History of the city of Toledo and Lucas County, Ohio, Part 90

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

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There are now in the City 12 Grain Eleva- tors, of which 10 are located on the West, and two on the East side of the River. Ten are in connection with Railroads, and two for the ac- commodation of traffic by Canals. Of the for- mer class, four receive the business of the Wabash, two that of the Lake Shore, two that of the Dayton & Michigan, one that of the To- ledo, St. Louis & Kansas City Road, and one (in East Toledo,) the traffic of different Rail- roads. The aggregate storage capacity of these amounts to 7,258,000 bushels of grain, with capacity to receive and ship daily 1,240,000 bushels-their size ranging from 100,000 to 1,700,000 bushels. As indicating something of the advance in Warehouse facilities made in Toledo, is here given in connection with the pioneer log structure of 1817, a view of " Eleva- tor No. Five " of the Toledo & Wabash Eleva- tor Company, which is said to be one of the

most complete in appointments, and in its capac- ity, of the Grain Elevators of the country.

CAPACITY OF GRAIN ELEVATORS.

NAME OF ELEVATOR.

Storage Capacity, Bushels.

Receive and Ship Daily.

Tol., Wabash & W. R'y, No. 1. a

246,000

60,000

No. 3. a

761,000

80,000

No. 4. @

1,351,000

300,000

No, 5. @

1,700,000

500,000

Union Elevator, b.

1,000,000

200,000

L. S. & M. S. R'N, A" c.

300,000

60,000

Dayton & Michigan R'y, 64

"B" d

800,000

150,000

Canal Elevators, e

250,000

60,000

100,000

30,000

Narrow Gauge, e

150,000

30,000

7,258,000

1,240,000

a Owned by Toledo & Wabash Elevator Com- pany.

b Owned by Union Railroad Elevator Company.

c Owned by Lake Shore & M. S. Railroad Com- pany. d Owned by Dayton & Michigan Elevator Com- pany. e Owned by Churchill & Co.

f Owned by C. A. King & Co.

The rates for Storage of Grain at these Ele- vators are : Elevating and first 10 days' storage, one cent per bushel ; for each subse- quent 10 days of storage, { cent. per bushel

Charges for loading, weighing and inspect- ing : Loading all kinds of Grain (except Oats in bulk), per car, at all Railroad Elevators, ex- cept L. S. & M. S., 50 cents; loading Oats, in bulk, per car, 81.00 ; loading all kinds of Grain (except Oats in bulk), per car, at L. S & M. S. Elevators, 80 cents; loading Oats in bulk, per car, $1.00 ; inspecting Grain into cars, per car, 26 cents; inspecting Grain into Elevators, per car, 25 cents; inspecting Grain into Elevators from Canal boats, per load, $1.00; inspecting Grain into vessels, per 1,000 bushels, 40 cents ; weighing Grain out to vessels, per 1,000 bush- els, 30 cents ; weighing Grain out to cars, per car, 25 cents.

300,000

60,000

"A" d

300,000

60,000

CHAPTER XIV.

EARLY TRADE OF THE WEST.

