Lorain City (part 52 of 77)

Tile Ohio National Guard, as the organization affects Lorain Countj', originated in the Ely Guards, afterward changed to the Hart Guards. They were nuistered into the service of the state in July, 1877, to serve foi- a ])criod of live years. The organization was soon afterward assigned to till' Fifteenth Regiment as Company G, with liead([uarters at Cleveland. AVith the subsequent reorganization of the Ohio National Guard, into nine regiments of infantry, with cavalry, artillery, signal and cnginrcring corps, and marine companies, to complele the slate militiiry

Land Routes

Great Ixdian Shore Trail - The (Jirdleu and State Roads - Early Post Routes - Canals Give Lorain the Go-By - The Old Turnpikes - The Stage Era - Elyria, First Railroad Center - Railroads Crush Side- Wheel Steamers - The Awakening ov Lorain - "When the Railroad Came" - The Great Railroad Docks - The New York Central Systeji - The Electric Lines - ]\L\cadam Roads.

Witli the exception of tlie Indian trail along the lake shore, which was also used by traders, missionaries, soldiers and the pioneer settlers of the Western Reserve, the territory now embraced in Lorain County had nothing which by the most painful stretch of the imagination could be called a road, when its first settlements connneneed in 1807-10. Inland, there were numerous Indian patlis which led from one Indian village to another, or from stream to stream. The Indians used the creeks and streams for transportation sometimes, but as their courses were winding and therefore longer than land trails most of their travel was done on foot.

But until Lorain County was well settled the lake shore route was the main line by land. In 1796, the same year that the surveyors came into the R<.'serve, the Moravian missionary, Ileekewelder, published a map based on his travels, showing numerous Indian paths, the main trails being from Pittsburgh, through what is now Trumbull County, toward the lake shore. It followed the shores of Lake Erie from a point further east and in the direct line of travel most convenient for the Indians of the Six Nations and white travelers from AVestern New York and Northern New England. The trails .shown on the Ileekewelder map all converge at the mouth of the Cuyahoga. The main lake slioi'e line

One of the first woi'ks aeeomplislied liy tlie surveyors employed by the Conneotieut Land Company was to lay out a road along the old Jiidiau trail, from the nortlieastern eoriier of the Reserve at Conneaut to Cleveland. Where it entered the timber the trees were girdled thirtythree feet eaeh side, and for that reason was called the (iirdled Road. It was completed in 1798, and about the same time the more southern thoroughfare, known as the Kirtland or State Road, was put through from tlie Pennsylvania line by way of what are now Trumbull, (Jeauga and Lake counties to Fairport, at the moutli of (irand River midway between Conneaut and Cleveland.

Later, came tlie old ChillicotlK; Road, ])ut tlu'ougii from Kirtland, liake County, on the line of tlie State Road to Ciiillicotlie, tiie state capital.

Ihit all these roads were of little benefit to the residents of Lorain County, who came to the country some years later. In fact, it was not until tiiirty years after the laying out of the Girdled Road along the lake shore tiiat its settlers, even a few miles inland, saw any material improvement in their transportation conveniences.

The lir.st mail in the AVestern Reserve west of Cleveland was carried by Horace Gun in 1808. The route was from Cleveland to the Mauniee. The only houses on the route were one at Black River, occupied by A/.ariah Peebe, and one at IMilan, occupied by a Frenchman liy tiie name of Flemins. In I80'J the mail over this route was carried by Beiioni Adams, of Columbia. It recpiired two weeks to make the trip. The only I'oad was the Indian trail along the lake, and the carrier went on foot. There was no postoffice between Cleveland and the ]\Iaumee, no way mails, and but few who could eitlier read or write. The carrier was compelled, from the length of the route, to lodge one niglit in the Black Swamp.

In 1818 a post route was established between Cleveland and Lower Sandusky, and Elyria became one of the .stations, with Ilcman Ely as postmaster. The official duties were not espcH-ially wearing upon his vigorous pliysifjue, as the mail for the fir.st year was carried Imt once a week, and aftXT tliat, i'oi- .some tiiiio, twice weekly; but even these uecoiiiiiiotlations were eonsidereil somewhat unusual bel'ofe the year 1820. Judye Ely continued to be Elyria's postmaster for fifteen years.

The postmastersliip was not lucrative enough to warrant any political tight over it, but the mail route was considered by the pioneer business nuin as something quite desiral)le. In 1826 Artenias Beebe and Ezra Adams became proprietors of the route, and in 1827 the former went to AVashington and, through the iniiuenee of Judge Ely and Elisha Whittlesey, secured the contract for carrying the mail from Cleveland to Fremont, Sandusky County, and as his six-passenger coach was the first to appear in tlie western part of the Reserve, it created fully as much excitement as did the first railroad train which commenced to run through tile same country a quarter of a century later.

The Beel)e stage line was something, but far from satisfactory. Even in tile late '20s and the '30s, when Ohio's system of internal improvements was under way, the canals and the turnpikes built between the lake and the Ohio passed either to the east or the west of Lorain County. Clex'eland and Sandusky were naturally favored at the expense of the City antl County of Lorain.

Even as late as 1830 there were only about 100 miles of public roads, or turnpikes, in the entire territory of the old Western Resei"ve, and none in Lorain County. The First Range turnpike, sixteen miles in length, commenced near tlie northeast corner of the state and ended at the mouth of Conneaut Creek ; the Trumbull and Ashtabula turnpike, forty-eight miles, was fi-om AVarren to Ashtabula, and the third thoroughfare, fifty-one miles, had its southern terminus at Wooster, Wayne County, and followed the route to Cleveland by way of Medina. In the year mentioned (1830), a fourth turnpike was under construction from Columbus to Sandusky, 106 miles; but neither did this penetrate any Lorain County territory. These highways are mentioned to show the paucity of such accommodations in other parts of the state, more thickly settled, and to indicate that the people of Lorain County were not so fai- behind the times after all.

Before the coming of the railroads many roads had been opened in Lorain County away from the lake shore, especially between Wellington, 01)erlin, Klyria and Lorain, and in 1850 commenced the new era. ' Li tluit year tiie Junction Railroad, now tlie Lake Shore and I\liclugaii iSouthern, was completed, l)y way of Elyi-ia and Amheiist, looping southward through the county several miles from Lake Erie and Lorain. It was not until 1866 that the line to Toledo, by way of Oberlin and Norwalk, Huron County, was opened, its completion gave Elyria two oast and west outlets by rail, and Lorain seemed destined to be neglected by all enterprises designed to furnish adequate land traiisi)ortation.

Then, in 1850-52 came the Cleveland, Colum])us & Cincinnati, Cleveland & I'ittsbui'gh, Cleveland & Toledo and tli(! (Cleveland & Ashtabula, or ijake Shore, connecting with the New York Central and Erie lines.

"Thus, as early as 1852," .says a local writer, "a complete line was in operation from the seacoast to Chicago, and even to Koek Island on the Mississippi river. This great system of travel and tran.sport had the immediate effect of sweeping from the chain of lakes, as it had the stages from the land, the line of splendid side-wheel steamers and floating palaces that for many years had plied between Bulfalo and Chicago, each crowded with hundreds of passengers.

"The railroads changeil the order of business at Cleveland, and for a brief season the lake conunerce at that port presented a gloomy aspect, and the total ruin of the marine industry was prophesied. Eortuiuitely, however, tlie Cleveland & IMahoning Valley Railroad was soon completed, extending into the great coal fields, opening up a new territory to trade and laying the foundation and stimulating manuracluring enterprises."

The City of Lorain passed through the same experience as Cleveland. The causes were general and widespread and in both eases I lie I'csuit of |>lacing them in touch, by rail, with the rieji coal districts of tlie .soiitiieasl, was lo stimulate them as indiisli'ial centers, lo give Iheir lake

With the advent of the year 1S72 (-aine the notable awakening-. The Clevelanil, ivoraia & Wheeling Railway was jjiojeeted, anil in August of tiiat year its first passenger train entered Lorain. Its southern terminus was then still far north of the Oiiio Kiver, but the road nevortlieless served as an oi)en door yielding eoiiununication with a world wliirli iiad been shut oil', tapping at Elyria the great east autl west trunk line wliose advantages hatl uuiintained cominereial supreuuu'y at the county seat and, opening to the vast and prolific coal regions, it traversed a i)ort a1 the nioutli oF the Black liiver whence distribution of their yield could be maile at a luininuini co.st to any point upon the chain of lakes. The creation of tiiis direct air line, straight as the bee Hies, fi-oni north to south, from Lake ICrie to the Ohio Kiver, developed Loi'aiu as a most advantageous point of transshipment for the ore juoduced in the norlbern jx-niusular iron region and bi'ouglit by water to liiul conversion into steel in the immense mills of the rennsylvania ii'onuuisters. The lumber of the Wisconsin and ]\linnesota pinei'ies, seeking the least costly route to a market, also found here rare facilities for an interchange of cargoes. AVith such a start, accelerated by the natural reijuirements of commerce, that vast trade wherein the ore and hnuber of the northwest exchanges itself on I^orain docks for the fuel aiu! mill products of the ceidi'al .states, became established and thiived anuizingly. .\either tlu> rail lines nor the lake freighters are compelled to go empty-iiautled either in oi- out. The one bears in its coal and returns with ore and lumber. The other discharges lumber and ore and goes back loaded with fuel and iron. Since 1899 the Cleveland, Lorain & Wheeling line lias been a part of the Baltimore & Ohio Southwestern .system. The main line is from Bridgeport, Ohio, to Cleveland, 160 miles, with a l)ranch of thirty-one miles from Lester to Lorain.

