History of Detroit and Wayne County and early Michigan: A Chronological Cyclopedia of the Past and Present, Vol. I, Part 146

Author: Farmer, Silas, 1839-1902
Publication date: 1890
Publisher: Detroit, Pub. by S. Farmer & co., for Munsell & co., New York
Number of Pages: 1094

USA > Michigan > Wayne County > Detroit > History of Detroit and Wayne County and early Michigan: A Chronological Cyclopedia of the Past and Present, Vol. I > Part 146

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On March 12, 1827, a committee of the Common Council reported in favor of paving the streets, stating that the annual tax for repairs would more than pay the interest on the sum necessary for paving.

On September 8, 1829, a plan was adopted for paving Jefferson Avenue; but no paving was done except in front of certain lots as before.

In 1830, under the superintendence of Mr. Des- noyers, the space in front of the old market on Woodward Avenue, and between it and Jefferson Avenue, was paved at an expense of $527.85.

The first systematic paving of a large portion of any street with stone was done in 1835. Atwater Street, between Woodward Avenue and Randolph Streets, was paved in that year. The special reason for the paving was that the earth from the ex- cavation for the basement of the Presbyterian Church, then building on the northeast corner of Woodward Avenue and Larned Street, was used to fill in Atwater Street, and it became almost impassable. Robert E. Roberts, then occu- pying a store on the street, obtained the consent of a majority of the property holders, and the council ordered the street paved. The material used was cobble-stone, and the cost was seventy-

two cents per yard ; the entire cost of the work was $1,261.

It was now proposed to pave Jefferson Avenue, and in December, 1835, the following notice, signed by the city clerk, George Byrd, was published :

Proposals will be received at the office of the City Clerk, until the first of January next, for paving the roadway of Jefferson Avenue, from Brush Street to the Cass line ; Ist, with round stones not less than four nor more than eight inches in diameter, laid in six inches of sand. 2d, with Monguagon or Canada stone, not less than six inches long set edgewise and laid in four inches of sand. 3d, with blocks of wood, of cedar, hemlock, white oak, or Norway pine, free from sap, sawed in a hexagonal form, and set in two inches of sand. Bids will be received for the whole work, or in sections.

The bids were probably unsatisfactory, for no paving was done.

Two years later, on February 1, 1837, the council voted to pave : Bates Street from Jefferson Avenue to the river, and Atwater Street from Bates Street to Woodward Avenue; Randolph Street from Jef- ferson Avenue to the river, and Atwater Street from Randolph to Brush Street; Woodbridge Street from Wayne to Griswold Street, and Shelby Street from Woodbridge Street to Jefferson Avenue ; Griswold Street from Jefferson Avenue to the river, and At- water from Griswold Street to Woodward Avenue.

About this time many citizens interested them- selves in learning the cost of wood pavements, and their inquiries and the panic of 1837 delayed all action until 1845, when a space in front of the Eldred Block, on the north side of Jefferson Avenue between Woodward Avenue and Griswold Street, was paved with hexagonal blocks of wood. Begin- ning with 1849, paving with cobble-stones became quite general.

In 1864 a portion of Third Street, in front of the M. C. R. R. Depot, and between Woodbridge Street and the river, was paved with wood. The noiseless- ness and seeming durability of this wooden pave- ment led to its further use, and the following year Fort Street West, from Griswold to Fifth Street, was paved with what was known as the Nicholson pavement, and since then more or less of wood pav- ing has been done nearly every year. In 1870 there was almost a mania for wood pavements; and in this and the following year patents and specifica- tions for almost every conceivable shape and kind of wooden blocks were advertised.

On October 6, 1871, contractors began tearing up the cobblestone pavement on Woodward Avenue preparatory to replacing it with wood. This caused great dissatisfaction, and a public meeting of citizens protested against what was deemed folly or corrup- tion, but the work went on. In 1879 the avenue was again paved with wood.

