AND REPRESENTATIVE CITIZENS - 225 president of the church organization—D. P. Cooper. SMITH TOWNSHIP Smith township is situated in the southwest corner of Mahoning County, the greater part of the township lying west of the general western boundary line formed by the two townships to the north of it—Milton and Berlin. The surface is undulating, and in the northeastern part hilly. The most depressed portion of the township is at and around the center, the land rising as it approches the boundaries. The township is drained by the Mahoning river, which passes through the southwestern portion, and by its tributaries. The first settlement in Smith township, of which there is any record, was made by James Carter, of Pennsylvania, who, having purchased some land in the Western Reserve, of which the north line of Smith township forms part of the southern boundary, in 1803, built a log house, and made some improvements on what he supposed was his land. In the following year he discovered that he had by mistake settled on a tract (of 640 acres, government ,section 3) that had been purchased by William Smith, who arrived with his family in the year last named. Smith paid Carter for the improvements he had made, and the latter removed to the tract which he had in fact purchased. The first permanent settler, therefore, was Smith, who resided in the township for many years, dying in 1841, at the age of seventy-three ; his wife survived him four years, dying at the age of seventy-two. Their remains were interred in the family burying ground, near the present village of North Benton. In 1803 James C. Stanley, of Hanover County, Virginia, who was probably the second settler in Smith township, made his appearance, accompanied by his wife and a family of eight children. He located on section 24, which he had purchased from the government, and which was afterwards called the "Stanley neighborhood." We have no record of any more settlers for several years, though it is by no means unlikely that there were some, either permanent or otherwise. In the years 1811 and 1812 other Stanleys from Hanover County, Virginia, arrived, together with Joshua Crew, who had married Millie, daughter of Thomas Stanley. The last named —Thomas Stanley—who came in 1812, was accompanied by his family, which included three sons—John, who died in 1877; Elijah, who died in 1836; Edmund. who died in 1842 — and two daughters — Millie, above mentioned, and Frances, who became the wife of Isaac Votaw and died in 1818. Thomas Stanley afterwards married a second wife, Priscilla Ladd, by whom was had five children. The township was settled but slowly, as by 1828 it contained but twenty-three voters. A number of subsequent residents settled temporarily before coming to Smith. Thus, Levi and Rebecca Rakestraw, who came froth New Jersey in 1812, located first in Goshen, where they lived until 1825, then becoming permanent settlers of Smith. Nathan Heacock, also, who settled in Salem, Columbiana County, in 1816, came to Smith. township in 1825, bringing with him a good old-fashioned family of ten children. James Cattell, of New Jersey, who settled in Goshen in 1810, removed to Smith in 1833, and remained until his death in 1860. Gideon Hoadley, with his wife and children settled in Smith in 1823. His daughter, Maria, married John Detchon, who came here from Trumbull County in 1822. Samuel Oyster located on section 31 in 1826, being the first settler in the western part of the township. He contributed to the population of the township a family of fourteen children. Another man with a large family was Peter Wise, who came from Pennsylvania in 1832. In the following year came James M. Dobson, with his wife and one child—John. Other early settlers were William Atkinson, who came from Goshen ; Solomon Hartzell, Hugh Wright, William Johnston, Job Lamborn, Christian Sheets, Jacob Paxton, John Thompson, Jonathan Hoope, John Trago, Matthias Hollow-peter, John Cowgill, Abram Haines, Hugh Packer, Abram and Samuel Miller, Leonard Reed, Adam McGowan, John Hillerman, 226 - HISTORY OF MAHONING COUNTY John Shaffer, William Matthews and Amos Allerton. ORGANIZATION. Smith township was organized at a meeting of the Columbiana County commissioners in March, 1821, upon the petition of Judge William Smith, one of its pioneers, in honor .of whom it was named. The books of the township, containing records of the first meetings, and of the election of the first officers, are lost or destroyed. James C. Stanley was .probably clerk of the first town meeting. NORTH BENTON. This village was formally laid out in .March, 1834, settlements in the locality having been made as early as 1830. It was .named in honor of Thomas Benton, a renowned statesman and "hard-money" Democrat of the period, the word North being prefixed in order to distinguish it from another place of the same name. The first hotel was built in 1832 and called "The Benton Exchange." WESTVILLE. Westville was named and partially laid out in 1831, under the proprietorship of Aaron Coppack, and then consisted of part of sections 35 and 36. An addition was made in 1835, the enlarged plat being recorded October 15, 1835. BELOIT. Beloit commenced its existence as a station on the Pittsburg, Fort Wayne & Chicago Railroad, and was originally called Smithfield Station, the name being changed to Beloit in 1863. SEBRING. The thriving little city of Sebring was founded by the four Sebring brothers—George E., Oliver H., Elsworth H. and Frank A. Sebring—natives of Pennsylvania, and sons of George and Elizabeth (Larkins) Sebring, who had in all ten children. The parents removed to East Liverpool, Columbiana County, Ohio, in 1866, where the boys secured in part their education, and a practical knowledge of the pottery trade. Frank A. and George E. Sebring were engaged in the pottery business in East Palestine, Ohio, as proprietors of the Ohio China Company for several years. In 1895 the four brothers mentioned originated the French China Company, building a plant at East Liverpool. In July, 1899, they consolidated their interests, purchased two thousand acres of land in Smith township, just over the Columbiana County line, and platted the city of Sebring. Here in 1900 they erected their first plant—that of the Olive China Company. They then sold their several plants in Columbiana County and organized the Sebring Pottery Company. They subsequently added other plants until the various buildings now cover many acres of ground, giving employment to about 1200 workmen. The company manufactures a high grade of decorative porcelain ware, and the value of their annual output exceeds $1,750,000. They have developed a flourishing city, with paved streets, flagstone walks, electric lights, and water works—one that is ideal both of the artisan and the man of wealth. The pay roll of the company runs from $12,000 to $14,000 per week. The receipts of the railroad depot for freight and passengers amount to from $10,- 000 to $11,000 per month. A cooperage company connected with the potteries gives employment to twenty-five men, their product supplying home needs with some for, export. The Buckeye Forge Works is engaged in the manufacture of drop forgings and a special closed turnbuckle. A new and promising industry, started within the current year (1907), is the Magnetic Steel Company, which is engaged in the manufacture of edge tools and trolley wheels by a secret process. The pump works also give employment to quite a number of men. The A. M. Hall Machine Company has lately installed a plant which has great promise for the future. The Citizens' Banking Company is a promising institution, a great convenience to its patrons, and profitable to its stockhold- AND REPRESENTATIVE CITIZENS - 227 ers. The Buckeye Building & Loan Association is also doing a very creditable business. Sebring has also an up-to-date newspaper and printing plant. The Sebring News printed its first issue June 8, 1899, and now has 2,500 regular subscribers. The office is equipped with an up-to-date Linotype machine, and does an excellent job business. The public schools of Sebring had their beginning in 1900. The rapid growth of a town on land that had hitherto been used for farming purposes made it necessary to seize upon a remodeled barn for a school room until a serviceable building could be erected. Elsie Roberts and Alice J. Begue, who were the teachers of this crowded school, share the honor of having been the first teachers of the Sebring schools. The substantial four-roomed brick building erected during the winter of 1900-01 was ready for occupancy by September, 1901, when Superintendent S. V. Cox and three teachers took charge. The elements at this time were heterogeneous in their make-up, and the burdensome task of organization fell heavily upon the teaching force. Superintendent G. W. Finch and three assistants had control of the schools during the winter of 1902-03. By the close of this year the schools were crowded beyond their capacity, and it became necessary to again occupy the building first used, later transferring to the city hall, A two-roomed building was erected and occupied in 1904, making the teaching force six in number. In 1905 J. A. Maurer and six assistants took charge of the schools. The schools have increased in efficiency with their growth and have now (1907) reached a classification that places them even with the front ranks of those of older and more established towns. A carefully graded course of study, topped by a high school course of three years, is fully carried out by an efficient teaching force working with united energy and enthusiasm. The schools have brilliant prospects before them. An increasing enrollment is making necessary the erection of additional rooms and the employment of more teachers. The total enrollment for the present year (1907) will reach 300. The schools have had three graduations, the high school having second grade recognition by the state school commissioner. TOWNSHIP SCHOOLS. There are eight schools under the township board. No. 9 district has been transferred or annexed to the Alliance city schools. All the eight township districts report flourishing schools. Beloit has a graded school with four rooms and a commodious building. MISCELLANEOUS. Outside of Sebring, other manufactories have lately sprung up. The Manns Car Indicator Company have purchased a site and are about to establish a large plant that will undoubtedly result in the establishment of a new village, the proposed name of which is Thelma. A new flouring mill has lately been built in the village of Beloit and is now in successful operation, the owners of which are