Columbus City (part 44 of 57)

There was rejoicing throughout the diocese when on December 10, 1903, a cablegram announced that Pope Pius X had named Rev. James Joseph Hartley, pastor of Holy Name Church, Steubenville, as the fourth Bishop of Columbus. The new Bishop was not only native to the diocese but a native of Columbus. His parents were old residents of the capital city, well known and highly respected. He received his early education in St. Patrick's school and made his theological studies at Niagara University and Seminary. He was ordained to the priesthood in 1882, and had been pastor of Holy Name parish, where he built a beautiful church, school and rectory, for nearly 25 years, when raised to episcopal honors. It was therefore a happy day for priests and people when on February 25, 1904, a son of the diocese was consecrated as their chief shepherd. In the fourteen years which have elapsed Bishop Hartley has worked with indefatigable zeal for the spiritual and material development of the diocese. Innumerable good works have been inaugurated and extended, and monuments to his apostolic zeal are raising everywhere throughout the city and diocese. By his financial acumen he has placed the affairs of the diocese on a firm basis. He is interested in the civic as well as the religious welfare of the city and is always to the fore in rendering material and moral assistance to all civic. State and national movements. Since the outbreak of the war he has contributed largely to relief and other war funds, and it was under his auspices that the Catholic Ladies War Relief Association was started in July, 1917. Rev. John H. O'Neil is secretary to the Right Reverend Bishop Hartley.

When Bishop Moeller came to Columbus in 1900 he recalled the Rev. M. M. Meara to his former office as rector of St. Joseph's Cathedral, an office in which he is still presiding with dignity and success. Shortly after his return it was decided to start a school for the Cathedral parish, and for this purpose the old Alfred Kelley home on East Broad street was purchased, an historic and artistic edifice built in 1806, and which at one time housed the Governor of the State during his term of office. The school was opened with the Sisters of Notre

Dame in charge. The value of this property is now more than four times what it was when it was purchased. In 1911-15 the Cathedral was remodeled and refurnished at a cost of # 105,000, making it one of the most beautiful and stately church edifices in the middle West. At this writing under Father Meara's judicious management the Cathedral is almost entirely free from debt.

Up until 1875 there was no parish beyond the Union Station or the railroad tracks, and at this time it became apparent that something should be done to meet the spiritual needs of the Catholics in that locality. To Rev. John B. Eis was delegated the task of organizing the new parish, and a building designed for church and school both was erected on a plot of ground on First avenue, donated to the Church in Columbus as far back as 1852, by William Phelan, of Lancaster, Ohio. The ground comprised an entire block. Services were first held in the new structure on Easter Sunday, April 16, 1876, and the school was opened the next week under the care of the Sisters of St. Francis, who were housed in the same building. In the course of the ensuing years as the congregation increased many necessary additions were made to the original building, and the school has grown until now it accommodates nearly 400 pupils. Father Eis is still in charge of the parish and has as his assistant Rev. J. M. Ryan.

This church is erected on historic ground, as what is now called the West Side was once the village of Franklinton, the first settlement of what was to become the capital city of Ohio. In the early days Catholic services were held in the bomes of the settlers by traveling missionaries, and later on, as the tide of settlement flowed over the river, the few Catholics remaining west of the Scioto were privileged to attend Mass in the small chapel of the Good Shepherd Convent which had been founded in the old Sullivant homestead at the corner of West Broad and Sandusky streets in 1865. In 1877 the Sisters of St. Joseph of Ebensburg, Pa., at tbe request of Bishop Rosecrans, had opened a day and boarding school in the old ecclesiastical seminary building on Sandusky street opposite the Good Shepherd Convent, which had been closed in 1876 for lack of funds to carry on the work. Rev. R. C. Christy, a former Army Chaplain, was chaplain for these Sisters as well as the Sisters of Good Shepherd and he soon recognized the need of a church for the Catholics of the vicinity. A building, once a barn on the seminary premises was fitted up and for two months divine services were held in this humble structure. Father Christy then secured the old United Brethren Church on Sandusky street and had it remodeled, and on June 8, 1877, it was blessed and dedicated to Catholic uses in the name of the Holy Family. Father Christy died in 1878 and was succeeded by Rev. T. S. Reynolds, and lie in turn in 1879 by Rev. W. S. Hayes, who, because of a flaw in the title, disposed of the Sandusky street property and bought a lot on West Broad at the corner of Skidmore street. Plans were laid for a church and school and Father Hayes worked earnestly in promoting the work. The cornerstone was laid in 1882, but before the church was completed Father Hayes was transferred to the pastorate of St. Francis de Sales Church, Newark, and in 1881 Rev. Dennis A. Clarke took up the task of finishina; the edifice and extending the parish. How well he succeeded may be seen in the large, devout and loyal congregation as well as in the valuable church property he has built up. Besides the church, which was dedicated June 2, 1889, by Bishop Watterson, there is a commodious rectory and a convent for the teaching Sisters. A handsome modern school building was erected in 1913 on Sandusky street and was about ready for occupancy when the disastrous flood of that year occurred. Though its basement was flooded the school served as a refuge for scores driven from the lower grounds: The church property on Broad street suffered great damage from the high waters .and a great part of the congregation was impoverished, and driven from homes in many cases swept away by the waters. The parish is but now recovering from the effects of the flood. The new school was opened in March, 1911. The Sisters of St. Joseph from Ebensburg and later from Baden, Pa., were in charge of Holy Family School from its opening in 1877 to June, 1912, when they were succeeded by the Sisters of Mercy from Louisville, Ky. There are nine Sisters in charge of about 250 pupils. There is a commercial high school in connection with the school, and the Sisters also conduct a music academy. At the Diocesan Synod of 1902 Holy Family Church was made a Deanery, with Rev. D. A. Clarke

In 1889 Bishop Watterson appointed Rev. T. J. O'Reilly, who had been acting as his secretary, to organize a new parish in the Panhandle district. Six lots were bought at the corner of Twentieth and Devoise streets, and plans made for the erection of a combination church and school building. Meanwhile services were held in Benninghof Hall, at the corner of Twentieth and Hildreth avenue, where the first Mass of the new parish was celebrated on September 1, 1889. The following week school was opened in the same hall in charge of the Sisters of St. Joseph. As there were a large number of pupils this double use of the hall proved to be a great inconvenience for all concerned, and Father O'Reilly petitioned the Board of Education for the temporary use of three rooms in the new public school building at the corner of Mount Vernon avenue and Twenty-third street. The petition was cordially granted and Father O'Reilly enjoyed the use of these rooms until February 2, 1881, when his own church and school building was dedicated. In 1896 a rectory was built, and a convent for the Sisters in 1902. Additional property was secured from time to time, the whole now comprising twenty city lots, fronting on Twentieth, Devoise and Medill streets. On November 26, 1916, a beautiful new church was dedicated, one of the handsomest in the middle West. It is built of Bedford stone in the Basilica style of architecture with columns of polished granite. There are artistic stainel glass windows and marble altars of pleasing design. The new church was dedicated by Right Reverend Bishop Hartley and the sermon was given by Right Reverend Bishop Muldoon, of Rockford, 111. In 1914 the Sisters of St. Joseph were succeeded in the school by the Sisters of Charity of Nazareth, Ky., who have charge of 325 pupils. They also teach music. St. Dominic's is one of the most active and thriving parishes in the city.

One of the first offshoots from Sacred Heart parish was the congregation of St. Francis of Assisi. It was organized in 1892 when Rev. A. M. Levden, formerly of Toronto, Ohio, was chosen as pastor of the projected parish, designed to take care of the rapidly growing number of Catholics west of High street and north of the railroad tracks. Services were first held in Neil Chapel at the corner of Neil and Goodale streets, formerly a Methodist church, which was remodeled and blessed as a Catholic place of worship on Sunday, June 19, 1892. The parish grew and prospered, and in 1896 the present handsome church on Buttles avenue was built. It is of Romanesque architecture and has been enlarged since its erection to meet the needs of a large and constantly increasing congregation. Father Leyden built a substantial rectory in 1893, and in 1906 a fine modern school building was erected. It contains a large hall for parish meetings and entertainments. There are 100 pupils in the school taught by the Sisters of St. Dominic from St. Mary's of the Springs. The population of the parish is given as 1873 people, the majority of Irish extraction. Father Leyden is still the pastor, and is assisted on Sundays by the Dominican Fathers from Aquinas College.

The extension of the city east and northward into what was then known as Milo and Grogan and the settlement of Catholics there made necessary some provision for their spiritual interests. In 1895 Bishop Watterson authorized Father Eis to look out for a suitable church property in that locality. Lots were secured on New York avenue and a small school opened September of that year in Benson's Hall, Milo, with a Franciscan Sister from Sacred Heart school in charge of the few children. The Bishop placed Rev. Hugh Ewing, assistant at Sacred Heart, in charge of the new parish, and the next year a combination church and school building was put up. Here school was started in September, 1896, and in October services were first held in the new church. It was dedicated on October 11. The little congregation flourished from the first and the school grew rapidly. In 1900 a rectory was built for the pastor, who had until then lived in a rented house adjoining; and a convent for the teaching Sisters was erected in 1913. Additional property has been purchased at intervals and at this writing the property includes twelve lots on New York avenue, ten on Fifth avenue and a third of an acre adjoining. The parish extends about twelve miles north into the country and has about 250 families and 280 children in the school.

In addition to his work as pastor of St. Peter's Father Ewing lias charge of the Mission at Westerville^ which with the Bishop's permission lie started in 1913. At first Mass was celebrated in Westerville once a month, Sunday school being held on intermediate Sundays, but since October, 1916, Father Ewing goes up twice a month for Mass. The Mission has about 60 people. Their neat little chapel is on the second floor of a business block in the center of the town, on North State street. It is fitted up with the old altar from St. Patrick's Church and some of the old pews from St. Joseph's Cathedral. Father Ewing is often assisted at the Westerville Mission by Rev. Conrad Conrardy of the Josephinum. His assistant at St. Peter's is Rev. Biebl from the same institution.