A CHIEF embarrassment to the settlement of the Western country, was the lack of market facilities for produce. While, for want of transportation, supplies of merchandise were limited and obtainable only at high rates, the settler's main trouble arose in the fact that there was no market, even in trade, for what be produced. Southern Ohio was somewhat better off in that respect than was the country at the North. A few of the larger Rivers, emptying into the Ohio, like that stream, afforded imperfect facilities for transportation through the Mississippi to the New Orleans market ; but that was a long and tedious trip, occupying six months from and to Cincinnati. The flat-boats used between those points were comparatively small, and of cheap construe- tion, and for their movement, beyond the action of the current, were dependent on oars and setting-poles. At New Orleans these boats were necessarily abandoned, as it was impos- sible to get them back, while the hands had no mode of return but on foot, most of the way through unbroken wilderness, and subjected to the chances of Indian hostility. Pirogues and keel-boats to limited extent, were employed for the transportation of supplies from the New Orleans market. A writer in November, 1816, strongly urged upon the people of Southern Ohio, the policy of providing market facilities by building vessels, loading and taking them down the Ohio and the Mississippi to New Orleans ; and, if need be, to the West Indies, New York and Boston. He said the principal market then open to that section, consisted in driving cattle across the mountains to Phila- delphia, and sending flour to New Orleans. Produce was rarely taken by the merchant. The little to be had came chiefly from settlers coming in. As showing what might be done in the direction named, the writer referred to gave a calculation for a vessel of 150 tons, to be launched in April or May and despatched for Boston, with a cargo of flour, corn meal, stone coal, or black walnut lumber. He esti- mated the cost as follows: Vessel, $7,500; 500 barrels flour, 83,000; 500 do., meal, $1,000; 1,000 bushels coal, $50; 10,000 feet black wal- nut plank, $1,000. Total, $11,650. Insurance, New Orleans to Boston, 23 per cent., $291, expenses of trip, $750; total investment, $12.691. The Vessel to sell in Boston for $9,750; flour, for $5,000; meal, $3,000; coal, $333; lumber, $650; total product, $18,733-

profit, $6,042. This plan was largely adopted, and until the opening of the New York and Pennsylvania Canals, furnished the chief outlet for the Ohio and Mississippi countries. In 1825 a serious effort was made to attract capital for investment in transportation facilities on the Ohio and Mississippi ; and to that end, a prospectus was issued, setting forth the pros- pects of that trade. Among other facts given, were the rates of fare for passengers, the dis- tanees and times for passage between the prin- cipal points on those streams, as follows :

Distance.

Time.

Fare.

Cincinnati to New Orleans

1,480 miles

days

$25

New Orleans to Cincinnati

Cincinnati to Louisville

130

hours 4

Louisville to Cincinnati

Cincinnati to Pittsburgh

449

days 15

Pittsburgh to Cincinnati

Cincinnati to Wheeling

385

Wheeling to Cincinnati

It was asserted, that the shipments of the entire State of Ohio (" except that part border- ing on the Lakes"), one-half of Indiana, and parts of Pennsylvania and Virginia, were made by that route, which in 1824, amounted to 68,932 tons in weight, and 83,590,000 in valne.

Such was the lack of market facilities in the Maumee Valley in those days, that the pio- neers, unable to obtain clothing with their pro- duets, were compelled to resort to trapping, there being a demand, at low rates, for furs, in goods or cash. Beside their own needs, there was substantially no nse for produce, except what incoming settlers might require until able to supply themselves. Ten and 12 cents was regarded as liberal prices for corn ; as was 30 to 40 cents for wheat ; $1.50 per hundred for fresh beef and pork. But the trouble was, that there was seldom a market even at these rates. It was only when the Erie Canal was opened in 1825, that substantial relief came to the pio- neer producers of this region. That came in two forms-first, in the Eastern market thus opened ; and second, in the demand for pro- duce made by the large influx of settlers in- duced by the opening of that great channel of trade and travel. For 12 or 15 years after the opening of the New York Canals, the main de- mand for breadstuffs in this region, was for the supply of the newcomers, largely in Southern Michigan, Detroit then being an important market.

In June, 1824, the Albany (N. Y.) Gazette had a statement of what the opening of the

[468]

469

EARLY TRADE OF THE WEST.

Erie Canal was doing and was to do in cheap- ening transportation. It was stated, that a barrel of flour could then be taken from Albany to New York for 123 cents, while one party offered to do it for seven eents. It was be- lieved that a barrel of flour could be carried from Buffalo to New York for $1.00. Another calculation showed that 100 pounds of freight could be taken from New York to Columbus, Ohio, for $3.50, to wit: To Albany, 150 miles, by River; Albany to Brockport, 229 miles, by Canal; thence to Buffalo, 74 miles, by land ; Buffalo to Sandusky, 247 miles, by Lake ; San- dusky to Columbus, 120 miles, by land ; total distance, 880 miles. The cost to Sandusky was placed at 82.00, and thence to Columbus, at $1.50; total, $3.50. The cost at that time for transporting 100 pounds by land from Phila- delphia to Columbus (450 miles), was $6.00.

