A history of Cleveland, Ohio, Volume I, Part 8

Author: Orth, Samuel Peter, 1873-1922; Clarke, S.J., publishing company
Publication date: 1910
Publisher: Chicago-Cleveland : The S.J. Clarke Publishing Co.
Number of Pages: 1262

USA > Ohio > Cuyahoga County > Cleveland > A history of Cleveland, Ohio, Volume I > Part 8

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Since 1870 the number of streets in the city has multiplied rapidly. The city directory of 1837 names seventy-one streets, eight alleys, three courts, two parks, and three lanes. In 1849 there were sixty-nine streets, seven lanes, three parks and places, and ten alleys. In 1850 there were eighty-five streets, three lanes, two parks and ten alleys. The first avenues were named in 1852. They were, Case avenue, Sawtell avenue, Sterling avenue, and Willson avenue, all newly

2 City Reports, 1858.

HISTORY OF CLEVELAND

laid out, and Superior avenue, a renaming of Superior street. In 1855 Cedar · street became an avenue, and Clinton street, named after DeWitt Clinton, was changed to Brownell. The same year Division street became Center street, and Second street became Hill street, and York street was renamed Hamilton street. On the west side, Prospect street was called Franklin street.

In 1860 there were one hundred and eighty-two streets, five avenues and three alleys. In 1870 there were on the east side of the river two hundred and forty- five streets, twenty-five lanes and alleys, and seventeen avenues, while on the west side, there were one hundred and ninety-eight streets, six lanes and alleys, and sixteen avenues. The leading avenues were, Case, Cedar, Giddings, Long- wood, Payne, Sawtell, Scovill, Sterling, Wade, Willson, Woodland, Clark, Gor- don, Jennings, Madison, Rhodes, Starkweather and Scranton. Of course, with such a number of streets aspiring to the dignity of avenues, many were misnom- ers. But Euclid street was now first called an avenue.

In 1880 the number of streets had been increased to nine hundred and seventy- five, and the number of avenues to one hundred and eighty-three, while there were one hundred and thirteen lanes, alleys and places, and five roads. This number has multiplied with the population.

Sidewalk lines were established by ordinance July II, 1832, when it was re- solved "that sidewalks be established on the several streets in the village of Cleve- land, commencing on the lines of the streets and extending toward the centre and that they be the width herein specified: on Superior street, sixteen and one-half feet ; on all streets six rods wide, twelve feet; on all streets four rods wide, ten feet; and on all other streets, lanes and alleys that are, or hereafter may be es- tablished within said village of such width as may be particularly designated." It was provided "that when a sidewalk is embraced within a railing, heavy articles of merchandise such as salt, tar and potash kettles, may be placed under and without the railing on the street, a distance not exceeding seven feet." "If any person shall willfully drive or lead any wagon, cart, carriage or sleigh of any description on any of the sidewalks he shall be fined one dollar to twenty dollars."

STREETS, NAMES AND NUMBERS.

There was for years no plan in the naming of the streets and in numbering the buildings. As each addition was plotted, the streets were named by the own- ers according to their individual tastes. The names of the principal streets are either of geographical significance, or are those of pioneers or other personages. The original streets of the village had names of geographical import. The num- bering of the buildings was haphazard. In 1855 the city council was asked to pass an ordinance providing for the proper numbering of houses and to put up street signs. "Not a street in the city is properly numbered," said the papers of that date.

Several attempts were made in recent years to devise some plan for systematiz- ing the numbering of the houses and the naming of the streets. But the chaos into which the individualism of allotments had led the streets, was not easily resolved into orderliness. Finally, in 1904-5, a plan was promulgated by the Chamber of Commerce, and adopted by the city. It divides the city into four sections. On-

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CORNER OF BROADWAY AND ONTARIO STREETS IN 1888 Showing condition of pavement

DRUG

From an old photograph in possession of II. H. Reeves

ONTARIO STREET SOUTH FROM PUBLIC SQUARE, 1860 Showing condition of pavement

....

HISTORY OF CLEVELAND

tario street is the meridian between the east and west divisions. Euclid avenue divides the northeast and southeast sections, Lorain avenue the northwest and southwest section. The east and west thoroughfares retain their names and are called avenues, while all north and south streets lose their names, and are numbered. The house numbers are controlled by the numbers of the streets, each block beginning with the one-hundred corresponding to the number of the street at which the block commences, and the numbers are continuous. Diagonal thor- oughfares are called roads ; the north and south alleys, or lanes are called places, and those running east and west, are called courts. This plan became effective December 1, 1906. The change was made at the sacrifice of many fine historic names and the conglomeration of short streets made the numbering almost ridicu- lous. But after the confusion incident to the change passed away, the new order seemed to respond to the real needs of the city better than was thought possible, and the attempts made by merchants to repeal it, were finally abandoned.

