Our County and Its People: A Descriptive Work on Erie County, New York (Volume 1), Part 48

Author: Truman C. White
Publication date: 1898
Publisher:
Number of Pages: 1017

USA > New York > Erie County > Our County and Its People: A Descriptive Work on Erie County, New York (Volume 1) > Part 48

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1 After twenty years of rather spiritless existence, the Exchange in 1887 joined the National Association of Builders, and after learning wherein its own weakness lay, reorganized and be- gan a new and far more prosperous life. New membership rules were made and provisions for daily meetings for the accommodation of architects and other purposes were adopted. As greater success was attained the Exchange determined to have a home of its own, and in 1891 purchased the lot on the corner of Pearl and Court streets and erected thereon a handsome seven-story structure which it occupied in September, 1892.

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FROM 1870 TO 1897.

CHAPTER XXV.

MODERN HISTORY-1870-1897.

The Financial Panic of 1873-Statistics of Lake Commerce-Changes in City Charter-The City and County Building-The Park System-Railroad Extension- Increase in Population-Growth of Transportation Facilities-The Coal Interest- Railroads - Manufactures - Harbor Improvements - Real Estate and Building- Speculation in Real Estate -. The Real Estate Exchange-The German Element- The Poles -The Hebrews -The Irish and Italians- Railroad Strikes - Charter Amendments-The New Charter of 189 .- Departments of City Government- Rail- road Grade Crossings-Natural Gas-Street Paving-Banking-The G. A. R. En- campment-G. A. R. Posts-Statistical Tables.

The reign of prosperity that succeeded the close of the war met with a reverse soon after 1870, which culminated in the well-remembered financial panic of 1873, and during the succeeding four or five years the city of Buffalo felt the discouraging effects of the business depres- sion that prevailed throughout the country. The steady, conservative growth that has been a marked characteristic of the city during the greater part of its existence was interrupted, and business and com- mercial interests at large suffered severely. There even were to be found here and there timorous and easily disheartened men who pre- dicted that Buffalo would not again push forward on the highway of progress with its former vigor. Lake and canal commerce, which had for many years been the sheet anchor of the Buffalo business man, felt the paralyzing influence of multiplying railroads, which had not then made the important connections of later days. Capitalists were for a time reluctant in making home investments. It must, however, be admitted that Buffalo suffered far less from the general effects of the brief period of severe depression than most other northern cities, and made a much more rapid recovery: This fortunate circumstance was due to the innate condition surrounding the city itself, as well as to the efforts of her citizens.

There was some apparent cause for despondency, and it is not, per- haps, remarkable that there were men whose faith in Buffalo was shaken. This condition is best shown by a few figures on local com-

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OUR COUNTY AND ITS PEOPLE.

merce. The number of vessels arriving and clearing from this port in 1871 was 10,625, the total tonnage of which was 4,157,793; this num- ber was reduced in the following year by about 500 vessels; in 1873 it was 9,959; in 1874, 7,477; in 1875, 6,277; and in 1876, 4,624. It should be stated in this connection, however, that the vessel tonnage did not decline in this proportion, owing to the general increase of the size of the vessels during that period. Between 1871 and 1876, inclu- sive, the number of bushels of oats received at Baffalo decreased from 6,210,980 to 2,445,023; of barley from 1,777,472 to 962,607; of. corn from 26,329, 151 to 21,344, 114; and of wheat from 22,873,485 to 18,341, - 614 To even the complacent optimist of the present day these figures are significant. But the pioneers, under the beneficence of Providence, had laid the foundation of a city more wisely, and in a situation of greater possibilities, than many men comprehended during the brief period under consideration.

On the 28th day of April, 1870, the Legislature passed an act revis- ing and amending the charter of Buffalo, which made some changes of importance. It left the number of wards thirteen, as before, and provided for the election by the people of a mayor, a comptroller, an attorney, a treasurer, an engineer, a water commissioner, a superin- tendent of education, a police justice, an overseer of the poor, three assessors, and four justices of the peace, all for terms of two years excepting the assessors, who were to be elected for three years, and the police justice and justices of the peace, to be elected for four years. It provided also for the election of two aldermen and one constable in each ward, and two supervisors in each ward, excepting the Thirteenth, which was given only one. The office of receiver of taxes was abol- lished; the title of the office of surveyor was changed to engineer, and that of superintendent of schools was changed to superintendent of education.1

During the winter of 1870-71 the Common Council and many promi-

1 For other details of changes made by that charter and minor amendments made down to the date of the existing charter, the reader must be referred to the session laws. It will be remembered that the charter of 1858 (chapter 230, laws of that year) created the thirteen wards of the city, and provided for election by the people of two aldermen and two supervisors in each ward (excepting that the Thirteenth ward had only one supervisor), and a mayor, a recorder, a comptroller, an attorney, a street commissioner, a treasurer, a receiver of taxes, a surveyor, a superintendent of schools, a police justice, a chief of police, an overseer of the poor, and three assessors, all for terms of two years, excepting the assessors, who were elected for three years, and the recorder and the police justice, who were elected for four years. At the same time the boundaries of the city were extended to substantially their present limits, taking in Black Rock.

