USA > Ohio > Cuyahoga County > Cleveland > Cleveland, past and present; its representative men > Part 30
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Mr. Stone aided in the establishment of several manufactories at this point. During the construction of the railroads from Cleveland, his firm carried on extensive car shops in the city, where cars were constucted, not only for those two roads, but for several others. He gave financial aid and personal influence to the establishment and maintenance of several leading iron manufacturing establishments and machine shops. In the year 1861-2, he erected, in the city of Cleveland, a woolen mill of five sets of machinery, and for several years ran it and turned out more goods annually than any other mill in the state of Ohio. He subsequently sold it to Alton Pope & Sons.
He is often pleased to note the progress in American enterprise, and among other events that has come under his own observation, relates the following: In the year 1839, he commenced his first rail- road service upon the foundation of a bridge that was then being erected across the Connecticut river at Springfield, Mass., of 1260 feet in length. It was regarded as a very difficult undertaking, as the bed of the river was composed mostly of quicksand, and a rise of 251 feet in the river had to be provided for, and floating ice, its full width, fifteen inches in thickness. Maj. George W. Whistler, the first of his profession, was chief engineer of the work, and he had as advisers Maj. McNeal, Capt. Swift, and other eminent engineers. The work was about three years under construction, at a cost of over $131,000, and every effort was made to keep its cost at the lowest possible point, at the same time making certain the stability of the structure. Within nine years from the time of its completion, a similar structure, in every particular, was to be constructed across the same river,
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at Hartford, twenty-six miles below. Its length varied but a few feet, although it covered more water, and its foundations and other con- tingenvies were quite as difficult and unfavorable. Mr. Stone con- cluded a contract for its construction for the firm of Stone & Harris, complete, for the sum of $77,000, and to have it ready for the cars in twenty months. The work was executed in accordance with the terms of the contract, and has not only proved as substantial as that at Springfield, but in many particulars, more so. It was the pride of Mr. Stone for many reasons, (among others, that it was stated by many that it could not be done for this sum of money, ) to personally superintend this work himself, and to put in practice some of his own inventions, the most important of which was the cutting off the foundation piles with a saw arranged on a scow, propelled by a steam engine, and the sinking of the piers below water by means of screws. The result proved to be satisfactory, and as favorable, in a financial point of view, as he estimated. It will be noticed that the bridge structure, complete, at Hartford, cost $54,000 less than that at Spring- field, of like character.
He has been interested in the construction of more than ten miles in length of truss bridging, and in the construction of roofs of large buildings, covering more than fifteen acres of ground, most of which he designed and personally superintended their erection. The last extensive structure that he designed, and the erection of which he personally superintended, was the Union Passenger Depot, at Cleve- land. He was the first person that designed and erected pivot draw- bridges of long spans, which, however, have been much increased in length of span by other parties since. He was also the first to design and erect a dome roof of a span of 150 feet, sufficient to cover three lengths of a locomotive with its tender, and numerous are the im- provements he has introduced in the construction of railroad cars and locomotives. The only eight-wheeled dump gravel car in suc- cessful use was designed and put in practice by him.
For a number of years Mr. Stone has been trustee of the First Presbyterian Church Society of Cleveland, and still holds that office. He was chairman of the building committee in the erection of the new church edifice, and when it was burned down, was again elected chairman of the building committee, and given full charge of the re- construction of the building.
In 1868, Mr. Stone visited Europe, being compelled to seek relief, for a brief period, from the exhausting cares of his numerous business engagements. He is expected to return in the Fall of this year,
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ready to again engage in the active prosecution of the important enterprises with which he is connected, and in which he has won such distinction by his sound common sense, sound judgment, unresting energy, and practicable knowledge. In whatever he undertakes there is good reason for believing that the success he has hitherto met will still attend his efforts.
STILLMAN WITT.
