History of the city of Toledo and Lucas County, Ohio, Part 167

Author: Waggoner, Clark, 1820-1903
Publication date: 1888
Publisher: New York and Toledo : Munsell & Company
Number of Pages: 1408

USA > Ohio > Lucas County > Toledo > History of the city of Toledo and Lucas County, Ohio > Part 167

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I saw two Gents, and Ladies passing down

From Cherry Corner, Arm-in-arm they walk'd,

To see, as I suppose, the " Lower Town ;"

And as they went, all lovingly they talk'd.

$34

HISTORY OF TOLEDO AND LUCAS COUNTY.

One of the tients, fell back, and hit his crown

fearful blow. Thus was their purpose baulked. The Lady likewise slipped : hut, falling, songht To save herself, and th'other Gent. her eaught.

Patres Conscripti! Take this case, I pray, Backed by disaster of such fearful kind ;

Revolve its merits, as they day by day

Are seen by all, except the very blind.

Will you not 'prove this worst most needed way, And leave a monument yourselves behind, Of which you all may say, and not amiss, " Eregi monumentum [were] perennis ?'

(" 1 have builded a monument more durable than brass.")

* No. 204 (old) Summit Street, near Adams.

+ 145 (old) Summit Street.

# Kingsbury House, 320 (old) Summit Street.

The work of Street improvement was slow and limited for many years, a fact due chiefly to the limited resources of the people. The planking of Summit Street was a venture of no small magnitude, for 40 years ago; and it probably would not have been undertaken, but for the peculiar nature of the ground constitu- ting that Street. The bed of clay resulting from grading, was such as to make the Street impassable during large portions of the year. The plan of planking was no doubt . materially promoted by the confidence in the permanence of that style of improvement, then so common at the West.

No real substantial relief in this direction was seenred until 1853, when Summit Street was paved with bowlders, from Jefferson to Cherry, and finally extended to Elm Street. This was an advance both valuable and endur- ing. With repairs it was continued in use for over 30 years, and until succeeded in 1885, by the present excellent pavement of Medina stone.

For some 13 years there was no pavement made in the City, except of bowlders. In 1866, the Nicholson plan of improvement was first introduced here, when Superior Street, from Monroe to Elm, the latter to Summit, and thence to the City line, were paved with blocks of pine. Madison and other Streets about the same time, were improved in the same way. The results of such work were by no means sat- isfactory, but this fact was largely due to the improper execution of the work and to the condition of the blocks used. The pavement, much sooner than was expected, rotted and be- came worse than worthless. The blocks were found to have rotted, largely from lack of drain - age. The boards on which the blocks were laid were subsequently found to be in good con- dition, as the latter probably would have been, had proper provision been made for drainage.

It would be neither practicable or profitable, here to follow, in detail, the various steps taken for the improvement of the public thoroughfares of the City. It will be sufficient to give, in brief, the extent and descriptions of improve- ments made, and to state that the energy and enlightened liberality of the people as therein shown, will compare favorably with like action in other Cities.

The extent and kinds of Street improve-

ments in Toledo to December 31, 1887, were as follows :

Total No. Miles Monclova Stone Pavement. .70

Bowlder Stone Pavement 4.27

Macadamizing 9.34

66 66

Medina Stone Pavement. 11.84

66 66 Limestone Pavement.

.44

. .

White Cedar Pavement

6.85

4 €

Red Cedar Pavement

1.21

Asphalt Pavement 2.00

Plank Roads 20.67

Improved Streets in City 57.32

The area of Toledo is as follows:

Northwest of Maumee River 15.3 square miles.

Southeast of Same 6.2

Total Square Miles 21.5

Miles of Street in the City 279

" Railroad

No. Highway Bridges Fixed, 20 Swing, 10 16 6

Total Bridges

36 16

BRIDGES.

