History of the city of Toledo and Lucas County, Ohio, Part 86

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 86

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).

Writing from Fort Wayne November 20, 1820, to Edward Tiffin, Surveyor General, Capt. Riley said :

Having my chain. compass and level with me, I went yesterday towards the Southwest ahont 11; miles to the St. Mary's, crossed that stream and measured the distance from that River to Little River-a branch of the Wabash-and navigable in times of high water (without improvement). The distance is not quite seven miles, is a perfect level, and then its descent to the portage or navigable point of Little River is about 3 feet, and the course is South 50' West. From the summit level to the St. Mary's, is a fall of about 20 feet. Two locks would therefore be sufficient, and the whole expense of a Canal uniting the Northern Lakes with the Missis- sippi and Missouri Rivers, at this point would not be beyond the means of a few individuals of enterprise and ordinary capital.

As already stated, the matter of Canal con- struction and location, was prominent in the Ohio-Michigan boundary question, and was materially delayed by that dispute. Different plans, meantime, were under discussion. In the case of the Wabash Canal, it was proposed in 1834, to employ slack-water for navigation, by so improving the Maumee River with dams and locks, as to make it navigable for steam- boats from the Bay to Defiance, and for Canal- beats thence to Fort Wayne. The compara- tive advantages of horse and steam power for tewing Boats was then discussed. It was sug- gested that " a Steamboat could tow twe Canal- Boats with their herses en board from Defiance to the head of the Rapids (32 miles) cheaper than horses could tow them on a forty-feet wide Canal."

The boundary question settled, the work of Canal construction was at once entered upon with vigor. In May, 1837, contracts were let for the portion between Manhattan (below Telede) and the head of the Rapids of the Maumee River (now Grand Rapids), to the following named contractors :

E. S. Dodd & Co., Thos. Carr, P. Gamon, Grif- fith. McElvaine & Co., F. D. Cochran, James M. Spafford, liram Steele, A. Shepler, D. C. Doane, Jones & Barker, A. B. & H. Barker & Co., B. Kem- per. McBride, Camp & Co., S. Searing, Jesse Vincent, and Myers & Yates.

In this connection it may be proper to state, that the matter of " prohibition " as to the use of intoxi- cating liquors, became a practical question with contractors on the Canal. This was specially so with those on the sections "in rear of the Town," (now between the Court House and the High School building) who issned the order that no man in the use of liquors should have employment at their hands. The result was, that while the men on other jobs where liquors were used, suffered much from sickness, those above named were almost wholly without such experience.

During the construction of the Reservoir in Paulding County, about 1842, a different policy was adopted. What were termed " jiggers," 1) were dealt out to laborers before each meal. The men passed under a rope, one at a time, and received 12 ounces of whisky each. At about 9:30 A. M., and 4:30 P. M., like supplies were taken to the men at their work. Such were deemed necessary from the character of the water there used.

While the matter of the terminus of the Canal was under consideration by the State authorities, the point most important lay be- tween what were known as "High Level" and " Low Level." The local bearing of this ques- tien is explained in the fact, than the plan of High Level consisted in continuing the Canal from the head of the Rapids of the Maumee River to Toledo, on the West bank, and entering the River at that point; while the other proposi- tion was to terminate the Canal by locking into the River at Maumee. The issue thus raised between Telede and Maumee and Perrys- burg, enlisted the deepest interest of these Towns. Toledo claimed, that the extension te that place was absolutely necessary to the suc- cess of the Canal. While the question remained undecided, a meeting of the citizens of Telede was held, to take action in the premises, when a memorial, prepared by Andrew Palmer, was adopted, in which were set forth " reasons why the Canal should be located upon the plan of the High Level." Among these were the fol- lowing :

1. That at Toledo " perfect navigation for all classes of Lake vessels unquestionably ceases." 2. That at the mouth of Swan Creek, were two excellent basins for Canal boats. 3. That the water power to result from such location of the Canal would be more val- uable, than if distributed on the line of the Canal from the foot of the Rapids. 4. That the navigation of the River above Swan Creek was difficult and haz- ardous-the channel narrow and crooked, with islands, shoals, rocks and shifting bars, interposing

HISTORY OF TOLEDO AND LUCAS COUNTY.

serions obstacles, without sufficient water to float the larger class of vessels. In this connection, it was stated that there were then in use on the Lake vessels of 200 to 300 tons burthen, which, when full loaded, required nine to ten feet of water, which could not be had above Toledo. 5. It was strongly urged for the " High Level," that during the boundary contest, it had been uniformly urged by the Ohio authorities "that the lower section of the River was indispensa- bly necessary for the judicious termination of the Canal"-it being claimed that to stop the work at Maumee, would convict the State of bad faith and " trifling." 6. It was stated, that the interests at the foot of the Rapids could be fully met by locking into the River at Maumee, which was afterwards done. In conclusion, it was stated, that if the Canal should be terminated at Maumee, an error of judg- ment would be committed which would be in a measure irretrievable ; while an unjust and odious monopoly in the local benefits of the Canal would be caused, and the public interest in individual and local competition be lost.

