USA > Ohio > Cuyahoga County > Cleveland > A history of Cleveland, Ohio, Volume I > Part 95
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The Lake Shore, Big Four and the Pennsylvania lines enter the Union depot. The other roads have isolated and inadequate stations. The Baltimore & Ohio in 1901, built a new depot at the foot of Water street. A few years later the Erie renovated its old depot near the Superior viaduct, and in 1909, the Wheeling & Lake Erie built its present station on the site of the rookery, formerly oc- cupied as a depot.
The Brotherhood of Locomotive Engineers established its headquarters in Cleveland in 1873. The first head of the organization was P. M. Arthur. His successor is Warren S. Stone, the present executive officer of the Brotherhood.
The Brotherhood of Railroad Trainmen located in Cleveland in December, 1899, P. H. Morrissey was the president of the organization and in 1909 was succeeded by William G. Lee, the present president.
CHAPTER LXXV.
STREET CARS AND SUBURBAN LINES. 1
On the 3d of March, 1834, the legislature incorporated the Cleveland & Newburg Railroad Company, with authority to construct a railroad "from some point in lot No. 413, in Newburg township, to the harbor in Cleveland," for the purpose of transporting freight and passengers "by the power and force of steam, animals or other mechanical force, or by a combination of them." The capital was authorized at fifty thousand dollars. The incorporators of this first local railway were Aaron Barker, David H. Beardsley, Truman P. Handy, John W. Allen, Horace Perry, Lyman Kendall, James S. Clark. The line was built from the stone quarries in the lot, named in Newburg township to the Public Square, where its depot was the barn of the Cleveland hotel, located where the Forest City house now stands. The track was laid along the roadway of Euclid road across Doan brook, where the college buildings now stand, to the quarries. The rails
1 For thorough discussion of the street railways in Cleveland, see "Street Railway Problem in Cleveland," by W. R. Hopkins, "American Economic Association Studies," 1896.
-
S. T. Everett
Henry S. Stevens
Elias Sims
A. Everett PIONEER STREET RAILWAY MEN
745
HISTORY OF CLEVELAND
were of wood, and two horses driven tandem hauled the rude cars that made two trips a day. The line was abandoned after a few years.2
Omnibus lines were the real forerunners of the modern street car system. In 1857 a line was started at Euclid street called the Euclid City Station line, for accommodating passengers from the Cleveland & Pittsburg depot, thus "avoid- ing the noise and confusion of the lower depot." 3 Other lines in operation that year are shown by the following time card taken from the daily papers: "Kins- man street. To Water Cures at 9:30 and 12 a. m. and 3:00, 5:00 and 8:30 p. m. returns to corner Superior and Water street at 8:00 and 10:30 a. m. and 4:00 and 6:30 p. m. Prospect street. To corner Hudson, 9:30 and 12 a. m., 3:30, 5:00 and 8:30 p. m. returns to corner Superior and Water street at 8:00 and 10:00 a. m. and 1:30, 4:00 and 6:30 p. m. West side. To reservoir at 9:30 and 12 a. m. and 5:00 p. m. returns to Commercial hotel at 10 a. m. and I:30 and 6:30 p. m. Tickets at all the book stores. Signed H. S. Stevens."
In 1862 an omnibus line to Collamer via St. Clair street was running. Its "bus" left the "City Hotel" at II a. m. and 5:15 p. m. Left Collamer, returning 7:15 a. m. and 1 :15 p. m." The fare was twenty cents. In 1863 the omnibus service was as follows: Left City Hotel for Chagrin Falls 3 p. m .; for Chardon, I p. m .; for Collamer and Euclid via Euclid street, II a. m. and 5 p. m. To Collamer via St. Clair street, II a. m. and 5 p. m .; to East Cleveland II a. m. and 4 p. m. Stage coach to Hinckley and Wadsworth at 8 a. m .; Medina from the Bennett House at 9 a. m .; Newburg from the Commercial hotel, II a. m. and 4 p. m .; Richfield and Copley from the City hotel at 8 a. m. Most of these "buses" were running as late as 1865.