During the preliminary organization of this parish, for a period of eighteen months, services were held in the chapel of the Josephinum through the kindness of Monsignor Joseph Jessing, then rector of the institution. The parish was planned for the Catholics of the newer section of the city in the vicinity of Ohio and Livingston avenues rapidly building up with comfortable and substantial homes. The work of organization was given to Rev. S. P. Weisinger on June 13, 1898, who prosecuted it with so much success that a little over a year later the handsome new Church of St. John the Evangelist on Ohio avenue was completed and was dedicated on September 24 by Monsignor Specht, V. G. A suitable residence for the pastor was completed at the same time. In 1905 a modern school building was erected, adding greatly to the value and appearance of this handsome church property. The church is of excellent design and construction and is well fitted up, and has the embellishment of beautiful stained glass windows The parish started with 75 families and now has 540, with 100 pupils in the school. The teachers are Sisters of St. Francis, for whom a convent was built in 1908. Father Weisinger is still in charge of the parish, and has as assistant Rev. J. F. Plunket.

The first priest appointt d to look after the spiritual welfare of the Italian Catholics of Columbus was the Rev. Alexander Cestelli. He was a professor at the Josephinum and in 1895 was chosen for this work by Bishop Watterson, building the present church and rectory at the corner of Lincoln and Hamlet streets. In 1901 Father Cestelli was succeeded by Rev. Victor Sovilla, who worked faithfully in building up the parish for twelve years when he returned to Italy. In August, 1913, Rev. Rocco Petrarca was placed in charge of the parish by Bishop Hartley, and in five years has succeeded in paying off the debt and in repairing and embellishing the church. There is no parish school, but there are Catechism classes held every Wednesday afternoon in the church, conducted by ladies from different parts of the city, who also prepare the children for First Communion and confirmation.

The city was growing in all directions, and in 1902 it became evident that a division of St. Mary's parish was necessary to take care of Catholics living in the extreme south end. Rev. Charles F. Kessler, assistant pastor at the Cathedral, was appointed by Bishop Moeller to organize the nciv congregation, under the patronage of St. Leo. In 1903 a tract of land was bought on Hanford street and work begun on a building designed both for church and school purposes. The cornerstone was laid on July 19, 1913, and on December 13 of the same year services were held in the new church. The school was opened in 1901 with an enrollment of 150 children, in charge of Franciscan Sisters. Father Kessler built his rectory in 1901, and the next year a home for the Sisters was erected. Despite all this building the parish was free from debt by 1911, and a fund was started for a new church, made necessary by the growth of the congregation. Ground for the new church was broken in 1915, and on May 16, 1917, the handsome and well appointed edifice was dedicated by Ht. Rev. Bishop Hartley. It cost over $61,000, and three months after its completion was entirely paid for. The former chapel in the old building was converted into needed school rooms and the whole building made fireproof. St. Leo's is a handsome church property, all the buildings being of butt' vitrified briek and built in substantial style. Father Kessler had the distinction of starting the first free parish school in the city. There are now 250 children in the school.

On February 8, 1920, occurred the deatli from influenza of the pastor and founder of St. Leo's, the beloved Father Kessler. The splendid group of church buildings were left, by his idefatigable labors, entirely free of debt, but far exceeding this material gift to his people, was the great spiritual heritage he left them. Rev. Bernard P. Vogel succeeded to the pastorate.

This parish is located at the extreme eastern edge of Columbus, two miles this side of Taylor's Station, where in the early days Mass was said for the few Catholics there at irregular intervals by priests from the Cathedral and St. Patrick's Church. The erection of the steel plant in that vicinity brought a few more Catholic settlers, and the necessity of a church became apparent. Rev. Andrew J. Johnson, who had been pastor at St. Joseph's, Licking county, was entrusted with the work of organizing this widely scattered flock, and on May 26, 1900, started the foundation of the parish under the patronage of St. Thomas the Apostle. Services were for a time held in the public school building. In 1902 a beautiful little church was built on a plot of ground generously given by Mr. Thomas Cassady, and located at the corner of Cassady and Fifth avenues. It was dedicated by Bishop Moeller on August 10 of that year. A parish house was ready for occupancy by 1901. Father Johnson was earnestly engaged in building up the parish when his health began to fail, and in 1913 he became incapacitated for active parish duties. He died at Mount Carmel Hospital on December 15, 1916, and two days later his funeral was held from the little church which he had built and loved so much. His body was taken to his former home, Brooklyn, N. Y., for interment. He was a priest of many fine qualities, with a cultivated and discriminating mind and a keen appreciation of good music. He had many friends and was deeply and widely mourned.

On June 23, 1916, Rev. John O'Neil, secretary to the Bishop, was made pastor of St. Thomas church, and is now working zealously to the end that the parish may soon have its own school. There are 168 children of school age in the parish, which has about 700 members. About one-half the congregation is made up of foreigners, - Poles, Slavs, Bohemians and Hungarians, who recently took up residence in that locality. At present the Sunday school is in charge of Dominican Sisters from St. Mary's of the Springs, who go over every Sunday to teach the children.

With the continued growth of the city northward a new parish in that section became a necessity, and in 1905 Bishop Hartley appointed Rev. William McDermott to the work of organization. The parish lay north of Eleventh avenue and lots were purchased on Patterson avenue for a new church to be dedicated to the Holv Name. During the erection of the church building services for the small congregation of only about 50 people were held in a hall on North High street. The building, which combined a church and school, was dedicated by Bishop Hartley on January 28, 1906. School was opened the next September with 52 children, and the Dominican Sisters from St. Mary's of the Springs in charge. Father McDermott also built a rectory the same year the church was built. In 1916 a convent for the Sisters was erected, and a home for tiie church sexton was bought in 1917. The church property is a very complete one, located in one of the prettiest sections of the North Side, and is valued at $100,000. The parish has about 365 families, and 201 children in the school. It is free from debt and has a growing fund for a new church which it is hoped to build in the not distant future.

The Newman Club, a society for the Catholic young people attending Ohio State University, was organized by Father McDermott in 1906, and has proved to be a valuable organization. It serves to bring these young psople together, to promote their acquaintance with others of their faith, and to give them every necessary opportunity for the practice of their religion.

Meanwhile the city was still extending southeastward and a new parish was planned for the growing section in the territory lying east of Linwood and Wilson avenues, between

Broad street and Livingston avenue. On May 5, 1905, Rev. Francis W. Howard was appointed to take charge of this parish, which was to be known as Holv Rosary parish. Many of the Catholics living in this district had been attending services in the Chapel of St. Vincent's Orphanage, and in anticipation of the organization of a new parish a fund of $1,900 had been collected. There were sixty-four Catholic families in the district with sixty children of school age. Plans were made for a building that would eventually be exclusively devoted to school uses, but which would also serve for a church for the present. The cornerstone of the building was laid on October 1, 1905, and on March 25, 1906, the building was dedicated by Bishop Hartley. The parish school was opened the following September with the Sisters of St. Francis in charge. The parish grew rapidly and in a few years a new church was planned. Work was begun in November, 1913, and the cornerstone was laid March 24, 1914. In less than two years the beautiful edifice was completed and was dedicated by Bishop Hartley on February 2, 1916. Regular services in the church began on February 27 of that year.

The new church is a structure one hundred and ninety-three feet long and sixty-five feet wide in the nave, with a chapel at the east side sixty by thirty feet. The exterior is plain, early North Italian style, while the interior is thirteenth century Renaissance. The architecture is unusual and rarely seen in this part of the country, and has been pronounced to be a very perfect and devotional type. The church is built on the corner of Main street and Seymour avenue, and the school is on Seymour. The parish now numbers 260 families with an enrollment in the school of 240 children.

As Father Howard is Secretary General of the National Catholic Educational Association, the general offices of the Association are located in Holy Rosary rectory, adjoining the church.

For many years there was only one Catholic parish on the West Side. In 1905 a new parish was projected for the western section and the Hilltop, so-called, and Bishop Hartley appointed Rev. J. J. Cahalen as pastor. Ground was bought on West Broad street between Midland and Clarendon avenues, and ground broken for St. Aloysius Church. While the church was building services were held in a room on West Broad street with only a few people in attendance. The parish was small and had a struggle for existence until the extension of its boundaries and the building up of newer subdivisions when it gradually became more thriving. Father Cahalen resigned in 1910 and was succeeded in the pastorate by Rev. Rudolph Schwarz, of Buchtel, who proceeded with energy to build up the parish and reduce the encumbering debt. This section has grown steadily and there are now 175 families in the parish and 180 children in the school. The school is taught by the Sisters of Notre Dame who go out every day from the convent on Rich street. Church and school are both housed in the same building, as are also the pastor's apartments; but a new church is becoming a necessity and it is planned later to erect a suitable and substantial edifice.

This is the only Hungarian parish in tli - city and was organized in 1908, although lots for the church were bought on Reeb avenue in 1907. Rev. Robert Paulovics, who had been in charge of a Hungarian parish in Dillonvale, Ohio, was chosen by Bishop Hartley for the task of organizing the Hungarians of the South Side into a congregation and to build a church. Services for the Hungarians were first held in the basement of St. Leo's church on Hanford street, and the new St. Ladislaus church on Reeb avenue was dedicated by the Bishop on Xovember 22, 1908. In a few months Father Paulovics was succeeded by Rev. J. H. O'Neil as temporary pastor, and on September 19, 1909, the day of his ordination. Rev. Maximilian J. Pivetz was placed in charge of St. Ladislaus, remaining there ever since. A new parish house was built in 1911, and in 1916 a one-story school was erected where four Ursuline Sisters now teach about 70 primary grade pupils. The Sisters live in a convent home purchased for them to the east of the school. There are a large number of foreigners in this section of the city and the parish promises to be a growing one.