The Lorain Times-IIerald lias the following regarding this first of the railroads which started the city toward pei-manent growtii and prospei'ity; the account fills in with details the general narrative which has ali-eady been presented: " 'AVhen the I'ailroad canu'.' So spoke

History Ok I.Orain County 285

"The railroad was the Cleveland and Tuscarawas Valley, which line, tappinj;' the coal fields of soullieasterii Ohio, touched the banks of lilack Itiver in 1872. Since lcS72 that pioneer railroad that hrout,dit renewed hope and communal life has i)asscd through eiiangcs in name and ownership, I)ut day by day and year by year the foresight of its founders has been vindicated.

"Today that which was the Cleveland and Tuscai-awas Valley railroad is a division of the Baltimore and Ohio, the oldest railroad .system in America and one of the greatest. At its Lorain terminal the Baltimore i.^ Ohio is transshipping annually quantities of coal and iron that are running into liillions of tons. Its facilities here represent an investment running into millions of dollars. Hundreds of men find employment upon its tiMininal premises. To her wonderful harbor and to the Baltimore and Ohio railroad Lorain must give the credit for her reputation as a leader among the shipping points of the Great Lakes.

"It was the failure of the Cleveland and Toledo railroad to pass through Lorain and tlie selection of the route throiigh the county .seat, Elyria, that brought a commercial relapse to Lorain (Charleston then) after the lieydey years of wooden shipbuilding and lake trading. Commerce Howed to Klyria and the village at the mouth of tiie Black River shunbered.

"15ut the coal fields of southeastern Ohio, western Pennsylvania and West \'irginia were overflowing with a product that could find no outlet. A few men saw the possibilities of building a railroad from the coal mines direct to the lakes; and among these were Selah Chamberlain, W. S. Streator and Amasa Stone, Cleveland capitalists. ^Vith other.S' to aid them in linaiicing the project, Cliamberlain, Streator and Stones late in the 60 's organized the Cleveland and Tuscarawas Valley railroad. It was originally proposed that the lake terminal of the line should be Cleveland. The southern end was to be Uhriehsville, Ohio.

"The project became a reality, and the Cleveland-to-IIhrich.sville line began o|)eration. After a year or so bu.sine.ss had ])econie so flourishing that an extension to Lorain was proposed. Land was i)urchased on the west side of Black River for dockage facilities, a right-of-way was impi'oved, and the Lorain braneli began operation. This was in 1872.'"

Altliou^,'!! flu! (lock fjunlilics of the old (;i(!V(!l!Ui(l and TuscaniwaH Valley line at JiOraiii wcit at fifst ci-iidc, the husiiio.ss of shi|)j)iiig the on; at tlu; ujjpcr lake rcf^ion to the I'eiinsylvaiiia nulls and reeciviiig coal for disti'ilHitioii throu^'hout the uoi-tliwcst was the basis of a solid expansion froiu tlu; (irst. Until IHH'.i \\u: southern terminus of the system was Uhrielisville, Tuscarawas County, where it connected with tlie J^^nnsylvallia system, but in that year a direct line was built southeast to the Ohio River, and the Cleveland, Lorain and \Yheeling, of the Baltimore and Ohio system, was created. Jn 1900 the Jialtiinore and Ohio absorbed the line and thencerorth terminal facilities at Lorain were expanded with redoubled speed. The story of that exjjansion, which is such a marked feature of the city's gi'owth, is deferred to the pages devoted to its history.

Neither the City or the County of Lorain at first realized the advantages of being i)laced in railway connection with the rich and populous regions of three states bordering ou the Ohio River, as the entire country was soon in the throes of the stagnation following the panic of 1878. The storm and the depression had been weathered, however, by the early '80s, when the Nickel Plate (the New York Central) line was constructed nearer the lake than the old Lake Shore and Michigan Southern, and gave Lorain a direct east and west outlet. At the same time, such lesser ])oints as Avon, Sheffield and Brownhelm were accommodated.

It ma}' serve to create a better understanding on the part of tho.se not familiar with the relations of the great railroad systems which cover Northern Ohio to note that the New York Central system controls the Lake Shore & Michigan Southern Railway Company, the main line of which runs from Butfalo to Toledo, via Norwalk, with a branch from Elyria to Milll)ury Junction, seventy-three miles. The Lake Erie, Alliance & Wheeling Railroad Comjiany came into the system in 1912.

The railroad popularly known as the Nickel Plate is ol'ti(^ially designated as the New York, (Chicago & St. Louis, and is within the New York Central system.

The Wheeling & Lake P^rie Railroad, which pa.sses through the .southwestern ])art of the county, taking in Brighton and Wellington as .stations, is conti'ollcd ))y the AVabash Pitt.sburgh Terminal Railway ("ompany. It runs from Lak(! Junction to Soutii Lorain and is for fi'eight .service only.

Tlieri! is prol);il)ly no scc.'tioii of tlie IJiiitcd States vvliieh is more llioroiiglily jx'ovided with electric roads than Nortlierii Ohio, and Lorain County is in the very lieart of tiie best system. The Lake Shore Electric Railway, running from Cleveland to Toledo, a distance of 125 miles, is the longest traction line in the United States under one management. It completes Lorain's free outlets to the east and west. The Cleveland, Southwestern and Columbus line connects J^orain, Elyria, Oberlin, Grafton and Amherst with minor points. A more local line is known as the Lorain Street Railway, specially connecting Lorain with Oberlin, and is chiefly patronized by the hundreds of workmen connected with the great .steel plant in South Lorain.

Especially within the past four years, Lorain County has beei^ conducting a vigorous campaign against bad roads, with the result that there are now within her borders 215 miles of good macadam highways, fifty-seven miles of which have a bituminous surface; of the total, 165 miles arc credited to tlie jjcriod named, 'i'lie estimated cost of construclioii is .'|il,2()(),0()(). Li addition to the macadam roads of the county, concrete road has been constructed to the extent of over ten miles, of which only about a mile has been built by the townships. The foregoing figures are given upon the authority of C. T. Biggs, road engineer.

Corporate Lorain

Black River "Boom" of the '30s - Rise and Pall, of Charleston - The Saviors of the Town - Viliage Chahtered as Lorain - First School and Police Department - Increase of Population - Incorporation as a City - Conserving Physical and Intellectual Health - The Filtration Plant - The Fire Department - Early Educational Items - Lorain's First Union School - Special School Elections - Superintendents and Clerks - Statistics - School Population - Present School Buildings - The Lorain Free Public Library - The Postoffice.

With the coming of its first railroad in 1872, the settloiiient of Charleston, or of Bhick River (as it was called from tlie postoffice), commenced to talk of villayehood, and two years tiieroafter was actually ineorj)Orated. It was j^roposed to incorporate as Charleston, but as it was necessary to have a postoffice also and there were several of that name in the state, the new body politic was designated as Lorain. It is quite probable, also, that as not a few distasteful memories were attached to the ohl days when the struggling town at the mouth of Black River was so overshadowed by the brisk railroad village and county seat, the reincorporation and rechristening as Lorain were matters of general felicitation.

The general causes for the stagnation of Black River and Charleston, which commenced with the decline of the old-time ship building and continuing as long as the railroads neglected her, have been stated; the details follow.

The Ohio Railroad was surveyed in the year 1832. It was the pioneer enterprise of the kind in the slate, and its route, as originally surveyed, led through the settlement of Black River. Tiie following year work was begun on the Ohio Canal, whose terminus, it was confidently

L'Xi)c'ek'cl, would 1)l' at tlie iiioutli of the Bl.iek i{iver. The expected early eoiiipletioii oi' these two great eouuuereial enterprises gave a decided impetus to the activity of the young town, especially in the boom of real estate. A part ot the John S. Iteid farm at the uioiith of the river was surveyed into lots in 1834 by Edward Durand. Soon afterward land for a considerable distance around the Center was held as high as $1,000 an acre, while village lots were almost beyond reach. The canal went to Cleveland, but the price of village lots and the high spirits of the villagers were bolstered up for some time by another anticipated canal and the railroad, work upon which was actually commenced in 1837.

In 1835 tile following were the principal business men of Black River: William Jones, merchant; Gates & Creen, general merchandise; Delos Phelon and 0. Root, forwarding and commission mercliants; Daniel T. Baldwin, farmer; Barna IMeeker, proprietor of the old Reid House; A. T. Jones, blacksmith; E. ]\liller, shoemaker; Thomas Brown, tailor; W. E. Fitch, stave dealer; Quartus Cillmore, farmer and justice of the peace, and Conrad Reid, postmaster.

i\Ir. (Jillmore controlled the original plat of Black River and in 1836 Mr. Reid's farm adjoining was cut up into lots. This '"boom" period is described by Xalunn B. Gates, who, at the time was a young Vermonter of two years' residence at Elyria and Jilack River. lie afterward became one of the most prominent men in the county - in ])usiness, in the building and operation of mills, in the construction of plank roads and railroads, and in public life. Mr. Gates writes thus in the Elyria Republican: "In early spring, 183G, State Engineer Dodge, with his (-oi-j)s of assistants, came in from Coshocton, via Wooster, surveying what was termed tlie Kilbuck and Black River Canal. As the engineers came down, real estate went up. About this time Dr. Samuel Strong put in an appearance. Ilis first purcha.se of real estate was some five acres of land taken from the farm of Conrad Reid adjoining the village plat of Black River. This was mapped out on paper, with streets, lanes, etc., and sales commenced. Every person in Jilack River that could write and had any leisure time, was set to writing out articles of agreement for the Doctor and his purchasers. The five acres were soon exhausted and the Doctor l)0ught six acres from the same farm adjoining the five already platted. All the Black River clerical force was again employed writing land contracts. About this time the great patroon, IT. C. Stevens, i)ut in his appearance and gobljled up all that was left for sale. Fie purchased the residue of Ihe (Conrad Reid farm, entering into coiiti'act to i)ay for the same seventy-five thousand dollai-s. Tie also purcliased of Quartus Gillmore a third-interest in the original plat of Black River for a lilieral sum. We all dabbled in city lots more or les.s, and nearly everybody in Black River and a good many in Elyria got j-i,;|i - oil paper - in a very .siiort lime. Jl. C. Stevens claimed to bo worth liair a million - in lact, we wt.-i'e Jill rieli."

