USA > Ohio > Cuyahoga County > Cleveland > A history of Cleveland, Ohio, Volume I > Part 88
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HISTORY OF CLEVELAND
but as far west as the Rocky mountains and the borders of Mexico; and that it will communicate with our great inland seas and their tributary rivers, with the ocean in various routes and with the most productive regions of America, there can be no question respecting the blessings that it will produce, the riches it will create and the energies that it will call into activity."* Such a glowing picture from so great an authority, had its desired effect.
Meanwhile, the third report of the commissioners, January 8, 1825, was made. It gave in precise detail the various routes. The Black river and the Cuyahoga still contended for the honor. The harbors at the mouth of both these streams were examined. The report says: "Both these rivers are suffi- ciently deep to admit vessels of the largest class which can advantageously navigate the lakes, for a much greater distance from their mouths than will ever be required for harbors ; and are sufficiently capacious to accommodate any commercial business which will ever be transacted on the lakes. The Cuyahoga will average sixteen rods wide for two miles from its mouth. In many places it is twenty rods broad." The modern freighter makes these assertions seem impossible. The commissioners mention the sand bars that form at the mouth of these streams annually, and recommend that piers be built into the lake one thousand and sixty-five feet in length on either side of the stream's mouth, to maintain sufficient current to wash away the sand, this to cost five thousand dollars. This was subsequently done, but not by the state.
This detailed report resulted in the passage without debate of the canal law, February 4, 1825, by a vote of thirty-four to two in the senate and fifty-eight to thirteen in the house. The "Act to provide for the internal improvement of the state of Ohio by navigable canals," provided: a canal commission of seven members appointed by the legislature who should choose three "acting commis- sions ;" a "canal fund," consisting of such moneys as the state may assign or private individuals might donate; a board of three "canal fund commissioners," to be elected by the legislature for six years and have surveillance of the fund, and empowered to borrow four hundred thousand dollars for 1825, and in any succeeding year not more than six hundred thousand dollars, these loans to be based on six per cent bonds, redeemable at the pleasure of the state between 1850 and 1875. The first bonds sold at ninety-seven and a half. All later sales were at a premium.
Thus the canal was finally authorized, after eight years of continuous agita- tion. The news of the passage of the bill was received with enthusiasm in most parts of the state. Alfred Kelley and M. P. Williams were promptly reap- pointed acting commissioners, and David S. Bates, of Rochester, New York, chief engineer. The Cuyahoga route was not determined upon until May 5, 1825, when the board met at Wooster. The fact that Cleveland was at the mouth of the river, or that a harbor was possible, do not appear to have influenced the board in their choice. The amount of water in the Cuyahoga route was the deciding factor. The people along the Killbuck-Black river route seem to have taken their disappointment in good spirit, "highly creditable to themselves and worthy of general imitation," says the commission.
* "Canal Documents," p. 85.
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HISTORY OF CI EVELAND
Meanwhile the Erie canal was completed, and the cheaper rates were felt here. Cleveland's interest in this great canal was genuine. October 26, 1825, a "grand dinner" was given in Merwin's Tavern celebrating its opening to traffic. There were "pigs, sirloins and fowls and a few pies, puddings, etc." *
It was determined to begin work at once at Licking Summit, and Governor Morrow invited DeWitt Clinton to come and dig the first spadeful of earth. So. attended by his staff and Colonel Solomon Van Renssalaer, who had seen service in Ohio's wilderness under General Anthony Wayne, and by Messrs. Rathbone and Lord, of New York, who had purchased the first canal bonds, and by Federal Judge Conkling, of New York, the "Father of the Erie Canal" came into Ohio, and he came like a conqueror. He wrote that he would arrive in Cleveland on June 30, 1825. It was uncertain whether he would come by boat or by stage, and Noble Merwin sent his son, George B., on horseback to Con- dit's Tavern in Euclid, where the stage changed horses to bring in haste the word whether the distinguished visitor was a passenger on the stage. The governor had elected however, to come by water and the population gathered at the point near the lighthouse to see the boat come in. It was a beautiful day, and the "Superior," a stately steamboat, gaudily dressed in flags and streamers, made a fine show as she came to anchor at the mouth of the river and fired her signal guns. Gov- ernor Clinton was brought to the foot of Superior street in a yawl, where he was received by Governor Morrow of Ohio and the reception committee, and escorted to the Mansion House. Here he was formally welcomed by Judge Samuel Cowles.