Connected indissolubly with the story of the rise and progress of the important railroad interests of Cleveland and northern Ohio, is the name of Stillman Witt. As one of the builders of the pioneer railroad from the city, and of the next in point of time, which has since become one of the foremost lines of the country in importance and profitableness, Mr. Witt deserves honorable record among the men who have contributed most to make Cleveland what it is to-day, a rich, populous, and rapidly growing city.
Stillman Witt is a self-made man, and unlike some of this class, his self-manufacture will stand the test of close criticism. The material has not been spoiled or warped in the process. Those who know him best know that the struggles of his early years have not soured his disposition or hardened his feelings, and that access of fortune has not made him purse-proud. The Stillman Witt of to-day, rich and influential, is the same Stillman Witt who paddled a ferry boat at about forty cents a day, and was happy in his good fortune.
Mr. Witt was born in Worcester, Massachusetts, January 4th, 180S. His parentage was humble, and, in consequence, his facilities for obtaining an education very limited. When about thirteen years old, his father moved with his family to Troy, New York, where young Stillman was hired by Richard P. Hart to run a skiff ferry, the wages being ten dollars per month, which the lad thought a sum sufficient to secure his independence. Among the passengers frequently crossing the ferry was Mr. Canvass White, U. S. Engineer, at that time super- intending the construction of public works in various parts of the country. Mr. White took a strong fancy to the juvenile ferryman,
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and was so much impressed by the interest the boy manifested in construction, that he applied to Stillman's father for permission to take the lad and educate him in his own profession. The permission was granted, and from that day dates the career of the future railroad builder.
Young Witt was greatly pleased with his new profession, and devoted himself to it with such zeal and faithfulness that he grew rapidly in the esteem of his patron. When he had sufficiently pro- gressed to be entrusted with works of such importance, he was dispatched in different directions to construct bridges and canals as the agent of Mr. White. In this manner he superintended the con- struction of the bridge at Cohoes Falls, on the Mohawk river, four miles above Troy, where, in conjunction with Mr. White, he laid out a town which has since grown to a population of thirty thousand. The side cut on the Erie canal, at Port Schuyler, was dug under his man- agement, and the docks there, since covered with factories, were built by him. When these were completed he was dispatched into Penn- sylvania, with twenty-four carpenters, all his seniors, to build a State bridge at the mouth of the Juniata, from Duncan Island to Peter's Mountain. He was then ordered to the work on the Louisville and Portland canal, but before this was completed he was taken sick and remained a prisoner in a sick room at Albany for thirteen months.
With his recovery came a temporary change of occupation. Abandoning for a time his work of bridge building and canal digging, he took charge of the steamboat James Farley, the first lake-canal boat that towed through, without transhipment, to New York. This was followed by his taking charge, for between two and three years, of Dr. Nott's steamboat Novelty. Next he became manager of the Hudson River Association line of boats, in which capacity he re- mained during the existence of the association, ten years. The Albany and Boston Railroad having been opened, Mr. Witt was invited to become its manager at Albany, and accepted the trust, remaining in that position seven years and a half.
Now came the most important epoch in Mr. Witt's life. After a hard struggle the scheme for the construction of a railroad between Cleveland and Columbus assumed definite shape, a company was organized and was prepared to go to work when contractors should be found who would build the road with a little money and a good deal of faith. Mr. Witt's opportunity had come. At the end of a four days' toilsome journey from Buffalo in a cab, he reached Cleve- land, and satisfactory arrangements were finally entered into. A firm
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was formed, under the name of Harbach, Stone & Witt, and the work commenced. The story of the building of the Cleveland, Columbus and Cincinnati Railroad has already been told in another part of this volume; it is a story of hoping almost against hope, of desperate struggles against opposition and indifference, and of final triumph. Mr. Witt's part in the struggle was an important one, and the solid benefit resulting from the success that crowned the enterprise was well deserved by him.