In 1836 the village was honored by the Legislature with a corporation charter by the name of Charleston, and in the spring of 1837 the first and only charter election under that name was held. As that set of officials never entered upon their official duties, their names did not become a matter of record.

Charleston's monopoly of the grain business of much of the lake region of Northern Ohio continued for ten years or more. It had stores, grain warehouses and hotels, property was lield at a high figure and its population reached several hundred. Of course, it is known to those at all acquainted with state history that the original Ohio Railroad completely collapsed; but as long as other neighboring towns did not secure railway connections Charleston, with its tine harbor and water transportation by lake, was not materially affected. But in 1851 its grain trade was seriously curtaileil by the building of the Cleveland, Cohunbus and Cincinnati Railroad, and in 1853 its gloom increa.sed by the commencement of the Cleveland & Toleilo road. These two lines of land travel gave Elyria the upper hand, and Charleston fell into a dead faint. Its hotels practically closed ; its merchants de])arted ; its warehouses were pai'titioneil among the farmers of the vicinity for barns and fences; its cor])Oi'(ite organization was abandoned, and Charleston was placed in the long list of defunct paper towns.

Although corporations may die, there are always .some vital characters in any connnunity which has once prospered who refuse to siiccumb to the general paralysis. "Not dead," they insist, "but only sleeping." Several were left on the site of Charleston who still had firm faith in the ultimate triumph of its favorable geographic i)osition for purposes of connnerce and indu.strial expansion. Of these were IT. R. Penfield and S. 0. Edison. ]\Ir. Penfield almost at his own expense, had a survey iiiadi- from Kocky River to V'ermilion, through Black River (as the ])lac(' again came to Ik; called), for the ])roposed Cleveland, Rort Clinton & Toledo Railroad; but capitalists could not be induced to fostei- the scheme. Mr. Edison, also a large owner of land, established a charcoal riirnaee and bnilt a sawmill on the river nearly a mile from its nioulli.

At a regular meeting of the Lorain County eoniniissioners, late in January, IST-i, that body unanimously granted to Black River a charter of incorporation under the name of Charleston, but the authorities at Washington refused to give the town a postotlice with that name, which liad aireaily l)een granted elsewhere in tlie state. At the request of titi/eus J^orain was therefore substituted, ami under that name it received its charter.

The first election of the reincorporated village was held on April 6, 1874, with the following choice: Conrad Reid, mayor; p]. Gregg, treasurer; II. A. Fisher, clerk; E. C. Kiiniey, civil engineer; Quart us (iillmoi'e, nuirshal; R. J. Cowley, street commissioner; E. Gillmore, Thomas (iawn, E. T. Peck, John Stang, James Porter and F. AY. Edison, eouneilmen; Drs. R. 0. Rockwood and A. Beatty, James Connelly, E. Swartwood, AVilliam Cunningham and Beaver Brown, l)oard of health.

The yeai- after tiie village was reincoi'porated under the name of Lorain, the old wooden building afterwai-d used as a fire station for No. 1 was replaced by a four-room brick structure, wiiich is now the middle ])ortion of the Washington sehoolhouse. Then, it was considered imposing and an evidence of civic enterprise and digiiity. The school and the local system was also under the first superintendent.

The peace and dignity of the village was further per.sonified in Lance Bridge, who had been tender at the lighthouse for several years and when the corporation was created was appointed marshal. One who knew of those times as.serts "There wasn't much for a mar.shal to do. Nor would the duties of lighthouse tender consume all of tlie time of an active man like Bridge. His services in other than purely official directions were cheerfully volunteered and gratefully received. When necessity demanded, the marshal dire(de(l funerals. At the. laundiings of file wooden .sidling vessels in the shipyards that dotted the river and lake banks, his two-fold representation of the majesty of the government of the United States and of tlie government of the village of Charleston threw ail agrceahle ylaiaour over liis nionieiitary authority of master of (;ereiiionies. lie was a versatile man, was Lorain's lirst police department."

liy J 880 the population of Lorain liad reached 1,51)5 and three years afterward, when direct railroad connection with the southeastern coal fields was secured through the Cleveland, Lorain & Wheeling line, her expansion became really noteworthy among the growing ports of the Great Lakes. In 1890 the population of Lorain was -i,863, an increase of 300 per cent ; in 1900, it was 16,028, and in 1910, 28,883. The estimate for 1916 was 33,000.

As Lorain dates her revival and awakening from the time "when the railroad came" in 1872, so her people consider tliat the really modern epoch of her development originated witii the planting of the great Johnson steel mill on her site in 1894. That was the leader of a nohle procession of industries. In that year the local government also became a municipality, the first election, in tiie spring of 1894, resulting as follows: ^layor, George Wickens; clerk, J. 15. Chapman; treasurer, John Stang; city solicitor, C. G. Washburn; city engineer, L. A. Fauver; marshals, Ciiarles Doll and G. J.' Braman.

Councilmen - First Ward, E. M. Pierce and F. W. Pierce ; Second Ward, C. E. llagernum and II. Griffiths; Third Ward, William Mc- Allister and James Reid; Fourth Ward, Frank Snow and E. A. Ault.

Lorain's remarkable expansion of population was attended with the development of measures and institutions tlesigned to i)rotect the public health and furnish the pi'ovisions for popular education demanded by all iiiU'lligeiit communities. The churches and societies developed with the schools and llie sanitary systems, but tiiey were in the domain of private activities and have a i)lace of their own in this history.

TIk! main considerations foi- conserving the public health are the pi'opcr disposition ol' the sewage and an ade(|uate and pui-e su|)|)ly of

History Ok I.Okain County 293

"Tiu! first installation," says Thomas II. Tristram, suporinteiideiit of filtration and long conneeted with the system, "was luiilt in 1884, and eonsisted of an intake, pumping station and distribution system. The method was to pump the water direct to the consumer witliout any previous treatment or purification.

"This method obtained without any very serious effect on public health, until the year 1892, when a system of sanitary sewers was constructed in Lorain, and these carried practically all of the sewage of the city into Black River. The effect of this sewage, on the wholesomeness of tile water supply is indicated by the fact that the typhoid death rate for 1893 increased to the unusually high figure of 183 per 1U0,0()0. A high death rate from this disease prevailed for two or three years after the sewers were built.

"To remedy this disastrous ami undesirable condition tlie intelligence and enterprise of our citizenslii]j was exerted to the end, that in the year 1897 a mechanical filtration plant of three million gallons daily capacity was l)uilt. This plant has the distinction of l)eing the first municipal filter i)lant in tiie country to lie Imilt ui)on a bacterial guarantee.

"For several years after the installation of the im[)roved equipment, the city experienced a comparatively low death rate from typhoid until the latter part of the year 1903 when it beoame necessary to make extensive rei)airs to the filters, and tlie plant was shut down. The typhoid death rate immediately mounted upward and the rate for that year reached 51 per 100,000, the highest to that time since the Iniilding of the plant.

"No more striking proof of the efificiency of filtration in the removal of pollution in a water supply can be found tlian that presented during the months of inactivity of the filter plant in the year 1903.

"For a number of years the city had en.joyed a rapid growth in population and in the year 1905 it was found that the capacity of the old purification plant was exceeded by the quantity of water pumped, and, with commendable zeal on the part of pu1)lic officials and citizens to maintain the standard already attained, plans were drawn for a new filtration i)]ant of double flie cai)acity of the old one.

"This, however, was not accomplished until the year 1912, when, in the month of April, the plant began receiving water through this new intake and has so continued to the present time.

"With all of these improvements to the water supply, the typhoid death rate in Lorain has, with one or two exceptions averaged close to the so-called 'normal' rate of 20 per 100,000 population. ^luch can yet be done, however, to reduce this rate, and plans for extensions and improvements to the filtration system have lieen prepared and submitted to the State Board of Health."

AVitli the development of the local waterworks, the protection of Ijorain against lire has been considered by residents and exi)erts as fully ade(|uatc. The large industrial plants of South liOraiu also have special apparatus and sources of water supply, in case of- emergencies. The fire department of the city compi-ises eight well-organized companies, with its central station on Fourth Street, all under David K. Ilatt, chief. Fire hydrants are distributed at convenient points throughout the city, and are especially easy of access in localities where the property interests are heaviest and where human life would be most endangered by a .serious (conflagration.

Tlie i)umps at the water works drive the water through the mains at a pressure of sixty-five pounds to the inch for ordinary daily service. In case of fire, at a moment's notice, through an arrangement with the local telei)hone company, the pressure may be increased to 100 pounds. The public tests have shown that a good stream can l)e thrown 150 feet high through a 21/2 inch hose and a 1% nozzle. The fire apparatus is ui)-to-date, so tliat, taking all into consideration, the people of Loi'ain are not thrown into a panic at tlie sound of a fire-alarm.

The fire fighters of Lorain connected with the department number more than 100 men, of whom about a tliird are i)aid. Tt costs about $40,000 annually to uuiintain the department. Besides two Knott steam engines and jilenty of hose carts, the e(iuipment includes two up-to-date motors. The smaller of tiie two is a combination chemical apparatus and hose carrier; the larger, an aerial ladder truck. Each is jiropelled by a six-cylinder !)0-hoi-se power gasoline motor. The aei'ial

No. 1, or Central Station, on Fourth Street near Washington Aveiiuo, is an architectural ornament to the city, being constructed of pressed brick with a tile roof, bungalow style. The interior furnishings are handsome and the arrangements convenient and sanitary. The two motors are housed in No. 1, which is in the heart of the city.

