USA > Ohio > Cuyahoga County > Cleveland > A directory of the cities of Cleveland & Ohio, for the years 1837- 38 : comprising historical and descriptive sketches of each place > Part 6
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This splendid bridge was presented to the corporation of Cleveland by the owners, on the express stipulation that it should for ever remain free for the accommodation of the public, although the Legislature had previously chartered it as a Toll Bridge.
51
RAIL-ROADS.
RAILROADS.
CLEVELAND, WARREN AND PITTSBURGH RAILROAD. -The act incorporating a company to construct this Road was passed by the General Assembly of this state. It authorises the construction of a rail road from Cleve- land, in the direction of Pittsburgh, to the State line of Pennsylvania. The measure originated and is now pros- ecuted with the view of uniting Pittsburgh, in the State of Pennsylvania, situated on the head waters of the Ohio river, with Cleveland, in the state of Ohio, situated upon Lake Erie. At the point of its intersection with the state line, the charter provides for the union of the Road with any other Road which the state of Pennsylvania may au- thorise from Pittsburgh, or any other point below the Ohio river, running in the direction of Cleveland, in order that a continuous route may be perfected from Cleveland to Pittsburgh, under the authority of both states.
The charter does not in terms limit the amount of cap- ital stock which may be raised under it; but authorises the President and Directors of the company, from time to time, and at any time they may think proper, to create and sell stock sufficient in their judgment for accomplish- ing the purposes contemplated. The stock is divided into shares of one hundred dollars each, and in case of the creation of a larger amount than the expenditures of the company may require, it does not result in the accumula- tion of a surplus fund, but in the diminishing the amount to be paid on each share respectively.
Plenary powers are, by the charter, conferred upon the company, in the selection of the most eligible and expedi- ent route for the location of the Road, and for entering upon and taking possession of the lands and materials for its construction and maintenance. And like full and dis- cretionary power is granted to the company in the use and occupancy of the road, in the transportation of persons or property, either by the force and powers of steam, or of animals, or any mechanical or other power, or any combi- nation of them which the company may think proper to employ.
52
RAIL-ROADS.
By the report of the Engineer in the service of the company, it appears. that the whole expense of construct- ing the Road from Cleveland to the Pennsylvania state line, about eighty miles, is less than $7,000 per mile. In no instance is the ascent or descent more than forty feet to the mile. . In no event can stationary power be required at any point. There are no 'natural obstructions to be encountered. Timber, stone, and every necessary mate- rial for the construction of the Road are abundant in the immediate vicinity of its location. It passes over a section of country not only populous, but in a high state of agri- cultural prosperity, and the interests of whose inhabitants are intimately blended with its completion.
This road proposes to form a continuation of that branch of the Baltimore and Ohio Rail Road, which terminates in Pittsburgh, by extending that road to Lake Erie at Cleveland; making thereby a continued line of Rail Road from Baltimore to the great lakes. It proposes the same . benefits to the city of Philadelphia by being a continuation of the Pennsylvania canals and rail roads which lead from Philadelphia to Pittsburgh by prolonging them in effect to Lake Erie. . It proposes when completed, to give to Phila- delphia and Baltimore the same advantages of the western trade which New-York now possesses, with the additional advantage of having the distance diminished three hundred miles. It proposes to give the whole vast region of the western lakes an opportunity of marketing their products in, and receiving their foreign merchandise from, Phila- delphia and Baltimore at least' five weeks earlier in the season and at much less expense, than is now accomplish- ed at New-York.
The management of the Company is in the hands of a board of seven Directors, elected by the Stockholders.
The route from Baltimore and Philadelphia . through Pittsburgh to Cleveland, is decidedly superior to any other line that ever has been, or can be, traced through the country lying between the tide waters and the Lake coast. New-York, Philadelphia, and Baltimore, lie- upon a line nearly parallel with the southern shore of Lake Erie, and
53
RAIL-ROADS.