What may or may not have been the influ- ence of this showing with the Board, cannot be stated; but it is suggestive, that the plan therein urged was adopted, with the single ad- dition of the continuance of the Canal to Man- hattan. This memorial was approved by many non-resident owners of Toledo real estate, in- cluding Micajah T. Williams of Cincinnati, Elisha Whittlesey of Trumbull County, and Joshua R. Giddings of Ashtabula.

So much for Toledo and the " High Level." It is no more than fair that the " Low Level " be heard here. Its elaims were set forth as follows :

1st. The business men of the Upper Manmee would rely on their own resources in the shipping business, and would necessarily bring their trade to the point where Lake navigation terminated. 2d. The experience of 100 years showed that the foot of the Rapids of the Maumee was that point. 3d. Freights from Buffalo to Manmee were the same as to Toledo or Manhattan ; thereby saving to shippers 15 miles of Canal navigation, with its tolls and charges. 4th. The Towns at the foot of the Rapids had the important advantage in being near where the River could be bridged with safety and without injury to navigation -a consideration which must have the effect to bring great public improvements, as Turnpikes and Rail- roads, to that locality. "The impossibility of bridg- ing-the difficulty of ferrying-the certainty of tran- shipment-and the total prevention of crossing the River for frequently long periods every season, must present an insurmountable obstacle to the termina- tion of any such public work at any place below the foot of the Rapids."

These points are now chiefly valuable, as showing the ideas of the modes and methods in trade which were current at the time in ques- tion ; so many of whieb, not excepting that in regard to bridging navigable streams, have disappeared under the changed current of events.

It may not be out of place here to say, that among the older citizens are now some who think it would have been as well, if not better for Toledo, had the Harris line been established and the City placed in Michigan. In such case,

the Canals, would have entered the River at Maumee, which fact, as already stated, operated largely at Toledo to the support of Ohio's boun- dary claim. Subsequent experience has greatly modified that view. The increased tonnage of Lake shipping very soon after the opening of the Canals, made Toledo the only point of con- nection with the River, which would have been the same with that City in Michigan. Com- merce is not controlled by boundary lines. With such facts, is the consideration that in Michigan, Toledo would have been the favorito port of the State, and as such received benefits not within the power of Ohio to grant. All this, however, is matter for speculation, only.

The Ohio portion of the Wabash and Erie Canal, is but 18 miles in length, extending from the junction with the Miami and Erie Canal, in Paulding County, to the Indiana State line.

That portion of the work not previously con - structed-from the head of the Rapids of the Manmee River to the Indiana State line -was let October 25, 1837, in 89 Sections, com- meneing at the Rapids, to the following con- tractors in the order given :

Brubacher & Waterhouse, Forsyth, Hazard & Co., Samuel Mapes, Clems, Alden & Co., Mooney, Wair, Sturgis & Co., Francis D. Cochran, Spafford, Lawrence & Co., Saylor, Jones & Keep, Mudge, Curtis & Co., Peter Walsh & Co., Thomas Ellis, H. H. Sierman, Eltanan Gray, A. F. Patrick & Co., James Drummond, Almon Eggleston, Andrew Spafford, Goettell & Hall, John Swift, Murphy & Sheridan, A. L. & W. Teffers & Co., Robertson & Kenney, William Thompson, Daily & Flinn, S. Il. Steedman, James Sheburn, Wm. B. Lawrence, Jonathan Cook, Thomas Newcomb & Co., Peter Murphy & Co., Elijah Ellis, Libbey, Eddy & Co., Gardner, Libbey & Co., Smith, Chamberlin & Co., William Young.

Leander Ransom, Acting Commissioner, was in charge of the work, with Samuel Forrer as Civil Engineer. The Resident Engineers at that time, were Andrew Young, at Maumee City, and William Wall, at Defiance.

In February, 1839, Sections 48 and 73, inelu- sive, and 101 were let to the following parties :

Ogden Mallory, Cannon & Carrs, Steedmans & Co., R. P. Harriman, Henry Richards, Harrington & Davis, Dodd & Morehouse, A. F. Patrick & Co., Bernard Kemper, Martin, Morgan & Co., Patrick & Short, D. C. Doan, H. & A. Doolittle, D. C. Middleton, Guy C. Noble, Benajah Barker, Henry Leonard, J. A. Brewer, Henry Carhart & Co., James B. Steedman, A. L. Tel- fers & Co., Clems & Co., Marcelious & Co.

