Cleveland Past and Present

M >> Maurice Joblin >> Cleveland Past and Present

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Before the work of construction was half completed, Mr. Harbach died, and
the firm remained Stone & Witt, under which name it has become familiar to
all parts of the American railroad world. The road was opened between
Cleveland and Columbus in 1851, and the success that speedily followed the
opening, demonstrated the wisdom of the projectors of the line, and
justified the faith of its contractors. The three years of construction
had not terminated before Messrs. Stone & Witt undertook the construction
of the Cleveland, Painesville and Ashtabula Railroad, and in two years
this road, now one of the richest and most powerful lines of the country,
was completed. This was followed, sometime after, by the building of the
Chicago and Milwaukee Railroad, which required but one year to construct,
although built in the best manner.

With the completion of the Chicago and Milwaukee road Mr. Witt's active
career as a railroad builder ceased. Since that time he has been chiefly
employed in the management of his extensive railroad and banking
interests, having been at different periods a director in the Michigan
Southern; Cleveland, Columbus and Cincinnati; Cleveland, Painesville and
Ashtabula; Cleveland and Pittsburgh; Chicago and Milwaukee, and
Bellefontaine and Indiana railroads, besides being vice-president of two
of these roads and president of one of them. His connection with the
Bellefontaine and Indiana Railroad is noticeable from the fact that it was
by his sagacity and unwearied energy, ably assisted by the late Governor
Brough, as general manager, that the company was raised from absolute
insolvency to a high rank among dividend paying lines. Mr. Witt had gone
into the undertaking with a number of other Clevelanders, had all but lost
his entire investment, but had never lost faith in the ultimate success of
the line, or flagged for an instant in his efforts to bring about that
success. The event proved the justness of his conclusions.

In addition to his railroad engagements, Mr. Witt is president of the Sun
Insurance Company, of Cleveland; director of the Second National, and
Commercial National Banks, and Cleveland Banking Company; also, of the
Bank of Toledo. His interests are not all centered in railroad and banking
enterprises, he having investments in the Cleveland Chemical Works, and in
several other enterprises that contribute to the prosperity of the city.

Mr. Witt was married in June, 1834, to Miss Eliza A. Douglass, of Albany,
but who was a native of Rhode Island. Of the four children who were the
fruit of this marriage, but two survive. The elder daughter, Mary, is now
the wife of Mr. Dan P. Eells, of Cleveland. The younger, Emma, is the wife
of Col. W. H. Harris, of the United States Army, now in command of the
arsenal at Indianapolis.

Mr. Witt's qualifications as a business man are attested by his success,
won not by a mere stroke of luck, but by far-seeing sagacity, quick
decision, and untiring industry. From first to last he never encountered a
failure, not because fortune chanced always to be on his side, but because
shrewdness and forethought enabled him to provide against misfortune. As a
citizen he has always pursued a liberal and enlightened policy, ever ready
to unite in whatever promised to be for the public good. In social life he
has a wide circle of attached friends, and not a single enemy. Genial,
unselfish, deeply attached to his family, and with a warm side for
humanity in general, Mr. Witt has made for himself more friends than
perhaps he himself is aware of.

Wealth and position have enabled him to do numerous acts of kindness, and
his disposition has prompted him to perform those acts without ostentation
and with a gracefulness that gave twofold value to the act.

In religious belief Mr. Witt is a Baptist, having joined with that church
organization in Albany, thirty-one years ago. For years he has been a
valuable and highly respected member of the First Baptist Church in
Cleveland.

James Farmer.

Although James Farmer has been a resident of Cleveland but thirteen years,
and cannot, therefore, be ranked among the old settlers of the city, he is
looked upon as one of its most respected citizens, whose word is as good
as a secured bond, and whose sound judgment and stability of character
place him among the most valuable class of business men. But though
prudent in business affairs, and of deeply earnest character in all
relations of life, Mr. Farmer has not allowed the stern realities of life
to obscure the lighter qualities that serve to make life endurable. Always
cheerful in manner and genial in disposition, with a quaint appreciation
of the humorous side of things, he endeavors to round off the sharp
corners of practical life with a pleasant and genial smile. A meditative
faculty of mind, untrammeled by the opinions or dicta of others, has led
Mr. Farmer into independent paths of thought and action, in all his
affairs. Before taking any course, he has thought it out for himself, and
decided on his action, in accordance with his conscientious convictions of
right, independent of considerations of mere worldly notice.

