History of the city of Toledo and Lucas County, Ohio, Part 80

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 80

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the Wabash Railway Company, by which it was operated until that Company (November 10, 1879) was consolidated with the St. Louis, Kan- sas City and Northern Railway Company, the new organization taking the name of Wabash, St. Louis and Pacific Railway Company, which owned and operated 13 different lines of Road, with an aggregate of 1,415.68 miles of main track ; and six lines of leased Road, with 313.80 miles of main track, and 229.11 miles of siding and other tracks, the whole amounting to 1,958.59 miles of track. Such condition still exists.

It is entirely safe to state, that no other line of Railway has by its traffic contributed as much to the business and growth of Toledo as has the Wabash Road.

DAYTON AND MICHIGAN RAILROAD.

March 5, 1851, the Ohio Legislature granted a charter for the construction and operation of a Railroad commencing at or near Dayton, via Sidney and Lima, and Toledo, to a point on the Michigan State line in the direction of Detroit. The interest of Toledo in the enter- peise, was shown in the vote by its citizens for a municipal subscription to the stock of the

Company. The Road was completed August 18, 1859, to Toledo, 1402 miles. The event was commemorated by an excursion from Cin- cinnati, Dayton and other points to Toledo, the company including Stanley Mathews (new of the United States Supreme Court), S. S. L'Hommedieu, President of the Cincinnati, Hamilton and Dayton Road; D. McLaren, Superintendent of the same; ex-Judge John C. Wright, and J. F. Torrence, of Cincinnati, C. L. Vallandigham, of Dayton; and T. J. S. Smith, President; Matthew Shoemaker, Super- intendent; and Preserved Smith, Treasurer of Dayton and Michigan Road. The party were entertained at dinner at the Oliver House, and by other attentions while in Toledo.

The first freight received at Toledo over the Dayton and Michigan, consisted of ten cars of staves consigned to P. II. Brickhead & Co., July 28, 1859.

This Road was operated as an independent line, until May 1, 1863, when, under a perpetual lease, it passed into the hands of the Cincin- nati, Hamilton and Dayton Railroad Company, and has been so operated since that time. Up to 1880, the highest rate per mile for passen gers, was ten cents, and the lowest 2} cents; with a charge of $2.00 per berth, and $4.00 per section in sleeping-cars. For freight per ton per mile: For 1 mile-highest, 20 cents ; low- est, 7 cents ; for 10 and under 30 miles -6 cents and 33 cents; for 30 miles and less than the length of the Road-4 cents and 3 cents ; through freight-4 cents and 1 cent. The total cost of the Road for construction and equip- ment, was $6,903,190.92.

COLUMBUS, HOCKING VALLEY AND TOLEDO RAILWAY ..

The first definite movement toward the pro. vision of direct Railway communication be- tween Northwestern Ohio and the State Capi- tal, was taken in 1867. From the time of the construction of the Cleveland and Toledo and the Celveland, Columbus and Cincinnati Roads (1853) the route had been from Toledo via the Cleveland and Toledo Road to Monroe- ville ; thence to Shelby, by the Sandusky and Newark ; and to Columbus, by the Cleveland and Cincinnati Road, making a distance of about 160 miles, requiring for the passage from six to 12 or more hours-depending on con- nections, which often were far from "direct." For a period of 23 years this was the best available route of travel ; but in contrast with what, from the earliest record, had been the facilities of communication between these points, the one named was quite satisfactory. With the rapid growth of trade and travel, at- tendant upon the development of Northwestern Ohio, the necessity for more adequate connec- tion became pressing. This demand was greatly strengthened by the development of the valuable mineral resources of Central Ohio