St. Cyprian's Church, St. Cyprian's, the only Catholic church for colored people in Columbus is located on Hawthorne street near St. Anthony's Hospital. This work among the colored people was inspired solely by Bishop Hartley's desire to carry out the apostolic character of his high office, and with this end in view he acquired the site of St. Cyprian's in 1912. A building was put up designed for both church and school, also a most attractive little chapel. On the request of the Bishop, Mother Katherine Drexel, founder of the Order of the Sisters of the Blessed Sacrament who work exclusively among colored people, supplied Sisters to teach the school. She also built a convent for them adjoining the church. In September, 1912, the school was opened with 28 pupils, all non-Catholics. In 1911 a second building was erected, adding three classrooms and a hall for entertainments. The buildings were paid for by benevolent Catholics interested in the work. There are at present 115 pupils in the school and 9(5 Catholics in the parihs.

When Holy Name parish was organized it was thought that the needs of the northern part of the city would be supplied for many years, but in 1915 it became apparent that in the vicinity of Clintonville there were enough Catholics to form the nucleus of a new congregation. In the fall of that year Bishop Hartley purchased ground on North Broadway and on December 8, Rev. C. J. Norris, assistant pastor of the Cathedral, was appointed pastor of the new parish which was placed under the patronage of the Immaculate Conception. A frame chapel of artistic construction was built, and was dedicated by the Bishop on December 8, 1916. A handsome residence adjoining, being offered for sale, was bought for the pastor's home. In October, 1917, Father Norris resigned to accept a commission as Chaplain in the Army, and Rev. John J. Murphy was appointed his successor.

(The schools, hospitals and charitable work conducted by the Catholics are considered by the same writer in appropriate chapters. - Editor.)

Chapter Xxvi

First Jewish Congregation in 18^9 - B'nai Jeshuren, B'nai Israel - Temple at Main and Third Streets Erected - Removal to Bri/den Road - Three Orthodox Congregations - Christian Scientists - Spiritualists - Latter Day Saints - Seventh Day Adventists - Non-Sectarian.

The first Jewish congregation was organized in 1819 under the name, B'nai Jeshuren, an orthodox society, the principal members of which were Judah Nusbaum, Nathan and Joseph Gundersheimer, Simon Mack, S. Lazarus, Samuel Hess, Abraham Amburg, M. Breidenstuld, S. Schwalbe, S. Morrison and M. Aaronson. The first of these had come in 1838. S. Lazarus, merchant clothier, officiated as Rabbi, without remuneration, and Nathan Gu.idersheimer, who was in a similar business, was the first president of the society. The first meeting place was an upstairs room of what was known as the Twin Brothers' clothing store. The next Rabbi was Joseph Goodman, who officiated till 1855, when Rev. Samuel Weil was called from Cincinnati to take charge of the congregation here. The meeting place was changed to a room over the old Siebert gun store on the west side of High street between Rich and Main streets, and then to Walcutt's Hall, and there was a succession of Rabbis including Rev. S. Goodman, Rev. Mr. Wetterhahn and Rev. Mr. Rosenthal.

In the spring of 1870 nineteen of the members withdrew and organized the congregation of B'nai Israel, with Nathan Gundersheimer as president, Jacob Goodman secretary, Joseph Gundersheimer treasurer and S. Amburg, Louis Kahn and Judah Goodman as trustees. The original congregation was subsequently dissolved.

For the purpose of erecting an edifice adapted to the Hebrew form of worship, a lot was bought at the northwest corner of Main and Third streets for. $5,000, pledged by twenty-one members of the congregation which at that time numbered thirty-five. Subscriptions for the temple were solicited, not only in Columbus but elsewhere, the contract was let to Hall & Fornoff and the two Gundersheimers and Jacob Goodman were appointed to supervise the erection of the building. The cornerstone was laid May 15, 1870, with Masonic ceremonies. There was a parade, in which Masonic and Odd Fellow bodies participated; the Maennerehor sang to the tune of Pleyel's Hymn, the stanzas beginning:

The dedication of the temple occurred September I(i following. After an address at Walcutt s Hall by Hev. J. Weehsler, a procession was formed and marched to the door of the temple where the key was formally presented to Nathan Gundersheimer, who opened the door and admitted the people. Singing, prayer, a procession of the bearers of the scrolls of the law, which were finally placed in the Ark at the rear of the pulpit, and addresses by Rev. Mr. Weehsler and Rev. Mr. Wise were the principal features of the program. Up to this time services had been conducted in Hebrew, but at this time a change was made to English and the latter language has since been used.

This building was used for thirty years and then, following the example of other churches in (he central part of the city, the congregation decided to move into one of the residential districts. A lot was bought on Bryden Road between Eighteenth and Nineteenth streets, and there a far more beautiful temple was erected and dedicated and occupied in 1901-05. Rabbi David Klein, who for a long period served the congregation, officiated at the cornerstone-laying and dedication. Dr. Joseph S. Kornfeld has now for ten years been the Rabbi in charge.

Other Jewish congregations that have sprung up in comparatively recent years to meet the demands of tin increasing population are: Agudath Achim (United Brotherhood); Beth

Jacob (House of Jacob) : Ahavath Shalom (Lovers of Peace) - all presided over by Rabbi S. M. Neches, and Tifereth Israel (Glory of Israel), Rabbi Jacob Klein.

Agudath Achim congregation was organized in 1885 and for years services were held in a building on Fourth street. In 1895 a synagogue was built on Fifth street, and in 1906 a lot was bought at the corner of Washington avenue and Donaldson street, and the cornerstone of the present edifice was laid in June, 1907. The congregation has 365 members and over 100 seat-holders, while the capacity of the synagogue is more than 1,500. In well equipped rooms, a Hebrew school is conducted every day after public school hours, under the supervision of the rabbi and four teachers. Here the children learn Hebrew; while on Sunday morning the children are taught in English Jewish history and literature. The first rabbi of the congregation was Rev. Dr. Isaac Winakofsky. Rabbi Morris Taxon succeeded him in 1912 and was in turn succeeded in February, 1918, by Rabbi S. M. Neches.

Beth Jacob Congregation, composed of Russian Jews, was organized in the house of Rev. Mr. Dump, on Livingston avenue, in 1903. It now occupies a beautiful synagogue on Donaldson street.

Ahavath Shalom Congregation is composed mostly of Jews who came from the southern part of Russia and has its synagogue on Washington avenue.

Rabbi Neches is a virile, well educated young man, born of an ancient Hebrew family in Jerusalem, October 5, 1892. He was educated in the College of the Tree of Life, Jerusalem. His first congregation was in Alexandria, Egypt. He came to America in 1913, served as rabbi in Pittsburg four year and then came to Columbus to serve the three congregations named, with a membership of about 600.

The First Church of Christ, Scientist, was organized on November 19, 1896. The first public meeting of the seven people who later became the founders of this church was held at the home of Mr. and Mrs. Spaulding, 101 Oak street, the previous December, and regular meetings were held there until April, 1896, when a room was leased in the Board of Trade. The increase in membership demanding more room the use of Wells Post Hall was secured and here services continued to be held until the congregation began worship in its own handsome church near the corner of Broad and Grant avenue. This was in 1903. In a very short while it was seen that more space was demanded for church services as well as Sundav school and reading rooms, and the old Wetmore place further east on Broad street was. purchased, on which is now erected one of the most beautiful church edifices in the city.

The Second Church of Christ, Scientist, was organized by the members of the First Church, residents of the North Side, who desired a more convenient place of worship. The organization was effected September 5, 1912, a site was secured at West First avenue and Park street, and a beautiful edifice was erected in 1915, the total cost being $70,000. The present officers are : President, Charles M. Peters ; treasurer, B. F. Froelich ; clerk, Mrs. lone Wood. The membership is 235; Sunday school enrollment, 160; superintendent, Lenore K. Sosey.

In 1918, the two churches united for the distribution of literature and the maintenance of a reading room, and for these purposes maintain offices down town. Mrs. Ann Savre is librarian.

The Spiritualists have four churches in Columbus, the First Church, a historic stone edifice, being located at the corner of State and Sixth streets. Previous to the erection of this church the small band of Spiritualists worshipped in various places. Their other churches are: Christian, 689 East Long street; St. Andrew's, 118 North High street, upstairs ; and the West Side Church at 75 McDowell street.

The Reorganized Church of Jesus Christ of Latter Day Saints in Columbus is a branch of the organization of the same name with headquarters in Independence, Missouri. It was organized in Columbus, November 12, 1900, at the home of Mr. J. W. Throp, 56 West Jason avenue, by Apostle W. H. Kelly, and consisted of nine members, of which J. E. Matthews, now a patriarch of the general church, was one.

The first meeting place was a church which had formerly been used by the Methodist denomination, then standing at the corner of High and Duncan streets. From this place the}7 moved to a hall in the Robinson block at High and Hudson streets, and in 1907 a hall was secured on the west side of High street known as the G. A. R. Hall, directly across the street.

The membership had increased to about 150 and, as some of the members resided in other parts of the city, it was decided to try to open up a mission work in South Columbus. This mission prospered and in 1909 a hall was secured on Kossuth street near High street, and finally in 1912 a church was purchased on Sixth near Innis avenue. This was still conducted as a mission until February, 1915, when a separate branch was organized with a membership of 10. The new organization was known as the Second Columbus Branch while the parent organization was known as the First Columbus Branch.

The First Branch purchased a lot on the southwest corner of Tompkins street and Medary avenue in 1912 and on September 12, 1915, a church edifice was opened to the public at this place. This building was largely built by the members donating their time and today is valued at $9,000. Elder Arthur Allen, one of the general church missionaries, who previous to entering the ministerial field had been an architect, supervised the building.

The membership of the First Branch today is about 175 members. The ministers of this denomination do not receive any salary for their labors and some of them are well known men in Columbus.

