USA > Ohio > Hamilton County > Cincinnati > Centennial history of Cincinnati and representative citizens, Vol. I, Pt. 2 > Part 61
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tainers when they pronounced the suburbs of Cincinnati the finest they had anywhere seen.
"It is partly because the rich people are so far away that the public entertainments of the city are so low in quality and so infrequent. We made the tour of the theatres and shows one evening .- glad to escape the gloom and dingi- ness of the hotel, once the pride of the city, but now its reproach. Surely there is no other city of two hundred and fifty thousand inhabitants that is so miserably provided with the means of public amusement as Cincinnati. At the first theatre we stumbled into, where Mr. Owens was performing in the Boucicault version of 'The Cricket on the Hearth,' there was a large audi- ence, composed chiefly of men. It was the very dirtiest theatre we ever saw. The hands of the ticket-taker were not grimy, -- they were black. The matting on the floor, the paint, and all the interior, were thoroughly unclean; and not a person in the audience seemed to have thought it necessary to show respect to the place, or to the presence of a thousand of his fellow-citizens, by making any change in his dress. The venti- lation was bad, of course. No fresh air could be admitted without exposing some of the audi- ence to draughts. The band consisted of seven musicians. The play, which is very pleasing and simple, was disfigured in every scene by the in- terpolation of what the actors call 'gags,'-that is. vulgar and stupid additions to the text by the actors themselves, in which we were sorry to hear the 'star' of the occasion setting a bad ex- ample. Actors ought to know that when Charles Dickens and Dion Boucicault unite their admir- able talents in the production of a play, no one else can add a line without marring the work. They might as least be aware that Western col- loquialisms, amusing as they are, do not har- monize with the conversation of an English cot- tage. Yet this Cincinnati andience was delighted with the play, in spite of all these drawbacks, so exquisitely adapted is the drama to move and entertain human beings.
"At the West, along with much reckless and defiant unbelief in everything high and good, there is also a great deal of that terror-stricken pietism which refuses to attend the theatre un- less it is very bad indeed, and is called ' Museuin.' This limits the business of the theatre; and, as a good theatre is necessarily a very expensive institution, it improves very slowly, although the Western people are in precisely that stage
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of development and culture to which the drama is best adapted and is most beneficial. *
"Upon leaving the theatre, we were attracted by a loud beating of drums to a building calling itself the 'Sacred Museum.' Such establishments are usually content with the word 'moral', but this one was 'sacred.' From a balcony in front, two bass-drums and one bugle were filling all that part of the town with horrid noise, and in the entrance, behind the ticket-office, a huge negro was grinding out discorl from an organ as big as an upright piano. We defy creation to produce another exhibition so entirely and pro- foundly atrocious as this. It consisted chiefly of wax figures of most appalling ugliness. There were Webster, Clay, General Scott, and an- other, sitting bolt upright at a card-table, star- ing hideously; the birth of Christ; the trial of Christ ; Abraham Lincoln, dead and ghastly, upon a bier ; and other groups all revolting be- yond description. The only decently executed thing in this Sacred Museum was highly inde- cent ; it was a young lady in wax, who, before lying down, had forgotten to put on her night- gown. There was a most miserable Happy Fam- ily : one or two monkeys, still and dejected; a dismal, tired rooster, who wanted to go to roost, biit could not in that glare of gas, and stood motionless on the bottom of the cage; three or four common white rabbits; and a mangy cat. Such was the Sacred Musuem."
As the Southern Railway, the industrial expo- sitions and the Weather Bureau had their incep- tion in the last year of the "sixties," they belong to this period of the city's development although their history extends practically to the present dlay.
THIE CINCINNATI SOUTHERN RAILWAY.
