair, and seven per cent. on all moneys expended, the said Road should become the property of the Territory or State, and become a free Road, except sufficient toll to keep the same in repair." The charter provided for r line extending from Toledo to the head-waters of the Kalamazoo River, but by amendment it was made to terminate at Adrian. This change, as well as that looking to the transfer of the Road to the ownership of Michigan, was probably dice to the then increasing probability that the Eastern terminus of the Road would be in Ohio.

Following is a collection of facts taken from the official records of the Eric and Kalamazoo Railroad Company, which furnishes, in condensed form, much of the history of that enterprise not to be found elsewhere. As already stated, this Company was chartered by the Territorial Legislature of Michigan in 1832.

March 7, 1834, Darius Comstock, E. Conant Winter, Asahel Finch, Jr., Cams C. Robinson, David White and Stephen B. Comstock, Commissioners, under the charter, gave notice to tine stockholders, that more than 1,000 shares of stock had been subscribed, and that a meeting of stockholders would be held at the house of Isaac Deans, in the Village of Adrian, May 20, 1834, when the subscription hooks would be delivered to them. On the day last named, the stockholders met and elected the following Directors : Darius Comstock, C. C. Robinson, David White, Geo. Crane, Almon Harrison, Caleb S. Ormsby, S. B. Comstock, E. Conant Winter and A. J. Comstock ; who organized by electing Darius Comstock as President, and Joseph Chittenden as Secretary. May 21st the Board of Directors adopted a code of by-laws. Among other provisions, the by-laws provided that in case of absence from any regularly called meeting of the Board, the President should pay a forfeit of $5.00; and a Director for like absence, $3.00; while any Director who should without leave, absent himself after coming to such meeting, should be fined 25 cents. Provision was then made for "a survey and level of the route of the Railroad from Adrian to Port Lawrence " (Toledo), together with estimates for the construction of the same. For this purpose, three Commissioners were appointed, viz.: Geo. Crane, S. B. Comstock and C. M. Ormsby. It was then provided that $1.00 per share of stock be paid by October 1, 1834.

November 4th, Andrew Palmer, of Toledo. was made a Director. The Board adopted a memorial to Congress asking for a grant of right of wry and use of materials for the proposed Road through the public lands lying on the route ; and also for a grant of one section of land for every two miles of road constructed, or 42,240 acres in all. December 2, 1834, the Board in part decided on the route of the proposed Road, and decided to construct 10 miles of the same, commencing at Dr, Robinson's, within one year from that time. It was then decided that the cross-ties of the track should be of "split timber." Steps were also then taken for obtaining the right of way for the Road. Allen Hutchins was then appointed Attorney for the Company. June 24, 1835, a contract was made by the Directors and Joel McCollum, under which the latter was to take 600 shares of stock of the Railroad Company, and 1,200 shares of the stock of the Erie & Kalamazoo Railroad Bank, the Directors pledging themselves to co-operate in securing, legislation which should legally separate the two interests. Authority was then given for the completion of the road to Toledo.

November 2, 1835, Darius Comstock was elected President ; A. J. Comstock, Treasurer; Orange Butler, Secretary ; Volney Spaulding, S. B. Comstock, and Andrew Palmer, as Auditing Committee ; Edward Bissell and Wm. P. Daniels of Toledo, as Commissioners for the construction of the Eastern section of the Road (from Toledo to Ottawa Lake): and Geo. Crane and C. N. Ormsby, as Commissioners for the Western section (to Adrian).

The first contracts were made January 1, 1835, for clearing, grubbing and furnishing cross-ties front Palmyra to Ottawa Lake, a distance of 11 2/3 miles, the aggregate price to be $2,151, or $184.37 per mile. Contracts were then also made for 400,000 feet of "wheel-rails." In August, excavation was contracted for at 19 cents per cubic yard.

May 25, 1836, the stock of the Erie & Kalamazoo Railroad Banking Company was subscribed, and Directors for the sauce elected, of whom Darius Comstock was made the President. Edward Bissell and Wm. P. Daniels, of Toledo, were Directors. July 20, 1830, Philo C. Fuller was elected Cashier of the Bank, at a salary of $2,000 ; Joel McCollum, President; and Addison J. Comstock, Vice President.

October 3, 1830, Joel McCollum was elected president of the Railroad Company.

November 3, 1830, it was " resolved, that the following be the rates charged for the present for a scat in the Pleasure Car upon the Railroad, viz : Adrian to Palmyra, 2 shillings (25c.); Palmyra to Blissfield, 2 s. ; Blissfield to Whiteford, 4 s. ; Whiteford to Toledo, 4 s. ; through (Adrian to Toledo) 12 s. ; and 50 pounds of baggage to each seat. That the following be the rates for freight: Toledo to Blissfield, 3 s. ; Toledo to Palmyra, 42 cents; Toledo to Adrian, 4 s. And a light barrel-bulk, equal to 200 pounds. Salt, $1.00 per barrel." It was at that time "resolved, that there be no free seats, unless it be those of the agents or persons in the employ of the Commissioners when on the business of the Road." It was then resolved, that no discount be made to any person whose name was on unpaid protested paper or notes past due or unpaid at the Bank ; " and also, that not exceeding $300 in amount be discounted, except upon paper with three responsible endorsers.

February 15, 1837, a dividend of five per cent. was declared on the stock of the Bank. At the same time John Hopkins was appointed Superintendent of the Road, for the purpose of preparing the track between Adrian and Toledo to receive the locomotive. He was also authorized to make survey for the continuation of the Road West to the Kalamazoo River.

April 7, 1837, it was " resolved, that the fare in the Pleasure Car between Toledo and Adrian be $2.25 ; Toledo to Whiteford, 75 cents ; Whiteford to Blissfield, 75 cents; and Blissfield to Adrian, 75 cents; " and that former rates for the " Pleasure Car," be charged on the " Lumber Cars." June 23, 1837, Edward Bissell, as Acting Commissioner, was Made General Manager of the Road.

September 22, 1837, the charge for " up-freight " (Toledo to Adrian), was 40 cents per 100 per 100 pounds; for Flour, 37 1/4

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cents per barrel ; Oats in barrels or bags, 6 1/4 cents ; and Wheat, Corn and Potatoes, 9 cents per bushel.

October 2, 1837, the following Directors were chosen: Geo. Crane, Philo C. Fuller, Edward Bissell, Wm. P. Daniels, S. 13. Comstock Fred. Bissell, Richard Mott, A. J. Comstock, Andrew Palmergiving Toledo a majority in the Board. A. J. Comstock was elected President; C. D. Ashley, Secretary; and P. C. Fuller, Treasurer; Wm. I'. Daniels and Geo. Crane were appointed Commissioners for the management of the Road.

October 30, 1837, the Treasurer was authorized to contract with the Government for "the transportation of the Great Western Mail between Toledo and Adrian-leaving Toledo at 8 A. M. and arriving at Adrian at 12 and leaving Adrian at 2 P. M. and arriving at Toledo at 6 P. M. each day; and supplying the Postoffices at Sylvania, Blissfield and Palmyra, by means of separate bags-at the rate of $2,000 per annum."

January 4, 1835, subscriptions of 81 shares of stock were declared forfeited for non-payment. At the same time, a dividend of 30 per cent. oil the remaining stock, 2,776 shares, was declared, from proceeds of the Road to December 31, 1837.

February 10, 1535, passengers fare between Toledo and Adrian was reduced to $1.50, and between other points in proportion.

At a meeting of stockholders, May 15, 1838, the following persons were present, casting, respectively, the number of votes stated : Levi Beardsley, of New York, for himself 208 shares; Salmon Harrison, for himself. 20; Edward Bissell, for self and as proxy, 630 ; Andrew Palmer, for self and as proxy, 182 ; John B. Macy, for self and proxy, 351 ; William E. Jones, for Chas. Butler of New York, 516 ; Richard Mott, for self and proxy, 344; Fred. Bissell, 79. Total shares voted 2,300. H. D. Mason, of Toledo, and J. B. Macy, of Buffalo, N. Y., became Directors at that time.

May 15, 1838, Richard Mott was chosen President of the Company ; Edward Bissell, Commissioner or Manager; and P. C. C. Fuller, Treasurer.

June 28, 1838, an offer by the fort Lawrence Company, of lots 454 and 484 of their plat for Railroad purposes, was accepted, and a committee appointed to superintend the erection thereon of a car-house, work-shop, &c." At the same time, an offer by the proprietors of Vistula of a lot on Water Street, and between Cherry and Lynn Streets, for Railroad purposes, was accepted. John B. Macy was authorized to purchase a blank book for keeping the records of the Company. Freight rates were then fixed Wheat, Adrian to Toledo, 8 cents; Adrian to Palmyra, 1% cents ; Salt, Toledo to Palmyra (junction with the Jacksonburg Branch), 50 cents ; and to Adrian, 62 1/2 cents.

November 2, 1858, officers were re-elected.

In the interest of the Vistula Division (" Lower Town"), a Railroad track was constructed in Water Street-rather over the water of the River, near where Water Street was subsequently made-from Monroe Street then the termination of the Railroad, to Cedar Street, near Lagrange. November 2, 1838, Richard Mott was appointed to negotiate for the purchase of an one-fourth interest in such track and the use of the track, provided if cost not to exceed $3,085.

January 3, 1839, the Directors authorized agents to furnish members of the Board with passes, but in no other way to relax the existing order in that respect. The matter of the Water Street track was considered and voted down. A mail contract with the Government was closed, being the first Railway Mail contract West of the Alleghany Mountains.

March 15, 1839, rates for freight were fixed, including the following: "Toledo to Adrian-Salt, 62 ½ cents per barrel ; plaster, per ton, $3.50. Adrian to Toledo-Whiskey, per barrel, 50 cents; Oats, per bushel, 5 cents ; Corn, 7 cents; Potatoes, 7 cents; Lumber, per M, $3.50.

April 15, 1839, it was resolved that the Directors resume control of the Railroad Bank. At that time, it was voted that the offices of the Company be removed from Adrian to Toledo. R. D. Mason was appointed Treasurer, vice P. C. Fuller; and J. D. Sheppard, Secretary, ice C. D. Ashley. A dividend of 15 per cent. from profits of the year ending December 31, 1838, was then declared. Edward Bissell's salary as Acting Commissioner was fixed at $2,000 per year.

April 30, 1839, Richard Mott resigned the position of President. and was succeeded by E. S. Dodd, of Toledo. It was resolved to hold monthly meetings of the Board, alternately it Toledo and Adrian.

August 7, 1839, the Board resolved "that any parson upon the presentation of satisfactory evidence that he had an equitable or beneficial interest in any stock of the Company, whether through mortgages, hypothecation or other pledge, should be entitled to vote on such stock, as though the same had been transferred to such party on the, books of the Company." To such action Director Mott made written protest, as " an unwarrantable assumption of power.

August 9, 1839, rates of freight were fixed as follows : Toledo to Adrian-Merchandise, per 100, 25 cents ; Salt, per barrel, 45 cents; Plaster, per ton, $3.00. Adrian to Toledo-Wheat, per bushel, 6 cents; Oats, 4 cents ; Flour per barrel, 25 cents; Whiskey, per barrel, 50 cents ; Pork, 50 cents; Hides, per 100 pounds, S cents ; Lumber per M., $3.00.

September 6, 1839, at the annual meeting, the roll of stockholders, prepared for the occasion, was as follows: Samuel Satterthwaite, 6 shares; David Burgess, 5 ; John Hunt, 5 ; C. D. Ashley, 80; Isaac French, 13; Almon Harris 39; Calvin Brandish, 26; Fred Bissell, 79; Anson Howell, 6; P. C. Fuller, 18; Henry W. Hicks, 171 ; Harvey Todd, 5; H. Greenman, 13; Charles Butler, 546; Levi Beardsley, 208; Duffield, Swift & Raymond, 52; Joel McCollum, 26; Israel T. Hatch, 21 ; Samuel Hicks & Son, 156; Richard Mott, 16 ; Edward Bissell, the fraction of $10, on one share; George Crane, 52 ; Royal Paine, 13; Hezekiah D. Mason, 13; Williams S. Water, 48; City Bank of Buffalo, 525; Commercial Bank of Buffalo, 61; Adah Ann Husband, 100; David White, 10; Smith & Macy, 62; Stephen Whitney 28 ; Andrew Palmer and James Myers, 50 ; Samuel Willets (Assignee), 40; Jos. R. Williams, 13 ; Cuyahoga Steam Furnace Company, 30; Farmers and Mechanics' Bank, Detroit, 22; H. A. Carpenter 3 ; Robert Hicks, 112 ; Mahlon Day, 3); Edward A. Lawrence, 4 ; A. S. Willetts, 7 ; Erie and Kalamazoo Railroad Bank, 338; Ezra S. Dodd, 2 ; total shares, 3.027. At this election Edward Bissell claimed the right, and was permitted to vote on 546 snare hypothecated to Charles Butler, 36 shares hypothecated to the Cuyahoga Furnace Company, and 338 shares for the Railroad Bank, making a total vote of 914 shares owned by him. At this election B. P. Peckham, A Palmer, E. S. Dodd, Edward Bissell, Fred Bissell, Samuel B. Scott, Jacob Clark and H. D. Mason were elected Directors.

October 6, 1839, the Directors ordered that stock to the amount of $12,301.30 be issued in payment for the track between Monroe and Cedar Streets (the latter between Lagrange and Elm).

October 8, 1839, E. S. Dodd was elected President; S. B. Scott, Treasurer ; and Edward Bissell, Commissioner.

October, 1839, at the instance of Charles Butler and other creditors, the Road was placed in the hands of George Crane as Receiver, and so remained

402 - HISTORY OF TOLEDO AND LUCAS COUNTY.

until January 13, 1840, when the receivership was closed by order of Court.

January 24, 1840, the Post Office Department wade the Company an offer of $50 per mile for daily mail service between Toledo and Tecumseh, via Adrian; that between Toledo and Adrian to be by Railroad cars, and between the latter place and Tecumseh in four-horse post coaches. The Department stated that to be " the highest rate paid for Railroad service in Michigan "-the only other like service then in that State being on the Michigan Southern Railroad, between Monroe and Adrian. The oiler was accepted by the Company. The aggregate of the pay was about $2,200 per year.

May 11, 1840, J. B. Macy was elected President, vice E. S. Dodd resinged.

A statement made May 16, 1840, showed the receipts from January 1, 1839, to May 3, 1840, to have been $54,322.07; and the expenses for tie same period, $32,212.00-receipts over expenditures, $22,110.07. Whereupon a dividend of eight per cent. was declared oar the Capital stock ($174,052).

In 1840 the Railroad Bank was in the hands of a Receiver, but was soon released, when the effects of the Lank were assigned to J. B. Macy.

September 5, 1840, F. W. Macy was appointed Cashier of the Bank.

October 5, 1840, A. P. Edgerton, D. Pitman and Leverett Bissell were elected Directors of the Railroad Company. J. P. Macy was continued as President, and Edward Bissell elected Commissioner of the Railroad, its they also were October 4, 1841.

June 18, 1842, th Directors authorized the sale of various properties, including two locomotives (" Toledo" and "Adrian") and tenders, two Passenger Cars, nine Freight Cars, and one Stake Car.

July 2, 1842, the Road was placed in the hands of Horace Beech of Albany, and S. B. Comstock and M. H. Tilden of Toledo, as Commissioners, they to manage the Road for the Company. At the same time, it was voted to permit the Palmyra and .Jacksonburg Road to run its cars of the Company's track between Palmyra and Toledo, for ten years, for an annual rental of $3,000.

At the annual election, October 4, 1842, 3,026 shares of stock were represented- 2,162 by 0. P. Olmsted, prosy for John Olmsted ; and 864 shares by Edward Bissell, as posy for Samuel Stiles. From this it seems that about the entire stock of the Company was then held by two persons. At that election, Chester Walbridge, W. N. Richardson and H. G. Coziness acted as Inspectors.

October 7, 1844, George Crane, Ira Bidwell, D. K. Underwood, Royal Paine, and Frank J. King, of Adrian ; and H. D. Mason, W. J. Daniels, and Richard Mott, of Toledo, were elected Directors. Geo. Crane was elected President; Alfred L. Millard, Secretary ; and F. .1. King, Treasurer.

October 21, 1844, the Directors authorized A. M. Baker, in the name of the Company to confess judgment in the Lucas County Court, in favor of Wm. P. Daniels, for the amount of $8,210.50. the sum of claims against the Company which the latter had purchased from 108 different persons, ranging in amounts from $1.07 to $672.00.

March 25, 1845, the Directors authorized confession of judgment in the sum of $16,000, in behalf of John H. Hicks, Henry W. Hicks and Wm. W. Howland (firm of Hicks & Co., of New York), as balance due on Railroad iron, amounting to $36,000, purchased of them in 1835.