H. G. Stanley & Sons. CHURCHES. The Friends, or Quakers, erected a church on section 34 as early as 1829. Their church is now located at Beloit. They were followed by the Methodists, who in 1840 erected a church edifice at North Benton, where they still worship. A Presbyterian congregation moved to North Benton from Deerfield, Portage County, in 1851. In 1870 they purchased the union church building that had been erected in 1859 at Beloit and established a branch church there. This latter is now merged into the Presbyterian church of Sebring. SPRINGFIELD TOWNSHIP Springfield is one of the oldest townships in the county, having been organized for civil purposes in 1803. It was attached to Mahoning County in 1846. The township was originally well wooded 228 - HISTORY OF MAHONING COUNTY and a fair quantity of timber of the common varieties still remains. The surfaceis slightly hilly, with intervening lowlands. and valleys. Coal was formerly obtained in workable quantities, though that industry, is now practically at a standstill, as it is throughout the county generally. ,Building stone is found in several localities and is quarried to some extent. The soil of Springfield, varying from a sandy loam to a heavy clay, is generally fertile and well adapted to most kinds of agriculture. The township is well watered by Honey creek and Yellow creek, which run through southeast and northwest quarters respectively, together with other streams and tributaries, with numerous springs. SETTLEMENT. Springfield was early settled, the original pioneer having been from all accounts Peter Musser, who came from York County, Pennsylvania, and purchased four sections in the southeast corner of the township. Here he made a number of improvements and built a sawmill and grist mill. At his death in 1808 he left a family of. four sons and two daughters. He was proprietor of the village site and founder of Petersburg. Peter Musser was accompanied to Springfield by Israel Warner, who married one of his daughters. Another daughter of his became the wife of Jacob Rudisill. Soon after came James Wallace, who went into business as a merchant, but being elected judge of Mahoning County, after its organization, lie removed to Canfield. Other early settlers were John Pontius, Daniel Miller, who settled on section 18; C. Seidner, C. Mentzer, Jacob Shafer, George Macklin, Jacob Christ and others who settled in the same locality ; Adam Hohn, who settled in 1801 on section 6 and soon after built a sawmill there; John Shoemaker, Henry Myers, Henry and Peter Raub and Peter Benedict. The neighborhood of New Middleton was settled before 180 by the Gray, Cublin, Schillinger, Kuhn and Burky families. Be tween 1805 and 1815 a large immigration set in, and parts of the township soon became thickly settled. VILLAGES. The village of Petersburg, which, as we have seen, was founded by Peter Musser, was also named in his honor. The original name of the postoffice was Musser's Mill, and in 1811 he was the first postmaster. The first regular store was opened by James Wallace in or about 1815. He also kept a hotel in the first frame house built in Petersburg, it after, wards becoming- the residence of J. P. Swisher. W. C. Dunlap also kept an early store in Petersburg. Later merchants were J. G. Leslie, James Matthews, Robert Forbus, O. H. P. Swisher, Ernst & Hahn and others. A foundry- and two tanneries were in operation in the early 80's, as was previously a steam flouring mill, which was erected by Maurer & Elder Brothers. The principal industrial enterprises of the present day are as follows : A creamery company, of which William Johnson is president ; William McCalla, secretary, and John I-lope, treasurer ; Excelsior Mill, William Stewart, proprietor; Crum Mill, operated by Samuel Crum; Miller & Taylor, bent wood and sawmill; Winter Brothers' carriage shop; Knesal Brothers, hardware, also slate roofers; J. Zeiger, general merchandise; J. H. Schiller, drugs, tobacco and cigars; L. L. Geiger, merchant tailor ; Kiser & Shingledecker, horse shoers and blacksmiths. Petersburg is a special school district, with a three-room school—primary, intermediate and advanced. Prof. J. J. Pfouts assumed charge as principal September 11, 1906. The school building, which is frame, was erected between 1870 and 1876. The Knights of Pythias are represented in Petersburg by Starlight Lodge, No. 224, of which the present officers are, O. O. Dressel, chancellor commander; L. W. Scholl, keeper of record and seal ; A. C. Grise, D. G. C., and Dr. C. H. Beight, Ira Hoffmaster and H. C. Warner, trustees. AND REPRESENTATIVE CITIZENS - 229 NEW SPRINGFIELD. This village was laid out previous to 1825 by Abraham. Christ, whose original plat of twenty-eight lots was largely added to by subsequent proprietors. Joseph Davis kept the first store, and was soon followed by Thomas Knight, who built a store in 1828, which he carried on for some twenty years thereafter. Among early mill operators were Christian Seidner, John May, and Solomon Crouse. The first distiller was Joseph Davis. There was formerly a tannery, conducted by Conrad & Shawacre, and a foundry, of which William May and Adam Seidner were proprietors; besides several other industries. At the present time manufacturing enterprise is represented by the Andrew Rush and the William May sawmill and basket works. There are three churches—Emmanuel Lutheran, pastor, Rev. Elmore Kahl ; Evangelical, pastor, Rev. Wingard, and St. Peter's, Rev. L. Eich. Other churches in the township are as follows : Presbyterian, Petersburg, was organized June 29, 1872, by Rev. A. S. McMaster, D. D., and Rev. Y. P. Johnson. The present building, erected in 1873, is a wooden structure, 40x60 feet, with gallery. Its pastors have been, Rev. R. S. Morton, 1873-1881 ; Rev. D. H. Laverty, 1881-1882; Rev. A. A. Mealy, 1882-1887; Rev. E. O. Sawhill, to July 8, 1893 ; Rev. B. M. Swan, March, 1895, to February, 1896; Rev. F. A. Cozad, August, 1898, to December, 1905 ; December, 1905, to May, 1906, supply ; May I, 1906, to May, 1907, Rev. D. H. Johnson. Methodist Episcopal Church, Petersburg.—This society was organized about 1830 and the present building commenced in the same year. The latter, a frame building with slate roof and steeple, has since been greatly remodeled and improved. The present membership of the church is 120. The Rev. J. P. Wisman assumed pastoral charge in September, 1906. Previous pastors were J. B. Wright, W. H. Swartz, S. R. Paden, F. R. Peters, J. C. Gillette, John A. Laveley, G. S. W. Phillips, W. S. Holland, L. W. Elkins, M. B. Riley, W. J. Small, Joseph Gledhill, C. C. Chain and G. T. - 13 - Morris. The Sunday school superintendent is Mr. H. E. Miller. The Epworth League-and Ladies' Aid societies render good and. faithful service in connection with the work. of the church. Other churches are, St. John's Evangelical Lutheran, Rev. Oelslager ; Reformed (Old: Springfield), Rev. Geier ; Lutheran (Old Springfield) and Shroy congregations, Rev. M. L. Eich. NEW MIDDLETON. A thriving little village—New Middleton —located on section 10, was laid out before 1825 by Samuel Moore. The first frame house was erected by David Shearer. Joshua Dixon opened a store about 1830 in a house that was later occupied by D. Metz. Subsequent merchants were Adam Powers, David. Shearer, Brungard & Davison, Henry Miller,. Tobias Hahn and John F. Smith. The first public house was., kept by Samuel Moore previous to 1830, and at one time the village had four taverns. Adam Powers, John B. Miller, David Johnson and William Forbus were among the old-time hotel keepers. A number of saw and grist mills have been erected since the early settlement of the township. Adam Hahn operating a sawmill on Yellow creek before 1805. A steam sawmill was built by Walker & Brungard in 1849. In 1841 Walker, Pease & Company put up a carding mill,. which was operated by horse power, Other attempts at manufacturingg have been made at different times, but the modern tendency toward the consolidation of capital into large plants has discouraged most small enterprises of that kind, and the village, like most others. of its size, contains only such mechanic shops as are required in. a chiefly agricultural community. TOWNSHIP SCHOOLS Springfield township contains nine schools with ten rooms and . ten .teachers. The total number of scholars. is 324; the cost of maintenance $3,740 ,per. year. Some of these schools have been erected lately and all are in good condition. They are all brick buildings except No. 6, which is frame. CHAPTER XVII TRANSPORTATION BY RAIL Introductory—Railroad Era—Erie Railroad—Pennsylvania Lines—Lake Shore & Michigan Southern Railway—Pittsburg & Lake Erie Railroad—Baltimore & Ohio Railroad —Youngstown & Southern Railway. INTRODUCTORY. The various stages of progress in methods of transportation through which most civilized American communities have passed may be grouped somewhat in the following order : The Indian trail, the blazed path, the bridle path, the crooked wagon road (crooked to avoid obstacles), the worked wagon road, the post road, with its era of post boys and stage coaches, and contemporaneously, the flat boat, then the era of canals, and steamboat navigation, and lastly steam and electric railroads. In 1798, Judge Turhand Kirtland, who, as agent of the Connecticut Land Company, visited New Connecticut in the years 1798, 1799 and 1800, in the fulfillment of his duty as agent, laid out and opened a road through the wilderness from the Grand river, near Lake Erie, to Youngstown. He arrived at the last named place with a corps of surveyors on the 3d 0f August and assisted Judge Y0ung in running out the town. The above mentioned road followed the old Indian and salt maker's trail as far as Weathersfield, in which place there was a salt spring. From it branch roads were constructed leading to Kinsman and Hubbard, and one connecting with the "Girdled Road" in Ashtabula County, which ran from the Pennsylvania line to Cleveland and was the first road surveyed on the Reserve. It is so called on account of the timber being girdled for a width of thirty-three feet all the way along the route. In 1801, through the influence of General Wadsworth, a mail route was established from Pittsburg to Warren via Canfield and Youngstown. It was followed, in 1815, by a route from Erie to Cleveland through Ashtabula, and three years later a stage coach service was established on this route. In 1819, another important public improvement, the Ashtabula and Trumbull turnpike, was constructed, connecting the lake at Ashtabula with the Ohio at Wellsville, by a substantial wagon road. A stage coach line from