The first Bridge constructed within the pres- ent limits of Toledo, was built by Joseph Prentice, previous to 1823, and crossed Swan Creek at or near where Superior Street now runs. It was made of logs placed on piles driven into the ground. The Bridge was ear- ried away by ice in 1836, and was succeeded by a Ferry. Subsequently a Bridge was constructed across Swan Creek at or near St. Clair Street, where one has continued to be maintained.

April 18, 1839, the City Council passed an ordinance for the construction of a Bridge across Swan Creek. It provided that the Mayor and Street Commissioner should receive dona- tions and appropriations from citizens and from the County Commissioners for building a Bridge across Swan Creek at some convenient point at the termination of some public thoroughfare; provided, the same should not cost more than $1,200, nor the City more than $600, and to be completed by April 1, 1840. It seems that this plan did not succeed, owing to a lack of dona- tions, when the Council, in May, 1840, anthor -. ized the Street Commissioner to contract for a Bridge, not to cost more than $600, one-half to be paid in cash, during the progress of the work, and the balance in City orders on the completion of the job. The Bridge thus pro- vided for was to cross Swan Creek at Huron Street. Not finding a contractor at the price named, the Council authorized the payment of $700 for the job, toward which the County Commissioners appropriated 8300.

A Bridge over Swan Creek at Perry Street, was built at an early date, and with several re- newals, has been maintained since that time. Upon the location of the Union Railroad Depot on the Middle Grounds, the Cleveland and To- ledo (now Lake Shore) Railroad Company con- structed at that point a more adequate crossing

835

APPENDIX.

than had previously existed, and for many years maintained the same at its own expense. Finally that thoroughfare came to be of too general importance to be controlled by one cor- poration, and the City assumed charge of it, which it has held to this time.

In the course of time, with the increase in population on both sides of the River within the City, and the growing trade of farmers East of the City, came an increasing sense of need of more adequate and more reliable facilities for intercommunication. This was felt more deeply by the people on the East side, who were se riously inconvenienced and hampered by the lack of ready means for crossing. Finally, a proposition was made for the construction of a Bridge, and a stock Company organized for that purpose, the foot of Cherry Street being selected for the Western terminus.

To this proposition there was much opposi- tion, based chiefly on the assumed injury which a Bridge would cause as an obstruction to the use of the River for navigation. This view was accepted with much unanimity by those directly interested in the commerce of the City, At a meeting of the Board of Trade February 16, 1864, Harry Chase, President, in the chair, with Carlos Colton Secretary, that body adopted resolutions strongly protesting against the proposed Bridge, on the ground that it was not " demanded by the interests of the Town or country ; fraught with great danger to the safe and easy navigation of the River ; embar- rassing to the commercial prosperity of the City; and likely to imperil the extensive and valuable depots, freight buildings, grain eleva- tors and warehouses, which had been erected at great cost by Railway Companies and busi- ness men along the banks of the River, above the point of said proposed Bridge." The Board of Public Works having granted permission of the State for such Bridge, the Toledo Board of Trade joined in a protest against such action, which had been prepared and signed by the Executive officers of the Michigan Southern, the Dayton and Michigan, the Cincinnati, Hamilton and Dayton, and the Toledo and Wa- hash Railways ; the local Agents of the several Transportation lines ; and 30 prominent firms and business men. This protest cited, with considerable detail, the heavy investments made by Railways and others, with a view to the safe and practicable use of the River for harbor purposes, referring to the success at- tained in the large commerce then existing; and then went on to say :

" That such a Bridge will prove to be an obstrne- tion to the navigation of the River, there is no denial. * The location of a Bridge at the point named must tend to the formation of banks and bars in the stream," as all experience had shown. The memorial proposed that if a bridge be constructed it be above the Lake Shore Railroad Bridge. But on no ac- count could the signers consent to a Bridge to cause " the evils which the partiat obstruction of a stream

would create so constantly navigated as the Maumee was at Toledo."