June 24, 1845, steps were taken looking to an arrangement with the Board of Internal Improvement of Michigan, which should establish a uniform tariff of freight charges on the Erie and Kalamazoo and the Michigan Southern Roads (the latter then in operation between Monroe and Adrian).

October 6, 1845, James H. Woodbury and La ford G. Berry, of Adrian, were made Directors,, the general officers re-elected.

March 26, 1846, the Erie and Kalamazoo Railroad Bank was in the hands of a Receiver. The receipt of the Road from December 1, 1843, to August 1846, amounted to $73,476.23. Among the expenditures, were $17.00 for cattle and hogs killed by lo motive; and $14.00 for funeral expenses of a boy killed by the, same-the boy costing $3.00 less tit the others.

October 5, 1846. Alfred W. Dudlong, Langford Berry, Daniel K. Underwood, Harvey Todd, W. J. Daniels, Hez. D. Mason, Richard Mott and Joint Pease, were chosen Directors. At this election Mott, as proxy for different parties, cast 555 votes Geo. Crane was re-elected president; A. W. Budlong was chosen Treasurer; A. L. Millard, Secretary and Geo. Crane, Commissioner.

September 16, 1847, the Commissioner's pay fixed it $750 per annum.

October 4, 1847, Geo. Crane was chosen Presides henry Demmon, Treasurer; and A. L. Millard Secretary.

December 14, 1847, Wm. H. Newton was chosen Commissioner, with at salary of $1,000, vice Geo Crane, resigned.

January 25, 1848, the struggle of the Erie a Kalamazoo Railroad Company was ended, by sale of its entire capital stock, at public sale, under decree in Chancery in Michigan, the purchase being Washington hunt, of Lockport, New York and George Bliss, of Springfield, Massachusetts. Whereupon, the Directors all resigned, and Board was reorganized, most of the old me tub being re-elected. Messrs. Hunt and Bliss were owners of $103,599 of outstanding debts of the Company, for which additional stock was then issued to threw. Their claims were 25 in number, ranging amount, from $41,836.70 to $90.

May 13, 1848, Frederick Harbach was appointed Engineer of the Company in charge of the Road„ was made a Director, vice Harvey Todd, resigned.

October 2, 1848, Geo. Bliss, Isaac C. Colton, Hit L. White, Chas. Butler, Geo. Crane, Fred. Harbach, S. B. Comstock, Addison .J. Comstock, and Wm. Newton, were chosen Directors. George Crane was elected President ; Fred. Harbach, Treasurer.

January 18, 1849, Thos. U. Bradbury was appointed Superintendent and Commissioner of the Road.

May 23, 1849, a dividend of three per cent. $265,000 of capital stock was declared. At that date there were 5,300 shares, held as follows : By Washington Hunt, 1,980 ; George Bliss, 1,130; Hugh White, of Cohoes, New York, 530 ; Chas. Butler, New York, 265; Wm. L. Marcy, Albany, New York, 270. G. W. Newell, Albany, 200; Fred. Cleveland. 133; Amasa Stone. Jr., Cleveland, 132; T. Dunlap, Middletown, New York, 156 ; F. Clarke, Rochester, New York, 130; Estate of S. Hunt, Jr., Mt. Morris, New York, 130; John Childs, Springfield, Massachusetts, 100; Geo. Crane, 32; J. H. Hunt, New York, 52; Thurlow Weed, Albany, 40. It will seen that the property had almost wholly passed it the hand of non-residents, 52 shares only being h at Adrian, and none at Toledo.

May 25, 1849, it was resolved to change the gauage of the Road's track from four feet 10 inches to that of the Michigan Southern Road, four feet 8 1/2 inches.

January 16, 1852, Stanley H. Fleetwood was den, Treasurer.

January 16, 1852, John B. Jervis, of Rome, N York, was elected as one of the Directors.

February 6, 1852, Geo. Bliss was elected President vice Geo. Crane, resigned. At the same time, it resolved to issue bonds to the amount of $250,000 relaying the track and for other improvement of

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Road. It was then resolved to take steps for the condemnation for the uses of the Company of certain lands in Toledo, being those since occupied by the Union Depot, warehouses, &c., and known as the " Middle Ground."

October 6, 1852, Directors were chosen as follows George Bliss, Washington Hunt, Calvin Crane, John Knower, C. B. St. John, Thurlow Weed, G. W. Newell, George Bliss, Jr., and Wm. Keep, most of them continued for several years. R. St. John, Thurlow Weed, G. W. Newell. George Bliss, Jr., and Wm. Keep, most of them continued for several years.

At the election held October 5, 1855, John Knower, Calvin Crane, D. B. St. John, Thurlow Weed, James H. Barnes, D. P. Barhydt, Abel Trench, Benjamin Knower, James B. Jermain and Adrian Herzog were chosen Directors.

The struggle through which the originators and builders of this pioneer of Western loads were called to pass, probably has no equal in the history of a like enterprise in the country. The extent of this contest is indicated by the filet, that as early as August, 1839, but 173 of the 3,027 shares of stock of the Company stood on the stockholders' roll in the names of Toledo men, of which but the fraction of one fifth of a share was in the name of Edward Bissell, then, as from the first, one of, if not the leading active man in the Company; although, as then shown, 914 share", of his stock --30 per cent of the whole- were hypothecated with creditors. Of the aggregate, about 1,500 shares, or 60 per cent of all the stock, were in the same condition. The truth is, that the Road had to be built without the use of much money, and from the outset it was largely in debt. Some help was had for a time from the notes of the Erie and Kalamazoo Railroad Bank; but as that institution, also, was without capital, and without means beyond its circulation, it Soon became a burden, rather than a support, and at the very time when assistance was most needed by the managers of the Road.. The result, as shown, was the forced surrender of the property by its owners to the hands of creditors and others who soon made it valuable, and gathered fruits which its proprietors had hoped to secure.

It was tire intention when the Road was projected, not to iron the track, but to run the cars on wooden rails, 4x4 inches square, the cars to be drawn by horse-power. As the work progressed, the ideas of the managers became more practical, and parties in New York (Samuel Hicks & Sons) were induced to import a lot of strap-rail, five-eighths of an inch thick; and M. W. Baldwin, of Philadelphia, was induced to trust the Company for two locomotives the "Toledo" and the "Adrian " for which neither of the parties realized over 20 per cent., nor even that, until their claims were purchased by Washington Hunt, previous to the sale of the Road to him, January 26, 1848, under decree of the Michigan Court. The more modern device of foisting bonds on the public for building Railroads, bad not then been devised a plan that would have made plain sailing for the energetic, but impecunious management of the pioneer Railway. Those only who were engaged in the struggle for its construction and in keeping it in operation after it was constructed, could tally appreciate the perplexing environments of the enterprise. And yet, considering their entire lack, both of experience and of example from others in Railway financiering, it must be conceded, that the construction and equipment of 33 miles of Railway at that lime by its moneyless managers was not accomplished without a fair extent of talent for the words.

For the first year, the track of the Erie and Kalamazoo Road terminated at Monroe and the head of Water Street, crossing the block from the West diagonally. The first Railroad office was in a frame building, 14 x 20 feet in size, built for a barker shop on the "round love occupied by J. B. Ketcham & Co.'s Wholesale Grocery (36 and 38 Summit Street). In 1837 the track was extended along near what is now Water Street, to the foot of Lagrange, passing the entire distance on piles driven in the River, the line varying from 50 to 200 feet from which was then the shore. Water street was constructed by filling in on about the same line in 1843. The depot was afterwards located at the foot of Cherry Street, which was also the depot of the Cleveland and Toledo Road from 1852 until the removal of' both to the "Middle Ground," in 1855.

The first formal announcement of the running time of the Erie and Kalamazoo Railroad, appeared in the Toledo Blade, May 16, 1837, and was as follows:

404 - HISTORY OF TOLEDO AND LUCAS COUNTY.

As seen, no times are named for the departure and arrival of trains. The reason for such latitude in movement, was made plain to passengers of that lay. The rate of fare by "the Pleasure Car," between Toledo and Adrian (33 miles) was "12s." ($1.50), with right of 50 pounds of baggage. Freight was 4s. (50 cents) per 100 lbs. Salt, $1.00 per barrel. The Blade, editorially referring to the matter, said :

The attention of emigrants and travelers is called to the great sawing they will make by adopting this route. Some passengers who start this morning, we have seen exhibiting great exultation because they were to arrive a couple of days earlier at Chicago, than if they had taken the stage at Detroit at the same hour. A few days since fear passengers were coming East from Illinois. Near Adrian they separated. Two came to Toledo by Railroad, and immediately jumped of board a Steamboat. The other two wallowed through the mud to Detroit, and, two days after their fellow-travelers had left this place for Buffalo, they touched at our wharf in a Steamboat, having been the whole time in expediting their journey.

The Road was then operated with horsepower. The first locomotive (the pioneer West of Schenectady) reached Toledo in June following. "Its celerity has not yet been fully tested," said the Blade of July 4th, " but it is ascertained that it can move at a rate exceeding 20 miles per hour. At present it makes a trip and a half (between Toledo and Adrian) in 24 hours." Subsequently it was stated flint " the locomotive carne in from Adrian, with six cars attached, in the short space of one hour and 40 minutes, including stops." The Steamboat Detroit then ran ola Lake Michigan in connection with stages from Adrian, leaving Michigan City tri-weekly for Chicago, Pike River, Root River and Milwaukee.

In July, 1837, it was announced that "the accommodations of the Railroad were increased by the arrival of a new passenger car of a pretty, though rather singular and fanciful model." The following illustration shows very accurately the car thus fittingly described

This engraving was made from a sketch prepared by Hon. Richard Mott, of Toledo, who was a Director of the Company, and otherwise actively identified with the Road. Of the car, that gentleman writes:

The Gothic Car (the Board of Directors called it the " Pleasure Car" in their official proceedings) was the second passenger car of the Erie and Kalamazoo Railroad, and was put upon the Road in 1837. It was rather shorter than the three compartment vehicles used by the Schenectady Road, and afterward by the Utica Railroad. The car when full held 24, eight in each compartment. The lower middle door opened from a place for stowing baggage. The middle section projected a few inches wider than the end section. The car was about the size of a Street Railway car of the present day. It passed out of existence nearly 40 [now 46] years ago.

The locomotive then used (the first on the Road), was No. 80, of the Baldwin Locomotive Works, Philadelphia, started ill 1831, which are still in active operation, having meantime sent out about 7,000 machines of the same sort.

The first report of the Erie and Kalamazoo Railroad, made December 31, 1837, presented the following statement of its earnings and conditions:

Cost of Railroad buildings, two engines, cars,

wells, well-house, and everything to date $257,659 73

Expenses for repairs and running to same

date . . . . . . . . . . . . . . . . . . . . . . . . . . 14,181 52

Earnings of the Road . . . . . . . . . . . . . . . $55,821 52

Deduct expenses... . . . . . . . . . . . . . . .. . . 14,151 52

Leaving profits for dividends . .. . . . .. . . . $41,610.00

This was about 16 1/2, per cent. on the cost of the Road. The Directors stated that with the trade expected at that date for the following year, it was "believed the Road would pay all expenses and earn 50 per cent., or nearly so, of its cost, during 1838." This was a very hopeful view, but one that seems to have been eminently disappointing.

On the 22d of May, 1837, 168 passengers took the cars from Toledo for Adrian, while " more than 500 passengers landed at Toledo from the Steamboats North America and Commodore Perry, principally settlers for the West."

Edward Bissell built a barn for the use of the horses employed in drawing the cars of the Erie and Kalamazoo Railroad. When a locomotive supplanted the horses (in 1837), the barn was removed to the corner of Walnut Street and Ostrich Lane, and was there. used as a stable by Levi Bissell. In May, 1863, it was moved to the corner of Water and Lagrange Streets, where it is now (1887) used as a boiler shop.

The two locomotives and entire rolling stock of the

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Erie and Kalamazoo Railroad were sold by the Sheriff in June, 1842, under judgment. of $15,000. The business of the Road at the same time was "reported a. constantly increasing," the receipt. for one week being given at 8,000 bushel. wheat and 1,964 barrels flour.

The Blade of April 19,1844, notices a trip by Railroad to Adrian (33 miles), made in 3 1/2 hour., and remarks that no traveling could he more safe.'' The Road had one locomotive and made one round trip per day. I. S. Smith, Trustee, gave notice in April, 1843, that "one-half of the freight on merchandise, &c., upon the Erie and Kalamazoo Railroad between Toledo and Adrian, would be received in the engraved checks, formerly issued by the Company-the balance to be paid in cash."

The Adrian Whig gave the following table of exports from that Town to Toledo by the Erie and Kalamazoo Railroad, for the year ending December 31, 1840:

Wheat, bushels ... . . . . . . . . . . . . 60,543

Corn, . . . . . . . . . . . . . . . . . . . . . 870

Oat.. . . . . . . . . . . . . . . . . . . . . . 1,506

Flour, bbls . . . . . . . . . . . . . . . .. 16,895

Pork,. . . . . . . . . . . . . . . . . . . . . 1,674

Whiskey, bbls . . . .. . . . . . . . . . . 147

Merchandise, lbs . . . . . . . . . . . 148,803

Ashes,. . . . . . . . . . . . . . . . . . . . . 76,232

Hides . . . . . . . . . . . . . . . . . . . . . 448

The Blade stated that the Town. of Clinton and Tecumseh, in the same County, sent about the same amount of freight, the traffic of the three Towns constituting the business of the Road.

It is believed that the first combination between Railway. in this country for protecting rate. from competition, was that formed between the Erie and Kalamazoo (Toledo and Adrian) and the Michigan Southern (Monroe and Adrian), in July, 1845. These were, without doubt, the first competing lines of Railway in the United States; there having been at that time no other two Road. built sufficiently near to draw traffic from the same territory. .At that time it was agreed that the former of these Road. should charge rate. a. follow.: Passenger fare (children half price), $1.00; Flour, per barrel, 22 cents; Wheat, 6 cents ; Salt, Pork, &c., 34 cent.; Merchandise, per 100, 17 cent.; Agricultural products, per 100 lb.., 12 cent.. Whether or not the same rate. were fixed between Monroe and Adrian, is not stated.

The first lady passenger on the Erie ands Kalamazoo Road was Mr.. Clarissa Harroun, of Sylvania, the mother of Dr. C. H. Harroun of Toledo. She had been on a visit East of Toledo, and was on her way back, when .he met the "excursion train " (the first one for passengers), and took passage by it as far a. Sylvania, on it. way from Toledo to Adrian. No other woman was aboard. She rode on a platform car and sat in a chair. This was October 3, 1836. The incident seems to be well authenticated, and is specially important, a. fixing the date of the opening of the Road. Mr.. Harronn died in Sylvania in 1888.

The report of Chief Engineer Frederick Harbach of the Erie and Kalamazoo Road, January 1, 1849, gave many fact. of the history of that enterprise, and it. relation. to the Michigan Southern Road, showing something of it. struggle. for life. The report gave an estimate of' the cash value of the road, aside from its franchise, aggregating $120,200. Of' that .um $30,000 was for right of way, $33,000 for grading and trestle work, $24,000 for 800 tom. of iron, $17,000 or machinery and material., $7,000 for land and buildings in Toledo and $300 for same in Adrian. The total receipts for the year 1849 were $26,047, of which $9,575 was from passengers, and $15,236 for freight.. The expenditure. for the same period amounted to $13,831, including salaries of officer., agent and conductor, $3,765; engineer. and firemen, $1,318; feel, $1,131 ; repair. of engine. and car. $2,255; repair. of Road, $3,740; contingent, $503. There was then due for taxes in Michigan and Ohio, $1,344, and $2,738 on other account.. The net income for the year was $8,132. The receipt. for 10 year. had ranged from $46,169 in 1839, to $25,114 in 1842. The falling off after 1839, was largely due to bitter competition from the Michigan Southern Road. Other cause. operated to embarrass the Road, including " litigation and bad management." Sometimes it was in the hands of"' Commissioner. acting for the Director.; sometime. of Trustees appointed by the Court.; then by a Receiver at one end and by Commissioners at the other end; at one time there being two distinct board. of Director. claiming authority." fit 1848 the Company owned no land at Toledo, except two .mall lot., on one of which stood it. Machine Shop on St. Clair Street and near Lafayette (since known as the O'Reagan Hotel). There was then neither passenger depot nor freight house-its business all being done in the open air on Water Street. Various point. were considered with reference to a depot-two on Water Street, two in the Northern and two in the Southern part of the City. For the existing traffic, it was thought one-half an acre would be ample for all purposes. Two and a half acre. at the mouth of Swan Creek (West side), including the machine shop, could be had for $20,000, which was deemed "a large price for what would eventually be inadequate to the want. of the Road." The remaining location was known as the "Miedle Ground," belonging to the proprietor. of Oliver's Addition to Toledo, and consisted of 30 acre. of those grounds and 14 acre. of upland, the whole being offered for $3,0011, or $70 per acre-conditioned that the depot be located there within two years. The cost of providing depot accommodation.

