USA > Michigan > Wayne County > Detroit > Compendium of history and biography of the city of Detroit and Wayne County, Michigan > Part 20
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oughfare. This accomplished, what was known as the Detroit City Railway Company was incorporated in the early part of 1863. The company was capitalized at one hundred thou- sand dollars, that amount being issued in stock with an equal amount in bonds. Most of the investors were residents of Syracuse, New York. Under the franchise the company was empowered to lay tracks along, over and across Woodward, Jefferson, Gratiot, Third, Grand River and Michigan avenues, and Fort, Witherell and Woodbridge streets; but was taxed fifteen dollars per year for each car operated and was prohibited from exceeding a schedule of six miles per hour. The possibility of amassing undue returns from the collec- tion of a straight five-cent fare was limited by a regulation which provided that no two cars should pass a given point within twenty minutes of each other. For a time the first line of street railway, extending along Jefferson avenue between the Michigan Central and the Detroit, Grand Haven & Milwaukee depots, struggled to pay expenses, and failed. It became evident that the company was not supplying a demand for transportation sufficient to permit the operation of its cars. The only alternatives were complete failure or extension. Accordingly, in 1864, new blood was taken in, and a track was laid along Woodward avenue, from the river to Grand Circus Park. Still the company was forced to struggle against an increasing deficit. Up to this time, in addition to the Syracuse investors, John A. Griswold, M. D. Sperry, D. B. Duffield, G. V. N. Lothrop and Mr. Wilson had become interested in the company; George Hendrie, owner of a line of transfer wagons and trucks, was given the management of the Jefferson line in 1864. Three years later E. W. Med- daugh, F. E. Driggs, James McMillan, Sidney D. Miller and others linked their fortunes with that of the street-railway company, whose capitalization was now increased to five hundred thousand dollars. Both the Woodward and Jefferson lines were extended, but the company was forced to relinquish its franchises on Grand River avenue and Fort street, through failure to meet extension stipulations.
In this way two new companies came into existence, one to build the Fort street line (1865) and the other to operate cars on Grand River avenue. The latter company was known as the Grand River Street Railway Company and was formed three years subsequent to the incorporation of the Fort Street & Elmwood Company. In 1882 the Detroit City Railway Company purchased the holdings of the Detroit & Grand Trunk Junction Railway Company, which had been formed in 1873 to construct an east and west line, from Mount El- liott avenue westward across Woodward avenue and along Congress and Baker streets to the city limits. In the meantime the Third and Cass avenue lines had been built, and the latter had bought the former at sheriff's sale. An attempt had been made by the Detroit City Railway Company to prevent the construction of the Third avenue line, under the option proviso of the original franchise, and the matter was taken into court. Before an adjudi- cation had been reached, however, the Detroit City Company bought out the Cass and Third companies, in 1879. This deal gave the Detroit City Company control of all lines save those of the Fort street and Grand River companies, and largely as the result of the compli- cations which had existed, the former company's franchises, covering its lines then in opera- tion, were at this time extended until 1909.
Though the company was now required to pave between its tracks and to pay into the city treasury a tax of one per cent. on its gross receipts, the building of new lines and the extension of old ones progressed rapidly. The Trumbull and Warren avenue and Brush and Myrtle lines were built in 1885. Two years later an ordinance was passed requiring the filing of reports of the company's receipts at six-month intervals and the payment of a one and one-half per cent. tax for the next ten years, after which time a two per cent. rate should obtain.
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Thus far the history of the Detroit City Railway Company had been one of constant struggle,-first against financial ruin and later against increasing competition. But this only paved the way for the coming of the real street-railway war, which began immediately after the election of Hazen S. Pingree as mayor of Detroit, Champions of the people have arisen with the recurring crises in the experiences of almost every American city with its public-service corporations, but none has stood forth more prominently than Mr. Pingree. The war which he began in 1890 against the Detroit City Railway Company not only made him a national character, but also has taxed to the utmost the capacities of succeed- ing administrations and is yet to be brought to an equitable termination.