Before the work of construction was half completed, Mr. Harbach died, and the firm remained Stone & Witt, under which name it has become familiar to all parts of the American railroad world. The road was opened between Cleveland and Columbus in 1851, and the success that speedily followed the opening, demonstrated the wisdom of the projectors of the line, and justified the faith of its contractors. The three years of construction had not terminated before Messrs. Stone & Witt undertook the construction of the Cleveland, Painesville and Ashtabula Railroad, and in two years this road, now one of the richest and most powerful lines of the country, was completed. This was followed, sometime after, by the building of the Chicago and Milwan- kee Railroad, which required but one year to construct, although built in the best manner.
With the completion of the Chicago and Milwaukee road Mr. Witt's active career as a railroad builder ceased. Since that time he has been chiefly employed in the management of his extensive railroad and banking interests, having been at different periods a director in the Michigan Southern; Cleveland, Columbus and Cincinnati; Cleve- land, Painesville and Ashtabula ; Cleveland and Pittsburgh ; Chicago and Milwaukee, and Bellefontaine and Indiana railroads, besides being vice-president of two of these roads and president of one of them. His connection with the Bellefontaine and Indiana Railroad is noticeable from the fact that it was by his sagacity and unwearied energy, ably assisted by the late Governor Brough, as general mana- ger, that the company was raised from absolute insolvency to a high rank among dividend paying lines. Mr. Witt had gone into the undertaking with a number of other Clevelanders, had all but lost his entire investment, but had never lost faith in the ultimate success of the line, or flagged for an instant in his efforts to bring about that success. The event proved the justness of his conclusions.
In addition to his railroad engagements, Mr. Witt is president of the Sun Insurance Company, of Cleveland ; director of the Second National, and Commercial National Banks, and Cleveland Banking
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Company; also, of the Bank of Toledo. His interests are not all centered in railroad and banking enterprises, he having investments in the Cleveland Chemical Works, and in several other enterprises that contribute to the prosperity of the city.
Mr. Witt was married in June, 1834, to Miss Eliza A. Douglass, of Albany, but who was a native of Rhode Island. Of the four children who were the fruit of this marriage, but two- survive. The elder daughter, Mary, is now the wife of Mr. Dan P. Eells, of Cleveland. The younger, Emma, is the wife of Col. W. H. Harris, of the United States Army, now in command of the arsenal at Indianapolis.
Mr. Witt's qualifications as a business man are attested by his success, won not by a mere stroke of luck, but by far-seeing sagacity, quick decision, and untiring industry. From first to last he never encountered a failure, not because fortune chanced always to be on his side, but because shrewdness and forethought enabled him to provide against misfortune. As a citizen he has always pursued a liberal and enlightened policy, ever ready to unite in whatever promised to be for the public good. In social life he has a wide circle of attached friends, and not a single enemy. Genial, unselfish, deeply attached to his family, and with a warm side for humanity in general, Mr. Witt has made for himself more friends than perhaps he himself is aware of.
Wealth and position have enabled him to do numerous acts of kindness, and his disposition has prompted him to perform those acts without ostentation and with a gracefulness that gave twofold value to the act.
In religious belief Mr. Witt is a Baptist, having joined with that church organization in Albany, thirty-one years ago. For years he has been a valuable and highly respected member of the First Baptist Church in Cleveland.
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JAMES FARMER.
Although James Farmer has been a resident of Cleveland but thirteen years, and cannot, therefore, be ranked among the old settlers of the city, he is looked upon as one of its most respected citizens, whose word is as good as a secured bond, and whose sound judgment and stability of character place him among the most valua- ble class of business men. But though prudent in business affairs, and of deeply earnest character in all relations of life, Mr. Farmer has not allowed the stern realities of life to obscure the lighter qualities that serve to make life endurable. Always cheerful in man- ner and genial in disposition, with a quaint appreciation of the humorous side of things, he endeavors to round off the sharp corners of practical life with a pleasant and genial smile. A meditative faculty of mind, untrammeled by the opinions or dicta of others, has led Mr. Farmer into independent paths of thought and action, in all his affairs. Before taking any course, he has thought it out for him- self, and decided on his action, in accordance with his conscientious convictions of right, independent of considerations of mere worldly notice.