The organization in Columbus has among its members one apostle, one patriarch, one high priest, five elders, as well as priests, teachers and deacons.

This church has sometimes been confused with an organization in Utah, but several courts including an Ohio court hare decided that there is no connection between them, the Utah church having been declared an apostate from the original and this church the original.

There are quite a good many Seventh Day Adventists at this writing in Columbus, who worship and have Bible classes in their church at 86 South Ohio avenue. Rev. Leslie Muntz is the pastor.

Churches which call themselves non-sectarian are as follows: Christian Faith church, 111 South Seventh, Rev. Fletcher Mills, pastor; Church of God, 24 North Central avenue; Church of God Mission, West Third avenue; Church of God and Saints of Christ, North Ohio avenue, Rev. Charles Dewett, pastor; King Avenue Nazarene, Rev. John Gould, pastor; Pentecostal Church of the Nazarene, Brehl avenue, Rev. John Gould, pastor; United Tabernacle, North Garfield avenue, Rev. F. H. Rositer, pastor.

Chapter Xxvii Manufacturing Industries

The Worthington Manufacturing Co. of 1812-20 - The Ridgicay Foundry - First J'ehicle Making - Silk Manufacture - Franklin Found)-}/ of John L. Gill - Making of Paper, Soap, Candles and Starch - Columbus Machine Co. - First Boot and Shoe-Making - Hay den Foundry - Ohio Tool Co. - Woolen Factory - Furniture, Saws and Fencing - Columbus Buggy Co. - Regalia Manufacture - Agricultural Implements - Wage-Earners and Payroll in 1888 - Natural and Artificial Stone - Brick, Sewer Pipe and Tile - Lumber and Mill Work - Shoe Industry - Glass Output - Horse-Drawn Vehicles and Automobiles - Oleomargarine - Breweries - Some Fathers of Industry - last War Work in 1917-18, with a Pay Roll of Nearly $51,000,000.

Manufacturing in a small way and of the most primitive kind dates back almost to the first settlement. As narrated in the earlier chapters, there were mills for grinding the grain and for cutting logs. Whisky-making was one of the earliest industries ; much of the product was drunk, and there were times when a gallon of whisky was a standard of value. The first legitimate factor}- was the Worthington Manufacturing Co., which made supplies for the army in 1812, but collapsed in 1820. For short periods, mills were maintained for spinning cotton, dressing hemp and carding, spinning and weaving wool, none of them marked by any great success.

In 1822 J. Ridgwav & Co. erected on Scioto street north of Broad street a foundry for the manufacture of plows and for the casting of all kinds of machinery. For nearly a third of a century this foundry existed in the Ridgway name and contributed largely to the development and prosperity of the city. In the early days all the pig metal used was hauled from the Granville furnace in a two-horse wagon which made three round trips a week. The motive power was one horse working in an inclined wheel about 30 feet in diameter. Charcoal was used for fuel. In 1 8 -'3 0 Joseph Ridgway associated with himself in the business his nephew, Joseph Ridgway, jr. Steam was introduced as a motive power, and the firm made steam engines, stoves and machinery. The younger man died in 1850, after a busy and useful life in the community and the elder carried on the business till 1851, when lie sold the plant to Peter Hayden.

In 1826 J. Ransberg, at a mill on the West Side, one mile south, produced coarse cloth and linen. Peter Putnam, John and Samuel Cunning maintained tanneries. Conger's flouring mill and distillery stood on the east bank of the Scioto below the town. About the same time Gill & Greer engaged in the manufacture and sale of copper, tin and sheet iron ware, while N. W. Smith established an oil mill and advertised for flaxseed. In 1828, James S. White advertised that lie was prepared to make all kinds of coaches, wagons, hacks, and gigs. He made coaches for the Ohio Stage Co. and may be considered the pioneer in the great carriage-making industry. John D. Ball made saddles and harness about the same time and George Jeffries made chairs and wheels at his factory on High street. In 1831 Robert Talbot made lasts. Elijah Converse, who seems to have been the pioneer beermaker, was succeeded in 1832 by John Abbott & Co. In 1833 Daniel Roe made a silk handkerchief from his own cocoons and, apparently on the strength of his experiment Joseph Sullivant, Lyne Starling and Anthony S. Chew organized the Ohio Silk Co. in 1836, erected a frame building and planted a large field with mulberry plants. In 1840 Jewett & Hall advertised for cocoons, urging that the State paid a bounty of 10 cents a pound for them. But the cocoons did not come, and the silk industry collapsed. Another effort of the time was to grow the sugar beet in paying quantities. That, too, failed in 1838.

The Franklin Foundry (John L. Gill, W. A. Gill and Henry Glover) had origin in 1838, the location being at Scioto and Town streets. In 1839 John McCune took Glover's place in the concern and the association continued till 1818 when McCune retired, and John L. and W. A. Gill conducted it till 1852; then John L. alone till 1857, when the firm became

John L. Gill & Son. The early product of the foundry was stoves, plows and mill irons. Later a specialty was made of a combination steel plow, which was made in large quantities, as many as 4,000 a year. Railroad cars were also built.

Paper-making was carried on here from 1810 to 1819, first by Henry Roedter and John Siebert in a mill two miles north on the Scioto and later by Ernest Frankenberg and Asahel Chittenden, first at the mill just mentioned and later at a mill on the river just north of Broad street. The industry was at no time a great success.

In 1810 John Funston began the manufacture of soap and candles. In 1813 C. Colgate and J. J. Wood began the manufacture of starch; in 1816 Colgate sold his interest to Sumner Clark and the firm became Clark & Wood and so continued till 1819 when Mr. Wood bought his partner's interest and continued the business alone.

The use of prison labor had by this time become a burning issue. As early as 1835 protests against unfair competition with free labor were heard, and in 1841-44-45 they were repeated with vigor at meetings of workingmen. In 1811 Hayden & Morrison made carpets and O. P. and A. H. Pinney made agricultural implements, both with prison labor.

In 1819 Charles Ambos and James Lennox, with $8,000 established on West Broad street the Eagle Foundry, which they successfully conducted and sold in 1851 for $68,000 to a group of men who organized the Columbus Machine Manufacturing Co., with a capital of $80,000. Charles Ambos continued as superintendent, and Peter Ambos, John S. Hall, W. E. Ide, B. S. Brown and J. P. Bruck later became connected with it. It was and continued to be one of the sterling industries of the city.

The Ridgways and Pearl Kimball built in 1819 on the West Side near the Columbus & Xenia railroad track a shop for the manufacture of cars. Joseph Ridgway, jr., having died in the following year, the other two carried on the business successfully till 1856 when they were burned out. In 1857 Mr. Ridgway sold to Mr. Kimball, who continued the business alone.

The manufacture of boots and shoes had become an important industry by 18-19. In that year 200 hands were employed altogether, 60 of them in the factory of A. C. Brown. In the same year G. W. Peters - son of Tunis Peters and father of G. M. and O. G. Peters - established a trunk factory on West Long street. John R. Hughes learned trunk-making from him there and subsequently bought the business from Mr. Peters' widow, building up his own large and long-continued industry.

On the site of the old Ridgway foundry Peter Hayden erected, about 1850, a limestone building 200 feet long and in the center four stories high, the wings being lower. It was a chain factory, rolling mill and tannery combined. The products were bar and rod-iron, wire and saddlery hardware. Mr. Hayden successfully carried on the business for many years, employing several hundred hands.

The Ohio Tool Co., incorporated in 1851, witli a capital stock of $190,000, engaged the energies in the early days of George Gere, A. Thomas and C. H. Clark, while among its directors were Wm. A. Piatt, J. R. Swan, P. Hayden and J. M. McCune. Its chief product for some time was carpenter's planes and it then employed about 200 workmen.

The Columbus Woolen Factory, incorporated in 1851, began operations the following year, with A. P. Stone, F. C. Kelton, Theodore Comstock, John Butler and James Lennox as directors. It was well equipped, consumed 52,000 pounds of wool annually and turned out a considerable variety of fabrics. It was never financially successful and when the mill, which was located by the canal at the foot of Mound street, was destroyed by fire, in 1870, the enterprise came to an end.

In 1853 Brotherlin & Halm began the manufacture of cabinet ware near the canal in the southwest part of the city, maintaining warerooms on High street. The factory was burned twice, first in 1856 and again in 1861, but was eaeli time rebuilt. After Mr. Brotherlin's death in 1861, the firm became Halm, Ford & Stage and later Halm, Bellows & Butler.

A saw factory was operated early in the 1850's at Spring and Water streets by Olden & Drake, and a coffee and spice mill was established by C. P. L. Butler about the same time. E. & H. F. Booth established a successful carriage factory at Third and Gay streets and in 1853 employed 15 persons and made 200 buggies a year. In 1865 they built a new factory and continued the business for a number of years. It was there that George M. Peters learned the buggy business, became an accomplished carriage painter and laid the foundations for a large manufacturing career.

Manufacturing Industries 221

J. G. and M. Krumm in 1851 began making iron fencing in a shop on South High street near the present street car barns. J. A. Shannon in 1853 manufactured carriages at a factory on the east bank of the Scioto south of State street, at one time employing 350 hands. Brick-making became a considerable industry in 1853, 12 yards being unable to supply the demand that year and the next. The Columbus Cabinet Co. was organized in 18(52; the Ohio Furniture Co. in 1866, both for the manufacture of furniture. In the same year David and J. C. Auld, Theodore Leonard, Henry Miller and Edward Hall incorporated a company for the manufacture of brick by steam.

