(RETURN TO THE TITLE PAGE) REVERSES AND REORGANIZATIONS - 625 There was, of course, considerable grumbling at the increased taxation to pay the interest and principal of these bonds, but though the county, in common with individual stockholders, never realized any dividends, and in fact sunk the entire amount of the stock itself, the tax-payers of county were well repaid for the investment, there not being a foot of land in the entire county whose value was not enhanced many fold the special tax paid thereon, to say nothing of the greater impetus given to commercial, manufacturing and agricultural operations by its construction. “CLEVELAND, ZANESVILLE AND CINCINNATI." At the March term, 1853, of the Court of Common Pleas of Summit county, the name of the " Akron Branch" was changed to "Cleveland, Zanesville and Cincinnati Railroad," with the view o£ extending the road south from Millersburg to connect with the Cincinnati, Wilmington and Zanesville at the latter place. Embarrassments falling upon the company, the contemplated extension was indefinitely postponed, and on the 2d day of November, 1864, by decree of Court, the road was sold by David L. King, Esq., as special master commissioner, to George W. Cass and John J. Marvin, of Pittsburg, who in turn transferred it to the Pittsburg, Fort Wayne and Chicago Railroad Company, Col. Perkins being continued as its general superintendent. July 1, 1869, the road passed by lease into the hands of the Pennsylvania Railroad Company, and November 4, 1869, by deed to the Pittsburg, Mount Vernon and London. Railroad Company, of which Gen. G. A. Jones, of Mt. Vernon, was appointed general superintendent; Col. Perkins,. after faithful service as president and general superintendent for nearly 20 years, retiring. While Col. Perkins, by his zeal in the furtherance of the enterprise, assumed liabilities, which, in the unforeseen embarrassment that followed, imperiled his own splendid private fortune, he will ever be held in grateful remembrance by the people of Akron and Summit county, for the labor performed and the sacrifices made as the pioneer in the various railroad enterprises that have placed them in the very front rank of progress and prosperity. "CLEVELAND, MOUNT. VERNON AND DELAWARE." December 20, 1869, the name was again changed as above, by the Knox county Court' of Common Pleas, and the work of extending the line to Delaware was vigorously entered into by. Superintendent Jones, but was finally so.far modified as to make Columbus, instead of Delaware, the terminal point, the first through trains being from Cleveland to Mt. Vernon, June 25, 1872, and to Columbus, November 23, of the same year. "CLEVELAND, AKRON & COLUMBUS." Default having been made in the payment of interest, proceedings in foreclosure, under the first mortgage, were begun in Summit county Common Pleas Court, September 27, 1880, and Gen. G. A. Jones appointed receiver. July 13, 1881, William H. Upson, Esq., as special master commissioner, sold the road, under a decree of Court, to H. W. Smithers, J. M. Adams and J. A. Horsey, for the sum of $1,140,200.. 40 626 - AKRON AND SUMMIT COUNTY. The purchasers under this sale, organized a company to operate the road, under the name of the " Cleveland, Akron & Columbus Railroad Company," to which company the property was delivered by Receiver Jones, December 1, 1881. This company operated the road up to April 23, 1882, when the title was found to be invalid, and the sale set aside by the District Court. April 24, 1882, Mr. George D. Walker was appointed receiver, by the Court of Common Pleas of Summit county, operating the road under its old title of "The Cleveland, Mount Vernon and Delaware Railroad," with N. Monsarrat as general superintendent. June 8, 1882, under the new decree, Master Commissioner Upson again sold the road to J. M. Adams and others, for the sum of $1,150,000. The validity of this sale was contested by the trustees, under the second mortgage, but the sale was confirmed by the District Court, and also, in October, 1885, by the Supreme Court of Ohio, to which the case had been carried on exceptions. The purchasers, under the sale last mentioned, organized under the name of the " Cleveland, Akron and Columbus Railway Company," taking possession of, and beginning to operate, the road January 1, 1886, with N. Monsarrat as president and general manager, by whom it is now being successfully managed and operated; connecting with the Cleveland and Pittsburg, at Hudson on the north, and with the Pittsburg, Cincinnati and St. Louis, at Columbus, on the south, the company, in addition to its large freight business, running first-class passenger trains, with Pullman cars attached. twice each way, daily, between Cleveland and Cincinnati, and by an arrangement with the Cincinnati and Muskingum Valley Railway, running daily freight and passenger trains into Zanesville, with facilities equal to those of that road itself. The company, in 1887, also completed and opened its branch road from Kilbuck to Dresden Junction, on the Pittsburg, Cincinnati and St. Louis Railroad, 34 miles, through a fine fanning and mining region. This branch road was projected and partially built in 1871, '72, but finally abandoned by the original promoters. Now, however, as the property of the Cleveland, Akron & Columbus Railway Company, it is confidently believed it will be a valuable adjunct to that road, as well as a great convenience to the people of the region through which it passes. AKRON "UNION" DEPOT. On the completion of the "Akron Branch," in 1852, a small passenger depot suited to the necessities of so small a road and so inconsiderable a village, was erected a few rods south of the Mill street crossing. On the advent of the "Atlantic & Great Western" Railroad, as hereinafter detailed, that company purchased from the former company the right of way through Akron, and also arranged for the joint use of the passenger depot in question. As the population of the town, and the business of the roads UNION AND OTHER DEPOTS - 627 increased, it was the intention of the managers to unite in the construction of a union depot, which should be adequate to the public needs, and also both a credit to the roads and an ornament to the city. But the repeated embarrassments and changes of management here written of, for a long time prevented the summation of that desirable project. In the Spring of 1888, however, Messrs. N. Monsarrat and C. W. Schaap, of the Cleveland, Akron & Columbus road, purchased the fine homestead of the late George D. Bates, at the East Market street crossing, and negotiations began for the organization of a Union Depot Company. Two years passed in endeavors to secure the co-operation of the New York, Lake Erie & Western road. But Erie officials insisted that they were but lessees and that depot-building should be done by the proprietor company, the New York, Pennsylvania & Ohio. The board of trade and a committee of the city council had several interviews with " Nypano officials at Cleveland, and the outcome of it all was an announcement that the Erie would unite with the C., A. & C. in purchasing the Bates property from Messrs. Monsarrat and Schaap, and go ahead with the erection of a union depot. This arrangement, however, was not carried out. The two roads differed on the question of position of tracks and other details, and the result was that the C., A. & C. took the Bates property alone, and the Erie began work, in the Summer of 1890, on a depot of its own just south of the wooden building so long occupied by the two companies. President Monsarrat, of the C., A. & C., opened negotiations with the city council for the vacation to his company for depot purposes, of the portion of College street, lying just east of the Bates property. He agreed to build a depot to cost not less than $25,000, and to bear his road's portion of the expenses of a bridge across Park street. He asked leave, also, to widen the span of the East Market street bridge, so as to admit more tracks, and gain better access to the depot, agreeing to replace the old wooden bridge by a substantial iron structure. These arrangements were consummated in due time, and in addition to the grant of a part of College street, the city vacated to the C., A. & C. that portion of Railroad alley lying between East Market and Mill streets, permitting the building of extra trackage there. The Erie depot was pushed forward to completion in the Spring of 1891, and was occupied July 1, of that year. It is a handsome structure costing a bout $20,000, and as much of an ornament, as the old tumble-down wooden depot was, for a generation, an eye-sore and reproach. The C., A. & C. depot which was built of pressed brick and in the Romanesque style of architecture, cost about $30,000. It was finished in the early Summer of 1891, but the work of widening the East Market street bridge and preparing the depot surroundings delayed occupancy until the er part of the season. The whole expense of the depot and of 628 - AKRON AND SUMMIT COUNTY. the other improvements made along with it--excavation of the east portion of the Bates property, building of retaining walls, new tracks, etc., was fully $100,000. In May, 1891, there was incorporated at Columbus the Akron Union Depot Company. Its prominent projectors were, President N. Monsarrat, of the C., A. & C., and Wm. Thornburg, president of the Akron & Chicago Junction Railroad Company. The company was the result of an agreement by which the two lines are to use the C., A. & C. depot