Mr. Farmer was born near Augusta, Georgia, July 19th, 1802. His early opportunities for acquiring an education were scant, only such knowledge being gained as could be picked up in a common school, where the rudiments of an education only are taught. Until his twenty-first year, his time was chiefly spent on his father's farm, but on attaining his majority he concluded to strike out a different path for himself, and coming north, he engaged in the manufacture of salt, and in the milling business, at Salineville, Ohio. His means were small, but by assiduous attention to business he was moderately successful. Four years later he added a store for general merchan- dise to his mill and salt works, and thus added to his property.
In the Spring of 1847, Mr. Farmer, imbued with the spirit of progress, and appreciating in advance the benefits to accrue from the proposed Cleveland and Pittsburgh Railroad, entered with spirit into the enterprise, worked hard in procuring subscriptions to the
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stock, and aided in various ways to its consummation. For several years he held the position of president of the company, and it was through his labors in this channel of commerce, that he became so thoroughly identified with the progress and prosperity of Cleveland.
On the completion of the railroad, Mr. Farmer was among the first to avail himself of the increased facilities for business offered by the road, and embarked in the coal trade, having previously owned coal fields in Salineville. These coal fields were now worked, and the product shipped by railroad to Cleveland and other points.
In the Spring of 1856, he removed to Cleveland, abandoning the mercantile business after devoting to it thirty-two years of his life, and having been completely successful. His coal fields still continue to furnish supplies to the coal market of Cleveland.
So far as human power can be said to control human affairs, Mr. Farmer has been wholly the architect of his own fortunes. The prosperity that has attended his efforts has been due to the close attention given his legitimate business, his strictness in making and keeping contracts, his prudent economy, and his nice sense of com- mercial honor and general honesty. What man can do to make honest success, he has endeavored to do, and Providence has smiled upon his efforts.
Mr Farmer is still a hale appearing gentleman, though sixty-seven years old, retaining most of his mental vigor, and much of his physical stamina, and will, we trust, be permitted to remain among us for years to come, that he may enjoy the fruits of his labor, and have the satisfaction felt by those only who minister to the necessities of others.
In 1834, Mr. Farmer was married to Miss Meribah Butler, of Columbiana county, Ohio, by whom he has had seven children, of whom five still live - one son and four daughters. The son, Mr. E. J. Farmer, has been for some years engaged in the banking business in Cleveland.
The father of Mr. James Farmer joined the Society of Friends, and was an honored member of that society. His family were all brought up in the same faith, and Mr. James Farmer has maintained his con- nection with the society, by the members of which he is held in high respect and esteem.
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GEORGE B. ELY.
George B. Ely is a native of Jefferson county, New York, a county which has contributed many good citizens to the population of Cleve- land. He was born in the town of Adams, June 23d, 1817, received a good academical education, and when seventeen left the academy to become clerk with Judge Foster, under whose auspices he came to Cleveland. After serving with Judge Foster one year in Cleveland, he accepted the position of book-keeper in the forwarding house of Pease & Allen, on the river, remaining in this position until 1843. At that date he removed to Milan, Erie county, then at the head of slackwater navigation on the Huron river. Here he engaged in trading in wheat, and in the general forwarding business, and also became interested in lake shipping, doing business under the firm name of Wilber & Ely.
In 1851, the railroad between Columbus and Cleveland was com- pleted, and the course of trade was almost entirely diverted from its old channels. The business of Milan fell away rapidly, and the forwarding trade at that point was completely at an end, Mr. Ely closed up his connection with the place in the Spring of 1852, and removed to Cleveland, where he had engaged a warehouse with the intention of continuing in the forwarding business, but was induced to take the secretaryship of the Cleveland, Painesville and Ashtabula Railroad, many of his old business and personal friends having become interested in that undertaking and desiring the benefit of his business tact and experience. About a year after his accession to the com- pany, the offices of secretary and treasurer were combined, and Mr. Ely assumed charge of the joint offices. Three years later he was elected a director of the company and has continued in that position to the present time. At various times he has been chosen vice- president of the company. In 1868, he was elected president of the Cleveland and Toledo Railroad Company, retaining that position until the consolidation of the company with the Cleveland and Erie Railroad Company, and the formation of the Lake Shore Railroad Company. Mr. Ely is now the oldest officer in point of service in the consolidated company, and is about the oldest employee. During all
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his long service he has been an indefatigable worker, having the interests of the line always at heart, and his arduous and faithful services have contributed their full share to the prosperity of the company.