No. 7, on Fourteentli Street near Broadway, is the largest fire house in the county, as No. 1 is considered the most elegant. It is headquarters for the only all-paid fire company in the city, and has accommodations for twenty firemen, two pieces of apparatus and six horses.

If tile lines are drawn very clo.sely around the subject, the record of the public schools of Lorain commences with the incorporation of the village in 1874, but some of the old books in the office of the board of education furnish a few items of comparative interest, chiefly illustrative of how small were all educational matters in the times when Charleston had its "deestrict" school as a modest part of the township system. The first item is recorded August 30, 1862, and shows the semiannual tax apportionment for the educational support of the townsliip to be $896.20.

The first graded school within what is now the City of Lorain, was organized and housed in the old hose house which stood where our new modern hose house No. 1 now stands. It consisted of a two-room school and was the only school building within the present limits of the city until 1875, when the new 1)rick school, now the middle portion of the old Washington Street building, consisting of four rooms, wa.s completed and occupied.

The initial steps which led to the erection of the Lorain Union School wore taken at a special election held IMay l]0, 1S74, when if was unan- iiiiously voted to bond tlie village in the sum of $14,000, to be used as follows: Two thousand dollars for the purehase of a site, $10,000 for the building and $2,000 for niaintenanee of the two schools witiiin the district. Stanley Uriftin, the contractor, completed the building during the following year, at a cost of $15,000.

lienjamiu F. Bellows was accorded the honor of being the first superintendent of schools. With one assistant, j\Iiss Kirkbridge, he con- .stituted the entire teaching force. The following year .Aliss Hannah E. Burrett was made the third member of the faculty. Her name will ever be a synonym for faithful, efficient service and devotion to the interest to those to whom for thirty-seven years she so unselti.shly gave the best years of her life.

A second bond election was held in June, 1882, asking for $8,000, for the purpose of erecting three frame schools, one to be located east of the river, one on the Washington Street grounds and one in the Jiraman addition at the south end of the city. The bond issue was lost by a vote of G3 to 7. Tlie next meeting night the board asked tlie people to bond the village for $4,500, to erect two buildings, out to be located east of the river and one at the south end. This election was held early in July and carried by a vote of 46 to 4.

In JMay, 1883, the village carried a bond issue for $5,500, to build the south wing of the Washington Street building, liy a vote of 3'J to 5. The.se four rooms co.st, completed, $5,030.

From 1877 to 1888, with the exception of one year, 1881-82, when Mr. J. A. Wilson was in charge, Mr. J. R. Rogers was the capable head of the system. It was during the first years of his administration that the schools were thoroughly organized, a definite course of study provided, a high school organized and ecpiipped and the schools put upon a workable Inisincss basis.

E. E. Raymond was superintemlent of schools from 1888 to 1890, and was succeeded by II. D. Ward, who served until 1905. During that period, from 1887 to 1899, Miss E. N. IMcConnell was ])rincipal of the High School and is honored for her splendid work by all those who have also 1)een idiiiitilied with the development of the public system.

The statistics considered most germane to indicate the growth of the public school system in any community are those which deal with the progressive enrolment and increase in school property. ]\Iany educators consider such illustrations rather crude and materialistic, and would* rather gauge such progress by actual advance in methods of instruction and appliances to carry out approved courses of study. But, as a. rule;, the increase in the value of school projjerty indicates, in progressive eomnumities, like Lorain, an expansion of up-to-date facilities. It nuiy be added that the problem in Lorain is similar to that with which the Nciiool autiiorities of Clary, liuliana, have wrestled, as nuiny of the pupils are of foreign blood and the ehildi-en of those connected witii tin; gx-eat industries of the city. It is worthy of note tliat both tlie schools and the Public Library make special efforts to educate and improve this element, in whatever expansion is undertaken.

When the old building afterward known as Fire Station Xo. 1 on Fourth Street was first occupied as a school in 1871, three years before the ineori)oration of the village, seventy-five scholars wei'e crowded into its two little rooms.

h'ifleen yeai's later the enumeration of children of school age in the village alone was 885, and tlu^ following year (1886) it had increased to l,0:i;!. In 1SS7 the actual enrolment in tile elementary grades was 602, and in the high school, -10. I'^roni that year until 1894, there was a slow increase in the enrolment, the (igures I'or the lader year being 907

Hov the elementary pupils and 77 for those attending high school. With the founding of the steel works during 1894 and the establishment of other large industries during the following decade, including the building of steel ships in 1898, the population of Lorain nearly doubled, witli the natural effect of pushing forward the eni'olment in a corresponding ratio. From 1897 to 1902, the period of greatest industrial expansion, the enrolment in the Lorain city schools increased from 1,850 to 2,646. In 1897 the enrolment in the elementary schools was 1,745, and in the high school, 105 ; while in 1902 it was, respectively, 2,460 and 186. In 1913, the elementary schools enrolled 4,072 pupils and the high school, 462, and two years later, as we have seen, the figures had increased to 4,246 and 523.

By the early '90s, the value of school property within the city limits was less than .'t;30,000 ; in 1897, it was $89,000, and in 1902 had increased to $186,700. Ten years later it was about $250,000 and at the present time (January, 1916), according to the estimates of the board of education, about $750,000.

High sehool, AVasliington Avenue and Ninth Street. The magnificent new building, dedicated in January, 1916, was completed after four years of construction at a cost of .+250,000. it is thive .stories in height and cla.ssic and impressive in its style of architecture. Besides thirty regular cla.ss rooms, its interior accommodations include two large study lialls, library, room for the Board of Education, superintendent's and principal's offices, complete outlay for inanual training and domestic science, gymnasium, auditorium witii about 1,150 sealing (-ai)acity, and tearhei's' rest and hxtker rooms. Wor'k on this line building was commeneed in 1911 and the south wing was comj)leled the following year, the central portion and the north wing having been but recently entirely finislied.

TIk! Lorain Free I'lihlic Liljiary, as it is known orficiully, is a strong force in close and elil'octivu cooperation witli tlie i)ul)lic scliool system, altliough an independent institution. It is but fifteen years old - Iiaving been, for most of tbat period, a Carnegie Library - and, althou|:;h tlius young, lias given a line account of itself. The initial movement was largely the result of the local Sisterhood, that organization of philantliropie and progressive women which has done so much of real good to Lorain.

Miss Elizabeth K. Steele, who has been librarian since Septeml)er, 1910, furnisiies tiie facts' incorporated in tiie following sketch. On the IDth of August, ]!)0;5, the corner-stone of Ihe Lorain Public Library was laid and the building was opened in ]\Iay of tiie following year. This was the happy culmination of tlie efforts of some of the publicspirited men and women of Lorain who for four years had worked unweariedly toward this result. The need of a public library liad been felt for years and several efforts had been made toward the estalilislinient of a library of some sort, but in 1900 at a meeting of the Sisterhood, the project was formally launched, and the oi'ganizalion of a library board effected. This fii-st board was eomi)0.sed of ]\lrs. E. M. Pierce, chairman; Mrs. Eva Hills, secretary and treasurer; ]\Irs. AV. R. Comings, Mrs. F. D. Ward, Mrs. F. W. Mcllvaine, ]\Irs. A. E. Thomp.son, Mrs. IMcKee, Mrs. J. A. Graham, jMis. S. Klein and IMrs. C. B. Hopkins.

Later, the board joined forces witii tlie Reading Room Boai'tl, an organization of men under who.se auspices a reading room was maintained through private subscriptions, in a one-room buiUling just olV Broadway. Entertainments were given to raise money; book showers wei'e lield ; the W. C. T. U. and the Wimodaughsis coiitriliuted their collections of books, and in October, 1900, tlie library and reading room was formally opened with less than 500 books upon the shelves. In Ajiril, PlOl, the two boards united and were duly iiicoi'poi'ated as the Lorain Pul)lic Library Association, with the following officers: E. E. Hopkins, president ; AV. R. Comings, vice jiresident ; E. C. Loofbourrow, secretary; Mrs. F. AV. Mcllvaine, treasurer.

They (irst secured from Hk; Board of I'ldiication tiie tax levy ])rovided liy law for the siii)i)ort of libraries, and tlie following year received a tax of IMOtli of a mill amounting to ^1,:'()0. Thereupon they applied to Andrew Cai'iiegie for a donation for a building. Tlie city cdiiiicil granted the tax (which is usiinlly made a coiKlitioii liv Mr.

Carin'giuj ol' 10 [kt cent oL' the value ol tlie buildiuj^ for its support, and a site in one of the city parks. J\Ir. Carnegie signilied his willinj,^- ness to ^nve a $30,000 building to Lorain; contracts were let and the building was dedicated in May, 1!)04.

The building, situated in Strcalor Park is one of tlie most attractive librai'ies in the State of Ohio; is well lighted and ventilated and has ample s])ace to acconunodate many thousands of volumes. From its very beginning, the highest standanls have been maintained in organization and in administration, and the ideal of the Lorain Public Library has always been the greatest service and the widest usefulness. At the time of its opening, there were on the shelves, about 2,000 volumes, six newspapers, eigiitceii weekly and twenty-five monthly magazines. fSince then the story of the Lorain Public Library has been one of steady but of very slow growth in the size of the collection.