Mr. Farmer was born near Augusta, Georgia, July 19th, 1802. His early
opportunities for acquiring an education were scant, only such knowledge
being gained as could be picked up in a common school, where the
rudiments of an education only are taught. Until his twenty-first year,
his time was chiefly spent on his father's farm, but on attaining his
majority he concluded to strike out a different path for himself, and
coming north, he engages in the manufacture of salt, and in the milling
business, at Salineville, Ohio. His means were small, but by assiduous
attention to business he was moderately successful. Four years later he
added a store for general marchandise to his mill and salt works, and
thus added to his property.

In the Spring of 1847, Mr. Farmer, imbued with the spirit of progress, and
appreciating in advance the benefits to accrue from the proposed Cleveland
and Pittsburgh Railroad, entered with spirit into the enterprise, worked
hard in procuring subscriptions to the stock, and aided in various ways to
its consummation. For several years he held the position of president of
the company, and it was through his labors in this channel of commerce,
that he became so thoroughly identified with the progress and prosperity
of Cleveland.

[Illustration: Very Respectfully, James Farmer]

On the completion of the railroad, Mr. Farmer was among the first to
avail himself of the increased facilities for business offered by the
road, and embarked in the coal trade, having previously owned coal fields
in Salineville. These coal fields were now worked, and the product shipped
by railroad to Cleveland and other points.

In the Spring of 1856, he removed to Cleveland, abandoning the mercantile
business after devoting to it thirty-two years of his life, and having
been completely successful. His coal fields still continue to furnish
supplies to the coal market of Cleveland.

So far as human power can be said to control human affairs, Mr. Farmer has
been wholly the architect of his own fortunes. The prosperity that has
attended his efforts has been due to the close attention given his
legitimate business, his strictness in making and keeping contracts, his
prudent economy, and his nice sense of commercial honor and general
honesty. What man can do to make honest success, he has endeavored to do,
and Providence has smiled upon his efforts.

Mr Farmer is still a hale appearing gentleman, though sixty-seven years
old, retaining most of his mental vigor, and much of his physical stamina,
and will, we trust, be permitted to remain among us for years to come,
that he may enjoy the fruits of his labor, and have the satisfaction felt
by those only who minister to the necessities of others.

In 1834, Mr. Farmer was married to Miss Meribah Butler, of Columbiana
county, Ohio, by whom he has had seven children, of whom five still
live--one son and four daughters. The son, Mr. E. J. Farmer, has been for
some years engaged in the banking business in Cleveland.

The father of Mr. James Farmer joined the Society of Friends, and was an
honored member of that society. His family were all brought up in the same
faith, and Mr. James Farmer has maintained his connection with the
society, by the members of which he is held in high respect and esteem.

George B. Ely.

George B. Ely is a native of Jefferson county, New York, a county which
has contributed many good citizens to the population of Cleveland. He was
born in the town of Adams, June 23d, 1817, received a good academical
education, and when seventeen left the academy to become clerk with Judge
Foster, under whose auspices he came to Cleveland. After serving with
Judge Foster one year in Cleveland, he accepted the position of
book-keeper in the forwarding house of Pease & Allen, on the river,
remaining in this position until 1843. At that date he removed to Milan,
Erie county, then at the head of slackwater navigation on the Huron river.
Here he engaged in trading in wheat, and in the general forwarding
business, and also became interested in lake shipping, doing business
under the firm name of Wilber & Ely.

In 1851, the railroad between Columbus and Cleveland was completed, and
the course of trade was almost entirely diverted from its old channels.
The business of Milan fell away rapidly, and the forwarding trade at that
point was completely at an end, Mr. Ely closed up his connection with the
place in the Spring of 1852, and removed to Cleveland, where he had
engaged a warehouse with the intention of continuing in the forwarding
business, but was induced to take the secretaryship of the Cleveland,
Painesville and Ashtabula Railroad, many of his old business and personal
friends having become interested in that undertaking and desiring the
benefit of his business tact and experience. About a year after his
accession to the company, the offices of secretary and treasurer were
combined, and Mr. Ely assumed charge of the joint offices. Three years
later he was elected a director of the company and has continued in that
position to the present time. At various times he has been chosen
vice-president of the company. In 1868, he was elected president of the
Cleveland and Toledo Railroad Company, retaining that position until the
consolidation of the company with the Cleveland and Erie Railroad Company,
and the formation of the Lake Shore Railroad Company. Mr. Ely is now the
oldest officer in point of service in the Consolidated company, and is
about the oldest employee. During all his long service he has been an
indefatigable worker, having the interests of the line always at heart,
and his arduous and faithful services have contributed their full share to
the prosperity of the company.