PAVEMENTS.

The streets of early Cleveland were in miserable condition in spring and fall. Up to 1850 the condition of Superior street was a "shame" and the newspapers frequently allude to its "swamps and puddling holes." Water street was a "fath- omless depth of mud." The street crossings were almost impassable during wet weather. Such sidewalks as were laid were not kept in repair. "Through the untiring efforts of Mr. Wm. Case, in the year 1852 Superior street was planked with three inch oak lumber, and became passable at all seasons of the year." 1 River street, "one of the greatest thoroughfares of the city," was also laid with planks, and in 1854 Union street was graded and planked so that one team of horses could pull a load up the hill in muddy weather. In 1860 Mayor Senter in his annual report says, "The present condition of Water street, north of St. Clair, reflects no credit upon the city."

A more substantial pavement was laid in Cleveland on East River street from Superior street to St. Clair street, paved under authority of an ordinance passed May 20, 1856. The work of paving was done in 1857.

These pavements were poorly made and were thought to cost extravagant sums.

In 1853 the legislature passed a law empowering cities to collect a road tax, and Cleveland was made a district by the city council for the collection of such tax. William Gurien was appointed supervisor, and he had his troubles in col- lecting this tax of one dollar and fifty cents in money, or two days' work on the streets from each male citizen. It was called a poll tax by the people, and after collecting about eight thousand dollars, this method of raising money for improv- ing the streets was abandoned.

Progress in paving was extremely slow. In 1889 the city engineer reported that the paving of streets began in 1854, that in 1889 the city had four hundred and forty miles of streets and alleys, and had paved "an average of less than two miles a year," that Cleveland was outranked by other cities and did her street improvements "piecemeal."

1 "Annals Early Settlers Association," No. VIII, p. 165.

HISTORY OF CLEVELAND

By 1860, over a mile of stone pavement had been laid. In 1862, wood block, or Nicholson pavement was experimented with, and a half mile laid. It was a popular pavement but not durable. By 1878, one hundred and one miles of it had been laid, while fourteen and twenty-one hundredths miles of a combination of wood and stone pavement had been laid, a stone roadway with wood on the side. The older wood pavements by 1880 were in a deplorable condi- tion. "Broadway, from the top of the hill to Union street, St. Clair from Erie to Willson, and Euclid avenue from Perry to Fairmount, are in a very bad con- dition." * The repaving of all wood streets was begun in 1880. Medina sandstone replaced the old pavements. In 1871 experiments were made with coal tar pavement laid on top of stone paving, in Superior street on the Square. In the fall of 1872, Prospect street from Case avenue to Kennard street was paved with coal tar con- crete and the following year it was extended to Willson avenue. Euclid avenue, from Fairmount street to city limits (three-fourths mile) was then also surfaced with coal tar-concrete.

Macadamized roadbeds were begun in 1871 on side streets in East Cleveland, Woodland avenue from Willson avenue to Madison street were also macadam- ized, but was topped with a layer of Medina stone four inches thick.

In 1872 a steam roller was purchased for the macadam roads. But Medina stone, either laid in bituminous cement, or "laid dry" remained the favorite; in- deed, in 1885 the engineer virtually excluded all other kinds.

In 1888, the first brick pavement was laid by the city on Bolton avenue and on Carroll street. It was laid on an earth foundation, and rolled and tamped. Private parties had laid brick pavement in Euclid place the previous year. The first Trinidad asphalt pavement was laid on Ingleside avenue and on Prospect street between Case and Willson, in 1889-90. The former was done by the prop- erty owners, the latter by the city.

In 1889, the legislature allowed a one mill levy for street purposes, and paving made better progress. Since 1895, about eighteen miles of pavement per year, have been laid. Brick and Medina stone remain the favorite pavement.

In January, 1907, Cleveland had one hundred and eighty-two miles of brick pavement, ninety-two miles of stone pavement, twenty-three miles of asphaltum, one mile of Belgium blocks, one half mile of bithulithic, one and one-half miles of macadam. Three hundred miles of pavement on six hundred and fifty-one and four-tenths miles of streets. By January 1, 1910, about eighty-five miles had been added to the pavement. These figures do not include the park areas.