The city found it necessary to fix hack and car fare in 1856, when an ordinance provided that it should be twenty-five cents to Erie street and fifty cents beyond Erie.
Late in 1858 an ordinance was introduced into the city council, granting a fran- chise to operate a horse railway from the depot to Woodland cemetery. On Jan- uary II, 1859, this ordinance was called up and discussed. The route was to be from the depot to Superior street, thence to Erie and Kinsman (Woodland) to the railroad near Woodland cemetery, the tracks to be laid on unpaved streets. There was to be a strap rail and the sleepers were to be covered with gravel even with the roadway. "The cars are simply long omnibuses on wheels." It was estimated that the cost would be five thousand dollars a mile exclusive of the rolling stock. The fare was fixed at five cents a ride until 8 p. m. and ten cents thereafter. The ordinance was signed by Councilman Thayer. It pro- duced a great deal of discussion and on June 7th came up for vote, when it was defeated by a vote of four to sixteen .*
This was the beginning of the street car business in Cleveland. The ordi- nances were later amended and in 1859 the East Cleveland and Kinsman (Wood- land) street lines were authorized by the council.
2 See "Sketch of the Early Times," by George F. Marshall, "Annals Early Settlers" Association, No. I, p. 100.
3 "Daily Herald," July 30, 1857.
* See "Leader," June 10, 1859, "Daily Herald," January 12, 1859.
746
HISTORY OF CLEVELAND
The first railroad to operate was the East Cleveland Railway Company. Traf- fic was begun in 1860 between Bank street and Willson avenue. The first presi- dent of the company was Henry S. Stevens. He broke ground on the 6th of October and then "invited the stockholders and patrons present to meet at the other end of the route at Water street, three weeks from that date to celebrate the completion of the first street railroad in Cleveland and in the state." The capital stock was fifty thousand dollars. Later the following officers were elected : president, Dr. A. Everett; secretary, Chas. D. Everett; superintendent, Edwin Duty.
In 1860 the franchise was extended on Euclid from Willson west to Case, thence to Prospect, also from Case to Sterling avenue to Prospect. In 1879 a twen- ty-five year renewal was granted, the council reserving the right "to increase or diminish the fare." In February, 1882, an extension franchise was granted from Prospect to Hayward, to Cedar, east to-Fairmount; in April, 1883, an extension on Euclid from Willson to Fairmount; and the following year an extension on Cedar from Fairmount to Doan brook. In 1886 the council extended the franchise east on Euclid to the city limits, which was then near the present East 115th street. In July, 1886, extensions were granted on Water, Lake and
Bank streets. In February, 1888, the right to lay a double track on Cedar to Willson was granted. In 1889 an extension on Case from Euclid, northward to Perkins, eastward to Wilson, thence to Hough, east to Dunham and to Wade Park avenue, eastward to the city limits. In July, 1890, the St. Clair street extension from Bank to Water was granted.
The next company to receive a franchise was the Kinsman Street Railroad Company. On October 25, 1859, it received an original grant for twenty years for a single track, also on Kinsman avenue from Wilson northwest to Erie, thence to Superior, thence to the public square, around the north side of the square to Superior, to Bank, to Wall and to Bath streets. Its capital was fifty thousand dollars. E. G. Williams was secretary and superintendent. The directors, in 1862- 4 were E. G. Williams, H. W. Clark, H. Griswold, C. C. Cobb, M. Y. Turril. Cars were run from the Atwater building through Superior, Ontario, Pittsburg and Kinsman streets to Williams park and Woodland cemetery. In 1860 it abandoned the route on Erie and Superior around the Public Square and was granted per- mission to build from the east line of Erie along Kinsman (Woodland) street, Pitts- burg and Ontario, and Superior to the west side of the Square. It also abandoned the same year the route on Bank and Wall street and instead was given the right to build on Superior from Bank to Water. In 1879 the franchise was renewed for twenty-five years from September 20, the council reserving the right to reduce fares. In 1883 an extension on Woodland from the Cleveland & Pittsburg cross- ing to Corwin street was granted.
