Century history of Delaware County, Ohio and representative citizens 20th, Part 17

Author: Lytle, James Robert, 1841- [from old catalog] ed
Publication date: 1908
Publisher: Chicago, Biographical publishing company
Number of Pages: 926

USA > Ohio > Delaware County > Century history of Delaware County, Ohio and representative citizens 20th > Part 17

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

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of a company organized to take charge of the new engine, known as the Olentangy Engine Company; the Neptune Hose Company: the Rough and Ready Hook and Ladder Com- pany: and the Protection Company, which worked one of the smaller hand engines. It was officered by a chief engineer and two as- sistants. The Protection Company disbanded after a brief existence. Another company was organized in 1856, Washington Fire Company No. 2, for which a new engine and hose-reel were purchased. at a cost of ȘI .- 184.88. In 1857 two substantial brick struc- tures were completed at a cost of $1.500, one on the corner of the parade grounds and the other at Franklin and North Streets. The east part of the city made a demand for bet- ter fire protection, and in 1864 a second-hand engine was bought of the city of Cleveland for $800, a company was organized, and a station erected for the sum of $3.294.76, but the lat- ter was not completed until in 1868. De- cember 15. 1870. the city bought a brass-plated Silsby Rotary engine of the third size, for which the old market-house was fitted up. The first fire team was then purchased and George H. Aigin appointed engineer. This was an important step in advancement, and was followed in 1874 by the purchase of an- other Silsby rotary of the second size. Mr. Aigin was transferred to the new engine. known as W. E. Moore, No. 2, and W. E. Kruck became engineer of the old engine. Delaware No. I. The hose-reels, until this time manned by volunteer companies, were next replaced by a horse hose-reel, and in 1876 the hook and ladder wagon was fitted for horse power. All of the apparatus was housed in one building, and the company con- sisted of seventeen men and the chief. The city fixed the annual appropriation at $3.500. out of which came the expense of keeping the teams, and the yearly salaries of two engineers and two drivers, the others receiving fifty cents per hour for service.

The engine-house at City Hall had, when it was installed, at the time of the building's erection, two steam fire-engines, a hook and ladder wagon and hose-cart. with four horses. In 1895 a new hose-wagon was purchased.

One of the steam engines was replaced with a chemical in 1885. January 1. 1908, Station No. 2, on Potter Street, was completed an:1 occupied. It is a two-story brick building and was erected at a cost of $3.767. When the city purchased the lot on which Station No. 2 was built, there was a two-story brick house there which cost $1.500, in which two men belonging to the station reside. The water pressure being 65 pounds, it is not necessary under ordinary circumstances to use the steamer, which is kept in reserve.

The last hose-wagon purchased was re- modelled into a combination hose and chemi- cal, and a new combination hose and chemical was purchased for Station No. I at a cost of $1.650. The department now has six head of horses and 4.500 feet of hose. There are six permanent men in the department and ten minute men. C. W. Keiser has been chief since October 15, 1906, succeeding C. O. Jones, who had been chief for two or three years previously. Chief Jones' predecessor was Mont Battenfield, who succeeded E. M. Heller, whose predecessor was W. E. Moore.

CEMETERIES.

It will be remembered that in laying out the town of Delaware, the square bounded by North (now Central Avenue), Sandusky. Winter and Franklin Streets was set apart for church purposes. including the cemetery. After a short time a change was made in this plan, and lots in different parts of the town were given to the churches, and the square originally set off was utilized for building pur- poses. A few burials were made in the lot now occupied by the Court House and Library, then known as Briar Hill, but on April 4, 1811. a part of lot No. 5, situated on the southeast corner of North and Sandusky Streets, was sold to the trustees as a burying ground, for which they paid $50. This property was not used as a cemetery, however, the trustees de- ciding that an acre of ground situated east of Henry Street. where the railroad 110w passes, and owned by Dr. Reuben Lamb was better suited to their purpose. This was pur- chased and began to be used in 1812. The

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following winter and spring a number of sol- diers were buried there. Many of the old settlers were buried there without anything to mark their graves, and the place of their burial was long ago obliterated. In excavat- ing for the railroad, all vestiges of remains were taken up and reburied in the later ceme- tery just north of the old one.