Within a month after becoming mayor Mr. Pingree began the exploitation of his municipal-ownership propaganda. In 1891 the railway company offered a rate of six tickets for twenty-five cents, on condition the council grant a new thirty-year franchise. A thirty- one year extension had been granted to the Grand River company in 1885 and now the council agreed to the Detroit City company's later proposition, but the mayor promptly vetoed the ordinance. Early in July the council, having discovered that the entire city would support the mayor, fell into line. Shortly after this, July 23, 1891, a new organiza- tion, the Citizens' Railway Company, bought the property of the Detroit City Railway Com- pany, the latter ceasing at this time to exist. The new corporation then began the installa- tion of an electric equipment. At the close of Mr. Pingree's first term as mayor, in 1891, the status of Detroit's street railways was this: The Citizens' company had acquired, with the physical property of the Detroit City Railway Company, the latter's thirty-year fran- chise extension, which ran from 1879. Originally the franchise granted the old company in 1863 expired in 1893. Were it not for the 1879 extension, Mr. Pingree felt that a most favorable opportunity would be presented for the further urging of the municipal ownership plan in 1893. Accordingly he set about, immediately after his re-election in the fall of 1891, to attack the ordinance of 1879, granting the extension. The mayor argued that the passing of a new ordinance of extension prior to the termination of the old franchise of 1863 was irregular and contrary to good policy for the city. The United States circuit court agreed with the mayor, who took the matter before that tribunal, but the United States court of appeals, from whom the railway company sought relief, found, in 1895, for the company. During these years the city and the entire state were kept on the qui vive by frequent altercations between the mayor and officers and employes of the railway company, and by announcements from Mr. Pingree of attempted bribery on the part of the latter.
Finally the Citizens' Railway Company disposed of its interests to the New York firm of R. T. Wilson & Company. The transfer occurred in September, 1894, and three months later Mr. Pingree succeeded in having passed an ordinance granting a franchise to the Detroit Railway Company, the formation of which he had actively promoted in the east. While not meeting with Mr. Pingree's desires in their entirety, the new company's fran- chise marked considerable progress in the mayor's fight. It provided that the city pay for paving between rails on unimproved streets and called for a rate of eight tickets for a quarter of a dollar between 5:45 a. m. and 8 p. m .; a rate of six tickets for a quarter for the remainder of the twenty-four hours; and universal transfers. Following the adverse decision of the United States court of appeals in 1895, the mayor attempted to place the city's franchise-surrender case before the United States supreme court, but without avail. The supreme court held that the lower court's findings were final. The Citizens' Company now expressed its triumphant satisfaction by withdrawing the rate of six tickets for a quarter and began charging straight five-cent fares, without transfers. The supreme
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court's decision was handed down in November, 1895, and shortly after the withdrawal of the six-for-a-quarter rate by the Citizens' Company, Mr. Pingree was forcibly expelled from one of that company's cars for refusing to pay a straight five-cent fare. Thereupon the city sought to enforce the six-for-a-quarter rate by legal proceedings, but this end was accomplished before the issue came to trial. Early in 1896 the mayor vetoed an ordi- nance, passed by the council at the suggestion of the Citizens' Company, providing for a rate on that company's lines of eight tickets for a quarter, without transfers; the transfers to issue only on payment of a five-cent cash fare. Again he succeeded in winning over a large majority of the council.
Though elected governor of Michigan in 1897, Mr. Pingree continued to fight for Detroit's better street-railway service. As a partial result the city now has unexcelled facili- ties in the matter of urban rapid transit as well as in that of convenient trolley connection with surrounding cities. On December 31, 1900, the several street-railway companies oper- ating in Detroit passed into the hands of a new corporation-the Detroit United Railway. This company became the purchaser of all the properties, rights and franchises of the De- troit Railway, Citizens' Railway, Fort Wayne & Belle Isle Railway, and the Detroit Sub- urban Railways companies. The Detroit United was capitalized at twelve and one-half million dollars and now operates about seven hundred and fifty miles of city and interurban lines. In February, 1898, the common council passed a resolution to the effect that no fran- chise be granted to any individual or corporation for the occupancy of the streets of the city without first securing a favorable popular vote on the question. It can not be said that this resolution has brought forth as yet any definite action or reform.