The idea of a railroad to the South seems to have taken a firm hold upon the minds of the citizens of Cincinnati from quite an early period. Before any railroad had actually been built with this city as a terminus, the agitation of 1836 for a line to the Southeastern seaboard had resulted in the procuring of subscriptions to the amount of a million dollars. This was at a time when the ideas with regard to railroad operation were so primitive as to forbid the entrance of loco- motives into the city for fear that the sparks might set fire to houses. For this reason the first train of the Little Miami Railroad was drawn into town by mules. This movement of 1836 and the convention held at Knoxville al- ready described gave promise of a road to
Charleston but the financial panic of 1837 put an end to the scheme. The building of the Little Miami and Cincinnati, Hamilton & Dayton roads for a time diverted the energies of capitalists from the Sonth but the success of these under- takings made the plan seem more and more feasible. The incorporation of the provision into the new constitution of the State forbidding any city or county organization from lending its credit to a private corporation seemed to ter- minate, however, all possibilities in this direc- tion. At that time the practice was to have rail- roads built by private corporations to whom pub- lic aid in the shape of bonds or a bonus of some sort was given. The gradual development of other cities to the West and North, particularly Chicago and St. Louis, seemed to make it clear that in time a large section of the territory which had contributed its business to this city would be cut off and that Cincinnati must look more and more for its prosperity and future business development to the South. The natural advantages, those given by the river and the advantages given by the Miami Canal, which had really done so much to push the city for- ward, were being offset by the growth of the competitors and it became necessary to resort to the new means of transportation. Louisville's possession of the Louisville & Nashville road gave her a great handicap in trade with the South so that this city was hemmed in on all sides. There was never any question in the mind of any one that better railroad communication with the South was necessary. The only differ- ence of opinion that ever existed was as to the manner in which it was to be effected.
In 1859 the Kentucky Central and the Cin- cinnati, Lexington & East Tennessee road, which furnished a line from Cincinnati to Nicholasville, proposed to extend this roadway to Knoxville. provided Cincinnati should raise a million dol- lars as a bonus. Part of this money had been raised when the approach of. the war ended the scheme. During the war itself the importance of some such communication was recognized by General Burnside and others and surveys were made by the military authorities looking to the attainment of such communications. The con- clusion of the war left matters in a very chaotic condition. The South was prostrate as well as hostile. Its business such as it was had to be built up by Northern assistance. Cincinnati had no means of communication with the centers of distribution in the Southern territory and was in danger of being passed by other cities more
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favorably located for the attainment of this busi- ness. In 1865 a bill was introduced into the Ohio Legislature by James Dalton a merchant of the city, providing for the building of a road from Cincinnati to the South, but the time was not ripe for it. About this time, however, E. A. Ferguson an attorney of the city began to push forward the idea that there was nothing in the constitutional provision forbidding the city to loan money to a private corporation which would prevent the city from building its own road. The suggestion once made gained adherents on every side and when on November 26, 1868, he made public a proposed bill to accomplish this object, the public and business organizations of the city at once took the matter up with great energy. The bill was passed by the Senate April 28, 1860, and a week later by the House and provided that whenever the Council of the city should declare it essential to the city's interest to provide a railroad from Cincinnati and a ma- jority of the city electors should approve the action of the Council, the Superior Court of the city should appoint five trustees to put into exe- cution the determination of the citizens. It also provided for the issue by the city of $10,000,000 worth of bonds to be secured by mortgage on the road and by an annual tax levy to pay in- terest and provide a sinking fund. The resoltt- tion was at once passed by the Council and on June 26, 1860, the special election registered the will of its electors in its favor. Immediately after the passage of the bill, an agitation began as to what should be the southern terminus of the road, Knoxville, Nashville and Chattanooga contending for the selection. A special com- mittee of the Council finally selected Chatta- nooga. The day of the special election was made a holiday. The fire bells rang at various times during the day, bands of music paraded the streets and a complete organization of the differ- ent wards brought out the vote which was 15,423 in favor of the road to 1,500 against it.
Almost immediately, on June 30, 1869, the Superior Court selected the five trustees who were to have charge of the building of the road. They were Phihp Heidelbach, Miles Greenwood, F. A. Ferguson, R. M. Bishop and William Hooper. The board organized by electing Miles Greenwood as its president and H. H. Tatem as secretary ; W. A. Gunn was chosen as chief en- gineer and surveying parties were at once put into the field.