The East Cleveland Railroad Company was given its routes on Garden (Central avenue) street, January 14, 1868, when the council passed an original grant for twenty years on Brownell and Prospect to Garden, and on Garden to Willson. These lines were successively extended to the Cleveland & Pittsburg track and to the city limits, on Quincy and Central avenues.
The St. Clair Street Railroad Company was granted its first charter June 9, 1863, for twenty years, to run from the north side of the public square eastward
CLEVELAND OMNIBUS LINE
"HOTELS & DEPOTS
H. S. STEVENS.
WEAVE N.
From an old cut. 1856
The CLEVELAND MEDINA AND
SOUTHERN ELECTRIC RY.
This type was used only a short time
"Dummy car" on old road to New- burg from Kinsman street, 1873
First electric street car in America, July 26. 1SS4. Quincy avenue.
..
747
HISTORY OF CLEVELAND
to Willson avenue Incorporators were R. F. Paine, O. H. Payne, Hiram Gar- retson, James Pannell, John M. Sterling, Jr., A. S. Sanford, Peter Thatcher. In October, 1869, a renewal for twenty years was granted. In Janu- ary, 1885, a renewal for twenty-five years was given on St. Clair from Water to Becker street, and in 1888 certain rights were given on Superior street.
The West Side Street Railway Company was given its first grant, February IO, 1863. It was, however, amended on the 5th of May. It started from Seneca street southward on Superior to Champlain, thence to Vineyard, thence to Center, over Canal street bridge and Center street bridge along Center street to Detroit, thence to Kentucky, to Harvard, south to Lorain, northeast to Pearl, thence back to Detroit. Its original capital was fifty thousand dollars. Dan P. Rhodes was president and H. S. Stevens secretary. Extensions were made from time to time in 1879, particularly on Pearl and Lorain. In 1880 it was given the right to cross the viaduct. Important additions were granted in 1882.
The Brooklyn Street Railway Company was given an original grant for twenty years, December 7, 1869, to run across on Pearl street from the center of Lorain, south to the city limits. Various extensions were granted from time to time, notably in 1882, an extension on Clark avenue; in 1883 to the east end of the via- duct east to Woodland cemetery along Scovill avenue; in 1885 a renewal grant of twenty-five years ; in 1887 the Abbey street extension.
The Broadway & Newburgh Street railway was organized in 1873 and re- ceived its first grant August 26th of that year. It was a twenty year grant allow- ing double tracks on Broadway from Kinsman (Woodland) street to the city limits. Notable extensions were granted in 1886, 1887 and 1889, and the latter year a renewal for twenty-five years was granted.
The South Side Railroad Company received its twenty-year original grant June 16; 1874, to run from Seneca between Superior and Frankfort place, southeast to Scranton, thence to Jennings, to the city limits. In 1875 a Fair- field extension was granted, and in 1889 the Clark avenue extension.
The Superior Street Railway Company received its original twenty-year grant March 10, 1874, to lay a double track on Superior from the public square to Willson avenue. This was extended within a few months to east Madison. In 1883 the Payne avenue extension was granted ; in 1885 a renewal for twenty- five years as well as an extension on the East Madison and Hough avenue lines.
The Woodland Hills Street Railway Company was given a twenty-year grant July 28, 1874, to lay a line on Kinsman (Woodland) to Willson, southeast to the Cleveland & Pittsburg tracks. This line was purchased in 1882 by the Woodland Avenue Street Railway Company.
Thus the period of original grants resulted in a number of competing lines in the city. The condition soon became intolerable and the inevitable consoli- dation began.