Among the rates of toll fixed for the Erie Canal in March, 1827, were the following :

Flonr, beef, pork, mutton, cheese, whiskey, &e., 1.5 cents per ton per mile. Salt, made in New York, five mills per ton per mile. Household goods, one cent ; furs and poultry, three cents ; eotton 1.5 cents ; lumber per M in boats, one cent ; in rafts, two cents. Not enumerated, passing from tidewater, three cents ; same to tidewater, 1.5 cents. Agricultural produc- tions (including cattle and horses), not enumerated, 1.5 cents. On boats conveying passengers -West of Utica, 15 eents per mile ; and East of same, 20 cents ; or six cents per mile on boat, and two mills on each passenger, as boats should choose. On each passen- ger in freight boats (above 12 years of age), two mills per mile.

A Shawneetown, Illinois, paper in 1820, no- ticed the arrival at that place of the Steamboat Manhattan, 30 days from New York, and said :

She brings consignments for two houses in this place from New York City. Freight is $3.00 per 100 pounds only, which is at least $7.00 cheaper than goods ean be brought from Philadelphia here via Pittsburgh.

The cost for transportation wholly by rail between Springfield, Ill., and New York, in 1887, is 29 eents per 100 pounds.

In 1823, while flour was selling in New York at 87.25, and wheat at $1.44, the former was worth in Cleveland only 83.50, and the latter 623 cents. That was two years before the open- ing of the Erie Canal.

Cleveland prices in February, 1822, were as follows :

Flour, $2.50; Wheat, 373 to 50c. ; Rye, 31c. ; Corn, 25c .; Oats, 182c .; Beans, 50c. ; Flax seed, 50c. ; Peas, 50c .; Butter, 8 to 10c .; Cheese, 4 to 6c .; Lard, 4 to 5c .; Pork, 2 to 33c .; Beef, 3 to 4c .; Whiskey, 20 to 25c .; Sugar, 5 to 7e. ; Wool 30 to 50c. ; Hay, per ton, $6.00 to $7.00. For making fine Boots, $2.25; fine Shoes, 75 cents; Women's Moroceo, 62} cents ; Women's Leather, 50 cents ; coarse Shoes, 37} cents. Customers in those days furnished their own stock, pegs and thread only excepted.

A Philadelphia paper of October 24, 1821, had this statement :

We yesterday quoted flour as current at $6.00 per barrel. To-day it is impossible to fix a price on that article. During the night passed. no less than six expresses arrived in this City from New York, the ostensible object of which appeared to be the pur- chase of tlour. There was such a rush in the market for this article at an early hour, as alarmed the tae- tors, and we understand but few sales were made. The New York market was drained yesterday by a passenger, who left the Ship Hercules, from Liver- pool, 60 miles from land, and was in New York nearly all day incog.

CHAPTER XV.

COMMERCE AND TRADERS.

IN reviewing the early Commerce of the Mau- mee River, we must vield supremacy to Perrysburg. But before the period when the traffic could be dignified with that title, and before 1830, the passengers, emigrants, &c., and the freight to and from the River, were trans- ported in very small sail craft, and an occa- sional small Steamer. Among the men of that time who sailed these little Vessels, were Captains John T. Baldwin, David Wilkison and Amos Pratt. The most noted of the Ves- sels employed, were the Leopard and the Eagle. Merchandise for the few traders at the River Towns, was brought from Buffalo by these small sail craft. Goods for the Indian traders in Indiana were also transported to Perrysburg by the same instrumentalities, and thence by wagons to the head of the River Rapids, now called Providence. From this point to Fort Wayne, transportation was by means of what were called " Keel Boats," pro- pelled by setting-poles manipulated by men on board. The same mode of carriage was used on the Mohawk River, in New York, before the Erie Canal was built. At Fort Wayne another portage became necessary to the head waters of the Wabash, and goods for the traders as low down as Logansport, reached their desti- nation through this long and tedious passage, frequently of two months or more, at a cost of $4.00 to $5.00 per 100 pounds. Let us, for a moment, contrast this long trip and immense expense with present rapid and cheap transit. Goods are now delivered in Logansport in five days from New York, at a cost of 40 to 50 cents per 100 pounds.