Most of the streets being sandy, brick is laid without other foundation, and filled with Portland cement grout. Gutter and curb are pitch filled for expansion. The average price has been : brick, fifteen and one-half cents per square foot ; stone, three dollars and fifteen cents per square yard; asphalt, two dollars and twenty- five cents per square yard ; bitumen, two dollars and ten cents per square yard.

Wherever traffic is heavy, stone is laid, with a six inch cement foundation. Almost from the start abutting owners paid the largest cost of paving ; assessment

* Engineer's report, 1880.

t Walter P. Rice, C. E., made the first endurance tests for paving brick in this part of the state, 1887-8.

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HISTORY OF CLEVELAND

being per foot front. Brick pavement is found to be most economical for residence and light traffic streets. Its life is from twenty to thirty years.

The fine flagging found in abundance in this vicinity, soon replaced the wooden walks of the village days and the former has given way to concrete on business streets.

STREET CLEANING.

In the days of the village, there was no attempt made at municipal street cleaning. "The officers of the corporation are requested to pass a law prohibiting swine to run at large in the village; also to prevent people from riding at an immoderate rate through the streets. * * The civil officers should be more attentive to their duty and see that the laws are more constantly complied with." 5 Streets seemed to be commons where cows wandered at random as late-as 1849, when the "Herald" started an agitation for a pound.

In 1852, the following ambiguous notice concerning an ordinance, commonly known as the "Hog Ordinance," was published : "All persons owning hogs, are hereby notified, that the ordinance restraining the same from running at large within the city of Cleveland, will be enforced unless the same be restrained. James Lawrence, Marshall. February 26, 1852." In 1858 cows running at large were "becoming an intolerable nuisance," and a city ordinance forbade them being at large in the night. It appears that this ordinance was not enforced and that shrubbery and flower beds suffered.

In 1855 it was seriously suggested that the police court prisoners be put to cleaning the streets. There are many references in the newspapers to the slovenly streets. "We noted yesterday evening, when the shovel had doubtless made its appearance for the first time in a twelvemonth, a pile of filth under an outside stairway leading to the second story of a building on the corner of Union and St. Clair streets, three or four feet deep, and such filth! And this, only one instance in many that came under the observation of those passing through streets in- habited by tenants." 6

In 1865 the sprinkling wagon made its appearance, and a more systematic cleaning was undertaken. In 1870 Mayor Buhrer called the council's attention "to the large expenditure required for cleaning the numerous streets and avenues of the city. There are about ten and one-half miles of stone pavement and about eight and three-quarters miles of Nicholson pavement, which are cleaned on the average of four or five times a year, and this is all done by manual labor." In 1883 the city began to sweep the streets with a sweeping machine. Mayor Farley said, in his message to the council: "About the only difference under the old method of cleaning, between a dirt street and a paved one, is the depth of the mud." The sweeping was done under contract by a private party. But there were not enough machines used and the result was not very satisfactory, although it cost eighteen thousand, nine hundred and ninety-four dollars the first year, eight thousand dollars more than the old way. In 1900-I an earnest attempt was made to introduce the "white wings" system on an efficient basis. City Engineer Walter P. Rice went to New York to study the system perfected by Col. Waring.

5 "Gazette," Sept. 1, 1818.

6 "Daily Herald," Vol. 21, No. 105.

HISTORY OF CLEVELAND

He prepared a bill licensing vehicles for raising the necessary money. But the legislature failed to pass it. The following year, "white wings" were put on the down town streets, but the system has never been given the military perfection achieved under prompt discipline. In 1902, an effort was made to clean every im- portant street twice a week, and all cross streets once a week. In 1905, the "white wings" cost fifty-one thousand, three hundred and ninety dollars and ninety-five cents, and machine cleaning and "pickup gangs," cost eighty-two thou- sand, four hundred and forty-three dollars and sixty-eight cents.

In 1906 flushing machines were used, and the city began to collect ashes and refuse.

STREET LIGHTING.

The first street lights were kerosene lamps placed on posts. They shed but a dim light and people going on to the side streets were wont to carry lighted lan- terns on dark nights.

In March, 1837, the council appointed a special committee to "inquire into the expediency of lighting Superior street from the river to the Public Square, and how many lamps will be necessary, and the expense of lamps, lamp posts, oil, etc., and the best method of defraying the expense satisfactorily to the citi- zens."