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FROM 1870 TO 1897.

nent citizens took the preliminary steps for providing a public building in Buffalo adequate for the needs of both the city and county. On the 21st of April, 1871, the Legislature passed an act providing for the erection of the proposed building and the following commissioners were appointed by the governor: James M. Smith, Daniel Bowen and Albert P. Laning, of Buffalo; Jasper B. Youngs, of Williamsville; and Allen Potter, of Hamburg. An act of the Legislature passed in May, 1872, added the following: James Adams, Philip Becker and George S. Wardwell, of Buffalo; and John Nice, of Tonawanda. James M. Smith was chosen chairman of the commission, but soon resigned as commissioner, to accept a judgeship of the Superior Court. George W. Hayward was appointed in his stead, and Mr. Wardwell was chosen president.

After much discussion and an examination of several sites by the com- missioners, Franklin Square was selected. The original estimate of the commissioners of the cost of the proposed building was $772,000. Samuel H. Fields was selected as superintendent in 1871 and was suc- ceeded in October, 1873, by Cooley S. Chapin. In April, 1872, A. J. Warren was employed as architect and his plans were accepted. The cor- ner stone of the building was laid June 24, 1872, with imposing Masonic ceremonies. In October, 1873, a revised estimate was adopted pro- viding for the use of granite in the structure in place of a softer stone, hard woods in place of pine, and other changes, making the total cost $1,207,234. Work on the building progressed through 1874-75 and on the 13th of March, 1876, it was formally taken possession of by the judges, the bar, and various county officers. These officials met in the old court house and marched in procession to the new, where addresses were delivered by Sherman S. Rogers, A. P. Nichols and E. Carlton Sprague. The common council chamber was formally occupied in the afternoon of the same day, when addresses were delivered by Philip Becker (then mayor), A. S. Bemis, George W. Clinton, and others.

On the 14th of April, 1869, the law was passed under which, with its various amendments, the present grand park system of Buffalo has been created. Many meetings, however, had been held prior to that date, and the subject had been exhaustively discussed by leading citizens. Among these were William Dorsheimer, Pascal P. Pratt, Daniel Bowen, William F. Rogers (mayor in 1868), Joseph Warren, Sherman S. Jewett, Richard Flach, and others. After due delibera- 53

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OUR COUNTY AND ITS PEOPLE.

tion these men requested the services of the distinguished landscape architect, Frederick Law Olmstead, in the necessary investigation to de- termine upon the most feasible plans for establishing a park system for the city. Mr. Olmstead visited Buffalo in the summer of 1868, and upon his report, made in October, action was taken which led to the passage of the law before mentioned. The Board of Park Commis- sioners consisted of William F. Rogers (mayor) ex officio, Pascal P. Pratt, Dexter P. Rumsey, John Greiner, jr., Lewis P. Dayton, Joseph Warren, Edwin T. Evans, Sherman S. Jewett, Richard Flach, James Mooney, John Cronyn, Daniel Bowen and William Dorsheimer.

The act of April 14, 1869, conferred on the board the necessary powers for taking lands, provided for the issue of bonds to the amount of $500,000, and other kindred matters. The first board selected lands for parks and approaches and reported their action to the Common Council. In January, 1870, William A. Bird, Gibson T. Williams and Albert H. Tracy were appointed by the Superior Court of Buffalo as commissioners to appraise the value of the lands to be taken. Their report, filed June 30, 1870, was confirmed by the council and made the following awards:

For lands

$247,785.66

For buildings

46.381.00

Total

$294,166.66

Expenses of acquiring title

10,991.19

Gross total $305,157.85

Plans were made by the firm of Olmstead & Vaux, and George Kent Radford, engineer, was employed to make the topographical surveys. William McMillan,' a competent landscape gardener, was appointed superintendent of parks, and practical improvements were begun. During the year 1871 there was expended nearly $170,000, principally on the stonework of the bridge, in excavating for the lake, erection of dam, driveway foundations, grading, and laying tile in Delaware Park. From that time to the present the work of improvement and extension of the park system has gone forward uninterruptedly, until at the

1 Mr. McMillan continued as superintendent of all the parks, parkways, etc., until June 1. 1897, when, under an act of the commissioners of May 18, the park system was divided, leaving him in charge of all north of Seneca street, and placing John F. Cowell. formerly botanical di- rector, in charge as superintendent of the remainder.