In 1872 the time of the council was largely taken up with innumerable plans and specifications for

930

SIDE AND CROSS WALKS.

paving scores of streets, and Mayor Moffat was kept busy in vetoing the propositions. Prior to 1861 the city could not order a street paved when a ma- jority of the property owners on the street re- monstrated against it. By charter amendment of March 12, 1861, the council was given power to order $50,000 worth of paving yearly without the consent of a majority of the property owners, and more could be ordered if they consented.

By Act of April 13, 1871, opportunity was afforded to secure still larger contracts for paving each year, as the city was permitted to issue bonds to the con- tractors for three quarters of the amount due for paving any street, the bonds drawing seven per cent interest. Property holders were allowed to pay the amounts due for paving in four equal annual instal- ments, interest on the last three payments to be paid in advance at the time the first payment was made. The law was repealed by Act of June 6, 1881, and since then the whole amount due for paving any lot is required to be paid when the work is completed. The Act also provided that $75,000 worth of paving could be ordered, without consent of property owners; the charter of 1883 increased the amount that might be so ordered to $100,000.

The repairing of paved streets, and their repaving, was originally paid for by the city, and in 1871 there was paid for repairs on paved streets $106,416. About $20,000 of this amount was for the so-called asphalt put on the cobble-stones of Jefferson Ave- nue. It lasted but a few months.

Since Act of April 30, 1873, the repaving of streets has been made a charge against the adjacent prop- erty.

The cleaning of the streets is paid for by general tax ; the amount apportioned to each ward is agreed upon by consultation between the Aldermen and the Board of Public Works. The amount expended in the several wards is dependent upon the amount of highway taxes collected in each ward. Under Act of April 13, 1841, no road tax could be assessed on property fronting on a paved street, but by the charter of 1883 all property is equally liable for highway taxes.

In 1882 two street-sweeping machines were pur- chased in England at a cost of $312.50 each. They were first used on October 24, 1882, in cleaning por- tions of Woodward and Jefferson Avenues. A steam road-roller was procured the same year at a cost of about $5,400. In 1883 an additional sweeper was ordered.

The amount spent for cleaning the paved streets in 1886 was $38,000 ; for grading and working un- paved streets, $15,000 was expended.

The total length of alleys paved from 1849 to 1887 is nearly thirteen miles ; the cost was $200,000. The total length of paved streets, up to 1887, is

aboat 128 miles ; of this number about three quarters are paved with wood. The total cost is $3,843,881.

SIDE AND CROSS WALKS.

Sidewalks were a convenience not enjoyed by the early settlers. An old record of 1796 states that in some cases a few logs were laid together lengthwise, but these stepping-places were few and far be- tween. Under the town corporation of 1802 the inhabitants were ordered " to make footpaths of logs or thick planks around the lots they occupy," but tradition relates that then, as now, ordinances were not implicitly obeyed.

In 1812 some improvement was noticed, and oc- casionally square timbers, a foot or more thick, were placed in front of many of the stores and dwellings. An Act of the Governor and Judges of April 29. 1806, provided for paving or gravelling foot-walks in sections 1, 2, 3, and 4 on each side of the ave- nues, and for the planting of trees, but the Act was not enforced. On November 26, 1827, the council passed its first ordinance regarding sidewalks. On streets one hundred and twenty feet wide, twenty feet on each side were set apart for walks, except that on Woodward Avenue below Jefferson the spaces were to be only ten feet ; the actual walks were to be six feet wide, of flat stones or brick. On sixty-feet streets, eight feet were set apart, and walks four feet wide were ordered ; the rest of the space was to be paved with round stones. On fifty- feet streets, seven feet were reserved, and walks three feet wide were to be made of flat stone or brick.