Consequently at equal distances from it. But owing to the nature of the country, none of those cities communicate with the lake upon the shortest line. New-York has en. deavored to overcome this circuity by constructing a rail road from the Hudson river to Dunkirk ; Philadelphia, by the Sunbury and Erie rail road; and Baltimore, with an eye to Cleveland as an ultimate termination, has extended the Baltimore and Ohio road to Pittsburgh. New-York has her canal from Albany to Buffalo. Philadelphia, a canal and rail road to Pittsburgh, and the Chesapeake and Ohio canal is making its way to the Ohio from the Chesa- peake. The Pennsylvania and Ohio canal extends the water communication by way of Beaver, Warren and Ak- ron, where it intersects the Ohio canal, to Cleveland, on the chain of inland seas. The object of all these improve- ments is the western. trade. The struggle has cost mill- ions of dollars and the purse-strings are but just untied. A double method of communication is demanded on each of the three great routes. , A railway for speedy travel, and a consecutive canal for cheap transportation, and each method has the funds of the intelligent merchant at. com- mand, when the trader himself has means within his con- trol. What are the sources of the western trade ? It comes from the rich region in which Lake Michigan is embosomed from the western shore of Lake Huron, from the fertile valley of the Wabash and the Maumee, discharging itself through the Wabash and Erie canal, and the Western ca- nal at Maumee Bay, and from the states of Ohio, Indiana, Illinois and Kentucky, flowing through the hundred chan- nels that nature and enterprise have.laid open. The pro-
duce of the country drained by the Lakes, must float through the western part of Lake Erie, as it seeks the seaboard. Cleveland is the first port where it is tempted to leave the Lake. Transferred to a canal boat, it goes on the Ohio canal to Akron, 38 miles-takes the Pennsylva- nia and Ohio canal by Warren and New-Castle to Beaver on the Ohio, one hundred and five miles-is towed to Pitts- burgh, thirty miles-ascends the canal to Jonstown, one hundred and five miles-is transhipped and carried on the
54
RAIL-ROADS.
Mountain rail road over a portage of thirty-seven miles to Hollidaysburgh, and taken by a canal boat to Harrisburgh and Philadelphia, or down the Susquehanna to Baltimore. From Cleveland to Philadelphia it is about five hundred and eighty-two miles by water, except the portage between Johnstown and Hollidaysburgh. . By rail road-
Cleveland to Warren, 50 miles.
Warren to Beaver, 53
Beaver to Pittsburgh, 30
Cleveland to Pittsburgh, -133
Pittsburgh to Chambersburgh, mail route, 153
Chambersburgh to Harrisburgh, 48
Harrisburgh to Philadelphia, 98
Cleveland to Philadelphia, 432
From Cleveland to Pittsburgh by the Ohio canal, Penn- sylvania and Ohio canal, and Ohio River, is one hundred and seventy-three miles ; from thence to Philadelphia, by canal and railway, is three hundred and ninety-six miles, and from Cleveland, five hundred and sixty-nine. From Pittsburgh to Cumberland by the Chesapeake and Ohio canal, is one hundred and forty miles; from Cumberland to Point of Rocks, one hundred and five; Point of Rocks to Baltimore, by rail road, seventy-five , Pittsburgh to Bal. timore, by canal and rail road, three hundred and twenty miles.
We cannot give the distance by the Baltimore and Ohio rail road from Baltimore to Pittsburgh, but probably it is not materially different from the canal route above given.
Suppose produce arriving off Cleveland determines to proceed to Buffalo. - Cleveland to Buffalo, one hundred and ninety three miles, Lake transportation ; from Buffalo to Albany, three hundred and sixty-three miles by canal, thence to New-York, one hundred and fifty miles, river na. vigation, in all seven hundred and six miles of water trans- portation, with two transhipments.