The next step was to procure charters from the States of Kentucky and Tennessee through
which the road was to pass. The bill passed the Tennessee Legislature quite promptly in Janu- ary, 1870, but the struggle in Kentucky continued for two years. Twice it was defeated but it be- came a law February 13, 1872 In the mean- time opposition to the Ferguson act developed in Cincinnati itself and the question of its repeal was strongly agitated. The principal ground of objection was that the amount, ten millions, would be insufficient to complete the road. A bill was introduced in the Legislature to repeal the act and offer a $3,000,000 bonus in its stead. The success in the Kentucky Legislature, how- ever, quieted to some extent the opposition and the first lot of Southern Railway bonds, amount- ing to but $150,000, was offered for sale. They bore seven per cent interest and were taken by a local bank. Mr. Hooper went abroad in the fall for the purpose of negotiating the entire issue but was unable to do so. In the meantime an act of Congress was passed permitting the building of a bridge across the Ohio. The Legis- lature of the State also passed a supplemental act authorizing the leasing and completing of the road and Kentucky finally relinquished many of the objectionable provisions that had character- ized its original charter. Negotiations for the sale of the bonds in New York were begun in the following year but before they had been brought to completion came the failure of Jay Cooke & Company and the panic of 1873. Again opposition developed and many efforts were made to induce Mr. Ferguson the "Father" of the road to give up the plan. The trustees, how- ever, secured five thousand dollars on their per- sonal credit and on December 12, 1873, the first contract for excavation was awarded. This money was used to purchase the ground cover- ing the entrance to the King's Mountain Tunnel and here was begun the first piece of work on the road. Two months later the entire line was located and on February 26, 1874, a statement of this action of the board was published in the newspapers. Mr. Hooper again went to Europe in the effort to float the loan but was not suc- cessful. Finally in March, 1874, as a result of negotiations with the American Exchange Bank of New York a million of bonds was sold in May, another in October and the balance in May, 1875. By the time the bonds had been delivered, the entire sum had been exhausted and in No- vember, 1875, the chief engineer submitted an estimate showing that at least $6,000,000 more would be needed to complete the road, not in- cluding general expenses or rights of way.
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Thereupon a new bill was introduced in the Legislature providing for a new loan of $6,000,- 000. This met with strong opposition, particu- larly among the most prominent business men of the city. The bill was finally amended so that the question was submitted to the people. Mass meetings were held all over the city and a very strong sentiment was apparent in favor of aban- doning the $10,000,000 already spent rather than expending any more on the work. At the election on March 14, 1876, the new loan was carried by a vote of 21,701 to 9,013. In July, 1877, the road was so far completed as to be opened for traffic to Somerset, Kentucky. It was then leased on a determinable license to a company known as the Cincinnati Southern Rail- way Company and composed chiefly of local capitalists.
Soon, however, the funds were once more exhausted and the report of the engineer in charge on December 1, 1887, showed that the sixteen millions had been more than expended and that about three and three-quarter millions more would be needed. Again application was made to the Legislature and the opposition was stronger than ever. Charges of all sorts were made reflecting on the integrity and judgment of the trustees, none of which it is a pleasure to record had any foundation in fact. The issue of $2,000,000 more of bonds was submitted to the electors and at the same time a commission was appointed to investigate the management of the trust. At the election held May 3, 1878, the proposed issue was beaten by a vote of 11,456 to 11,237. This result was attributed to the doubt as to whether the two millions would com- plete the work. Another two million bill pro- viding that the trustees should advertise for pro- posals to complete the line and that bids should not exceed the sum of two millions passed on May 15th. The bid of R. G. Hueston to this effect was submitted to the people on August 14, 1878, and there were cast for the issue 16,224 votes and against it 10,425. With the money so obtained the road was put in a condition for operation first by the Cincinnati Southern Rail- way Company and afterwards by the Cincinnati, New Orleans & Texas Pacific Railway Company. The investigating committee made an elaborate report in January, 1879. It criticised the board as containing no one of experience in railroad construction and also the action of the trustees in some particulars of no special moment but concluded with the finding that there was no evi- dence of any violation of the trust in a pecun-
iary way. It is but proper to say that now after the lapse of years, despite the many bitter con troversies of the times and despite the fact that many able critics had differed in judgment with the trustees, at no time during the continu- ance of this trust has the integrity of any mem- ber of the board of trustees been successfully assailed. The purposes for which they were ap- pointed they have carried out without any rea- sonable suspicion of their entire good faith. The objections to their actions have been objections to these purposes, that is objections to the road itself and the manner of its building.