This work was between the head and the foot of the Rapids of the Maumee.

The portion of the Wabash Canal between Fort Wayne and Logansport was opened in 1838. Among the rates of toll then charged, were the following :

Per 1,000 lbs. per mile-Flour, Wheat, Whisky, Domestic Animals, Lard, Butter, &c., 1.8 cents ; Mineral Coal, 5 mills; Linseed Oil, Paper, Window Glass, &c., 2.4 cents; Bar Iron, Nails,

4 17

CANALS.

&c., 4.8 cents; Merchandise, 4.8 cents ; Stone, for building purposes, 9 mills; Lumber, per 1,000 feet, 2.4 cents ; Bricks, per 1,000, 4.8 cents ; Timber, 100 cubic feet, 2.4 cents ; same in rafts, 5 cents ; Wood for fnel, per cord, in Boats, 2.4 cents ; Freight Boats, 1.2 cents per mile ; Passenger Boats, 6 cents per mile; on Passengers of 12 years and over, 1.2 cents per mile.

In May, 1838, the contractors on the Miami and Erie Canal within Lucas County had no pay for five months, and they had 2,000 labor- ers in their employ. The contractors, for a long time, had been compelled to pay off in borrowed Michigan " Wild Cat " bills, which in time became uncurrent, causing great distress to all concerned. Payments were made in June following.

The Wabash and Erie Canal was opened from Latayette to Toledo, in May, 1843. The arrival at Toledo of the first Boat (the Albert S. White), May 8th, was made the occasion of public recognition, in a dinner to the Captain and crew of the Boat at the Ohio House. Judge H. D. Mason was President of the day, and in- troduced the exercises at the close of the dinner with a few remarks. He was followed by the orator of the occasion, George B. Way. Ad- dresses were also made by M. H. Tilden, B. F. Stickney, John Fitch, HIeman Walbridge and others, attended by sentiments and music. In the evening a party assembled at the Indiana House, where the time was spent pleasantly.

Under date of April 18, 1844, the Blade an- nounced the arrival of " a large fleet of Canal- boats from Lafayette," within the previous four days, bringing the following articles : 410,598 pounds of bacon ; 471,922 pounds lard ; 41,949 barrels ashes; 3,983 bushels wheat; 1,445 bar- rels pork ; 860 barrels flonr. The property was mostly advanced on during the previous Win- ter, and was consigned to an Eastern market. On the date stated 3,000 bushels wheat were sold in Toledo at 82 cents, free on board Lake vessel. Orders were in the market for wheat at 87 cents, deliverable in Buffalo. The receipts by rail (Erie and Kalamazoo Road) for the pre- ceding week, amounted to 1,580 bushels of wheat, and 890 barrels flour.

The first arrival at Toledo from Cincinnati, via the Miami and Erie Canal, took place June 27, 1845.

Abner L. Backus was appointed Canal Col- lector at Maumee City, in April, 1844.

In August, 1847, State Engineers surveyed Swan Creek on its East side with reference to the location thereon of a tow-path for Canal Boats. The reason given for choosing that side, was, that the West side was occupied by different establishments, including the Distil- lery of Kraus, Roemer & Co .; the Lumber Yard of Joel W. Kelsey ; the new Warehouse of Fitch & Co .; the Boat Yard of Mr. Arnold, where one Lake eraft and several Canal Boats were in progress.

June 28, 1847, the packet boat Empire, Cap- tain Wiggin, left Dayton by the Miami and Erie Canal, and arrived at Toledo on the morning of the 30th. The Blade contained a card from passengers on the trip, expressing their high appreciation of "the comforts and accommodations furnished to them on the boat," etc. Among the signers to the card were Gov- ernor Wm. Bebb, Ex-Governor Thomas Corwin, Robert C. Schenck, John G. Lowe, II. G. Phil- lips, J. Wilson Williams, Edmund Smith, Ed- ward W. Davies and A. H. Dunlevy-most of them residents of Dayton. The time occupied by the trip was 48 hours. That was considered " fast traveling." By rail the distance has since been made in 3} hours.

The following statement by Jones & Taylor, merchants, at Cincinnati, of goods received by them at the dates named, shows something of the condition of transportation between that City and the East in 1845 (two years after the opening of the Miami and Erie Canal) :

Received September 27, 1845, by Canal-boat con- nected with Griffith's line via Toledo, sundry pack- ages of dry goods, 7,027 pounds, at $1.15 (per 100) from New York to Cincinnati; amount of cost, $82 .- 88, covering all charges.