Closely related to the street-railway problem were other public utility matters, covering gas, telephone and electric light, and none of the concerns interested in these projects escaped the vigilant eye of Mr. Pingree. Many of his friends were stockholders in one or other of such companies as were furnishing service to the citizens of Detroit at rates highly satisfactory and profitable to all save the consumers. But the interests of these friends were ignored by the mayor, who sought to promote the interests of the people. In 1892 he threw down the gage to the two gas companies, which were then exceeding their legal rates by about seventy cents per thousand feet of gas. The franchises under which the com- panies were charging one dollar and a half per thousand feet were based on the legal charge for gas on the average of the rates obtaining in Cleveland, Chicago and other cities. An investigation showed this average to be eighty cents per thousand feet.
In 1849 the city's original gas company, the Detroit City Gas Light Company, had been organized by the Messrs. Brown Brothers, a firm of Philadelphia capitalists, who asso- ciated with themselves in the deal G. V. N. Lothrop and other local men of wealth. The company first gave service in 1851, but so expensive was their product that few citizens enjoyed the luxury of the new illuminant. A rival concern, the Mutual Gas Company, was organized in 1872. After this date there ensued a rate war between the two companies which bade fair to ruin the contestants until an agreement was reached whereby the local territory was divided, the center of Woodward avenue serving as a boundary. During the era of cheap gas, occasioned by the competitive fight, many citizens had availed themselves of the service of one or the other company, but upon the effecting of the armistice all con- sumers found themselves again the victims of excessive rates. In 1886 a coterie of local capitalists organized the Detroit Natural Gas Company, for the purpose of piping into the city a fuel supply from the Ohio gas fields.
These three companies were in operation when Mr. Pingree began his three-year fight against the two coal-gas companies. The result of the mayor's crusade was the formation
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of a new company, which took over the properties of the three former organizations. At this time a net rate of one dollar per thousand feet for coal gas and eighty cents per thou- sand for natural gas was established. Upon the exhaustion of the Ohio gas fields a new supply was secured from freshly developed wells in Ontario, Canada, and this was piped across the river in two lines, which were connected with the city mains. This source has also become depleted, however, and only coal gas is now sold in Detroit.
Until 1883 gas lamps were the only means of street lighting employed by the city, but during this year a few electric lamps were put into service in the down-town portions of Jefferson and Woodward avenues. During the following year a corporation known as the Brush Electric Light Company was awarded a contract for lighting the whole city. For ninety-five thousand dollars the lighting contractors agreed to furnish and operate some three hundred arc lamps. This arrangement was continued until the Detroit Electric Light & Power Company secured the city contract in 1890. The latter corporation engaged to operate one thousand and thirty lights for a consideration of one hundred and thirty-three thousand seven hundred and sixteen dollars per year. Naturally the payment of so large an amount for lighting suggested to Mr. Pingree an opportunity for the application of his municipal ownership theories. Though he strongly urged the establishment of a municipal lighting plant during his first term, it was not until 1893 that a vote of the people passed favorably upon his suggestions. City bonds were issued in the sum of six hundred thou- sand dollars and the present lighting plant was erected on the river front. Originally the plant cost the city about seven hundred and forty thousand dollars. Its maintenance and operation have shown a large saving to the city over the lowest contract prices under which lights were formerly furnished.
CHAPTER XX
Michigan in the Spanish-American War-Wayne County's Representation in the Volunteer Service-Michigan Regiments-Michigan Naval Reserves-Detroit Board of Com- merce - Industrial Progress of Detroit - Railway Tunnel Under Detroit River - Shipbuilding Industry and Marine Interests-Magnificent Industrial and Commer- cial Advancement-Figures and Estimates for 1908-Municipal Government of De- troit-Parks and Boulevards-Gain in Population-Pertinent Statistics.
Michigan has well maintained its honors in the various polemic conflicts in which the nation has been involved. This was significantly true in the Spanish-American war, to whose service Wayne county contributed a sterling and valiant force of volunteers, made up prin- cipally from existing military organizations. The data here given concerning this matter are largely gained from the official reports of the adjutant and quartermaster generals of the state.