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FROM 1870 TO 1897.

present time few cities in this country are more fortunate in this respect than Buffalo.1

Notwithstanding the financial depression before alluded to there was considerable railroad extension between 1870 and 1880, in which Erie county was directly interested. The Buffalo and Jamestown Railroad Company was organized in March, 1872, and on the 25th of that month an act was passed by the Legislature authorizing the city of Buffalo to subscribe for $1,000,000' of the stock of this company. The road was completed from Buffalo to Jamestown in 1875, extending southward through the towns of West Seneca, Hamburg, Eden, North Collins and Collins, crossing Cattaraugus Creek at Gowanda. The road was sold under foreclosure and in 1877, an organization was effected under the name Buffalo and Southwestern, and on August, 1881, the road was leased to what was then the New York, Lake Erie and Western, and has operated since as the Buffalo and Southwestern division of that line.

Another and still more important road which opened the gates of the great coal mine region began operations in 1873. This was the Buffalo, New York and Pittsburg road, over which coal was brought direct from the mines. The opening of this line was of paramount importance to this section and it soon became an influential factor in the present im- mense coal traffic of the city and county. Mammoth coal trestles soon arose at various points and the trade in the indispensable fuel rapidly increased. Other railroads that were destined to wield a vast influence soon came into the city and are noticed a little further on.

The population of Erie county in 1870 was 178,699; it was increased during the next five years to 197,902. In 1880 it reached 219,884, showing an increase of about 20,000 in each of the two semi-decades. The population of the city in 1870 was 117, 714; in 1875 it was 134, 557, and in 1880 it was 155,134. A comparison of the increase in the city with the total increase in the county shows that in the first five years in question about 17,000 of the 20,000 gross increase was in the city; while in the second five years there was even a larger percentage of in- crease to be credited to the city. During a few years prior to 1880 a

1 The total cost of land for the parks up to October, 1897, is $868,857.24; total issue of bonds, $2,106,946.81; appropriations, $2,317,046.84; construction and maintenance, $8,309,058.01. The six parks and the park approaches contain an area of about 990 acres. Besides the park and park- ways proper there are twenty-two small triangles under control of the park commissioners.

" Between August 25, 1879, and June 2, 1893, bonds to the amount of $752,000 were issued by the city to redeem the bonds originally issued for this stock ; these bonds remain unpaid.

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OUR COUNTY AND ITS PEOPLE.

greater degree of public spirit was noticeable in Buffalo, and the fore- most citizens awakened to the possibilities of their city. A spirit of local pride soon pervaded the whole community, and croakers and proph- ets of evil were no longer heard on the street corners. From that time to the present no city in the United States has advanced with more rapid strides than Buffalo. With a population of 155,134 in 1880 it sprung upward to 255,664 in 1890, and to 278,727 in 1892. The five years since the last named date show a farther in- crease, as indicated by conservative estimates based upon the annual directory canvass, sufficient to bring the number up to nearly 400, 000. In the county at large the increase between 1880 and 1890 was from 219,884 to 322,981, while the canvass of 1892 gives the population as 347,328. No words could speak more eloquently of prosperity than these figures relating to the city, and as far as statistics are accessible, every department of business life-manufacturing, mercantile, real estate operations, building, lake and railroad commerce-advanced pro- portionately and through the same influences that so rapidly swelled the population.

The tonnage of the vessels arriving and clearing from the port of Buffalo increased from 5,935, 746 in 1880 to 7,566,415 in 1890, while in 1896 the figures reach 11,304,607. The number of vessels in 1880 was 10,308; in 1896, 11,332. Every one is familiar with the enterprise ex- hibited by the great transportation companies in recent years in the construction of fleets of large iron and steel vessels which now ply the lakes to empty the storehouses of the West into the elevators of Buf- falo, making it the greatest grain depot in the world.' In 1880 there were received in the port 1,056,346 barrels of flour; in 1890, 6,214, 982 barrels, and in 1896, 10,396,431 barrels. In the same years the num- ber of bushels of wheat received was respectively 39,611,132, 24, 876,- 147 (increased to 75,584,443 in 1891), and 54, 158, 729.