Received September 29, 1845, by Steamer Ohio Mail, sundry boxes merebandise through the Penn- sylvania Canal, weighing 5,824 pounds, on which the freight (40 cents from Pittsburg) and charges amount to $170.62, or $2.94 per 100.

As the result of interruptions in transporta- tion, caused by breakage in the Miami and Erie Canal, in 1845, the cost of transporting a barrel of flour from Cincinnati to New York via To- ledo, advanced from $1.15 to $2.00.

The journey from New York to St. Louis via Buffalo, Toledo, Lafayette and Terre Hante, was made in October, 1847, in " the short space of eight days." The traveler went to Albany by steamer; thence to Buffalo by cars ; to To- ledo by "one of the floating palaces of Lake Erie ;" to Lafayette by " one of Doyle & Dick- ey's fine packets ;" and thence in three days' time in " one of I. & P. Vorhees' fine post- coaches."

The editor of the Blade, in a letter dated " Packet Erie, off Defiance, March 27, 1848," after referring to Captain Wiggam as "a gen- tlemanly, accommodating man, who kept order on his boat and a good table," said: "After all, the Packet, though not so rapid, is preferable to the Railroad. The eating, sleeping, and, in short, all the comforts and conveniences except rapidity, are greatly superior. As to speed, they do well, too, and make a pretty good ad- vance in 24 hours."

The Canal tolls at Toledo in 1847 amounted to $63,869, a gain of $13,831 over 1846. The number of boats in commission at Toledo was 417, with an unusual number being built.

The number of Canal Boats clearing from Toledo, 1848, was 3,753; their aggregate ton-

448

HISTORY OF TOLEDO AND LUCAS COUNTY.

nage, 142,071,204 pounds; tolls paid, $117,220.25.

The steam Canal packet Niagara arrived at Toledo on the morning of September 24, 1849, having left Cincinnati on the evening of the 19th, stopping at all points intermediate.

The first arrival of a Canal boat at Toledo from Terre Haute, Indiana, was that of the E. A. Hannagan, Captain Robinson, November 5, 1849.

The pioneer Canal-Steamer of the West, is believed to have been the Scarcerow, which left Toledo in November, 1859, for Franklin, with a cargo of lumber. She was about the size of an ordinary Canal Boat, and for power had a small portable engine, similar to those used on pile-drivers. From the fly-wheel a belt ex- tended down to a pulley in the stern, to which a propeller-wheel three feet in diameter was attached.

The Canal Propeller Union, Captain Wm. Sabin, arrived at Toledo, May 25, 1862, from Lafayette, with a cargo of 1,750 bushels of wheat, and having in tow a Canal Boat with 2,050 bushels grain, 20 barrels pork and two casks ham, the whole eargo being 115 tous. The time of the trip was 5 days, 222 hours, of which 19 hours was occupied in stopping, making the running time 5 days, 33 hours, for 204 miles, or 1.62 miles per hour. Her best time was 5 miles per hour.

No more direct and determined contests for supremacy in trade have occurred in the West, than were those long existing between the Canals and the Railways of Ohio. They were waged for life, and led to some remarkable re- sults. Wherever the two agencies in trade came in competition, rates were made very low ; but relieved of such competition, it was in many eases the policy of Railways to compel non- competing points to make good the losses sustained at competing points. Two or three eases in point may be cited. At one time, the price for transporting wheat from Tontogany, Wood County, to Toledo (23 miles), over the Cincinnati, Hamilton and Dayton Railway, was 7 cents per bushel ; while, by same Road, from Troy, Miami County, 99 miles further South, the price was but 6 cents per bushel-the ex- planation being that Troy was on the line of the Miami and Erie Canal, while Tontogany was dependent wholly on the Railway for facilities. About the time of the foregoing ease, the rate for transportation of wheat by the Wabash Railway to Toledo from Emerald (61 miles in distance) was 14 cents per bushel ; while the rate by the same Road from Lafay- ette to Toledo (203 miles) was but 12 cents- Lafayette being on the Wabash Canal, and Emerald without sueh competition. Like re- sults from competition between rival lines of Railway are seen on many hands ; but rarely in as great degree as between Railway and Water rontes. This was no doubt due to the fact, that success in such extreme competition

was more hopeful with Railways when waged against Water lines of traffic.