About 1820 an association was formed which purchased about two acres of ground adjoining the old cemetery on the north, and this was added to from time to time until it extended to Delaware Run. By 1850, it be- came necessary to have more ground for burial purposes. Accordingly, on the 13th of July in that year, the citizens of Delaware' held d meeting at the Court House for the purpose of forming a cemetery association. Emery Moore acted as chairman and C. C. Chamber- lain as secretary. A committee composed of Dr. R. Hills, C. C. Chamberlain, D. F. Mc- Cullough, James Eaton and B. Powers, was appointed to inquire into the wisdom of en- larging the cemetery in Henry Street or se- lecting a new location. After giving the mat- ter most careful consideration they reported in favor of purchasing the Kilbourn farm, which was located about a mile south of the central part of the cillage, on the west side of the river road. This property extended about eighty rods on the road, and was about one hundred rods from east to west. The surface is undulating, abounding in situations which make it admirably adapted to the purpose. A little rivulet runs through the northern part of the grounds from east to west, reaching out its branches into all parts of the tract.

After the committee had made its report, T. W. Powell presented articles of association, the name of the association to be "The Oak Grove Cemetery Association." C. Platt was appointed clerk of the association. The articles of association were signed by the following gentlemen : C. Hills, R. A. Jones, Judge T. W. Powell, George F. Stayman, C. Platt, E. Moore, S. Rheems, A. A. Welch, H. Williams, G. W. Campbell, G. W. Little, W. S. Little, M. L. Griffin, G. W. Stark, H. Van Horn, A. Welch, Judge S. Finch. The constitution and

by-laws were drafted by Dr. Hills, B. Powers, and James Eaton. The following gentlemen were appointed trustees : Messrs. Dr. Hills, Eaton, McCullough, Chamberlain and C. Hills. Of these, Dr. Hills was the first president ; C. Platt, clerk; B. Powers, treasurer; James Eaton, surveyor: D. F. McCullough, agent, and Samuel Parks, superintendent.

The impressive ceremony of dedication was held in the grove, in the northwestern portion of the grounds, Thursday morning, July 20, 1851. The day was beautiful, and the con- course of citizens large and attentive. The first burial in the cemetery was on the day of dedication, immediately after the ceremonies of the occasion. An amiable old lady, Mrs. McCracken, who had lived just her allotted time of three score years and ten, was thus fitly appointed by Providence to lead in "the way of all flesh." The cemetery failed to be self-supporting, and after a conference be- tween the trustees and the City Council, it was unanimously decided to deed the cemetery to the city. This was done on May 25, 1863.

The management and supervision of the cemetery was placed in the hands of the follow- ing named gentlemen from 1863 to 1887 : Benjamin Powers, 1863 to 1864; James Eaton, 1864 to 1868; Benjamin Powers, 1868 to 1870; J. A. Clippinger, 1870 to 1872: W. T. Watson. B. T. Bell, J. S. Cox, 1872: Jas. L. Slougli, - Albright, J. S. Cox, 1873: Jas. L. Slough, J. D. Van Deman, F. Kurrley, 1874; W. T. Watson, J. R. Lytle. B. Loofbourrow, 1875: George Clarke, M. C. Broderick, F. Kufrley. 1876: Silas Peirson, Geo. Clarke, R. N. Jones, 1877; W. T. Wat- son, J. H. Pumphrey, R. W. Reynolds, 1878; W. T. Watson, T. M. Byers, S. B. Weiser, 1879: S. B. Weiser, R. W. Reynolds, S. Hutchinson, 1880; N. Wagner, R. W. Rey- nolds, T. M. Byers, 1881 ; N. Wagner, T. M. Byers, E. Highwarden, 1882; N. Wagner, T. M. Byers, John Firtch, 1883; N. Wagner. T. M. Byers, Jacob Klee, 1884: N. Wagner, M. P. Hunt, John Firtch, 1885: N. Wagner, M. P. Hunt, Philip Lacher, 1886.

In 1878 the handsome front gate was erected at a cost of $500 by private subscrip-

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tion, through the instrumentality of B. W. Brown and J. H. Pumphrey.

In April. 1887. Mayor Henri E. Buck or- dered an election of cemetery trustees in ac- cordance with the revised statutes, Section 2518. The election took place April 4, 1887. The following gentlemen were elected : V. T. Hills, for three years; John W. Watkins, for two years; H. J. Mccullough, for one year.

The board organized at the office of the city clerk on April 8th, when the following officers were elected: President, H. J. Mc- Cullough : treasurer, V. T. Hills; secretary, Matt. H. Wagner.

The superintendent, J. J. Reeder, who had charge of the grounds for twenty-four years, resigned, and the trustees appointed superin- tendent. David Grinton.