Whilst always watchful for the interests of the road with which he was connected, Mr. Ely found time to engage in other enterprises tending to advance the material interests of the city. In connection with Messrs. R. H. Harman, A. M. Harman, and L. M. Coe, he pro- jected and built the Cleveland City Forge, and put it into successful operation in the year 1864. This forge has now four large hammers at work, and preparations are making for two others, and it gives employment to about eighty skilled workmen. He was one of the projectors of the Pennsylvania Coal Company, of Cleveland, an organization having five thousand acres of coal lands in Mercer county, Pennsylvania, and now that the Jamestown and Franklin Railroad is completed, the prospects of ample returns for the outlay are good. Sixty tons of good coal are daily delivered in Cleveland, whilst the best markets of the product are found in Erie, Buffalo, and the Pennsylvania oil regions. Of this company Mr. Ely is treasurer and one of its directors.
Among his other business connections he was a director in the old Bank of Commerce from its early days until it was reorganized as the Second National Bank, and is still a director under the new organiza- tion. He is also a director in the Citizens Savings and Loan Associa. tion, and is interested in the Cleveland Banking Company.
Mr. Ely has been the architect of his own fortune, and attributes his success in life to close application to business and a firm deter- mination never to live beyond his income. He is now fifty-two years old, enjoys vigorous health, and has never been seriously sick. From present appearances he has a fair prospect of a long life in which to enjoy the fruits of his labors, and to pass the afternoon and evening of his life amid domestic comforts earned by industry and the esteem of a large circle of friends to whom he has become endeared by his many social qualities and personal virtues.
In 1843, he was married to Miss Gertrude S. Harman, of Brooklyn, Michigan, and formerly of Oswego, New York. They have one son, . now twenty-five years old, who has charge of the Cleveland City Forge, and one daughter, Helen, aged seventeen, who is now at school.
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WORTHY S. STREATOR.
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Dr. Streator, as he is still called, although for many years he has abandoned the active practice of medicine, was born in Madison county, New York, October 16th, 1816. He received an academical education, and at the age of eighteen he entered a medical college, where he remained four years. On completing his medical course he went to Aurora, Portage county, Ohio, where he commenced the practice of his profession, in the year 1839 In Aurora he remained five years, when he removed to Louisville, Kentucky, spent a year in the medical college there, and returned to Portage county, resuming his practice in Ravenna.
In 1850, Dr. Streator removed from Ravenna to Cleveland, and after remaining two years in the practice of medicine, turned his attention to railroad building. In conjunction with Mr. Henry Doo- little, he undertook the contract for building the Greenville and Medina Railroad, and completed it successfully. In 1853, the same parties contracted for the construction of the Atlantic and Great Western Railway in Ohio, a work of 244 miles. Operations were at once commenced, and were pushed forward with varying success, funds of the company coming in fitfully. In 1860, the same firm took contracts for the construction of the Pennsylvania portion of the line, ninety-one miles, and next for the New York portion. Work on both these contracts was commenced in February, 1860, and the road was completed from Salamanca, in New York, to Corry, in Pennsylvania, sixty-one miles, in the Spring of 1861.
During the prosecution of the work Mr. Doolittle died, and, in 1861, Dr. Streator sold the unfinished contracts to Mr. James Mc- Henry, of London, England, by whom they were completed, Dr. Streator acting as superintendent of construction for about a year after the transfer of contract.
In 1862, he projected the Oil Creek Railroad, from Corry to Petroleum Center, the heart of the Pennsylvania oil regions, a line thirty-seven miles long. The line was built with extraordinary rapidity, and achieved a success unparalleled in railway history.
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