On January 1, 1<J13, there were 8,712 volumes in the library which, by December 31, 1914, had increased to 9,768. According to the biennial report issued by the librarian for the two years ending with that date, the circulation of ])ooks for 1914 reached a total of 64,716. The figures inilieated a marked increase over the previous year and the result was largely attributed to the shutting down oT so many mills, the enforced iilleness of so many men and the conseiiuent increase in the number of tlio.se who patronized the lil)rai-y. Along this line, the following paragraph is suggestive: "This winter the librarian asked the heads of several deinirtments in our largest industrial plants to send us lists of books which, in their judgment, would be helpful to the men in tlicir ami similar departments. All replied, and from these list.s, compared with what we had and what we had calls for, a list of mechanical books was purchased. They were received the last day of the year, but in the short time we have had them, there has been considerable interest shown in their receipt and numerous calls for them. A printed list has been prepared for distribution among the men intei'ested in the industrial trades and it is hoped it may serve to bring tiie library more dii'cctly to their attention and so be the means of greater usefulness."

The branch library at South Lorain is specially designed to accommodate the readers, both old and young, of the i'oivign element and the management has purchased a number of books in foreign languages, especially in Polish, Hungarian and German.

Special classes of ])atrons mentioned in the rc|)ort are high school students, members of literary clubs and those connected with cimrch and missionary .societies. The handsome club room of the library is used by such organizations as the Soiusis Clul), Jlinisters' Association, l.orain. Fcderalion and Slali- IJoard of Health.

C. 10. Diiiiicls was scciT'tiipy of lli(^ old library boai'd for some yoars ami j)roiiiiiK'iit in tlu; early days of tlio enterprise until lie left llio city, hut Ww. lirst librarian of tin; ('onsolidali'd Assoeiation of 1!)01 was iMiss Mai-garet Deniing, who icsi^ned in Deeemher, ]ii()4, about seven jnonths after the dedication of the new Carnegie Building. She was succeeded by Miss May Chapman, who also resigned in February, 1907. ]\Iiss Frances Root then served until the fall of 1910, since which j\Iiss Elizabeth K. Steele has held the position.

on Fifth Street, and after that was burned temporary quarters were occupied for a time in a store on Broadway, noi-th of Sixth Street. In 190G another move was made to the building on Si.xlh, half a block west of Broadway, and in February, 1910, Congress appropriated $150,000 for a suitable postoffice site and structure ; for something beiitting the city's standing and progress. In December, 1911, the present site was j)urchased by the Po.stoffice Department for $42,500, and grouiul for the new building was broken in April, 191:5, I*ostniaster Ciiai'los Doll tui'iiing the first shovelful of earth. As completed in the following year and since occupied, the Lorain Postoffice has a frontage of over 100 feet on Broadway and its Ninth Street facade stretches back

The Black River Steamboat Association - Era op Wooden Ship- Building - The Fishing Industry - Pioneer and Veteran Fishermen - Status op the Present Industry - Lorain's First Iron Furnace - Planing Mill and Stove Works - The Johnson Steel Mills - First Great Plant Located at Lorain - Ii'ounding op South Lorain - South Lorain as It Is - First AVork on the Johnson Holdings - Opening of the Lorain Plant - Operations as the Lorain Steel Company - The National Tube Comi^any - Other Leading Industries - Era op Steel Shipbuilding - Early Improvements op River and Harbor - Development op B. & 0. Terminal - The Harbor op the Present - The Lorain Board op Commerce - Source op Artipicial Light and Power - Telephone Service - The Lorain Banks - The City Bank - NationalBank op Commerce - The Old Bank op Lorain - The Citizens Savings Bank Reorganized - Cleveland Trust Company, Lorain Branch - The Lorain Savings & Banking Company - The Central Banking Company - The Lorain Banking Company - The George Oroszy Banks.

The industrial life of Lorain commenced with the building of wooden vessels and scows for the lake marine. It continued with great activity, Avith spells. of depression, until 1873, or the l)eginning of the railroad era as it aflPected Lorain. As already stated, the General Huntington of 1819, a sloop, was the first vessel to be turned out of the Black River, Charleston and Lorain yards.

Tile ])uilding of the hrst steamboats, Bunker Hill and Constellation, in 1837, induced the formation of the Black River Steaml)oat AssociatioiL They were called Black River boats, altliough the controlling interest in them was owned by parties in Buffalo and Cleveland. The

The era of wooden ship-building at the mouth of the Black River, up to the time of the coming of the railroad and the incorporation of the Village of Lorain, is so distinct and characteristic of the early period, that the entire list of vessels constructed there is given:

Builder F. Church F. Church F. Church William AVilson Captain A. Jones Captain A. Jones Captain A. Jones W. and B. B. Jones Captain A. Jones W. and B. B. Jones Captain A. Jones W. Jones; A. Gillmore W. and B. B. Jones W. and B. B. Jones Ed Gillmore, Jr. F. N. Noyes J. Hamblin

About forty scows were also ))uilt during the period from 1847 to 1870. Among the builders engaged in that line of construction were D. Dayton, S. F. Drake, William Jones, 11. D. Root, L. Smith, S. W. IJuck, William Curtiss, A. Gillmore, S. Root and S. Fields.

Shortly before "the railroad came," there arose the most important early industry of Lorain, after the building of wooden vessels. The first historical records of the French mi.ssionaries and English travelers pronounced the mouth of the Black River as among the most productive fishing grounds along the .shores of the Great Lakes. The waters of Lake Erie off Lorain have been especially noted for their perch, pike, herring, pickerel, white-fish and lake trout. In other words, all the characteristic fish of the Great Lakes have swarmed around the harbor of Lorain. Three quarters of a centur}-- before the locality was to become famous as a wooden shipbuilding industry, Black River boasted of a considerable Meet of fishing sloops, whose aggregate annual catch ran up into the thousands of pounds.

The twin-industries of sliip-building and fishing went on apaci?, and the "hauls" were famous even with the crude boats and appliances which were brought into service. It was not until the late '60s and the ciirly '70s that tlie fishing reached the dignity of an industry of really commercial importance. To John Gawn, drag-seine (isherman with an establishment in the woods on the east side of the river, is accredited the distinction of having founded the present industry. Other fishermen inspired by the success of the pioneer (iawn, followed his example.

"I\Iany improvements in fishing equipment have heen made since the days of John Gawn" says a local writer. "His old drag seine - the net of Biblical fi.shermen - became obsolete when the resources of the larger operators were turned toward the increasing of efficiency. After the drag seine came the pound net, a line of woven cord suspendetl on poles driven into the lake bottom stretched in a straight line and ending in a circular 'pocket.' Fish, following the long, straight leader, would enter the pocket and bewildered by the circular wall of net, would be unable to find again the opening by which they had entered.

"Last of all in the evolution of improvement in fish-catching equipment came the gill net, its meshes cunningly designed to slip over the head of a fish and tighten ju.st back of the gills.

"Steel is replacing wood in the construction of the larger fishing vessels. One of the local companies' fleets includes six steel tugs, sturdy and fast and equipped with the largest devices for the 'lifting' of nets and the storage of fish on the run to the harbor from the fishing grounds.

"Commercialized to the highest degree, fishing still has the glamor of picturesqueness and romance. Fishermen are still the most daring of mariners. Long before the monster steel freighters dare venture from the harbors in the spring, the rakish little fishing tugs poke their noses out beyond protecting piers, and, skirting the iierilous ice fields, .skurry away for the (isiiing grounds. 'Set your nets early,' is flie word, 'you can always gel back in - .somehow.'

"Day after day Ihrouglioul the fishing season, on calm days when a run into tlie lake is tlu' work of a 'rockiiig-chair' s.iilor, and on stormy days, wlicn a ti'ip to the nels means plunging for mih's through the seas that keep tlie 'l)ig- fellows' at tlicir falilcs 'inside,' tlio lisliinjy eraft ply in ami out. Before the daylight they are away, si)eeding for the nets miles out into the open lake. At dark they return, laden to the gunwales with their eargoes of shimmering silver."

"In the memory of some of the oldest residents of our city," says a writer in a late loeal publication, "is the picture of Lorain's first lisherinan, Daniel Gawn, father of the late Thomas Gawn. Fifty years ago, at the mouth of Black River, with the use of a seine, IMr. Gawn began the first net-fishing out of Lorain, or Charleston, as it was then called.

He di-sposed of his product to people coming from the towns toward the south who journeyed hither in wagons along the then-popular plank road. Barney Bark, who, though in feeble health, is still a resident of our city (written in the spring of 1915), was in the employ of i\Ir. Gawn in this enterprise. Mr. Gawn was succeeded by Adam Ilolstein and Adam Clause, who used a pound-net in their industry. Succeeding them was Charles F. Friend. About this time the fishing l)usiness began to be popular, and soon there were eight little beach fisheries between Jjorain and Vei'niillion.

fisiierinen. Captain Charles Friend is in point of active service among tile oldest fisliermon on Lake Erie. He has been engaged in tiie fishing husiness eoiitinuoiisly for fifty yeai's, and cacli day finds him at the wheel of the tiig liirmiiigliaiii, eoiidneling vvilh cant and enicien(;y th(! lak(! management of tlie iJooth Fisheries Company. Corneliu.s Meyers, a veteran of the Civil war, is another pioneer fisherman, having spent forty-eight years in the industry - sixteen years at Huron and thirtytwo, at Lorain. He is connected with the Booth Fisheries Company as watchman."

After descri])ing the modern methods of fishing, as now in vogue at Lorain, the writer concludes with matters more specific, thus: "The United States Government fosters with great care the fishing industry. Each year, in the late autumn, men called spawn takers from the Government Fish Hatchery at Put-in-Bay go out on the fish tugs and strip the fish of their eggs, sending them to the hatchery. There they are hatched and, at the proper time, returned to the lake to grow into fish large enough to he taken by hook and line for the pleasure and conifort of mankind.

"Each state regulates its fishing. Laws provide when this may be done, how many weeks are allowed for net fishing and, in fact, the industry is surrounded l)y conditions and safeguards that foster it so that the finny trii)e shall not become extinct. Each person or firm operating nets in Ohio waters must procure a license by the payment of a prescribed sum to the Ohio Fish and Game Commission, and the revenue thus accruing is used for the maintenance of hatcheries for the conservation of fish.