in common. The occupancy of this depot by the A. & C. J. means that all B. & O. trains through Akron are to run into it audit was the expectation that the Valley road, also the B. & O.'s property, would eventually abandon the W. Market street depot and have all its trains run in from Old Forge to the C., A. & C. depot, to connect with through B. & 0. trains. A neat frame station was built by the C., A. & C. in South Akron, near McCoy's crossing, in the fall of 1890, to accommodate the rapidly growing population of that part of the city. Another important move of the C., A. & C., made in June of 1891, was the acquisition of several acres of land in the tract of the South Akron Land Syndicate (Steiner & Co.) It is the intention to cover this land with sidings, and being close to the new shops built on the city's southern edge, it was expected that they would add largely to the traffic of the road and be of benefit to present and future manufacturing establishments in that rapidly growing suburb. "THE ATLANTIC AND GREAT WESTERN." In 1850, Hon Marvin Kent, an enterprising young business man and large property owner of the village now bearing his name (but then called Franklin Mills), in view of the fact that the Cleveland & Pittsburg, then being built, had given that village the cold shoulder, by running two miles to the northward, conceived the idea of forming a direct line from New York to St. Louis, nearly 1,200 miles, by connecting with the Erie road, at Salamanca, on the east, and by the Dayton & Hamilton with the Ohio & Mississippi, at Cincinnati, on the west. Having matured his plans, in the winter of 1850, '51, Mr. Kent applied to the Legislature for a charter for a seemingly purely local road, under the title of the "Coal Hill Railroad," changed previous to its passage to the "Franklin and Warren Railroad.' This charter included among its incorporators the names of the following Summit county gentlemen: Simon Perkins, Lucius V. Bierce, Harvey B. Spelman and Dr. Daniel Upson, the charter, written by Mr. Kent himself, providing for a capital stock in any amount not exceeding $2;000,000, with power to continue to the State line, on the east, and in the southwesterly direction to connect with an other road in the State as may be deemed advisable; also to consolidate its capital stock with, and use the name of, any company with which it might connect. 629 - ATLANTIC & GREAT WESTERN. HON. MARVIN KENT,—born in Ravenna, Ohio, September 21, 1816; academic education ; bred a merchant, at majority becoming a partner with his father, Mr. Zenas Kent, in the mercantile business at Franklin Mills (now Kent) ; also for many years engaged in milling, manufacturing the celebrated brand of flour known as " Kent's Extra," and carrying on quite an extensive tannery; in 1850 Mr. Kent, with otters, established a window-glass factory in Kent, and about the same time he inaugurated, and by his influence, unstinted liberality and indomitable perseverance, consummated the great enterprise which has proved so beneficial to the people of Portage and Summit counties--the Atlantic and Great Western Railway (now the N.Y.,P.& O.), fully written of elsewhere,. Nr. Kent being its President for many years, and also President of the Kent National Bank since the death of his father, in 1865. In the history of Portage county it is written : " In early days the pioneers devoted themselves to the task of building up a town on the Cuyahoga with remarkable energy ; not, however, until the various enterprises were taken hold of by the master hand of Marvin Kent, did theories of progress, put forward by the old settlers, assume practical shape." Thus, to his aid and fostering care may properly be ascribed the industrial and commercial prosperity which the pleasant village bearing his name now enjoys. In October, 1875, Mr. Kent was elected State Senator for Portage and Summit counties, ably serving two years. December 24, 1840, he was married to Miss Maria Stewart, daughter of. Col. William Stewart, formerly of Middlebury ; of the two sons born to them. Henry L. Kent, born February 14, 1843, died suddenly, in New York City, April 21, 1873 ; William S. Kent, born August 21, 1847, is now a merchant in Kent. The company was organized June 19, 1851, with Mr. Kent as president, and Dr. Daniel Upson, of Tallmadge, as one of the directors, the name being changed to the "Atlantic & Great Western Railroad Company," in 1854. SKIRMISHING FOR CONNECTIONS.--Being unable, after repeated efforts, to secure from the Pennsylvania Legislature, a charter for a direct connecting link, because of the detriment it was supposed the road would be to the commercial interests of Philadelphia, the company finally bought for $400,000 the existing charter of the Pittsburg and Erie" road, with branching powers sufficient to span the State, and to connect with the New York branch at the state line upon the east and the Ohio branch upon the west. Subsequently the states of New York and Pennsylvania authorized the organization of a company in each state, under the same title as in Ohio, with a separate board of directors for each, the three companies finally uniting under the general title of "The Atlantic & Great Western Railway Company," with a central board of directors and officers, with its headquarters at Meadville, Pa., the Ohio board being represented in the central board by Hon. Narvin Kent and Dr. W. S. Streator, now a wealthy gentleman of Cleveland. LARGE CONTRACT AND RAPID WORK.—The contract for the entire line was awarded to Mr. Henry Doolittle and Dr. W. S. 630 - AKRON AND SUMMIT COUNTY. Streator, at figures aggregating nearly $7,000,000, and the work was commenced, on the Ohio division, July 4, 1854, President Marvin Kent removing the first earth, the people of Summit county having promptly subscribed their full quota of $100,000 to the stock of the company. Mr. Joy H. Pendleton, late president of the Second National Bank of Akron, and Mr. William Doolittle, brother of the principal contractor, were sub-contractors for the construction of the section between Urbana and Dayton. The work was vigorously prosecuted, and the grading pretty evenly distributed all along the line, one of the conditions of the local subscriptions being that the money should be expended in the counties where raised. EMBARRASSMENT, SUSPENSION, ETC.—Through financial complications the work was practically suspended in 1855, and entirely stopped in 1858. But its plucky president, and a few faithful friends in both Summit and Portage counties, were so persevering that European capitalists were finally enlisted in the enterprise, one of whom, Mr. James McHenry, of London, entered into a contract to complete the entire line, Mr. Henry Doolittle having died in 1860, and Dr. Streator, the surviving partner, declining to complete the work.  WORK RESUMED—COMPLETION OF ROAD, ETC.--The work under the new contract, was somewhat delayed by the breaking out of the civil war, but in the spring of 1862, under the energetic and somewhat extravagant management of the new chief engineer, Thomas W. Kennard, of London,. the work was pushed so vigorously forward, that the chief engineer's palace car, with the officers and directors on board, drove into Akron on the 17th day of April, 1864, and its final completion to Dayton was celebrated in that city, June 21, 1864, President Kent laying the last rail and driving the last spike, as he had thrown the first shovelful of earth, nearly eleven years before. In the meantime the capital had been increased to $6,000,000, and on July 1, 1863, the entire Ohio division had been conveyed by deed of trust to the attorney of the road, William H. Upson, Esq., for the purpose of securing a loan of $4,000,000, with which to finish and equip the road. PROSPERITY, ADVERSITY, SALE, ETC.—Space will not permit a detailed history of the varying vicissitudes of the road during the quarter of a century of its existence. Though at once entering into a large passenger and freightage business, it was substantially at the mercy of the connecting roads at either end, through which, and a combination of other causes, the road in 1869 passed into the hands of Judge Reuben Hitchcock, of Painesville, as receiver, who, under a decree of the Court of Common Pleas of Summit county, on the 26th day of July, 1871, sold the road to Gen. George B. McClellan, Hon. Allen G. Thurman, and William Butler Duncan, as trustees for certain creditors, at the following figures: New York division, $655,000; Pennsylvania division and its various branches, $600,000; Ohio division (subject to first mortgage lien.of $2,400,000), including its lease of the Mahoning branch, for $1444,- 000—total, $5,690,000. FURTHER COMPLICATIONS—SECOND SALE, ETC.