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and of the Lake Superor region, the most di- rect connection for which was via Toledo. Beside this was the important consideration of a coal supply for extensive regions in the States and in Canada, to be provided through the same route; and the important lumber traffic of the North with Central and Southern Ohio. These several interests combined, led to the movement of 1867 for the provision of di- rect Railway communication, which was initi- ated at a meeting held at Columbus, in June, 1867, of friends of the enterprise from Frank- lin and Lucas and intermediate Counties. Gen. J. S. Robinson, of Hardin, was the President, and Fred. R. Miller, of Wood, the Secretary. Committees were appointed with reference to three different routes between Columbus and Toledo; one ria Marysville, Kenton, Findlay, Bowling Green and Perrysburg; one through Delaware, Marion, Upper Sandusky and Carey, to Perrysburg or Toledo; and one via Dela- ware, Larue, Marseilles, Forest, Blanchard, Findlay and Perrysburg. The understanding then was that the proposed Road should be in effect, if not in fact, an extension of the Colum- bus and Hocking Valley Railway, then in suc- cessful operation. M. M. Greene, Esq., the President of that Company, was present and presented facts favorable to the movement. A second meeting was held at Toledo, July 18, 1867, of which C. A. King was President and D. R. Locke, Secretary. The main object of this meeting was to select corporators, for the organization of a Company for the construction of the proposed Road For such purpose, H. S. Walbridge, C. A. King, J. C. Hall, Maurice A. Scott, Perry Crabbs, E. V. McMaken, Chas. Kent, J. R. Osborn, and A. D. Pelton, of Toledo; and W. B. Brooks, Samuel Galloway, Win. A. Platt, Theo. Comstock, Wm. Denni- son, W. E. Ide, and D. W. H. Day, of Colum- bus, were selected. These corporators met the same day, with J. R. Osborn as Chairman, and M. A. Scott as Secretary. The claims of the several routes were presented, when a Com- mittee was appointed to prepare articles of in- corporation for four companies, viz: The Toledo and Columbus Railroad Company ; the Columbus and Toledo Railway Company ; the Toledo, Kenton and Columbus Railroad Com- pany; and the Toledo, Tiffin and Columbus Railroad Company. The organization of these several Companies was made necessary by the fact that the law regulating suca corporations required that every County through which the proposed Road was to pass, should be named in the charter.

The first survey of the route for the proposed Road was made by Mr. C. C. Waite, Chief Engineer, a son of Chief Justice M. R. Waite, and now (1887) Vice President and General Manager of the Cincinnati, Hamilton and Day- ton Road. The line selected was that from Toledo via New Rochester, Freeport and West

Millgrove, Wood County; Fostoria, Spring- ville, Upper Sandusky, Marion, Middleton, Bellepoint, White Sulphur Springs and Dublin. This survey was commenced October 23, and completed December 13, 1867. It was 123} miles in length, and the total estimated cost of the track was 81,909,606.68. Nothing was donc toward the construction on this line.

Subsequently, two surveys were made, one (1271 miles long) from Toledo ria Bowling Green, Findlay, Kenton, and Marysville, known as the " West line; " and one (123.7 miles in length) through Fostoria, Carey, Upper San dusky, Marion and Delaware, known as the " East line." Separate rival Companies were incorporated for the prosecution of these lines, the one the Columbus and Toledo, and the other the Toledo and Columbus Company. The City of Toledo having voted for a subscription of $200,000, in aid of a Railroad between that City and Columbus, the choice of route be- tween the contestants was left to the City Council, and cach was heard before that body in March, 1873. The result was the choice of the East line, that being the one supported by the Columbus and Hocking Valley Railroad managers represented by Mr. M. M. Greene, the President of that as well as of the Colum- bus and Toledo Company. In May, 1873, upon request of many citizens of Toledo, a vote was taken on the question of a subscription of $200,000 in behalf of the West line, and was carried by a vote of 1,165 to 563, or 113 more than the two-thirds required by law. Colum- bus the same day voted $300,000 for that line. Under such state of things, both Companies proceeded with preliminary steps for the con - struction of their Roads, respectively. Ere long the Supreme Court declared the law under which the two subscriptions were made to be unconstitutional. The effect of this was, to stop action in the case of the West line. The other Company, having adequate means out- side municipal aid, proceeded with the con- struction of its Road. The first through car over the new Road, was that of President Greene, December 5, 1876. The Road was formally opened for traffic, January 10, 1877, when the first passenger train made the trip to Columbus, carrying a large number of citizens of Toledo, the guests of the Railroad Company.