Erie, Pennsylvania, to Cleveland, Ohio, was originated at an early date by Aaron Whitney, a wagon maker of Conneaut, whose coaches were built in part by Charles Barr, afterwards a citizen of .Youngstown. Whitney later formed one of a company who established a coach line in 1824 from Conneaut to Poland, the other members of this company being John Kins- AND REPRESENTATIVE CITIZENS - 231 man, Caleb Blodgett, Seth Hayes, General Martin Smith, Samuel Helvering and Philip Kimmel. Under the constitution, congress was given authority to establish post-offices and post roads, and national roads were built accordingly in every direction between the principal centers of population. The stage coach that dashed along the post roads night and day, changing horses every ten or twelve miles, was looked upon in its day as a prodigy of rapid transit, and for a time it served its purpose. But a change was soon to come. It is said that great inventions are always produced when necessary for the further advancement of the human race, just as great crises in the world's history produce great leaders. The changes wrought by the locomotive were all described by a former Youngstown citizen, the late Walter L. Campbell, in words spoken more than thirty years ago, and which are in most respects still more applicable today. At the pioneer reunion held in Youngstown in 1875, he said in part : "All along its shining way can be traced the course of a national material development that knows no parallel. Not half a century has passed since first the feasibility of steam transportation by land was demonstrated, and yet within this comparatively short period what a vast empire has been won from savagery to civilization, from waste to use. The locomotive has crushed the frail wigwams of the Indian village and driven the lazy inhabitants to find new lairs in lava beds and mountain fastnesses, where they still continue to lie and steal and scalp with that same delightful indifference to honor and manhood that has always given to their race such an exquisite charm. Hunting grounds have been transformed into productive fields, and pastures, where but now roamed the untamed bison, fatten the flocks and herds of civilized man ; where but yesterday a few thousand roamed, and barbarians eked out a scant existence by fishing and hunting, millions of population today by industry and commerce thrive and live. Held by rigorous natural requirements, civilization in this country must long have clung to sea coast, lake shore, or river bank, had not a new servant come to its aid. The railroad gave it wings that released it from the dependence on navigable waters, lifted it over mountain barriers, and with rapid flight carried it inland far away from its original seat. The language of the most extragavant hyperbole would see commonplace when applied to the wonders the railroad has wrought. Why, it touches deep marshes and they become firm foundations for magnificent cities. It enters uninhabited prairies, and powerful states, imperial in wealth and population, are born in a day. It pushes across plains which but now were supposed to be arid wastes, and they are at once covered with the ranches of herdsmen. It climbs the heights and penetrates the canyons of the Rocky Monutains, and there coal and iron and silver and gold tell of glories soon to be. A tithe of the praise it deserves has not yet been told. Patriotism claims it as a powerful and almost indispensable ally; without the facilities of intercourse afforded by steam locomotion, a very great duration of the Republic could hardly be hoped. The jarring interests, the sectional prejudices and antipathies, the diversity of language and custom and tradition obtaining among the people composed of many different nationalities, living in regions widely separated from each other, unless counteracted,' must surely have produced in time disintegration. Steam is annihilating distance, overcoming local jealousies and hereditary national hates, and sounding the deep hidden harmonies of seemingly discordant interests ; under its benign influence sources of weakness are converted into elements of national strength. Extent of territory no longer excites those gloomy forebodings which saw states far removed from the political center, and consequently little sensible of dependence upon it, under one pretext of another, ever ripe for revolution. "The diversity of industries, the variety of products, the countless sources of wealth which can only be found with territorial greatness, we can therefore enjoy without encountering the centrifugal tendencies hitherto necessarily connected with it. Under the enlarging 232 - HISTORY OF MAHONING COUNTY culture and constant contact from travel, peculiarities arising from birth are yielding the symmetry produced by association, thus are we developing a national character, not the less strong on account of being the fusion of many elements, nor the less rich becaused composed of many different national peculiarities. "The power that has been the author of all prosperity that has built these cities, peopled these plains, discovered and developed the riches of mountain and valley, that has given to our Union an assured hope of permanence and to our people a unity, strength and richness of character, that has scattered with lavish hand blessings wherever it has gone, this railroad power, with all due respect to our pioneer forefathers, I extoll above the stage coach, or horseback, or afoot." RAILROAD ERA. The railroad era in the Mahoning Valley was foreshadowed as early as 1827, when a number of persons formed a plan for connecting the Ohio river with Lake Erie by a railroad, and obtaining a charter fixed the capital of the company at $1,000,000. It was stipulated in the charter that the road should run from some point on Lake Erie between Lake and Ashtabula counties, and terminate at some point on the Ohio river in Columbiana county. The project failed owing to the inability of the company to raise the required capital, the conservative business men of that day having much more confidence in a pike road or a canal as a means of transportation than in any such wild, visionary scheme as a railroad. Another attempt at railroad construction was made eleven years after by the Ashtabula, Warren and East Liverpool Company, capitalized at $1,500,000, which, however, was brought to a speedy and permanent stop by the panic of 1836-37. The construction of the Ohio and Pennsylvania canal, which was completed from Beaver, Pennsylvania, to Warren, Ohio, in 1839, and opened with great rejoicings, also had the effect of delaying railroad enterprises. The part this canal played in the development of the Mahoning valley was well described by a writer in the History of Trumbull and Mahoning Counties (1882). He says : "The Ohio and Pennsylvania Canal was a work of inestimable importance to Warren, Youngstown, and Cleveland, by creating a market for coal, iron, and produce. Inadequate and unsatisfactory as it was, it demonstrated the possibilities of the region, and its few boats were the inception of an immense carrying trade. In a sense the canal may be considered the foundation of a railroad system which penetrates every valley and reaches to every coal, iron, and limestone bed, but it is a foundation which the superstructure has pressed out of existence, leaving 0nly a dry bed, and an occasional wrecked hull as souvenirs of its existence. Even the bed in many places has become the track of locomotives. ERIE RAILROAD. The Erie Railroad was organized November 13, 1895, to take over the property of the New York, Lake Erie & Western R. R. Co., which was sold under foreclosure, together with the leasehold of the New York, Pennsylvania & Ohio R. R., and the ownership of the Chicago & Erie R. R., November 6, 1895. It was decided to vest the company, so far as was practicable, with the direct ownership of the various properties comprised in the system, including its principal leased lines. It is unnecessary here to go into all the details of the various mergers, purchases, and consolidations, by which this was effected, 0r to give any description of those parts of the system not directly concerned with the transportation facilities of the Mahoning valley. The Mahoning division of the Erie road embraces the Cleveland & Mahoning R. R., the Niles & New Lisbon R. R., the Liberty & Vienna R. R., the New Castle & Chenango Valley R. R., the Sharon R. R., the Westerman R. R., also, formerly the Youngstown & Austintown R. R. The Cleveland & Mahoning Railroad, the first successful railroad enterprise in the Ma-honing Valley, was inaugurated at Warren, AND REPRESENTATIVE CITIZENS - 233 Ohio, the charter being granted February 22, 1848, and work commenced in 1853. The board of directors was composed of Warren, Youngstown, and Painesville citizens. A portion of the stock was subscribed by Eastern capitalists. The company was for some years in financial straits, and at one time it became necessary for the directors to pledge their own personal estates as security for mortgage loans. Under the able management of President Perkins,. however, the enormous debt of the road was gradually reduced, and at the time of his death in January, 1859, success, though not quite attained, was assured. The road was paying a satisfactory dividend when, in 1863, it was leased to the Atlantic & Great Western Railroad Company, (see New York, Pennsylvania & Ohio Railway Company), for the term of ninety-nine years. The Liberty & Vienna Railroad was built under charter in 1868. In 1870 its capital was increased to $300,000, and the road extended through Girard to Youngstown. This extension was sold in 1871 to the Ashtabula, Youngstown & Pittsburg Company, the remainder of the line being retained by the Liberty & Vienna Company. A consolidation was effected in 1872 of the Cleveland & Mahoning, the Niles & New Lisbon, and the Liberty & Vienna Railroads under the name of the Cleveland & Mahoning Valley Railroad Company; the different branches retained their old names. In 1880 they were leased to the lessee of the Cleveland & Mahoning Railroad, the Atlantic & Great Western Railroad Co., for the unexpired term of 1863. Under the lease of 1880 all the lines of the Cleveland & Mahoning Valley Railroad Company came under the control of the New York, Pennsylvania & Ohio Co., and in 1895 under that of the Erie Railroad Co., as above stated. The Sharon Railroad comprised the line from Sharon, Pennsylvania, to Pymatuning, Pennsylvania, 7.93 miles; the Middlesex extension from Ferrona to West Middlesex, 8.86 miles, and the Sharpsville extension, from