The amount of grain and flax seed handled by the Western Elevat- ing Association was 161, 470, 745 bushels in 1896, as compared with 121,- 225,497 bushels in 1895; 96, 956,551 bushels in 1894; 135,604, 634 bush- els in 1893; 123,397,718 bushels in 1892; 130,253,138 bushels in 1891, 90,063,533 bushels in 1890; 91,791,318 bushels in 1889; 73,234,562 bushels in 1888; 85,015,957 bushels in 1887; 72, 678, 096 bushels in 1886; 51,717,551 bushels in 1885; 57,123,601 bushels in 1884; 64,436,804

1 The tonnage of iron and steel vessels built on the lakes increased in the ten years from 1. to 1896, inclusive, from 6,077.99 to 81,423.59.

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FROM 1870 TO 1897.

bushels in 1883; 50,954,815 bushels in 1882; about 50,000,000 in 1881, and 99,000,000 bushels in 1880. Increase in 1896 over 1895 of 40,245,- 248 bushels.

Railroad extension kept fully abreast of other material growth. In 1880 the already powerful Delaware, Lackawanna & Western Company received a charter authorizing the construction of a road from Bing- hamton to Buffalo, to provide another outlet for its coal product. The company secured a contract with the New York Central Company under which the latter was to accept coal shipped over the freight lines west of Syracuse, the objective depot being Buffalo. That was the real foundation of the now enormous hard coal traffic of the city. The line of road was completed in 1883. To accommodate its shipments arriving in Buffalo a branch line was constructed from the old Niagara Falls station down to the foot of Erie street, where land was acquired for the erection of the then largest coal trestle in the world, with storage capacity of 100,000 tons. Outside the city limits at Cheek- towaga is the stocking coal trestle of the Delaware, Lackawanna & Western, with a capacity of over 100,000 tons storage. At the same place the Lehigh has its trestles and stocking plant of 175,000 tons storage capacity, and a transfer trestle for loading box-cars, with a capacity of 100 cars daily. At the same point the Erie has a stocking plant, with storage capacity of 100,000 tons. The Reading has at the foot of Georgia street, in the city, a large trestle and pocket for the convenience of the retail trade, and in connection with their docks, with a capacity of 2,000 tons. The Buffalo, Rochester & Pittsburg has terminals on Ganson and Michigan streets, fronting on the Blackwell Canal, with a water frontage of 1,100 feet; also a town delivery yard, with a hoisting plant for loading and coaling vessels.

Fifty- four years have passed since the first record was made of the receipts of anthracite coal at Buffalo. In 1842 only 900 net tons were reported; in 1852, 23,000 net tons; in 1862, 132,500 net tons; in 1872, 521,000 net tons; in 1892, 4,804, 700 net tons. Before 1882 statistics of the bituminous receipts are missing, but in that year only 65,000 net tons were received by railroads and lake; ten years after, viz., 1892, 2,680,470 net tons were reported. In 1875 there were shipped from Buffalo, by lake, 541,812 tons of coal; in 1890, 2,079,702, and in 1896, 2,400,148 tons.

The coal stocking plants and shipping docks in Buffalo represent a total valuation of about $16,000,000. The following table shows the coal imports, in tons, since 1890:

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OUR COUNTY AND ITS PEOPLE.

Year.

Anthracite.

Bituminous.

1890

4,349,690

1,344,467

1891

4,507,804

2,405,084

1892

4,804,700

2,680,470

1893

4,770,546

2,896,614

1894

4,272,130.

2,280,470

1895

4,764,038.

2,727,584

1896.

4,588,061

2,661,840

In 1882 the New York, Chicago & St. Louis Railroad was com- pleted. In the same year the New York Central laid its tracks along the terrace and down the river shore to unite with the old main tracks beyond the city limits, giving that road direct western connections. The Buffalo, Pittsburg & Western Railroad Company was formed in January, 1881, by a consolidation of the Buffalo & Pittsburg Company (organized in September, 1880, for the purpose of building a road from Buffalo to near Brocton, Chautauqua county) with several other lines principally in Pennsylvania. In February, 1883, the road in question and the Oil City and Chicago, and the Olean and Salamanca roads were consolidated with the Buffalo, New York & Philadelphia.

Again, in 1882-83 the Rochester & Pittsburg Railroad Company (successor of the Rochester & State Line Company) built a line of road from Buffalo to Ashford, Cattaraugus county, by way of East Ham- burg, West Falls, Colden, and Springville. This became later an im- portant feeder from the coal regions and was a great convenience to the inhabitants of a part of Erie county that had not previously had railroad communication with other localities. Meanwhile the Lehigh Valley road (as then known) began extensive operations, sending its coal at that time over the tracks of other companies, and all contribut- ing to make Buffalo the greatest railroad center in the United States. The New York, West Shore & Buffalo Railroad was opened through for traffic in January, 1884, but being a rival of the New York Central, which became its purchaser, it has had no marked influence. Twenty- seven great railroad corporations' now operate roads entering Buffalo and more than 250 passenger trains enter and leave the city daily, while the yard facilities are the greatest in the world.