On the 23d of April, 1898, President Mckinley issued a call for one hundred and twenty-five thousand volunteers. Michigan's quota was four thousand one hundred and four, to consist of four regiments of infantry, each comprising ten hundred and twenty-six officers and men. On the following day an order was issued from the office of the adjutant general of the state for the mobilization of the entire Michigan National Guard, at Island Lake, on the 26th of April. The adjutant general assumed command and the work of reforming the Michigan troops to meet the exigency of the call was undertaken. This was accomplished by assigning the second independent battalion to the First Infantry and the first independent battalion to the Second Infantry, together with the accepting of eight companies from different localities in the state to complete the Third and Fifth Regiments, respectively. The regiments thus organized were designated as the Thirty-first, Thirty-sec- ond, Thirty-third and Thirty-fourth Michigan Volunteer Infantry. Of the Thirty-first Regiment three companies (I, K, and L) were mainly made up of Detroit men, including Colonel Cornelius Gardener, commanding; Charles W. Harrah, major; Andrew P. Biddle, surgeon; Frederick L. Abel, first lieutenant and adjutant; and Allen D. McLean, hospital steward. The other field and staff officers were from other points in the state. The regi- mental band had three Detroit representatives. Companies I and K were all Detroit men, as was also Company L, with the exception of one musician. The death roll of this regi- ment incidental to the service was fourteen men. Company I of the Thirty-second Regi- ment was made up almost entirely of men from Wayne county, including its officers, and the county also gave a large percentage of officers and men to Companies K, L and M. The death list of this regiment was twenty men. The Thirty-fourth Regiment had on its roster only eight Detroit men, including one officer, Major William G. Latimer. The Thir- ty-fifth Regiment had two Detroit representatives on its list of staff officers, and in the com- pany organziations were found a few men from Wayne county.
On the 10th of May, 1898, the enlistment and muster of the Thirty-first Regiment was completed, and May 15th, under command of Colonel Cornelius Gardener, it left for Chick- amauga Park, Georgia, in the service of the United States. The Thirty-second Regiment was mustered in May 4, 1898, and on the 19th of the same month, under command of
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Colonel William T. McGurrin, departed for Tampa, Florida. The Thirty-third and Thirty- fourth Regiments were mustered in May 20th and 25th, respectively, and under the re- spective commands of Colonels Charles L. Boynton and John P, Petermann. The Thirty- third left for Camp Alger, Virginia, May 28th, and the Thirty-fourth departed for the same rendezvous on the 6th of June. On the IIth of July Adjutant General E. M. Irish was commissioned colonel of the Thirty-fifth Michigan Volunteer Infantry and the regiment was mustered into the service of the United States on the 25th of the same month. On the 14th of September, under orders, it moved from Island Lake to Camp Meade, Pennsylvania.
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The Thirty-third and Thirty-fourth Michigan participated in the expedition, under Gen- eral Shafter, against Santiago, and bore their full share of the hardships and dangers of that expedition. The Thirty-first Michigan remained in various southern camps until Jan- uary 25, 1899, when it was transported to Cuba, where it remained in service until April 25, 1899. The Thirty-second Michigan had no Wayne county contingent and consequently its service need not be noted in this article. The Thirty-fifth Michigan did not become ac- tively engaged, the exigencies of the war not demanding its interposition, but it was recog- nized as a splendid command in both personnel and equipment.
The Michigan Naval Reserves, consisting of eleven officers and two hundred and sev- enty men, were detailed on the auxiliary cruiser "Yosemite" and saw service at Havana, Santiago and other points. In all situations they won the approval of the regular naval au- thorities and honored the state which they represented. In January, 1902, congress al- lowed a bounty of fifty thousand dollars to the crew of the "Yosemite" for the sinking of the Spanish vessel "Antonio Lopez" off San Juan, Porto Rico, during the war.