The majestic Clinton made a profound impression on all who saw him. He was a very large man, with an immense forehead, crowned with jet black hair. His eyes were brilliant black and his speech ponderous and impressive. At sun- rise the following morning a small cannon was fired at lighthouse point, and an extra stage was started with the notables for Licking Summit. Noble H. Mer- win, on horseback, hastened to "Mother Perkins' Tavern" at the mouth of Tin- ker's creek, near Bedford, to apprise her of the coming of the distinguished party so that she could have a breakfast of ham, eggs and biscuit ready for them. 1
By stage the party journeyed to Newark, where a great throng, including the state officers and the militia, had assembled. On the morning of July 4th they all repaired to the "summit" some three miles west of Newark, and there, under the beech trees that clothed the hilltop, DeWitt Clinton lifted the first spadeful of earth and Governor Morrow the second. Senator Thomas Ewing was the orator of the day, but Governor Clinton was the hero, overwhelmed with attention. Atwater quaintly describes this historic occasion: "At these demonstrations of respect and gratitude, spontaneously given, Governor Clinton wept. Surrounded as he always had been, by the politicians of his own state, such tokens had never before been tendered him."2 Clinton remained in Ohio several weeks. "From one shire to another Clinton was attended by all its county officers, and the most distinguished citizens of each county to its line, where the governor was received by a similar escort from the adjoining county and by them conducted to the next city or town. In this manner he passed across
* "Herald."
1 George B. Merwin in "Annals Early Settlers Association," Vol. 6, p. 40.
" "History of Ohio," p. 267.
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HISTORY OF CLEVELAND
the state. As soon as he appeared in sight of any town, the bells of all its churches and public buildings rang their merriest peals; the cannon roared its hundred guns, and a vast crowd of citizens huzzaed, 'Welcome, welcome, to the Father of Internal Improvements.' * * * Every street where he passed was thronged with multitudes and the windows were filled with the beautiful ladies of Ohio, waving their snowy white handkerchiefs and casting flowers on the pave- ment where he was to pass on it. Every town where he went gave him a pub- lic dinner." 3 This triumphal journey dispelled much of the doubt that the state was overburdening itself by these vast undertakings and incidentally lent impetus to the DeWitt Clinton presidential boom.
The construction of the canal now went promptly forward. The commis- sioners determined that it would be wise and politic to build the northern sec- tion from Akron to Cleveland first. On June 10, 1825, bids were received for building the first fourteen miles northward from the summit at Akron. There were a great many proposals, contractors from the newly completed Erie canal having come here to bid. On July 9th and August 29th, the remaining portions from the summit to the lake were let, excepting the section immediately in the neighborhood of Cleveland. It had not yet been determined where and how the canal should debouché into the river. By the terms of these contracts, the work was to be done by October 1, 1826. The estimated cost for this portion was $490,636.53 but the brisk competition brought the contracts some $48,500 lower.4 Between one thousand, five hundred and two thousand men were at work in the fall of 1825, but the malaria incapacitated many of them.
Cleveland at once felt the impetus of canal trade. These laborers nearly all passed through Cleveland. The contractors bought supplies here. The prospect of cheap rates to the south.and of the trans-shipping here to the lake boats, lured merchants and warehousemen. Originally it was planned to end the canal about three miles from the mouth of the river. The citizens of Cleveland subscribed five thousand dollars toward having it extended through the town nearly to Superior street. The change added twenty thousand dollars to the cost.5 Two locks were built at this point "of sufficient dimensions to admit the passage of sloops and schooners of the largest size now navigating the upper lakes from the river into a large basin near the termination of the canal. In this basin the vessels of the lake and the boats of the canal may meet and exchange their cargoes in perfect safety. Canal boats may with equal facility descend into the river and there meet the vessels or pass into the lake." 6
The reputation of the Cuyahoga valley for malaria had caused a scarcity of labor that retarded the work nearly a year. Great efforts were made to hasten the completion, for the people were clamoring for results. A large amount of merchandise and other freight had accumulated at Akron and Cleveland in anticipation of the opening of navigation. By July this section was sub- stantially finished, excepting the locks that connected with the river in Cleveland, and on July 4, 1827, "two years from the commencement of the work, the first
3 Supra Cit., p. 270.
+ "Canal Documents," p. 183.
5 "Fifth Annual Report Canal Commissioners."
6 "Report of Commissioners," January 18, 1827.