The issue thus raised became an exciting one, enlisting, pro and con., nearly all classes of citizens. In the discussion, the Press took part. The Blade, not foreseeing the serious damage to navigation predicted by others, from the first advocated the early construction of a Bridge, at some point-at Cherry Street, if parties were not ready to provide ono else- where. As the ground for such position, that paper said, that " while Commerce will con- tinue to be a leading interest with us, Manu- factures and Retail Trade must be depended on to build up the City in population and wealth ; and to promote these, it is highly important that the rich country East of us should be im- proved and its increasing traffic brought here, where it justly belongs, and where it will come, if properly encouraged."

The matter was continued under discussion for several months, and until the Bridge Com- pany was ready to begin operations for the construction of the proposed Bridge. Finally, the matter settled down to a condition of pub- lic acquiescence in such result. The first elec- tion of officers for the Company took place August 1, 1864, the following being chosen : President, Jesse S. Norton ; Secretary, Harvey P. Platt; Treasurer, Darwin E. Gardner. Edward P. Bassett and Oscar White, were also Directors. The stock of the Company had then all been taken. Soon after this organiza- tion, the plan for the Bridge was prepared and adopted. The contract for construction was let to MeNary, Claflin & Co., of Cleveland.

Work under the contract was commenced in February, 1865, and the Bridge completed in the Fall following. The improvement, as ex- pected by the larger portion of citizens, proved a most important aid to intercommunication, and thus benefited residents on both sides of the River. The predictions so confidently made as to the injury it would cause to com- merce, by obstructing navigation, were never justified in results, since no troublo worthy of mention ever was caused by the Bridge- water-crafts of all sorts passing without harm or material delay.

The Bridge was maintained and operated by the Company, until 1872. June 20th, that year, the City Council provided for the pur- chase of the same by the issue of 7 per cent. bonds to the amount of $112,000, payable with- in 10 years. At the instance of several promi- ment citizens, the Court enjoined proceedings under this ordinance. A commission of ex- perts, appointed by the City Council, had re- ported the total value of the Bridge, approaches included, at 881,000. Subsequently, another ordinance was passed, providing for the pur- chase at 8100,000, in 20-year bonds at 8 per cent. interest-equal to $120,000 in 7 per cent. bonds. At this rate the purchase was con-

$36

HHISTORY OF TOLEDO AND LUCAS COUNTY.

cluded, and the Bridge became the property of the City, and continued such until destroyed by ice in the Winter of 1882-3. The present iron Bridge was completed in 1884. It is a substan- tial structure, with promise of long service. The result of its construction has been greatly to promote intercourse and trade between the two sides of the River within the City, while materially aiding trade with agricultural sec- tions in all directions East of the River.

Earnest discussion has repeatedly taken place with reference to the construction of a free Bridge over the River from the Fifth Ward of the City and above the Lake Shore Railroad Bridge. No action in that direction has ever been taken.

The only means for crossing the River in the City by teams, other than at Cherry Street, is now furnished in connection with the Wheel- ing and Lake Erie Railroad Bridge, in North Toledo (late Manhattan), which may be used for such purpose between trains, at stipulated rates.

The first Bridge over the Canal and within the City limits, was over Adams Street, ard was provided for by ordinance of November 7, 1846, which extended that Street from Supe- rior Street to the Territorial Road, leading from Monroe Street to Tremainesville. The next Canal Bridge was built on Monroe Street, under an ordinance passed July 9, 1847. Sub- sequently, others were built over Cherry, Washington, Madison, and Lafayette ; and still later, at other Streets.

FERRIES.

The first licensed Ferry over the River at Toledo, was that of Alva D. Wilkison, whose permit was granted by the Court of Common Pleas in April, 1836. The Ferry crossed from opposite the Toledo House, between Cherry and Walnut Streets. The rates of ferriage as fixed by the Court, were as follows: For each footman, 123 cents; for each horse and rider, 25 cents; for a one-horse wagon, 373 cents; for a two-horse wagon, 50 cents; for each addi- tional horse, 123 cents.

The next Ferry authorized for' Toledo was that of Harmon Crane, at the April term, 1837. It crossed from the mouth of Swan Creek, landing at what subsequently became the Canal Packet Dock, above the Perry Street Bridge.