John Hollister was the pioneer merchant of Perrysburg, and the projector, with Captain Wilkison, of ship-building at that point. John W. Smith, of Syracuse, New York, came to Perrysburg in 1834, and in 1836 formed a co- partnership with Hollister in the ownership of this shipping, and in building a line of docks. A large sum of money was invested in the latter, which was a final total loss. It is diffi- cult, even for those who were witnesses of these events, to recall the " great expectations" of business entertained by the whole people of this Valley at that date. Real property at Perrysburg and Maumee was enormously high, and there was no limit to the imaginary expan- sion of the future. Mr. Smith lost his invest- ment at Perrysburg, and retired to a large stock farm at Miami, and that, too early for the time, was a failure. Later, he removed to Dubuque, Iowa, and died there in 1878.

About 1845, the Maumee citizens commenced some ship-building, the Forsyths and Messrs. Spencer & Moore (George Spencer and John A. Moore), and Wolcott, being foremost in the work. The Steamer Gen. Harrison, Captain S. F. Atwood; the Troy, with same com- mander; the Propeller Globe, Captain Her- rick, and later, Captain Wetmore ; and the Schooner Alvin Bronson, Captain Gilmore, were built there. The Forsyths and George Spencer have passed away. John A. Moore, of our City, is the surviving partner of the Mau- mee enterprise in that line. Mr. Hollister was the third son of a large family at Pittsfield, Massachusetts, and came to Perrysburg about 1817. There were ten sons and one daughter. As the sons matured, they left home for various business points in the West. With one excep- tion, they proved to be bright and competent business men. William settled at Buffalo, New York ; John and Frank at Perrysburg ; Harry and George at Monroeville, Ohio; Josiah and Charles at Sandusky ; James and Robert at Buffalo; and Fred. at Utica, New York. As business and the country West of Buffalo im- proved, the brothers united their credit in aid of each, and were thus enabled to undertake and carry forward large enterprises at their different points of location. The early business of John and Frank Hollister at Perrysburg, was a large and profitable trade with the Indians in Ohio and Indiana, in which States the latter were then very numerous. This lucrative traffic was also largely participated in by John E. Hunt (afterwards General Hunt), and by the Forsyths, at Maumee. While these gentlemen were in the front rank in all pro- jects to promote the growth and prosperity of the Maumee Valley, Hunt was not connected with the building of Vessels. He built the first warehouse on the Maumee side of the River. Later, members of the Forsyth family were en- gaged with others in that enterprise.

These gentlemen of an early day, at Maumee and Perrysburg, except in college education, were the peers of any men, and were eminently qualified to develope the country. Messrs. Hunt, the Forsyths, Jerome, Wolcott, Conant, and the Hollisters, were a strong type of men, and to them belong in no small measure, the credit for pushing to completion the legislation which authorized the construction of the Wabash and Erie Canal to Terre Haute, Indi- ana, and the Miami and Erie Canal to Cincinnati.

In 1836, W. W. Mumford, of Rochester, New York, began the building of docks and a large [470]

471

COMMERCE AND TRADERS.

warehouse at Miami, a mile below the old Town of Maumee. The place was accessible to the Steamers and Sail Vessels of that day, and therefore was considered to be " the coming " commercial point on the River. There were quite a number of such points. The speculation fever of the time induced large purchases of lots by Eastern eommereial men, among whom were Bronson & Crocker, of Oswego, New York. As the Canal was soon to be completed, and its route to be on that side of the River, it was believed that its commeree and traffic in the nature of the case, must center at Miami. Mumford's dock and warehouse were followed by other improvements corresponding thereto, until nearly one-fourth of a mile of docks and four commodious warehouses had been built, in anticipation of the increase of business.