Just after the Civil War George M. Peters entered into partnership with Wm. and John Benns for the repairing and painting of carriages and horseshoeing in a shop on Third street near Town street. Later they bought out the Moore carriage shop on Town street and began to make carriages. They systematized the work so that they were able to sell carriages for half the usual price. In 1870 C. D. Firestone joined them with $5,000, which was soon sunk. Then Messrs. Peters and Firestone established in a small way the Iron Buggy Co. at the northeast corner of High street and Hickory alley and devoted their energies to making one kind of buggy. They succeeded so well with this that in 1875 they organized the Columbus Buggy Co. and Peters Dash Co., O. G. Peters becoming an active worker with them. The factory was established on the west side of High street, and the business grew at a prodigious rate until in 1890 the company was selling $2,000,000 worth of its product annuallv, exporting to many, countries. Decreasing demand for buggies resulted in a gradual decline of its business and the closing up of the concern about the turn of the century.

The Brown, Hinman & Huntington Co. dates back to the early 1850's when it was known as Hall, Brown & Co., later as Brown, Hinman & Co. In 1885 the company was incorporated, capital $200,000, for the manufacture of agricultural hand implements.

On December 29, 1866, the Columbus Rolling Mill Co. was incorporated by J. F. Bartlit, R. E. Neil, Theodore Comstock, P. W. Huntington and Wm. Dennison, with a capital stock of $400,000. The mill began operation in 1872. B. S. Brown, H. A. Lanman and Samuel Thomas were interested in it and made a success of it while the railroads were using iron rails. When the change was made to steel and the raw material could not be readily obtained, the business languished and was finally discontinued, about 1884.

The M. C. Lilley & Co., manufacturers of regalia, dates back to 1865. The business sprang in a smalL way from the publication of the Odd Fellows Companion and the request from subscribers for manufactured regalia. When some of these patrons had been supplied by the publishers it appeared that there was an opportunity for a successful manufacturing business. So a company was formed by Captain M. C. Lilley, John Siebert, Charles H. Lindenberg and Henry Lindenberg, and the business has been so successfully conducted that the manufactory has long been one of the largest of its kind in the country. The factory, which began in the homes of the partners later occupied a building at Gay and Front and then was moved to an imposing structure on East Long street erected for the purpose. Henry Lindenberg died in the early stage of the business, but John Siebert, Charles H. Lindenberg, Philip Lindenberg, with Carl R. Lindenberg, Robert Lindenberg and others, carried on the great business.

According to the report of the Board of Trade for 18S8, when tile population was approximately 88,000, the manufacturing establishments large and small numbered 915, employing 14.,801 persons with a payroll of $6,368,392. The amount of capital invested was $1-1,310,277, and the value of the annual product was $26,075,215. Columbus had already begun to loom up as a manufacturing center. It was a natural result of the city's central location in the State, its position near the center of the nation's manufacturing area, its nearness to neeessarv raw materials such as iron, limestone and coal, its excellent transportation facilities, and its nearness to the great markets for manufactured products. The discovery of natural gas and its use, through the enterprise of Columbus men, as fuel and the development of electricity as a motive power, as elsewhere narrated, gave a new impetus to industrial enterprises which have grown in individual magnitude and in variety until, according to a recent Chamber of Commerce report, of the forty-three leading industries in the United States, Columbus lacks representation in but eight, and the output of the factories just outside of the city limits, to say nothing of the output of those within, exceeds in value the total outnut of the factories thirty years ago. The total product for 1918 is estimated in excess of $100,000,000.

For nearly a century now the manufacture of implements and useful articles of iron has been prosecuted in Columbus. The pioneers were the Ridgways, Peter Hayden and John L. Gill. Following these has come a long line of manufacturers of iron and steel products, whose efforts have given the city a large group of labor-employing factories such as the Jeffrey Manufacturing Co., the Kilbourne- Jacobs Manufacturing Co., the Ralston Steel Car Co., the Buckeye Steel Castings Co., the Carnegie Steel Co., the Hayden-Corbett Chain Co., the Bonnev-Floyd Co., the Columbus Malleable Iron Co., the American Chain Co., the American Rolling Mill Co., the Columbus-McKinnon Chain Co., the Union Fork & Hoe Co., the Kinnear & Gager Manufacturing Co., the Ohio Malleable Iron Co., the U. S. Cast Iron Pipe and Foundry Co., the Borger Brothers' Boiler Works, the Case Crane and Engineering Co., the Ohio Elevator and Machine Co., the Columbus Bolt Works, James Ohlen & Sons, saw manufacturers.

With the passage of years and the shifting of manufacturing possibilities and human desires, the iron and steel product changed to include with agricultural implements, woodworking machinery, stoves, and boilers, such articles as machines for mining coal, chains, steel ceilings, anvils, bolts, metal burial caskets and vaults, steel cars, structural steel, drop forgings, railway car couplers, etc.

With the outbreak of the war with Germany in 1917, most of these iron and steel factories were promptly mobilized for the national defense. Anchor chains for battleships and a o-reat variety of chains for the Fleet Corporation were manufactured ; anvils were produced for the use of the artillery of America and France ; there was a great output of structural steel for the Fleet Corporation, and bolts, which had been made for the manufacturing of peace, were now turned out in large quantities for factories and shipyards. Steel cars were also manufactured under contract with the United States Railroad Administration.

In the quarrying and preparation of stone for building purposes, Win. H. Fish was the pioneer, the concern which he established being now enlarged and known as the Fish Stone Co. A similar business has long been carried on by Fred Wittenmeier. In recent years artificial stone for sidewalks and cement blocks for building purposes has come into popularity and a number of concerns have been engaged in producing them.

Ohio is the leading state in clay and clay products. This industry was promoted by the studies of Dr. Edward Orton, State Geologist, in clay deposits and his work and that of his son, Dr. Edward Orton, jr., of the department of ceramics, Ohio State University. Due largely to this influence, the old-fashioned brick yards producing the early crude bricks have given place to the brick-making plants in which highly specialized machinery turn out wire-cut and face bricks of great variety of shades and texture. Columbus concerns also early turned their energy to the production of fireproof partition walls and flue linings. The sewer pipe and drain tile industry has also flourished. Among the Columbus companies in this business are the Hocking Valley Products Co., the Ironclay Brick Co., the Hallwood Brick and Tile Co., the Claycraft Brick Co., and the Nelsonville Brick Co.

The lumber industry has been prominent in the industrial life of Columbus since the middle of the last century. Among the pioneers were A. Carlisle, Hershiser & Adams, the Hildreth & Martin Lumber Co., Slade & Kelton, the Door, Sash & Lumber Co., all of whom dealt in lumber and mill work. Later came Tom Dundon, M. J. Bergin, E. Doddington, J. J. Snider and J. H. Zinn, the Powell Lumber and Construction Co., the Central Avenue Lumber Co., and others. The last-named company is to be credited with the introduction of ready-made garages, cottages and factory buildings. The Win. M. Ritter Lumber Co. maintains manufacturing plants in various states and does a large wholesale business, much of its product being exported to other countries.

The shoe industry in Columbus, begun in 18 19, was revitalized when H. C. Godman began in 1880 the manufacture of high class shoes. The enterprise was entered upon with some misgivings because of the general impression that good shoes could not be manufactured west of Lynn, Mass., but there was such a success that the business rapidly developed and a substantial company was soon organized. The years have brought to this concern increasing success and it is now one of the greatest shoe manufacturing concerns in the West. Other shoe manufacturing companies were soon organized and arc now operating as follows: The Wolfe Brothers Shoe Co., the Riley Shoe Co., the Kropp Shoe Co., the G. Edwin Smith Shoe Co., the Fenton Shoe Co., the Bradford Shoe Co., and the C. & E. Shoe Co. These concerns have made a name for Columbus as a shoe manufacturing center by reason of their readiness

Manufacturing Industries 223

Columbus is also a recognized glass center both in the number of plants and variety of output. Glass food containers of all kinds and fruit jars are manufactured in large quantities, and there is a considerable production of window glass, portrait glass, optical lenses, microscopic glass and many varieties of laboratory glass, glass for automobile lamps and goggles, cathedral glass. Among the manufacturers are the Buckeye Window Glass Co., the Federal Glass Co., the YVinslow Glass Co., W. R. Jones & Co., the Von Gerichten Art Glass Co., and the Superior Glass Products Co.

Following the quarrying by the State of Ohio on the bank of the river for stone for the present Capitol, there grew up a stone industry which within the last few years has assumed large proportions. S. Casparis was the first to have the vision of a great industry and to make contracts with the railroads for stone for the roadbed. The growth of the steel business made further demand for limestone to be used as flux in the operation of blast furnaces and for concrete work. Good roads also made a large demand for crushed stone. Later came the Marble Cliff Quarries Co., which has engaged in practically the same line of production.

The manufacture of horse-drawn vehicles, which was begun in 1828, continued for manv years to be a growing industry, being represented, besides those already mentioned, by E. and H. F. Booth, M. and E. K. Hayes. The industry was maintained until 1919, its chief representatives being the U. S. Carriage Co., the Keystone Vehicle Co., the Poste Brothers' Buggy Co., and the Ohio Carriage Manufacturing Co. John Immel was a pioneer wagon builder, and the business which he established is continued by the John Immel & Sons Co. Other concerns followed along this line and later turned their attention to the construction of bodies for motor trucks. Fire apparatus has for years been manufactured by the Seagrave Co., which has sold its motorized hose wagons and engines in many cities, including New York City.

In 1919 the Allen Motor Co. moved from Fostoria to Columbus and began the manufacture of automobiles in the plant formerly occupied by the Columbus Buggy Co. on Dublin avenue. The company which has been in existence for five years, in the war years 1917-18 turned out 7,150 cars and expected in its first year of operation in Columbus to produce 5,000 cars. Its authorized capital was .$3, 000,000, some of which was subscribed in Columbus.

Other concerns manufacturing automobiles, tires or parts are the Monitor Motor Car Co., which, after a rive-years existence, is quadrupling its product in the factory at Fifth avenue and the Big Four tracks; the C. A. S. Products Co., Second avenue, manufacturing steering gears; the Henderson Tire & Rubber Co., and the Columbus Tire & Rubber Co., on West Goodale street, and the Timken Roller Bearing Co., which at this writing is constructing large buildings at Fifth and Cleveland avenues. These manufacturing concerns promise to make Columbus to the automobile business what it was so long with respect to the carriage industry.