By ordinance of July 7, 1828, the walks on Woodward Avenue, were to be all of one width. and to be laid next to the houses. About this time there began to be more attention paid to the wants of foot-travelers, and where the ability of owners permitted, or the interest of shop-keepers seemed to demand it, a few planks were laid down; but the practice was by no means general, and within the memory of persons now living, calling and church- going were sometimes impracticable to ladies because of the lack of walks ; yet in 1828 the city paid $259.98 for paving footpaths across streets, and for side- walks $456.17, and in 1829 and in 1830 several hun- dred dollars additional were paid for side and cross walks. Between 1830 and 1840, the " ways of the inhabitants " received special attention, and in several places walks formed of large octagonal blocks, of wood a foot or more in diameter, were laid. One of these walks, in front of the Methodist Church, on the northeast corner of Woodward Avenue and Congress Street, is well remembered. Brick walks were next in order, and though once common in many parts of old Detroit, they have almost entirely disappeared.

931

STREET RAILROADS.

By ordinance of January 22, 1842, plank sidewalks were provided for. They were required to be six feet wide on Jefferson and Woodward Avenues, and three feet wide on all other streets. Of late years, on many of the finer business and residence streets, smooth stone slabs have almost entirely superseded the plank walks. The first ordinance regarding these stone walks was passed in 1859, and made provision for their use on portions of Jefferson and Woodward Avenues and Griswold Street. The greater cost of the stone walks caused citizens to desire to avoid as much of the expense as possible. They therefore sought to have the city pay for the walks at street corners outside of a point intersected by the front and side lines of a lot. The question was specially agitated in 1870, and on July 26 the city counselor, in a communication to the council, said that the city charter, in Section 103, authorized the payment by the city for pavements laid at intersec- tions; but no definite provision for the paying for intersection walks by the city was made until the Act of March 17, 1875.

Crosswalks are of later date than those directly in front of stores and residences, and as recently as 1847, on Woodward Avenue near the present Rus- sell House, a few bricks and boards laid in the mud afforded all the walk there was to cross upon. In that same year, by ordinance of April 20, systematic provision was made for crosswalks, which were to be built by the city, and paid for by assessments upon the adjacent property.

In late years the great increase in the number of paved streets makes the crossings less muddy, and as the city now keeps them reasonably clean, the crossing-sweepers of the olden time have entirely disappeared. Only a few years ago each crossing on Woodward Avenue between Fort Street and Jefferson Avenue was occupied by diminutive sweep- ers, generally of the gentler sex, and with dirty broom and outstretched hand they ever gave out the cry, " Mister, please give me a penny for sweep- ing the walk."

The following lines, written by W. H. Coyle about 1850, are descriptive of those days :

Here, there, everywhere, a Host of young street-sweepers flourishing big Brooms, one minute sweeping off the mud, then On again the next, holding out their Little hands, barefooted and in tatters, Asking alms. A pale-faced lady clad in Mourning stops, and, pushing back the glossy Curls around a beggar girl's sweet brow, so Like her lost one sleeping now in Elmwood, Presses in her palm a silver coin, and With an aching heart glides on, while a lean, Miserable miser quickens his pace At Charity's meek, timid call, like a Gaunt hyena hastening to a grave. Next a bevy of gay girls with tempting Cherry lips and long-lashed eyes of liquid

Tenderness flit by,- spring butterflies, in All the beauty of the latest, last Mode de Paris. After them a swarthy Band of Indian girls, with long black plaited

Hair, soft eyes of jet, and tiny feet in Beaded moccasins, with packs of willow Baskets on their backs and blankets round their Sunbronzed, tapering limbs, step noiseless through The city where their ancestors once roamed Its lords, and chased the red deer 'mid its shades.

