460 - HISTORY OF TOLEDO AND LUCAS COUNTY
CHAPTER XI.
HARBOR IMPROVEMENTS.
THE matter of the navigation facilities of the Maumee River, early became a topic of dis cushion and dispute between the rival Towns on its banks. This issue lay chiefly with the Towns at the foot of the Rapids (Perrysburg and Maumee), and Toledo and Manhattan while for a time, the champions of Marengo claimed for that point a combination of the advantages of all other points. The Perrysburg Miami of the -Lake, in June, 1834, had this statement of the case
OUR RIVER.-As there are mistakes and misstatements, doubtless arising in want of correct information in regard to depth of water at this place, w take the liberty of saying, that according to the statement of the Engineer who surveyed the River to the Lake, in 1824, at a low stage of water, there is 61 feet in the rock reef two miles below this place, and S feet over the flats in the Maumee Bay. One foot and nine inches is the difference that can with truth b claimed at any stage of water in favor of any point below.
The survey of 1824 here referred to, is stated in the report made at the time by the Ohio Canal Commissioners, as follows:
Soundings were taken of the Maumee River and Bay, from the foot of the Rapids to Turtle Island, o the North Cape of the Bay. At the point where it is proposed to erect the dam suggested, there is rock bottom with 6 1/2 feet of water. Below this rock the water increases in a short time to eight and nine feet. At a point between that of Swan Creek, a mile above Grassy Point, about eight feet of water is found, and on the bar in the Bay, 8 1/2 to nine feet.
The first Light-houses provided for Lake Erie were those at Fairport and on the Peninsula, Sandusky Bay in 1826. The same year were made the first appropriations for the improvement of Harbors on the Lake West of Buffalo, as follows
For Buffalo, $15,000; Grand River, Ohio, $5,600; Ashtabula, $12,000; Cunningham Creek, $2,000; Huron, $5,000; Survey of Sandusky Bay, to ascertain the expediency and expense of improving the same, $400; for survey of La Plaisance Bay, Michigan, $200.
The first provision made for the better navigation of the Maumee River and Bay, consisted of the erection of a Light-house on Turtle Island. The Island was purchased of the Government in 1827 at public sale at Monroe, Michigan. In May, 1831, it was sold to the United States by Edward Bissell, then a resident of Lockport, New York, for $300. It then contained 6.68 acres. The original Lighthouse there was erected in 1831. The editor s of the Toledo Gazette (Samuel Allen), July 2, 1836, made the following statement in that connection, to wit
Turtle Island, upon which the Light-house is erected at the entrance of Maumee Bay, was since our recollection, sufficiently large for a farm of moderate size, and a considerable portion of it covered with wood. Before the erection of the Light-house (in 1831), it was reduced to about two acres. Notwithstanding the Government has been vigilant in fortifying it for the past two or three seasons, it is now reduced to something less than an acre, and is gradually ally wasting, insomuch that the structure is in danger, without the immediate care of the Government. e The immense increase of commercial business in this (the Maumee) River, demands some prompt action, 4 not only on the part of the citizens of Toledo, but the d neighboring Towns.
The matter of a "Straight Channel " or of any channel in the Bay better than that provided by nature, bad not at that time occupied the thoughts of Toledoans.
In 1834, soundings in the Maumee River from the foot of the Rapids to Turtle Island, were taken under authority of the Ohio Canal Commissioners. The chief results were-that the shallowest water between the points named, a was found on the rock bar, where it was 6feet deep. Between that point and the Bay it was from eight to nine feet, and on the bar in the Bay, about the same. This testimony to a minimum depth of 61 feet, was at the time regarded as a matter of special importance to Perrysburg and Maumee City. This survey was made with reference to the practicability and advantages of slack-water navigation via the River to Fort Wayne and a Canal. It had been proposed to improve the River, by means of dams and locks, for navigation by Steamboats to Defiance, and by Canal thence to Fort Wayne.
In 1835, the small appropriation of $700 was made by Congress for placing buoys in the Bay. This is said to have been secured largely through the personal efforts of Isaac S. .Smith.