By rail road from Buffalo to Albany the distance is about the same. By rail road from Dunkirk to the North River above New-York, the distance is diminished about one
55
RAIL-ROADS.
hundred miles, making it six hundred miles from Cleveland to New- York on the shortest northern route contemplated ; and being mostly by land, will never answer for heavy merchandize. The Sunbury and Erie route from Lake Erie to Philadelphia, stands upon the same footing. There are then three routes by water in direct competition. The northern by Albany and, Buffalo, (or Oswego,) the middle route from Philadelphia, (except the portage) by Pitts- burgh to New-Castle and from thence, to the Lake either at Cleveland or Erie, the southern from Washington to Pittsburgh, intersected from Baltimore by the rail road at the Point of Rocks. In point of distance, the two latter routes have an admitted advantage, which saves time and expense. But further, the Steamboat Erie arrived at this place from Detroit on the 20th of March, and the first boat from Buffalo on the 20th of May. Assuming that the Pennsylvania and Ohio canals may be in operation on the first week in April, our wharves might have presented the same bustle on the. 15th of April that they do now. The emigrant, by taking the southern route from New York via Philadelphia, might have been located in his log cabin on the first of May, as easily as he will be now on the first of June, had the Pennsylvania and Ohio canal been comple- ted. As it is, he has been detained four weeks in Buffalo, and consequently lost the spring crop upon his new farm in the West. The eastern merchandize now in our ware- houses, or on the Lake, might have been on the shelf four weeks ago. Goods taking the water here for the West, avoid four-fifths of the dangers of the Lake. Downward bound vessels ean enter this harbor under all winds, when The western merchant who visits the ship is manageable.
New-York or Philadelphia, before the opening of lake nav- igation, passes through Cleveland. To New-York on the northern route, is seven hundred and six miles. By Pitts- burgh and Philadelphia to New-York by the land route, it is five hundred and thirty-eight miles, viz : to Pittsburgh one hundred and thirty-six, Philadelphia three hundred and one, New-York ninety-six. Uniting the canal and rail road system, from Cleveland to Warren, rail road, fifty
56
RAIL-ROADS.
miles, Warren by Pittsburgh to Johnstown, by canal, one hundred and eighty-eight, to Hollidaysburgh, rail road, thirty-seven, to Columbia one hundred and seventy-three, to Philadelphia eighty two, New-York ninety-six, making from Cleveland to New-York six hundred and twenty-seven. The Pennsylvania and Ohio canal will be completed in 1838, which opens a water communication by canal from the Lake to salt water at Philadelphia, at New-York, and soon at Baltimore, by means of the improvements on the Susquehanna, excepting the rail road portage. Which route will the immense land travel between the east and west prefer? Which route will early goods prefer? Which route will western produce wishing to reach the east early in the season, be most likely to select ? And which route will fall produce and fall goods take, both for despatch and security ?
THE CLEVELAND, COLUMBUS & CINCINNATI RAILROAD COMPANY was chartered in 1836, connecting Cleveland and Cincinnati by the way of Columbus, the seat of go- vernment for the state. The construction of this road is regarded generally as a work of great importance, as it would connect the two great commercial emporiums of the state, Cleveland and Cincinnati, and traverse two hundred and sixty miles of the rich and populous portions of its soil. It comprises the most direct route between Quebec, Mon. treal, the Canadas, Buffalo, and the Ohio and Mississippi valley, which is becoming a great thoroughfare. Itis safe to conclude that this road will soon be made.
THE CLEVELAND AND NEWBURG RAILROAD COMPANY, capital $50,000 was incorporated by the Legislature in 1835, is now being put under cortract, the greater part of the route being surveyed; and it is expected that four miles of the road will be ready for cars the ensuing autumn.
This Railroad passes through a section of country a. bounding with inexhaustible quarries of building and grind- stone, and every description of timber necessary for ship and house building. It must therefore be of incalculable advantage to the city of Cleveland.
.
57
HARBOR-NAVIGATION AND COMMERCE.
THE CLEVELAND & BEDFORD RAILROAD COMPANY Was incorporated in 1835, to connect Bedford, a thriving vil- lage twelve miles south of Cleveland, on the Pittsburgh road, with the Lake and Ohio canal at Cleveland.
HARBOR .- The barbor of Cleveland is formed by two piers extending about four hundred and twenty-five yards into Lake Erie, and being eleven feet in width. These piers are, at present, composed of piles and cribbing filled in with stone ; but arrangements are making to remove the wood work above the water, and substitute substantial stone blocks laid in mason work.