406 - HISTORY OF TOLEDO AND LUCAS COUNTY.

there was estimated at $10,000, a sum not warranted by the existing business of the Road, but when done, it would be a desirable location. It was urged that there "the Road would be rid of all municipal regulations, with the best possible connection with navigation, and in position to connect with Lake Shore lines." The advice thus given was acted upon, and on the $3,000 purchase are now found the net work of tracks, the Island House, Elevators, Freight Warehouses, and other extensive facilities of the Lake Shore Road. On the 14 acres of " upland," embraced in that purchase, has been constructed the now and more convenient Passenger Depot.

Mr. Harbach, during the few years of his activity in Ohio, gained a high position as a Railway Engineer. He was from Massachusetts, his first experience in his profession being on the Boston and Albany Road. Coming West, his first connection was with the Erie and Kalamazoo Road. From there he went to Cleveland, to take charge of the survey and construction of the Cleveland, Columbus and Cincinnati Road, in which capacity he still further developed his rare ability as a Railway Engineer. To him was largely duo the exceptional success of that enterprise. His excessive labors it, that connection, are understood to have contributed largely to his death in 1851, at the early age of 33 years.

For some time during the early years of this Road, Mr. Mayor Brigham, yet a resident of Toledo, acted as Repair Agent of the same. Some idea of' what railroading then was, may be had from that gentleman's statement of his experience. He says:

In December, 1841, one Saturday, the train left Toledo on time for Adrian. I was then at Palmyra, intending to take the train for Adrian and return to Toledo that evening. Owing to a severe storm of rain, freezing as it fell, the track became covered with ice. The train reached Palmyra about 4 P. M. I entered the middle compartment of the car, as the train started for Adrian, and met in the car J. Baron Davis and wife, of Toledo, sitting in the forward scat. Being acquainted with them I thought I would take a seat with them, but seeing the cushion on the seat out of pace, I took the rear seat, facing the one I had rejected. We had not gone more than half a mile from Palmyra when a "snake-head," as they were called (the end of a loosened bar), came crashing through the floor of the car, passing diagonally through the seat I had left vacant, the end of the bar striking me in my neck under the chin and pushing me backward with such force as to break through the panel work partition which divides the compartments of the car. Just at this moment the other end of the bar was torn from the track and carried along with the car. Recovering my consciousness a little, I found myself with head and shoulders protruding through the broken partition, while I held the assaulting "snake-head" firmly grasped in both my hands. Being a stormy day, I had an extra amount of clothing about my neck which the bar did not penetrate, so that my injuries were not serious. The train was stopped. Frederick Bissell, the conductor was much frightened. Before leaving the spot, the guilty "snake head " was once more spiked down, and we moved on, reaching Adrian at 6 P. M., having made the run of 33 miles in 10 hours.

This train left Adrian for Toledo at 7 P. M., and worked its way along over the ice-covered track until we got out of wood and water, when we picked up sticks in the woods and replenished the fire, and with pails dipped up water from the ditches and fed the boiler, and made another run towards Toledo. Passing Sylvania, we got the train to a point four miles from Toledo, when being again out of steam, wood and water, we came to the conclusion that it would he easier to foot it the rest of the way, than to try to get the train along any further. So we left the locomotive and cars standing upon the track, and walked into the City, reaching here about 2:30 A. M. I Was rather fame and sore from contact with the " snake head," but gratified that we wore enjoying the " modern improvement "-Railway travel.

The loss of Toledo as an eligible Lake Port, and its promise of advantages from both Railroad and Prospective Canal, stimulated the young State of Michigan to extraordinary measures for meeting such loss. To this ends she launched out into a grand scheme of internal improvement, including a loan of $5,000,000 (an enormous sum at that time), for the improvement of Rivers, construction of Canals, and for three Railroads-a Southern, a Central, and a Northern Railroad. The Southern Road was to start at Monroe on Lake Erie, traverse the Southern tier of Counties, and terminate at Now Buffalo on Lake Michigan. Chicago was then a mere Indian trading post, with fort (Dearborn) in an apparently irreclaimable quagmire. The track was laid with the flat, or "strap " rail, 2 ½ inches wide 3/4 inch thick. The Road was opened as follows: Monroe to Petersburg, 18 miles, in 1839; to Adrian, 33 miles, in 1840, and to Hillsdale, 66 miles, 1843. This line comprised all of' the Southern Road built by the State,

The Palmyra and Jacksonburg Railroad Glow the "Jackson Branch " was started by the owners of the halo and Kalamazoo Railroad and was opened to Tecumseh, its terminus for nearly twenty years, with a celebration August 9, 1838. This Company became involved and the Road was sold to the 'State of' Michigan in 1844, for the amount of' the State's loan and interest,, $22,000. The State united it with the Southern Road, as the "Tecumseh Branch," stipulating in the sale of the Southern Road in 1846, that this branch should he extended to Jackson, which, after a delay of' 10 years, was done. In 1846 the State sold the Road to a Company, with Edwin C. Litchfield at its head, for $50,000. The new Company did but little the next four years. .During the years 1851-2 the Road was constructed very rapidly, reaching Chicago, 243 miles from Toledo via Northern Indiana head in March, 1852. The lease of' the Erie & Kalamazoo, August 1, 1849, settled the struggle for supremacy between Monroe and Toledo, in favor of the latter. The Presidents of this Company were James J. Godfrey, 1846-47 ; Tunis B. Van Brunt,

RAILWAYS. - 407

1847-48; Charles Noble, 1848-49; Geo. Bliss, 1849-52 ; John B. Jervis, 1852-53; Robert B. Doxtater, 1854; John B. Jervis, 1854-55. The Superintendents were J. H. Cleveland, 1840-46 (while operated by State of Michigan); Thomas G. Cole, 1846-50; Lewis W. Ashley, 1850-51; E. Y. Williams, 1851-2 ; Joseph H. Moore, 1852-54; James Moore, 1854^-55 (to consolidation ).

The Northern Indiana Railroad (originally the Buffalo and Mississippi) extended from flee Michigan State line to Chicago. It was projected in 1835, and with different spasmodic efforts was kept alive until 1849, when the control of the enterprise Massed into the hands of the Litchfields, who were rapidly pushing the Michigan Southern West, and on May 22, 1852, the first train passed over the two loads, the Michigan Southern and the Northern Indiana, from Toledo to Chicago. Three years later, in April, 1855, the Michigan Southern and the Northern Indiana were consolidated. The following is a list of the Presidents of the Indiana Road during the protracted period of incubation : Robert Stewart, 1837; Gen. Joseph Orr, 1837-41: Jonathan Burr, 1841; (interim of eight years), William B. Ogden, 1847; (interim of' two years) E. W. Chamberlain, 1850; James H. Barnes, 1851 ; John Stryker, 1851 ; George Bliss, 1852 ; John B. Jervis, 1853-55.

The, following comparative statement showy something; of the growth of business On the line of the old Erie and Kalamazoo Road :

The total traffic of this line in 1837, was $55,821; in 1838, $50,486; in 1839, $46,169; in 1840 $35,544.

The consolidation of the Michigan Southern and Northern Indiana Roads took place May 1, 1855. The new Company at once set about very vigorous measures for extending its facilities, and the Air Line (Toledo to Elkhart, Indiana) and the Toledo and Detroit Road were constructed, and the Jackson Branch extended to its Northern terminus. The elegant take Steamers, the Western Metropolis and the City of Buffalo, were then provided, for traffic between Toledo and Buffalo.

The financial revulsion of 1857 found the Company in an extended condition financially, which soon led almost to annihilation. Its stock felt from 115 in 1856, to five and six percent in 1859. The Board of Directors all resigned, and a new Board were chosen; and it is stated that at their first meeting in New York, they were, compelled to burrow chairs from adjoining offices, the Sheriff having taken the office furniture under one of the 155 judgment obtained by its creditors. Henry Keep and his friends got the control of the Road in 1860 it a low cost and soon improved its condition, by which moans it was in shape to take such advantage of the sudden increase of traffic caused by the War of 1861-5, that its stock in 1863 had gone up to 110 per cent. The first dividend was declared August 1, 1803, the day on which the energetic Superintendent, John D. Campbell, died in .Boston. In 1869, this Road was consolidated with the Lake Shore Railway. Its Presidents have been-1. John Wilkinson; 2. Edwin C. Litchfield; 3. Jonathan H. Ransom; 4. John B. Jervis; 5. Geo. Bliss; G. Elisha M. Gilbert; 7. Martin L. Sykes, Jr.; 8. Elijah B. Phillips. And the General Superintendents: 1 James Moore ; 2 Sam. Brown; 3. John D. Campbell ; 4. Henry H. Porter; 5. Charles F. Hatch.

THE EASTERN RAILWAY LINES.

The Toledo, Norwalk and Cleveland Railroad Company was organized in September, 1850, had its line constructed from Toledo to Cleveland via Fremont, Norwalk and Oberlin, the first train arriving at Toledo, December 20, 1852. It was consolidated with the Junction Railroad in 1853. Its Directors were C. L. Boalt, 1850-53 (died, 1870) ; Timothy Baker, 1850-53 (died, 1878); E. B. Perkins, 1850-52; Frederick Chapman, 1850-53 (died, 1861); Matthew Johnson, 1850-53 (died, 1861); Alvin Coles, 1850-52; Dr. Geo. Q Baker, 1850-51 (died, 1877) ; Prof. Henry Cowles, 1851-53 ; Sardis Birchard, 1852-53 (died, 1874); John H. Whitaker, 1852-53 (died, 1882). The officers were Charles L. Boalt, President, Timothy Baker, Vice President; E. 13. Phillips, Superintendent.

The. Junction Railroad Company was organized in 1850, with the following Directors: Ebenezer Lane (President), S. W. Baldwin, E. DeWitt R. Starr, N. B. Gates, R. McEachron, Heman Ely, Jr., Artemas Beebe, Alvin Coles, A. M. Porter, Heman B. hay, John A. Foote, Daniel Hamilton. This load was a rival for the Toledo, Norwalk and Cleveland, its line running from Cleveland, 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 and Northern Indiana Road, and 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,

408 - HISTORY OF TOLEDO AND LUCAS COUNTY.

it was consolidated with its rival, and the Cleveland and Toledo Road thus formed. The main reliance of both these lines for construction was on County and Town subscriptions to their stock, and success or failure largely depended on the comparative futility with which such aid was obtained. It turned out that the Southern or Norwalk line was most prompt in that respect, and as a consequence, it was pushed most effectively, and soon gained vantage-ground which secured the construction of its line; while the Junction or Sandusky enterprise was struggling for completion, its managers being finally relieved of their embarrassment through consolidation. The principal Town subscriptions for the Toledo, Norwalk and Cleveland Road, were-Toledo, $50,000; Fremont, $40,000; Bellevue, $20,000; Norwalk, $54,000; Oberlin, $15,000.

The first public meeting of citizens of Toledo, in connection with the Lake Shore (Toledo, Norwalk and Cleveland) Railroad, was held September 6, 1850, of which James Myers was Chairman and Henry Bennett, Secretary. D. O. Morton, after a few explanatory remarks, in trod need John Gardiner and Dr. Geo. G. Baker, of Norwalk, who stated what had been done in Lorain, Huron and Sandusky Counties for the proposed Road. John C. Spink, of Perrysburg, and Andrew Young and Elisha Mack, of Maumee, spoke of the plan of bringing the Road round by those places, to avoid the necessity of a draw-bridge at Toledo. John Fitch, H. D. Mason, Matthew Johnson, T. U. Bradbury and D.O. Morton, as a Committee for the purpose, reported resolutions, favoring the construction of the Road, and a City subscription to the stock of the same. John L. Greene, of Fremont, spoke of what was being clone in Sandusky County. Judge Mason addressed the meeting, expressing the belief that the proposed Road would become a link: in the great chain of Railroad that would within 10 years unite the Atlantic with San Francisco." Matthew Johnson, W. J. Daniels, T. U. Bradbury, D. O. Morton and Henry Bennett, were constituted a Committee to open books for subscription to the stock of the Toledo, Norwalk and Cleveland Railroad Company; John E. Hunt, Geo. W. Reynolds and John Fitch, were appointed to take charge of the matter of securing a County vote for subscription of stock to the same. The question of route was one of' prime importance. While the Toledo people naturally preferred the direct line from Fremont to their City, they were too sagacious to insist upon that, and largely for the reason that no favorable vote by the County could be secured upon such basis. The result was, that two routes were decided on from what is now Millbury Station-one to Toledo and one to Perrysburg and Maumee, and thence, to unite with the Toledo line at Swanton.

The first annual report of President Boalt of the Toledo, Norwalk and Cleveland Railroad, was made January 14, 1853, that being the only one made before consolidation. The report stated that votes of municipal corporations in aid of that Road were taken in the Spring of 1851. The contract for building the Road was let to Baxter, Brown & Co., in October following. The Road was opened from Cleveland to Monroeville (57 miles), January 20, 1853, and to Toledo the same year.

In this connection it may be stated that the section of this Road which in 1853 was estimated to pay nine per cent. on $10,000 per mile, in 1882 paid seven per cent. on $100,000 per mile.

In 1869 was organized the Lake Shore and Michigan Southern Railway Company, by the consolidation of the following lines, to wit;

1. Michigan Southern and Northern Indiana Chicago to Toledo-with branches. 2. Cleveland and Toledo-Toledo to Cleveland. 3. Cleveland, Painesville and Ashtabula--Cleveland to Erie. 4. Buffalo and Erie Railroad Erie to Buffalo. The foregoing companies include the main line, Buffalo to Chicago 510 miles and 324 miles of' branches, making 864 miles of the Lake Shore and Michigan Southern Railway proper. The Company also has the following proprietary Roads: Toledo and Detroit, 62.29; White Pigeon and Kalamazoo, 36.08; and Jonesville and Lansing, 61.14-total, 160.11.

Few names are as prominent in connection with the construction of the lines now constituting the Lake Shore and Michigan Southern Railway, as is that of' J. H. Sargent. In 1840 he began Railroad engineering in the employ of the Ohio Railroad Company, with which he continued until the collapse of' that enterprise. Then he was employed in the construction of' the Cleveland, Columbus and Cincinnati Railway, remaining there until engaged in 1849 by the Northern Indiana Railroad Company, to survey a line between LaPorte and Michigan City. From that time until 185- he was on the Toledo and Chicago line. In an address delivered before the Civil Engineers' Club of' Cleveland, August 9, 1887, Mr. Sargent gave - many interesting and valuable facts and incidents connected with his professional service. Of the improvement and occupancy of the Middle Ground, at Toledo, for depot purposes, he said

A circuitous line, crooking around among the Streets of the City, had been surveyed. I had been accustomed to deal with straight lines, so here again I took the ball by the horns, and, starting sonic four miles out, I struck a tangent so as to clear the bend of Swan Creek and olive under the Canal just above the locks, showing a deep blue clay cut for three quarters of a mile. This project looked large in those days of small things; but the advantages were too obvious to he rejected, and the work was undertaken. The Middle Ground was all under water, the shoalest being four feet. A pile-track was driven three-quarters of a mile from the shore to the extreme end of

RAILWAYS. - 409

the Middle Ground. Steam excavators were placed at the cut, and this heavy cut of blue clay was transferred to the Middle Ground to make land, and fourteen acres where the new passenger-house now is, were acquired for the material with which to complete the filling. The dock line was established at twelve feet water. The bottom of the Middle Ground was a rich muck. It enclosed a bayou of stagnant water very prolific of frogs and malaria. Without the help of the divining rod, I had reason to believe that we might find, by boring, other water than the Maumee. I drove a foot-square box into the mud, the top coming above the water, and bored inside of it sixty feet. Here we struck bowlders and coarse gravel, and below them the lime rock, when up came a stream of pure, clean water, with just enough sulphur in it to be distasteful to the " bacteria." This pure fountain had much to do with the health of the engineers and workmen, who had to work in and above the filth. We were not allowed to interrupt the navigation of the Canal; so we built in the winter a temporary aqueduct over our works to cary the Canal. Our cut cleared the Canal lock but a few feet, and our foundation was lower than that of the lock. When our excavation was well out, a flood came, and the Canal took a new departure and sought the Maumee through our cut, instead of its own channel. We were forced to lock the boats down into the Maumee 12 miles above and tow them down to Toledo all one Summer, by which time we had completed a double-arched culvert or roadway for our tracks. The State forced us to give six feet of water-way, so the crown stones of our arches were ten inches deep. Over this we laid in cement a two inch course of brick. In the midst of it all, the cholera broke out with great vigor. East Toledo was entirely depopulated, and from my back office window I saw the freshly filled coffins passed out of the windows of the houses below. I slept in a bed-room off my office alone. A bottle of cholera medicine by the side of my bed was perfectly effectual without being uncorked. Persistent human effort accomplished its purpose in spite of opposing forces. So this Middle Ground station was completed, and we got out of the Maumee Valley on a straight line and on a twenty-foot grade. The Island house was built for an eating house and boarding-house for the officers of the road and the train men. It was afterwards turned into a hotel.