The following trustees have held office since-1888, V. T. Hills, J. W. Watkins, Isaac Wachter; 1889. V. T. Hills, Frank Burns. Isaac Wachter; 1890, Frank Burns, Isaac Wachter, R. J. Cox; 1891, James R. Lytle. F. Burns, R. J. Cox ; 1892, Geo. Clarke, James R. Lytle, R. J. Cox : 1893. Geo. Clarke, 'James R. Lytle. R. J. Cox ; 1894, R. J. Cox, Dr. E. M. Hall, Geo. Clarke: 1895, Dr. E. M. Hall, Geo. Clarke. R. J. Cox; 1896. Dr. E. MI. Hall, Geo. Clarke, R. J. Cox: 1897, Dr. E. M. Hall. Geo. Clarke, R. J. Cox: 1898, Dr. E. M. Hall, Geo. Clarke. R. J. Cox: 1899, Dr. E. M. Hall, R. J. Cox. D. D. Beck : 1900, Dr. E.

M. Hall. R. J. Cox, D. D. Beck; 1901, Dr. E. M. Hall. R. J. Cox. D. D. Beck ; 1902. Dr. E. M. Hall. R. J. Cox. Dr. C. G. Lewis; 1903. Dr. E. M. Hall, R. J. Cox. Dr. C. G. Lewis.

In 1891 the trustees started condemnation proceedings on a tract of land comprising about fifty acres adjoining the cemetery on the west, and extending through to Liberty Road. Title to this property was acquired in 1893. The following year a stone chapel and vault was erected and dedicated. In 1901 the bodies that had been buried in the old cemetery on Henry Street were removed to Oak Grove Cemetery.

On May 4. 1903, the trustees were legis- lated out of office and the cemetery was turned over to the Board of Public Service. On Au- gust 31. 1905. the lot owners held a meeting at the First National Bank, at which were present : R. W. Reynolds, J. D. VanDeman. R. J. Cox. George H. Waldo. J. J. Shur and D. H. Battenfield. Mr. Reynolds was chosen chairman and Mr. Battenfield secretary. As a result of this meeting a corporation under the name of The Oak Grove Cemetery Company was formed. On February 13. 1906. the fol- lowing gentlemen were elected trustees: Dr. E. M. Hall, president : Dr. C. G. Lewis, vice- president : George W. Powers, treasurer : D. Grinton, secretary and business manager. On February 19th of the same year. the cemetery was turned over by the Board of Public Ser- vice to these trustees.

CHAPTER VI.

TRANSPORTATION FACILITIES.

Early Roads and Stage Coaches-Turnpikes-Proposed Canal-The Railroad Era-First Successful Railroad-Other Railroad Enterprises-Railroad Shops Located in Dela- ware-Electric Railways.

For the first few years after the pioneers from New England landed in what is now the State of Ohio, they were so fully occupied in providing for their immediate needs that the question of roads could receive no attention. In 1795 Governor St. Clair wrote to the offi- cials at Washington, "There is not a road in the country." Broad tracks must have been made, however, by the various military expe- ditions passing between Cincinnati and Mad River on one route and out to the Maumee on others. One of the earliest internal improve- ments by the United States Government was the road for the mail route between Wheeling and Limestone. This was built by Ebenezer Zane, of Wheeling, and was known as "Zane's Trace." He received three sections of land along the route as pay. Isaac Shaffer, the grandfather of our esteemed citizen, Rev. J. F. Shaffer, assisted Zane in surveying this road, and it was he who suggested to Zane that the little settlement of a half dozen fami- lies from Lancaster County, Pennsylvania, be called New Lancaster. Zane adopted the sug- gestion, and the town was called New Lan- caster until 1845, when the Legislature passed an act dropping "New." So far as we know, this is the first time this fact has been re- corded in history, and Dr. Shaffer, who was told the facts by his grandfather, is our au- thority.

This and the other roads built in these early days were not much like the crushed-

stone pikes of the present day. Mud was then the only top dressing of the roads-often of unknown depth, though of well known ad- hesive qualities. Goods were very high, and none but the most common and necessary mer- chandise was brought here. This had to be packed on mules from Detroit, or wagoned from Philadelphia to Pittsburg, thence down the Ohio River in flat boats to the mouth of the Scioto, and then packed or hauled to its destination in the interior. The freight was enormous, often costing $4.00 a hundred pounds.

EARLY STAGE COACHES.