Boyce, Pennsylvania, to Sharpsville, Pennsylvania, 1.55 miles, a total of 0.12 miles. It was chartered July 16, 1873, and opened in August, 1876. It was leased to the Erie Railroad Co., till April 30, 1882, at a rental amounting- to the interest on the bonds, six per cent on the stock, and the expenses of organization. The New Castle & Chenango Valley Railroad extends from West Middlesex to New Castle, Pennsylvania, a distance of 16.73 miles. It was chartered May 3, 1887, with a capital stock of $292,450, and opened in 1889. It was leased to the Erie Railroad till April 30, 1982, at an annual rental of 32 per cent, of the gross earnings, with a minimum rental equal to the bond interest. The cost of construction was $541,093 The Youngstown & Austintown Railway, now no longer in existence, extended from Youngstown, Ohio, to Leadville mines, with a branch at Mahoning and Tippecanoe shafts, a total length of 10.18 miles. It was built in 1871-1872, to haul coal from the mines for transportation over other roads. The road was operated by the company until May 1, 1883, when it was leased to the New York, Pennsylvania & Ohio R. R. Co. for a term of ninety-nine years. The lease was assumed by the Erie Railroad Co. under the terms of reorganization, the entire capital stock, $10,500, being owned by the Erie Railroad Co. under said terms. The Westerman Railroad is a leased line operated under trackage contracts. It runs from Sharon, Pennsylvania, to a point three-quarters of a miles west of the Pennsylvania-Ohio State line. It is owned by Christian H. Buhl, of Detroit, Michigan, and was leased, January 1, 1886, to the New York, Pennsylvania & Ohio Railroad Co. at a rental of $4,000 per annum, the lease to expire May 1, 1982. The lease was assumed by the Erie Railroad Company. The New York, Pennsylvania & Ohio Railway Company (Erie Railroad). In 1851 a charter was granted to the Franklin & Warren Railroad Company to construct a railroad from Franklin, Portage County, via Warren, to the State line, with power to continue the same from the place of beginning in a westerly or southwesterly direction to con- 234 - HISTORY OF MAHONING COUNTY nect with any other railroads within this State, which the directors might deem advisable. Under this authority a line 246 miles in length, was -constructed from Dayton to the State line. crossing the Cleveland & Mahoning at Leavittsburg. The name had been changed in the meanwhile (in 1855) to The Atlantic & Great Western Railroad Company. In 1857 the Meadville Railroad Company was chartered in Pennsylvania, and purchased of the Pittsburg & Erie Company (chartered in 1846), its property, rights, and franchises in Mercer and Crawford counties, embracing the proposed line of the Meadville company therein. The name of the Meadville Railroad Company was changed in 1858 to the Atlantic and Great Western Railroad Company of Pennsylvania. The Erie & New York City Railroad Company, chartered in 1852, failing to complete its proposed line, in 1860 sold 38 miles of its road from Salamanca to the Atlantic & Great Western Railroad Company in New York, chartered in 1859. The Buffalo extension of the Atlantic & Great Western Railroad Company was chartered in 1864, and in 1865 the four companies consolidated under the name of the Atlantic & Great Western Railroad Company, and in that name operated the through line from Dayton to Salamanca, and the branch from Jamestown to Buffalo. In consequence of suits brought for foreclosure the property of the consolidated company was turned over to a receiver, April I, 1867, General R. B. Potter receiving the appointment. After passing through several receiverships and being leased as often, it was finally sold at foreclosure sale in January, 1880, an association of mortgage bondholders being the purchasers. In March the same year it was conveyed to five corporations, in consideration of $45,000,000 capital stock, and $87,500,000 mortgage bonds. They organized the New York, Pennsylvania & Ohio Railway Company, taking out charters in Ohio and Pennsylvania. The road was originally constructed with a width of six feet gauge. but a few months after it had passed under the above named management was reduced to what is known as the standard gauge. In 1895, as we have seen, it was leased to the Erie Railroad Company. PENNSYLVANIA LINES. The Ashtabula & New Lisbon Railroad Company was chartered in 1853 with a capital of $1,000,000. After being partially constructed it was leased to the New Lisbon Railroad Company, a new organization ; but this company becoming financially embarrassed, the road, 35 miles in length, was sold in 1869 to private parties, who organized the Niles & New Lisbon Railroad Company, and operated the road until 1872 under that title. A company known as the Ashtabula, Youngstown & Pittsburg Railroad Company was chartered in 1870, and entered into a contract with the Pittsburg, Fort Wayne & Chicago Company to construct a line from the terminus of the Lawrence branch of the Pennsylvania road at Youngstown to Ashtabula Harbor. The partially constructed line of the Ashtabula & New Lisbon Company was adopted from Niles to Ashtabula. Five and a half miles of the track of the Liberty & Vienna Company, from Youngstown to Niles, was purchased for $200,000, and a connecting line from Niles to Girard being constructed, the road was completed May 1, 1873. A contract was made with the Pennsylvania Company, by which it was to operate the road in harmony with its other lines, and divide the net earnings pro rata. The road was sold in 1878 to a company known as the Ashtabula & Pittsburg Railroad Company. The Lawrence Railroad & Transportation Company was chartered in Pennsylvania and Ohio in 1864, and lines were constructed from Lawrence Junction, Pennsylvania (where connection is made via the New Castle and Beaver Valley Railroad with Homewood, and the Pittsburg, Fort Wayne & Chicago Railroad), to Youngstown, Ohio, the work bein completed in 1868. The line, in 1869, was leased to the Pittsburg, Fort Wayne & Chicago Company for a term of ninety-nine years. With its several branches it has a continuous line from Ashtabula Harbor to Pittsburg, thus giving AND REPRESENTATIVE CITIZENS - 235 Youngstown competing lines from Lake Erie to the Ohio river. In order to afford easier grades for the movement of heavy traffic between Pittsburg and the Mahoning Valley, the New Brighton & New Castle Railroad was built, and opened for operation August 18, 1884, from Kenwood, on the Pittsburg, Fort Wayne & Chicago Railway to a connection with the New Castle & Beaver Valley Railroad at Wampum Junction, and on May 1, 1891, an independent line was completed between Lawrence Junction and Wampum Junction. In 1898 the track and grades between Lawrence Junction and Wampum Junction were adjusted so as to form a double track between these points. The Alliance, Niles & Ashtabula Railroad was completed August 7, 1882, from Niles, Ohio, to Alliance Junction, where it connected with the Pittsburg, Fort Wayne & Chicago Railway, thus affording a more direct western connection with the extensive iron producing district in the Mahoning Valley. For the purpose of securing under one organization the line connecting the Pittsburg, Fort Wayne & Chicago Railway with the lake at Ashtabula, the Ashtabula & Pittsburg Railway Company, the Lawrence Railroad Company, the Alliance, Niles & Ashtabula Railroad Company, and the New Brighton & New Castle Railroad Company, the extent of whose lines is above mentioned, were consolidated August 17, 1887, under the name of the Pittsburg, Youngstown & Ashtabula Railroad Company; and by the merger of the New Castle & Beaver Valley Railroad Company into the latter company, the Pittsburg, Youngstown & Ashtabula Railway Company was formed January. 16, 1906. The Pittsburg, Youngstown & Ashtabula Railway is operated by the Pennsylvania Company, as was its predecessor, under lease. The Erie and Ashtabula division, which now ;comprises the Pittsburg, Youngstown & Ashtabula Railway, the Erie & Pittsburg Railroad., and some smaller branches, were established September 1, 1881. The following is a chronicle of the events relating- to the Mahoning Valley taken from the annual reports of the Pennsylvania Company : Report for 1888 : Quite a large amount was expended on the Crab Creek Branch at. Youngstown, and a branch about half a mile in length reaching the Mahoning Valley Iron Works was built, and was 0pened for traffic December 25th. In accordance with the provisions of the city ordinance, a heavy retaining wall was built on Water Street from Front Street to Spring Common, and a new passenger station was almost completed on Spring Common, in consideration of the grant of that property by the city for that purpose, and of the permission to lay an additional track at that point. Several bridges were renewed in stone and iron at various points, and a new station house was erected at Briar Hill. Report for 1889. The new passenger station at Youngstown was completed in June, in cluding platform, sheds, driveways and sidewalks, and the old passenger house moved to a lot on the Crab Creek Branch to be used as a freight house. The second track was laid from the crossing of the New York, Pennsylvania & Ohio road to the west of the new passenger station. The total increase in the track was 4.6 miles. The bridges over the Ma-honing River at Haselton, and over Mill Creek, were replaced with more substantial structures. Report for 1890. Second track extended at Youngstown, Ohio. Report for 1891. The bridge over Rock Creek was replaced by an iron structure, and the tressels over the Mahoning River on the Alliance Branch and bridge No. 11 were filled with earth. Report for 1894. Expenditures were made for right of way for second track between Market Street and Crab Creek in Youngstown, Ohio. Report for 1895. Second track extended in Youngstown, Ohio. Report for 1896. Expenditures were made for second track between Youngstown and Brier Hill and for real estate between Brier Hill and Girard. Report for 1898. New yard tracks were laid at Mosier, Crab Creek and Haselton. 