The Capital City Dairy Co. has for many years carried on an extensive business in the manufacture of oleomargarine. An effort to evade the government tax on its product resulted in prosecutions which interrupted the business for a time, but there lias now been a reorganization and in 1918 the manufacture was again successfully under way, the number of employes then numbering 175.

The flour and grist mill industry is represented by several companies, the largest of which is the Gwinn Milling Co., East Main street, employing 53 persons and producing a flour well known on the markets. The Krumm Milling Co. lias a plant east of the city at the T. & O. C. tracks. The Capitol Milling Co., employing 16 persons, is located on West Mound street.

The brewing of beer was from about 1830 to 1919, when prohibiton became effective, an important industry. Louis Hoster established his brewery on South Front street in 1836. Conrad Born, sr., entered the business on his own account in 1859. These breweries were operated bv the founders or their descendants with great financial success until the last, and large fortunes resulted which were invested in Columbus buildings and banking institutions. Columbus had eight breweries when the law went into effect, and some of them turned at once to the manufacture of soft drinks and carbonated beverages, a business in which Peter Scliillc was, long before, the pioneer.

Columbus was for a time the headquarters of t lie John Wild! Evaporated Milk Co., now moved to New York as a part of the Nestle's Co., an international concern.

The Hallwood cash register was manufactured here for a time and much Columbus money had been invested in it when, in competition with the National Cash Register Co. of Dayton, the company collapsed.

L. B. Davies, a machinist with a shop on West Broad street, late in the 1850's invented the cowcatcher for locomotives, but realized little or nothing from that useful attachment.

Some of the many industries that have come up from small beginnings and the men who were early identified with them are as follows: Paper boxes, the Frankenberg Brothers; brooms, E. B. Gager and E. D. Howard; tinware, E. B. Armstrong; jewelry manufacturers, D. L. Auld; iron fences, M. Krumm; mantels and grates. Win. M. Taylor; soap, Thomas Ross & Brother; theatrical scenery, INI. Armbruster ; theatrical costumes, Karl Kampmann ; wholesale paper, O. A. Miller; window shades, Schroth & Potter; dies and stencils, L. B. Cherington; crackers and cakes, S. P. Elliott and Jacob Felber; trunks, John R. Hughes; butchers' edge tools, Philip Kinnel; piano stools, Henry Holtzman; pianos, the Lindenberg Co.; automobile lamps, John W. Brown; harness, Wm. Burdell; starch, Julius J. Wood; coffee and spices, Andrus & Scofield ; screens, A. L. Yardley. Some of these fathers of business are still living; their associates and successors are far too numerous to be mentioned here.

The Ohio Industrial Commission which by law receives information from all industrial establishments employing five or more persons reported in 1918, in Franklin county, 1,557 such establishments paying to wage-earners .$37,802,843; to bookkeepers, stenographers and clerks $6,61 1,126 ; to salespeople not traveling, $2,788,318 ; to superintendents and managers, $3,675,059 - a total of wages and salaries of $50,877,616. The industrial establishments reporting in 1917 numbered 1331, with a total wage and salary payment of $10,815,156. The increase in payments, largely due to the war, was $10,062,190, of which $911,944 went to superintendents and managers, and $9,120,246 went to wage-earners, bookkeepers, stenographers, clerks and salespeople.

A report for 1917 shows in the 1,331 industrial establishments there were 38,250 male wage-earners, approximately one-half of whom received a weekly wage of $18 or more, and 8,331 female wage-earners, of whom only 165 received as much as $18 a week; three-fourths of them were classified in wage groups beginning with $6 and ending with $12. There was in 1918 a great increase in the number of wage-earners and workers of small salary, as well as a notable increase in wages.

Chapter Xxviii The Railroads

Colonel Kilbourne's T'ision of 1825 - Many Paper Companies Early Incorporated - Construction of the Columbus fy Xenia Railroad in 18^7-50 - First Station - Road to Cleveland Completed in 1851 - The Central Ohio and the Columbus, Piqua \ Indiana in 1S54 - The Hocking Valley and Its Troubles - The C, A. fy C, the Cincinnati Midland, the Columbus & Toledo, the Columbus, Shawnee cS'- Hocking and Other Roads - Favorable Situation of the City for Transportation and Travel - The Union Depot Company.

Even while canals were being built, railroads were in prospect, and there were farsighted men here, among them Colonel James Kilbourne, sr., who had a vision of lines of railroad, usable as well in winter as in summer. Colonel Kilbourne went so far as to suggest the location of desirable lines of railroad across the State and as early as 1825, in a published pamphlet, advocated a system of railroads instead of a system of canals. With a view to future possibilities many companies were incorporated for the construction of lines out of Columbus. The first of these was in 1832 for a Columbus, Marion and Sandusky railroad - first by Lincoln Goodale, Gustavus Swan, Joseph Ridgway, Daniel Upson and Aurora Buttles, and later by William A. Neil, A. Chittenden, Orange Johnson, Daniel Kellogg, Charles Stanbery and William A. Piatt. Another company for a road north to Milan was incorporated by James Robinson, John Bishop and A. V. Payne; and still another to be called the Columbus, Delaware, Marion and Upper Sandusky, was projected that year by William Neil, Joseph Ridgway, J. N. Champion, Lyne Starling, Wray Thomas, Robert Brotherton and Moses H. Kirby.

In 1836 Gustavus Swan and W. S. Sullivant associated themselves with men of other counties and secured a charter for a Columbus, London & Springfield railroad; and in the same year John McElvain and men of other counties projected a Columbus & Marysville railroad. A Cleveland, Columbus & Cincinnati railroad was incorporated in 1836; also an Urbana & Columbus railroad, and a Muskingum & Columbus railroad. In 18-15 a Franklin & Ohio River railroad was proposed by W. S. Sullivant, Lincoln Goodale, Samuel Medary, Samuel Parsons, Leander Ransom and Orange Johnson. In 1816 there was another Columbus & Springfield Railroad Co., in which Michael Sullivant and Wray Thomas were the Columbus men interested. In 18-17 came the Central Ohio Railroad Co., organized to build a road east to the Ohio river. Robert Neil, Samuel Medary, Joel Buttles, Joseph Ridgway and Bela Latham, of Franklin county, were interested in this, as were men of Licking and Muskingum counties. Then in 1819 came the incorporation by Joseph Ridgway, Joseph Sullivant and others of the Columbus, Piqua & Indiana Railroad Co.

These proceedings are interesting because -they show the purpose of Columbus men to get into the business of railroad construction as soon as possible, or at least a determination that no outsider should come in and seize the opportunity without paying for it. The plans and the charters looked like good investments; and such, indeed, some of them were.

The first railroad actually built into Columbus was the Columbus & Xenia. The company was incorporated in 184>1 by Joseph Ridgway, Samuel Medary and William Dennison of Franklin county and others from the counties through which the road was to run. When the Little Miami road had been completed from Cincinnati to Xenia, there was a great effort in Columbus to secure enough subscriptions to bring to road on to Columbus. When the subscriptions amounted to $200,000 the stockholders met and elected as directors: William Neil, Joseph Ridgway, sr., Joseph Ridgway, jr., W. S. Sullivant, D. W. Deshler, Samuel Medary, Charles H. Wing, A. F. Perry, Joshua Martin, R. E. Neil, Orange Johnson and William Dennison. William Neil was elected president; Joseph Ridgway, jr., secretary; D. W. Deshler, treasurer. Sylvester Medberv was appointed engineer and completed the survey in 1815. In 1817, under an act of the General Assembly passed in 1816, the people of Columbus voted - 828 to 21-1 - to authorize a subscription for $50,000 of the stock. Franklin county under the same act, subscribed for $50,000, and the city and county were each given repre- sentation on the board. When there seemed to be doubt of success even with this help, the Little Miami Railroad Co. offered to build a Greene county branch and gave assurance of a return of 6% on the investment. The struggle to get the money was followed by a controversy as to the location of the station, each section of the city wanting the benefit, and this was finally settled by the choice of a site - that of the present Union Station - then at the extreme north end of High street. The rails for the road were bought in England and cost three cents a pound delivered here, the transportation charge being more than the original cost of the rails. A locomotive was shipped from Cincinnati by river and canal to assist in the track-laying. Alfred Kelley succeeded William Neil as president of the road in 1847, and had direct charge of the construction during the next two years, completing the work early in 1850 at a cost for road and equipment of $1,103,1-15.99. On Februarv 22, an experimental trip was taken over the road to Xenia, 54 miles, on open platform cars, in three hours and five minutes. On March 2 following, the State officers and members of the General Assembly took a trip over the line to Cincinnati and back. A station at Franklinton was first used, but in December, 1850, the High street station was ready and the first train entered it on the 14th. In 1853, a brick building for the offices of the company was erected on the west side of High street south of the tracks, where it still stands. In the same year, by a partnership contract, the Little Miami and the Columbus & Xenia roads were operated as a unit and so continued until 1869, when the C. & X. was perpetually leased to the Little Miami Co., which in turn, the following year, perpetually leased the entire line to the P., C. & St. L. Railroad Co., now one of the Pennsylvania Lines.

In 1815, men representing the several charters for a road to the north met and decided to build a road under the charter to the Cleveland, Columbus & Cincinnati Railroad Co., which was revived for the purpose. The Franklin county representatives in this company were Lyne Starling, William Xeil and John A. Bryan. Alfred Kelley was elected president and began the work of construction in 1818. Rails were bought in England, as for the Columbus & Xenia, and the last one was laid February 18, 1851. A train was waiting to come in from the north, at once came into the station and returned to Cleveland. On the 21st, the State officers and members of the General Assembly celebrated the achievement by taking a trip over the road to Cleveland and return. After completing the road Alfred Kelley resigned as president and was succeeded by Henry B. Payne. This road was a success from the very beginning; the next year a dividend of 7% was declared, and the Franklin County Commissioners, who had bought $50,000 worth of the stock, sold it at a profit of .$15,000. Two dividends were paid every year till 1868, when the road was consolidated witli the Indianapolis road as the C, C, C. & I., now Big Four.