This contest was not without vigorous re- sistance on the part of the Canal authorities from the aggression of Railways. In 1852, the Ohio Board of Public Works first took definite steps in that direction. At that time, the chief competition was between Cincinnati and Day- ton, and between Dayton and the Lake-in the former case the Cincinnati, Hamilton and Day- ton, and in the other the Mad River and Lake Erie (now Indianapolis, Burlington and West- ern) Road, competing with the Miami and Erie Canal. For a time, the Board had undertaken to maintain the traffic of the Canal by reduc- tions in tolls ; but the Railroads met these with corresponding reductions. Such policy not meeting the purpose, the Board deemed itself compelled to resort to more thorough means. These it found in a plan for preventing Rail- roads from crossing the Canals of the State. The Board then consisted of A. P. Miller, Geo. W. Manypenny and James B. Steedman. In March, 1852, the Ohio House of Representa- tives called upon the Board " to report by what authority Railroad Companies have been per- mitted to erect bridges over the Canals of the State for the passage of cars ; the means adopted by such Companies to obtain the transporta- tion of freight, which, at proper rates for trans- portation, would pass upon the Canals ; what effect the removal of such bridges would have upon said Roads; and whether any legislation be necessary for the removal of said bridges." In replying to this call, the Board discussed the subject at some length. It declared all such bridges to exist withont authority of law ; spoke of the competition with the Canals as most damaging to their traffie, and detailed faets to show this; and then set forth the remedy for the evil which the Board would ad- vise, to wit :

There are many ways in which they (the Rail- roads) can be reached. Let the State repeal all the criminal laws which protect these Roads from depre- dation, and the Companies would soon sue for mercy. So, the removal of all the bridges erected by them without authority across the Public Works of the State, would so increase the expenses of transporta- tion upon Railroads, and so delay travel, as to cause them to submit to a system of freightage required by their own true interests and the interests of the State. This Board has already passed an order for the removal of these bridges by the first of June next. We have also ordered our Engineers and Superintendents to prevent the erection of any more bridges across the Canals by Railroad Companies. We would also suggest the propriety of passing a law prohibiting Railroad Companies from shipping pro- duce, merchandise or other articles from within 20 miles of the Canals, at less freight per mile than the highest rate charged for transportation on any other part of the Road.

The report of the Board closed as follows :

If these Railroads would be content with doing their legitimate business, both they and the Canals

449

CANALS.

might prosper; but unfortunately they are owned and controlled mostly by foreign capitalists, who feel no sympathy with the people of the State or its pros- perity, and are guided only by the hope of large dividends. Against the efforts of these capitalists, the State should early ereet barricades, and carefully guard them, or it will soon find, when too late, the Public Works are entirely at their mercy.

In the course of construction of the Central Ohio Road, which had been finished from New- ark to Zanesville, the Board of Public Works, through Mr. Manypenny, in charge of the Canal at the latter point, interfered and filled in a pit dug for an abutment for a bridge over the Canal, and threatened to employ force to prevent further steps toward such structure by the Railroad Company. Whereupon, that Com- pany applied to Judge R. C. Hlurd, of the Lick- ing Common Pleas Court, for an injunction, restraining the Board from further interference. The question was decided by Judge Hurd, in an opinion of some length, in which he re- viewed the material facts and law of the case. He held, that the right granted by the Legisla- ture to the Railroad Company " to construct a Railroad " on a certain line, with " the right to enter upon land, to survey and lay down said Road," included the right to build the bridges necessary to the Road on such line, and that Canals were no exception in such case. Henee, it was not necessary that the Board of Public Works be consulted as to the construction of bridges over Canals, but had "the right to select their ground and proceed to erect their work, wholly independent of the Board ;" the only limit to such right being, that the bridges "should not destroy or substantially or unneces- sarily obstruct the proper and accustomed nse of the Canal," which point was to be decided, not by the Board, but by the Courts.

This contest, to a greater or less extent, has continued, with pretty constant advance of the Railways upon the domain of the Canals, until the struggle seems nearing its end. Several years ago, the Indiana portion of the Wabash and Erie Canal was abandoned throughout. The Section between the Indiana State line and the junction with the Miami and Erie Canal, was in operation until the close of the season of 1886, its chief traffie being timber and wood. For some years past the people of Paulding County, living in the vicinity of the Reservoir upon which this Canal depended for water, had been strongly opposed to the continuance of that body of water, on the ground of its deleterious effect upon the health of the surrounding coun-

try, and had appealed to the State authorities of Ohio for the abatement of the same as a nui- sance. Such request not being complied with, parties unknown during the present year (1887) so far destroyed the banks of the Reservoir as to render it useless, and to deprive the Wabash branch of means indispensable to its operation.

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of the city of Toledo and Lucas County, Ohio, Part 86

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