236 - HISTORY OF MAHONING COUNTY Report for 1900. The work of constructing a second track between Struthers and Niles was commenced. Report for 1901. The second track work from Lawrence Junction to Niles progressed as follows : Haselton to Crab Creek, in part. Spring Common, west ; right of way had been acquired as far west as Brier Hill Iron and Steel Company's plant and the Youngstown Steel Company, and the track is now under way. Mosier and Girard, work nearly completed. Joint track with Pittsburg and Western Railway to reach Youngstown Sheet Iron and Steel Company ; about one mile of the track built to reach this industry, which is located east of Youngstown on the north side of the Mahoning river. Considerable work done at Haselton toward the extension of the yard, and the yard facilities at Niles, Mosier and Haselton considerably increased. Bridge No. 32 to Haselton : Masonry cornHaselton in course of construction for double track. Report for 1902. Second track work was prosecuted as follows : Lowellville to Struthers, 3 miles, .grading completed and track partially laid. Struthers to Haselton, 1.93 miles, grading and masonry completed and 1.9 miles of track completed and in use. Bridge No. 32 to Haselton : masonry completed and super-structure in course of erection. Haselton to Coal Creek, 15 miles, completed, except crossing at Haselton. Spring Common, west : Alignment changed and two tracks in operation to a point west of Brier Hill, making two tracks in operation as .above between Haselton and Brier Hill, a distance of 4.23 miles. Mosier to Girard : second track built from a point west of Brier Hill to end of double track at Mosier and from Girard to Robbins, making double track in operation between Brier Hill and Robbins, a distance of 5.05 miles. Report for 1903 : Second track work was prosecuted as follows : Kenwood to Wampum, 122 miles, in progress ; Lawrence Junction to Edenburg, 4.3 miles, completed ; Edenburg to State Line, 4.6 miles, completed ; State Line to Lowellville, 1. 1 mile, in progress; Girard to Niles, 5.0 miles, completed. This completes the second track from Lawrence Junction to Niles, with the exception of 1.13 miles through Lowellville, which is in progress, and the Briar Hill gauntlet. Yard facilities at Haselton and Mosier were materially increased. A new frame engine house 26x60 feet was constructed at Youngstown. Report for 1904 : The second track work between Kenwood and Wampum and between State Line and Lowellville, referred to in last year's report as in progress, was completed. A new station was constructed at Lowell-vine; also a new coaling station at Youngstown, Ohio. Report for 1905 : The Arrel branch, two miles in length, connecting with main line at Lowellville, was completed ; also two storage tracks having an aggregate capacity of 30 cars. A new route between Cleveland and Pittsburg was opened in the latter part of the year, by connecting the Mahoning Valley Western Railway, over which permanent trackage rights have been secured, with the Cleveland & Pittsburg Railroad near Ravenna and the Pittsburg, Youngstown & Ashtabula Railroad near Niles, and using that road and the Pittsburg, Fort Wayne & Chicago Railway to Pittsburg. This line furnishes a low grade route and will greatly facilitate the handling of business between Cleveland and Mahoning Valley points and Pittsburg. LAKE SHORE & MICHIGAN SOUTHERN RAILWAY. (Franklin Division). The Jamestown & Franklin Railroad commenced work in 1864. The principal projectors of this road were, The Buffalo & State Line Railroad, George Palmer, president ; the Cleveland, Painesville & Ashtabula Railroad, Amasa Stone, president ; and William Gibson of Jamestown, Pennsylvania, the last named holding a charter of the old Pittsburg & Erie AND REPRESENTATIVE CITIZENS - 239 R. R., which was originally intended to run from Pittsburg to Erie, via Meadville, Pennsylvania. Owing to the failure to procure funds and the proper enterprise, the line was abandoned, not, however, until quite an amount of work was done. William Gibson transferred that portion of the right of way between Jamestown and Sugar Grove (now Osgood) to the Jamestown & Franklin R. R., taking in payment stock. The tracks were laid to the mines of the Mercer Iron and Coal Company, Stoneboro, a distance of twenty-one miles, leased and operated by the Cleveland, Painesville & Ashtabula R. R. Company. In August, 1865, the line was opened for business between Jamestown and Stoneboro. In the same year running arrangements were made with the Erie & Pittsburg Company whereby coal trains of the Jamestown & Franklin Company were allowed to run between Jamestown and Girard, a distance of 42 miles, at a percentage of the earnings similar to those made between the Cleveland, Painesville & Ashtabula R. R. Co., for the running between Girard Junction and Erie of the Erie & Pittsburg trains. June 24, 1867, the Jamestown & Franklin Railroad was completed to Franklin, a distance of twenty miles. Trains commenced running June 27, 1867. George H. McIntire was appointed assistant superintendent, with headquarters at Franklin, and also acted as road master and agent. In 1869 work was begun on the extension from Franklin to Oil City, a distance of nine miles. The grading under the first contract proving a failure, the work was relet to another firm which completed it satisfactorily, and in August, 1870, trains commenced running from Oil City to Jamestown, a distance of fifty-one miles. The Oil Creek Railroad, being the only line running up Oil Creek, took advantage of the situation, by charging exorbitant rates. Inducements were held out by business men operating in Oil City, for the extension of the Franklin Division of the Lake Shore road to Petroleum Center, a distance of seven miles. The company accordingly began work on the extension, but after spending quite an amount in grading and stone work the enterprise was abandoned, arrangements having been made with the Oil Creek railroad for handling freight at fair rates t0 correspond with those charged by the Lake Shore road. On the l0th day of June, in the pursuance of a resolution adopted by the stockholders of the Cleveland, Painesville & Ashtabula Railroad Company; it was ordered that a branch of this line be located and constructed in the county of Ashtabula, commencing at a point on the main line at or near the village of Ashtabula, thence southerly through the village of Jefferson, to a point where the western terminus of the Jamestown & Franklin Railroad intersects the eastern line of the State of Ohio, provided that the right of way one hundred feet wide, and suitable ground for depot- and water station for the same, should be donated free of cost to the company. The citizens of Jefferson, and adjoining towns on the line of the proposed road, thereupon agreed to procure the right of way and depot grounds free of charge, among the most prominent leaders of- the movement in Jefferson being E. B. and H. B. Woodbury. The contract being let, work was begun in 1864 and a large amount done, when, for some reason only known to the railroad company the enterprise was abandoned, and not resumed until 1871. The line between Ashtabula and the Pennsylvania state line was constructed under the Cleveland, Painesville & Ashtabula Railroad charter, thirty-one miles from the State line to Jamestown, Pennsylvania, and a distance of five miles under the charter of the Central Trunk Railroad. This charter was procured from William Gibson, of Jamestown. The original connection for the western end of the Central Trunk was Clinton. The Air Line Railroad was a line projected by certain persons of Hudson, Ohio, for a through line East ; but after quite an amount of money had been expended for grading, the projectors for some reason abandoned the enterprise. The road between Ashtabula and Jamestown was commenced and opened for 240 - HISTORY OF MAHONING COUNTY business August 4, 1872, forming a part of the Franklin Division, the distance being thirty-six miles. On this date trains running on the Erie & Pittsburg R. R. were discontinued, except those carrying east-bound freight accumulating on the Jamestown & Franklin R. R., for points in Erie, the arrangement being that freights east of Erie should go over the Erie & Pittsburg Railroad, and that all freight from Erie and all points east of Erie for points on the Jamestown & Franklin Railroad should be hauled over the Erie & Pittsburg Railroad. In June, 1872, work was commenced on the Mahoning Coal Railroad, between Andover and Youngstown, a distance of thirty-eight miles, with branches from Tyrrell Hill to coal mines near Vienna, a distance of about four miles; also a branch at Coalburg connecting with the Andrews & Hitchcock furnace and coal tracks, a distance of about three-quarters of a mile. This track was abandoned on the completion of the Sharon branch in 1888. The road between Andover and Youngstown was completed and trains running by August 3, 1873. In April, 1874, it was leased to the Lake Shore & Michigan Southern Railway Co., and in the same year was made a part of the Franklin Division. The Vienna branch, from Tyrell Hill to Vienna, was abandoned, the rails being taken up and subsequently laid in the Liberty Switch Branch, which was graded and owned by the Mahoning Railroad Company. A short branch, 0.73 of a mile in length, to Keel Ridge Coal Bank, was built in 1882. Work was commenced on the Sharon branch under the charter of the Mahoning and Shenango Valley Railroad, a distance of 5.97 miles; and from Doughton to the junction of the Pennsylvania State line, and from the Ohio State line to Sharpsville, under the charter of the Chenango Valley Railroad. This road was only completed to a point about 500 feet from the northern boundary of the borough of Sharon, distance 1.77 miles, where it connects with the Sharon Branch Railroad (leased by the Erie Railroad), as owing to satisfactory arrangements for the running of Lake Shore & Michigan Southern trains to Sharpsville, that portion of the road was abandoned. In 1887 a short branch, about half a mile long was built from the Ohio State Line to the Stewart Iron Company's property under the charter of that company. The Mahoning Valley & Shenango Railroad merged into the Mahoning Coal Railroad, and now forms a part of the Franklin Division. Similar arrangements were made with the Erie Railroad for the running of Lake. Shore & Michigan Southern trains to Middlesex as were made for running trains to Sharpsville. The branch from the Main line to Harbor was completed in June, 1873, and attached to the Franklin Division. The first coal received and shipped by rail was shipped by Strong & Manning, in 1873, from a dock built by them, and was located near where the present Ma-honing & Shenango dock is situated. No. I dock was built in 1873, and occupied by Andrews & Hitchcock, who purchased two hoisting machines for handling ore and coal. Later, in 1874 and 1875, dock No. 2, was built, and also chutes with pockets for loading coal into vessels. Still later they purchased an automatic hoisting machine, which, with the chutes, proved to be a failure, and was sold, being replaced by a better machine. The