The passage into the harbor, between the piers, meas- ures two hundred feet and the depth of water is about four- teen feet-while the Cuyahoga river itself is navigable for steamboats and vessels as far up as the rapids, which, to follow the course of the river, is not less than six miles from its mouth.
In 1825 the general government granted the sum of five thousand dollars as the first appropriation for the erection of a harbor at this place, since which time various appro- priations have been made by congress for the same purpose, amounting in all to seventy-seven thousand five hundred and fifty dollars and fifty-six cents. The disbursements were made by A. W. Walworth, Esq., as agent for the engineer department.
NAVIGATION AND COMMERCE.
The trade of Cleveland has, within the last few years considerably increased, owing to her peculiar and advanta. geous location at the termination of the Ohio canal, and at a point of Lake Erie the most commanding forcommer- cial operations.
It appears from an official statement made by the Col- lector, that during the year 1836, property to the amount of one hundred and seventeen millions two hundred and seven- ty-seven thousand five hundred and eighty pounds, arrived by the way of the canal at this port, and was shipped hence for distant markets. The value of this property, it will be
6
58
NAVIGATION AND COMMERCE.
seen by the subjoined statement, is estimated at two millions four hundred and forty-four thousand seven hundred and eight dollars and fifty-four cents. The amount and value of the imports exceed by more than a hundred per cent that of the exports. The following is a detailed statement of the amount, kind, and value of the property which ar- rived at and cleared this port during that season.
EXPORTS.
,
Bushels of Wheat,
464,765
valued at
#534,469 40
Flax Seed,
11,563
12,874 00
Corn,
392,281
215,764 00
Mineral Coal,
84,924
3,492 09
Barrels of Flour,
167,539
1,005,234 80
Pork,
13,495
66
203,425 40
Whiskey,
7,257
72,570 90
Pounds of Butter,
900,419
99,046 05
Cheese,
74,880
4,492 50
Lard,
636,409
63,640 40
Pig Iron,
1,031,568
15,473 00
Hhds. of Tobacco,
3,851
192,550 00
Feet of Lumber,
1,235,186
9,880 00
Perches Stone.
6.796
6,796 00
Total Value, $2,444,708 54
IMPORTS.
Barrels of Salt,
22,214
Lake Fish,
4,082
Pounds Merchandize,
133,384,959
Furniture,
1,314,280
Gypsum,
1,584,289
Feet of Lumber,
294,652
M. Shingles,
1,351
Pairs of Millstones,
37
The different forwarding establishments of Cleveland have paid charges on property to and from this place, du- ring the same season, to the amount of six hundred and! eighty-five thousand dollars.
59
NAVIGATION AND COMMERCE.
During the month of May, 1837, there arrived at Cleve- land, by way of the canal, 20,090,274 lbs .* of property, consisting in part as follows : Bushels of Wheat,
68,079₺
Corn.
23,803}
Oats,
21,527
.
Flax Seed,
1,152
Mineral Coal,
16,407
Barrels of Flour,
26,490
Pork,
12,147
Whiskey,
1,392
Pounds of Butter,
17,633
Lard,
528,239
Bacon,
947,376
Ashes,
36,247
Perches of Stone,
1,1664
Feet of Lumber,
284,188
There were cleared at Cleveland during the same month 1,873,545 lbs. of property, consisting in part of the follow. ing articles :
Pounds of Merchandize,
1,015,495
Fur, and Extra Baggage, 163,920
Gypsum, 137,717
Barrels of Lake Fish,
869
Salt,
101
Feet of Lumber,
186,401
M. Shingles,
Pairs of Millstones,
465% 5
During the year 1836 there entered the port of Cleve- land, nine hundred and eleven vessels and nine hundred and ninety steamboats, with an aggregate tonnage of four hun- dred and one thousand eight hundred tons ; of these, one hundred and eight vessels were foreign. Within the same period, nine hundred and eleven vessels and nine hundred and ninety steamboats cleared in this port, the aggregate tonnage of the vessels alone being ninety thousand.
*During the corresponding month last year there arrived sixteen milions four hundred and forty-eight thousand and ninety-five.
60
NAVIGATION AND COMMERCE-POPULATION.