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HISTORY OF CLEVELAND
boat arrived at Cleveland, being descended through forty-one locks, passed over three aqueducts and through thirty-seven miles of canal. Much solicitude was felt for the success of this first experiment on a new canal passing through so many difficult and hazardous places. The result, however, fully answered the reasonable expectations of the most ardent friends of this policy." 7 Governor Trimble in his annual message in 1827, mentions the event: "The northern sec- tion of the Erie and Ohio canal presenting the most difficult and expensive part of the line, was opened early in July last. On the 4th the first boat descended from Akron, a beautiful village at the Portage summit, to Cleveland. She was cheered in her passage by thousands of our delighted fellow citizens, who had assembled from the adjacent country at different points on the canal to witness the novel and interesting sight. The gentle descent of a boat of fifty .tons bur- den, from an eminence of four hundred feet, consummating on the day of American independence, the union between the waters of the north and the south, presented a scene grand beyond description, and could not but have awakened in all who beheld it, feelings of the most exalted patriotism and de- votion to the cause of internal improvements."
In Cleveland, of course, it was a gala day. Elaborate preparations were made as the following notice in the "Herald" shows: "At a meeting of the mechanics and farmers, held at the Academy in this village on the 24th instant to take into consideration the expediency of celebrating the anniversary of American inde- pendence, together with the opening of the Ohio canal, it was resolved unani- mously, that we celebrate the day as becomes a free people. A procession will be formed at the Franklin House at 10:00 o'clock a. m. and proceed to a place selected for the occasion, when the Declaration of Independence will be read, and the oration delivered. The procession will then return to the Frank- lin House, where a suitable dinner will be prepared for the occasion.
"The mechanics and farmers of this and adjoining towns are respectfully invited to cooperate and join with us in the festivities of the day.
"Cleveland, June 26.
By order committee A. SHERWIN, JR., Secretary."
The canal boat "State of Ohio" having on board Governor Trimble, state officials and the canal commissioners, left Akron July 3. They were met at Boston by the "Allen Trimble," with the Cleveland party. On the 4th the "Pioneer" left Cleveland "with a full load of passengers, accompanied by a band of music and proceeded up the canal about six miles, where she met the two boats coming down. A salute was fired and the boats returned in company. The scene on approaching the village was truly exhilarating. The banks of the canal and the neighboring eminences were lined with spectators. The boats with their flags and decorations presented an imposing appearance, the flags with appro- priate inscriptions and the standards of the state and union displayed from Bel- den's Tavern and the Franklin House, the alternate discharge of cannon, in quick succession from the shore and boats, mingling their thunders with the lofty strains of the band and the merry windings of the horn and bugle, all these circumstances combined with the idea that these were the effects and evi- dences of the enterprise and spirit of 'Young Ohio,' which but a quarter of a
" "Sixth Annual Report of Commissioners."
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HISTORY OF CLEVELAND
century since was to all interests and purposes terra incognita to the rest of the world, produced an impression on the mind not soon to be obliterated."
A procession was formed at the foot of Superior street and it proceeded to an arbor erected on the Square. Here the Declaration of Independence was read by John M. Sterling, Esq., and Reuben Wood delivered the oration. A "sumptuous dinner" at Belden's tavern was served to the elite. "The company sat down to dinner at 3:00 o'clock and the residue of the day was spent with great good feeling." Fifteen regular toasts and "many volunteer toasts" were drunk !
In the meantime the "Mechanics and Farmers" met in the Franklin House, had their dinner and also drank many toasts. One of these was to "Lake Erie- on thy expansive bosom shall be borne the luxuriant products of the Mississippi valley;" and another to "The Fair Sex-The greatest supporters of our happiest institution, matrimony."
In the evening "a splendid ball was given at Belden's assembly room, at which was present a large number of ladies and gentlemen. The hall was hand- somely decorated and at either end was a transparency, one having upon it in large letters 'Erie Canal' and the other 'Ohio Canal.'" s
It was July, 1830, before the first boat passed from Cleveland to Newark, one hundred and seventy-four miles, just five years after Clinton had made the journey by coach, and it was not until 1832 that the first boat could pass from Cleveland to Portsmouth, from the lake to the Ohio river, a distance of three hundred and nine miles. From Cleveland to the Portage summit, a distance of thirty-seven miles, the ascent is three hundred and ninety-five feet, requiring forty-four locks. In four places the river was diverted into a new channel to make way for the canal; three aqueducts and two dams were required to com- plete this portion of the work. From the summit level to Dresden on the Tus- carawas, one hundred and nine miles, a fall of two hundred and thirty-eight feet was overcome by twenty-nine locks. From Dresden to Newark, forty-two miles, nineteen locks were required for an ascent of one hundred and sixty feet. From Newark, at the Licking summit, the canal descended by fourteen locks to Groveport, thence by eight locks to Lockbourne on the Scioto, two hundred and nineteen miles from Cleveland. The descent through the Scioto valley to the Ohio is two hundred and eleven feet and through twenty-four locks at Portsmouth four hundred and thirteen feet lower than the Licking summit, and ninety feet below the Lake Erie level. The canal follows the bed of streams the entire distance, excepting at the Portage and Licking summits.