A railroad east to Zanesville and the river - the Central Ohio - and a railroad west to Piqua and the Indiana line - the Columbus, Piqua & Indiana - were built almost contemporaneously, from 1852 to 1854. There was an effort to secure city and county subscriptions to the former in 1850, but by that time the sentiment had turned against such participation and tile people by a vote of 5 to 1 negatived the proposition. However, the private subscriptions were numerous, and by April, 1852, the road was under contract. R. W. McCov, Robert Xeil and William Dennison were the Columbus representatives on the board of directors. By January, 1853, the road was complete to Zanesville and the first train delivered passengers here on the 20th. The building of the bridge over Big Walnut was a great job, interfered with by an attack of cholera which caused the deatli of more than 50 workmen. State officers and members of the General Assembly took a trip to Zanesville and return February 4, 1853. Bv June, 1854, the road was completed to Cambridge, and D. S. Gray was appointed Columbus agent. In October of that year, regular through trains began running in connection witli through trains over the Baltimore & Ohio to the river. The Central Ohio had cost $6,200,000 and in 1855 fell into financial difficulties from which it never entirely escaped. II. J. Jewett was president and later receiver until the road was leased to the Baltimore & Ohio. Subsequent changes, which cannot here be enumerated, have resulted in the present arrangement of a double track over the original right of way from Columbus to Newark, operated jointly by the Baltimore & Ohio and the Pennsylvania H a i 1 road Companies.

Track-laying on the Columbus, Piqua & Indiana line began at Columbus, November 20, 1852, and was completed as far as Pleasant Valley by the following June. The first passenger train was run from Columbus to Piqua October 16, 185 K and the first over the entire line,

The Railroads

April 19, 1859. The road and its franchises were sold in 1863 for $500,000, over a million dollars of its original stock being sunk. That year B. E. Smith became president and later the road became a part of the Pennsylvania system.

A railroad into the Hocking Valley was projected as early as 1853 at a meeting in Lancaster addressed by Joseph Sullivant, Wm. Neil and Wm. Dennison ; but nothing was done till 1864, when M. M. Greene and others organized the Mineral Railroad Co., capital $1,500,000, to build a road from Athens to Columbus. When the stock subscriptions had reached $830,000, the subscribers met, December 19, 1866, and elected the following directors: P. Hayden, G. M. Parsons, Wm. Dennison, B. E. Smith, W. G. Deshler, Theodore Comstock, Isaac Eberly, D. Tallmadge, W. B. Brooks, J. C. Garrett, Wm. P. Cutler, E. H. Moore and M. M. Greene. P. Hayden was elected president; M. M. Greene, vice president; .1. J. Janney, secretary and treasurer. The name was changed in 1867 to the Columbus & Hocking- Valley Railroad Co., and its purpose was said to be to bring coal, iron and salt out of the valley. The road was completed to Winchester July 16, 1868, and to Athens in January, 1871. The General Assembly dedicated the road as usual by a trip to Lancaster January 13,

1870. In 1871, B. E. Smith was elected president vice Peter Hayden, and in the following year 28 acres of ground was bought for round house, tracks, etc. In 187-i, Henry C.

Noble, B. S. Brown, P. W. Huntington and H. W. Jaeger became members of the board, and in 1876, the road was operated in connection with the Toledo road, mentioned later, Orland Smith general superintendent. It was brought into co-operation with the Ohio & West Virginia in 1881; and then, when M. M. Greene was president, there came a bit of high financing by which the stock of the three roads was sold, ostensibly to M. M. Greene, but in reality to a syndicate of which Stevenson Burke was the head. Good prices were paid for the stock - more, it was said, than the stock had ever been sold for; and yet by a combination of the railroads and coal lands and an inflation and sale of stock, the syndicate made, it was estimated, about $9,000,000. The deal created a great sensation in Columbus, where Hocking Valley stock had become a great favorite, and there was a feeling of deep resentment, periodically renewed with the litigation that followed. In 1881 the stock of the road amounted to $2,387,950, and of this 78',^ was still held by the original subscribers. The company had paid 17 semi-annual cash dividends or 1 or 5', and had made four stock dividends. As a result of the deal, all this investment was destroyed. M. M. Greene was president of the road till 1887, when'C. C. Waite succeeded him. The troubles continued and about five years ago the road passed into the control of the Chesapeake & Ohio Railroad Co., which in 1917 completed a $2,000,000 bridge over the Ohio river at Sciotoville, a short distance above Portsmouth and, by means of a cut-off to Waverly and a right of way over the Norfolk & Western tracks, operates its trains direct to Columbus and the lakes.

The railroad to Springfield was built in 1871 and what was afterward the Cleveland, Akron & Columbus was built to Mt. Vernon in 1873. The Columbus & Cincinnati Midland Railroad Co. was incorporated in 1882, and the road was built by Colonel Orland Smith, Gilbert C. Hoover and others as far as Wilmington where rail connection with Cincinnati was secured. The Columbus Board of Trade dedicated the road by a trip to Cincinnati, November 13, 1884. This line is now a part of the Baltimore & Ohio system, and the Cleveland, Akron & Columbus road is now a part of the Pennsylvania system.

The Columbus & Toledo Railroad Co. was incorporated in 1872 by M. M. Greene, P. W. Huntington, B. E. Smith, W. G. Deshler, J. A. Wilcox, and John L. Gill. On the board of directors there were men representing the subscribers in various counties through which the route passed, those from Franklin county being William Dennison, B. E. Smith, W. G. Deshler, H. J. Jewett and D. S. Gray. M. M. Greene was president and J. A. Wilcox secretary and treasurer. At an election in 1873, Columbus voted to subscribe $300,000, but was prevented, the law under which the vote was taken having been declared unconstitutional. In May, 1876, the subscriptions totaled .$1,023,000 and the construction was begun and was completed the next year at a cost of $3,338,507.11.

A railroad down the Scioto valley became a certainty, after long discussion, in 1875, when a company was incorporated by Wm. Monypeny, E. T. Mithoff, John G. Mitchell, T. Ewing Miller, W. B. Hayden, John C. English and John Joyce. The work of construction began in August and was completed to Chillicothe in July, 1876, and to Portsmouth in December, 1877. The company having defaulted on its interest, the road was sold in 1890, under pressure from New York, and many of the original subscribers lost all. The same year the road was leased to the Norfolk & Western Railroad Co.

The Columbus, Shawnee & Hocking Railroad Co. was incorporated Otcober 6, 1889, by D. S. Gray, P. W. Huntington, H. D. Turney, W. E. Guerin and F. J. Picard. In the same month it bought the Columbus & Eastern road which extended from Columbus to Cannelville with authorized branches further on. The latter had been built in 1882-8-1 by a company of which G. G. Collins was president and F. Siegel secretary, but had fallen into the hands of a receiver.

What is now known as the Toledo & Ohio Central railroad is the result of the consolidation of the Columbus, Ferrara & Mineral Railroad Co., incorporated in 1871, and the Atlantic & Lake Erie Railroad Co., incorporated in 1869. The latter was to construct a road from Toledo to the Hocking valley coal fields, and the former was to build a road from Columbus into the same region. A joint meeting of the stockholders of both roads was held in 1872 and progress reported. The name of the Atlantic & Lake Erie was changed to Ohio Central, and that of the C. F. & M. was changed to the Columbus & Sunday Creek. In 1879 the two were consolidated, the road was completed, the company fell into the hands of a receiver and in 1885 was sold for $1,000,000. The road reached Columbus by a branch from Thurston, though its first access to the city was over the Pennsylvania and the B. & (). tracks. Later the company secured a direct entrance into Columbus from its main line at Truro on Big Walnut creek and, building a road through South Columbus entered the West Side, using the bank of the Columbus feeder of the Ohio canal as part of its right of way. A passenger station was erected at West Broad and Starling streets, and the western division of the road was built northwesterly through Marysville, Kenton, Findlav and Bowling Green to Toledo.

In 1891 the Columbus, Shawnee & Hocking Railroad Co., requiring a lake outlet for its coal, joined with Sandusky capitalists and built the, Sandusky and Columbus Short Line, which was opened for business in 1893. Later the Short Line was consolidated with the Columbus, Shawnee & Hocking under the name of the Columbus, Sandusky & Hocking. This road went into the hands of a receiver and the Short Line property was sold to the Pennsylvania Railroad Company and is now known as the Sandusky division of that system.. The other portion was bought from the receiver by the Toledo & Ohio Central Railway Company and is now a part of the New York Central lines. In order to secure terminal facilities for these roads in Columbus, the Columbus Terminal and Transfer Railroad Co. was incorporated in 1893, and the road after it was built was based to the Columbus. Sandusky & Hocking Co. This terminal property later passed into the control of the Norfolk & Western and forms the connecting link between tin- main line of that road and the San-

The Railroads 229

Columbus is most favorably located with reference to the great highways of commerce. It is on the main line of the Pennsylvania system between the seaboard to the Mississippi river, as well as to Cincinnati. The line of the New York Central system connecting New York and Cincinnati passes through Columbus. The Baltimore & Ohio system also connects Columbus with the seaboard cities. On the map Columbus appears as a hub with railway lines radiating like the spokes of a wheel and reaching to every part of the State. The Ohio Central and Hocking Valley lines give direct service to Toledo and intervening points; the Pennsylvania and Baltimore & Ohio to Sandusky and intervening territory; the Big Four and Cleveland, Akron & Columbus to Cleveland and intervening territory ; the Hocking Valley, Ohio Central and Baltimore & Ohio to the southeast ; the Norfolk & Western to the south; the Big Four, Pennsylvania and B. & O. Southwestern to Cincinnati and the southwest. Columbus is next door, so to speak, to a large part of the coal producing territory of Ohio, and has the advantage of an abundant and never-failing supply of cheap fuel, an essential to a manufacturing community. The situation as to ore is assured by the number of railway lines connecting with Lake Erie ports. In fact every variety of raw material can be had in Columbus with an average minimum of transportation cost, insofar as it is influenced by geographical location and length of haul.