The first recorded ordinance of the Council of Toledo was "an ordinance to license and regulate Ferries within the City of Toledo." and was passed July 17, 1837. It provided that no person should " use or keep any Ferry or Boat for the purpose of transporting for him any persons, horses, wagons, carriages, cattle or things commonly transported by Ferry, across the Manmee River from within the limits of the City of Toledo, without having first obtained a license for that purpose." The

ordinance provided regulations for Ferries, and fixed the fees as follows: From the Ist of April until the Ist of November, for each per- son, 123 cents; for man and horse, 25 cents; for single horse and carriage or wagon, 37} cents; for two-horse carriage or wagon, 50 cents; for each additional horse, 6} cents; for each head of horned cattle, 6} cents; and for each sheep or hog, 3 cents. This ordinance was in effect, until repealed by the Council, May 3, 1855. During the intervening period, Ferries across the River were maintained by various persons.

In October, 1838, license was granted to Thomas T. Tuttle, to keep a Ferry at Manhat- tan. lle was to provide and keep in repair a good and sufficient boat, and have the same in operation from the rising to the setting of the Sun. In addition to the rates heretofore named for ferriage, Tuttle was allowed 3cents for each barrel bulk of goods and chattels transported.

In March, 1840, R. C. Denman was granted a permit to keep a Ferry at Manhattan, crossing from foot of Michigan Avenue.

In 1840, William Consaul commenced running a Ferry across the River from the foot of Adams Street.

A steam Ferry-Boat for the River at Toledo was first employed in the Fall of 1852. It was established by the Toledo and Woodville Plank Road Company, of which Baker & Latimer were Agents. It left each side every halfhour. Fares : Horse and rider, 10 cents; horse and buggy, 15 cents; two-horse carriage, 30 cents ; animals, 5 cents each; foot passengers, 3 cents. This Ferry, in various hands, was maintained until the construction of the Cherry Street Bridge, in 1865. For many years, it was the only public crossing within the City. It was managed by many different parties during its existence, incInding the late Capt. I. T. Pheatt, Capt. James McNelly and the late Daniel Y. Howell. It was at different times operated by horse and by steam power.

March 29, 1859, a new Ferry ordinance was passed fixing other terms for license and rates for ferriage as follows: For each dray, cart, lumber wagon, or other vehicle drawn by one horse, 10 cents; for each buggy or carriago drawn by one horse, 15 cents, and 5 cents for each additional borse ; for each animal rode or led, 10 cents; for horses or cattle in droves, 5 cents each ; and for hogs and sheep in droves, 24 cents each. School children on foot were charged 10 cents cach per term; and discount was made in cases of return on thesame day of any vehicle or rider. Provision was made for an increase of 50 per cent. in ferriage, when the passage of the Boat was made difficult by the presence of ice. During the Winter season, and in the early Spring, it was often subjected to considerableinterruption, sometimes from solid ice and sometimes from freshets, Such occa- sions were the cause of serious inconvenience

APPENDIX.

from suspension of trade. This was specially felt, when wood, mainly supplied from the East side, constituted thealmost only fuel used in the City. At one time, such interruption caused the price of hickory wood to go from $5.00 to $8.00 per cord in a few days. At that time wood was hauled in wagons from Michi- gan, a distance of 25 to 30 miles, affording a handsome profit to dealers at that. Subse- quently, the loss of Cherry Street Bridge by ice might have caused even more serious in- convenience than ever; but for the fact, that meantime, coal had largely taken the place of wood as fuel, and dependence on the latter pro- portionately removed.

TOLEDO POLICE.

In common with all other localities in Ohio, Toledo, for many years from the establishment at that point of civil government, was depen- dent, for administration of justice and the detec- tion and punishment of crime, upon Justices of the Peace and Constables. Under City gov- ernment, these were supplemented with the Mayor's Court and a City Marshal, which, for a long period were mainly depended upon, especially for the preservation of peace and the punishment of petty crimes.