But ha ! here comes a funny crowd of fat, Broad-shouldered, squabby, honest, full-moon-face Mynheers, fresh landed from the faderland, In velvet jackets with bell-buttons and Blue blouses, stuck in wooden shoes, while clouds Of smoke curl up incessant from the bowls Of their long meerchaums, as if, like the slow Propeller they 've just left, they waddled on By steam. * * * * *

Dashing with speed impetuous, amid A cloud of dust, gay-colored cabs and hacks, The burly omnibus and rattling dray,

Whirl o'er the stone-paved, sonorous streets, as Round the river's curving shore a black, tall Column of advancing smoke heralds a Steamer from the broad blue lake. Slow creaking, Hid beneath a ponderous pyramid Of hay, a country wagon creeps along, While whistling on its apex happy sits

In homespun and straw hat the farmer boy ;

A French cart next goes bouncing by, les filles

All seated a la Turque upon the soft Warm buffaloes, and bobbing up and down With each jerk of that relic of the old Regime, while rolling swift on flashing wheels, Behind two snorting, shining bays, a coach Silk-cushioned, glitters proudly by, a pet With white-kid hand upon the panel seen, - Index of envied aristocracy.

Citizens are required by ordinance to remove snow and ice from their walks within twenty-four hours after it has fallen or formed, and walks are required to be kept in repair. It would have been well if . the city had passed and enforced stringent laws with regard to the repair and care of sidewalks . many years sooner than it did. Since 1857 the sums paid by the city on claims for accidents resulting from defective walks amount, with inter- est, to over $50,000. In July, 1870, the Supreme Court rendered a decision that seemed to preclude the recovery of further damages against the city for defective walks; but a decision has since been ren- dered, under which the city has been held liable for damages occasioned by walks being out of repair.

STREET RAILROADS.

These modern conveniences date from August 3, 1863; the first line completed, the Jefferson Avenue, was opened on that day, and the public were invited to ride free. The routes of the several lines are as follows: Jefferson Avenue -- from Third Street up Jefferson Avenue, to Mt. Elliott Avenue. The first

932

STREET RAILROADS.

car on all routes leaves each end of the route about 6 A. M., and cars run from five to ten minutes there- after through the day until 10 P. M. ; extra cars run between the hours of ten and eleven. The Ham- tramck route, although built by other parties, is really a continuation of the Jefferson Avenue Line. It extends from Mt. Elliott Avenue to the water works in Hamtramck, and since November 2, 1881, has been operated in connection with the Jefferson Avenue Line.

The Woodward Avenue Line extends from Brush Street on Atwater to Woodward Avenue and up this avenue to the railroad crossing. The line of this road was extended from Jefferson Avenue to Brush Street in May, 1880. At the same time the Congress and Baker Street Line was extended down Randolph to Atwater. The cars ran over the new portion of these roads for the first time on June 1, 1880.

The Cass Avenue and Third Street Line ex- tends from Jefferson Avenue up Third Street to Larned, on Larned Street to Griswold, up Griswold to State Street, around State to Cass Avenue, up Cass to Ledyard, on Ledyard to Third, and up Third to the Holden Road.

The Fort Street Line extends from Delray, on the River Road to Clark Avenue, up Clark Avenue to Fort, on Fort to Woodward Avenue, across Woodward and through Michigan Grand Avenue to Randolph, up Randolph to Croghan, and through Croghan and Champlain Streets to the Boulevard. The line from Clark Avenue to Woodmere Cemetery was opened October 1, 1886.

The Michigan Avenue Line is operated from Jef- ferson Avenue up Woodward Avenue to Michigan Avenue, and on Michigan Avenue to the Grand Trunk Junction.

The Gratiot Avenue Line extends from Jefferson Avenue up Woodward Avenue to Monroe Avenue, on Monroe Avenue to Randolph Street, on Randolph Street to Gratiot Avenue, and up Gratiot Avenue to Mt. Elliott Avenue. It originally ran only to De- quindre Street, and was first opened to Chene Street on December 17, 1879, and to McDougall Avenue on June 30, 1883.

The Grand River Avenue Line runs from Jeffer- son Avenue, up Woodward Avenue to Grand River Avenue, and on Grand River Avenue, to Sixteenth Street and the railroad crossing.