George S. Hazard, now of Buffalo, was about the first to give attention to business of a com- mercial nature on the North side, to which it had a tendency to change from Perrysburg. In 1838, Denison B. Smith (a resident of Toledo since the Spring of 1844), commenced a For- warding and Commission business there. James II. Forsyth was in a similar business. In 1841, the business of receiving and forward- ing merchandise had largely increased, and was concentrated at Miami. In that year, Messrs. Hazard & Smith united their business, and added to it the purchase and sale, at wholesale, of Iron, Tobacco, Glass and Glassware, from the manufactories at Pittsburgh. About the same time, Captain James Pratt, before referred to, and John Brownlee, formed a co-partner- ship, under the name of Pratt & Brownlee, for the transaction of a Forwarding business at Miami, which was continued until about the time of the completion of the Wabash Canal to Toledo.

In 1842, the Wabash Canal was opened from Lafayette, Indiana, to a point about nine miles below Defiance, at the Village of Florida, and about 45 miles above Toledo. Considerable quantities of Flour were shipped from Indiana, which was carted trom the Canal-Boats to Boats in the Maumee River, and transported thence to Providence, from which point the Canal was completed to Maumee and Toledo. In 1843, the whole line of that Canal was opened.

The result of the first year's business clearly demonstrated that Toledo, as a ship- ping point, possessed superior advantages over Maumee, Miami and Perrysburg. Western men were by no means adverse to shipping their products to Miami, but it was far more difficult to proeure transportation from there, than from Toledo. At that day, Tugs and other steam-towing were unknown. Vessels sailed up the Bay and the River to Toledo, and also to Miami, when they went there. But the ehannel above Toledo was tortuous, shallow at points, and occasionally narrow ; therefore, a

free wind was required, both for the upward and downward trip, and such favorable breezes were not always at command. The result was detention and uncertainty. Under the influ- enee of this development, the Miami firms abandoned the business at that point. Mr. Smith came to Toledo in 1844, and Mr. Hazard in 1846.

The pioneer in business on the dock at Toledo was John Baldwin, who had a small warehouse, built of logs, near the mouth of Swan Creek.

At about 1835 to 1836 a number of new- comers attempted the business. B. P. Peck- ham, with Judge John Berdan, under the firm B P. Peckham & Co., Andrew Palmer, Daniels & Co., George Mckay & Co., Frederick Bissell & Gardner. In 1837, II. A. Carpenter, Peter Palmer & Bush. In 1838, Richard Mott and James M. Comstock (Mott & Co). Later, Cur- tis, Watkins & Co., Harry Eagle, Ludlow, Bab- cock & Brownlee, E. Haskell & Co .. Smith & Hazard, Brownlee, Pendleton & Co., E. B. Brown & Co., Smith, Bronson & Co., Mitchell & King, Field & King, Brown & King, A. Godard, Carlos Colton, Stalham Wing, John M. Boalt, B. F. Hollister. This list of firms com- prises those who are remembered in the busi- ness down to about 1850.

In a letter, published March 4, 1852, Charles G. Keeler stated that the first shipment of Wheat from this County, and from the Maumee Valley, was made in 1827, and consisted of 300 bushels, grown on the farm of his father (Cole- man 1. Keeler, Sen.), now on Collingwood Avenue. It was cradled by Seneca Allen, who stuck the first stake for the embryo City of Toledo at the mouth of Swan Creek, and was raked and bound by the writer of the letter. As shown by the books of the Custom - House, this grain was shipped by John Hollister, of Perrysburg, per the Schooner Eagle, Captain David Wilkison. It was at first taken to Buffalo, but not finding market there, it was reshipped to Dunkirk and there sold by Captain Wilkisou, at "3s. and 6d." (432 cents) per bushel.

As an interesting fact, coincident with the foregoing, it may here be stated that the first shipment of Wheat from what is now Huron and Erie Counties, was made also in 1827, and consisted of 300 to 400 bushels. It was pur- chased of neighboring farmers by Charles Standart, then at Huron, and now (1887) re- siding at Auburn, New York. It was taken to Rochester, New York, and sold at 31 cents, netting a loss of 19 cents per bushel. In 1828, Mr. Standart sent 9,000 bushels to Rochester, selling it at 62} cents-a loss of 123 cents per bushel.