—The new purchasers organized under the title of "The Atlantic & Great Western Railway Company," but owing to innumerable complications, THE VALLEY RAILWAY, ETC. - 631 in December, 1874, its affairs were again brought under the jurisdiction of the Court of Common Pleas of Summit county, and John H. Devereaux was appointed receiver, pending litigation extending more than five years, and involving many millions of dollars, and participated in by the most eminent legal talent of both Europe and America. January 6, 1880, Receiver Devereaux, as Special Master Commissioner, again sold the road, as a whole, to S. A. Strang, and R. G. Rolsten, as trustees for the parties in interest, for the sum of $6,000,000, the new owners, mostly foreign bond-holders, organizing under the name of the " New York, Pennsylvania and Ohio Railroad Company," which name it still .bears, being now operated, under lease, by the New York and Erie Railroad Company. THE "BALTIMORE AND OHIO." In the Spring of 1870, a proposition was made to extend the Baltimore & Ohio Railroad, from its intermediate connection, the Pittsburg & Connellsville, from Pittsburg to Chicago, to run through Akron, provided her citizens would subscribe for $300,000 of its capital stock. A subscription book was opened and circulated for signatures, authorizing David L. King, Lewis Miller and Charles Brown to pledge and guarantee the required amount, the subscriptions being payable, 10 per cent. when the road should be located through .Akron, and the balance in monthly installments as the work progressed. Through public meetings and the personal efforts of the gentlemen named, an excess of the sum required sufficient to cover all contingencies was raised, in sums ranging from single shares to thousands of dollars, and high hopes were indulged in that the road would be speedily built, but for reasons never satisfactorily explained, in the Spring of 1871 the project was indefinitely postponed. The Baltimore & Ohio, however, still kept its eye turned , Akronward and a revival of its old plan, though differing in detail, has within the past year made Akron a point on a B. & O. New York-Chicago line, as is told farther on in this chapter. THE " VALLEY RAILWAY." In 1869, largely through the influence of David L. King, Esq., of Akron, a charter had been obtained for the "Akron and Canton Railway," which, now that the Baltimore extension scheme had failed, speedily developed into •the larger and more important enterprise of the "`'alley Railway Company," which was incorporated August 21, 1871, Mr. King being one of the incorporators. The authorized capital of this company was $3,000,000, and the road was to run from Cleveland via Akron and Canton to Bowers-town, on the "Pan Handle" road. .Meetings were held, committees appointed and stock subscriptions vigorously canvassed for, and 11tron's quota of $150,000 was speedily raised, the subscription of he entire county amounting to $191,700. ORGANIZATION, CONSTRUCTION, ETC. -- The company was organized at Cleveland, April 24, 1872, David L. King and John F. Seiberling being elected directors for Summit county, Mr. King also being elected vice president of 632 - AKRON AND SUMMIT COUNTY. the company. May 10, 1872, P. H. Dudley, then city engineer of Akron, was elected chief engineer of the road. The surveys being completed, the contract for the entire line, between Cleveland and Canton, was awarded to Col. Arthur L. Conger and Mr. Nicholas E. Vansickle, of Akron, February 3, 1873, ground being broken in Springfield township early in March of that year. The work was so vigorously prosecuted by the contractors, that on the 15th day of August, 1873, Engineer Dudley reported that the grading was about two-thirds completed, with all the bridges under contract and part of them up. - CONTRACT CANCELLED, WORK SUSPENDED, ETC.—Differences arising between the directors and the contractors, the contract was canceled and the work suspended May 14, 1874. September 25, 1874, Mr. King was elected president of the road, the directors, as a condition precedent to his acceptance of the position, individually assuming the entire liabilities of the company, then amounting to about $150,000, from which, owing to the monetary stringency growing out of the panic of 1873, they were not fully relieved until 1879. PRESIDENT KING VISITS EUROPE.—Failing, through the stringency of the money market; to secure the necessary aid at home to complete the work, President King visited England in February, 1875, to interest the capitalists of London in the enterprise. After many discouragements, Mr. King finally secured a highly favorable proposition for the sale of the company's bonds, but, unfortunately, on the eve of closing the matter up, a report from a committee of the House of Commons, inveighing against American securities generally, and railroad securities especially, was published, simultaneously with which came a cablegram from America announcing the appointment of a receiver for Wabash & Western Railroad, large blocks of whose bonds held in London, and the proposition was withdrawn. SUCCESS AT LAST.—Returning home, President King brought the merits of the line to the attention of Cleveland and New York capitalists (the capital stock having been increased from $3,000,000 to $6,500,000) his negotiations finally resulting in placing the bonds of the company with prominent capitalists of the two cities named. The new contractors, Messrs. Walsh and Moynahan, resumed work upon the road August 7, 1878, the first rail b406 laid by President King at a point near the Old Forge, in Akron the 26th day of October, 1878, at high noon. Track-laying was at once proceeded with, in both directions, as well as from Cleveland southward a few clays later. THE FIRST THROUGH TRAIN.—Another misunderstanding occurring between the directors and contractors, work was again temporarily suspended January 25, 1879. June 3, 1879, a new contract was entered into with Messrs. Strong and Carey, who finally completed the road through from Cleveland to Canton in the 'cVinter of 1879, '80. The first through train, with the directors, officers and other friends of the road, left Cleveland at 9:30 A. l^r., January 28, 1880. With brief stops at the several stations along the route, the train reached Canton at 1 o'clock P. M. On the return trip, the run of 22 miles between Canton and Akron was made in 38 minutes, and SOME OTHER RAILROAD PROJECTS - 633 the entire trip from Canton to Cleveland, 59 miles, in just two hours, evincing the remarkable thoroughness of the grading, track-laying and ballasting. Regular trains, both passenger and freight, commenced running February 2, 1880, and the road has proved itself a very valuable acquisition to the travel and transportation facilities of the entire region which it traverses, as well as an enduring monument to the enterprise and prosperity of the people of Summit county, and is one of the very few railway lines of the country that, for nearly 20 years, remained continuously in the hands of its original proprietors. EVIDENCES OF PROSPERITY.—About 1884, the Valley Railway extended its main line from Canton southward to Valley Junction, on the Wheeling & Lake Erie Railroad, 26 miles, forming at that point a connection with the Cleveland & Marietta Railroad. The Valley Railway, proper, is therefore 75 miles in length, with 19 miles of branches and 35 miles of side-tracks (including a two mile track completed in 1888 from Mineral Point to the extensive coal mine now being developed by John F. Seiberling, Esq., and other Akron gentlemen). At the West Market street crossing of its costly side track running to the principal mills in Akron, a fine new passenger depot was completed in 1888, which has proved a great convenience to the people of the entire city and vicinity, and, in addition to its constantly increasing freight traffic, its passenger business may be judged by the fact that four regular trains run daily each way between Cleveland and Valley Junction, and an additional daily train each way between Cleveland and Akron. BALTIMORE & OHIO GETS THE VALLEY.—Figuring for the acquisition of the Valley road, to make it part of a system, or to give access to Cleveland to an important road that had hitherto been debarred from that city, began in the spring of 1889. For sometime it was generally believed that a Pittsburg syndicate, composed of Andrew Carnegie and associates, had secured control of a majority of the stock and expected to build an extension to Pittsburg, making a competing line to the Cleveland & Pittsburg. Such a plan really was in contemplation, but when the details came out, of the long looked-for Valley deal, it was found to be in the hands of the B. & O. Taintor & Holt, New York brokers, bought up a ,majority of the stock and turned it over to the B. & O., in the fall of 1889. Early in 1890 Thos. M. King, of the B. & O., was elected president of the Valley, on the resignation of J. H. Wade. SEVERAL OTHER EARLY ROADS. In the chapter on Hudson township, is given sketches of the “Clinton Line" eastward from Hudson, to the Pennsylvania state line, and the "Clinton Line Extension" westward from Hudson to Tiffin, as links in "The Great American Railway," from the Atlantic to the Pacific, and also of the "Hudson and Painesville Railroad," commenced in 1852, '53. The stock of all these roads was liberally subscribed for, by the people of Hudson, and elsewhere along the line, and several hundred thousand dollars expended in grading, masonry, etc., but finally suspended in 1856. 634 - AKRON AND SUMMIT COUNTY. The "Clinton Line" was so named in honor of Gov. DeWitt  Clinton, the projector of New York's great water highway, the Erie Canal, and who, previous to his death, in 1828, had suggested the plan of building a great continental railroad from the city of New York to the Missouri River. By reason of financial embarrassments, the three roads in question were sold under decrees in foreclosure, the Clinton Line being purchased, in April 1861, by John P. Converse as trustee for the bondholders. Mr. Converse dying, Mr. A. D. Kibbie was appointed trustee by the United States Court. Attempts were made from time to time, under the authority of the trustees, to revive the project, for the purpose of maintaining their title to the road. THE CLINTON LINE REDIVIVUS.