THE FLINT AND PERE MARQUETTE RAIL- ROAD COMPANY.

In 1857, a Company was organized in Michi- gan for the construction of a Railroad from Flint to the month of the Pere Marquette River, on the Eastern Shore of Lake Michigan, a dis- tance of 173 miles. The line was completed and opened from Flint to the Saginaw River in 1863. In 1866 the Company began the exten- sion of its line West of Saginaw, which was completed in 1873. In 1863-4, the Flint and Holly Road, extending South from Flint to

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HISTORY OF TOLEDO AND LUCAS COUNTY.

Holly, was completed, and in 1868, it was leased for 100 years to the Flint and Pere Marquette Company, and soon thereafter the two lines were consolidated. In 1865 WAS organized the Ifolly, Wayne and Monroe Rail- road Company, for the construction of a Road from llolly to Monroe (63g miles). By Octo- ber, 1870, $130,025 had been expended on that work, when an arrangement was made with the Flint and Pere Marquette Company, under which that corporatinn completed the line and took a lease of the same for 99 years, the con- sideration being the assumption of the bonds of the first named Company, and the mainte- nance of the Road. The proposed line was completed to Monroe in December, 1871. From that point to Toledo, the Flint and Pere Mar- quette have since made use of the track of the Toledo and Detroit line of the Lake Shore and Michigan Southern Road.

TOLEDO AND WOODVILLE RAILROAD.

For several years prior to 1869, the people of Toledo felt serious need for additional Rail- way facilities. This state of things was caused by two prominent facts: 1st. The trade of the City had but one Railway outlet to the East (the Lake Shore line) ; and during the suspension of water transportation, it was wholly dependent on that single direct con- nection with the seaboard. The effect of such condition of things, was highly unfavorable to the trade of the City, and during the Winter season specially restrictive to grain traffic. Wholly dependent upon that Road, its trade was made subordinate to that of surrounding points of comparatively small commercial im- portance, which, by virtue of competing lines, enjoyed facilities at the hands of the Lake Shore Road, which were denied to Toledo, its most important feeder between Buffalo and Chicago. This state of things, of itself, was sufficient to cause general and intense dissatis- faction on the part of the people of Toledo; and to press upon them the vital importance of securing additional and competing rail facilities to the East. A second, and no less important consideration, in the same connec- tion, was the matter of Coal supply, especially for the purpose of steam fuel. Any material advance in manufactures, without such special material, was regarded as impracticable; while the question of Toledo's growth and prosperity seemed to turn very largely upon the develop- ment of industry in that direction.

Under such state of facts, it was proposed early in 1869, that the City inaugurate a plan for relief, by constructing what should be an independent trunk-line of Railroad to the Southeast, and to a distance sufficient to be attractive and useful as an inlet for Railroads seeking connection with the City, with the be- lief that, with the important matter of terminal facilities thus provided, the desired lines would