In this connection will be proper a statement of the changes which have taken place in prices for farm products and for manufactured articles in this country, during the past 70 years. These

472

HISTORY OF TOLEDO AND LUCAS COUNTY.

are shown by the following tables, supplied from ereditable sources :

FARM PRODUCTS.

1816.

1886.

Wheat, per bushel

$0 44

$0 99

Oats,

C'orn,

Barley,

Butter, per pound

( heese,

Cows, per head

5 00

17 00

Hay, per ton

4 00

15 00

Straw, per ton

2 00

Farm labor, per month

8 00

18 50

MANUFACTURED ARTICLES.

1816.

1886.

Steel, per pound

$1 17

$0 12

Nails, per pound

0-4

Broadcloth, per yard

16 00

4 00

Woolen blankets, per pair

15 00

7 00

Cotton cloth, per yard.

C'alico, per yard

Salt, per bushel

$1 to 4 00

15 to 25c.

It will be seen that the average increase in the value of farm products for the period stated, was over 210 per cent; while the decrease in the cost of manufactured articles, was 70 .per cent. In 1816 a cow would pay for 60 yards of calico or for five bushels salt; whereas in 1887, 833 yards of calico or 250 bushels of salt could be purchased with the price of a cow. A month's wages of a farm laborer, in 1816, would buy 263 yards of cotton cloth or 663 pounds of nails. In 1887, the same would pay for 154 yards of the former, or 462 pounds of the latter.

In July, 1843, the following was given as the cost of getting a barrel of Flour from Toledo to Liverpool :

Cost of grain (five bushels), $5.00; freight, via Montreal, $1.50 ; British and Canadian duty, 60 cents; insurance, 10 cents-total cost, $7.20. Average price of flour in England for previous four years, $8.30 ; ex- change at 7 per cent., 58 cents-total proceeds, $8.88. Net profit, exclusive of brokerage and commissions, $1 68.

In this connection may properly be given the old "Sliding Scale of Duties " on flour, which was in force in Great Britain at the time above mentioned, but was repealed in 1846, to wvit :

When flour was worth $7.65 per barrel, the duty was $3.00 ; when $840, it paid $2.50; when $9.00, it paid $1.95 ; when $10.35, it paid 90 cents ; when $10.80, it paid 30 cents; and when $10.95, the duty was 15 cents. The average duty at that time was $2.50 per barrel.

The Blade of February 8, 1846, bad a table showing the comparative market values of a bushel of Corn in Toledo and Liverpool at that time-the cost of transportation and selling being 93 cents. From that, it appears that with Corn selling at $1.12 in Liverpool, it was

worth 19 cents in Toledo ; and that it must be worth $1.43 in Liverpool to bring 50 cents in Toledo. Since that time American Corn has been sold in England within 20 cents of the Toledo price.

One-half of the Wheat delivered at Tide- water in 1844, was sent from Cleveland, Milan, Sandusky and Toledo. In 1843, Chieago ship- ped 700,000 bushels ; Detroit, 106,000; San- dusky, 441,000 ; Milan, 536,000 ; and Monroe, Michigan, 121,000.

In January, 1845, the rates for freight by Railroad between Buffalo and Albany, per 100 pounds, were as follows : Passenger trains, $1.66. Fright trains-1st elass (new merchan- dise), $1.00; 2d class, 32 eents; 3d class, 46 cents ; 4th class, 50 cents. At that time the State levied tolls on freight transported by Railroads, as follows : Between Bufialo and AI- bany, 15 cents per 100 pounds ; 4} mills per mile for 1,000 pounds for produce; and 30 eents per 100 pounds for the distance, or 9 mills per 1,000 pounds per mile.

The following table gives the exports and imports of articles named at Toledo, Manmee and Perrysburg for the year 1851 :

EXPORTS.

Toledo.

Maumee.

Perrysburg.

Corn, bus

2,775,149

1,000

44,371

Wheat

1,639,744

8,755

Oats

64,441

3,702

Flour, bbls

242,677

2,880

596

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History of the city of Toledo and Lucas County, Ohio, Part 90

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