[Illustration: Yours Respectfully, Geo. B. Ely]

Whilst always watchful for the interests of the road with which he was
connected, Mr. Ely found time to engage in other enterprises tending to
advance the material interests of the city. In connection with Messrs.
R. H. Harman, A. M. Harman, and L. M. Coe, he projected and built the
Cleveland City Forge and put it into successful operation in the year 1864.
This forge has now four large hammers at work, and preparations are making
for two others, and it gives employment to about eighty skilled workmen.
He was one of the projectors of the Pennsylvania Coal Company, of
Cleveland, an organization having five thousand acres of coal lands in
Mercer county, Pennsylvania, and now that the Jamestown and Franklin
Railroad is completed, the prospects of ample returns for the outlay are
good. Sixty tons of good coal are daily delivered in Cleveland, whilst the
best markets of the product are found in Erie, Buffalo, and the
Pennsylvania oil regions. Of this company Mr. Ely is treasurer and one of
its directors.

Among his other business connections he was a director in the old Bank of
Commerce from its early days until it was reorganized as the Second
National Bank, and is still a director under the new organization. He is
also a director in the Citizens Savings and Loan Association, and is
interested in the Cleveland Banking Company.

Mr. Ely has been the architect of his own fortune, and attributes his
success in life to close application to business and a firm determination
never to live beyond his income. He is now fifty-two years old, enjoys
vigorous health, and has never been seriously sick. From present
appearances he has a fair prospect of a long life in which to enjoy the
fruits of his labors, and to pass the afternoon and evening of his life
amid domestic comforts earned by industry and the esteem of a large circle
of friends to whom he has become endeared by his many social qualities and
personal virtues.

In 1843, he was married to Miss Gertrude S. Harman, of Brooklyn, Michigan,
and formerly of Oswego, New York. They have one son, now twenty-five years
old, who has charge of the Cleveland City Forge, and one daughter, Helen,
aged seventeen, who is now at school.

Worthy S. Streator.

Dr. Streator, as he is still called, although for many years he has
abandoned the active practice of medicine, was born in Madison county, New
York, October 16th, 1816. He received an academical education, and at the
age of eighteen he entered a medical college, where he remained four
years. On completing his medical course he went to Aurora, Portage county,
Ohio, where he commenced the practice of his profession, in the year 1839
In Aurora he remained rive years, when he removed to Louisville, Kentucky,
spent a year in the medical college there, and returned to Portage county,
resuming his practice in Ravenna.

In 1850, Dr. Streator removed from Ravenna to Cleveland, and after
remaining two years in the practice of medicine, turned his attention to
railroad building. In conjunction with Mr. Henry Doolittle, he undertook
the contract for building the Greenville and Medina Railroad, and
completed it successfully. In 1853, the same parties contracted for the
construction of the Atlantic and Great Western Railway in Ohio, a work of
244 miles. Operations were at once commenced, and were pushed forward with
varying success, funds of the company coming in fitfully. In 1860, the
same firm took contracts for the construction of the Pennsylvania portion
of the line, ninety-one miles, and next for the New York portion. Work on
both these contracts was commenced in February, 1860, and the road was
completed from Salamanca, in New York, to Corry, in Pennsylvania,
sixty-one miles, in the Spring of 1861.

During the prosecution of the work Mr. Doolittle died, and, in 1861,
Dr. Streator sold the unfinished contracts to Mr. James McHenry, of
London, England, by whom they were completed, Dr. Streator acting as
superintendent of construction for about a year after the transfer
of contract.