1 The following is a list of the railroads centering in Buffalo :

1. The New York Central & Hudson River; the main line, four tracks. 2. Niagara Falls & Lewiston branch. 3. Buffalo & Lockport. 4. Belt Line, Buffalo City. 5. Niagara Falls & Canan- daigua branch. 6. Rome, Watertown & Ogdensburg. 7. Erie; main line, two tracks. 8. Niagara Falls & Suspension Bridge branch. 9. International Bridge branch. 10. Lockport branch. 11. Buffalo & Southwestern and New York, Pennsylvania & Ohio Division. 12. West Shore, two

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FROM 1870 TO 1897.

Several of the large railroad corporations have established their own steamship lines, and although it is a seeming paradox, the enormous development of the railroad interest was one of the principal causes of the revival of lake commerce. Vessels that formerly brought down grain and frequently returned in ballast were laden both ways, carry- ing westward cargoes of iron and coal. The same influence that caused the rapid development of the coal business had a similar effect upon the iron industry. Ore docks were constructed by the Lehigh Valley Company, the New York, Lake Erie & Western Company, the New York Central, and the Delaware, Lackawanna & Western Com- pany, and the ore receipts in the port by lake increased from 197,000 tons in 1892 to 545, 101 tons in 1896.

By virtue of its situation, the early establishment of adequate stock yards, and the great railroad facilities described, Buffalo has become one of the largest cattle markets in the world. While changes in the volume of this business during the last decade have not been especially marked, there has been an enormous development during the past forty years. For example, the live stock trade of 1857 included 108,203 head of cattle, 117,068 hogs, and 307,549 sheep. Ten years later the number of cattle was 257,872; of hogs, 239,943; of sheep, 697,440. In 1877 the figures are, cattle, 569,915; hogs, 1,128,770; sheep, 763,600. In 1896 the figures are, cattle, 945,274; hogs, 3,900,- 450; sheep, 2,664,200.

While Buffalo has never been in a paramount degree a manufac- turing city, it was inevitable that with this vast inflowing tide of prosperity, hundreds of industries should spring into existence, many of which are of great importance. From the comparatively limited number of manufacturing establishments of 1870 they have increased until there are now about 3,500, employing about 100,000 operatives. With the installation of unlimited electric power from Niagara Falls, to be supplied at a price lower than can be obtained in any other city

tracks. 18. Reading & Lehigh Valley system. 14. Delaware, Lackawanna & Western; main line, two tracks and branches. 15. Western New York & Pennsylvania, Buffalo Division; Emporium and other branches. 16. Pittsburg Division, Pittsburgh branch. 17. Connecting Terminal. 18. Lake Shore & Michigan Southern; main line, two tracks and branches. 19. New York, Chicago & St. Louis, "Nickel Plate." 20. Grand Trunk of Cananda; main line, via Niagara Falls, Sus- pension Bridge and branches. 21. Chicago & Grand Trunk, and Detroit, Grand Haven & Milwau- kee. 22. Buffalo & Goderich, and other branches, via International Bridge. 23. Michigan Central and branches; main line enters Buffalo via Canada over the International and Cantilever bridges. 24. Toronto, Hamilton & Buffalo. 25. Niargara City branch. 20. Buffalo, Rochester & Pittsburg, and branches. 27. Northern Central, via N. Y. C. & H. R., at Canandaigua, N. Y., and Erie at Elmira, N. Y.

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OUR COUNTY AND ITS PEOPLE.

in the country outside of Niagara Falls, it is clear that the future in this respect is bright.

To protect and facilitate the vast lake commerce of the port, im-

BREAKWATER

CAND-CATEN PIER

VARLE

MOUNO

VALLET.

BREAKWATER

TIMBER CRIB APLAKWATER

portant and cost- ly improve- ments have been made and are now in process of construction in the harbor. In 1868 a de- tached break- water was pro- vided for, to be situated beyond the lighthouse, to extend south 4,000 feet; in 1874 it was de- termined to fur- ther extend this breakwater to a length of 7,600 feet; the final extension of this distance was constructed in

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Our County and Its People: A Descriptive Work on Erie County, New York (Volume 1), Part 48

Author: Truman C. White Publication date: 1898 Publisher: Number of Pages: 1017

Author: Truman C. White
Publication date: 1898
Publisher:
Number of Pages: 1017