For many years, Towns :it the head of navigation on navigable streams deemed themselves safe from Railway competition which required the bridging of streams below them. This view was based upon the interpretation of the ordinance off 1787, establishing the Territory of the Northwest, in which navigable waters were sought to be protected from interruption in their proper use. Thus it was, that when the Junction Railroad (from Cleveland to Sandusky) was in progress of construction in 1852, the Milan Canal Company, whose line extended from the Lake, at Huron, to Milan, applied to the Court of Common Pleas (Judge L. B. Otis, presiding), for an order to restrain the Railroad Company from constructing a bridge across the Huron River at Huron. The ground for such application was the claim that such bridge would "obstruct the navigation " of the plaintiff's Canal. The Court decided that the right of Railroads to cross " navigable streams' was settled ; that such crossing must be made in a manner to interfere with the prior use of the stream as little as is possible with practicability; and that it was not shown in the cage, that the proposed mode of crossing created any unnecessary obstruction to the navigation of the Canal. hence, the application for injunction was denied. Similar unsuccessful attempt was made to prevent the construction of' the Cleveland and Toledo Railroad bridge at Toledo, in 1855.

C. P. Leland, Esq., Auditor of the Lake Shore and Michigan Southern Railroad, and _ for nearly 30 years connected therewith, has furnished much of interesting history of the same, which has been freely used in the preparation of this work. In an address delivered before the Civil Engineers' Club of Cleveland, May 10, 1887, that gentleman gave facts and figures of value connected with the development of the great Railway system of the country, from which the following statistics of the Lake Shore and Michigan Southern Road were taken:

Total miles of track used .. . . . . . . . . . . . . . . . . . 2,161

No. of locomotives employed . . . . . . . . . . . . . . . 526

No. of cars.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,992

Passengers carried 51 1/2 miles average, 1886 ..3,715,508

Average compensation on same . . . . . . . . . . . . . $l 08

Tons freight transported, average 192 miles. . .. 8,305,597

Average charge per 100 tons per mile, 1854.. . . . $3 51

" " " " " " " 1860 . . . . 2 16

" " " " " " " 1865 . . . . 2 90

" " " " " " " 1870. . . . . 1 50

" " " " " " " 1875. . . . . 1 18

" " " " " " " 1880 . . . . . 75

" " " " " " " 1885. . . . . 65

Meat by rail to seaboard and thence by

water to Liverpool, per 100 lbs. . . . . . . . . . . . . . 40

No. employes of the Railroad, 1886. . . . . . . . . . . . . 10,400

Amount paid same in March, 1886 . . . . . . . . . . . . $510,000

Earnings in 1886 . . . . . . . . . . . . . . . . . . . . . . . . .15,859,455

Earnings per mile in 1886 . . . . . . . . . . . . . . . . . . 11,832

THE ERIE GAUGE WAR.

The history of the present Railway line between Buffalo and Chicago, would not be complete without mention of what was known as the "Erie Gauge War."

For 20 years of Railway progress in this country, trains of each (load were run wholly separate from those of other Roads, there being no connection of cars, everything-passengers, baggage and freight-being transferred at the end of each Road. This condition is in striking contrast with the combinations and "Trunk Lines" of the present day, under which the passage is made across the continent or from the Lakes to the Gulf of Mexico, without change of cars, while baggage ind freight have like uninterrupted transit.

The first attempt to run through passenger trains between Buffalo and Cleveland was made in 1853. That portion of the present Lake Shore and Michigan Southern Railway had been constructed by three different corporations--the Buffalo and Erie, the Erie and Northeast and the Cleveland, Painesville and Ashtabula. The track of the second line named (20

410 - HISTORY OF TOLEDO AND LUCAS COUNTY.

miles long), was of six feet gauge, that of the others being four feet ten inches. At the date named, the Erie and Northeast Road came into the control of the owners of the two connecting lines, who sought, by change of its gauge, to make an unbroken track between Buffalo and Cleveland. That Road was built under a charter from the Pennsylvania Legislature, which contained a provision requiring a break of gauge at Erie, in any line of Road that might be built upon the Lake Shore East or West from that place. The law also required a change in gauge in the direct line between Erie and Pittsburgh by any Road crossing that State. A chief' object in such policy, was by arbitrary law to turn to Philadelphia the tide of traffic seeking the seaboard. This law, however, was repealed before the year 1853. The people and authorities of Erie determined to prevent such change of gauge on the Erie and Northeast Road as would enable trains to pass that City without transhipment. The City Council passed ordinances prohibiting such change, and the people organized and made violent resistance to the same. The result was that transit of passengers and freight on that line was seriously interrupted for some time. The new track was torn up and bridges destroyed and passengers compelled to walk and carry their baggage for a distance of eight miles or pay to Erie parties $1.00 for each passenger, with an extra charge for baggage. As fast as bridges were rebuilt or track relaid, they were burned or torn up. The purpose of all this was not disguised. It was avowed by the actors, that their object was to compel the transhipment of all traffic passing through the City. The lawless proceedings had the full sympathy and support of both the Courts and the State authorities. Governor Bigler, December 12, 1853, telegraphed from Harrisburg

My sympathies are with the people of Erie, and whatever my duties and the laws permit, shall be done for them. If my presence can he of any service I will cheerfully come out to your place. Let me hear from you by telegraph.

The Governor subsequently visited Erie, and there personally co-operated in measures for resisting all steps looking to the union of the Railway tracks. The grounds on which he acted were set forth in a special message to the Pennsylvania Legislature, in which he said:

It so happens that Pennsylvania holds the key to the important link of connection between the East and the West, and I most unhesitatingly say, that where no principle of amity or commerce is to be violated, it is the right and duty of the State to turn her natural advantages to the promotion and welfare of her own people. It may he that neighboring States, possessing similar natural advantages, would give them away for our benefit; but I have not been able to discover any act in their former policy to justify such conclusion.

Finally, the Railroad Company applied to the United States Court at Pittsburgh for protection from the mob, when was issued a decree enjoining all persons from molesting the Company in repairing their track. This process was resisted, and as soon as the bridge at Harbor Creek was repaired, it was again torn down by the mob of citizens. Citations wore then issued to offenders, to show cause why attachment should not issue against them for contempt. One Kilpatrick was arrested and committed by the Court, but the mob continued its work. Mayor Lowry and one or two others were then arrested, but before the United States Marshal could make return of service, he was himself arrested by the Erie authorities, on the ground of false imprisonment in serving the process of the United States Court, and committed to jail and compelled to give bail in a large amount. The mob severely boat a young man for taking' notes of their operations. The Court then appealed to President Pierce, for aid in enforcing its process. The result was favorable to the Railroad Company; the change of gauge soon was made, without further resistance ; the "Erie Gauge War " was over ; and that City took its place with the other law abiding Stations of the line.

With the serious side of this matter, was the ludicrous and amusing one. The case came to be popularly known as the "Erie Peanut War," so called from the prominence therein of the trade of hucksters, who sought to furnish travelers with food and other supplies. This idea, by a poet of the time was embodied in verse, as follows:

CAKES TO SELL!
(As Sung by Erie Hucksters.)

Here your nice, sweet cakes !

Two for a penny!

Here's cakes, sweet cakes !

How many? how many?
We must sell and you must buy
To get our living-try them, try!
Stop the thousands rushing past!
They have no right to go so fast,

When here's your nice, sweet cakes.

Here's your nice, sweet cakes!

Two for a penny!

Here's your cakes, sweet cakes !

How many:' how many?

We must sell and you must buy;

We must live or you must die

When our kind persuasion fails,

Burn the bridges! break the rails!

For here's your nice, sweet cakes !

Here's your nice, sweet cakes !

Two for a penny!

Here's your cakes, sweet cakes!

How many:' how many?

We must bake, and you mast buy

Now you'll be obliged to try.

Every traveler through the land

Must leave a penny on this stand-

For here's your nice, sweet cakes

Here's your nice, sweet cakes !

Two for a penny !

Here's your cakes, sweet cakes!

How many:' how many?

We have baked and you must eat

Here's it than shot in the street!

Now, we're sure the rushing mass

Will drop their coppers as they pass

For here's your nice, sweet cakes !

RAILWAYS. - 411

THE OHIO RAILROAD PROJECT.

The first movement looking to the construction of 'a Railroad along the Southern Shore of Lake Erie, was that of the Ohio Railroad Company, whose charter bears date of March 8, 1836. The enterprise originated chiefly with parties in Cleveland and in Ohio East of that City. The charter was obtained largely through the efforts of Nehemiah Allen, then a Representative from Geauga County, who became the President of the Company.

The plan contemplated a Railway from the Pennsylvania line to the Maumee River, Manhattan being the Western terminal point. The terms of the charter were what would now be regarded as highly favorable, since, in addition to other liberal franchises, as in the case of the Erie and Kalamazoo Railroad Company, it conferred upon the Company Banking privileges, an advantage far more highly prized in those days, than it would now be. But in addition to this important aid, which was fully utilized, the enterprise had the benefit of what came to be known as the " Plunder Law," by which the State was pledged to furnish its bonds to the extent of one-half of whatever amounts Railway, Turnpike and Canal Companies should report as received on stock subscriptions for their respective works; thus making the State one-third owner in all such enterprises. There being no proper restriction as to the manner of payments of subscriptions, much looseness was practiced in that connection-real estate, labor and other materials often being taken at fabulous rates, the higher being the better for the Company, since such payments furnished basis for corresponding amounts of State subscription. It could hardly be a matter of surprise, that under such extraordinary inducement, schemes and projects of all sorts should be devised. When this unfortunate act was repealed, the State had contributed to various enterprises under its provisions as follows

For Railroads-Mad River and Lake Erie (Sandusky to Dayton), $293,050; Little Miami (Dayton to Cincinnati), $121,900 ; Vermillion and Ashland (mouth of Vermillion River to Ashland). $48,430-Road never built; Sandusky and Mansfield, $33,3:33; Ohio Rail road, $249,000. Total for Railroads, $745,733.

For Turnpikes-$2,479,555. Total, $3,215,291.

The cost of Canals to same date, $15,320,898. Grand total of investments named to 1845, $18,536,189.

The Ohio Railroad Company was organized at Painesville, April 25, 1836, when subscriptions of stock to a considerable amount were received, which were subsequently, from time to time, increased. The corperators were R. Harper, Eliphalet Austin, Thomas Richmond, G. W. Card, Heman Ely, John W. Allen, John G. Camp, P. M. Weddell, Edwin Byington, James Post, Eliphalet Redington, Charles C. Paine, Storm Rosa, Rice Harper, Henry Phelps, H. J. Rees.

The first subscription to the stock of the Company was made at Norwalk, between April 25th and May 5, 1536, and amounted to $468,500, of which $23,425 was reported as paid in cash. November 19, 1837, $751,800 was subscribed at Willoughby, Lake County. January 24, 1838, $508,151. was added, of which Geo. W. Card, for himself and others, took $249,000, including $64,000 for the Maumee Land and Railroad Company at Manhattan, and other sums ranging from $3,400 to $28,000.

The line of the proposed Ohio Railroad extended from the Pennsylvania State line to the Maumee River at Manhattan, a distance of 177 miles, Cleveland, Sandusky and Fremont being points thereon. The plan of construction was as follows;

A space 100 feet wide was cleared. For the track, 112 piles, and 1,059 ties per Mile were used the former varying from 7 to 28 feet in length (according to the surface of the ground), and from 12 to 16 inches in diameter; while the ties were nine feet long and eight inches in diameter. The piles were driven by a machine, consisting of two sills 30 or 40 feet long, placed parallel at a distance of seven feet, that being the width of the track. At the forward end of these sills were erected four timbers, termed "leaders," 30 feet high, between which, on each side, the iron hammers, weighing; 1,000 pounds each, were raised and let fall upon the piles. A circular saw attached to a shaft projecting between the leaders, cut the pile to the proper grade, when the driver was moved and the operation repeated.

These machines employed eight men, and drove about 40 piles per day, covering seine 20 rods in distance. Upon the heads of each pair of piles was fitted a tie, 8 x 8 inches, in which a gain was cut nine inches wide and four deep, the tie being pinned down through this gain with a two-inch cedar pin ; but before this was done, half a pint of salt was deposited in the augur-hole of each pile, which, permeating the wood, was expected materially to preserve the same front decay. A locomotive saw-mill, upon the track and behind the pile-driver, attended by three men, prepared the rails at the rate of 900 lineal feet per day. These rails or stringers were 8 x 8 inches and 15 feet long. On the wood stringers thus provided were to he placed iron (" strap ") rails, of the weight of 25 tons to the mile. Behind all, upon the prepared track, was a boarding-house, for the work-hands, which moved with the rest of the establishment.

The following was the estimated cost of the Road, per mile, as made by Cyrus Williams, Chief Engineer, to wit:

42,240 feet chestnut sills at $7 per M $ 195 68

36,950 feet white wood rails at $10 360 50

1, 760 white oak ties at 20c 352 00

600 splicing blocks at 36 00

3,520 white oak wedges at $5 per M 17 00

25 tons iron plate at $80 2,000 00

1,414 spikes at 9c 127 26

420 pounds end plates at 8c 33 60

Labor laying down Road. 600 00

Total cost of one mile $3,831 74

The Chief Engineer said of the plan:

The superstructure is contemplated to be of the usual from used in New York and New Jersey, having a rail plate of 25 tons to the mile. The graded surface to he 24 feet wide in embankments, and 36 feet in excavations, with a slope of 1 1/2 hori-

412 -HISTORY OF TOLEDO AND LUCAS COUNTY.

zontal to one vertical, having the proper ditches through the excavations. The large streams and valleys are estimated to be passed by wooden viaducts ; in those that are of importance the timber and framing to be completely protected from the weather. The small ones will be built in a simple form, as per plan, and can be replaced when decaying by earth embankments, and stone arches, which, with the facilities afforded by the Road for conveying materials, can be done at less expense than at present.

The estimated cost of the entire Road, with double track, buildings, & c., was $2,653,676, or $16,000 per mile. The first (rile was driven at a point near the present Lake Shore station at Fremont, June 19, 1839. The work was prosecuted mainly between that point and Manhattan, and to some extent Eastward toward Cleveland, with the hope of completing that portion (110 3/4, miles) in the spring of 1842, when connection was to be made at Sandusky with the Mad River and Lake Erie (now the Indiana, Burlington and Western) Road, then completed as far South as Tiffin; also connection with the Erie arid Kalamazoo Road at Toledo, and with roads projected from Manhattan to Monroe and Detroit.

The condition of affairs as to facilities for transportation at the West at that time, is shown by the Chief Engineer's showing of traffic which the Road was expected to secure, to wit `.

The Road will receive travel-1st. From the Ohio River, by the Mad River and Lake Erie Railroad. 2d. From Missouri and Illinois, by the Terre Haute and Alton, and the Peoria and Logansport Railroad ; through the Wabash and Erie Canal and Railroad; 3d. Front Chicago, through the Wabash and Erie Canal. 4th. From Evansville and Indianapolis, by Railroad and the Wabash and Erie Canal. 5th. Prom Evansville, by the Indiana arid Wabash and Erie Canals. 6th. From Lake Michigan, by the Erie and Kalamazoo Railroad. 7th. From Detroit, by the Detroit, Monroe, Huron and Manhattan Railroad.

As already mentioned, the Western terminus of this load wits Manhattan, at that tine an active and vigorous rival of Toledo, but now constituting a part of that City. 'Ihe Road was to cross the Maumee River at that point, and there connect with the proposed Detroit Railroad. Of the work accomplished March 22, 1842, the Chief Engineer said:

The superstructure from the Maumee River to Lower Sandusky (Fremont) 29 miles, is now completed. On the line between Lower Sandusky and Huron (33 miles), there are less than three miles of piles yet to drive ; and to complete the 62 miles, it will require an additional expenditure of $41,868, of which $19,850 will be required for the Sandusky River bridge at Lower Sandusky. The 47 miles between Huron and Cleveland, was put under contract in December last, and over one-third of the work is now completed.