The oil lamps remained the only street illuminant until artificial gas was in- troduced. On February 6, 1846, The Cleveland Gas Light and Coke Company was organized, and two years later, under the active management of Moses G. . Younglove, works were built and pipes were laid for distributing the gas. It appears that the early pipes leaked a great deal, and that they were laid in a very careless manner. The gas burner was a great convenience and was the wonder of its day.

The charter gives the company permission to lay pipes under given restric- tions, the company was to furnish public lights as cheap as light was furnished in Buffalo and Cincinnati at that date, and to private parties the rate was never to exceed three dollars per one thousand feet. The city must furnish and own the lamps, and is given the right to extend pipes and connect mains if the company refuses. The council is given the right to regulate the price for ten year periods.

The following table indicates the rate charged for gas. In 1859 the rate was $3.00 per thousand cubic feet. In 1861 the rate was $2.50 per thousand cubic feet. In 1863 the rate was $2.75 per thousand cubic feet. In 1866 the rate was $3.00 per thousand cubic feet. In 1867 the rate was $2.50 per thousand cubic feet. In 1875 the rate was $2.00 per thousand cubic feet. In 1880 the rate was $1.80 per thousand cubic feet. In 1881 the rate was $1.65 per thousand cubic feet. In 1883 the rate was $1.50 per thousand cubic feet. In 1884 the rate was $1.40 per thousand cubic feet.

From an old photograph

BANK STREET, LOOKING TOWARD SUPERIOR, ABOUT 1868 Kelley's "Varieties" theater shown in the distance. The street is paved with Nicholson pavement.

HISTORY OF CLEVELAND

In 1887 the rate was $1.25 per thousand cubic feet. In 1888 the rate was $1.00 per thousand cubic feet. In 1892 the rate was $0.80 per thousand cubic feet. In 1900 the rate was $0.75 per thousand cubic feet. This rate is still in force.

On the west side the People's Gas Light Company was chartered in 1867. Its charter followed closely the charter of the Cleveland Gas Light and Coke Company, except public lights were not to exceed $2.25 per thousand cubic feet, and the city was given the right to purchase at the end of twenty years, five ap- praisers to fix the price.

Both companies now install meters and pay to the city treasurer six and one- half per cent of the gross receipts. In 1904, this amounted to eighty-six thousand, six hundred and twenty-three dollars and ninety-eight cents.

The early lamps were run on a "moonlight schedule;" that is, they were not lighted when the moon shone full, and as late. as 1861, all lamps were put out at midnight, leaving the town in total darkness.

In 1872 Charles F. Brush began his historic experiments with electric light- ing, and Cleveland was the first city in the world to have its streets extensively lighted by electricity. The first street arc light was lighted in the Square in 1878. Twenty lamps were lighted and the Square was crowded with people. There had been a great deal of speculation as to the power of the light, and some wore smoked glasses to protect their eyes from the glare.

In 1881 the city erected four steel masts each two hundred feet high. One in the center of the Square, one at the corner of Bank street (West Sixth) and Lake street, corner of Water street (West Ninth) and Superior, and one at the corner of St. Clair street and Erie (East Ninth). Each mast was provided with eight arc lights, of four thousand candle power each. In 1893 these masts were taken down.

In 1884 there were sixteen electric lights, each of two thousand candle power, and as the failure of the high masts was made apparent, the number of lower lights was greatly increased.

Vapor lights were introduced in 1884. In 1898 the Welsbach, and in 1906 the Nernst lights were introduced.

Natural gas was introduced into the city in 1902, when the East Ohio Gas Company, affiliated with the Standard Oil Company, was given a perpetual fran- chise. The cost of the gas is stipulated in the franchise at thirty-one cents per thousand cubic feet.

BRIDGES AND VIADUCTS.

The topography of Cleveland makes many bridges and viaducts necessary. The Cuyahoga valley and the many runs that merge into it divide the city into sections, or islands, roughly known as the west side, east side and south side. These sections are again subdivided by Walworth run, Morgan run, Kingsbury run, and several minor ravines, some of which have in recent years been filled and sold for lots.

HISTORY OF CLEVELAND

The first demand for bridges was on the flats, for the purpose of connecting the east and west sides, and later for providing for the business traffic created by the establishment of manufactories, ship yards and lumber yards in the valley. The expansion of the suburbs later created need for viaducts, to make rapid transit possible.