By the provisions of the Common Carriers Act of April 12, 1877, the road was leased to a company known as the Cincinnati Southern Railway Company which was incorporated April 30, 1877. The first board of directors chose Rufus King as its president. It became appar- ent that the trustees were unwilling to grant any more than a temporary license from Lud- low to Somerset and no contract from the com- pletion of the road could be granted. Such dis- satisfaction was manifested by the subscribers to the stock of the company as to make neces- sary a new agreement by virtue of which this company was to receive ten per cent on its paid- up cash capital and ten per cent on the balance of the net earnings and pay the remainder to the trustees for rent. Mr. King resigned and W. H. Clement succeeded him as president The first passenger train ran over the road on July 23, 1877, and freight trains began to run on the 13th of the following month. The completion of the bridge on December 8th made Cincinnati the actual northern terminus of the road. The first fI months of the operation of the road showed net earnings of about $221,000 of which the trustees received about $130.000 and on Sep- tember gth the trustees gave notice terminating the license on the 12th of March following. Af- ter some correspondence a new license on May 21, 1879, was granted to the Cincinnati Southern Railway Company which was to receive seven percent on its capital actually paid in as a com- pensation for its investment. This was also de- terminable upon notice from the trustees. On February 21, 1880, the first two sonthbound freight trains and on March 8th the first pas- senger train started from Cincinnati for Chatta- nooga. The completion of the road was cele- brated by a grand banquet in Music Hall given on March 18, 1880, by the citizens of Cincinnati to visiting merchants from the South. In this banquet three thousand persons took part. The
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earnings for the first year, that ending Decem- ber 1, 1880, were about one and a half million dollars, of which the stockholders of the com- pany received a little over $70,000 and the trus- tees about $825,000.
By virtue of an act of March 18, 1881, pro- viding for the leasing or selling of the road ten proposals were received on August 25, 1881. They were all for a lease of 25 years on the basis of a cash yearly rental. A lease beginning October 12, 1881, was awarded to Fred Wolfe and associates at a cash rental value of $800,000 for the first five, $900,000 for the second five, $1,000,000 for the third five, $1,090,000 for the fourth five and $1.250,000 for the last five years. The lessee was to pay all assessments and taxes and to keep the road in repair in the condition of a first class, single-track railroad. The lessee also was to pay $12,000 a year for the expenses of the trust. The principal office was to be main- tained in Cincinnati. The trustees were to the extent of their trust funds ($300,000) to provide land in Cincinnati for terminal facilities. On October 11, 1881, the lease was signed by the trustees and president of the Trustees of the Sinking Fund and the Cincinnati, New Orleans & Texas Pacific Railroad Company, the assignee of the award. The new company was capitalized with $3,000,000, of which 49 percent was held by local stockholders and 51 percent by a London company which, known as the "Erlanger Sys- tem," controlled including the Cincinnati South- ern a total mileage in the South of 11,065 miles. Almost immediately controversies arose between the lessee companies and the trustees with regard to the improvements and repairs of the road and also with regard to the land provided for term- inal facilities and finally on April 25, 1890, Charles Schiff, then president of the company, demanded arbitration, first for damages suffered from the lack of terminal facilities in Cincinnati and second for misrepresentation as to the con- dition of the road at the time of the lease. He named as arbitrators on the part of the com- pany, Grover Cleveland and Clarence A. Sew- ard. The courts, however, were appealed to and decided in favor of the trustees.
The capital stock of the lessee company was as already stated held to the extent of 49 percent bv Cincinnati capitalists and as a result several residents of the city were members of the board of directors. The first president of the road from October, 1881, to December, 1882, was Theo- dore Cook; Capt. H. II. Tatem was treasurer and George F. Douglity was made secretary. E.