first ore was received in 1876. What is known as the "Low Grade" of the Lake Shore & Michigan Southern Railway, was constructed in 1902-03 as an adjunct to the Youngstown branch, the regular line not being able to handle all the freight. Instead of following the regular line on an elevated track, it takes a somewhat circuitous direction, having been so planned in order to require a little grading as possible. Diverging from the main line at Brookfield, it describes a curve to the west, returning to intersect the main line at Latimer. After curving in a northeasterly direction it again crosses the main line, this time at Dorset Junction, and then, after describing a westerly curve, unites with the main line at Plymouth, from which point to Ashtabula there are double tracks. The section between Latimer and Brookfield Junction, the last part of the road to be completed, was AND REPRESENTATIVE CITIZENS - 242 turned over for traffic about the middle of September, 1903. The construction of the Mahoning Coal Railroad affords the means by which the Lake Shore & Michigan Southern Railway gained entrance to the Mahoning & Shenango Valley to participate in the immense tonnage of freight into and from out said location. And this branch of the Lake Shore & Michigan Southern Railway has, from the date of its completion, proved the most profitable line in proportion to its mileage operated by the latter company. PITTSBURG & LAKE ERIE RAILROAD. In view of the enormous first cost of the Wabash extension into Pittsburg, the early history of the Pittsburg & Lake Erie, known as the "Little Giant," credited with being the most profitable piece of railroad for its size in the world, is especially interesting. Capt. John F. Dravo, who has done such yeoman service for the improvement of navigation on the Ohio, Monongahela and Allegheny rivers, probably deserves the credit for conceiving the initial scheme of the Lake Erie, and for carrying it through to a successful conclusion. Although the sixty miles of Wabash extension will average a cost of $375,000 per mile, it will probably cause surprise to know that the entire sixty miles of the original Pittsburg & Lake Erie, including real estate and right of way, was only $3,814,054.27, an average of a little more than fifty-six thousand dollars a mile while the average cost of the Butler & Pittsburg extension of the Pittsburg, Shenango & Lake Erie, now the Bessemer & Lake Erie, was only $100,000 per mile, although the Carnegie line was considered very costly initial construction at the time. But the Wabash was built through wilder and rougher territory and in a much more modern fashion. It was originally within the power of the Pennsylvania to seize the south bank of the Ohio for its own, and had the late J. N. McCullough of the Pennsylvania lines followed out the suggestion of friends, he would have built the Cleveland & Pittsburg road along the southside of the Ohio River. He thought of: it for a time, but while he had it under consideration Captain Dravo and the late William McCreery, at one time president and controling spirit of the Pleasant Valley Traction Company, quietly slipped along and made their location from Youngstown to the Smithfield street bridge. They then came to Pittsburg. and sought subscriptions to the stock. That was along in the late 70's. They secured in Pittsburg subscriptions altogether for $1,400,000 of the proposed capital of $2,000,000,. Jacob Henrici, then head of the Harmony Society at Economy, taking $250,000. The Pittsburg & Lake Erie Company was formed May 11, 1875, with Mr. McCreery as president and the following directors : Joshua. Rhodes, James Westerman, George C. Reis,. John P. Dravo, P. W. Keller, John Bissell,. secretary, William M. Short, treasurer, and A. J. McKinley. Seven days later the company was chartered, and the line was surveyed and and located from Water street depot of the Baltimore & Ohio across the Monongahela and across the south bank of the Ohio over its present location. In February, 1876, President McCreery was sent to Europe to confer with the officers and stockholders of the Atlantic & Great Western railway at London to secure. their assistance in building the railroad. He failed, and that was how the English missed. one of the golden opportunities of their lives.. The stockholders kept alive the organization and continued their efforts in Pittsburg, and early in 1877 they interested the late Dr. David Hostetter, James M. Bailey, M. W.. Watson, and Col. James M. Schoonmaker in their project, and these business men were added to the board, John D. Scully having succeeded A. J. McKinley the year previous. James I. Bennett was also made a director in place of Mr. Short. In April, 1877, the ar ticles of association were filed to protect the Ohio location, James I. Bennett, James M. Bailey, and Captain Dravo were made the executive committee, and in July, 1877, the board was reorganized and Mr. Bennett was made president, and John Reeves, Jacob Henrici, W. M. Lyon, and Jacob Painter directors in place 242 - HISTORY OF MAHONING COUNTY of Mr. McCreery, George C. Reis, P. W. Keller and Mr. Bissell ; Samuel George, Jr., was elected treasurer and Samuel Rea secretary. In the fall of 1877 the Vanderbilts subscribed $300,000 of the stock, and the contract for the building of the road was awarded to B. J. McGrann of Lancaster, Pennsylvania, who agreed for $1,150,000 cash, $1,150,000 first mortgage bonds, and $200,000 common stock, to build the line from the mill of Jones & Laughlin's,limited, to Haselton Furnace, Ohio, including the grading, masonry, bridges and main track, and 10 per cent of the main track in additional sidings. The extension from the Smithfield street bridge to Jones & Laughlin's had been covered by a charter for the Pittsburg & Becks Run Railroad, the cost to the Lake Erie being only $50,000. It was in October, 1877, that the important contracts which still remain were made with the Vanderbilts for an interchange of traffic. The Atlantic & Great Western also made a similar contract, and the voting power was placed in the hands of five trustees to ensure the execution of the plan of the original stockholders. This trust consisted of William H. Vanderbilt, president of the Lake Shore & Michigan Southern; J. H. Devereux, Jacob Henrici, James I. Bennett and David Hostetter. In the late fall the capital was increased to $2,000,000, and in December, 1877, a contract was made with the Mahoning & Pittsburg Railroad for certain property rights in Ohio which it had secured by the consolidation of the Pennsylvania & Ohio canal in 1873. In January, 1878, the Youngstown & Pittsburg Railroad was consolidated with the Pittsburg & Lake Erie, and the old directors were re-elected, John Reeves being made vice-president ; Samuel George, treasurer ; Sebastian Wimmer (who, by the way, assisted in the construction of the Wabash extension), chief engineer ; Samuel Rea, secretary ; James H. McCreery, general solicitor, and William Stearns, superintendent of construction. On September 1, 1878, the first locomotive crossed the Ohio river bridge, W. C. Quincy was made general manager, and in October the construction of the New Castle branch was determined upon. The promoters had wisely provided for tonnage by enlisting the interest of the prominent South side manufacturers and coal operators, and in February freight was moved in small quantities. On February 24, 1879, regular passenger trains began to move, the New Castle branch was opened, and the first car of coal from the Montour railroad was sent over the line on June 11. Although many difficulties were encountered in the early building, the road at once proved itself a money maker. During 1879 alone, it earned $335,649, leaving a profit of $157,589 net. The policy of placing the earnings into the rebuilding of the road was then begun in a small way, and the following year the gross earnings climbed to $840,578, with a net profit of $441,565. The line had been built economically, naturally so because of the contract with McGrann. The bridges were single track, the grading- was as slight as it could possibly be made, and from Saw Mill Run into Pittsburg the road ran along the Monongahela river over a right of way of piling. Everything was done on a modest scale. But the wisdom of it all was shown in the rapid increase of earnings, and the gross earnings have now grown to over ten million dollars, and the net earnings to more than the original capital, although liberal dividends have been paid for years. The wisdom of the Wabash will probably not be realized for .a decade, but financiers believe time will tell. There was one time in the early history of the Pittsburg & Lake Erie when the Vanderbilt influence almost reached the vanishing point. That was during the early 80's, when the line into the Connelsville coke region and the famous South Penn Railroad were first contemplated. It was all because of the old voting trust which the original stockholders wisely devised in order that they might be assured of a road independent and intended to serve them -as well as the people. It was the late Henry W. Oliver, coupled with good legal talent, who swung the pendulum toward the AND REPRESENTATIVE CITIZENS - 243 side of the Vanderbilts, and few have since regretted it, unless it be because the Vanderbilts joined the iniquitous community-of-interest arrangement, and arraigned themselves on the side of selfish railway management. The original voting trust was formed October 20, 1877, the majority stockholders executing a deed of trust, and placing the power of control in the hands of five trustees—William H. Vanderbilt, president of the Lake Shore & Michigan Southern; J. H. Devereux, president of the Atlantic & Great Western; Jacob Henrici, trustee of the Harmony Society ; James I. Bennett, then president of the Lake Erie, and David Hostetter, a member of the executive committee, and one of the largest individual holders of stock and bonds. James I. Bennett had succeeded William McCreery as president on July 6, 1877, and on January 12, 1881, Jacob Henrici had assumed the reins of power. There was also a considerable shift in the board at that time. Bennett and David Hostetter were elected vice-presidents, and Joshua Rhodes, Captain John F. Dravo and Jacob Painter disappeared from the board, while John Dunlap, Herbert DuPuy (son-in-law of David Hostetter), A. E. W. Painter and Ralph Baggaley were elected. Bennett, Hostetter, M. W. Watson, James M. Bailey, William M. Lyon and John Reeves and John Dunlap were made members of the executive committee. In 1882 C. W. Whitney, attorney for the West Penn