"Lorain has three firms in tiie fishing business: The Booth Fisheries Company, the Ranney Fish Company and the Reger and Werner Fish Company. Together they operate about 113 pound and trap nets and from 4 to 37 tugs. Approximately, four hundred men are given employment, the number varying with the catch. Statistics of the catch for one year can hardly be used as a basis for determining the production for the next year, since no two seasons show up alike. There is really no means of gauging this, until it is visii)le."

a little over twoiity years of age, llie liistorie pioneer of them all appeared in the loeal tield the year before tlu; opeiiiiijjj of the Civil war. Ill IS(Jl), also twelve years l)ei'ore the eoiiiiiii,' of the railroad, a little iron fiiniaee was perched on the west hank of tiie Black River. It was located at wliat is now the foot of Eightli Street, and its property stretched along the river front for a thousand feet, including the future site, of the Ranney Fish Company. S. 0. Edison, brother of F. W. Edison, of Lorain, who resided on Second Street, and Dr. I'hilo Tilden were partners in the founding of the furnace. Later the concern was known as S. 0. Edison & Company. William McKinley, father of the President, was furnace-man, or superintendent, and also acted as bookkeeper.

The plant prospered until 1871 when it was burned to the ground. It was never rebuilt on that site, although a similar furnace was located hy ]\lr. Edison at Pigeon River, Saginaw Pay, ]\Iieliigan. This later project was abandoned within a short time, and tlie founder retired from active business, going to East Orange, New Jersey.

The capacity of Lorain's first blast furnace was thirty tons per day. Charcoal was used as fuel. An interesting feature is that the pig-iron i)roduced from the little plant sold at one time for $87.50 per ton, the higliest price for that product ever obtained locally.

The coming of the Lake Shore & Tuscarawas Valley Railroad to Lorain was soon followed by the estaiblislnnent of new industries. Among these were the planing mills of Brown Brothers & Company and E. Slaight & Sons, botli erected in 1873, and the formation of the Lorain Stove Company, organized by leading citizens of Lorain, two manufacturers of stoves in Troy, New York. Buildings were erected and the plant commenced operations, but that old business story was repeated - the friction between "foreign" and local interests. The New York parties were voted out of office, the property was sold and suhse- (juently leased to the Co-operative Stove Company of Cleveland, by wliich it was operated for some time with C. II. Baldwin as resident manager.

an iiulustrial iiiaimiioth of what had before been little more than a Jjij^niiy. It was the real coiniueiicenient of the Steel City of tiio Lakes, whieli tile National Tube Company, controlled by tlie United Steel (.'oritoration, lias been most instrumental in founding. That great imiustry has created South Lorain, and it is no exaggeration to say that fully one-half the population of the entire city dej^end entirely, or partially, upon its operations for their livelihood.

In 1893, when the little Village of Lorain was on the point of becoming a city, its industries comprised a few shipyards for building wooden vessels, a lumber mill and an antiquated lime-kiln. But five years before there had been organized at Johnstown, Pennsylvania, by Thomas L. Johnson, street railway and manufacturing capitalist, what was known as the Johnson Steel Street Rail Company. Street rails for traction lines were turned out of its plant, and some time after it was in operation the controlling corporation became generally known as the JohnsoJi Company.

Gradually the management of the steel plant came to realize that the iiiills were too far away from the supply of raw materials and that the only way to save the enterprise was to transfer the industry to some locality where those entering into the manufacture of steel - ore, coal, coke and limestone - could be most cheaply brought together. Tliat decision was reached in 1893, and early in 189-1 the eastern capitalists interested in the Johnson plant visited Cleveland, Painesville, Fairport and Lorain, in their explorations for a suitable site for the new steel mills.

The final decision, made in IMarch, 1894, was for Lorain, and in the following month occurred its first municipal election. The great steel mills and tlie city were twin-births. Tiie proposal of the Johnson Company was that its rail mills would be moved to Lorain, provided the town .should take upon itself the responsibility of widening and sti-aightening the Black River channel. The individuals then in control of the company were Tom L. Johnson, tlie heaviest stockholder in the mills; A. J. ]\Ioxham, president, and Mux ^l. Supi)es, general manager. One of the first measures which went through tlie new city council in April was to eagerly accede to this proviso and agree to improve the river as suggested.

city. Vacant lots on Broadway, long overgrown with weeds, became valiial)le "real estate," and tlie talk of steel mills and harbor improveiiiciils was ill 1li(! air and evei-ywiiere. Tin; city fatlu-rs dcliiiilely |)l('(|ij;r(| llie municipality to maintain a navigable eluuuKd in lilack Kiver as far south as the land iield by the Johnson interests. Late in May, 189-4, commenced the work of clearing the mill site on the north bank of the river in what is now South Lorain.

Even before the Johnson Company decided to locate at Lorain options had been secured on about 4,000 acres of land. These options were subsequently closed, the intention being to control, as far as possible, speculation in land values and prevent any sudden inflation thereof in place of the steady and permanent increase so neces.sary for future stability.

The Sheffield Land Company was a sub-division of the Johnson Company, created for the convenience of transacting its real estate business. A separate department was devoted to land held for manufacturing ])urposes, inrpiiries regarding suital)le locations for various industries having become so nuniei'ous as to demand special attention and consideration. Of the 4,000 acres of land controlled by the Johnson Company, 1,700 were set apart for manufacturing purposes, one-third being on the north bank of the river, the remaining 1,200 acres comprising a continuous tract, bounded on two sides liy the river, and on a third by the Cleveland, Lorain & Wheeling Railroad. The total river frontage was over six miles, ^'/^ of which was navigable water. Less than 200 aci'cs were comprised in the low land ad.jacent to the river, the larger part being located on a table land, averaging al)out forty-five feet in heiglit above the river from which it rises in a precipitous blutf.

As the high land was of very regular contour, sloping slightly toward the river, it was readily drained of surface water. Tiie soil is rather tenacious clay, underlaid at a depth of from four to seven feet by a very compact shale formation .several hundred feet in thickness, offering the best possible foundation for building and machinery.

About a year after the Johnson Company liad commenced operation at Lorain, an industrial edition of the Herald reported progress, and wliat follows may be designated as a continuation of the "Founding of South Lorain:" "With the exception of some 600 acres reserved by the Johnson Company for present and future uses, the land is held for disposal, for manufacturing purposes only, to legitimate business ('nleri)rises whi(;li may desire to locale here. About 2.;{00 acres of land

"A tract of den.sely wooded land in the heart of the new town containing over seventy acres, was deeded to Lorain for perpetual use as a public park. All avenues and streets are made either 80 or 100 feet in widtli. Tlie lots have a frontage of 50 feet, and vary in deptii from 120 to 200 feet. Flagstone sidewalks, curbing, paving, sewers and similar betterments are provided for before the original transfer of I^roperty takes place and are thus assured. Clauses are inserted in the deeds for l)idding the .sale of intoxicating liquors. This will be omitted, however, at intervals iji certain portions of the town, as the intention is not to force temperance upon the people, I)ut to attempt so far as possible to govern the number and location of saloons.

"Nearly three miles of sewer has been laid, emptying temporarily into the Jilack river, but with provision for ultimate; connection with the general sewer .system of tiie town of Lorain, unless some method of sewage disposal may prove more desirable. Connection has been made, at considerable expense, with the water system of Lorain, insuring the advantages of a [»ure and abundant water supply from tlie lake.

"The main liusiness street, on which all the buildings must be of brick, is already paved with fire brick for a distance of half a mile. Several hundred houses are completed and occupied. IMost of these will be owned liy the occupants and have been constructed with a view to offering an attractive home to the workingman. The style of architecture is sufticiently varied to present a pleasing effect far ditferent from that usually obtained in manufacturing settlements.

"Peculiar advantages in the way of cheap material exist at Lorain for those desiring to build. Stone of the finest quality is quarried near at hand and is cheap and plentiful for the foundation purposes. Shale brick is a local product, and lumber is brought from the forests of I\Iichigan by water at a minimum cost for transportation.

"The electric street railway connecting Lorain with the county seat, Klyria, passes througii the new town site. AVith a fifteen minute service over a road-bed equal to that of any trunk line in the country, a) a si'hcilulc. speed of thirty miles pel* houi', ])i-ompl and frequent eoiiiinuiiicalioii is olVci-ed with (/'leveland, via the Lake Siiore and Michigan Soiilhei'ii Railway at Klyria or the Nickel Plate; at Lorain."

Tlio South Lorain of today, althougli under tlie general municipal governriiciit of Loi'ain City, is one of tJie striking evidence's of rapid, Mibstiiiilial and eoinfortahle industrial growtli i)i'es(;nted in several other sections of the United States. It is chiefly the creation of tiie Slieflield Land Company, in turn the creature of tiie National Tube Company, wliieh is a satellite of the Unit(;d Steel Company. South Lorain is Cary, Indiana, on a minor scale, but very large at that.

Tile streets are from 80 to 100 feet wide, and are graded, curbed and macadamized. Stone sidewalks are laid and water and sewerage are fully provided. Tenth Avenue and Pearl Street are the business thoroughfares, and are paved witli brick in addition to other iini)rovements, and a nuiidjcr of artistic and important business blocks and stores contribute a handsome architectural elfect. Large sums were expended by the Shellicld Land Company in street improvements, and the laying of water, sewer and gas mains. Such main thoroughfares as ICleventh, Twelfth, Thirteenth, Pearl and Seneca are well paved with macadam, and lined with neat and tasteful, and, in some cases, handsome residences.