It is quite remarkable, considering the recognized importance of the commerce of Toledo, Perrysburg and Maumee, dating back for 50 years, that no steps were taken for the improvement of the entrance to the Maumee River until 1866. As shown elsewhere, measures were taken for such end in the case of Monroe Harbor, as early as 1835 ; in that of Huron, in
HARBOR IMPROVEMENTS. - 461
1826; in that of Vermillion, in 1836; and in that of Sandusky, in 1844-each of these antedating Toledo by over 20 years. Until about the year 1866, the natural depth of water in the channel through the Bay, was found to accommodate nearly all of the crafts visiting the River. With the increasing draft of vessels, however, additional water was found necessary. The depth then deemed necessary was 14 feet, at mean low water in the Lake, with a breadth of 120 feet throughout the passage. For the provision of such accommodations, work was commenced in 1866, and was prosecuted annually to greater or less extent until the close of the season of 1872. At this time, it was found that the plan upon which the improvement had been prosecuted was not adequate to the demand of the rapidly increasing draft of Lake shipping employed in the Toledo trade. In December of that year, a communication on the subject was addressed by the Toledo Board of Trade to the Secretary of War, asking that steps be taken for the preservation and improvement of the Harbor, which paper was referred to a Board of United States Engineers, with instructions to report a plan which should afford " an entrance-channel of not less than 15 feet depth at the lowest stage of water," and such other accommodations as should be found desirable.
In accordance with such instructions, surveys were made and a plan adopted, which consisted of a Straight channel from the mouth of the Maumee River, to the West and North of Turtle Island, passing through North Cape, to the Lake, the same to be with revetments and dikes. For the prosecution of this plan a small appropriation was made in 1884, but was not expended. In 1887, the Board of Government Engineers so changed the plan and route for the proposed Straight channel, as to locate it direct from the mouth of' the River to the Lake, passing Turtle Island on the South and East, the work to be with revetments and dikes, as found necessary. Work has not been commenced on this plan, for want of necessary appropriation, which will probably be made at the session of Congress beginning in December, 1887. The matter is one of deep concern to Toledo and the east country looking to that port as a commercial outlet.
The total amount appropriated for the improvement of Toledo Harbor from 1866 to June 30, 1885, was $704,446.19.
A brief statement of the several Harbor improvements within the Toledo Congressional District, as now constituted (comprising the Counties of Lucas, Ottawa, Sandusky and Erie), will not be out of place.
Taking the Harbors in the chronological order of their improvement, that at the mouth of Huron River, Erie County, will come first. Work upon it was commenced in 1826, when $5,000 was appropriated for the purpose. The improvement consists in the building of two parallel piers of crib-work, filled with loose stone and covered with plank, which form the sides of a Canal or artificial Harbor. This extends from the mouth of the River for 1,040 feet, until it reaches a depth of 12 feet of water in the Lake, and is 120 feet in width ; the channel being 12 feet in depth. The work was completed in 1866, since which time minor repairs have been made from time to time. There is a Light-house on the head of the West pier, with a light of fixed white of the fourth order. For a period of about 35 years, Huron occupied a prominent position in Lake commerce, much of that time having more traffic than any other port on Lake Erie West of Cleveland. For this, it was indebted chiefly to the trade of the Milan Ship Canal from 1839 until about 1856 Milan for much of that time being the largest primary grain market on the entire chain of Lakes. With the opening of the Lake Shore Railway, in 1852, Milan's trade fell off, being followed by the closing and abandonment of the Canal, whereby the commerce of Huron was made very small. The revenue collected at the latter place in the year ended June 30, 1878, was $64.85; the number of entrances and clearances of vessels, 252; with a total tonnage of 23,670. Appropriations for the Harbor at Huron had then been as follows:
1826 $5,000 1838 $ 5,000
1828 4,413 1844 5,000
1829 5,935 1852 10,000
1830 1,880 1866 39,000
1831 3,480 1874 1,500
1832 1,500 1875 1,000
1834 6,700 1878 1,000
1836 4,300
1837 2,565 Total. $98,273
It may here be added, that for many years, commencing about 1826, Huron was the chief point West of Buffalo for Ship-building, especially for Steamboats ; as Milan also was for Sail Vessels during the operation of the Canal.