P. Wilson was general passenger and freight agent. During Mr. Cook's administration came the Doughty over-issue by which the secretary fraudulently issued about $400,000 of signed certificates which were the subject of many years of litigation thereafter. Mr. Cook was succeeded by John Scott, an Englishman who had been vice-president of the road, but he resigned Jan- uary 1, 1885. He. was succeeded by Frank S. Bond who in turn yielded December 22, 1885, to Charles Schiff who had been vice-president. On December 19, 1890, S. M. Felton became . his successor .-
On March 18, 1893, the Supreme Court of the State handed down a decision holding the com- pany liable for the $400,000 of over-issued Doughty stock. This resulted in an application to Judge William H. Taft of the United States Circuit Court, who that same evening appointed Mr. Felton as receiver of the company. The road continued under the receivership until Sep- tember 30, 1899, at which time the property was restored to the control of the stockholders. Mr. Felton's administration both as president and as receiver was most fortunate in its results and with the termination of the receivership it was felt that the critical point of its existence was about ended. Mr. Felton resigned at the con- clusion of the receivership to become president of the Chicago & Alton Railway Company and was succeeded by Samuel Spencer, who still re- mains president. The actual operation of the road from this time was in charge of W. J. Murphy. In 1896 a proposition was made by the leasing company to the city looking for the sale of the road but this was defeated by the voters at the polls.
The lease which had been made in 1881 for a period of 25 years was to expire in 1906. It was felt by the company to be onerous and profitless. partly as the result of the misconduct of the first secretary but more as a result of the im- provements called for. Negotiations for an ex- tension of 60 years began as early as 1898 and took definite form in 1901. On June 20th the trustees of the road by a vote of three to two agreed to an extension which on September 14th was ratified by the Sinking Fund Trustees. This provided for an extension for 60 years with a rental of the first 20 years of $1,050,000, the sec- ond 20, $1, 100,000, and the third 20 years, $1,200,000. The city agreed to issue bonds at the rate of $500,000 a year up to the sum of two millions and a half, upon which the lessee cout- pany agreed to pay the interest and also $25,000.
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a year for their final redemption. The rental under the original lease was to continue until July 12, 1902. This lease was submitted to the people on November 5, 1901, after a very exten- sive agitation. Both propositions carried, the lease extension by 47,486 to 15,168 and the bond issue by 45,656 to 14,603 and on June 7, 1902, the trustees of the road, of the Sinking Fund, and of the Cincinnati, New Orleans & Texas Pacific Railway Company executed the new lease as well as the supplemental agreement with reference to the bonds.
The trustees for the city at the time of the execution of this supplemental agreement were Edward A. Ferguson, John Carlisle, Harry R. Smith, Thomas Morrison and John R. Sayler. Mr. Carlisle and Mr. Smith have since died and have been succeeded by Samuel Hunt and Levi C. Goodale. In addition to the trustees already mentioned, at various times the following have served on this board: W. W. Scarborough, Al- phonso Taft, Henry Mack, John Schiff and A. H. Bugher. Mr. Scarborough and Judge Taft served but a few months and Mr. Schiff less than two years.
The Cincinnati Southern Railway is controlled and operated under the dominating influence of the Southern Railway Company which has a total mileage of over eight thousand miles ex- tending from Washington on the east through all the important cities southeast, south and south- west of Cincinnati, including Norfolk, Charles- ton, Savannah, Atlanta, Knoxville, Chattanooga, Birmingham, Mobile and Memphis, from Mem- phis via Corinth Junction to St. Louis and from Burgin Junction west through Louisville to St. Louis. This is justly regarded as one of the greatest railroad companies of the country and of the world.
The road forms a part of the so-called Queen & Crescent Route which has a total mileage of 1,156.41 miles, including the Cincinnati, New Orleans & Texas Pacific Railway 338 miles, New Orleans & North-Eastern Railroad 196 miles, Alabama & Vicksburg Railway 142 miles, Vicks- burg, Shreveport & Pacific Railroad 171 miles, and Alabama Great Southern Railroad 309.41 miles. (See Charles G. Hall's The Cincinnati Southern Railway, a large part of which was compiled by H. P. Boyden and Col. George B. Nicholson, the present chief engineer of the road.)
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