The Directors, in March, 1842, published a statement of the financial condition of the Company, which showed its indebtedness to consist of orders drawn on its Treasurer outstanding (in circulation), $37,694 ; due to contractors, $30,274.82 ; to depositors (in Banking office), $5,903.72 ; total indebtedness, $73,872.54. Its assets consisted of real estate in Ashtabula, Lake, Cuyahoga, Erie, Sandusky, Ottawa and Lucas (received mainly out stock subscriptions), $154,220; due from the State, $152,251.52. These made a total of, $305,471 ; and left a balance of $231,598.98, beside $32,110 worth of machinery. The President had been authorized to sell the lands for the purpose of paying the debts. The managers continued their efforts to keep the work alive until tine spring of 1843, when operations wholly ceased, without a mile of track being completed. It was generally looked upon as the scheme of visionaries, and its management in no small degree justified such view; and yet, it was only 10 years from the date of its collapse, to the actual opening of the Cleveland arid Toledo division of the present Lake Shore Road. It was easy enough afterwards to see how, by concentrating effort, the line between the Maumee and Sandusky Rivers might have been completed, and success thus assured; but the Company had to deal with too many points jealous of each other, and was thus led to scatter its resources and invite the failure which followed.

Subsequent investigation by the Auditor of State revealed a condition of things essentially different from that represented by the Directors. It was found that the aggregate of stock subscriptions was $1,991,776; of which sum only $13,980 was paid in cash ; $8,000 to $10,000 being in labor and material, arid $533,776 in lands and town lots. On such basis, State bonds had been issued to the Company to the amount of $249,000. Samples were given by the Auditor showing that the values placed on the real estate received by the Company were altogether fabulous. For instance, the "Lord farm," in Brooklyn Township, Cuyahoga County, put in at $33,300, stood on the tax list at $3,748, with a mortgage on it of,$4,000: a parcel taken at $6,000 was taxed at. $20. It appeared that immediately after accepting these lands, and on their drawing State bonds, the Company proceeded to sell them as fast as they could find buyers, and in that way disposed of $59,678 worth, in many cases being returned to the parties from whom they were received, and at greatly reduced prices. The sole reliance of the Company for means, consisted in State bonds and its own notes, which latter it was allowed to issue for circulation, which it issued to a large amount, and which never were redeemed. It appeared that the entire cash expenditures of the Company amounted to $237,220, or $11,780 less than the amount of bonds received from the State.

The scheme finally collapsed in July, 1843, upon non-payment of' interest on the bonds

RAILWAYS. - 413

issued by the State. The President of the Company, and its chief manager, was Nehemiah Allen, of Willoughby. The General Superintendent was Samuel Wilson, Willoughby ; and the Chief Engineer, Cyrus Williams, a man justly prominent in his profession, who died in Cleveland many years since. Judge Allen was born in Whitestown, New York, November 10, 1790. In 1817, at the age of 27, he came to Ohio, settling at Willoughby, where be engaged in business. In 18:35, he was elected as Representative to the Ohio Legislature from Geauga County, where be was active in securing the charter of the Ohio Railroad Company, of which corporation be was the President throughout its existence, and to which he devoted his undivided attention, as well as Iii,, private means. Upon the failure of the enterprise, Judge Allen removed to Manhattan, where he engaged in milling, and went to Toledo in 1850, remaining there until his death, August 4, 1861. He was of Quaker descent, and in high degree possessed the qualities of reserve and modesty. He was an intellectual man, much devoted to the higher order of reading. His funeral oil the (;tit of August, was attended by a large number of citizens, amid especially of the older residents.

THE WABASH RAILWAY.

The pioneer Railroad of the West (from Toledo to Adrian) had hardly been opened to traffic before the matter of connecting Lake Erie with the Mississippi by like means was proposed. The best record of that sort found consists of tit editorial item in the Blade of July 11, 1837, wherein it was stated that an unbroken chain of Railroad had been provided lot- by charters front Toledo to the waters of the Mississippi. The Toledo and Sandusky Railroad Company was authorized to construct a Road front Sandusky via Toledo to the Indiana State line. There it would connect with the Buffalo and Mississippi Railroad, passing via Michigan City, to the Illinois line, there to connect; with the Chicago and Galena Union Railroad, which, by its charter, was authorized to begin at the Eastern boundary of Illinois, and extend through Chicago to Gadena. A preliminary survey of a portion of the rout, between Toledo and Michigan city and Chicago and Galena had already been made by James Seymour, Engineer, and part of the former line put under contract. This project was never put in execution.

The plan of a direct Railway from Toledo, through the Wabash Valley to the Mississippi, was first given definite form in 1852. An early step in that direction consisted of a meeting held at Logansport, Indiana, June 22d of that year, in the interest of the Toledo and Wabash Railway. The movement was largely a result of personal efforts and newspaper discussion by Mr. T. G. Miller, who spent some time in the Spring of 1852 on the line of the proposed Road. A meeting to appoint delegates to that Convention was held at Toledo, June 14th, with H. D. Mason as Chairman ; T. Cr. Miller, James Myers, Edward Bissell, Matthew Johnson, Richard Mott, and Simeon Fitch, Jr., as Vice Presidents ; and Charles W. Hill, as Secretary. The following named delegates to the Logansport Convention were appointed from Toledo : Sanford L. Collins, Frank J. King, V. H. Ketcham, L. B. Lathrop, Lyman T Thayer, Geo. W. Scott, Simeon Fitch, Samuel B. Scott, Matt. Johnson, H. L. Hosmer, M. R. Waite, J. W. Scott, J. W. Kelsey, C. M. Dorr, C. G. Keeler and J. M. Ashley. The Logansport Convention embraced about 700 delegates, representing various points on the proposed line. Steps were taken for immediate measures for the construction of the Indiana portion of the work.

Several routes were surveyed from a point one and a half miles South of the Wabash and Erie Canal at the Ohio and Indiana State line, to Danville, Illinois. The survey was made under direction of Wm. Durbin, Civil Engineer, of Sandusky.

Part of the plan was that from the Indiana State line two Roads should be constructed one to Sandusky, to connect with the junction Railroad East; and the other to Toledo, to form a junction with a proposed Canada line. The Sandusky line was never undertaken. Soon after completing his surveys, Mr. Durbin resigned his position as Engineer, and was succeeded by Warren Colburn, of the Rochester, Lockport and Niagara Railroad. Soon thereafter the contract for the Ohio section was let to Boody, Ross & Co., of New York, to be completed in 1855.

While the purpose of the projectors of this important enterprise, was to form a direct and continuous route, with a single management, from Toledo to the Mississippi, it was deemed best to accomplish such and with distinct organizations in the three States through which the Road would pass hence, the Toledo and Illinois Railroad Company was organized in Ohio, early, in 1853, to build the, Eastern section of the line, between Toledo and the Western Ohio boundary line in Paulding County; and the Lake Erie, Wabash and St. Louis Railroad Company was organized in August, 1853, to continue the work down the Valleys of Little and Wabash Rivers, to a point on the West line of Indiana, in the general direction of Danville, Illinois, a proposed length of 190 miles when opened.

In August, 1856, these Companies were consolidated under the name of the Toledo, Wabash and Western Railroad Company. The. new corporation being unable to meet the joint obligations of the two Companies, the Toledo and Illinois Road was sold by order of Court, Octo-

414 - HISTORY OF TOLEDO AND LUCAS COUNTY.

her 7, 1858, to Azariah Boody, for the sum of $800, subject to the mortgages; and the property of the Lake Erie, Wabash and St. Louis Company was sold October 5, 1858, to the same party for $1,000 subject to like encumbrance. In accordance with an understanding bad previous to these sales two new companies were organized, to-wit: The Toledo and Wabash Railroad Company (for Ohio), and the Wabash and Western Company (for Indiana), which, respectively, took the Road from Toledo to the Illinois line. The corporations west of the Illinois line consisted of the Great Western Railroad Company of Illinois, extending from that point to Meredosia, Illinois, 175 miles, with a branch from Bluffs to Naples, four miles; the Quincy and Toledo Road, from Meredosia to Camp Point, 34 miles; and the Illinois and Southern Railroad Company, Clayton to Carthage, 29 miles, were, in May, June and July, 1865, consolidated with the two Ohio and Illinois Companies, under the name of the Toledo, Wabash and Western Railway Company. In August, 1870, was perfected the consolidation of this Company with the Decatur and East St. Louis Railroad Company, its line extending 108 miles. June 30, 1874, the Toledo, Wabash and Western Railroad Company had under lease the following Roads: Hannibal and Naples, 52 miles; the Pekin, Lincoln and Decatur, 67.2 miles; the Lafayette, Bloomington and Mississippi, 80.3 miles; and the Lafayette, Muncie and Bloomington, 36.4 miles. In 1874, the Toledo, Wabash and Western Railway was placed in the hands of Jacob D. Cox, Receiver, and there remained until January 1, 1877, when the property, by deed, passed to the Wabash Railway Coin party, by which it was operated until that Company (November 10, 1879) was consolidated with the St. Louis, Kansas City and Northern Railway Company, the new organization taking the name of Wabash, St. Louis and Pacific Railway Company, which owned and operated 13 different lines of Road, with an aggregate of 1,415.68 miles of main track; and six lines of leased Road, with 313.80 miles of main. track, and 229.11 miles of siding and other tracks, the whole amounting to 1,958.59 miles of track. Such condition still exists.

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.

DAYTON AND MICHIGAN RAILROAD.

March 5, 1851, the Ohio Legislature granted a charter for the construction and operation of a Railroad commencing at or near Dayton, via Sidney and Lima, and Toledo, to a point on the Michigan State line in the direction of Detroit. The interest of Toledo iii the enterprise, was shown in the vote by its citizens for a municipal subscription to the stock of the Company. The Road was completed August 18, 1859, to Toledo, 140 3/4 miles. The event was commemorated by an excursion from Cincinnati, Dayton and other points to Toledo, the company including Stanley Mathews (new of the United States Supreme Court), S. S. L'Hommedien, President of the Cincinnati, Hamilton and Dayton Road; D. McLaren, Superintendent of the same; ex-Judge John C. Wright, and J. F. Torrence, of Cincinnati, C. L. Vallandigham, of Dayton; and T. J. S. Smith, President; Matthew Shoemaker, Superintendent; and Preserved Smith, Treasurer of Dayton arid Michigan Road. The party were entertained at dinner at the Oliver House, and by other attentions while in Toledo.

The first freight received at Toledo over the Dayton and Michigan, consisted of ten cars of staves consigned to P. H. Brickhead & Co., July 28, 1859.

This Road was operated as an independent line, until May 1, 1863, when, raider a perpetual lease, it passed into the hands of the Cincinnati, Hamilton and Dayton Railroad Company, and has been so operated since that time. Up to 1880, the highest rate per mile for passengers, was ten cents, and the lowest 21 cents ; with a charge of $2.00 per berth, and $4.00 per section in sleeping-cars. For freight per ton per mile: For 1 mile-highest, 20 cents; lowest, 7 cents ; for 10 and under 30 miles 3 1/2 cents and 3', cents; for 30 miles arid less than the length of the Road-4 cents and 3 cents; through freight-4 cents and 1 cent. The total cost of the Road for construction and equipment, was $6,903,190.92.

COLUMBUS, HOCKING VALLEY AND TOLEDO
RAILWAY.

The first definite movement toward the pro. vision of direct Railway communication between Northwestern Ohio and the State Capital, was taken in 1867. From the time of the construction of the Cleveland and Toledo and the Cleveland, Columbus and Cincinnati Roads (1853) the route had been from Toledo via the Cleveland and Toledo Road to Monroeville; thence to Shelby, by the Sandusky and Newark; arid to Columbus, by the Cleveland and Cincinnati Road, making a distance of about 160 miles, requiring for the passage from six to 12 or more hours-depending on connections, which often were fair from "direct." For a period of 23 years this was the best available route of travel; but in contrast with what, from the earliest record, had been the facilities of' communication between these points, the one named was quite satisfactory. With the rapid growth of' trade and travel, attendant upon the development of Northwestern Ohio, the necessity for morn adequate connection became pressing. This demand was greatly strengthened by the development of the valuable mineral resources of Central Ohio

RAILWAYS. - 415

and of the Lake Superior region, the most direct connection for which was via Toledo. Beside this was the important consideration of a coal supply for extensive regions in the States and in Canada, to be provided through the same route; and the important lumber traffic of the North with Central and Southern Ohio. These several interests combined, led to the movement of 1867 for the provision of direct railway communication, which was initiated at a meeting held at Columbus, in June, 1867, of friends of the enterprise from Franklin and Lucas and intermediate Counties. Gen. J. S. Robinson, of Hardin, was the President, and Fred. R. Miller, of Wood, the Secretary. Committees were appointed with reference to three different routes between Columbus and Toledo; one via Marysville, Kenton, Findlay, Bowling Green and Perrysburg; one through Delaware, Marion, Upper Sandusky and Carey, to Perrysburg or Toledo ; and one via Delaware, Larne, Marseilles, Forest, Blanchard, Findlay and Perrysburg. The understanding then was that the proposed Road should be in effect, if not in fact, an extension of the Columbus and Hocking Valley Railway, then in successful operation. M. M. Greene, Esq., the president of that Company, was present and presented facts favorable to the movement. A second meeting was held at Toledo, July 18, 1867, of which C. A. Ring was President and D. R. Locke, Secretary. The main object of this meeting was to select corporators, for the organization of a Company for the construction of the proposed Road For such purpose, H. S. Walbridge, C. A. King, J. C. Hall, Maurice A. Scott, Perry Crabbs, E. V. McMaken, Chas. Kent, J. R. Osborn, and A. D. Pelton, of Toledo; and W. B. Brooks, Samuel Galloway, Wm. A. Platt, Theo. Comstock, Wm. Dennison, W. E. Ide, and D. W. H. Day, of Columbus, were selected. These corporators met the same day, with J. H. Osborn as Chairman, and M. A. Scott as Secretary. The claims of the several routes were presented, when a Committee was appointed to prepare articles of incorporation for four companies, viz: The Toledo and Columbus Railroad Company; the Columbus and Toledo Railway Company; the Toledo, Kenton and Columbus Railroad Company; and the Toledo, Tiffin and Columbus Railroad Company. The organization of these several Companies was made necessary by the fact that the law regulating such corporations required that every County through which the proposed Road was to pass, should be named in the charter.

The first survey of the route for the proposed Road was made by Mr. C. C. Waite, Chief Engineer, a son of Chief .Justice M. R.. Waite, and now (1857) Vice president and General Manager of the Cincinnati, Hamilton and Dayton Road. The line selected was that from Toledo via New Rochester, Freeport and West Millgrove, Wood County; Fostoria, Springville, Upper Sandusky, Marion, Middleton, Bellepoint, White Sulphur Springs and Dublin. This survey was commenced October 23, and completed December 13, 1807. It was 123; miles in length, and the total estimated cost of the track was $1,909,606.68. Nothing was clone toward the construction on this line.

Subsequently, two surveys were made, one (127 1/2; miles long) from Toledo via Bowling Green, Findlay, Kenton, and Marysville, known as the "West line; " and one (123.7 miles in length) through Fostoria, Carey, Upper San. dusky, Marion and Delaware, known as the << East line." Separate rival Companies were incorporated for the prosecution of these lines, the one the Columbus and Toledo, and the other the Toledo and Columbus Company. The City of Toledo having voted for a subscription of $200,000, in aid of a Railroad between that City and Columbus, the choice of route between the contestants was left to the City Council, and each was heard before that body in March, 1873. The result was the choice of the East line, that being the one supported by the Columbus and Hocking Valley Railroad managers represented by Mr. M. M. Greene, the President of that as well as of the Columbus and Toledo Company. In May, 1873, upon request of many citizens of Toledo, a vote was taken on the question of a subscription of $200,000 in behalf of the West line, and was carried by a vote of 1,465 to 563, or 113 more than the two-thirds required by law. Columbus the same day voted $300,000 for that line. Under such state of things, both Companies proceeded with preliminary steps for the construction of their Roads, respectively. Ere long the Supreme Court declared the law under which the two subscriptions were made to be unconstitutional. The effect of this was, to stop action in the ease of the Nest line. The other Company, haying adequate means outside municipal aid, proceeded with the construction of its Road. The first through car over the new Road, was that of President Greene, December 5, 1876. The Road was formally opened for traffic, January 10, 1877, when the first passenger train made the trip to Columbus, carrying a large number of citizens of Toledo, the guests of the Railroad Company.

THE FLINT AND PERE: MARQUETTE RAIL-
ROAD COMPANY.

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, a distance of 173 miles. The line was completed and opened from Flint to the Saginaw River in 1863. In 1866; the Company began the extension of its line West of Saginaw, which was completed in 1873. In 1863-4, the Flint and Holly Road, extending South front Flint to

416 - HISTORY OF TOLEDO AND LUCAS COUNTY.