South Lorain is also the center of a distinctive moral, intellectual and religious expansion, in whicli sucli organizations as the Young Glen's Christian Association, the Public Library management, the Irving Literary Society, South Lorain Congregational Institute, the Sisterhood, the ]\Ien's League and the Catliolic Young Men's Club, luive earnestly and faithfully ])articipated, with the result tiiat residents of tliat section of the city, whetlier of foreign or Americanized stamp, have fouiul living conditions jileasant and profitable.

Throughout all this work of development the Sheffield Land Company was well to the fi'ont. It offered premiuiris for the best-kept gardens, and for many years numerous owners of modest homes vied with each otiier to make them attractive. Liberal terms were also given employees of the .steel works and other industries in South Lorain to enable them to become the owners of comfortable homes convenient to their woi'k. Five ])er cent of the purchase i)rice is recpiired in cash, and the l)alance is payalile at the rate of 1 per cent per month, including interest at tlie rate of (i per cent. For examide, a hou.se and lot costing $l,r)()() would re<iuii'e a cash j)ayment of $7;'), and llie ])alanc(i payable ill. the rale of $1") per mouth. The purchaser has the |)rivilege of paying as much as he likes in addition to the $15 per month which will lie applied to his future payments in case anything should happen to him or his family.

Jii rliiiK!, lfSl)4, lal)orur.s in tlic employ ol" tlic .Johnson (Jonii)aiiy liroku groinul lor tliu power-house of the Lorain-Elyria electric line, whieii was to he owned and operated hy that corporation. South of the site for the steel mills land was also cleared for the residence section, on land owned hy the company. Work on the mill-site i)roper was begun in July, and a monlh thereafter a thousand men were at work on the excavations and foundations.

Throughout the winter of 1894-95 the task of moving the steel mill from Jolmson, Pennsylvania, to Jjorain, Ohio, 200 mikss, progressed rapidly and smoothly, and hy February the original Lorain phuit was complete. Within the fence on tlie newly-cleared grounds, were a Bes.semer converting works, a blooming mill, a rail-i'olling mill with fiiushing equipment, and a group of mechanical shops.

April 1, ISDf), was a gala day, for it marked the tirst "blow" of steel in tlie new mills and the official beginning of their oi)cration. About 1,200 men were employed. Tiie ofti(;ials, on the oi)ening day, wi're : A. J. Maxham, president; Tom L. Johnson, vice i)resi(lent; Max M. Su])pes, general manager; I'. M. Boyd, secretary; W. A. Donaldson, treasurer. The first rail to be turned out of the new mills was rolled in the month following the official opening.

With its first organization, the Lorain plant had no blast furnaces. Pig iron, from whi(;h the steel for the rails was made, was imported from outside furnaces.

For four years the plant operated as the Johnson Company. Then in 1898 there came a reorganization, changing the name to the Lorain Steel Company, and expansion of the manufacturing facilities of the plant began almost simultaneously with its opening. Lnprovements in steel-making and steel-handling machinery increased the mass of the output as time went on. JMonth by month the number of employes momited ui)ward. In 1899 the present blast furnaces were completed, their installation making necessary the buiUling of docks for the handling of ore.

To the eastward of tlie site of the st('el inills at Lorain were laid the foundations of the present tube i)huit. (Jonstriietion on tlie tul)e-making de])artment was coimnenced in l!K);j. The first pipe was made on Fel)ruary 10, 1905, and the tube mills were completed in the following year.

In 190!) one of the most important improvements was added in the open heartli deijartment, bnilt lor the purpose of manufacturing by a newer process a better grade of steel than is possible Ity the old Hessemer method.

Mr. Schiller is still president of the National Tube Company, whose head<iuarters have ])een transferred from Pittsbiirgli to Toledo. IMax yi. Suppes, who came to Lorain with tiie old Jolmson Company, in 1894, has been the executive head of the mills ever since.

Outside of the National Tube AVorks, among the largest of the industrial plants in South Lorain are those of the Thew Automatic Shovel (.'ompany and the American Shovel and Stamping Company and the American Steel and Tube Company. They are located on East Twenty-eighth Street and the Baltimoi-e & Ohio Railroad tracks. They were established in 1899, and employ several hundred men.

The Thew Automatic Shovel Company manufactures both steam and electric shovels for ore and fuel docks, blast furnaces and steel works, mines and ])rickyards, and for general excavating purposes. Tiie American Shovel and Stamping Company and the American Steel and Tube Company, which ai'e oi)erated under joint management, are devoted especially to the production of pre.ssed-steel specialties for agricultural implements and vehicles.

Of the other large industries which have given Lorain so substantial a reputation may be mentioned the National Stove Comi)any, a branch of the American Stove Comjjany, whicli turns out everything in the line of stoves, ranges, ovens and heaters; the Lorain Casting Company, the Lorain iMilling Company, the Hrunk ]\[achine antl Forging Company and tlie Lorain Crystal Ice Company.

For fifteen years or more after 1897, when ground was broken for the great steel shipyards on tlie east l)ank of the Black River, Lorain was one of the leading centers of the industry in the country; of late years there has been a marked decrease in tlie output of the yards, caused largely by general conditions, such as the transfer of much of the iron and steel manufactures to points further West, and to the local fact that the metal industries of Lorain have l)een largely diverted into special channels and away from the making of tlie material which enters into the construction of steel ships. Notwithstanding, the present plant of the American Shii^building Company is one of the best-equipped in the West, and it is still doing considerable constructive work.

The history of the rise of the great industry is given thus by the Lorain Times-IIerald : "From 1820 to the early '90 's as nearly as can be ascertained from the records, no less than 'AOO wooden ships were built in and near Lorain. In what might be called tlu; second era of wooden shipbuilding, Henry D. Root, still active at nearly eighty (written in July, 1913), and only recently retired, was a prominent figure. His yard on the west side of the river, almost opposite the present plant of the American Shipbuilding Company, turned out many of the larger vessels. The schooner 'Our Son.' l)uilt by ^Mr. Root in 1875 for H. Kelley, was in commission until less than ten years ago.

"Early in 1897 there was organized in Cleveland the Cleveland Shipbuilding Company, with Robert Wallace, a .shipbuilder of experience, as general manager. The company jjurchased a site of twenty acres of land on the east bank of Black River, between the Erie avenue and Nickel Plate bridges.

"On February 10, 1S97, John J. Stang, Sr., now deceased, who was tlie contractor for the construction of tiie dry-dock, turned the first shovelful of eartli on the site of the new yards. Beside the dry-dock, tjvo launching slips were dredged and four construction lierths laid.

"i-'iirly ill bSDS active ojx-i'alioii of the yards was begun with a force of about 1,L'()0 men. 'j'liomas Briscoe, as superintendent, was in active charge.

"Lorain made the Superior City's launching a gala event. Spectators came from miles around and joined a party of distinguished guests to witness tlie affair. The boat was christened by Mis-s Liez Pierce, daugliter of E. M. Pierce.

the Superior City there have l)een turned out of the Lorain yards a total of 129 boats, with a combined tonnage of over 650,000. liesitle some of the leviatiian fz'eighters of later days, the Superior City is dwarfed. In over-all length, the 500 foot, and the 600 foot mark have beeJi pa.ssed. Contrasted with the 7,000-ton capacity of the fii"st monster, the Superior City, are the cargoes of over 12,000 tons that Lorain-built boats have carried from the mines at the upper lakes into the lower-lake ports.

"A eoneeption of what Lorain has accomplished in ship-building since 1897 may be gained from an analysis of the list of vessels turned out here. Of the 129 boats built, six had carrying capacities of 12,000 tons eaeli, tlie largest class of boats on fresh water; 11 had capacities of 10,000 tons; one had a capacity of between 9,000 and 10,000; two, between 8,000 and 9,000; 15, between 7,000 and 8,000; 40, between 6,000 and 7,000; eight, between 5,000 and 6,000; 36 were in the class of 5,000 tons and under. One hundred and nine of the boats turned out were freighters; two were oil steamers; seven were oil barges; nine were tugs ; one was a salvage lighter, and one a catamaran built for a mountain summer resort.

"The masterpiece is the James A. Farrell, flag-ship of the Pittsburg Steamslii}) Company's fleet. The Farrell was launched on September 28, 1912. For a second time Lorain made a launching a gala event. On tlie christening stand when the vessel took the water were James A. Farrell, president of the billion-dollar United States Steel corporation, for whom the boat was named; William B. Schiller, president of the National Tube Company; officials of the Pittsburgh Steamship Company, and other personages of note in the industry and commerce of the nation.

"Until 1!)0() the i>lant operated upon its original site of 20 acres. A glow in^- demand for more and larger ships nmde expansion necessary, and a tiiiet of 2)5 acres, to the so\illi of the old plant was a('(]uired.

"In tlie added space was coustnicted a new dry-doek, 747 feet long, with a widtli oi" 125 feet at the top and a widlli of IG feet over the keel ])locks. This dock is still the largest on fresh water and among the half-dozen largest in the world. Later, on the new territory, came a second punch sliop, 180 by 245 in size, a boiler shop 110 by 120 feet, a foundry 140 by 200 feet, and last of all a i-einforced eonerete-and-steel niaehinc shop, 180 by 245 feet in ground dimensions. In the machine shop is installed one of the largest boring machines in the United States and the second largest planer in Ohio.