In February, 1885, the council authorized the Woodland Avenue and the West Side Street Railway Companies to consolidate in one company, called the Woodland & West Side Street Railway Company. It received various ex- tensions from time to time. In 1889 the three parallel lines on St. Clair, Su- perior and Payne avenue, owned by the Superior and St. Clair companies, were
748
HISTORY OF CLEVELAND
consolidated and called the Cleveland City Railroad Company. About the same time the Brooklyn and south side lines were united under one ownership, al- though not operated as a unit. In the meantime, the East Cleveland Company consolidated the operation of its Central avenue, Cedar and Wade Park extension.
In 1893 a grand consolidation took place, when the Cleveland City Railway Company was authorized by ordinance of May 15th. This was a consolidation of the Superior, St. Clair and Woodland avenue and West Side lines. A second great consolidation took place the same year, when on May 29th, the Cleve- land Electric Railway Company was authorized by resolution of the council. It was the unifying of the Broadway, Newburg, East Cleveland and South Side companies. Thus were merged in 1893 into two competing companies the nine original grants. These were popularly known as the "Big Consolidated" and "Little Consolidated." They were competing lines showing each other no amenities. Their inevitable consolidation took place in 1900, when they were united into the Cleveland Electric Railway Company, popularly known as the "Con-Con."
From the day of this universal consolidation dates the Great Street Car War. Soon thereafter Tom L. Johnson was elected mayor on a three cent fare pronunciamento. Then followed in quick succession innumerable injunctions, the organizing of "low fare" companies, who were given grants as rapidly as the old franchise expired, dramatic midnight maneuvers, picturesque tent meetings and all the varied attendants that follow in the train of a great war between master minds for great stakes. Election after election strengthened the posi- tion of the mayor until in 1907, his control of the field seemed absolute. A "Municipal Day" of free rides for everybody inaugurated the new regime, only to be followed by a strike of street car men, financial distress of the Municipal Company, an appeal to the Federal court who appointed receivers and the re- fusal of the voters to sustain the new grants at the referendum election. Com- promises and arbitrations were suggested. Finally Judge Tayler of the United States District Court patriotically consented to act as arbiter and after a long and painstaking investigation prepared the comprehensive plan of settlement, known as the "Tayler Plan," which was accepted by the electors at the referendum elec- tion, February 17, 1910. The vote was 27,307 for the ordinance, and 19,197 against the ordinance.
Some future historian must record the details of this important War, when the years shall have shown its effect upon the municipal mind and its far- reaching influence upon other municipalities.
The original motive power of these lines was the patient horse. When the Cleveland City Cable Company was organized in 1889, the right to use a cable was granted by the council. This expensive and cumbersome motive power was a great advance. But in 1884 occurred an event in Cleveland which transformed the street railway business in the entire country. On July 26, 1884, the first electric street car in America was operated here.
The Associated Press Dispatch July 27, 1884, said: "The first electric rail- road for public use in America went into operation in this city yesterday, in connection with the East Cleveland Street Railroad Company, which has just
The Omnibus type about 1865
9
5
ST. CLAIR ST. RAILWAY
The light horse car about 1875
Horse car of 1880
A platform is added for "smokers, 1885 EVOLUTION OF THE MODERN STREET CAR
749
HISTORY OF CLEVELAND
completed a mile road. The experiment was so successful that the company expects to change its entire system, comprising over twenty miles, into elec- tric roads. The Bentley-Knight system was used and the current was car- ried on underground conductors, laid in conduits like those of cable roads. The cars were started and stopped with the greatest ease. Any number of cars up to five can be run at one time on a single circuit and from one machine, which is a result not attained by any of the European systems now in opera- tion. The success of the new road has made a great sensation in both street railroad and electrical circles and is expected to greatly extend the field of elec- trical development, as well as enhance the value of street railroad properties."