Holly, was completed, and in 1868, it was leased for 100 years to the Flint and Pere Marquette Company, and soon thereafter the two lines were consolidated. In 1865 was organized the Holly, Wayne and Monroe Railroad Company, for the construction of a Road from Holly to Monroe (631 miles). By October, 1870, $130,025 had been expended on that work, when an arrangement was made with the Flint and Pere Marquette Company, under which that corporation completed the line and took a lease of the same for 99 years, the consideration being the assumption of the bonds of the first named Company, and the maintenance of the Road. The proposed line was completed to Monroe in December, 1871. From that point to Toledo, the Flint and Pere Marquette have since made use of the track of the Toledo and Detroit line of the Lake Shore and Michigan Southern Road.

TOLEDO AND WOODVILLE RAILROAD.

For several years prior to 1869, the people of Toledo felt serious need for additional Railway facilities. This state of things was caused by two prominent facts : 1st. The trade of the City had but one Railway outlet to the East (the Lake Shore line) ; and during the suspension of water transportation, it was wholly dependent on that single direct connection with the seaboard. The effect of such condition of things, was highly unfavorable to the trade of the City, and during the Winter season specially restrictive to grain traffic. Wholly dependent upon that Road, its trade was made subordinate to that of surrounding points of comparatively small commercial importance, which, by virtue of competing lines, enjoyed facilities at the hands of the Lake Shore Road, which were denied to Toledo, its most important feeder between Buffalo and Chicago. This state of things, of itself, was sufficient to cause general and intense dissatisfaction on the part of the people of Toledo-, and to press upon them the vital importance of securing additional and competing rail facilities to the East. A second, and no less important consideration, in the same connection, was the matter of Coal supply, especially for the purpose of steam-fuel. Any material advance in manufactures, without such special material, was regarded as impracticable; while the question of Toledo's growth and prosperity seemed to turn very largely upon the development of industry in that direction.

Under such state of facts, it was proposed early in 1869, that the City inaugurate a plan for relief, by constructing what should be an independent trunk-line of Railroad to the Southeast, and to a distance sufficient to be attractive and useful as an inlet for Railroads seeking connection with the City, with the belief that, with the important matter of terminal facilities thus provided, the desired lines would be secured. To this end, the plan was agreed upon, 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 221 miles, which should be held available for any and all Roads which might desire to use it. Extending to the Michigan line on the North, its attractions to Roads from that direction would be the same as to those from the South and East. Pursuant to such plan, authority was obtained from the Legislature for a vote by the elector,, of Toledo upon the issue of 20-year City bonds to the amount of $450,000, for the purpose of constructing such Road. The vote on that question was taken July 6, 1869, with the following result: Total vote, 3,424; For the Railroad, 3,368; against the Railroad, 56 majority for the Road, 3,312. The management of the work was by law placed it the hands of five Trustees, to be appointed by the Court of Common Pleas of Lucas County and Judge John Fitch selected for that purpose, Horace S. Walbridge, Charles F. Curtis Charles A. King, William Kraus and Josiah L. Cook, who organized by the choice of Mr. Walbridge as President, Edgar H. Van Hoesen acting as Secretary. Employing J. H. Sargent an experienced Civil Engineer, the Trustee had the line of the proposed Road surveyed profiled and mapped. April 10, 1870, a con tract for the construction of the Road was made with J. Edwin Conant. Financial embarrassments prevented the contractor trot prosecuting the work according to agreement and in December following the contract w, surrendered. May 4, 1871, the Trustees ma( a contract with the Baltimore and Ohio, Toledo and Michigan Railroad Company and the Mansfield, Coldwater and Lake Michigan Railroad Company, to pay for right of way an depot grounds and build the Road, including good and substantial Railroad bridge acre, the Maumee River, for $425,000 in City bond the work to be completed within 18 month The contractors had an agreement with the Pennsylvania Company to iron the Road, boil depots, machine shops and do all other thin(, needful to a first-class Railroad. The Road was leased to the contracting parties for 999 years, they to pay as rent the same percentage on $400,000 as the dividends paid to preferred stockholders of the Road connecting with the Toledo and Woodville Railroad, Southerly, not exceeding 7 per cent. per annum. The progress of the work not being satisfactory to the Trustees, June 11, 1872, they accepted a contract from the Pennsylvania Company, guaranteeing the completion of the work. After delay of some months beyond the contract tit (January 1, 1873), the Southern (Woodville section of the Road was formally opened f traffic May 1, 1873. The Road had then be leased to the Pennsylvania Company on sub-

RAILWAYS. - 417

stantially the same terms as the contract with the previous parties. Under such agreement, the Pennsylvania Company completed the Road throughout (from Woodville to the Michigan line), and used the, section to Woodville, in connection with its system of Railways, and that of the Pennsylvania Railroad Company, thus furnishing Toledo the important advantages of such extensive facilities, embracing the much-needed competing line to the Seaboard. In 1878, five years' experience failing fully to meet the expectations of either our citizens or the Pennsylvania Company, the matter of the more complete transfer by actual sale of the Road to that Company, was discussed, the latter offering to pay $225,000 for the property, to be held without conditions of any sort. After free discussion, the City Council, with much unanimity, voted to accept such offer, and in June, 1878, the sale was perfected. Soon thereafter the purchaser proceeded to nuke 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 (27 cars of grain) by this line for Philadelphia left Toledo February 2, 1874, which was the inauguration of a traffic with the East of much advantage to Toledo. The total cost to the City for this Railroad, was $448,133; of which $425,000 was paid for construction of Road, including $39,500 for right of way; and $51,683 for depot grounds.

As results of this enterprise, Toledo promoted several important Railway outlets. On the South, beside the Pennsylvania connection, is the Columbus, hocking Valley and Toledo ; and on the North, the Detroit and Canada Southern, the Toledo, Ann Arbor and North Michigan, and the Ohio and Michigan (now Cincinnati, Jackson and Mackinaw) Road.

Thus, by the timely sagacity and enterprise shown in the construction of 22 1/2 miles of Rail road, was repeated the history of the 33 miles of like improvement to Adrian, 50 years ago, by which infant Toledo was given a start, and a prestige, which have largely directed its fortunes throughout subsequent years. Aside from its water communication, no other causes have contributed more to the City's permanent growth, than have the Erie and Kalamazoo and the Toledo and Woodville Railroads.

THE OHIO CENTRAL RAILWAY.

In June, 1869, the Atlantic and Lake Eric 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, when a consolidation of the same with the Sunday Creek Valley Railroad Company, was effected. November 5, 1880, a branch from Corning to Shawnee, in Perry County, was determined upon. November 15, 1880, the contractors turned the Road over to the Company, and January 1, 1881, there were in operation, 65 miles, from Corning to Columbus, and 148 from Bush's Station to Toledo, making a total of 213 miles.

September 29, 1883, the Road passed into the hands of a Receiver by order of Court, and remained in such charge until April 15, 1885, when it was sold, being purchased by a committee of bondholders. A new organization was then effected, under the name of the Toledo and Ohio Central Railway Company, which now (1887) continues its management.

In August, 1886, the Company leased a portion of the Kanawha and Ohio Railroad, which it now operates.

This is one of the important lines of Toledo Railways, being eminently a "Coal Road." Its traffic is mainly with Michigan and Canada, to which coal, in rapidly increasing quantities, is being, forwarded by rail and water. As a source of supply for Toledo, it is important.

The general officers of the Company are (1887) as follows.

President, Stevenson Burke; Secretary and Treasurer, John F. Kline; General Manager, J. M. Ferris; Auditor, .J. Landgraf, Jr.; Superintendent, T. M. Peelar; General Freight and Ticket Agent, Hudson Fitch ; Chief Engineer, Clifford Buxton ; General Counsel, A. W. Scott.

THE WHEELING AND LAKE ERIE RAILROAD.

In April, 1871, a Company was chartered to build a line of Railroad between Wheeling and Toledo. A supplemental charter for the Huron Branch was afterward granted.

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. A bout this time a contract was made with Walter Shanley, of Hoosac Tunnel fame, for the construction of the entire work, but no active measures followed ; and another contract was made with H. B. Willson, who, in 1877, laid 12 miles of narrow gauge track between Norwalk and Huron, and commenced to operate it.

In 1878 C. H. Jenkins was appointed Receiver. In September, 1879, a contract was made with C. R. Griggs for constructing a standard-gauge Road, when work was resumed near the close of 1880.

On January 9, 1882, the Road was opened from Massillon to Huron, 86 miles; and on August 24, 1882, the first passenger train 'was run from Toledo to Valley Junction, 157 miles. In December, 1884, an extension of 101 miles to Sherrodsville was opened; and one year later a further extension of seven miles reached

418 - HISTORY OF TOLEDO AND LUCAS COUNTY.

the present terminus at Bowerston, where connection is made with the Pan Handle Road.

In 1883 the Company failed to pay the interest on its bonds, and in July, 1884, M. D. Woodford was appointed Receiver. On January 13, 1886, a decree of sale was entered, under which the Road was sold April 23, 1886. On July 1st following, the property passed into the hands of the Wheeling and Lake Erie Railway Company, which was organized June 25th preceding.

The Toledo Belt Railway, extending from Ironville 4 1/2 miles up the River to the Cincinnati, Hamilton and Dayton Railroad, was built and is owned by the Wheeling and Lake Erie Company.

The chief objects of this Road have been to open more direct communication between Toledo and the seaboard via Wheeling, West Virginia, and to provide facilities for the supply of coal from the extensive fields of Eastern Ohio, to the large and increasing markets of Toledo, and of Michigan and Canada. In those purposes the enterprise has been of great value, with prospects of constant increase in the same.

Steps are now (1887) in progress which no doubt will soon secure the extension of the Company's line from Bowerstown to Wheeling, when the original aim of the enterprise will have been snore fully attained.

The present officers of the Company are

President-George J. Forrest, New York.

Vice President-D. E. Garrison. St. Louis.

Secretary-E. B. Allen, New York.

General Manager-M. D. Woodford, Toledo.

Assistant General Manager-W. R. Woodford, Toledo.

Auditor-S. H. Ayers, Toledo.

Cashier-A. H. Thorp, Toledo.

General Freight Agent-A. G. Blair, Toledo.

General Passenger Agent-James M. Hall, Toledo.

Chief Engineer-C. A. Wilson, Toledo.

TOLEDO, CANADA SOUTHERN AND DETROIT
RAILWAY COMPANY.

This Company was formed by consolidating the Detroit and State Line Railroad Company of Michigan, organized February 21, 1872, and the J unction Railroad Company of Ohio; termini, Toledo and Detroit, 58 miles. The former was to construct a Railroad from Detroit to the Ohio State line, 51 miles, and the latter a Road from Toledo to the Michigan State line, 7 miles. The consolidated Road became part of the Canada Southern Railway system in 1874, and was so operated until the latter passed under the control of the Michigan Central Railroad Company, January 1, 1883, by which it has since been operated.

TOLEDO, ANN ARBOR AND NORTH MICHIGAN
ROAD.

In October, 1869, the Toledo, Ann Arbor and Northern Railway Company was organized, to build a Railroad from the Michigan and Ohio State line to Ann Arbor, and thence to Owosso, Michigan. Work on the line adopted was commenced and prosecuted with more or less energy, until 1874, when, as the result of financial embarrassment, the property was sold. In 1872, the Toledo and State Line Railroad Company was organized to build a Road from Toledo to the Michigan State line; which being accomplished, it was leased to the Pennsylvania Railroad Company, which already had leased the Toledo and Woodville Road. In .1878, the Toledo, Ann Arbor and Northeastern Railroad Company was organized, to build a Road from Ann Arbor to Pontiac. In 1880, this corporation was consolidated with the Toledo and Ann Arbor Company, under the name of the Toledo, Ann Arbor and Grand Trunk Railroad Company, which then owned and operated the line from Toledo to Pontiac, via Anti Arbor, a distance of 82 miles. The Toledo, Ann Arbor and North Michigan Railroad Company was organized in 1884, and is now in operation.

TOLEDO, COLUMBUS & SOUTHERN RAILWAY.

As early as 1845 a charter was obtained from the Ohio Legislature for a Company to construct a Railroad front Perrysburg to Bellefontaine via Findlay; but no definite results were reached. Upon the location of the Dayton and Michigan Road, it was proposed to retake Findlay a point on the same, but so much opposition to such action was shown at that place, that the line was run West to Lima and thus increased in length. Like result attended a proposition of the, Pittsburg, Fort Wayne and Chicago Company to stake Findlay a point, the line being driven South through Marion, Kenton and Lima. The ground of such of position consisted its the f et, that Findlay already had Railway connection through the Carey Branch of the Mad River Road (Sandusky to Dayton), and that was all the facilities of that class the majority of the people wished. W hell the question of direct Railway connection between Toledo and Columbus was discussed in 1870, two lines were proposed-the Eastern, known as the Columbus and Toledo, and the Western, known as the Toledo and Columbus Road. Local aid was voted to both lines, tinier what was known as the "Adair Law," which being declared unconstitutional, such subscriptions failed, when the Eastern line was constructed with private capital. In 1881, the project for a Railroad from Toledo to Indianapolis, Indiana, With Findlay as a point, was proposed. A Company was organized, and the line completed to Findlay in Play, 1883. The Company was reorganized ill March, 1885, under the name of the Toledo, Columbus and Southern railroad Company, and the line has been in active operation since that time. Its gross earnings of $36,000 for the first year have increased to the rate of $200,000 for 1888. The location of the Road stakes it a dividing line

PERSONAL SKETCHES. - 419

between 300 oil wells on the West and 50 gas wells on the. East, thus giving it special advantages for the traffic growing out of those great interests. The officers of the Company for 1888 are: Directors-T. P. Brown, W. T. Walker. J. H. Doyle, A. W. Scott, J. F. Cline, of Toledo; and J. F. Burket, of Findlay. President and General Manager, T. P. Brown; Vice President, W. T. Walker; Treasurer, A. W. Scott; General Counsel, J. H. Doyle. The officers of the Toledo and Indianapolis Company were-President and Treasurer, T. P. Brown; Vice President, W. T. Walker; Secretary, J. F. Burket.

THE TOLEDO, SAGINAW AND MUSKEGON
RAILWAY.

The Toledo, Saginaw and Muskegon Railway Company was organized December, 1886, with the following stockholders : J. M. Ashley, Toledo, Ohio; Win. Baker, Toledo, Ohio; Jno. Cummings, Toledo, Ohio ; D. Robison, Jr., Toledo, Ohio ; E. Middleton, Greenville, Michigan ; L. G. Mason, Muskegon, Michigan.

David .Robison, Jr., was elected President, and Win. Baker, Secretary and Treasurer.

The Road as now built extends from Ashley, on the Toledo, Ann Arbor and North Michigan Railway, to Muskegon, on Lake Michigan--a distance of 95.8 miles.

The general offices of the Company are located at Muskegon, and the following are its present officers : David Robison, Jr., President ; W. V. McCracken, Vice President and General Manager; J. F. Pennington, Secretary; B. F. Reed, Superintendent; J. K. McCracken, Auditor :wad G. F. and P. Agent.

THE SWAN CREEK RAILROAD.

This Road was projected in 1875, by Conrad Huberich and Emil Richers. Mr. Huberich was a resident of Texas at the outbreak of the Rebellion, and being a citizen loyal to the Government of the United States, found it expedient to withdraw from Texas, when he came to Toledo. Soon thereafter he purchased of' Peter Lenk, with gold at 180 per cent. premium, a large tract of land, lying along Swan Creek (Northwest side). This purchase was made with the view of' giving the property Railway facilities in addition to its water connection, and thus to promote both lumber traffic and manufactures. The enterprise met with substantial encouragement, and the work of construction commenced in the Spring of 1876, and the road opened for traffic in August following. The line started at Division Street, and ran along and near Swan Creek to Air-Linn Junction of the Lake Shore and Michigan Southern Railroad, with which Road connection was made. On the organization of the Swan Creek Railroad Company, Mr. tin bench was elected President, and Mr. Richers Secretary. For a few years the traffic of' the Road, owing to a lack of business along its line, was small. The managers tried to extend the Road down Hamilton Street and along Erie, but for lack of right of way were not successful in such purpose. In 1881, the Road passed into the hands of Mr. Carl F. Braun, when the Company was re-organized, with Mr. Braun as President, and Theo. Berkmann as Secretary, who yet hold those positions. They have extended the road from the intersection of Bismarck to Hamilton Street, and connected it with the Toledo, Cincinnati and St. Louis (now Toledo, St. Louis and Kansas City) Road. A third rail was put down, thereby enabling that Road to transport its cars over the Swan Creek Road.

TOLEDO, ST. LOUIS AND KANSAS CITY RAIL
ROAD.