Through divers channels the Detroit board of commerce has done most effective serv- ice in forwarding the civic and industrial progress and wellbeing of the city, begetting, as it has, a "high order of civic consciousness and of civic conscience." The organization of the board, on June 30, 1903, is an event of no minor importance in the history of the city. At the time of its formation the board's roster contained the names of nearly all members of the Merchants' & Manufacturers' Exchange, the Chamber of Commerce and the Convention League. A total of two hundred and fifty-two charter members was se- cured, and the growth of the order is best indicated by the statement that the membership on the Ist of April, 1908, as reported at the annual meeting of the board, was eleven hun- dred and fifty-four. The work of the Board of Commerce "touches every phase of the city's welfare, as well as of the elements and factors of our general commercial and industrial interests."
The Board of Commerce has recognition of every activity and condition that touches the welfare of Detroit, and it finds within its sphere of influence and work all public af- fairs. It is potent in the fostering and advancement of the existing business industries and commercial enterprises of the city, and has accomplished a most effective work in securing to the city new industries. It cannot be doubted that no one factor in the city's civic make- up has done as much as this organization to promote the splendid advancement which has marked the history of the Michigan metropolis within the past few years-work which has significantly contributed to the upbuilding of the larger and greater Detroit. The board discusses public interests and public improvements and is a co-ordinate force in aiding the departments of public service by its suggestions and independent investigations. As a cen- trifugal force it "enables the material interests which make up the prosperity of the city to act as a unit and act without delay." Its co-operation is of great value in insuring good mu- nicipal government and in fostering commendable municipal activities. It has been well said
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that "the talents and abilities that are freely given, through this organization, to measures for general welfare are those of men who, in various avenues of business effort, have dem- onstrated their capacity and made themselves well known as men of success."
In any account of Detroit's industrial progress it is but consistent that recourse be had to the most valuable sources of information. In the following paragraphs are to be found data for which credit is to be given alike to the Detroit Board of Commerce and to the publishers of the Detroit city directory.
The location of Detroit created for it a manifest destiny as a city of commercial and manufacturing importance. Its position on the strait connecting the upper and lower lakes, the depth of the water, the close approach of the channel bank to the river's edge, the safety of its harbor, and the length of its dock line give it advantages for water transporta- tion unsurpassed by those of any other port on inland waters. Its railroad facilities also are of the best. It is the natural gateway between the west and the east, being on four of the trunk lines connecting these sections. Two great systems penetrate every part of Michigan, and there is excellent connection with the southwest. Recently there has been a reaching out to the south and southeast. The city has the advantage of good labor conditions, of cheap sites for manufactories, of an abundant supply of pure water at low rates, of good municipal administration, of a light debt and low taxation, and of unusual outward at- tractions. These advantages, intelligently directed, had raised it to the twelfth city in popu- lation in the country and to the sixteenth in the value of its manufactured products when the census of 1900 was taken. Since that year the city has entered upon a new period of growth, the rapidity of which is surpassing the expectations of the most hopeful of its busi- ness men.
The facilities for water transportation did not need to be increased, but government improvements, added to unusual natural advantages, have made them the best on the Great Lakes. Nine miles of frontage on the Detroit river and four on the river Rouge will fur- nish ample dock room for many years to come.
There has been a vast gain for Detroit in railway transportation. It is a terminal point also for the two principal Canadian systems of railway, which reach every place of im- portance in the Dominion and the maritime provinces. A belt line encircles the city, cross- ing all the railroads and facilitating the transfers of freight. A second belt line, to extend around the city at a uniform distance of six miles from the city hall, has been commenced.
Since the great trunk lines began to bring the east to the west, Michigan Central rail- road operatives have dreamed of a mammoth, swinging steel bridge, capable of sustaining on its trestles the tonnage of the road and fitted to eliminate those obstacles which have placed the certain direction of trains practically beyond mortal control. With the develop- ment of such traffic conditions, however, as would justify such an undertaking, the com- merce of the great lakes has kept equal pace, until now the almost continuous passage, during the eight months of the navigation season, of the great freighters of the lake flo- tilla, precludes any such possibility. From the earliest day vessel interests successfully opposed the construction of a bridge. Though the project of a tunnel meant, at first hand, the expenditure of even a modern fortune, involving attendant engineering risks whose cost and extent could not be approximated, the spirit of the present-day progress was insistent and the construction of such an alternative was begun in 1904.
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