There were several branches of the canal, principally the Walhonding and the Hocking. The state later completed the Miami and Erie canal from Toledo to Cincinnati. The entire cost of these canals was $14,340,572.59, the Ohio canal costing only $4,695,203.32.
In 1829 a private corporation began the Pennsylvania & Ohio canal from 'Akron along the Cuyahoga river to Kent, thence to the Mahoning, to the Penn- sylvania state line. The state of Ohio subscribed one third of the one million dollar capital stock. In 1838 the canal was built. In 1852 the Mahoning Rail- road Company acquired a controlling interest in the stock and paid the state
8 "Herald," July 6, 1827.
DAILY LINE OF OHIO CANAL PACKETS
Between Cleveland & Portsmouth,
DISTANCE 309 MILES-THROUGH IN 80 HOURS.
A Packet of this Line leaves Cleveland every day at 4 o'clock P. M. and Portsmouth every day at 9 o'clock A. M.
T. INGRAHAM, Office foot of Superior-street, Cleveland, OTIS & CURTIS, General Stage Office, do. AGENTS. G. J. LEET, Portsmouth, S
NEIL, MOORE & CO.'S Line of Stages leaves Cleveland daily for Columbus, via Wooster and Hebron. OTIS & CURTIS' Line of Stages leaves Cleveland daily for Pittsburgh, Buffalo, Detroit and Wellsville.
A PAGE FROM THE CITY DIRECTORY OF 1837
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HISTORY OF CLEVELAND
thirty thousand dollars for its shares, agreeing to keep the canal navigable. But it charged such excessive tolls that there was no business and after much litigation the canal was abandoned and transferred into a railroad bed.
These public works so enthusiastically begun, and hailed with rhetorical bom- bast almost brought the state to the verge of disgrace, for the railroad sup- planted the slow-going canal boat before the tolls could more than pay the in- terest on the vast investment, and there was talk of repudiating the bonds. For- tunately Ohio did nothing more reactionary than write several foolish articles into her new state constitution, in 1851, prohibiting the participation of the state in future public improvements and limiting the annual outlay on her pub- lic works. Indiana and Illinois, Maryland and Pennsylvania, did not show such courage and honor.9
The state operated the canals until 1861, when they were leased to a private corporation for ten years, and in 1871 the lease was renewed. In 1877, when the Hamilton reservoir was destroyed, the lessees surrendered their lease and a receiver operated the canal from December 1, 1877, to May 15, 1878, at a cost of $45,299. The earnings in the same period were $69,766. Since that day the state board of public works has had charge of the canals.
Several of the branches and even parts of the main line of the Ohio Canal have been abandoned. The Cleveland division however, was never closed. Freshets and storms have constantly played mischief with its banks, its feeders and its overflows. The old tow path, where the boy Garfield, dreaming of future great- ness, drove his patient horse, was long ago given over to neglect, impassible in spring and fall, but in summer a most picturesque drive, with the willows and elders bordering the canal on one side and the overhanging trees and rugged hills of the great preglacial valley on the other. The counterfeiters that haunted the fastnesses of the hills at Peninsula, and the "bad men" that frequented the taverns found at every group of locks, disappeared with the traffic. For many years it seemed that these waterways would lapse into entire decay, when the few remaining boatmen, venerable survivors of the golden days of canal traffic, would pass away. But a rejuvenescence of waterways began a few years since. In 1900 a plan was undertaken to lease the canals to a private corporation, who wished to use electric motors for motive power. In July, 1901, such an equip- ment designed and made by the Cleveland Construction Company, was installed in the Dayton branch. There was such a storm of political and popular disap- proval that the plan was abandoned. In 1904 the legislature appropriated $125,000 to be expended in repairs on the Ohio & Erie canal. The whole amount to be spent is $573,064.33. 10 The old masonry locks are being replaced by con- crete and a number of improvements are being installed in the hope of renewing the transportation route that gave Cleveland its first commercial impetus.
CANAL TRAFFIC.
No sooner had the canal opened from Cleveland than a brisk trade to Akron began. Merwin & Giddings sent the first boat from Cleveland, the "Allen Trim-
º See Morris' "Internal Improvements in Ohio."