The harbor of Cleveland is open as early as any harbor on the Lake, and earlier by some weeks than the lower lake harbors, as will be seen by the following table :
Year.
Canal open at Buffalo.
Canal open at Albany.
L. Erie open at Buffalo.
L. Erie open at Cleveland
1827
April 21
April 21
April 21 ¥
1
1829
25
29
May 10
April 10
1830
15
20
April 6
3
1831
¥
16
16
May 8
March 29
1832
¥
18
25
April 27
28
1833
22
¥
22
28
April
2
1834
16
¥
17
6
Feb. 1
1835
15
15
May
8
March 20
1836
25
25
April 26
April 14
1837
May 16
March 20
1828
1
1
The Lake has generally been open here for days before voyages were made, though actual navigation commences earlier now than formerly, owing to the increase of busi- ness.
POPULATION .- According to the census taken in the year of 1825, Cleveland contained only five hundred souls ; in 1831, the population was not more than one thousand one hundred ; in 1832, it amounted to one thousand five hundred ; In 1833, to one thousand nine hundred ; in Jan- uary, 1834, it was found to have increased to three thou- sand three hundred and twenty-three ; in November, 1834, it was four thousand two hundred and fifty ; and in Au- gust, 1835, it was five thousand and eighty.
The number of inhabitants in the city of Cleveland at present exceeds nine thousand, and judging from the rapid increase of that number, and the flattering prospects of this infant city, we anticipate its being doubled in less than three years .?
DIRECTORY
OF THE
CITY OF CLEVELAND,
For 1837 -- 38.
6 *
ABBREVIATIONS USED IN THE DIRECTORY.
St. for street ; al. alley ; ct. court ; ab. above; c. cor- ner; bn. between; r. residence; bel. below ; # colored persons.
0NOTE .- The numbers of houses are regulated as fol- lows. viz: In all streets running parallel with Superior street, except Champlain and Michigan streets, the num- bers commence at the west ends; in Superior lane the numbers commence at the foot of Superior street ; in Mer- win street, at Superior lane; in River street, at Union lane; Water street and Bank street, at the south ends ; Prospect street and Rockland street commence at the Pub- lic Square ; and all streets running across Superior street, parallel with and including Seneca street, are considered to terminate at Lake Erie; the numbers in Champlain and Michigan streets commence at Ontario street.
63
STREETS, LANES, ALLEYS, &C.
STREETS, LANES AND ALLEYS IN CLEVELAND.
Academy street, running from St. Clair street to Lake st. Allen street, Ohio st. to Parkman st. Bath street, River st. to Bank st. Bank street, Superior st. to Lake Erie.
Bolivar street, Miama st. to Clinton st.
Bond street, Superior st. to Lake Erie.
British street, Cleveland centre.
Canal street, Vineyard Lane to Huron st.
Case street, Cleveland centre.
Centre street, Water st. to Bank st. Champlain street, Ontario st. to Canal st.
Champion court, rear of 111 Seneca st. Cherry street, Ohio st. to Parkman st. Chesnut street, Erie st. to St. Clair st. China street, Cleveland centre.
Clinton Park, between Lake st. and Wilson-st.
Clinton street, on the west line of city out lots.
Columbus street, Erie st. to Clinton st.
Commercial street, Cleveland centre.
Columbus street,
Cross street, Pittsburgh st. to Kinsman st.
Diamond street, Superior lane to James st.
Division street, Vineyard lane to the river, Cleveland centre. Dock street, on the wharf, Superior st. to Lighthouse st. Eagle street, Kinsman st. to Erie st.
Erie street, Lake Erie to Kinsman st.
Euclid street, Public Square to east line of the city. Fall street, Cleveland centre.
Federal street, Erie st. to St. Clair st.
First street, Seneca st. to Pittsburgh road.
First alley, Huron st. to Bolivar st.
Fountain alley, Seneca st. to Ontario st.
French street, Cleveland centre. Girard street,
German street,
Gravity Place,
Hamilton street, parallel with St. Clair st. and opposite Clinton Park.
64
STREETS, LANES, ALLEYS, &C.
High street, Ontario st. to Sheriff st. Huron street, Ontario st. to west line of city out lots. Hume street, Cleveland centre.