It was a great event when, on May 8, 1817, a stage coach began to run between Columbus and Chillicothe. The fare to Circleville was $1.25, and to Chillicothe, $2.00. Way pas- sengers paid six cents a mile. As early as 1820, a line of four-horse stage coaches ran between Columbus and Mt. Vernon, passing through Galena and Sunbury, making the half- way stop at the latter point. The coaches met daily at Galena, and for that point this was the great event of the day. This was the main artery that connected the Berkshire settlement with the outside world, and the appearance of the passengers, the change of mails, and the marvelous stories of the drivers, afforded abundant material for gossip. The coaches were of the regulation pattern, so often seen

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in old prints. They were painted a fawn color, ornamented with red. The body was swung high above the wheels on heavy leather springs, so that every lurch of the coach seemed to threaten sure destruction to the passengers. Azel and David Ingham were the noted Jehus of that line, and their exploits were the theme of many a thrilling story told about the roar- ing fireplace of the settler's cabin. At times, the road was cut up so as to be almost impas- sible, and the theory of the drivers seemed to be to gain sufficient momentum in rushing into these ruts to carry the coach out of them at the other end. The result of this theory to the passenger can better be imagined than de- scribed, and was endured with a patience not handed down to the modern traveler. A tale is told of a driver who was given to drinking, and when "under the influence" was inclined to give an exhibition of his skill by some fool- hardy driving. One moonlight night, having someone on the box with him whom he wished to frighten, he whipped his team into a full gallop, and, taking to the woods beside the road, wound in and out among the trees and then to the roadway again without a mishap, enjoying as only such a character can the ter- rified expression of his companion. In 1830, fare by the coach on the old mud pike was seven cents a mile from Columbus through Delaware to Portland-now the city of San- dusky. A journey to Cincinnati or an eastern city was talked of, planned and dreaded for weeks ahead. Friends came to bid the traveler a tearful good-bye and wish him God speed. As late as 1845, the coach was sixteen hours on the way from Columbus to Delaware. The poor male passenger was happy if he could re- tain his seat the whole way; often he would have to walk and carry a rail to pry the coach out of the mud. Once, a traveler appeared in town, several hours in advance of the coach, carrying his trunk on his back. When asked why he did not come by the coach, he replied that he was "willing to pay his passage and walk, but I'll be hanged if I will pay my fare. walk, carry a rail all the way. and help to pry the coach out of the mud." It took Delaware citizens three or four days to reach Cleveland

or Cincinnati or Pittsburg, while Toledo was blockaded by the mud for months of the year. Lots of money was lost or won in betting on the speed of the horses and the time that would be made between different villages.

TURNPIKES.

The first charter issued by the Legislature to a turnpike company to build a macadamized road, running through the central part of Ohio from north to south, was dated February 8, 1832. Nearly one-half of this turnpike from Columbus to the Lake was over the route now traversed by the interurban electric line. The Radnor plank road, twelve miles long, was built in 1855; the Delaware and Worthington pike in 1868; the Delaware and Sunbury pike in 1870, and the Delaware and Marysville pike in 1871. These four roads were toll roads, a total of thirty-three miles in length. The Delaware and Troy pike was built in 1869, and the Ashley and Delhi in 1870, and were free.

PROPOSED CANAL. -

The subject of canals early agitated the people of the State. In this movement, how- ever, the people of Delaware took but little part. On February 5, 1840, at "early candle lighting," a meeting was held at the Court House to talk canal news-to talk about build- ing a canal from this town to Lake Erie. Speeches were made and considerable enthu- siasm on the subject was evinced, but nothing practical ever came of it.

THE RAILROAD ERA.

Ohio was not far behind the older eastern states in inaugurating its railroad era. The first steam railroad in the world was that built by George Stephenson in England about 1825. The first railroad in the United States was built the following year in Quincy, Massachusetts. This was merely a horse-car line, and was usel only to haul granite from the nearby quarries. In 1830, the Baltimore & Ohio railroad com-

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menced a line extending westward from Bal- timore. Somewhere between 1830 and 1835, the old Sandusky & Mansfield road was com- menced in this State; Sandusky and Cincinnati being the terminal point as originally planned. The Little Miami was the next road. About this time we find the citizens of Delaware tak- ing considerable interest in several railroad enterprises, some of which were never car- ried out. We quote the following from the Ohio State Gasette under date of July 5, 1832 : "At a meeting of Railroad Commissioners, held at Springfield, of the Mad River & Lake Erie R. R. Co., books were ordered to be opened at Delaware by Ezra Griswold and Solomon Smith, and at Marion by Geo. H. Busby and Hezekiah Gordon, in addition to places mentioned in last meeting." A resolu- tion was passed, asking Messrs. Vance, Finlay, Crain, Cook and Corwin, who were then mem- bers of Congress from the sections of the State through which the road was to pass, to "re- quest of the President of the United States an engineer to make a survey, etc." In the same paper of November 14, 1833, is the following statement : "It appears from statements in New York papers that the stock-books were closed without the requisite amount of stock being taken in eastern cities, and the New York Advertiser expresses a doubt as to "whether the great work will be accom- plished."