be secured. To this end, the plan was agreed upon, to construct a Railroad from the North- ern boundary line of the State, through the City, to the Village of Woodville, Sandusky County, a distanec of 223 miles, which should be held available for any and all Roads which might desire to use it. Extending to the Michigan line on the North, its attractions to Roads from that direction would be the same as to those from the South and East. Pur- suant to such plan, authority was obtained from the Legislature for a vote by the electors of Toledo upon the issue of 20-year City bonds to the amount of $450,000, for the purpose of constructing such Road. The vote on that question was taken July 6, 1869, with the fol- lowing result : Total vote, 3,424; For the Railroad, 3,368; against the Railroad, 50; majority for the Road, 3,312. The manage- ment of the work was by law placed in the hands of five Trustees, to be appointed by the Court of Common Pleas of Lucas County, and Judge John Fitch selected for that pull- pose, Horace S. Walbridge, Charles F. Curtis, Charles A. King, William Kraus and Josiah D. Cook, who organized by the choice of Mr. Walbridge as President, Edgar II. Van Hoesen acting as Secretary. Employing J. H. Sargent, an experienced Civil Engineer, the Trustees had the line of the proposed Road surveyed, profiled and mapped. April 10, 1870, a con- tract for the construction of the Road was made with J. Edwin Conant. Financial em- barrassments prevented the contractor from prosecuting the work according to agreement, and in December following the contract was surrendered. May 4, 1871, the Trustees made a contract with the Baltimore and Ohio, Toledo and Michigan Railroad Company and the Mansfield, Coldwater and Lake Michigan Rail- road Company, to pay for right of way and depot grounds and build the Road, including a good and substantial Railroad bridge across the Manmee River, for $425,000 in City bonds, the work to be completed within 18 months. The contractors had an agreement with the Pennsylvania Company to iron the Road, build depots, machine shops and do all other things needful to a first-class Railroad. The Road was leased to the contraeting parties for 999 years, they to pay as rent the same percentage on 8400,000 as the dividends paid to preferred stockholders of the Road connecting with the Toledo and Woodville Railroad, Southerly, not exceeding 7 per cent. per annum. The prog- ress of the work not being satisfactory to the Trustees, June 11, 1872, they accepted a con- traet from the Pennsylvania Company, guar- anteeing the completion of the work. After a delay of some months beyond the contract time (January 1, 1873), the Southern (Woodville) section of the Road was formally opened for traffic May 1, 1873. The Road had then been leased to the Pennsylvania Company on sub-

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stantially the same terms as the contract with the previous parties. Under such agreement, the Pennsylvania Company completed the Road throughout (from Woodville to the Michi- gan line), and used the section to Woodville, in connection with its system of Railways, and that of the Pennsylvania Railroad Company, thus furnishing Toledo the important advan- tages of such extensive facilities, embracing the much-needed competing line to the Sea- board. In 1878, five years' experience failing fully to meet the expectations of either our citizens or the Pennsylvania Company, the matter of the more complete transfer by actual sale of the Road to that Company, was dis- cussed, the latter offering to pay $225,000 for the property, to be held without conditions of any sort. After free discussion, the City Coun- cil, with much unanimity, voted to accept such offer, and in June, 1878, the sale was perfected. Soon thereafter the purchaser proceeded to make permanent depot improvements at Toledo and otherwise put the line in substantial con- dition, the result soon becoming very gener- ally satisfactory to the people of Toledo.

The first train (27 cars of grain) by this line for Philadelphia left Toledo February 2, 1874, which was the inauguration of a traffic with the East of much advantage to Toledo. The total cost to the City for this Railroad, was 8448,133; of which $425,000 was paid for con- struction of Road, including $39,500 for right of way; and $51,683 for depot grounds.

As results of this enterprise, Toledo promoted several important Railway outlets. On the South, beside the Pennsylvania connection, is the Columbus, Hocking Valley and Toledo ; and on the North, the Detroit and Canada Southern, the Toledo, Ann Arbor and North Michigan, and the Ohio and Michigan (now Cincinnati, Jackson and Mackinaw) Road.

Thus, by the timely sagacity and enterprise shown in the construction of 223 miles of Rail road, was repeated the history of the 33 miles of like improvement to Adrian, 50 years ago, by which infant Toledo was given a start, and a prestige, which have largely directed its for- tunes throughout subsequent years. Aside from its water communication, no other causes have contributed more to the City's permanent growth, than have the Erie and Kalamazoo and the Toledo and Woodville Railroads.

TIIE OHIO CENTRAL RAILWAY.