—In the Summer of 1887, Prof. M. C. Read, of Hudson, about the only person in the place who had faith that the road would ever be built, at the instance of Mr. D.M. Yeomans, an enterprising capitalist and contractor of Kinsman, Trumbull county, and several other wealthy gentlemen, spent several months in an endeavor to secure from the original bondholders and their heirs and assigns, authority to convey, on a given percentage, their claims to any company which would undertake the construction of the road. Having obtained authority from over two-thirds. of the parties in interest, to act as their agent to sell the road on the terms proposed, Mr. Read was appointed by the United States Court, trustee for all the bondholders, in the place of A. D. Kibbie, deceased. THE NEW YORK AND OHIO RAILWAY.—Mr. Yeomans, with four associates, organized the New York and Ohio Railway Company, together subscribing $100,000 to its capital stock, having later, as was alleged, placed a sufficient amount of its stock to make the enterprise an assured success. In March, 1888, Mr. Read, as trustee for the bondholders, entered into a contract with the company to transfer their several interests to the new organization, on the condition of the construction of the road to Hudson within two years from that date, and the company confidently expected to complete the road within that year. On the east it secured a favorable connection with the Chenango system, and on the west, with Cleveland by the Cleveland and Canton road at Streetsboro, in Portage county. The company hoped, in time, to make it the central link in the great Continental Line projected by Prof. Henry N. Day, and his associates, in 1851, '52; the managers, while claiming that they could give a a shorter route between Cleveland and Pittsburg to the traveling public than at that time existed, believing that the transportation of coal from the Pennsylvania mines might be made to yield a fair rate of interest upon their investment. For some reasons not now apparent, the work upon this road was not prosecuted as contemplated, and in the Spring of 1890 Mr. Yeomans sold his interest to Benjamin F. Holmes, of New York City, president of the American Live Stock Express Company, who was then elected president of the railway company. The express cattle cars, forty-seven in number, with the patents, were transferred to the rail ay company, and it is stated that Mr. Holmes is actively engaged in maturing his plans for the speedy completion of the road, and the construction of a large number of additional cattle cars, it being understood that if the work is delayed beyond the extended period OUR LATER ACQUISITIONS - 635 of time granted by, the trustee for the bondholders, he has an arrangement for the sale, to other parties, who will surely build the road. THE MASSILLON BRANCH.—In the middle sixties a short line of road was built from Clinton, in Summit county, to Massillon, in Stark county, some eight or ten miles in length only, by the " Massillon and Cleveland Railroad Company." This road was leased to the Pittsburg, Fort Wayne and Chicago Railroad Company, June 22, 1869, the lease being assigned to the Pennsylvania Railroad Company, July 1, 1869, and by that company, in turn, to the Cleveland, Mount Vernon and Delaware Railroad Company, November 4, of the same year. It was operated by that company, until its sale, as heretofore set forth, to the Cleveland, Akron and Columbus Railway Company, since which time it has been operated by the Pittsburg, Ft. Wayne and Chicago. Between one and two miles only of this road is in Summit county, running through the southwest corner of the township of Franklin, but is properly here briefly mentioned as one of Summit county's railroads. LAKE SHORE AND TUSCARAWAS VALLEY.—This road, built in the latter seventies, runs from Black River, in Lorain county, on Lake Erie, in a southeasterly direction, cutting across the southwest corner of Franklin township, and crossing the Cleveland, Akron and Columbus Railway at Warwick, a short distance south of Clinton. Its length is 157 miles and its eastern terminus is Bridgeport, opposite Wheeling, W. Va., on the Ohio river. This road is moderately beneficial to the people of Summit county in reaching points in Stark and other eastern counties of the State, and in the shipment of coal and other products to points on Lake Erie, west of Cleveland. THE " CLEVELAND AND CANTON RAILWAY."—About 1880, a narrow gauge (three foot track) railroad was built from Bowerstown, on the Pan Handle road, in Harrison county, to Cleveland, passing through Canton, in Stark county, touching Summit at Mogadore on the east line of the county, going from there to Kent, in Portage county, and from thence northwesterly direct to Cleveland, passing diagonally through Twinsburg, in Summit county. This road is chiefly serviceable to the people of Summit county in affording the village of Mogadore facilities' for the procurement of its coal and other supplies, and for the shipment of the large amount of stoneware which is yearly manufactured at that point; and as a means of transporting from Twinsburg the products of its magnificent quarries and its extensive dairies, and in bringing in merchandise and other articles from abroad. This road was originally named " The Connotton Valley Railway," but some two or three ears ago changed its title, as above indicated, and has since rought its track to standard gauge, with first-class rolling stock match. THE "PITTSBURG AND WESTERN."—Early in 1881, ChaUncey H. Andrews, Esq., and other wealthy gentlemen of Youngstown, projected what was then called the "Pittsburg, Youngstown & Chicago Railroad." The company was organized March 18, 1881, with r‘lr. Andrews as its president, at which time it was reported that three-fourths of its authorized capital of $2,000,000 had been subscribed. It was at first intended that the line should enter Summit county at Mogadore, passing westward down the Valley 636 - AKRON AND SUMMIT COUNTY. of the Little Cuyahoga to the Sixth ward, in Akron, and from thence along Wolf Ledge in the southern part of the city, west ward to its destination. But modifications and changes were made by which, following the bed and banks of the defunct Pennsylvania Canal from New Castle, Pa., passing through Ravenna, Kent and Cuyahoga Falls, it enters Akron at the Old Forge, its present western terminus. For several years this road has had an arrangement with the Cleveland, Akron & Columbus Railway, by which its cars are run over the track of the latter from Cuyahoga Falls to Orrville, where it connects with the Wheeling and Lake Erie road. The most important move for Akron in the P. & W.'s history, was its lease by the B. & 0. road, in the Spring of 1891, which made it an important link in a New York-Chicago through line, under li. O. control, as is more fully explained below in connection with the history of the Akron & Chicago Junction R. R. "NEW YORK, MAHONING AND WESTERN."—In 1887, '88, a company figured in Wadsworth, Seville and Lodi, in Medina county and other points west, under the above title, of which Mr. Norvin Green, of the Western Union Telegraph Company, was the president. Mr. Green confidently said: "I believe that the company will have no serious difficulty in raising funds for the early completion of the line of road across the State of Ohio, eastward to the Pennsylvania line, near Youngstown, and westward through Indiana as far as Fort Wayne." "It is contemplated that this line of road shall form a part of the long projected American Midland Railroad from New York to Chicago, on or near the 41st parallel, and on which much work has been done in various places." Work went on for some months at various points on the surveyed line of the N. Y., M. & W., but the funds expected by the projectors could not be secured when needed. Sub-contractors and others levied on ties and other material at Findlay, O., and one or two other places; and with the beginning of litigation came the end of the project as far as the then existing organization was concerned. PITTSBURG, AKRON & WESTERN. In 1883, the Ohio Railroad Company was incorporated, at Columbus, by W. A. Lynch, of Canton, ,and others, including Col A. L. Conger, Lewis Miller and David E. Hill, of Akron. The company proposed to construct from Akron westward, to Chicago junction, or to sonic other good connecting point, the link that had long been desired, to make a new east and west line. At Chicago Junction the B. & 0. road could be connected with, and at Akron the Pittsburg & Western, leading directly to Pittsburg. It was expected that the building of the link would materially shorten the distance between New York and Chicago by existing routes. Considerable interest was aroused in the project in Akron and Medina, and in the latter place, and in the townships of Medina, considerable money and right of way was subscribed. Surveys were made and the route determined upon. Funds for construction purposes could not readily he negotiated, however, and the project lagged. Mr. Lynch, who was general counsel for the PITTSBURG, AKRON & WESTERN - 637 company, kept at work, however, and in the end his patience and energy were rewarded with success. The name of the company was changed November 10, 1883, to the Pittsburg, Akron & Western Railway Company. That was the chief event in the history of the enterprise for six years. In October, 1889, new life was given to the "Lynch line" project, as it was called, by a consolidation