There are three distinct periods of bridge building, following the needs of the community and the advance in engineering. First, the period of wooden bridges built for wagon traffic, made of timbers with masonry abutments. These had a swing or draw span for allowing boats to pass. As late as 1853 only three of these were needed : one at Columbus street, one at Seneca street, and one at Division street. The advent of the railway brought the second period with its need of a better bridge, and by 1860, iron and steel structures were introduced. Cleveland was a pioneer in the manufacture of these new bridges. Third, the viaduct period, when the broad valleys were spanned by high level structures, thus diminishing distance and bringing the isolated parts of the city together. These were built first of masonry and steel, then entirely of steel, and lately of great concrete arches.

There are over seventy bridges in the city. Nine draw bridges owned by the city, and twelve owned by the railroads, and about fifty stationary bridges owned by the city and the railroads. There are also several under construction at the present time (1910). Only the older and most important ones built by the city can be noticed here.

The ferry at the foot of Superior street, operated by Elijah Gunn, was for some years the only means of getting to the west side. A bridge was not built at this point because it would obstruct navigation. A floating bridge constructed of whitewood logs, was built some years later, where the Center street bridge now spans the river. "When vessels wished to pass, the logs were floated to one side, and were brought back into place by means of ropes. This was the first bridge across the Cuyahoga." 1

COLUMBUS STREET BRIDGE.

This, the first substantial bridge built over the Cuyahoga river in Cleveland, was the direct outcome of the land speculation in 1835-8. In 1837, James S. Clark and several associates platted a large piece of ground skirting the river, and called it "Willeyville" after John W. Willey. Through this allotment ran Columbus street, so laid that it connected with the Wooster and Medina turnpike on the west side of the river. 'A bridge was built at this point. The Columbus street hill was graded, and it was hoped that traffic could be deflected from the south and west, over this bridge, up Columbus street hill into town. This bridge was built by Clark and his associates. It cost fifteen thousand dollars. The fol- lowing description is from the city directory of 1837. This bridge is "supported by a stone abutment on either shore and piers of solid masonry erected in the center of the river. Between the piers there is a draw sufficient to allow a vessel of forty-nine foot beam to pass through. The length is two hundred feet, the breadth, including the sidewalks, thirty-three feet, and the height above the piers

1 "Annals Early Settlers Association," Vol. IX, p. 43.

HISTORY OF CLEVELAND

above the surface of the water, may be estimated at twenty-four feet. The whole, with the exception of the draw, is roofed and enclosed, presents an imposing ap- pearance, and reflects much credit on the architect, Nathan Hunt. * * * This splendid bridge was presented to the corporation of the City of Cleveland by the owners, with the express stipulation that it should forever remain free for the ac- commodation of the public, although the legislature had previously chartered it as a toll bridge."

The famous "Bridge war" was fought over this bridge. The people of Ohio City saw the traffic from Elyria, Brooklyn, and the intervening farming country avoid their town and pass over the new bridge to their rivals on the east side. Meanwhile, the Cleveland city council directed the removal of one half of the old float bridge at Main street, one half of this bridge belonging to each town. The mandate of the council was obeyed at night, and when the people of Ohio City realized that they were the victims of strategy, they held an indignation meet- ing and declared the new bridge a public nuisance. Their marshal organized a posse of deputies, and the bridge was damaged by a charge of powder, exploded under the Ohio City end. Two deep ditches were dug near the approaches, on either side, and the bridge virtually rendered useless. Then a mob of west siders with evil intent marched down on the bridge, led by C. L. Russell, one of their leading attorneys. But they were met by the mayor of Cleveland, who was backed by some militia men, a crowd of his constituents and an old field piece that had been used in 4th of July celebrations. There was a mixup; planks, stones and fists were freely used. But the old cannon remained silent because benevolent Deacon House, of the west side, had spiked it with an old file. The fight was stopped by the county sheriff and the Cleveland marshal.

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A history of Cleveland, Ohio, Volume I, Part 8

Author: Orth, Samuel Peter, 1873-1922; Clarke, S.J., publishing company Publication date: 1910 Publisher: Chicago-Cleveland : The S.J. Clarke Publishing Co. Number of Pages: 1262

Author: Orth, Samuel Peter, 1873-1922; Clarke, S.J., publishing company
Publication date: 1910
Publisher: Chicago-Cleveland : The S.J. Clarke Publishing Co.
Number of Pages: 1262