James street, Merwin st. to Vineyard lane. Julius alley, Public Square to St. Clair st. Kinsman street, Canal st. to city boundary. Lake street, Water st. to city boundary. Leonard street, Cleveland centre. Light House street, River st. to Water st. Mandrake street, St. Clair st. to Water st. Marshall street, St. Clair st. to Lake st. Meadow street, Light House st. to Bath st. Merwin street, Superior lane to Public Landing. Miami street, Huron st. to Ohio st. Miami alley, Huron st. to Bolivar st. Michigan street, Ontario st. to Canal st. Middle street, Prospect st. to Huron st. Muirson street, Euclid st. to Lake st. Noble's alley, Seneca st. to out lots. Oak street, Walnut st. to Chestnut st. Ohio street, Miami st. to Clinton st. Ontario street, Huron st. to Lake st. Orange strect, corner of Pittsburgh st. and Cross st.
Orange alley, Water st. to Bank st. Parkman street, Erie st. to Clinton st.
Pittsburgh street, Miami st. to Pittsburgh road. Prospect street, Ontario st. to city out lots.
Public Square, centre of Superior st.
Rose Alley, rear of St. Clair st. between Ontario st. and Wood st:
River street, Superior lane to Bath st. Russia street, Cleveland centre.
St. Clair street, River st. to city boundary. Second street, at the end of First st. Second alley, Huron st. to Bolivar st. Seneca street, Canal st. to Lake Erie. Sheriff street, Euclid st. to Prospect st. Spring street, Light House st. to Bath st. Spring street, Cleveland centre.
65
STREES, ALLEYS, &C .- BUILDINGS, BLOCKS, &C.
South street, Cleveland centre. Summer street,
Superior street, Water st. to city boundary. Superior lane, Superior st. to the river. Theresa lane, Wood st. to Eric st. Third alley, Huron st. to Bolivar st. Union lane, Superior lane to St. Clair st. Walnut street, Erie st. to St. Clair st. Water street, Superior st. to Lake Erie. William's lane, St. Clair st. to Lake st. Wilson street, parallel with Lake st. at Clinton Park. Wood street, Superior st. to Lake Erie. York street, Wood st. to west line of city.
BUILDINGS, ROWS, &C. REFERRED TO IN THE DIRECTORY.
Abbee's Row, between First and Second alleys. Central Buildings, Nos, 1, 3, 5, and 7, Superior street. Champion Court, rear of 111, Seneca street. Cleveland Centre Block, Cleveland centre. Commercial Buildings, 61, 63 and 65 Superior street. Farmer's Block, corner of Ontario and Prospect sts. Franklin Buildings, corner of Superior lane and Water st. Hancock Block, Nos. 93 and 95 Superior street. Mathivet Row, between Seneca and Academy streets. Reve Row, southwest of Ontario street.
NAMES AND RESIDENCE
OF THE
HEADS OF FAMILIES, HOUSE-HOLDERS, &c.
IN THE CITY OF CLEVELAND, JULY, 1837.
ABELL Joseph, carpenter, 68 Huron street.
Abbee Perley, grocer and provision dealer 6 Dock st. r. 69. Bolivar st.
Abbey Seth A. constable, Lake st. bn. Bank and Seneca sts. Abbot Francis, (Aldrich & A.) Division st.
Ackley Freeman, grocer, Columbus st. Cleveland centre. Ackley James L. r. Franklin House.
Adams B. F. (S. Fletcher & co.) r. Fletcher's, Academy st. Adams E. (E. Adams & co.) r. Bank st. below Lake st. Adams E. & co. proprietors of Cleveland Recess, 64 Su- perior st.
Adams Joseph, attorney and counsellor, 5 Farmer's Block. ADVERTISER (DAILY) OFFICE, 35 Superior st.
Ager F. tailor, Michigan st.
Aikin Rev. Samuel C. Prospect st. below Erie st.
Aiden William & Co. boot and shoe store, 32 Superior st.
Aldrich & Abnot, blacksmiths, Columbus st.
Alford Amasa, farmer, Middle st.
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