In June, 1869, the Atlantic and Lake Erie Railroad Company was incorporated, for the construction of a Railroad between Pomeroy and Toledo, a distance of 235 miles, with Fos- toria, Bucyrus, Mt. Gilead, New Lexington and Athens as intermediate points. In December, 1879, the Company's property was sold, and the purchasers reorganized under the name of the Ohio Central Railroad Company, when a consolidation of the same with the Sunday

Creek Valley Railroad Company, was effected. November 5, 1880, a branch from Corning to Shawnee, in Perry County, was determined upon. November 15, 1880, the contractors turned the Road over to the Company, and January 1, 1881, there were in operation, 65 miles, from Corning to Columbus, and 148 from Bush's Station to Toledo, making a total of 213 miles.

September 29, 1883, the Road passed into the hands of a Receiver by order of Court, and re- mained in such charge until April 15, 1885, when it was sold, being purchased by a com- mittee of bondholders. A new organization was then effected, under the name of the Toledo and Ohio Central Railway Company, which now (1887) continues its management.

In August, 1886, the Company leased a por. tion of the Kanawha and Ohio Railroad, which it now operates.

This is one of the important lines of Toledo Railways, being eminently a " Coal Road." lis traffic is mainly with Michigan and Canada, to which coal, in rapidly increasing quantities, is being forwarded by rail and water. As a source of supply for Toledo, it is important.

The general officers of the Company are (1887) as follows :

President, Stevenson Burke; Secretary and Treas- urer, John F. Kline ; General Manager, J. M. Ferris ; Auditor, J. Landgraf, Jr .; Superintendent, T. M. Peelar; General Freight and Ticket Agent, Hudson Fitch ; Chief Engineer, Clifford Buxton ; General Counsel, A. W. Scott.

TIIE WHEELING AND LAKE ERIE RAILROAD.

In April, 1871, a Company was chartered to build a line of Railroad between Wheeling and Toledo. A supplemental charter for the Huron Branch was afterward granted.

Work was commeneed in 1874, and continued under financial difficulties in 1875, a consider- able amount of grading and tunneling being done on the Eastern portion of the line. About this time a contract was made with Walter Shanley, of Hoosac Tunnel fame, for the con- struction of the entire work, but no active measures followed ; and another contract was made with H. B. Willson, who, in 1877, laid 12} miles of narrow gauge track between Norwalk and Huron, and commenced to op- erate it.

In 1878 C. IL. Jenkins was appointed Re- ceiver. In September, 1879, a contract was made with C. R. Griggs for constructing a standard-gange Road, when work was resumed near the close of 1880.

On January 9, 1882, the Road was opened from Massillon to Huron, 86 miles; and on August 24, 1882, the first passenger train was run from Toledo to Valley Junction, 157 miles. In December, 1884, an extension of 10} miles to Sherrodsville was opened; and one year later a further extension of seven milesreached

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HISTORY OF TOLEDO AND LUCAS COUNTY.

the present terminus at Bowerston, where con- nection is made with the Pan Handle Road.

In 1883 the Company failed to pay the in- terest on its bonds, and in July, 1884, M. D. Woodford was appointed Receiver. On Jan- mary 13, 1886, a decree of sale was entered, under which the Road was sold April 23, 1886. On July Ist following, the property passed into the hands of the Wheeling and Lake Erie Rail- way. Company, which was organized June 25th preceding.

The Toledo Belt Railway, extending from Ironville 43 miles up the River to the Cincin- nati, Hamilton and Dayton Railroad, was built and is owned by the Wheeling and Lake Erie Company.

The chief objects of this Road have been to open more direct communication between To- ledo and the seaboard via Wheeling, West Vir- ginia, and to provide facilities for the supply of coal from the extensive fields of Eastern Ohio, to the large and increasing markets of Toledo, and of Michigan and Canada. In these pur- poses the enterprise has been of great value, with prospects of constant increase in the same.

Steps are now (1887) in progress which no doubt will soon secure the extension of the Company's line from Bowerstown to Wheeling, when the original aim of the enterprise will have been more fully attained.