[Illustration: Yours Truly, W. S. Streator]

In 1862, he projected the Oil Creek Railroad, from Corry to Petroleum
Center, the heart of the Pennsylvania oil regions, a line thirty-seven
miles long. The line was built with extraordinary rapidity, and achieved a
success unparalleled in railway history. No sooner had the rails reached a
point within striking distance of Oil Creek than its cars were crowded
with passengers flocking to the "oildorado," and for many months, during
the height of the oil fever, the excited crowds struggled at the stations
for the privilege of a standing place on the car platforms after the seats
and aisles were filled. The resources of the road were inadequate to meet
the great demand on it for the transportation of passengers and oil, and
although Dr. Streator worked energetically to keep pace with the demand
upon the road, the development of the oil regions, consequent upon the
construction of the line, for some time outstripped him. The profits of
the line were enormous in proportion to the outlay, but the amount of
wealth it created in the oil regions was still more extraordinary. Dr.
Streator managed the road until 1866, when he sold out his interest to
Dean Richmond and others interested in the New York Central Railroad. In
order to connect the Oil Creek Railroad with the line of its purchasers an
extension northward, styled the Cross-Cut Railroad, was built from Corry
to Brocton, on the Buffalo and Erie Railroad, a distance of forty-two
miles, by Dr. Streator, for the New York Central Railroad Company. This
was the last of Dr. Streator's railroad building undertakings.

Since the close of his railroad business Dr. Streator has organized a
company, mainly composed of citizens of Cleveland, for the working of coal
lands purchased in La Salle, on the Vermillion river, Illinois. The
purchase contains three thousand acres on which is a five and one-half
feet splint-vein of coal resembling in general characteristics the
Massillon coal of Ohio. Thirteen miles of railroad have been built to
connect the mines with the Illinois Central Railroad, and during the year
that the road has been opened the average product of the mines has been
two hundred and fifty tons per day, with demands for more, that cannot be
met owing to a deficiency of rolling stock. By the close of 1869, it is
expected the product will reach a thousand tons daily. Another railroad is
to be built to connect with the Chicago, Burlington & Quincy Railroad.

Aside from his interest in this coal company, Dr. Streator has now no
active business engagements, and devotes his time to the care of his real
estate and a fine stock farm in East Cleveland, containing over three
hundred acres, on which he is raising some of the finest stock to be found
in the county.

Dr. Streator has had the good sense to retire from the pressing cares of
business whilst able to enjoy the fruits of his labors. At fifty-three
years old he is healthy and vigorous, and fully able to appreciate the
advantages of wealth in procuring social and domestic enjoyments. His
residence on Euclid avenue is a model of comfort and elegance, and the
surrounding grounds are laid out with artistic taste.

He was married in 1839, to Sarah W. Sterling, of Lyman, N. Y. His only
daughter is the wife of E. B. Thomas, Esq., of Cleveland; his oldest son
devotes his attention to the care of the stock farm; the other sons are
yet at home, being young.

Although Mr. Streator has been regarded, for years, as one of our most
active and energetic business men, he has found time to devote to his
religious duties. He has for a long time been a useful member of the
Disciple Church.

The Coal Interest

By the commencement of the season of 1828, the Ohio canal had been opened
from Cleveland to Akron. Henry Newberry, father of Professer Newberry, who
among his other possessions on the Western Reserve, owned some valuable
coal lands, saw, or fancied he saw, an opening for an important trade in
coal, and sent a shipment of a few tons to Cleveland by way of experiment.
On its arrival a portion of it was loaded in a wagon and hawked around the
city, the attention of leading citizens being called to its excellent
quality and its great value as fuel. But the people were deaf to the voice
of the charmer. They looked askance at the coal and urged against it all
the objections which careful housewives, accustomed to wood fires, even
now offer against its use for culinary purposes. It was dirty, nasty,
inconvenient to handle, made an offensive smoke, and not a few shook their
heads incredulously at the idea of making the "stone" burn at all. Wood
was plentiful and cheap, and as long as that was the case they did not see
the use of going long distances to procure a doubtful article of fuel,
neither as clean, convenient, nor cheap as hickory or maple. By nightfall
the wagon had unsuccessfully traversed the streets and found not a single
purchaser for its contents. Here and there a citizen had accepted a little
as a gift, with a doubtful promise to test its combustible qualities.
Eventually, Philo Scovill was persuaded into the purchase of a moderate
quantity at two dollars per ton, and promised to put in grates at the
Franklin House to properly test its qualities.