syndicate, conceived the idea that a connecting line between the pet Vanderbilt scheme of Southeast Pennsylvania and Pittsburg was necessary ; and the Vanderbilts had decided to project, finance and build the Pittsburg, McKeesport & Youghiogheny to effect a connection along the Youghiogheny. The earnings of the Pittsburg & Lake Erie had shown a gratifying increase by that time. The gross earnings of $335,649 and net of $157,932 had grown to $1,265,748 and $508,704, respectively at the close of 1882, the surplus after payment of fixed charges alone being $344,671. The property was getting to be a tidy affair, and the mill owners began to feel their oats. They wanted to run the railroad according to their own ideas. The Vanderbilts had had enough experience in railroad matters by that time to realize what that meant, and they became quite active—sub rosa. They thrust out the mailed hand. The Vanderbilts had taken the stock and bonds of the new road to the coke region, and they thereby had a very substantial and dangerous interest in the Lake Erie. But the voting trust was in the way. And that meant a great deal. The Pittsburg, McKeesport & Youghiogheny had cost $4,848,389.35 for seventy-five miles, and $3,000,000 of stock and $2,250,000 of first mortgage bonds had been issued, but that was not enough to down the Southside mill owners. The quarrel evidently drifted to the outside and discouraged some holders, as the stock declined in price to $8 and $10 per share during 1882 and 1883. Henry W. Oliver and David Hostetter, whether by prearranged plan or not, picked this up quietly, and by the end of 1883 they had a very comfortable load of very cheaply obtained valuable stock. Then Cornelius Vanderbilt unlimbered his guns and went after the control. He bought the stock held by Oliver, which gave him a comfortable majority, and he received the friendly assurances of David Hostetter, who, as a reward for his faithfulness and loyalty, was continued as vice-president of the prosperous property until his death in 1888. Cornelius Vanderbilt entered suit in the United States Circuit Court asking for the dissolution of the voting trust and the right to vote his individual holdings as he pleased. He obatined the decision and the trust was dissolved, and the original stockholders awoke to find that they had been outwitted. President Jacob Henrici, David Hostetter, W. K. Vanderbilt, James I. Bennett and John Newell, then president of the Lake Shore & Michigan Southern Railway Company, at that time composed the trust, and some bitter fighting was done, but James H. Reed, P. C. Knox and D. T. Watson won their spurs in a brilliant legal controversy to the discomfiture of the minority. 244 - HISTORY OF MAHONING COUNTY On January 14, 1884, Jacob Henrici was relieved of the necessity of acting as president, .and John Newell, a tried and true Vanderbilt man, was chosen as his successor. Henrici was let down easily. He was appointed a member of the executive committee and was retained .as a member of the finance committee, while Ralph Baggaley had to make way for Newell. .In 1885 Baggaley replaced Henrici on the executive committee, and in 1886 the Vanderbilts entered strongly on the board, Cornelius and William K. Vanderbilt being elected, with .the addition of Henry Hice, to the exclusion of Baggaley, Henrici and John Reeves. The finance committee were also combined and W. K. Vanderbilt, David Hostetter, James I. Bennett, Mark W. Watson, Henry Hice and J. H. Devereux were named, while David Hostetter was given the lonely honor of being vice-president, with W. C. Quincy still .as general manager, and D. T. Watson as chief legal expert. Another of the Vanderbilt family, Hamilton McK. Twombly, entered the board in 1888. Knox and Reed became counsel, and Elliott Holbrook, who holds the distinction of having devised the Pittsburg and .Mansfield bridge and terminal, by means of which the Wabash was enabled to enter Pittsburg, became general superintendent. In 1889 two more Vanderbilts were elected, F. W. Vanderbilt and E. D. Worcester, of New York, while J. H. Reed was also chosen .a director to represent the Vanderbilt interests. With the death of David Hostetter, Herbert H. DuPuy retired, as did A. E. W. Painter. In 1892 Judge Reed was chosen .vice-president, and in 1893 A. E. W. Painter was again elected to the board in place of James I. Bennett. Since then there have been few changes save by death. Newell remained one of the best and most exacting presidents the system ever had. It was his plan, and it was during his administration that the radical changes and the entire rebuilding of the road occurred. He simply ripped the little system from one end to the ,.other, poured money into it, and made it the :perfect system that it is today. It was Judge Reed who planned the present splendid terminals on the Southside, and it was he who purchased the property for them; and it was Colonel James M. Shoemaker who actively took up the work, spent money liberally, sought increased tonnage energetically, and who put interest, skill, and enthusiasm together to make the road one of the most perfect and profitable in the world. BALTIMORE & OHIO RAILROAD. In February, 1881, the Pittsburgh, Youngstown and Chicago Railroad Company was incorporated in Ohio and a similar incorporation taken out in Pennsylvania. These two companies were consolidated on April 15, 1881. The consolidated company intended t0 build from Pittsburgh, Pennsylvania, to Chicago Junction, Ohio, passing through Youngstown and Akron. Certain real estate was purchased, but no actual work of construction was undertaken by this company. In April, 1882, the Pittsburgh, Cleveland and Toledo Railroad Company was incorporated in Ohio to construct a line from the Pennsylvania-Ohio state line, in Poland township, Mahoning County, to Pikes Station, Canaan township, Wayne County. At the same time a company was incorporated in Pennsylvania to construct a line from New Castle Junction, Pennsylvania, to the Ohio-Pennsylvania state line. In June, 1882, these two companies were merged and consolidated under the name of the Pittsburgh, Cleveland and Toledo Railroad Company, with a capital authorized of $3,000,- 000, with C. H. Andrews, of Youngstown, Ohio, as president. Associated with him were W. J. Hitchcock and L. E. Cochran, both of Youngstown. In August, 1882, the Pittsburgh, Youngstown and Chicago Railroad Company conveyed by deed to the Pittsburgh, Cleveland and Toledo Railroad Company all of its charter rights and property. The Pittsburgh, Cleveland and Toledo Railroad proceeded to construct the line, which was completed and op- AND REPRESENTATIVE CITIZENS - 245 ened for traffic on March 1, 1884, and has been an important factor in the development of the Mahoning valley. The Pittsburgh, Cleveland and Toledo Railroad was leased to the Pittsburgh and Western Railroad Company and was operated as a part of the Pittsburgh and Western system. The president of the Pittsburgh and Western Railway Company in the annual report for 1891-92 states : "That the Baltimore and Ohio Railroad Company had purchased a controlling interest in the stock of the Pittsburgh and Western Railway Company and that our road will become a section of the main line of the great B. & O. system." Since that date the property has been continually improved and enlarged and has played a most important part in the great local development that has taken place. In June, 1887, the Trumbull and Mahoning Railroad Company was incorporated to build a line of railroad from Niles, Ohio, to a point on the Pennsylvania-Ohio state line. This railroad has constructed and in operation a line between Haselton, Ohio, and Girard, Ohio, which is operated in connection with the Pittsburgh, Cleveland and Toledo Railroad Company as a part of the present Baltimore and Ohio system. In order to further develop the resources of the Mahoning valley, there was incorporated in July, 1902, the Mahoning Valley Western Railroad Company to construct a railroad from Girard, Ohio, to Cuyahoga Falls. This railroad has been completed and is being operated as a part of the Baltimore and Ohio system. The construction of the Pittsburgh, Cleveland and Toledo Railroad was mainly the result of the efforts. of C. H. Andrews, of Youngstown. It formed the link by which the great Baltimore and Ohio Railroad system gained entrance to the Mahoning valley and its extensive manufacturing plants, YOUNGSTOWN AND SOUTHERN RAILWAY. On July I, 1902, the articles of incorporation 0f the Youngstown & Southern Railway Company were filed by R. L. Andrews, W. S. Anderson, John H. Ruhlman, Asa. Jones and W. H. Ruhlman. The first meeting had been held ,Tune 7, 1902. The capital stock was $1,800,000, with a bond issue of $1,500,000. The road was originally planned to run from Youngstown to Columbiana, through Leetonia and Salem, Lisbon, Westpoint and East Liverpool. The construction of the road was begun at Youngstown in the spring of 1903, and the track was laid through to Columbiana during the summer of that year. The first train carrying passengers and freight was run between Youngstown and Columbiana in October, 1904. In May, 1905, the property was purchased by John and Henry Stambaugh, Richard Garlich, David Tod, James Campbell, Warner Arms, and other well-known Youngstown business men. During the summer of 1906 an extension of the road between Columbiana and Leetonia was begun and preparations made for changing from steam operation to electric operation. It is expected that the trains will be electrically operated by April 1, 1907. The line will terminate at Leetonia, Ohio, where connections will be made with the Youngstown & Ohio River Railroad, which is now building between Salem and East Liverpool. The road is single track, with first-class construction all through. The Youngstown terminal is on East Front street, near the post office; the general offices of the company are to be at 21-23 East Front street. The officers of the company are John Stambaugh, president; S. T. Dill, vice-president and general manager; and David Tod, secretary and treasurer. The business done by the steam road up to the present time has demonstrated that the road will cover a profitable territory. CHAPTER XVIII THE COAL AND IRON INDUSTRIES The County Formerly an Important Coal Mining Center—Extensive Operations—The Manufacture of Iron an Old-Established and Leading Industry of the. Mahoning Valley—A Large Amount of Capital Invested in These Two Industries in Mahoning County. The exact limit of black coal areas in the Mahoning valley has never been ascertained, owing to the irregularity of the deposits and to