The present officers of the Company are :

President-George J. Forrest, New York. Vice President-D. E. Garrison, St. Louis. Secretary-E. B. Allen, New York. General Manager-M. D. Woodford, Toledo. Assistant General Manager-W. R. Woodford, Toledo.

Auditor-S. 11. Ayers, Toledo. Cashier-A. 11. Thorp, Toledo. General Freight Agent-A. G. Blair, Toledo, General Passenger Agent-James M. Hall, Toledo. Chief Engineer-C. A. Wilson, Toledo.

TOLEDO, CANADA SOUTHERN AND DETROIT RAILWAY COMPANY.

This Company was formed by consolidating the Detroit and State Line Railroad Company of Michigan, organized February 21, 1872, and the Junction Railroad Company of Ohio; ter- mini, Toledo and Detroit, 58 miles. The former was to construct a Railroad from Detroit to the Ohio State line, 51 miles, and the latter a Road from Toledo to the Michigan State line, 7 miles. The consolidated Road became part of the Can- ada Southern Railway system in 1874, and was so operated until the latter passed under the control of the Michigan Central Railroad Com- pany, January 1, 1883, by which it has since been operated.

TOLEDO, ANN ARBOR AND NORTH MICHIGAN ROAD.

In October, 1869, the Toledo, Ann Arbor and Northern Railway Company was organized, to build a Railroad from the Michigan and Ohio

State line to Ann Arbor, and thence to Owosso, Michigan. Work on the line adopted was com- menced and prosecuted with more or less energy, until 1874, when, as the result of finan- cial embarrassment, the property was sold. In 1872, the Toledo and State Line Railroad Com- pany was organized to build a Road from To- ledo to the Michigan State line; which being accomplished, it was leased to the Pennsylva- nia Railroad Company, which already had leased the Toledo and Woodville Road. In 1878, the Toledo, Ann Arbor and Northeastern Railroad Company was organized, to build a Road from Ann Arbor to Pontiac. In 1880, this corporation was consolidated with the Toledo and Ann Arbor Company, under the name of the Toledo, Ann Arbor and Grand Trunk Rail- road Company, which then owned and operated the line from Toledo to Pontiac, via Ann Arbor, a distance of 82 miles. The Toledo, Ann Arbor and North Michigan Railroad Company was organized in 1884, and is now in operation.

TOLEDO, COLUMBUS & SOUTHERN RAILWAY.

As early as 1845 a charter was obtained from the Ohio Legislature for a Company to con- struct a Railroad from Perrysburg to Bellefon- taine via Findlay ; but no definite results were reached. Upon the location of the Dayton and Michigan Road, it was proposed to make Findlay a point on the same, but so much opposition to such action was shown at that place, that the line was run West to Lima and thus increased in length. Like result attended a proposition of the Pittsburg, Fort Wayne and Chicago Company to make Findlay a point, the line being driven South through Marion, Kenton and Lima. The ground of such oppo- sition consisted in the fact, that Findlay already had Railway connection through the Carey Branch of the Mad River Road (Sandusky to Dayton), and that was all the facilities of that class the majority of the people wished. When the question of direct Railway connection be- tween Toledo and Columbus was discussed in 1870, two lines were proposed-the Eastern, known as the Columbus and Toledo, and the Western. known as the Toledo and Columbus Road. Local aid was voted to both lines, under what was known as the " Adair Law," which being declared unconstitutional, sueb subserip- tions tailed, when the Eastern line was con- structed with private capital. In 1881, the project for a Railroad from Toledo to Indian- apolis, Indiana, with Findlay as a point, was proposed. A Company was organized, and the line completed to Findlay in May, 1883. The Company was reorganized in March, 1885, under the name of the Toledo, Columbus and Southern Railroad Company, and the line has been in active operation since that time. Its gross earnings of $36,000 for the first year have increased to the rate of $200,000 for 1888. The location of the Road makes it a dividing line

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History of the city of Toledo and Lucas County, Ohio, Part 80

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