The second Harbor improvement within the territory named, was that at the mouth of Vermillion River, which is substantially the same as that at Huron, the parallel piers extending for a distance of 1,250 feet; being 100 feet apart; and reaching 12 feet of water. The work was commenced in 1836. During the year ended June 30, 1878, the revenue collections amounted to $39.80, and there were 83 arrivals and clearances at Vermillion, with a tonnage of 8,314. Appropriations were made for the Harbor as follows
1836 $10,000 00 1874 $ 3,000 00
1837 20,000 00 1875 10,000 00
1838 23,626 57 1870 5,000 00
1806 15,315 74 1878 4,000 00
1872 5,000 00
1873 12,000 00 Total $107,942 31
The main inducement to the first improvement of this Harbor consisted of the Vermillion
462 - HISTORY OF TOLEDO AND LUCAS COUNTY.
and Ashland Railroad, which was projected at the time of commencement of the work at the mouth of the River. The construction of the Railway was commenced, and for a time vigorously prosecuted, with high hopes of success; but in the financial crash following 1837, it went down, without any portion of the line having been completed.
Next in order comes the Sandusky Harbor, the first appropriation for which was made in 1844. The plan of improvement consisted of dredging out the natural Ship-channel through Sandusky Bay to the East of Johnson's Island, known as the West Channel. The revenue collections for the year ended June 30, 1878, amounted to $4,242.95; the entrances and clearances being 3,172, with a total tonnage of 550,603. Appropriations were made as follows
1844 $15,000 1873 $25,000
1852 15,000 1874 25,000
1864 10,000 1875 25,000
1866 38,580 1876 25,000
1870 10,000 1878 20,000
1872 13,000
Total $221,580
The last Harbor improvement commenced in this District, was that at Port Clinton. For this purpose, a survey and estimate were made in 1867, the latter approximating $89,000. A second survey (with new plan and estimate) was made in 1870, the cost being placed at $120,000. The first plan consisted in deepening by dredging to the depth of eight feet the narrow channel leading from the mouth of Portage River to deep water in the Lake; also running a timber revetment of 1,000 feet length along the Peninsula, on the North side of the River at its entrance, for the purpose of protection. The work of dredging was commenced in 1872, but the cut made was soon filled by the washing back of the material taken out, which made necessary the revetment or catch-sand fence, which has answered the purpose in checking the movement of the sand. In 1875, work was commenced on a second plan, which consists in forming an artificial Harbor, by confining and directing the flow of the River toward the nearest point of the required depth of water in the Lake. The result of this plan was not as satisfactory as expected, and changes in plan were found necessary. The amount of revenue collected at Port Clinton for the year ended June 30, 1878, was $125.65 ; the number of entrances and clearances, 462 ; total tonnage, 34,518. Appropriations were made for this Harbor as follows
1872 $8,000 1878 $10,000
1873 2,000
1875 5,000 Total $30,000
1876 5,000
In this connection, a sketch of the improvement of the Monroe (Michigan) Harbor will be pertinent. That Harbor is not a natural, but an artificial one, formed by the construction of wooden piers out from the Lake shore at a point 1z miles to the Northward of the mouth of the Raisin River, a sluggish stream, usually without perceptible current. Approaching its mouth, it passes through low marshes covered with grass and weeds. The piers, 100 feet apart for a distance, and then spreading out, are extended to a depth of 10 feet, at low water. One pier is 1,350, and the other 925 feet in length. Connected with this Harbor, 1 1/2 miles from the River mouth and at the junction with Little Sandy Creek, is what is known as the United States Ship Canal. Some 3,200 feet by the River from this Canal, another is entered, called the Monroe City Canal, for the reason that it was constructed by that City for the purpose of straightening and shortening the water-course by a bed of the River. The distance from Monroe to the Lake shore by these communications, is about 3 1/2 miles, to wit: The Monroe City Canal, 1,300 feet, and the United States, 4,650 feet, each being 100 feet in width, with 11 feet of water. The work was commenced during the Toledo War (1835), which no doubt operated to invest the improvement with special interest on the part of the Michigan people, as calculated to strengthen Monroe in its rivalry with Toledo. Additional importance was given the same, by the commencement, soon thereafter, of the Michigan Southern Railroad, of which Monroe was the Eastern terminus, and which was expected to control Western traffic, as against the Erie and Kalamazoo Railroad between Adrian and Toledo. From time to time, since the original construction of the improvement, liberal appropriations have been made for perfecting, extending and maintaining the same. The amounts of appropriations made up to and including the year 1878, were as follows
1835 $30,000 00 1873 $15,000 00
1836 15,000 00 1874 10,000 00
1837 30,000 00 1875 10,000 00
1838 15,000 00 1876 5,000 00
1844 20,000 00 1878 2,500 00
1852 14,000 00 ---
1866 31,015 27 $207,515 27
1872 10,000 00
The following statement presents a comparative showing of the two Harbors of Monroe and Toledo for the year ended June 30, 1878:
Monroe. Toledo.