other reasons which the reader will find more fully explained in the first chapter of this volume. It may be here said, however, that but little knowledge can be obtained from surface indications, and the location of a profitable shaft can be determined only by piercing the ground. The coal beds have been rarely found more than four feet thick and in some instances they lie as far below the surface as one hundred and fifty or two hundred feet. The quality of the coal also greatly varies. In the townships where productive mines have been found not one out of ten drillings passed through veins of workable thickness. Block coal has been found in all five of the northern townships of Mahoning County. In Canfield township a block coal seam of workable thickness was found at a depth of 160 feet, and a bed of the same coal two feet thick was found in Ellsworth at a depth of 150 feet. The Mineral Ridge block coal, in a bed two feet thick, was found overlaid with a ten-inch band 0f shale and immediately under the coal was a ten-inch vein of black band iron ore, this in turn being covered by a bed of nearly three feet thick of an inferior, soft, pitchy coal, containing a large per cent of bitumen, which has received the name of black-band coal. It has been proved by geologists to be of a later formation than the superior block coal, though essentially the same in kind. It was for some time mined and worked with profit. The Mineral Ridge belt in Mahoning County extended from the old Warner & Company's mines in Weathersfield to the southern part of Austin-town, and included eight workable slopes. There was a similar belt in the western part of Youngstown township extending into Coitsville. Owing to the reasons already referred to, many of the shafts sunk in these belts failed to strike coal, and the operations were attended consequently with much financial risk. From the place of the first development of the coal resources of the valley—the old Brier Hill mine on Governor Tod's estate, which had a famous reputation—the search for coal radiated in every direction. In 1847 Governor Tod's mines furnished t00 tons of coal per day. A number of extensive basins were profitably worked in the neighborhood of Youngstown. Among others, the mines of Crawford, Camp & Company yielded sixty tons per day. These profitable banks, however, have been all AND REPRESENTATIVE CITIZENS - 247 worked out, and owing to the great element of chance which attends the sinking of new shafts, the coal industry in Mahoning County has died a natural death, and it is improbable that it will ever be resuscitated. One of the most extensive mines was known as the Church Hill mine, in the township of. Liberty; in Trumbull County, and there were several others in the adjoining townships of Hubbard and Vienna. IRON AND STEEL INDUSTRY. "The beginning of the iron industry in Ohio is contemporaneous with the admission of the state into the Union. It was admitted in 1802, and in 1803 its first furnace, Hopewell, was commenced by Daniel Eaton, or Heaton, and in 1804 it was finished. The furnace stood on the west side of Yellow creek, about one and a quarter miles from its junction with the Mahoning river, in the township of Poland, in Mahoning County. On the same stream, about three-fourths of a mile from its mouth, and on the farm on which was furnace of the Struthers Furnace Company, in the town of Struthers, another furnace was built, in 1806, by Robert Montgomery and John Struthers. This furnace was callea Montgomery. Thomas Struthers writes : `These furnaces were of about equal capacity, and would yield from about two and a half to three tons each day. The metal was principally run into moulds for kettles, bake ovens, flat irons, stoves, and irons and such other articles as the needs of a new settlement required, and any surplus into pigs, and sent to the Pittsburg market.' A lean 'kidney' ore, which was found in the hills near the furnace, furnished the basis for the iron, and limestone could be had on either side. "Hopewell furnace is said by Mr. Struthers to have had a rocky bluff for one of its sides. It was in operation in 1807, but it was soon afterwards blown out finally. Montgomery furnace was in operation until 1812, when the men were drafted into the war, and it was never started again. This furnace stood on the north side of Yellow creek, in a hollow in the bank. About 1807 Hopewell furnace was sold by Eaton to Montgomery, Clendenin & Company, who were then the owners of Montgomery furnace, John Struthers having sold his interest in this furnace, or part of it, to David Clendenin in 1807, and Robert Alexander and James Mackey having about the same time become part owners." Daniel Eaton disposed of his interests for $5,600—furnace, land, ore rights and everything. He received $600 in cash in the first payment, $30o in sixty days and 40,000 pounds of castings on July 1, 1808, 40,000 on July I, 1809, and 40,000 on July 1, 1810. The Eatons came from the east and were descendants of Theophilus Eaton, or Heaton, a deputy in the British India Company and a merchant of great wealth and influence in London, England, until 1637, when he br0ught a Puritan colony to Boston. The foregoing details relate to what may be termed the charcoal era of the Ohio iron industry. The second stage in the development of the iron industry of this state dates from the introduction in its blast furnaces of the bituminous coal of the Mahoning valley in its raw state. This coal is known as split coal, or block coal, or as Brier Hill coal, from a locality of that name near Youngstown, where it was largely mined. The first furnace in Ohio to use the new coal was built expressly for this purpose at Lowell, in Mahoning county, in 1845 and 1846, by Wilkeson, Wilkes & Company, and it was successfully blown in on the 8th of August, 1846. The name of this furnace was at first Anna and afterwards Mahoning. A letter from John Wilkeson, now of Buffalo, New York, informs us that William McNair, a millwright, was the foreman who had charge of its erection. It was blown in by John Crowther, who had previously had charge of the furnaces of the Brady's Bend Iron Company, at Brady's Bend, Pennsylvania. The first blast furnace in Youngstown, constructed for the use of this coal, was also erected in 1846. This was the Eagle furnace, built by William Philpot, David Morris, Jonathan Warner and Harvey Sawyer, on land pur- 248 - HISTORY OF MAHONING COUNTY chased of Dr. Henry Manning, lying between the present city limits and Brier Hill. The coal used was mined from land contiguous, leased from Dr. Manning. The terms of this lease as to price, were one cent per bushel for the first 25,000 bushels, and one-half cent per .bushel for all over 25,000 bushels dug in any -.one year, and to mine not less than 75,000 bushels per year, or to pay for that quantity if not mined. The money paid for coal not mined in any year was to be applied on the excess mined in any other year. A bushel of coal was to weigh seventy-five pounds, and the lease was to continue in force for twenty years. This lease, Dr. Manning stated was the first coal lease made in this township. In 1847 the amount of capital invested in the manufacture of iron in Youngstown was about $200,000, which at that time was considered a very satisfactory figure. There were then three furnaces here—the Eagle, Brier Hill and Mill Creek—each having a capacity of from sixty to one hundred tons of pig metal per week. 'There was also a rolling mill at which were made various sizes of bar, rod, and hoop iron, sheet iron, nails and spikes. Immediately after the successful use of uncoked coal in the furnace at Lowell,' many 'other furnaces were built in the Mahoning valley to use the new fuel, and it was also substituted for charcoal in some old furnaces. At a later day the use of this fuel in other parts of Ohio contributed to the further development of the manufacture of pig iron in this state, and at a still later date the opening of the extensive coal beds of the Hocking valley and the utilization of its carbonate ores still further ,contributed to the same development. The proximity of the coal fields of Ohio to the rich iron ores of Lake Superior has been a very important element in building up the blast furnace industry of the state. The use of these ores in Ohio soon followed the first use in the blast furnace of the block coal of the Mahoning valley. An increase in the rolling mill capacity of Ohio was naturally co-incident with the impetus given to the production of pig iron by the use of this coal and Lake Superior ores. David Tod, afterwards Governor of Ohio, bore a prominent part in the development of the coal and iron resources of the Mahoning valley, where, however, there is no longer any coal mined to an appreciable extent, the beds having been worked out. YOUNGSTOWN IRON INDUSTRY. The beginning of the iron industry at Youngstown dates from about 1835, when a charcoal furnace called Mill Creek was built 0n the creek of that name, a short distance southwest of the city, by Isaac Eaton, a son of James Eaton. There was no other furnace at Youngstown until after the discovery at Lowell that the block coal of the Mahoning valley could be successfully used in the smelting of iron ore. In a sketch of the history of Youngstown, Hon. John M. Edwards said : "In 1846 William Philpot & Company built in the northwestern part of Youngstown, adjoining the present city, and near the canal, the second furnace in the state for using raw mineral coal as fuel. In the same year a rolling mill was built in the southeastern part of the village and adjoining the new canal, by the Youngstown Iron Company. This mill is now owned by The Republic Iron Company." In a sketch of "Youngstown, Past and Present," printed in 1875, a fuller account is given of the first bituminous furnace at that place. It was known as the Eagle furnace, and was built in 1846 by William Philpot, David Morris, Jonathan Warner and Harvey Sawyer, on land purchased of Dr. Henry Manning lying between the present city limits and Brier Hill. The coal used was mined from land contiguous, leased from Dr. Manning. The second furnace at Youngstown to use raw coal was built in 1847 by Captain James Wood, of Pittsburg, It was called Brier Hill furnace. It was not until 1844 that we commenced to roll any other kind of rails than strap rails for our railroads and not even in that year were we prepared to roll a single ton of T rails. What wonderful changes have taken place since those good old colony times and the early days of the new republic, when our forefathers needed only a little iron, and what little they