of the Pittsburg, Akron & Western Railway Company and the Cleveland & Western Railroad Company, the new company taking the name of the Pittsburg, Akron & Western Railroad Company. The Cleveland & Western was a narrow gauge road, running between Delphos and Carey, O. Its principal owners were William Semple, an Allegheny merchant, and James Callery, the latter for a time president of the Pittsburg & Western. This consolidation made Carey the western terminus of the link from Akron westward, instead of Chicago Junction. Arrangements for funds to begin cc-instruction work had been consummated at length, and on March 17, 1890, mortgage bonds in the sum of $3,630,000 were issued to the American Loan and Trust Company, as trustees. An election of directors was held about this time, resulting in the choice of D. E. Hill, A. L. Conger, Lewis Miller, of Akron; James M. Semple, of Toledo, [taking the place of William Semple, Sr., of Pittsburg, then recently deceased]; Chas. G. Milnor, of Pittsburg, [to take the place of James Callery, deceased]; A. W. Jones, Youngstown; James Schoonmaker and Josiah N. Davidson, Allegheny; James D. Callery, Pittsburg. An election of officers resulted in the choice of James D. Callery, president, in place of Wm. Semple, Sr., deceased; W. A. Lynch, secretary and general counsel; Chas. G. Minor, treasurer; William Semple, general manager; James H. Sample, chief engineer. The contract for the building of the line from Akron to Carey, Wyandot county, was let to W. V. McCracken, of New York, and Wm. Semple, of Allegheny, under the firm name of McCracken & Semple. Work began in the latter part of May, 1890, and on January 24, 1891, the track was completed to Silver street, Akron. The right of way in Akron begins at Old Forge, runs along the old P. & O. canal, almost to Summit street, crosses over to the north side of the water way, crosses North High street and North Main street, striking North Howard street at the old Beebe property, thence across North Howard street by bridge, spanning the valley of the Ohio canal with an immense trestle, then striking the north brow of West Hill, out to Silver street, and thence on to Copley. From Copley the line goes to Medina, and then on to Greenwich, New Loudon and Plymouth. Trains began running from Akron west, early in the Spring of 1891. The principal offices are in this city, for the present in the old brick homestead of the Beebe family, the company purchasing that property. C. W. Risley is superintendent and auditor, and W. S. Taylor, general freight and passenger agent. The depot is to be on the west side on North Main street, just east of the Beebe property. For the present the P., A. & W. runs no farther than Akron. The capture of the Pittsburg & Western by the B. & O. dashed the calculations of the P., A. & W. Company, which had expected to get to Pittsburg over the P. & W., while the B. & O. lease made 638 - AKRON AND SUMMIT COUNTY. the P. & W. the eastern connection at Akron, of the Akron, & Chicago Junction, the Pittsburg, Akron & Western's rival. Plans are being laid, however, by which the P., A. & W. will get an eastern outlet. Surveys have been made from Akron to Mogadore, from which place it is proposed to build to Youngstown. Here the Pittsburg & Lake Erie will be connected with, and access afforded to Pittsburg. Thence New York can be reached by way of the Philadelphia & Eastern New York, and the Dela. ware, Lackawanna & Western. At Delphos the P., A. & W. connects with the P., Ft. W. & C. Road and the Toledo, St. Louis & Kansas City ("Clover Leaf"). With the latter it has close working relations, enabling it to reach St. Louis, Kansas City and other western points. AKRON & CHICAGO JUNCTION. In the Summer of 1890, Akron was headquarters for two railroad construction companies. They were rivals, too, each giving out that it was to build the long expected east and west link. One of these companies was McCracken & Semple, building the P., A. & W., as sketched above. The other was Ryan & McDonald, who had under contract the building of what was called the Akron & Chicago Junction Railroad. Each of these roads depended upon getting the P. & W. as an eastern outlet. Each affirmed that the other would never be built ; but each went so far in its operations that when Tall came there were two lines well under way, and in the Spring of 1891, both were practically done, giving two links where but one was needed. The Akron & Chicago Junction Railway Company, which was understood from the beginning to be an arm of the B. & O,, was incorporated at Columbus early in the Summer of 1890. William Thornburg, who had been general manager of the Valley, was, after its acquisition by the B. & O., elected president; J. T. Johnson, superintendent; and Henry M. Keim, auditor. Headquarters were established at Cleveland. The surveyed lines started at Chicago Junction, in Huron county, on the B. & O., and went east by way of Greenwich, Lodi, Creston, Sterling, Rittman, Barberton and New Portage to Akron, making seventy-five miles of, for the most part, straight road. On July 1, 1891, the line was finished from Chicago Junction to Warwick, on the C., A. & C. Negotiations had meantime been made with the C., A. & C. for right of way alongside the latter's track from Warwick to Akron; and pending construction of the Warwick-Akron part, an arrangement was made to run over the C., A. & C., between Warwick and Akron. The Akron & Chicago Junction is known as the Akron Division of the B. & O. Trains began running on August 10, 1891, and on that date Akron took on a new importance as a pivotal point on a great east and west trunk line. The royal blue trains over the B. & O., out of New York, run through this city, and all the fast freight trains carrying New York and Chicago freight. Akron thus became, also, the connecting point for B. & O. passenger traffic from- Cleveland to Chicago, coming over the Valley. The route from Cleveland to Chicago, by Valley, Chicago Junction and main B. & O. is only thirteen miles longer than over the Lake Shore. AKRON AS A RAILROAD CENTER - 639 An important part of the B, & O's plans, that had Akron for their point of gravitation, was the acquisition of the Pittsburg & Western. This took place in the fall of 1890. The B. & 0. interest had been for some time largely represented among the P. & W. stockholders, and at the time indicated, enough more stock was secured to put the B. & 0. in control. Harry Oliver remained for some time president of the P. & W., but J. W. Patton, of the B. & O., was made general manager. This stroke was the sensation of a month in railroad circles, as it gave the B. & 0. the desideratum of years, a direct line westward from Pittsburg. The connection of P. & W. and A. & C. J. tracks, and of Valley tracks with both, was made at Old Forge, which thus became a most important transferring point. RAILROADS A PUBLIC BENEFACTION. Other important lines to pass through Summit county are being talked up, but as yet nothing can be said of them. The large list already given—the completed and uncompleted—shows that during the past half century, the people of Akron and of Summit county have been fully alive to the value of the railroad in all matters of human enterprise and social progress. Though few of the local promoters of any of the roads named have ever directly realized a penny upon the money thus invested, all, individually and collectively, have been vastly benefited by their construction. Without our railroads, and the speedy mode of transportation afforded thereby, Akron would have remained the little water-power village of less than 2,000 inhabitants that it was forty years ago—if it had not retrograded—instead of the magnificent manufacturing and commercial city of 30,000 souls that it is to-day ; while the farm lands of the county, instead of commanding from $75 to $300 per acre as they now do, would have been, like the most of the lands of the non-railroad counties of the State, unremunerative and almost unsaleable at any price. CHAPTER XXVII. THE TOWNSHIP OF BATH-EARLY, SETTLEMENT-INDIANS AND WILD BEM THE WAR OF 1812 — PERRY'S VICTORY ON LAKE ERIE - ORGANIZATION, NAME, ETC. - MANUFACTURES-GHENT AS A RAILROAD CENTER-EARLY AND MODERN CROOKEDNESS-LATTA'S TAVERN-PROPRIETOR IN LIMBO - FORFEITS HIS BAIL--SKIPS TO INDIANA- -BROUGHT BACK ON THE AFFIDAVIT OF HIS FORMER CAPTAIN " JIM " BROWN-FINAL ACQUITTAL -BATH IN THE WAR OF THE REBELLION-IN COUNTY AND STATE AFFAIRS, ETC. BATH TOWNSHIP—TOPOGRAPHY, ETC. THE Township of Bath, topographically considered, is far loss attractive to the average agriculturist than the .majority of the townships of Summit county. The eastern portion of the township, overhanging, and extending down into, the valley of the Cuyahoga river, is largely composed of precipitous hills and deep gullies, though occasional well-tilled farms are found on the broader plateaus of the bluffs, and in the intervening valleys. The central and western portion of the township, however is well adapted to general agriculture, and especially to stock-growing, some of the finest cattle, sheep, etc., in the county being found in that vicinity. WATER POWER, MANUFACTURES, ETC. About one mile south of the geographical center of the township, running from west to east, is a considerable stream of water called "Yellow Creek," which, passing under the Ohio Canal, empties into the Cuyahoga river, at what was formerly known as Yellow Creek Basin ; afterwards, for many years, as the village of Niles, and now, as a station for the