First appropriation made 1835. 1866.
Amount of appropriations to
1878 $207,515 27 $544,700 00
Revenue collected, year ended
June 30, 1878 25 74 15,702 24
Vessels entered and cleared,
same time 64 3,792
Tonnage of same 5,327 1,048,504
In the record here made of the several candidates for prominence as commercial points in this region, LaPlaisance Bay should not be
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overlooked. That was a young and hopeful Village, North of Monroe, Michigan, and located on the Bay of the same name. Not much is known of the place, beyond the fact that some 45 years ago it existed and was ambitious of commercial recognition. At one time it considered itself a rival of Monroe, but seems to have surrendered such claim in 1843, as shown by the following public announcement, then made
NOTICE.-Whereas, the Commissioners of Internal Improvement [of Michigan], in establishing the rate of toll over the Southern Railroad, have made such a distinction in the price of freight in favor of the Ship Canal [at Monroe], as to operate as an embargo on LaPlaisance Bay, and amounts to a bounty or premium to induce individuals to consign their freight to the Ship Canal or to Toledo, by which means most of the freight is either diverted to Toledo or forced through the Ship Canal. by means of scows, &c., thereby diminishing the business of LaPlaisance Bay to such an extent that the receipts are insufficient to defray the expenses of keeping the Warehouse open, Therefore,
Resolved, That after the expiration of the present week, all further business will be suspended at the LaPlaisance Bay Warehouse.
By order of the Board.
J. Q. ADAMS, President
LaPlaisance Bay Harbor Company.
MONROE, June 7, 1843.
Further record of LaPlaisance Bay, as a commercial rival of Toledo, is not found.
The most important popular movement having reference to the improvement of the harbors of the Lakes, was that held at Chicago, July 5, 6 and 7, 1847, which included also in its aims the navigable Rivers. Nearly every State of the Union was represented, the delegates in including many of the prominent men of the country. The object more directly in view was to agitate the subject with reference to an influence on Congress which should secure more adequate appropriations for the improvements named, and also to affect the popular sentiment in that connection, with reference to the Presidential election of 1848. The following Ohio points were represented by the delegates named
Toledo-Jessup W. Scott, Charles O'Hara.
Perrysburg-Elijah Huntington.
Maumee City-Dr. Horatio Conant, Charles Coatsworth, C. C. P. Hunt.
Sandusky-Eleutheros Cooke, John G. Camp, Rice Harper, Abner W. Porter, Wm. Townsend, Isaac A. Mills.
Milan-S. F. Taylor, Clark Waggoner, J. Dana Smith.
Huron-George S. Patterson, John B. Wilbor, D. G. Branch.
Among the Ohio delegates present were Governor William Bebb, Thomas Corwin, John C. Wright, James C. Hall, Stanley Matthews, Robert C. Schenck, and Ex-Gov. Jeremiah Morrow.
Edward Bates (subsequently Attorney General under President Lincoln) was the President, with Vice-Presidents from 17 States. Schuyler Colfax was Chief Secretary, with nine assistants. Abraham Lincoln then, in a speech before the Convention, made his first prominent appearance. Horace Greeley, then fairly introduced in his public life, was there. The result of the occasion was a strong expression in favor of more liberal provision for the improvement of the internal Rivers and the harbors of the Lakes. Without doubt, the chief object of the Convention was largely attained in stimulating the popular sentiment on the subject, and helping to the settled policy of the Government in that respect which soon was developed and still continues. It may be here stated, that the total of appropriations by Congress for harbors on Lake Erie West of Erie, up to August, 1834, was $189,102, of which sum Cleveland received $34,235; Grand River, $29,598; Black River, $35,734; Huron, $22,208; Ashtabula, $35,558 ; Conneaut, $24,810 ; Cunningham Creek, $6,956.