In 1852 a need seems to have arisen for Police facilities beyond those then supplied. To meet such demand, the City Council, May 13th, passed an ordinance " for the establish- ment of a Volunteer Police within the City." It was provided that as soon as 10 and not more than 50 residents of Toledo should volun- teer their services for police duty, they were authorized to organize a Company; choose from their number a Captain and a Lieutenant, for one year; that such members when in service should be invested with full police powers, as then conferred upon the City Marshal ; and that the officers and members should at all times hold themselves in readiness, " by day and by night, to protect the City and the in- habitants thereof against injuries by thieves, robbers, burglars and other persons violating the public peace, and for the suppression of riots jand other disorderly conduct," &c., the City Council being at all times at liberty to dismiss any member or to disband the Com- pany.

No organization was effected under this ordinance until July, 1852, when 14 persons had been enrolled for such purpose, viz .: Gen. Joseph W. Brown, Col. C. B. Phillips, Joel W. Kelsey, Robert H. Bel!, Peter F. Berdan, John R. Bond, Wm. Kraus, Andrew Shurtz, I. N. Hathaway, Henry Ketcham, I. R. Nelson, Jacob Landman, W. W. Howe, Egbert B. Brown.

This volunteer force, temporary in its nature and design, did not continue long, nor did it

constitute a very effective force, beyond the moral support to the local government which its members brought.

The City Marshals under the form of gov- ernment established in 1837, were as follows.

1837-38-Calvin Comstock.

1839-40-O. W. Whitmore.

1841-John Goettell.

1842-Chas. L. Mattison.

1843-44-Thomas D. Thomas.

1845-0. W. Whitmore.

1846-48-Henry D. Kingsbury.

1849-Charles L. Mattison.

1850-W. F. Pregizer.

1851-52-Gideon W. Weed.

1853-55-Stephen J. Springer.

1856-Barney Mahon.

1857-Stephen S. Kingsley.

1858-59-Michael Carney.

1860-61-John W. Beecher.

1862-63-Elijah S. Hanks.

1864-66-John R. Bond.

Toledo having in 1866, acquired a population of 20,000, was advanced to the grade of a City of the first class, and invested with correspond- ing local municipal government, including a Metropolitan Police system. A Police Board was appointed by the Governor, consisting of Charles A. King; Mavor Brigham, Wm. Kraus, Dennison Steele, and Joseph K. Secor. The Board selected officers as follows: Superin- tendent, Henry Breed ; Captain, Michael O'Con- nor; Sergeant, Win. P. Scott, with 13 Patrol- men as follows: Elijah S. Hanks, George Wise, Jsoeph A. Parker, Henry Nellis, Jacob Winnie, Cornelius Heline, John D. Nicely, Jacob Pfanner, Jacob Rudolph, Patrick Horan, Conrad Schilling, Henry Streicher, Win. R. Osborn. At same time George W. Kirk was appointed Turnkey. The Superintendent was paid $1,500 per year; Captain, $900; Sergeant, $800; Turnkey, $600; Patrolmen, $720. E. S. Hanks was soon detailed for detec- tive service.

The office of Captain after 1867, was filled as follows:

1868-70-Wm. P. Scott. 1871-J. A. Parker, 1872-78-Josiah C. Purdy. 1879-80-Wm. P. Scott.

In 1881 the Toledo Police system was again reorganized, under a Board appointed by the Governor, and consisting of Abner L. Backus, Guido Marx, John Cummings and George Mil- mine. After the original appointments, mem- bers of the Board were elected by general ticket, for four years each.

The Captains of Police from 1881 to 1888, inclusive, were as follows :

1881-82 -- E. E. Morse. 1882-83-James B. Steedman.

1883-84-Josiah C. Purdy. 1885-SS-Edward O'Dwyer.

SSS

HISTORY OF TOLEDO AND LUCAS COUNTY.

The Police Board for ISSS, consisted of J. K. Hamilton (Mayor), Walter Pickens, V. J. Em- mick, George Scheets, and August Kruse.