In May, 1879, the Toledo, Delphos and Burlington Railroad Company was organized, as a consolidation of the following named Companies: 1. The Toledo, Delphos and Indianapolis Railway Company, organized in 1872. 2. The Toledo and Maumee Narrow Gauge Railroad Company, incorporated in 1872. 3. The Delphos and Kokomo Railroad Company, incorporated in 1877. 4. The Delphos, Bluffton and Frankfort Railroad Company, incorporated in 1877. In 1880 the new Company was consolidated with the Dayton, Covington and Toledo Railroad Company, the new Company taking the name of Toledo, Delphos and Burlington Railroad Company. In March, 1881, the Company was consolidated with the Dayton and Southeastern Railroad Company, whose proposed line was from Dayton, via Chillicothe, to Gallipolis, Ohio, 144 miles, which has been constructed. April 15, 1881, a certificate was filed for the construction of a branch from Dayton to Lebanon, to connect with the Cincinnati Northern Railway ; and in May, 1881, a certificate was filed for the construction of a branch from Wellston to Ironton, the Northern terminus of the Ironton and Huntington Railroad.

RAILWAY MISCELLANY.

As showing who were among the active Railway managers 30 years ago, record is here given of conferences held by the representatives of the various Roads then constituting the through lines from New York to the West. The first meeting was held at Buffalo, in April, 1,857, of which Erastus Corning, of the New York Central .Road, was President, and C. C. Dennis, of' the Mad River and Erie, was Secretary.

The principal object of this Conference was understood to be to arrange a time-table fir the several Roads represented, which previously had been run without desirable connections of trains. For the preparation of such table the following Committee was appointed:

Chauncey Vibbard, New York Central ; S. S. Post, New York and Erie ; M. L. Sykes, Hudson River; H.

420 - HISTORY OF TOLEDO AND LUCAS COUNTY.

Nottingham, Cleveland and Erie ; R. N. Brown, Buffalo and Erie ; E. B. Phillips, Cleveland and Toledo ; Sam. Brown, Michigan Southern and Northern Indiana ; F. S. Flint, Cleveland, Columbus and Cincinnati; W. H. Clement, Little Miami, and Columbus and Xenia; C. C. Dennis, Mad River; George H. Burrows, Toledo, Wabash and Western ; E. Sargent, Boston and Worcester; Henry Gray, Western; John Brough, Bellefontaine and Indiana; S. L. M. Barlow, Ohio and Mississippi; J. M. Smith, Indiana Central.

Under the time-table agreed upon, a train left Now York at 6 A. M.; reached Buffalo at 8 P. M.; Toledo at 9:20 A. M., and Chicago at P M. time, 30 hours. Leaving Chicago at 5 A. M. passengers reached New York at 3 P. M. the next day, or within 34 hours. This arrangement did not provide for through trains, as now run, but only for connections of Roads. At the same time the Freight Agents of the several Roads made arrangements for Freight Express Trains from Boston and New York to the Mississippi.

A Convention of proprietors and managers of Ohio Railways was hold at Columbus, September 23, 1857, of which George W. Robinson was President, and E. S. Flynt and George Barnes, Secretaries. The following named representatives were present

Pittsburg, Fort Wayne and Chicago-G. W. Cass, President; J. H. Moore, Superintendent; Geo. W. Robinson, Freight Agent.

Cleveland and Pittsburg-J. Durand, Superintendent.

Columbus, Piqua and Indiana-John M. Watkins, Superintendent; Geo. W. Fulton, B. Walkup.

Cleveland and Toledo-E. B. Phillips, Superintendent.

Cleveland and Erie-William Case, President ; H. Nottingham, Superintendent.

Ohio and Mississippi-Andrew Tallcott, President ; Wm. H. Clement, Superintendent; P. W. Strader, General Ticket Agent..

Cincinnati, Wilmington and Zanesville-Joseph J. Jest..

Terre Haute and Richmond-E. J. Peck. Steubenville and Indiana-Thomas S. Jewett, President; W. W. Bagley, superintendent.

Buffalo and Erie-R. N. Brown, Superintendent.

Indiana Central and Dayton and Western-James M. Smith.

Mad River and Lake Erie-C. C. Dennis, Superintendent,; John M. Osborn, General Freight Agent.

Toledo, Wabash and Western-Warren Colburn, Vice President; George H. Burroughs, Superintendent.

Indianapolis and Cincinnati-H. C. Lord, President.

Cleveland and Mahoning-Chas. L. Rhodes, Vice-President and 'Superintendent.

Marietta and Cincinnati-George Barnes, Superintendent; John Foggett, General Ticket Agent ; S. T. De Ford, General Freight Agent.

Little Miami-Captain Jacob Strader, President ; J. N. Kinney, General Freight Agent.

Columbus and Xenia-William Dennison, Jr., President ; Robert Neil.

Cleveland, Columbus and Cincinnati- L. M. Hubby, President ; E. S. Flynt, Superintendent ; Addison Hills, General Freight Agent ; H. C. Marshall, General Ticket Agent.

Central Ohio-D. G. Gray, General Freight Agent ; J. W. Baldwin.

Michigan Central - George Williams, General Agent.

Chicago, Burlington and Quincy-C. G. Hammond, General Superintendent.

Galena and C. W.-P. A. Hall, General Superintendent.

Bellefontaine Line-John Brough, President; E.S. Spencer, General Freight Agent.

Cincinnati, Hamilton anti Dayton-C. C. Dennis.

Jeffersonville- P. F. Sickles, Master of Transportation.

The matter of Railway management in many of its details was considered, and ninny regulations in respect thereto were adopted. Among others, it was decided to grant passes only to "employes and persons or agents in the regular service of the Company, and for charitable purposes.", was at first voted to limit the speed of short Roads to 26 miles per hour for Day Express trains; 22 miles for Mail trains; and 24 miles for Night Expresses, including stops; with the privilege of longer (or Trunk) lines to run as fast as they pleased, but this was reconsidered and dropped.

In October, 1857, Stock rates were as follows:

East St. Louis to Buffalo (per car) $170 for cattle, and $145 for hogs ; from Chicago, $125 and $105 ; from Indianapolis, $105 and $90. Short distances Under 10 miles, 60 cents per mile ; 40 miles, 35 cents; 100 miles, 22 cents; over 100 miles, 20 cents.

JAMES B. MONROE was born at Lewiston, Canada, near Niagara Falls, November 10. 1520, where his parents wore temporarily residing. In 1834 the family removed to Sandusky, Ohio, here was spent the balance of the sun's childhood and his youth, and here he began the business life which was long and so successfully prosecuted. His advent in self support was as a Clerk in the general mercantile establishment of Hubbard &. Co., in which position he continued until placed in charge of the' Warehouse of the same firm, including a large freight and grain business. With G. Henry Peck, he established the Dry Goods house of Monroe & Peck, which soon became specially prominent and successful, and for many years commanded its full share of the best trade of Sandusky and neighboring country and Towns. In variety and quality of stock it was not excelled by any store. In 1862, desiring a Change of business, Mr. Monroe accepted the position of Solicitor of Freight for the Day ton and Michigan Railroad, and as such was soon so far successful, that he was appointed Agent of that Road at Dayton. And such was his success in that position and the development of his special capacity for Railway business, that in I863, he was appointed Local Agent of the Dayton and Michigan and Cincinnati, Hamilton and Dayton Railroads at Toledo, to which City he then removed. He soon became the General Agent of these Roads. Not long thereafter he became interested in and the Manager of' the Grain Elevators of' these Roads

RAILWAYS. - 421

at Toledo, which relation he sustained until his retirement from active business, caused by failing health, in 1884. Throughout more than 20 years of Railway connection he maintained the character of an able, discreet and efficient manager, with results specially profitable to the, interests committed to his charge. It tray justly be stated, that he lead in Toledo no superior in that respect. He was a member of the Toledo board of' Trade and of the Toledo Produce Exchange for about 20 years, serving repeatedly as Director and Vice President of the latter. While thus constant in devotion to business cares, he was not unmindful of social and other relations and responsibilities. For several terms he served as vestryman and as Treasurer of Trinity Church, Toledo, as he also did as member of the Advisory Board of the Home for Friendless Women ; while the cause of the poor and needy-, without distinction to creed or nationality, ever lott a ready welcome at his hands. In 1871 Ire purchased a very pleasant Villa at Put-in Bay, including a Grapery of 20 acres, which he has cultivated to high degree, and which has produced sonic of' the choicest fruit of the Island. Since such purchase, Mr. Monroe and family have made that their Summer home, where have been dispensed social hospitalities with special liberality. Mr. Monroe was married at Norwalk, Ohio, July 24, 1849, with Miss Mary J. Morse. They have had two children-Clara, who died in child howl, and Minnie, wife of Captain John J. Hunker, of the United States Navy.

THEOPHILUS P. BROWN was born at Whately, Franklin County, Massachusetts, January 5, 1835, being the fourth of a family of' ten children. His parents, yet living in Massachusetts, and now over 85 years of age, arc George and Almira Brown. They are of' the true Puritan stock. The father of the mother was a Soldier of the War of 1812-15. The early advantages of' the son, outside a true Christian parentage, were limited, and he soon found himself dependent mainly on resources to he found within himself. The father was a tradesman, and the son learned a trade that of broom-making, which was his occupation during winters, his summers being employed on the farm. When is years old he went to Deerfield Academy, where he spent one year in close study, whereby he was enabled to gain fair knowledge of the branches most important in practical life. At the age of 20 years (1855) he started out on life's mission, and coming West he stopped at Tecumseh, Michigan, where he spent three years. In May, 1858, he came to Toledo and at once engaged ill the Insurance business, in which he continued successfully for a period of 19 years. So long was he connected with the Phoenix Insurance Company of Hartford, Connecticut, that for designation he became to be known as "Phoenix" Brown. In 1870, Mr. Brown devised an enterprise which has given his name a permanent place among the energetic and pushing citizens of Toledo. His plan consisted in the purchase of 100 acres of land adjoining the City, which was platted with reference to meeting the wants of the large population with moderate means, specially including working classes. To this end, the lots, in price, were brought within reach of' many who then were hopeless of homes of their own. The property was known, acid is still known as "Brown's Addition." To make the locality more readily accessible, Mr. Brown constructed a Street .Railway two miles in length, which furnished cheap and prompt communication with other portions of' the City. Subsequently, additions were made to the original plat, the whole constituting a most valuable accession to Toledo's accommodations. In 1881, Mr. Brown turned his attention to the matter of' constructing a Railway between Toledo and Indianapolis, Indiana, via Findlay. Such project had long been under discussion at Toledo and along the proposed route, but without definite steps being taken to that end. It was not long ore he was successful in organizing the Toledo and Indianapolis Railroad Company, of' which he was made the President. That portion of' the line between Toledo and Findlay was completed and pat in operation in .May, 1883. The Company was re,-organized in March, 1885, under the name of the Toledo, Columbus and Southern Railway Company, Mr. Brown still remaining the President and General Manager. The discoveries of the great oil and natural gas fields in Wool and Hancock Counties, have given to this Railroad special importance, the localities in question being alone the line of and in the vicinity of its track. These accessions of' vast wealth cannot fail directly to bring now traffic to the Road, while as resources for the settlement and development of the country concerned, they will indirectly supply much trade. Mr. Brown is giving special attention to the promotion of local traffic, 16 Stations having been established on the line of the Road in a distance of 45 miles, at which points industrial enterprises are rapidly appearing. Throughout his active life, Mr. Brown has manifested not only an interest in matter's common to his fellow-citizens, but by energy and push has contributed largely to the promotion of the same. In 1877 he was among the most active organizers of the Tri-State Fair Association at Toledo, which has had such eminent success. Casting his first Presidential vote for John C. Fremont, in 1850, he has always acted with the Republican party. In 1875, as a Republican candidate, he was elected to the Ohio State Senate in a District with a Democratic majority of 1,400. His legislative record was creditable to him.

422 - HISTORY OF TOLEDO AND LUCAS COUNTY.

Among the objects of his attention was the enactment of a law limiting taxation in Toledo and Lucas County, the effect of which has been materially to reduce the rate of local taxation. He was enabled to do much toward the protection of the people of the State from irresponsible and fraudulent Insurance schemes for which he was specially qualified by his Long experience in and intimate knowledge of that business. April 17, 1861, Mr. Brown was married with Miss Frances A., daughter of Isaac and Harriet N. Hampton, of Toledo and formerly of Tecumseh, Michigan. In 1873, they visited Europe, and the West Indies in 1875. Mr. Brown has been a member of the First Congregational Church for many years, as leader of the choir of which he long contributed very materially to the public services of the same. Like aid has been liberally rendered by him to a great variety of religious and other worthy objects. His home is in the substantial and elegant residence, Northeast corner of Madison and Thirteenth Streets.

TOLEDO STREET RAILWAYS.

Toledo was not behind other Cities of its size, and far ahead of most of those of its age, in the provision of the important improvement in transportation supplied by Street Railways.

The first definite step taken toward such end, was the organization of the TOLEDO STREET RAILROAD COMPANY, November 20, 1860, when the City contained no more than 14,000 inhabitants. The Directors of the Company were M. R. Waite, C. B. Phillips, Wm. H. Raymond, Win. Baker, James C. Hall and John T. Newton, of Toledo; and Silas Merchant of Cleveland. Mr. Merchant was elected President. The first grant of privilege for such work, was made by the City Council February 11, 1861, and extended 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 and Michigan Southern Railway. Cars were first put on the Road May 27th, 1862, running between Bush and Perry Streets every half hour from 6:00 A. M. till 9:00 P. M., the fare being five cents. C. Yardley was then the Superintendent. The records of this Company now available are very incomplete, until September, 1865, when a change in its management took place. Up to that time, the Road had been controlled and chiefly owned by Cleveland parties, who then disposed of their interests to citizens of Toledo, when the following Directors were chosen: Edward P. Bassett, Francis L. Nichols, I. R. Sherwood, Edward H. Harger, Patrick H. Blake, John T. Newton, Wm. Baker and James C. Hall, with E. P. Bassett as President, J. T. Newton as Secretary, and I. R. Sherwood as Treasurer. In January, 1868, J. D. Cook became President, and Mars Nearing Secretary and Treasurer. January, 1869, Chas. B. Roff was elected President, and J. D. Cook Secretary and Treasurer. Mr. Boff' continued as President until January, 1876. In 1872, Mr. Nearing became Secretary and Treasurer, serving as such until January, 1876, at which time C. B. Hoff was elected Treasurer, M. N. Baker Secretary, and J. I . Bailey President. 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.

THE ADAMS STREET RAILWAY COMPANY was organized in April, 1869, when T. M. Cook, W. H. Machen, Henry Philipps, R. H. Bell and Ed. H. Fitch were elected Directors, who chose the following officers : President, R. H. Bell ; Treasurer, Z. C. Pheatt; Secretary, Chas. E. Bliven. In May, 1869, the Company contracted with Phillip Welker for the construction of a track frona Summit to Bancroft Street. In consequence of financial inability, the Company was for several years greatly embarrassed in the prosecution of its enterprise, and the Road passed through several different hands in 1873 its track was extended from Bancroft Street, along Collin-wood Avenue, to its intersection with Cherry Street. In 1875 Joel W. Kelsey was the President, and Z. C. Pheatt the Secretary of the Company, January 1, 1885, the Company was consolidated with other corporations.

THE MONROE STREET RAILROAD COMPANY was organized in January, 1873. The first meeting of stockholders was held October 23, 1873, when the following Directors were chosen H. S. Walbridge, John Fitch, Alex. Deed, A. E. Macomber, Wm. H. Scott, W. I. Kelley and Henry S. Stebbins, who elected the following officers: President, H. S. Walbridge; Secretary and Treasurer, H. S. Stebbins. The grant made in 1874 was for a Railroad on Monroe Street from Summit Street to Auburn Avenue. In 1877 the Road was leased to T. P. Brown for 15 years, at which time the following Directors were chosen : T. P. Brown, J. H. Hampton, J. D. Irving, J. K. Hamilton, D. W. Stroud, :R. S. McGarvey and H. C. Hahn, the officers being as follows: President and Treasurer, T. P. Brown; Secretary, J. D. Irving. January 3, 1881, the following Directors were chosen J. S. Brumback, Van Wert, Ohio; O. S. Brumback, J. H Ainsworth, C. Elliott and Geo. S. Dana, who elected O. S. Brumback President, and C. Elliott as Secretary. January 1, 1885, the Company was consolidated with others.

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. Of this Company T. P. Brown was the President. Its business was not successful, and in 1873 the Road passed into the hands of the MONROE and DORR

PERSONAL SKETCHES. - 423

STREET COMPANY, organized in 1875, with the following named officers : President and Treasurer, T. P. Brown; Secretary, J. D. Irving; Directors, T. P. Brown, J. K. Hamilton, J. D. Irvine, J. H. Hampton, D. W. Stroud, J. D. Ford and R. S. McGarvey. In 1881, were elected Directors as follows: Albion E. Lang, Frank W. Bainbridge, Elijah W. Lenderson, Robert Cummings and J. K. Hamilton, who chose A. E. Lang as President and Treasurer, and F. W. Bainbridge :is Secretary. In January, 1885, this corporation was consolidated. With others.