The Congress and Baker Street Line runs from Woodbridge up Randolph to Congress, on Congress to Seventh, up Seventh to Baker, and on Baker to Twenty-fourth Street.

The Myrtle Street line runs from Twenty-fourth Street through Myrtle Street to Grand River Avenue, and then on route of Grand River Avenue Railway. who own this line also, to Jefferson Avenue.

The Brush Street Line runs on the Gratiot Ave- nue route to Brush Street, up Brush Street to Ohio Street, along Ohio to St. Antoine Street, up St. Antoine to Farnsworth Street, along Farnsworth to Russell Street, up Russell to Ferry Avenue, along Ferry to Dequindre Street.

The Trumbull Avenue Line runs on the Congress and Baker Street route to Howard Street, along Howard to Trumbull Avenue, and on Trumbull to Warren avenue.

The Highland Park Railway Company operate an electric railway, three miles long, on Woodward Avenue, commencing just beyond the railroad cros .;- ing. It was opened October 1, 1886. The fare is five cents ; and, by arrangement with the city rail- way, eight cents will pay the fare on both the elec- tric and the Woodward Avenue line.

The Dix Avenue Electric Railway operate a line on the Van Depoele system, extending from Twenty- fourth street along Dix Avenue to the Michigan Central Railroad, a distance of one and two thirds miles. It was first operated in September, 1886. The cars are lighted as well as propelled by elec- tricity. The fare is five cents.

The Russell Street and Junction Railroad was opened on December 19, 1874. The route was from Gratiot Avenue up Russell to Ferry Street, on Ferry Street to St. Aubin Avenue, and up St. Aubin Ave- nue to the D., G. H. & M. Ry. Junction. It did not prove a paying road, and the cars stopped running in 1874, and in 1876 the track was removed.

The Detroit City Railway Company own and operate the Jefferson, Woodward, Gratiot, Brush, Trumbull and Michigan Avenue Lines. They also lease and control the Cass Avenue, and the Con- gress and Baker Street Lines.

The following table gives interesting information concerning the different lines :

NAME OF LINE.

WHEN OPENED.

Miles long.

No of Cars.

No. of

Horses.

No. of Men.

Time of

round trip,

Jefferson Avenue, Woodward Avenue, Gratiot Avenue,

Aug. 3, 1863

298 14 3/4 21

135

Michigan Avenue,

Nov. - , 1863;

374

160

Fort Wayne & Elm-

- Sept. 6, 1865 )

12/0 41

260

ICO

170

wood (from Wood. Av. to Cemetery),

Grand River,

Oct. 23, 1868

234

Hamtramck,

Aug. 7, 1869

16 120

Congress & Baker,

Dec. 6, 1873

27/8

100

Brush Street,

July 16, 1885

103

Trumbull Avenue,

May 29, 1886

Myrtle Street,

June 25, 1886

11%

The rates of fare for all distances is five cents on all the roads, except that on the Fort Wayne and Elmwood Road five cents extra is charged for the

106

6 :

wood (from Wood- ward Av. to River)

Fort Wayne & Elm- )

Sept. 19, 1866

Cass Av. & Third St

Oct. 15, 1873

2 2-5:

240

Minutes.

Aug. 3, 1863

Sept. 12, 1863|

933

STREET AND ROAD OFFICERS.

portion of the road outside of the city limits. On this last named road, twenty-two city tickets are given for one dollar. On all other roads, tickets are sold at the rate of twelve for fifty cents.

Some of the cars have conductors and drivers, and the conductors collect the fares; on others boxes are placed on the side of the door at the front end of the car in which the tickets or fares are de- posited. If passengers have not the right change, on handing the driver any amount up to two dollars, he will return the full amount in change in a sealed envelope, out of which the fare can be taken. In some instances the envelope contains a round check or a ticket which represents five cents and is receiv- able for a fare. If persons wish to go to or from either depot by way of the Woodward, Gratiot, or Michigan Avenue Line, it is their privilege to be transferred from one line to the other without charge.