This was the message sent to the world, announcing the achievement that made possible the remarkable development of electric lines in recent years. The route of this car began on Garden (Central) street, two blocks west of Willson, thence to New Street, thence into Quincy street. Later it was ex- tended beyond the Cleveland & Pittsburg tracks down Quincy to Lincoln avenue. The tracks were the old strap rail variety, laid on wooden stringers about eight inches deep. Owing to popular objections to overhead wires, the trolley was laid in a wooden conduit, at the railroad crossing-the conduit was of iron. The power was generated from a Brush arc light machine in the Euclid avenue car barns. The subsequent expansion of the system is proof of the success of the experiment.4
The first rate of fare was five cents during the day and early evening and ten cents thereafter, although in 1876 the West Side line was authorized to charge six cents fare and twenty tickets for a dollar. Three years later this was changed to five cents. About 1879, during the period of extensions and re- newals the council usually reserved the right to increase and diminish the rate of fare, a right, however, which was rarely exercised.
Three cent fare was inaugurated by the companies that were chartered dur- ing the Street Car War. Many experiments were made by the Cleveland Elec- tric Railway Company, including a "zone system," the charge of a penny for a transfer with three cent fare, seven tickets for a quarter, etc. Under the "Tay- ler Plan" the fare is at present (1910) three cents, with one penny for a transfer.
SUBURBAN ELECTRIC LINE.
Cleveland is the hub for numerous suburban electric lines, radiating to all of the nearby towns, some of them extending eastward to Pennsylvania, west- ward to Indiana, southward to Columbus.
The Northern Ohio Traction and Light Company. In November, 1894, the Akron, Bedford & Cleveland Railway Company was chartered, a pioneer line in Ohio. October 26, 1895, the first cars were run. The line was 271/2 miles long, eleven and a half miles on its own right of way. It ex- tended from Akron through Cuyahoga Falls to Newburg, where it connected with the Cleveland Electric railway. Its first Cleveland directors were Henry A. Everett, E. W. Moore, I. N. Topliff. The officers were: president, Henry
4 For description of equipment, see "First Electrie Street Car in America," by E. M. Bentley, "Electrical World and Engineer," March 5, 1904, p. 430.
750
HISTORY OF CLEVELAND
A. Everett ; secretary, F. S. Borton ; treasurer, E. W. Moore. On July 1, 1899, the Northern Ohio Traction Company was organized. It was a consolidation of the Akron, Bedford & Cleveland line and the Akron Traction & Electric Company, the latter owning the street railways and the lighting plant in Akron. The officers of the new company were: H. A. Everett, president; Will Christy, vice president ; J. R. Nutt, treasurer ; C. F. Moon, secretary. Sixty miles of track were operated by this company. A third reorganization took place in November, 1902, when the Northern Ohio Traction & Light Company was or- ganized. It took over the property of the Northern Ohio Traction Company, of the Canton & Akron Railway, of the Canton & Southern railway, of the Akron, Wadsworth & Western Railway, giving it a total trackage of 214.05 miles, 73.39 of this is double track. Through cars are now run from Cleveland to Canton and the line reaches to Kent, Ravenna, Barberton, Canton, Ulrichsville and Canal Fulton.
The Cleveland & Southwestern Traction Company. In 1876 the Cleveland & Berea Street Railway Company was organized but its full franchise privileges were never exercised. In September, 1891, a new charter was secured, and in July, 1895, eleven miles of track were in operation. The directors of the new road were : A. E. Akins, A. H. Pomeroy, O. D. Pomeroy, and F. T. Pomeroy.