THE TOLEDO CONSOLIDATED STREET RAILWAY COMPANY-embracing the Toledo Street Railroad, the Adams Street Railroad, the Monroe Street Railroad, and the Monroe and Dorr Street Railroad Companies-was organized ill January, 1885, with D. E. Bailey, J. E. Bailey, James Dority, Richard Waite and A. B. Lang, as Directors; J. E. Bailey, as President; and A. 1:. Lang, as Secretary. At this time (1887), J. E. Bailey is President and Treasurer; and J. Gilmartin, Superintendent.

THE METROPOLITAN STREET RAILWAY. The Lagrange Street Railway Company was incorporated May 31, 1872, the corporators being H. S. Walbridge, A. E. Macomber, Wager Swayne, Wm. Baker, Edgar H. Van Hoesen and Edward D. Moore. The route of the line was along Lagrange Street, from Summit Street to the Manhattan Road and Catholic Cemeteries, a distance of over two miles. November 8, 1872, the stockholders organized by electing Geo. Baker as President, and A. E. Macomber as Secretary of the Company. The Road was completed in October, 1873, equipped with four cars, and was leased for five years to Melchior Weber. At the end of this lease, the enterprise bad so completely failed as a business venture, that it was found impracticable to give it away -franchise, track, cars and privileges. This result was due largely to the fact, that real estate investments along the line of the Road, in support of which, largely, it bad been built, bad not met the confident expectations of the proprietors. This outcome was no doubt in great measure due to the general financial prostration following tiro panic of 1873. Another important fact in the case, consisted in the mistake of locating the Road's main terminus (at Summit Street) three-fourths of a mile from the business center of the City, with no provision for transfer of traffic with the only Railroad reaching that center. Such was the situation in 1576, when Mr. Geo. Baker, in consideration of his landed interests on the line, took the Road- in hand, confident that it could be made self-sustaining. To this end he mapped out a new route and made other changes, resulting in what now is the Metropolitan Street Railway. Early in 1879, he had secured permission for the extension of the Road from Lagrange Street, via Bancroft, Cherry and St. Clair, to the corner of Madison, and within 60 days cars were running to Summit Street (corner of Cherry), and in November to Madison. 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. ln July following this line was completed, and the entire track covered a distance of 6 1/2 miles, connecting the First, Second, Third, Fourth, Fifth and Seventh Wards of the City. A new equipment was now supplied, including 15 substantial cars. Results soon justified the risk involved in the new arrangement. In 1883 the Cherry Street extension to West Toledo was constructed, making a total of nine miles of roadway. In 1884, the Road passed wholly into the hands of John J. Shipherd and associates, of Cleveland, who now control it, the corporate organization being preserved, with ,J. J. Shipherd, as ['resident; John A. Watson, Superintendent; and Theo. F. Shipherd, Manager.

TOLEDO CENTRAL PASSENGER RAILROAD,-In 1875 the Erie Street and North Toledo Rail. road Company was organized, and a Railway constructed from North Toledo (late Manhattan) 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 was re-organized 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 1883, another extension was made, up Eric, along Railroad, Field and Western Avenues to its present terminus near the Canal. The entire length of the line is 9 miles. The Road has passed through several hands. Its projectors were largely interested in real estate in North Toledo. The incorporators were Win. St. John, F. E. Seagrave, Thos. M. Cook, H. C. Breckenridge, and F. L. Nichols. The first officers were: President, F. E. Seagrave; Secretary and Treasurer, James Raymer; Superintendent, D. Atwood. The officers in 1888 were as follows: President, F. E. Seagrave; Treasurer, A. R. Seaugrave; Secretary, C. F. Parks.

OLDEN AND NEW TIME COMMUNICATION
IN OHIO.

The first Canal opening in Ohio was at Cleveland, in 1833, when a section of the Ohio Canal was completed. The first Railroad in operation within the State was the Erie and Kalamazoo line, Toledo to Adrian, in 1836. Previous to the dates named, the only means for communication were earth roads, chiefly of the rudest sort, rarely consisting of anything better than a passage-way cleared of timber, with occasional turnpiking in the older settlements. There

424 - HISTORY OF TOLEDO AND LUCAS COUNTY

were but few roads, even of these sorts, which formed connected lines through the State. The principal of these in 1819, were as follows:

From the Northeast corner of the State to the Maumee River-To Conneaught Creek, one mile ; thence to Harpersfield, 28 miles ; to Painesville, 17; to Chagrine River, 10; to Euclid, 10; to Cleveland, 10; to Granger, 7 ; to Black River, 15; to Vermillion River, 12; to Huron River (Abbott's), 12; to Croghansville (Fremont), 330; to Carrying (Portage) River, 16; to Perrysburg, 20; total, 188.

Columbus to Lake Erie-To Worthington, 9 miles; to Delaware, 16; to Norton, 10; to Boundary Line (of Indian Territory), 3 ; to Rocky Fork, 12; to Upper Sandusky, 15 ; to Tyemochtee Creek, 12; to Seneca Village (Fort Seneca), 19; to Lower Sandusky, 9 ; to mouth of Sandusky River, 10; to Lake Erie, 10; total, 125 miles.

From Cincinnati to Fort Meigs, alias Perrysburg To Reading, 10 miles; to Franklin, 24; to Dayton; 17; to Troy, 22; to Piqua, 8 ; to Loramie's, 17 ; to Fort Mary's, 12; to Fort Amanda, 12; to Fort Jennings, 18; to Fort Brown, 22; to Fort Defiance, 16, to Fort Meigs, 45; total, 223 miles.

Lower Sandusky to Detroit-To Carrying (Portage) River, 16 miles ; Perrysburg, 15 ; to French Town (Monroe), 36; to Brownstown, 18 ; to Detroit, 18 ; total, 103.

By act of Congress, in 1822, the following post routes were established :

From Columbus, Ohio, via Springfield, Dayton,

Indianapolis and Vandalia, to St. Louis.

From Columbus to Bellefontaine.

From Norton, Delaware County, to Sandusky.

From Bellefontaine, via Fort Findlay, to the Foot of the Rapids of the Miami of the Lake (Perrysburg).

In July, 1823, the Postoffice Department advertised for proposals for carrying the mails, as follows :

Columbus to Sandusky, via Mt. Vernon, Mansfield, Norwalk, Milan and Huron, once a week, leaving Columbus, Sundays at 6 A. M. and arriving at Sandusky Wednesday, 10 A. M.; 134 miles, in 76 hours.

Columbus to Lower Sandusky (Fremont), via Delaware and Upper Sandusky; once a week; 113 miles, in 67 hours.

Florence to Avery (Milan), now in Erie County, once in two weeks; 10 miles, in 12 hours.

Cleveland to Norwalk via Elyria and Florence, weekly; 53 miles, in 39 hours.

Norwalk to Detroit via Lower Sandusky, Perrysburg, Lawrenceville (now in Toledo), and

Magauga (Monroe), 140 miles, in 77 hours.

At the date last named (1826), there was no direct mail communication between Sandusky and Lower Sandusky (30 miles apart). It took seven days to send mail matter from one of these places to the other. The Editor of the Sandusky Clarion, at the time notified his Eastern subscribers, that as the mail was carried by a steamboat which made but one trip in nine days, they necessarily would receive two papers by the same mail. A weekly mail was put on that route for the first time in 1825.

An occasional mail was carried between Cleveland and Lower Sandusky' as early as 1808, which became a regular route in 1818, when weekly service, on horseback, was established, which became semi-weekly in 1819.

Silas Wolverton was the first contractor. After a while the mail was taken in wagons for a portion of the season. About 1825, Artemas Beebe and Ezra S. Adams, of Elyria, bought out Wolverton, and continued the line for about one year, when Mr. Beebe became sole proprietor. He maintained the route with increasing efficiency until 1842, when he sold to the well-known stage firm of Neil, Moore & Co.

The first stage-coach employed on the route West of Cleveland, was by Mr. Beebe, in 1827. It was a six-passenger, four-horse vehicle; and ere long this was followed by a nine-passenger coach. The route of this line was via Elyria, Henrietta, Florence, Berlin, Milan, Norwalk, Monroeville, Lyme, Bellevue, York Cross Roads (now Bellevue), and Hamer's Corners (now Clyde), to Lower Sandusky.

About 1830, this stage line was extended to Detroit, via Perrysburg, Maumee City, Tremainesville, and Monroe. How Toledo subsequently managed to become a point on the route, is told elsewhere in this volume.

In 1836, and for many years thereafter, the chief Stage lines in Ohio were run by Neil, Moore & Co., the senior of which firm was Wm. Neil, of Columbus, proprietor of the original Neil House, of that City. In January, 18:36, the firm advertised the following lines of stages from Columbus, to wit:

Mail Pilot line-to Wheeling, daily; time, 24 hours, with 5 hours' stop at St. Clairsville.

Mail Pilot line-to Cincinnati, daily; lime, 36 hours, with six hours at Springfield.

Eagle line-to Cleveland, every other day; time, 40 hours.

Telegraph line-to Sandusky, every other day ; time, 48 hours, with branch line from Marion to Lower Sandusky (Fremont) and Detroit.

Phoenix line-to Huron via Sit. Vernon, Mansfield, Norwalk and Milan ; time, 48 hours.

To Chillicothe-daily.

There was then " opposition " between Columbus and Wheeling (the "Good Intent Line"), with time at 20 hours.

Efforts being then made to effect a removal of the Distributing Postoffice from Toledo to .Detroit, memorials protesting against such action were forwarded to the Department in December. 1839. Among these was one from the citizens of Adrian, and as showing something of the facilities for travel in this section at that time, an extract from the Adrian memorial is reproduced here, as follows:

The distance from Toledo to Adrian is 32 miles; and from Adrian to Jonesville about 38 miles; making the aggregate from Toledo to Jonesville 70 miles; being shorter by 82 miles than via Detroit. The roads on the shorter route are fully as good as by Detroit, being by Railroad to Adrian, and by carriage thence to Jonesville. During about six months of the year, the mails are transported by land from Toledo to Detroit, and that where the roads are in the worst condition, and occupying from lei to 24 hours to Detroit, and from 20 to 30 hours front Detroit to Jonesville; making the whole time (allowing no deductions for delays) from Toledo to Jonesville via Detroit, from 36 to 54 hours, and in case of non-con-

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nection at Detroit, 24 hours more. Eight to 10 hours are occupied between Toledo and Detroit, subject to same causes of delay at the latter place. From Toledo to Adrian, the mails are taken in from two to 21 hours, and thence to Jonesville they can be taken in six to eight hours, making from eight to 11 ½ hours from Toledo to Jonesville, by the direct route, and giving a difference in favor of that route of 29 1/2 to 43 hours, and avoiding unnecessary expense in transporting a weight of mails amounting on an average to about 500 pounds per day a distance of 80 miles, with the roads in the worst condition.

It was largely in the advantages set forth in the Adrian memorial, that the shorter line of Railway, secured through the foresight and sacrifices of a few citizens, gave to Toledo the position and power which controlled her destiny.

In 1839, Toledo was advanced in position with reference to mail communications. At that time the following routes were contracted for :

1st. From Toledo via Manhattan, Erie and Monroe to Detroit, in four-horse post coaches.

2d. From Toledo via Whiteford (Sylvania), Adrian, and Rome, to Jonesville, 67 miles; daily, in Railroad cars and four-horse post coaches; with a branch route, by Raisin to Tecumseh, three times a week.

3d. From Toledo via Maumee, Perrysburg, Lower Sandusky, Bellevue, Norwalk, Milan, Elyria and Ohio City, to Cleveland and back, daily, 1 36 miles, in four-horse post coaches.

4th. From Buffalo via Erie, Cleveland, Sandusky, Toledo and Monroe, to Detroit, 360 miles, daily, in steamboats.

The construction of the Miami and Wabash Canals, added materially to the mail facilities of the sections along the lines of those improvements. Thus, in 1846, the latest news from the War in Mexico was received at Toledo via Cincinnati and the Miami Canal.

But it was through the construction of Railways, that the present advancement in mail transportation was attained. The progress was gradual, as was the development of the great Railway system of the country. It was regarded as a great advance, when mail communication with New York could be made in four clays; which time was reduced by moderate stages, as rail transit was increased in speed, until the present attainment was reached.

The system of "Fast Mail Trains " was inaugurated on the New York and Chicago route in September, 1875. It is understood to have been the conception of Colonel George S. Bangs, then General Superintendent of United States Railway Service, at whose suggestion the Postmaster General examined the matter, and they became impressed with the practicability and importance of the scheme. The movement was greatly promoted by the offer of the Railroads constituting the line the New York Central and the Lake Shore and Michigan Southern to furnish the increased speed, without additional cost to the Government. The only increase in cost, consisted in the additional facilities in cars and attendance.

The first train under this arrangement left New York at 4.15 A. M., September 16, 1875, and consisted of four mail cars and two sleepers, having on board some 30 tons of mail and about 50 passengers, invited guests of the Railway line. The train made schedule time, arriving at Albany at 7.55 A. M. ; Buffalo, at 2.35 P. M. ; Cleveland, at 7.25 P. M. ; at Toledo, at 10.47 P. M. ; thus making the time between New York and Toledo, 18 hours and 25 minutes. At Cleveland the train was met by a large delegation from Chicago, headed by General McArthur, Postmaster at that City. They were joined at Toledo by the following named gentlemen

W. W. Griffith, R. C. Lemmon, Dr. W. T. Ridenour, J. W. Fuller, P. H. Dowling (Postmaster), D. R. Austin, Clark Waggoner, Colonel Albert Moore, Major J. R. Swigart, Wm. Cummings, T. S. Merrell, Heman D. Walbridge, John Paul Jones, John S. Kountz, C. R. Heath, Earl Hamilton, E. S. Dodd, W. M. Carr, H. S. Chapin, Harry Haynes, R. J. Wallace.

A portion of these continued with the train to Chicago, where it arrived at 6:55 A. M. The schedule time of the route was as follows:

Westward. Eastward.

4.15 A. M . . . . . . . . . . . . . . . . . New York. . . . . . . . . . . .3.00 A. M.

7.15 A. M . . . . . . . . . . . . . . . . . Albany . . . . . . . . . . . . . 9.50 P. M.

10.05 A. M . . . . . . . . . . . . . . . . Utica . . . . . . . . . . . . . .. . 7.00 P. M.

10.33 A. M. . . . . . . . . . . . . . . . .Verona . . . . . . . . . . . . . . 6.23 P. M.

11.20 A. M . . . . . . . . . . . . . . . . Syracuse . . . . . . . . . . . . . 5.00 P. M.

1.10 P. M . . . . . . . . . . . . . . . . . Rochester . . . . . . . . . . . . 3.23 P. M.

3.00 P. M. . . . . . . . . . . . . . . . . East Buffalo . . . . . . . . . . 1.35 P. M.

7.30 P. M. . . . . . . . . . . . . . . . . . Cleveland . . . . . . . . . . . . 7.52 A. M.

3.11 P. M . . . . . . . . . . . . . . . . . . Elyria . .. . . . .. . . . . . . . . 6.56 A. M.

9.06 P. M . . . . . . . . . . . . . . . . . . Sandusky. . . . . . . . . . . . . 5.52 A. M.

10.57 P. M . . . . . . . . . . . . . . . . . Toledo . . . . . . . . . . . . . . 4.20 A. M.

3.07 A. M. . . . . . . . . . . . . . . . . . .Elkhart . . . . . . . . . . . . . 12.01 A. M.

4.25 A. M . . . . . . . . . . . . . . . . . La Porte . . . . . . . . . . . . 10.24 P. M.

6.55 A. M . . . . . . . . . . . . . . . . . . Chicago . . . . . . . . . . . 8.20 P. M.

26.40 . . . . . . . . . . . . . . . . . . . . .Through time . . . . . . . . . .28.40

This schedule made the time from New York to Toledo, 18 hours, 42 minutes; and to Chicago, 26 hours, 40 minutes.

The running time of what is now (1887) known as the " Fast Mail Train;" over the New York Central and Lake Shore and Michigan Southern Railroads, is as follows:

Leave New York at 9 P. M. ; Albany, at 1.50 A. M. ; Buffalo, at 8.45 A.M.; Cleveland, at 1.35 P. M. ; Toledo, at 5 P. M. ; and arrive at Chicago, 11.45 P. M. Running time (allowing one hour for change in Standard time)-New York to Toledo, 19 hours; to Chicago, 25 hours and 45 minutes. This is about the same as the time of the experimental train of 1875 ; and it may reasonably be accepted as substantially the limit in speed, with existing facilities.