The system of Police established in 1867, in- cluded a Police Court, such duties previously having been performed by the Mayor. That Court since that time has been constituted as follows:

Police Judges. 1867-68-J. M. Ritchie ; 1869-72, Joseph W. Cummings; 1873-76, Henry E. Howe ; 1877-78 ; Nathaniel Ilarrington ; 1879-84, Henry L. Lorenz ; 1885-86, C. L. Kennedy ; 1887-SS, P. A. Mac- Gahan.

Proseentors Police Court. 1867, J. K. Hamilton ; 1868-70, Frank Collins; 1871-72, Charles W. Everett ; 1873-76, Nathaniel Harrington ; 1877-78, George W. Humphrey ; 1879-80, James M. Bloomer ; 1881-84, Voris P'. Brown ; 1885-SS, Geo. W. Humphrey.

Clerks Police Court. 1870-1887, John P. Bronson ; 1888, Win. HI. Cook.

The use of Patrol Wagons was commenced in 1884.

POLICE STATISTICS, 1887.

The Police force was constituted as follows :

One Captain and Acting Superintendent ; salary, $1,500 per annum.

One Lieutenant ; salary, $1,000.

Six Sergeants; salary, $900.

One Chief of Detectives ; salary, $900.

Two Detectives; salary, $900.

One Patrol Sergeant ; salary $800.

Seventy Patrolmen ; salaries, $700 to $900.

Two Patrol Drivers; salary, $800.

One Hostler ; salary, $600.

One Secretary ; salary, $900.

Two Doormen ; salary, $720.

One Engineer; salary, $700.

One Assistant Engineer ; salary, $210.

One Janitor; salary, $540.

Total Expenditures in ISSS, $107,890.10.

No. of Arrests-in State cases, 839.

No. of Arrests-in City cases, 3,037.

Value of property stolen, $3,289.

Value of property recovered, $2,571.

Value of property recovered for other places, $5,- 890.

No. of persons arrested for other places, 25.

No. of runs by Patrol, 1,840.

No. of lodgers at Police Station, 2,082.

No. of Alarm Boxes in use, 117.

NATIVITY OF PRISONERS.

Austria

Italy

Bavaria

Norway

Belgium_

Poland

Bohemia

Russia

Canada

Scotland

England

Sweden

France

Switzerland

Germany

376

United States

2,510

Holland

United States (col'd) 279

Ireland

304

Wales 9

Total

3,877

TOWNSHIPS.

ADAMS TOWNSHIP.

1 N entering upon the history of the several Townships of Lucas County, it is proper to state, as no doubt has been noticed by the care- ful reader, that throughout many preceding Chapters of the work, have been incidentally given more or less of facts relating to the Town- ships. This was done, because it was found to be more practicable to do so, than to take sueli facts from the connection which the record gave them. Thus, in the Chapter on "County Af- fairs" (page 313), will be found much of that kind of record. The same is true of Chapters on "Events and Persons" (657), " Personal Mention " (675), " Pioneers" (696), and still more in the Chapters containing the War Record of the County.

ADAMS.

Adams Township lies West of the City of Toledo, being bounded by the City limits and the Maumee River on the East, by Washington and Sylvania Townships on the North, by Springfield on the West, and by Waynestield on the South. Swan Creek passes through the center of the Township, in a course East by North, entering into the Maumee within the City of Toledo. The Northern part is watered by branches of the Ottawa River or Ten-Mile Creek. The Railroads passing through the Township are the Wabash, in the Southeastern part; the Lake Shore and Michigan Southern (Air Line Branch) in the Central; and the Lake Shore and Michigan Southern (Old Road) across the Northeastern corner.

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History of the city of Toledo and Lucas County, Ohio, Part 167

Author: Waggoner, Clark, 1820-1903 Publication date: 1888 Publisher: New York and Toledo : Munsell & Company Number of Pages: 1408

Author: Waggoner, Clark, 1820-1903
Publication date: 1888
Publisher: New York and Toledo : Munsell & Company
Number of Pages: 1408