Valley Railway, called Botztun. In the original building of the canal, there was no berme-bank at this point, the waters of the creek covering quite a large area upon the west side ; and hence its original name, Yellow Creek Basin. This stream, rising in the adjoining township of Granger, on the west, and having quite a number of smart tributaries, on either hand, as it passes through the township, with quite a rapid descent, has furnished a large amount of motive power for manufacturing operations, both at, and above and below, the village of Ghent, consisting of grist and merchant flouring mills, saw mills, woolen mills, planing, turning and bending mills, hub, spoke and feline factories, etc., a number of which establishments, in spite of the vicissitudes of time, fires, floods and other disasters, are still in successful operation. BATH'S PIONEER SETTLERS. It is not now known as to precisely when the first white peop took up their abode in what is now the township of Bath. It w not ceded by the Indians to the United States until 1805, at th treaty of Fort Industry. The township was surveyed into lots Col. Rial McArthur, in 1805, who, in his field-hook, gave it the BATH'S BEGINNING - 641 name of " Wheattield," the reason why not being now apparent, as its topography and soil are not especially adapted to the raising of wheat. The first two permanent settlers in the township were Jonathan Hale, of Glastenbury, and Jason Hammond, of Bolton, Connecticut. In June, 1810, these gentlemen, having exchanged their Old Connecticut property with Ezekiel Williams and Thomas Bull, of Hartford, two of the original proprietors of the township, immediately started for their new possessions in what was then called New Connecticut, where they arrived sometime in July ; from twenty to thirty days then being required to make the journey that can now be accomplished in about half as many hours. JONATHAN HALE,—Born in Glastenbury, Conn., April 23, 1777; married to Mercy S. Piper, July 11, 1802; moved to Ohio 1810, Mr. Hale, by two-horse team, starting alone, June 12, and reaching his purchase in what is now Bath, July 13, being the first bona fide settler in that township, though a squatter named Miller had built a cabin and made some improvements upon his land, for which Mr. Hale, on taking possession, duly paid him; Mr. Hale's family coining on with Mr. Jason Hammond and family later the same season. In the War of 1812, both Mr. Hale and Mr. Hammond were drafted, but owing to the exposure of their families to Indian depredations, were permitted to return home. On organization of township, in 1818, it was named Bath, at Mr. Hale's suggestion. Mrs. Hale died October 16, 1829, leaving six children—Sophronia, William, Pamela, Andrew, Abigail and James M., the latter only, now 76 years of age, surviving, and residing in Akron. Mr. Hale was again married, Nov. 2, 1830, to Mrs. Sarah Cozad Mather. a widow with three children –George Mather, now living in Mentor ; Jane, now, as widow of her step-brother, Andrew Hale, living on the old homestead, and Betsey, now Mrs. Rogers, of Mt. Dora, Florida. The second Mrs. Hale bore her husband three children--Jonathan D., Mercy A. and Samuel C., the latter, a resident of Cleveland, only, now surviving. Mr. Hale died May 14, 1854, aged 77 years and 21 days, his remains reposing in the little cemetery upon the old homestead. Mr. Hammond's purchase consisted of lots 26, 27, 28, 29 and 30, extending from the north and south center road eastward to the township line, building for himself a house at or near what is now kown as Hammond's Corners ; hence the name. Mr. Hale's purchase consisted of lots 11, 12, 13 and part of 14, immediately north of, but not running so far west as Mr. Hammond's ; Mr. Hale locating in the valley, about one mile west of the river. THERE WERE SQUATTERS IN THOSE DAYS. From the most reliable sources available, it is probable that Messrs. Hale and Hammond were preceded by Moses Latta, Aaron Miller, Hezekiah Burdit, Gibson Gates, and Moses and Aaron Decker, who had located themselves in the township as squatters, 41 642 - AKRON AND SUMMIT COUNTY. most of them, probably, the previous year ; Aaron Miller having built a cabin upon the purchase of Mr. Hale, and into which Mr. Hale moved with his family, residing therein for several years, and until the present brick structure now occupied by his grandson, Mr. C. 0. Hale, was erected. Moses Latta squatted on a lot upon the Smith road, a short distance east of what was afterwards for many years known as Latta's Corners—so named from the somewhat notorious Latta's tavern, erected, and for many years kept by William Latta (presumably a son of Moses)—afterwards as Ellis's Corners and now called Montrose. WILLIAM HALE,--Eldest son of Jonathan Hale, born in Glastenbury, Conn., July 5, 1806, came with parents to Bath in 1810, where, on a portion of the old homestead, he resided until his death, January 24, 1862, excepting the years 1856, '57, '58, '59 and '60. spent in Hudson. November 13, 1828, Mr. Hale was married, to Miss Sally C. Upson, of Tallmadge, who died June 25, 1829. For his second wife Mr. Hale married Miss Harriet Carlton, an orphan whose father was killed in the War of 1812, and whose mother died when she was born, who was raised by her aunt, Mrs. Sarah Cozad Mather, then the stepmother of Mr. Hale. Five children were born to them—Sarah C., Lucy E., Othello W., Olivia H. and Josephine H., Othello, only, now living, in his 51st year. Mrs. Hale dying August 7, 1854, Mr. Hale was again married, February 15, 1855, to Miss Adeline R. Thompson, of Peninsula, who bore him three children—H erbert T. (deceased). William B., now of St. Paul, Minn., and Harriet 4., now with her mother at Oberlin, Ohio. At his death, as above stated, Mr. Hale was aged 51 years, 6 months and 19 days. He was a man of sterling integrity, a conscientious christian and highly respected by all who knew him. THE WAR OF 1812—PERRY'S VICTORY, ETC. Though not so rapidly settled as many of the contiguous townships, " Wheatfleld," or as it had then come to be called, "Hammondsburgh," is said to have furnished quite a number of soldiers for the defense of the frontier against the combined forces of the "Red-coats" and "Red-skins" in the. War of 1812, but who names cannot now be ascertained. There are many yet livin who distinctly heard the cannonading during the memorable battle on Lake Erie, September 10, 1813, in which Commodore Oliver Hazard Peery, with his comparatively small squadron of hastily constructed and meagerly equipped vessels, carrying but 55 guns and 490 officers and men, won such a splendid victory over the British fleet of 65 guns and 502 officers and men, thus establishing the supremacy of America on the Lakes, causing the immediate evacuation of Detroit by the British forces, and very materially hastening the close of the war, in favor of the stars and stripes. It is said that the people of Bath very materially aided the authorities in the THE BATTLE OF LAKE ERIE - 643 construction of two boats—which were built at Old Portage in the Summer of 1813, and which, being floated down the Cuyahoga river to Lake Erie, formed a portion of Perry's fleet in the above named naval engagement. Of this, however, there is now no positive evidence available; but as it is undoubtedly true that several small vessels for the Lake trade were built at the point named, about that time, and as most of the vessels in the victorious fleet were of that character (though the squadron had been organized at Erie, Pa.,) there is reasonable grounds for giving credence to the tradition. That victory, with the laconic dispatch of Commodore Perry to Gen Harrison: "We have met the enemy and they are ours—two ships, two brigs, one schooner and one sloop," has been commemorated in various ways—the conferring of gold medals, by Congress, Upon Commodore Perry and his Chief Lieutenant, Jesse Duncan Elliott; the erection by the government of a suitable monument on Put-in-Bay Island over the remains of those killed in the engagement; a fine marble statue of the Commodore in the Central Park of Cleveland; while the anniversary has, for a third of a century, been annually celebrated in the township of Bath, by the Pioneer Association of Summit and Medina counties. ANDREW HALE,—son of Jonathan Hale, first actual white settler in Bath township, was born in that township, December 5, 1811, and was the first white child born in Bath ; educated in pioneer township schools and raised to farm life ; April 12, 1838, was married to Jane Mather, who bore him six children- Pamela L. (Mrs. Charles Oviatt, now living in Florida); Sophronia Jane, (Mrs. S. J. Ritchie, of Tallmadge); Clara, (Mrs. L. H. Ashmun, of Tallmadge); Charles Oviatt, now residing on the old homestead; Alida (Mrs. Truman Humphrey, of Richfield); and John P., now a jeweler in Akron. Mr. Hale was a life-long member of the Congregational church, a thorough-going Republican, a genial and accommodating neighbor, a great lover of music, unostentatious, generous, and in its broadest sense a strictly honest man. For three years before his death Mr. Hale was a great sufferer from a neuralgic affection of the head, his death occurring, upon the farm where he was born, July 29, 1884, aged 72 years. 