Under the Act of February 13, 1855, providing for the organization of train railways, the property of the street-railroad companies was exempted from local taxation. Under original city ordinances, the companies paid from $12.50 to $25 per car annually as a license, and some lines paid a percentage on their gross earnings in addition. Ordinances of No- vember 14, 1879, and June 25, 1880, which applied to all the roads except the Grand River, relieved the companies of the licenses on cars and provided in- stead that the companies should pay a tax of one per cent on their gross receipts ; the companies were also to pave and keep in order the roadway between their tracks. The Grand River Line, under the original ordinance, continues to pay a license of $15 per car.

The fall of 1872 is notable in street-car history, from the fact that on October 25, on account of the epizootic, or horse disease, all the cars were com- pelled to stop running.

The Detroit Transit Railroad is operated without either locomotives or cars of its own. It is a private side-track built for the purpose of accommodating the factories and foundries along the river in the eastern part of the city by the transfer of cars to or from the regular railroad tracks. It extends from Riopelle Street to the Detroit Stove Works. By the terms of a city ordinance it can be used only for cars drawn by horses between 6 A. M. and 6 P. M. Those using the track pay from $1.50 to $2.00 per car for each trip over the line. The ordinance per- mitting the use of the streets by the company was passed March 28, and the road was first used on No- vember 19, 1873. The capital stock of the com- pany is $50,000. The cost of constructing the line was $19,000.

Under an ordinance of September 10, 1875, D. M. Richardson built a side track or transit railway just west of Eighth Street. It cost $3,200, and was first used in 1876.

STREET AND ROAD OFFICERS.

The duties of a supervisor are comparatively sim- ple, yet there is probably no office about which cluster so many confusing statements. This may be accounted for by the fact that different kinds of supervisors have served in or for the city at the same time.

The office of township supervisor dates back to the government of the Northwest Territory; and supervisors for Detroit Township were appointed by the Court of Quarter Sessions as early as 1801. Under Michigan Territory, by law of 1805, one supervisor for each district was appointed by the governor.

In 1814 the military districts of the State were also the boundaries of the supervisors' districts. An old Executive Journal of Governor Cass, under date of April 1, 1816, says, " Joseph King is appointed Supervisor of Highways from the east gate of De- troit to the eastern boundary of Grant's farm."

The township supervisors had the care of all the roads in the township, and even after its incorpora - tion, Detroit was still recognized as a township, and supervisors were elected. After 1827 the super- visor was the only township officer that existed in Detroit,-a law of that year expressly relieving the city from electing any other township officer. Elec- tions for supervisor were held on the first Monday of April of each year.

After the Act of April 17, 1833, which provided for the election, by the city, of one supervisor to sit on the Board of Supervisors, there were no duties connected with the office except to assess taxes for the care of the roads. Supervisors were elected from year to year for that purpose until, by Act of April 13, 1841, the assessors of each ward became also super- visors, for the purpose of meeting with the Board of Supervisors. At the same time there were in the city supervisors of roads, but they were not authorized to meet with the Board of Supervisors.

By law taking effect in April, 1851, the aldermen of the city were invested with the powers of super- visors for the purpose of enabling them to meet with the Board of Supervisors, and at that time, and up to 1873, there were also supervisors for each ward, but they had no voice in the Board of Supervisors.

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History of Detroit and Wayne County and early Michigan: A Chronological Cyclopedia of the Past and Present, Vol. I, Part 146

Author: Farmer, Silas, 1839-1902 Publication date: 1890 Publisher: Detroit, Pub. by S. Farmer & co., for Munsell & co., New York Number of Pages: 1094

Author: Farmer, Silas, 1839-1902
Publication date: 1890
Publisher: Detroit, Pub. by S. Farmer & co., for Munsell & co., New York
Number of Pages: 1094