When the railroads were taken over by the Federal Government in 1918 as a war measure vast improvement in tracks, yards and shops were projected because of the recognition of the importance of Columbus as a railroad center, but little was actually done and some of the work was left in confusion by the sudden termination of hostilities and the financial difficulties of the railroad administration.

The first frame passenger station admitting three tracks was built by the Columbus & Xenia and the Cleveland, Columbus & Cincinnati companies in 1850. A dining hall was opened on the north side of the station, September 9, 1859, and put in charge of S. E. Ogden. The Union Depot Co. was incorporated in 1868, but no action was taken until 1870, when the Cleveland, Columbus & Cincinnati and the Pittsburg, Cincinnati & St. Louis companies formed the Union Depot Co., with a capital stock of $500,000 and six directors, three from each company. In 1873, by an agreement between the constituent railroad companies and flic Union Depot Co. the latter was to issue bonds and build a passenger station, with the understanding that all existing railroad companies or thereafter constructed should have the privilege of leasing track on the same terms as the original parties. The station was built at a cost of $177,9-10, the cost of the grounds, tracks, etc.. running the cost up to -$320,000. The first regular passenger train was run into the station February 14, 1875. It was a Pan Handle train, Edwin Morrell conductor, Morris Littell engineer. Barney McCabe became depot master January 29, 1875, and continued as such for many years.

The new station was a great improvement, but the grade crossings, which were even more objectionable than the frame station, remained to annoy and menace. The High street tunnel under the tracks, constructed in 1875, was a poor makeshift, and there was no satisfactory solution till the city built the viaduct and the Union Depot Co. built the present Union Station in 1891, as narrated elsewhere.

Chapter Xxix Street And Interurban Transportation

The Omnibus and Hack - First Horse-Car in 1863 - Construction of the Various Lines of Street Railway* - First Consolidation - Independent Companies and Further Consolidation - Electric Light and Power Companies and Heating Companies Acquired - Electricity as the Motive Poicer - Doyle's "Dummy" Road - Franchises and Fares - War-Time Controversy - Columbus Transfer Co. - Reorganization of the Company in 1919 - Building of the Interurban Roads.

In Columbus, as elsewhere, the predecessor of the street car was the omnibus. That vehicle was employed in 1852 to carry passengers to and from the first railway station and, beginning; in 1853, to carry passengers between Columbus and Franklinton, to Worthington and Canal Winchester. B. O. Ream was the agent. In 1855 Thomas Brockway introduced the "pigmy omnibus" for four passengers, which had a short popularity for shopping and for evening parties. Then came the hack, introduced by W. B. Hawkes & Co., which did a great business during the Civil War. The same company in 1860 ran omnibusses with a five-cent fare on High and Broad streets.

A street railway was talked of and a company was incorporated in 1851, but the project fell through. On November 11, 1862, the Council passed an ordinance giving a franchise to the Columbus Street Railroad Co., authorizing it to lay its tracks on High street from North Public Lane (Naghten) to South Public Lane (Livingston); also on State avenue from the Penitentiary to Broad, thence to High street, thence to Town and thence to Fourth. High street was to be double-tracked. The fare was to be seven cents, or five tickets for a quarter. The capital stock was $30,000, and there were 21 stockholders as follows: Peter Ambos, J. F. Bartlit, Henry Miller, C. P. L. Butler, T. H. Butler, B. E. Smith, Theodore Comstock, Lewis Mills, Mrs. Celia Mills, Joseph H. Riley, Headley, Eberly & Co., J. M. Trimble, E. Hall, E. F. Bingham, J. L. Green, J. Morrison, O. H. Lattimer, P. Corzilius, Marcus Childs, L. Donaldson and John Miller.

On June 10, 1863, the first car appeared on High street, running every six minutes between the railway station and Mound street. The next year cars were running across the railway track as far north as University (now Poplar) street and as far south as Stewart's Grove. In 1861 there was a reorganization, the capital stock was increased to $130,000, and the directors were Theodore Comstock, J. F. Bartlit, Henry Miller, Peter Ambos, C. P. L. Butler, T. H. Butler, A. C. Headley, B. E. Smith, L. Donaldson, Isaac Eberly and Samuel McClelland. W. H. H. Shinn, superintendent, resigned, and Theodore Comstock, president, seems to have served till 1866 when Thomas Brockway was chosen, Mr. Comstock continuing as president, witli William Person as secretary. The business was unremunerative and the Council permitted the company in 1865 to charge a 7-cent fare or to sell 10 tickets for 50 cents. In 1866 the company voluntarily reduced the fare to five cents, but in 1867 was again permitted to charge seven cents or to sell five for 25 cents. Business continued bad and there was talk of abandoning the enterprise; but, as a last resort, there was a reorganization, giving; to Isaac Eberly as superintendent a free hand to rescue the business if he could. There had been two-horse cars with a driver and conductor for each. Mr. Eberly substituted one-horse cars, with a pay-box for each, saving the wages of a conductor, sold the extra horses anil renewed the track, making it single. He also introduced new tickets to head off a manifest fraud from a dishonest handling of the old. When after about three years he resigned, he had paid the company's share of paving High street with Nicholson block and had put the business on a paying basis. Henry Miller then came into the management and, after a few months service, he and Samuel Huston leased the road, paying 5 per cent, per annum on the stock, a rental of $4,200. Together they bought enough of the stock to secure a controlling; interest, at 10 cents on the dollar. Three years later, in 1873, they sold to Henry T. Chittenden at 75 cents on the dollar.

On May (i, 1868, the Friend Street Railroad Company was incorporated by Thomas Miller, M. C. Lilley, H. H. Kimball, Isaac Eberly, Nathaniel Merion, and Horace Wilson; capital stock $25,000. This road was completed to Fast Public Lane (Parsons avenue) in

July, 1869, and one car began service. This road was intended to reacli the Fair Grounds (now Franklin Park) and was ultimately so extended. That was the second line of street railway in the city. The third was the Long street line which was built by the East Park Place Street Railroad Co., of which W. S. Sullivant, W. B. Hawkes, A. D. Rodgers, S. S. Rickh^, F. C. Sessions and John G. Mitchell were the incorporators. In January, 1872, cars were running as far as Albert street (Garfield avenue) and the track was later extended to Winner avenue and finally to the Fair Grounds. There were car barns on the south side of Long street between Garfield and Monroe avenues. The fare was at first five cents to the barns and 10 cents to the Fair Grounds, then five cents for the entire trip.

The fourth line was that on State street, built by the State and Oak Street Railroad Co., which was incorporated January 23, 1872, by Wm. S. Ide, A. D. Rodgers, E. D. Kingsley, R. C. Hoffman and Luther Donaldson. It had authority under the ordinance to build a road from the east end of the State street bridge along State, Seventh and Oak streets to East Public Lane (Parsons avenue), thence to Broad street, east on Broad to Monroe avenue and on that avenue to Long street. The road was completed east from High street as far as Seventh street (Grant avenue), July, 1872, and there it halted till 1882.

On May 1, 1871, a company, capital $100,000, was incorporated by Wm. Dennison, R. E. Neil, G. G. Collins, and M. H. Neil to build a narrow gauge road and use on it a "dummy" engine. The termini were the Tod Barracks on High street near Warren and the Mock road, and the route chiefly on Summit and Kerr streets. Samuel Doyle built the road and a "dummy" engine with three cars operated over the road for a time in 1873-74. It was a losing venture and was abandoned.

On November 16, 1874, the Columbus Street Railroad Company was authorized to extend its track from High street on Goodale street to Neil avenue and thence on Neil avenue to the University grounds, the charter being for 20 years.

The Glenwood and Green Lawn Railroad Company was incorporated April 23, 1872, by W. B. Hawkes, A. D. Rodgers, F. C. Sessions, John L. Gill, W. S. Sullivant, W. A. Piatt, G. A. Doren, Wm. L. Peck, Robert D. Hague and E. A. Fitcli ; capital stock $50,000. It was to build a road from High street on Broad street to the west corporation line with a branch to Green Lawn cemetery. The road was built out Broad street in 1875 at a cost of about $40,000, and car barns were erected on West Broad. In 1891 it was rebuilt at standard gauge with electric equipment at a cost of $150,000.

corporation line. This road was sold the following year to John Marzetti. R. P. Woodruff, W. A. Hershiser, Win. Powell and Peter Merkle for .$15,000 and they, together with Frank E. Powell were incorporated as the North High Street Railroad and Chariot Company, with a capital stock of .$30,000. Cars were run south to the Union Station, where connection was made with chariots which traversed High street south.

In November, 1879, the Columbus Railroad Company, operating the High street line south from the Union Station and the Neil avenue line, the Friend Street Railroad Company and the East Park Place Railroad Company were united under the name of the Columbus Consolidated Street Railroad Company, capital stock $250,000. A. D. Rodgers was elected president, E. T. Mithoff vice president, and E. K. Stewart secretary. The State and Oak street road was bought by the new company and, under a new ordinance, the line was extended out Oak street to Franklin Park, near which car barns were built. In 1883 the Mt. Vernon avenue line was built as far as Twentieth street and in 1885, the property of the North High Street Railroad and Chariot Company was acquired, and cars for the first time were run without change the entire length of the street. To do these things and make other extension, the capital stock of the company was increased, November 28, 1883, to $1,000,000. In 1889, the Schiller street (now Whittier street) line was built.