7 months and 25 days. Mrs. Hale, now 69 years of age, is affectionately cared for by her eldest son, C. O. Hale, at the old family homestead. INDIANS, WOLVES, BEARS, ETC. When first opened for settlement, remnants of the several tribes of Indians, who had originally inhabited the neighborhood, still lingered in the vicinity, mingling quite freely among the whites, and there exists to this day, within the limits of Bath, the remains of mounds, forts, villages, altars, etc.; while flint spear and arrow heads, stone hammers and axes, mortars, pestles, pottery-ware, etc., are still occasionally found on the hills and in the valleys of the township. It does not appear that there were any 644 - AKRON AND SUMMIT COUNTY. of those deadly feuds between the Indians and the whites of Bath. that were experienced by the early settlers of many of the contiguous townships, though, after the breaking out of the war, the Indians generally fraternizing with the British, there was very great anxiety, and some very narrow escapes from collision and disaster. After. the battle upon Lake Erie, and the subsequent capitulation of Detroit, however, the "Noble Red Man" was no more seen within the limits of the township. Every species of wild beast was also very plenty on the advent of the earlier white settlers of the township, many of whom proved to be very expert hunters, and many thrilling" hair breadth escapes " were formerly, and perhaps, are still to be found in the traditionary lore of the township. Wolves, bears and catamounts were sufficiently numerous to keep the inhabitants constantly on the qui vive for the safety of both their stock and themselves. The writer has often listened with the most intense interest to the graphic stories of the late venerable William Cogswell, and other old timers, of their encounters with the denizens of the forest, which, if they could be correctly put in print, would make mighty interesting reading. RICHARD ENGLISH PARKER,— born in Northampton, March 9, 1811, and said to be the first male white child born in that township ; at 14, witnessed the laying of the corner stone of the first lock built upon the Ohio Canal ; in 1825, drove team and otherwise assisted in building the canal ; at 21, bought a farm and built a cabin on the north line of Copley. April 18, 1833, Mr. Parker was married to Miss Martha M. Richardson, of Bath, who bore him nine children, all of whom are still living —Henry A., Hartwell A., and Frank W., of Akron; David L., of Copley and Perry R., of Bay City, Mich.; Mrs. Dora S. Trumbull, of Orangeville, Trumbull county ; Mrs. Phoebe M. Low, of Granger, Medina county ; Mrs. Mary L. Harris, of Copley, and Mrs. Cordie M. Stadler, of Akron. Mr. and Mrs. Parker lived happily together over half a century, celebrating their golden wedding anniversary April 18, 1883, in Akron, having removed thither in 1871. Mrs. Parker died August 7, 1884, aged 69 years and 17 days, Mr. Parker surviving his companion four years and one week, dying August 14, 1888, aged 77 years, 5 months and 5 days. Mr. Parker was a successful farmer, a model husband and father, and a liberal and patriotic citizen, in polities stanch Republican, and in religion sincere and earnest Universalist. ORGANIZATION, NAME, ETC. The township was not organized until 1818, eight years after the first regular settlement was made, having previously been attached to Northampton. There is no record, or even authentic tradition, of the organization now available, other than that Dr. Henry Hutson was elected justice of the peace, and Eleazer Rice. constable. An undated tally-sheet in the possession of Mr. James   BATH'S CIVIL STATUS - 645   M. Hale, announcing Jonathan Hale as a trustee, and Jason Hammond as supervisor. At this first regular "Town Meeting," as, following the good old New England custom, local elections were called, the question of a permanent name for the township was considered. As before stated, by reason of the Hammond element end influence, the original name of "Wheatfield" had gradually been superseded by that of "Hammondsburgh." This was tasteful to many, both on account of its length, and on personal grounds, and quite a number of other names were mooted and urged with considerable spirit, until Mr. Jonathan Hale, really the first regular settler in the township, getting out of patience, and being a little waggish, withal, exclaimed: "0, call it Jerusalem, Jericho, Bath, or anything but Hammondsburgh !" A motion was thereupon immediately made to call it Bath, which was carried by a large majority, and Bath it has remained to the present day, and is, alphabetically, the leading township of the county, being first upon the roll-call at all political and other conventions of Summit county.   BATH IN COUNTY AND STATE AFFAIRS.   The industrial, commercial, educational and religious history of Bath, has already been pretty fully written up by others, and may very properly be passed in this series of papers, with the remark that in point of agricultural achievements, manufacturing enterprises, and educational and moral worth, Bath stands fully at par with the average of the townships of Summit county, though in the remote past subjected to certain malign influences tending to somewhat becloud her fair fame and name, to be more fully alluded to hereafter. In county and State affairs Bath has had a fair representation, indeed, as follows:   PETER VORIS, in 1843, was elected county surveyor, the duties of which important office he successfully performed for one full term of three years.   In 1847 Mr. Voris was chosen as one of the two representatives Summit county was that year entitled to in the State Legislature, and, in connection with his colleague, Capt. Amos Seward, of Talhnadge, served his constituents thoroughly and well.   In the Spring of 1850 Mr. Voris was, by Governor Seabury Ford, appointed associate judge of the Court of Common Pleas, to fill the vacancy occasioned by the resignation of Judge Samuel A. Wheeler, of Akron, which office he held until the taking effect of the new constitution, in February, 1852.   Under the new constitution Summit county's first probate judge was Charles G. Ladd, brother-in-law and law-partner of the late L. V. Bierce, elected in October, 1851. Judge Ladd being taken sick, between the election and the time fixed by law for entering upon the duties of his office, Alvin C. Voris, son of Judge Voris, of Bath, was appointed deputy clerk by Judge Ladd, and organized and very acceptably performed the Probate business of the county until the date of Judge Ladd's death in August, 1852, having previously served as deputy county clerk for about two years.   ROLAND O. HAMMOND, a native of Bath, though then residing in Akron, on the death of Judge Ladd, in August, 1852, was appointed by Gov. Reuben Wood to fill the vacancy until the ensuing election in October, making a very prompt and remarkably   646 - AKRON AND SUMMIT COUNTY.   efficient officer during his brief incumbency. Mr. Hammond also officiated as postmaster of Akron for four years, under the administration of President James Buchanan.   JOHN MCFARLIN,—born in Bristol, Ontario county, N. Y., July 27, 1805; came to Ohio with parents when a boy, settling in Sharon ; education limited ; married to Miss Azubah Lowe, born in Canandaigua, N. Y., August 2, 1812, and settled on farm on west line of Bath, about 1830, five children having been born to them—Anthony, Adeline, Emily Eliza, Jane and Harriet, the former only now surviving, and now occupying, the old family homestead. Mrs. McFarlin dying October 11, 1862, Mr. M. was again married, to Miss Elsie A. Codding, of Granger, October 13, 1863, who bore him one child, Jessie E., born February 20, 1865, and died March 21, 1869. Mr. McFarlin died September 14, 1877, aged 72 years, 1 month and 17 days, Mrs. McFarlin now residing in Medina. Mr. McFarlin was a thrifty farmer and public-spirited citizen, having been a justice of the peace for many years, and twice elected by the people of his county to the responsible office of county commissioner—first in 1858, serving three years, and again in 1864; during his second term of three years, amid much opposition, joining heartily with the other members of the Board in the erection of the present elegant and extensive Infirmary buildings, which are at once a credit to the county and their projectors.   JOHN MCFARLIN, one of the pioneers and most substantial citizens of Bath, served as county commissioner from 1858 to 1861 and again from 1864 to 1867, six years in all.   ALVIN C. VORIS, in 1859, though then permanently located in Akron, was elected, in connection with Judge Sylvester H. Thompson, of Hudson, to represent Summit county in the State Legislature, holding that office two years. In 1861, that gentleman entered the army as lieutenant colonel, of the 67th Regiment, 0. V. I., which he personally recruited, serving through the war and winning for himself the title of Brevet Major General of Vo unteers. This whilom Bath boy was also a member of the Constitutional Convention of 1873, in the deliberations of which he bore a conspicuous and honorable part. In November, 1890, Gen. Voris was elected judge of the Court of Common Pleas for Summit, Medina and Lorain counties, which position he is now ably filling.   GRENVILLE THORP, one of Bath's brave soldier boys, who lost an arm in the service, was elected recorder of Summit county, October, 1870, for three years, but died before the expiration of hi term, in February, 1872.   HIRAM H. MACK, of Bath, ably represented his county in the State Legislature from 1873 to 1875, and again from 1877 to 1879.   