At a much later date other railroad enter- prises were promoted but never completed. One of these was called the Newark, Delaware & Northwestern. At one time the prospects of completing the road seemed quite promising. Counties and people along the proposed route subscribed liberally to the stock. Delaware Township subscribed for $100,000 worth of stock by a vote of 735 to fifty-six. On Sep- tember 5. 1872, a meeting of this Company was held at Ottawa, Putnam County, at which 4,150 shares of stock of $50 each was repre- sented. The meeting therefore proceeded to the election of directors, among whom was J. C. Evans, of Delaware, who was also elected president of the Board. Measures were taken to secure a favorable vote in each township

through which the proposed road was to pass. All interest in the venture suddenly died out. just why, no one seemed to know.

The Lebanon & Xenia Railroad was an- other of the "paper railroads" that never got beyond the promotion stage. Starting at Xenia, it was proposed to run the road through Dela- wre, Mount Gilead and Mansfield to some point at or near the mouth of the Cuyahoga River.

FIRST SUCCESSFUL RAILROAD.

The first railroad venture that proved a success in this part of the State, and one which especially interested the citizens of Delaware County was that running between Cleveland and Columbus, later known as the "Cleveland, Columbus, Cincinnati & Indianapolis Rail- way ;" popularly called the "Bee Line," or the "Three C's and I." This became a part of the "Big Four" system, January 1, 1890. The question of building this road was discussed as early as 1835, and on March 14th of the fol- lowing year, a charter was granted "for the purpose of constructing a railroad from the city of Cleveland through the city of Colum- bus and the town of Wilmington to Cincinnati. Before the work was begun, a number of amendments were made to the charter, among them one that relieved the company of any ob- ligation to "construct its road through or to any particular place." Engineers and survey- ors ran several lines between Cleveland and Columbus, and for some time it was undecided whether to run the road through Delaware or Alt. Vernon. Work on the road was com- menced in 1848, and it was finally decided to run the road through this county, provided the county would subscribe $100,000, in addition to the amount that would be subscribed for in- dividually. This proposition did not, at first, meet with popular approval ; many of the citi- zens who resided at considerable distance from the proposed line of the road reasoned that they could receive little, if any, benefit from it, and therefore they should not be taxed to help build a railroad which would be almost beyond their reach. At a meeting which was held at

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the Delaware Court House to consider the matter, Judge T. W. Powell made a proposi- tion that the commissioners on the part of the county, subscribe the required amount, and that the people who felt interested in the suc- cess of the enterprise should give mortgages on their individual property to indemnify the county for any loss that might occur. This proposition was agreed to, and the commission- ers subscribed $100,000 on behalf of the county, and at the some time, individuals sub- scribed for about the same amount. While this brought the road through Delaware County, it did not pass through the city of Delaware, as it now does. The original route lay on a straight line through Oxford, Brown, Berlin and Orange Townships, but passing to the east of Delaware Township. In 1851, they began to run trains over the line. In order to secure the subscription from the people of Delaware, they had been promised that a con- nection would be made with the city by a curve or arm. At that time the citizens of Colum- bus, who were watching Delaware with a jeal- ous eye, did everything in their power to pre- vent the road coming to this city. President Kelly was finally prevailed upon to fulfill this part of the contract and came to Delaware to learn whether the people preferred that the connection be made by means of an arm or a curve. The curve was chosen and built. and then-only one train a day, an "accommoda- tion." passed through Delaware, all "through" trains continuing to run on the direct route, three miles out of the city, as before. Finally the officials of the road woke up to the fact that the four or five hundred students attending Ohio Wesleyan University at Delaware made several trips over the road each year, and con- cluded that it might be worth while to cater for their patronage and that of the other resi- lents of that city. Then a regular passenger train was sent over the curve daily, and this was soon followed by all passenger trains. leaving the direct track for "through" freights. Finally, the track between the extreme ends of the curve. a distance of about three miles. was taken up, and all the traffic passed through Delaware. It is interesting to note that the first passenger train that came into the city

of Delaware brought Louis Kossuth. the dis- tinguished Hungarian exile, who accepted the invitation of the city of Delaware to make a short stop here on his way from Cleveland to Columbus. It was not until some time after the completion of this road that it became a part of the Cleveland, Columbus, Cincinnati & Indianapolis Railway.

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Century history of Delaware County, Ohio and representative citizens 20th, Part 17

Author: Lytle, James Robert, 1841- [from old catalog] ed Publication date: 1908 Publisher: Chicago, Biographical publishing company Number of Pages: 926

Author: Lytle, James Robert, 1841- [from old catalog] ed
Publication date: 1908
Publisher: Chicago, Biographical publishing company
Number of Pages: 926