10 Act, May 6, 1904.
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HISTORY OF CLEVELAND
ble," which they brought from the Erie canal. They also built the "Pioneer" at Peninsula, before the canal was completed to Akron. John Blair at once started a canal line, the "Farmers' Line," with the "Henry Clay." During the season remaining, from July to November, the equivalent in weight of about ten thousand barrels was shipped northward, mostly flour, tobacco, whiskey, beef, butter and cheese, while eight thousand barrels were shipped southward from Cleveland, mostly merchandise, salt and fish. This exchange indicates the economic needs of the region. The shipping of "Mineral coal from the beds in Talmadge to Cleveland"11 began the same fall, as well as the carrying of stone. The collector in Cleveland received $909.69 in tolls from July to December, 1828. The com- missioners say in their report of January 6, 1829, "A large amount of wool and clothes have been conveyed overland from Steubenville to Massillon, thence on the Ohio canal to Cleveland, across the lake through the Grand canal of New York, and by way of the Hudson river and Atlantic ocean to the cities of New York and Boston. It is understood that the owners, Messrs. Wells and Dickin- son, made a considerable saving on the cost of transportation by adopting this route in preference to that of sending wagons directly to Baltimore or Philadel- phia. Even the oaks which have formed a part of the ancient forests of the country, thirty miles from the south shore of Lake Erie, have found their way in the shape of pipe staves, to the city of New York. These facts demonstrate the great advantages of canal navigation." 12 A cargo of goods was shipped from New York to Dayton, Ohio, by an all water route; the Erie canal to Buffalo, the lake to Cleveland, the Ohio canal to Portsmouth, the Ohio river to Cincin- nati, the Miami canal to Dayton, one thousand, one hundred miles, at seven- teen dollars and twenty-five cents per ton in the remarkable time of twenty days. 13
The thirty canal counties began to develop and they still lead, containing fifty-two per cent of the population of the state. From 1833 to 1840 was the period of greatest prosperity. At every lock there were boats waiting their turn. The villages on the route began to thrive. These freight boats were from sixty to eighty tons burden.
Passenger packets, carrying forty to sixty passengers, connected at the prin- cipal towns with stage and steamboat lines. These packets were drawn by three horses, driven tandem, a boy riding the rear horse. They made from three to four miles per hour, and were luxurious and comfortable compared with the stage coach.
Cleveland responded at once to the canal's stimulus. Its population in 1825 was about 500; in 1830, it had more than doubled; in 1834 when the canal was completed to Portsmouth it was $3,323 and the following year, $5,080; and in 1845, with Ohio City, 12,035. Daily passenger packets to Portsmouth were making the trip of three hundred and nine miles in eighty hours.
There is no uniformity in the data given for canal traffic. It is necessary, therefore, to give a series of tables covering various dates, to show its growth and decline.
11 "Canal Documents," p. 278.
12 "Canal Documents," p. 328.
13 In 1843 the Schooner Dolphin went from Cleveland down the Ohio Canal to New Orleans, with a cargo of white fish. "History of Great Lakes," p. 191.
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HISTORY OF CLEVELAND
The following table details the traffic in farm produce and merchandise for . the first years of the canal. It also shows the rapid development of coal in Tallmadge and Massillon districts. Most of this coal was used by the Cleveland manufactories.
Year
Total lbs. shipped
from Cleveland
Bbls. of Pork
Received
Lbs. Lard
Received
Bu. Wheat
Received
Bbls. Flour
Received
Lbs. Wool
Received
Salt Shipped
from Cleveland
Bu. Coal
Received
An indication of the detailed traffic of those years may be had from the following summary of the trade in 1836-37. Cleared-merchandise, 8,776,154 pounds ; gypsum, 1,552,083 pounds; salt, 62,997 barrels ; fish, 6,026 barrels; fur- niture, 1,981,232 pounds ; lumber, 1,723,532 feet; shingles 2,541 M; twenty-six pairs of millstones. Received-Wheat, 549,141 bushels ; coal, 183,484 bushels ; corn, 280,234 bushels ; flour, 203,691 barrels ; pot and pearl ashes, 102,220 pounds ; lard, 1,527,610 pounds; bacon, 2,812,009 pounds; lumber, 757,076 feet; flax- seed, 8,036 bushels; oats, 87,895 bushels ; pork, 42,057 pounds; whiskey, 11,886 barrels ; linseed oil, 130 casks; pig iron, 1,017,847 pounds.
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