J. PARK ALEXANDER, born, reared and educated in Bath township, besides long service as member and president of the city   BATH'S ROLL OF HONOR - 647   council of Akron, ably served the people of Summit county as their representative in the State Legislature from January 1, 1882, to January 1, 1884, and as State senator from the Summit-Portage-Geauga-Ashtabula district, from 1887 to 1891.   SUMNER NASH, of Bath, besides his honorable war record, faithfully and efficiently served the people as clerk of courts six years, from 1879 to 1885, while   OTHELLO W. HALE, another Bath boy, "held the fort" in the clerk's office, not only as Clerk Nash's deputy for six years, but also as principal from February, 1885 to February, 1891, six years.   CHARLES OVIATT HALE, as this chapter goes to press (October, 1891), is the regular Republican nominee for representative to the State Legislature, to which position he will undoubtedly he elected.   CHARLES OVIATT HALE, — son of Andrew and Jane (Mather) Hale ; was born in Bath, March 14, 1810, on the farm upon which his grandfather, Jonathan Hale, the first bona-fide inhabitant of that township, settled in 1810, of which farm, consisting of 200 finely kept and cultivated acres, he is now, by inheritance and purchase from other heirs, the sole owner, and entirely free from debt; besides attendance upon the schools of the neighborhood, Mr. Hale attended the preparatory school in Oberlin, commercial college, etc., two or three winters, and two winters at Hudson ; an extensive reader, and thoroughly posted in public affairs, as well as an earnest Republican, Mr. Hale has never missed voting at a State or National election since attaining his majority, though living four miles from polling place, and very rarely, if ever, absent from party caucuses, and has probably represented his township in more county conventions than any other man of his age in the county ; has officiated three years as township trustee and several years as school director, and is now (October 1891) the duly nominated candidate of his party for Representative to the State Legislature for Summit county. May 20, 1875, Mr. Hale was married to Miss Pauline Cranz, of Bath, previously, for five years, a teacher in Akron public schools. They have no children.   BATH'S MILITARY RECORD.   Besides doing her full duty in defense of the frontier, in the War of 1812, in proportion to the meagerness of her population, Bath is said to have furnished quite a number of soldiers for the Mexican War of 1846 48, but whose names and records are not now ascertainable, though the quite general sentiment of this section of Ohio against the justice of that war was not conducive to patriotic ardor nor military enlistments.   In the War of the Rebellion, also, Bath was fully abreast with her sister townships of the county, in her allegiance to the old flag, as the following substantially accurate roster, compiled from the assessors' returns of 1863, '64, '65, and the recollection of Messrs. P. H. Alexander, Sumner and Thomas W. Nash and others, abundantly demonstrates: .   648 - AKRON AND SUMMIT COUNTY.   Perry H. Alexander, Nathaniel Averill, Benjamin Allman, Byron Albro, Edward Baird, Jacob Buck, Lester Bruno, Edward Bishop, John M. Bissell, Ebenezer Baird, Ebenezer Bissell, Richmond Bissell (died in service), George A. Bisbee, Henry Bruno, R. N. Brinsley, Thomas Barney, John Cox (died in Andersonville prison), David Castetter, John Carver (died in service Orlen Capron, Alfred Capron, Henry Cover, Ira Capron, Theodore Craig, David Conrad, John Davis, Thomas Davis (killed in battle), William Davis, Jr., Willard Dennison (died in service), George D. Damon, Cassius Evans, James L. Ferguson, Arthurton H. Farnam, Reuben Farnam, Darwin Farnam, Orrin C. Fields, Edward Foley, Everett. Foster, Lewis Harris (killed in battle), John S. Harris, Lyman Hale, Merchant S. Hurd, Harvey Hopkins, George Harris (lost on Sultana), Reuben Hickox, Smith Hancock, Othello W. Hale, Samuel Hale, George Hines, Henry Ingraham, Wesley Johnson (died in service), Chipman Johnson, Philetus Johnson, Andrew Johnson, William Johnson, David B. Kittinger, Charles H. King, Calvin Kent, William Lutz, Noah Lenhart, William Long, William H. Liggett (died in service), Benjamin F. Lee (killed in battle), Charles Loomis (died in service), Henry Mack, Isaac Miller, Luther A. Miller, Henry Morrill, Roswell More, John R. More, Perry S. Moore, Samuel Marshall, Lester Moore, Thomas W. Nash, Sumner Nash, Dr. E. K. Nash, Joseph Pierson (died in service), Silas Payne, Lorin L. Porter, Harmon Prior, Russell Phillips, James Pierson (died in Andersonville prison), Elisha Pursell, Galen Richmond, James Randall, Charles Robinson (killed in battle), Charles Richmond, Norman Salisbury (died in service), Franklin J. Smith. James Stanbridge, Joseph Scanlin, Adam Stoner, Philenus Smith, William Stoton, William H. Spears, Ephraim Sutton, William Sherman, Richmond Shaw, John Spears, Thomas G. Trembath, Edward Tewksbury (see also Copley), Grenville Thorp, H. Thompson, James Turner, Robert Volentine, Peter White, George W. Worden (died in service), W. W. Williamson, S. A. Waite, George H. Youells, Adam Zealy, Jacob Zimmerman.   BATH AS A RAILROAD CENTER.   In 1853, the Clinton Line Extension Railroad, from Hudson to Tiffin, was organized, with Prof. Henry N. Day, of Hudson president, and Hon. Van R. Humphrey as one of the directors. From Hudson the line extended southwesterly through Northampton and Bath, crossing the Cuyahoga Valley near the residence of the late James R. Brown, in Northampton, and running up the Yellow Creek valley, through the township of Bath.   About $70,000 were expended in grading the road between Husdon and Ghent, a large quantity of stone for bridging the creek flowing into Yellow Creek from the north, were hauled upon the ground. Quite a business boom, in fact, was created in and about Ghent; manufactures were stimulated, stores multiplied, hotels flourished, etc.; the northernmost of the two hotels, then existing there, near where the road was laid, being rechristened the " Railroad House."   But alack! and alas! for the metropolitan hopes of the confid ing Ghentites, and the local subscribers to the capital stock. In 1856, the bottom fell out of the Clinton Line Extension, and the various other "lines" that were to form the Great Through Li   BATH'S MORAL STATUS - 649   between Philadelphia and Council Bluffs, and the work was never completed. But amid the multiplicity of surveys now being made (1891) and new roads now being projected, it is not improbable that the early hopes of the good people of Bath, as a railroad center, may yet, ere long, be realized.   EARLY CROOKEDNESS—WILLIAM LATTA. ETC.   In its early history, the fair reputation of Bath was somewhat smirched by the depredations of the gang of "crooks," whose principal theater of operations was in the valley of the Cuyahoga, upon its eastern border. The labyrinthine and heavily timbered hills and gullies of the eastern portion of the township were admirably adapted to clandestine 'mintage and banking, and the concealment of horses, sheep, and such other animals or property, as it might be deemed advisable to place in hiding.   In the southern central part of the township, also, Latta's Tavern was one of the chief resorts and marts of the fraternity, its proprietor, William Latta, being one of the principal lieutenants of the "great captain," whose biography will be found in full in another chapter of this history. This man, Latta, was a fine specimen of physical manhood, tall, well-proportioned, pleasant featured and, though of quite a limited education, was singularly urbane and persuasive in his manners and conversation, always superbly dressed, with ruffle-shirt front, gold watch, elaborate fob-chain, seals, etc. Beside the regular traveling custom of the time, this house was well "patronized" by the most influential members of the fraternity, always well dressed and with plenty of money which was liberally dispensed in the way of " treats " to the local frequenters of the hotel. It is, perhaps, scarcely to be wondered at, that many of the really honest, and hard-working, but illy remunerated, yeomanry of the neighborhood, should have yielded to the blandishments of these seeming gentlemen, or to have been drawn into their nefarious schemes and practices. Hence, when a united effort was made, by the authorities of Portage, Medina and Cuyahoga counties, in the middle and later thirties, to break up the gang, it is not at all singular, that quite a large number of the citizens of Bath should have been seriously implicated. It is but justice to the township, however, to say, that in consideration of their having been the victims of malign and adverse influences, rather than inherently dishonest, and of the valuable information imparted to the officers in regard to the leaders of the gang, the most of those who had been taken into custody, or placed under surveillance, were not proceeded against, and thenceforth led honorable lives in the several communities where they resided.   A MIDNIGHT ADVENTURE.   Of course, there were exceptions to this rule, in which the evil-doers were either brought to merited punishment or driven out of the State, and even at a later date some very serious offenses were perpetrated and the wrong-doers duly punished or forced to leave the neighborhood. But ever, and always, the majority of the early inhabitants of Bath were honest, and ready to co-operate with the authorities in the detection and punishment of crime. Without disparagement to others, among the most active, in this direction, were Mr. Peter Voris (father of Judge A. C.