That was the beginning of a trade which has since grown to mammoth
proportions, and which has become the foundation of the prosperity of
Cleveland, for it is to the proximity and practically inexhaustibleness of
its coal supply that Cleveland owes its manufacturing character, which is
the secret of its rapid development within a few years, its present
prosperity, and the assured greatness of its future.

As a domestic fuel coal made slow progress in the city for many years, but
other uses were found for it, and the receipts of coal by canal rapidly
increased. Steamboats multiplied on the lakes, and these found the coal of
Cleveland a valuable fuel. By degrees manufacturing was ventured on, in a
small way, and there being no water-power of consequence, recourse was had
to steam, which created a moderate demand for coal. For ten years the
receipts increased steadily, until in 1838, it reached 2,496 tons. In
1848, it had grown to 66,551 tons, and in 1858--the canal transportation
being supplemented by two lines of railroad crossing the coal fields on
the way to Cleveland--to 222,267 tons. In 1868, it had swollen to 759,104
tons, and the demand continues to increase in a rate more than
proportionate to the enlarged sources of supply and increased facilities
for transportation.

The opening of the Cleveland and Mahoning Railroad gave a strong stimulus
to the coal trade of northern Ohio, and was one of the most important
events in the history of Cleveland. By this time the beds of the valuable
Briar Hill, or block coal, were tapped, which has proved the best fuel for
manufacturing iron from the raw ore, and has no superior, if it has a
rival, in the West. With the discovery of this bed of coal, blast furnaces
and rolling mills were established in the Mahoning Valley, and as the uses
of the coal became known in Cleveland and in other ports, a large demand,
for consumption in the city and exports to other points, sprang up. Over
one-half the amount of Ohio coal raised is of the Briar Hill grade, and of
the whole amount of Ohio coal raised, about one-half finds its market in
Cleveland.

The bituminous coal is of several grades, each suitable for a particular
purpose. The most important is the Briar Hill grade, mined in the southern
half of Trumbull county and finding its outlet by the Cleveland and
Mahoning Railroad. This is a good grate coal, but its great use is in the
manufacture of iron, and the numerous furnaces of the Mahoning Valley, the
iron manufactories of Cleveland, and the demand along the line of the
lakes, keep the numerous mines in full operation. The Mineral Ridge grade
is a comparatively new quality to Cleveland, and has yet but comparatively
few mines. It is used both for domestic and manufacturing purposes. The
Massillon grade is brought both by canal and railroad, and is highly
esteemed as a grate coal. The rapidly growing demand for grate fuel has
given a great stimulus to the mining of this coal within a few years. The
Hammondsville and Salineville grades are used chiefly for stoves in
domestic use, for steam purposes, and for the manufacture of gas. These
grades come to market on the Cleveland and Pittsburgh Railroad. The
Blossburgh grade is used almost entirely for blacksmithing.

Besides the Ohio bituminous coals there is a steadily increasing demand
for the anthracite and semi-anthracite coals of eastern Pennsylvania,
which is brought by lake from Buffalo.

The growth of the coal trade during the past four years can be seen by the
following table, showing the receipts from all sources and shipments,
chiefly by lake, coastwise and to Canadian ports:

Date. Receipts. Shipments.

1865.......439,483 tons....235,784 tons.
1866.......583,107 " ....397,840 "
1867.......669,026 " ....334,027 "
1868.......759,104 " ....392,928 "

The amount brought over each route of supply during 1868, is thus shown:

By Lake, Anthracite...................................... 13,665 tons.
" Canal, Bituminous...................................... 197,475 "
" Cleveland and Pittsburgh Railroad...................... 274,159 "
" Atlantic and Great Western Railroad
(Cleveland and Mahoning)............................ 254,000 "
" Cleveland and Erie Railroad............................ 17,600 "
" Cleveland, Columbus and Cincinnati Railroad............ 2,205 "
-----------
759,104 "

This shows an increase of nearly 100,000 tons on the receipts of 1867,
notwithstanding a most obstinate and continued strike among the miners,
which diminished the receipts by the Atlantic and Great Western, from
20,000 to 30,000 tons. Of the shipments of each during the year, 382,928
tons went by lake, and about 10,000 tons by rail, mostly by Cleveland and
Toledo Railroad to Toledo and intermediate points.