The Cleveland & Elyria Electric Railway Company was chartered October, 1894, and seventeen miles of road opened December, 1895. Its directors were : A. H. Pomeroy, L. M. Coe, A. E. Akins, F. T. Pomeroy, S. C. Smith, L. E. Meacham, H. Q. Sargent, M. A. Sprague, F. D. Carpenter and Will Christy. December 2, 1897, there was a consolidation of these lines under the name, the Cleveland, Berea, Elyria & Oberlin Railway Company. Of this consolidation, the following were the officers: A. H. Pomeroy, president; A. E. Akins, vice president ; L. E. Meacham, secretary ; F. T. Pomeroy, treasurer and general manager. The name was changed soon afterwards to the Cleveland, Elyria & Western Railway Company. On December 9, 1902, there was an extensive con- solidation made effective January 21, 1903. It embraced the Cleveland, Elyria & Western, the Cleveland & Southern, and the Norwalk Gas & Electric Com- pany. The consolidation was called the Cleveland & Southwestern Traction Com- pany. It operated 125 miles of track. Its first officers were: F. T. Pomeroy, president; A. E. Akins, vice president; F. L. Fuller, treas- urer ; E. F. Schneider, secretary. Still a further consolidation took place when the Cleveland, Southwestern & Columbus railway was incorporated, March 4, 1907. It included the Cleveland & Southwestern Traction Company, the Cleve- land, Ashland & Mansfield Traction Company and the Ohio Central Traction Company and included the latest of the lines built into Cleveland, namely: to Medina and Wooster. This company operates through an extensive territory embracing Berea, Elyria, Oberlin, Norwalk, Medina, Creston, Wooster, Galion to Bucyrus, Galion to Mansfield, Mansfield to Ashland and Seville and has a to- tal trackage of 208 miles, a large part on private right of way. The company also does a freight and express business. In 1909 the officers were : F. E. Meyer, president, Ashland; A. E. Akins, first vice president, Cleveland ; L. J. Wolf, second vice president; E. F. Schneider, secretary ; J. O. Wilson, treasurer ; H. B. Cavanaugh, auditor.
Cable cars, with trailers, 1890
CLEVELAND
ELECTRIC R'Y.
EUGLM
$86
The "Mehling" type, perfection in its day, 1895
The open trolley popular a few years ago
Interior of "Mehling" car
EVOLUTION OF THE MODERN STREET CAR
751
HISTORY OF CLEVELAND
The Cleveland, Painesville & Eastern Railway Company was incorporated April 25, 1895, and opened July 4, 1896. It operated nineteen miles from East Cleveland to Painesville. Its first board of directors were W. A. Wason, J. A. Beidler, H. A. Everett, E. W. Moon, I. N. Topliff, W. F. Carr. In April 17, 1898, the "Shore Line" from Willoughby to Cleveland was put into opera- tion. The total trackage was 45.28 miles. The Cleveland, Paines- ville & Ashtabula Railway Company was chartered in 1901 and the road opened September 21, 1903. It connects at Painesville with the Cleve- land, Painesville and Eastern and has a trackage of thirty miles, entirely on a private way excepting through the towns and villages. Its first officers were: Arthur D. Cleveland, president and general manager; W. J. Hayes, vice presi- dent; M. A. Phillips, secretary ; J. P. Kraus, treasurer. These two lines were soon consolidated. They now have the same officers, which in 1909 were as follows : E. W. Moore, president ; J. A. Beidler, vice president; E. V. Hale, treasurer ; F. S. Borton, secretary ; J. Jordan, general manager.
The Eastern Ohio Traction Company. December 3, 1895, the Cuyahoga Sub- urban Railway was chartered to build an electric road from Cleveland to Chagrin Falls, thence to Kinsman or Meadville, Pennsylvania. The Cleveland & Chagrin Falls Electric Railway Company was incorporated December 18, 1895. The lat- ter line built the railway from Cleveland to Chagrin Falls, which was opened May 1, 1897. The incorporators were: Vincent A. Taylor, F. W. Gehring, James E. Latimer, Joseph Black, Fred Eggers, C. G. Barkoid, A. V. Taylor. On April 20 1898, the Chagrin Falls & Eastern Electric Railway Company was in- corporated by F. M. Stearns, John E. Ensign, C. A. Morganthaler, James E. Latimer, William Prescott, R. L. Palmer and H. L. Coe. June 10, 1899, the Cleveland & Eastern Railway Company was incorporated by H. Clark Ford, H. B. McGraw, John Wilson Hart, F. A. Henry and S. P. Baldwin. This line was to extend from Euclid Heights through the picturesque Chagrin valley at Gates Mills thence to Chardon, Burton and Middlefield ; about forty miles trackage.
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