Thomas Uriscoe, first superintendent of the local yard at the time of its establishment, was succeeded, at the time of the merger with the American Shipbuilding Company, by W. W. AVaterson, who resigned after two years to become superintendent of construction for the Pittsburgh Steamshii) Com])any. Fraidc fleCfrey was supei'iutendent fi-om 18!)!) until li)()4, wlien he look charge of the Union Iron Works yard at San l"'i'aneiseo. I'\ C. lialMarclie succeeded Mr. .It'lVrey and he, in turn, was followed by tlie former assistant superintendent, A. W. Payton.

f;oiiij)imy !is tliii owiici- oi" tlio j)laiil. As slatt'd, llu; sU'iiitici- Superior i'My was tlu; lirst boat coiistriictcd, when the Lorain phiiit. was establislied l)y the (Cleveland Sliii)hiiildiii(,' Company. It was completed in the early spring of 18D8, and during that year four other boats were launclied from the yards. Only thi'ee were turned out in 1899, but in the following year (the first twelve months under the ownership of the American Shipl)uilding Company) eight were completed; the same number for each of the years 19U1, ]'J02 and 1903; four, in 1904; si.x, in 1905; seven, in 1906; eleven, in 1907; eight, in 1908; twelve, in 1909; eleven, in 1910, and nine, in 1911. Five boats were launched in 1912, and not to exceed four, in any year since, although seven are under contract for 191(j. This Ii.st includes tisii tugs, tire tugs, freighters, oil boats, and pleasure craft and jjai'ges.

The material improvement of tlie harbor did not commence until 1894, or the year of the founding of the Jolmson steel works and the incorj)oratioJi of the city. Later, tiie owners of tlie new steel shipyards eo-operated in the improvement of their own large pro])erties, and the National Government has added its money and efficiency in the furtherance of the great work.

"Lorain lias the best natural harbor on the; south shore of Lake Erie. Others may surpass it in development, but none can equal it in oiijjoi-tunity. Some may exceed it in ])resent tonnage, but none can compare in brilliancy of prospects.

"Long years ago, before the hand of man had straightened its course or deepened its channel, it offered shelter to the largest boats that then traversed the lakes. The flagship of Commodore Perry might have entered its winding course and followed up beneath tlie waving bouglis of primitive oaks for four miles without touching bottom or being impeded at a single turn. Even forty years ago, had there been a Vessel drawing 13 feet of water, it might have gone inland nearly, if not (juite, two miles, without discovering the river liad a bottom. Local shipmasters yet living can testify that the channel for 1% miles was then at least U feet deep and 200 feet wide, and that above that point,, for two miles further, it was 14 feet deep most of the way. A vessel drawing any amount less than 14 feet inight have gon(! inland the distance mentioned, and tlieii have winded as easily as on the broad expanse of tlie laker's bosom.

"The harbor is wliat it is today chiefly because nature made it so. True, the lower chaunel has been straightened, the piers extended, the bottom dredged near the docks, but less than $75,000 has been spent in general dredging, yet what a change. The modern monsters that plow the lake may sail in and out and pass three abreast almost anywhere in the river for S^/o miles of its course. There is now a channel 17 feet deep, 90 feet wide and much of the way 250 feet wide. This is tlie result of a single summer's work. There is no point which the largest vessels can not pass with safety, and a 300-foot boat could easily wind at the top.

"The city has undertaken the ta.sk of widening, deepening and straightening this magnificent natural channel until it shall be seventeen feet deep for a distance of four miles inland ; until it shall be four hundred feet wide at the narrowest part and eight hundred feet some of its way. The city has pledged itself to put in this 400-foot channel, but the ease with which it can be done and the restriction on taxation, guard against the work ever becoming a burden. The municipality is pledged never to levy more than one mill of the tax duplicate for river purposes. This, it is believed, will l)e amply sul^cient, witli wluit help the Governnient will give, not only to provide the 400-foot channel for the entire four miles, but to keep it in excellent condition.

"The sea seldom runs so high that ves.sels cannot enter the harljor, but when it does the bottom of the lake on all sides of the piers affords the best possible anchorage, where vessels may ride out storms in comparative safety. There is another advantage in this harbor seldom enjoyed elsewhere. When the dredging is once done it is done forever. ]>lack River drains for forty miles inland a .section made up of shale and clay. Its waters, though dashing over precipice and fre([uently raging along its upper confined boundaries, brings no silt or sand to fill the navigal)le chaunel beneatli. The sides and I)ottoms of tiie deeper channel are equally fortified against abrasion, and tlie lake about tlie moutli is as free from accumulations of sand as any harbor on the lakes. Tluis, dredging once done, lasts almost forever. Docks once capable of receiving siiips, remain so. The expen.se, uncertain in amount l)ut generally heavy and dreaded, of maintaining tlie channel clean, and of keeping the docks accessil)le, is lieri' unknown.

"Of this uuignificeiit river frontage, extending four miles on either si(b' - fnlly eiglit niih'S in ail - less than a niMe and a half is in actual use. The (yleveland, Lorain & Wlieeling Railroad owns a large arimunt of valnalih' dock on llie west side near the rivei- mouth. On this have lieen erected the most iinpi'oved and extensive ore and coal handling maehiiierv. The faeilities of Hie Cleveland, Lorain & Wheeling l>;iail are unsurpassed by any one eoneern on tlie soutli shore of Lake Erie. Tlio Jolmson Company is putting in extensive docks in ttio vicinity oT their works. These will be Jarge enough to acconiino(hite tiie immense ore and iron traffic of that big concern. A lew otlier docks are scattered along the river, but the remaining frontage is available for any industrial enterprise. Cood sites are just as plentiful as ever, and they may be ol)tained at very reasonable prices. Any substantial business concern can get a site free upon making a satisfactory sliowing of liusiness and financial standing.

"As an example of liow rapidly the l)usiness of this harbor is developing, a statement of the amount of coal, ore and lumber liandled, will l)e interesting. The lumber received last year amounted to 15,442,426 feet, the ore and coal amounted to 678,935 tons. The influence of the recent improvements in ore and coal handling machinery and tile building of the Johnson Company furnaces promise to double the latter figures for the next season."

Years ago the city pledged itself to expend an amount not to exceed one mill per annum on the assessed valuation for the ])i-oadening, (lecj)- eniiig and straightening of the river eiumnel. The amount actually expended has been far below this figure. The city engineer estimates the average yearly expenditure for harbor improvement at al)0ut +8,000.

The actual figures for the years 1902 to 1913 follow: 11)02-1904, $190,000; 1905, nothing; 1906, $5,000; 1907, nothing; 1908, $8,000; 1909, ,$14,700; 1910, $14,239; 1911, nothing; 1912, $25,000; 1913, $15,000 (estimated). It is to be noted in connection with the figures just given, that during the years 1902-1904, an amount of $190,000 was exi)ended in one big river dredging contract. This really was an extraordinary expense, found necessary after many years during which the river channel had virtually been neglected. The big total cannot be considered normal. The floods of early spring, another extraordinary circumstance, made necessary the dredging work to be done durij)g the present year, which is estimated at $15,000.

As the inner portion of the harbor must be maintained by the care and effort of men, so must the outer portion. Old settlers tell of seeing men plow trenches in the Black River bottom after a hard "northeaster" has sent seas across the lowlands near the mouth of the stream and filled the channel with sand. Concrete protection piers, constructed by the Federal Covernment at a cost of iiundreds of thousands of dollars, ward off the mischievous northeasters now. Hetvveen the i)iers is an entrance 400 feet wide.

Out beyond the protection piers stands the 1>reakwater wall, massively built of limestone from the (piarries at the upf)er end of tiie lake.

So far, the Federal Government has eontined its operations at the Lorain iiarbor strictly to that portion lying ontside the river mouth. Now forces are at work to induce Congress to draw upon the national treasury for extensive improvements in tiie inner chaiuiel. Straightening work, already carried forward hy the city, would be continued on a far larger scale than the municipality can afford. A survey to determine tlie extent of the work has already been authorized l)y the National Government.

So much for what the harltor is and will be. Now for a few facts concerning what the harbor is doing. Figures cease to l)e dry and uninteresting after they pass the million mark. An analysis of the bu.siiiess of the port as given by United States Inspector Henry F. Alexander, for a iiuml)er of years, is presented without comment :

The harbor ot Lorain has had a reputation for many years of being not only the most secure of any of the Great Lakes, liut also oiu; of the most thoroughl}' improved. It was this feature of the i)ort more than any other which deternuned the location of the i>lants of the American Shii) Building Company and the .Johnson Steel (Company. 'IMie fine; harbor also decided th<' Cleveland, Loi'ain & AVheeling Raili'oad to make liorain its terminus, with the establishment of its imnu'use docks for the handling of ore, coal aiul lunil)er. Furtlier, the harl)oi- protected and encouraged the tisliing industry, which had heen early estahlished at the mouth of the Black River and is still of considerahle volume.

The harhor of the present emhraces not only the gigantic outer hreakwater which offers protection for marine craft at tlie river moutli, hut 81/; miles of dockage along the Hlaek River. Altogetlier tliese facilities represent 87,000 lineal feet, or over seven uulcs of dockage. In tliese improvements, as well as in the maintenance of dee]) water at the mouth, the Federal Government has already appropriated about $480,000, to wliich the city has added nearly !t;l)0(),000 ; and there is now available, both from the national and municipal funds, fully $900,000 for harl)or and river improvements. The principal improvement now in progress is the work of widening tiie ciianiud between tlie Government i)iers, whicli run into the lake for 2,000 feet to the lightiiouse. In order to maintain an ade(]uate channel, the City of Lorain has acipiired the laiul necessary to secure the minimum river width of 400 feet. Tiiis step luis been taken to forestall encroachments upon the river by the growing industrial plants established along its course. An important harbor improvement in the near futui'e is the construction of a lateral breakwater 2,400 yards in length and located about a f(uarter of a mile from the ends of the lake i)icrs, thus greatly adding to the capacity and security of the outer harbor.

A notabh; feature in the harbor improvements and a leading element in the commercial and industrial revival and continuous growth of Lorain, are indicated in the improvements commenced by the Cleveland & Tuscarawas Valley Railroad and continued by its successors, the Cleveland, Lorain & ^Vheeling and the Baltimox'e & Ohio. The broad and remarkable expansion of the railway interests devoted to the transhipment of iron ore and coal at that ])oint, commencing with the early '70s, is thus pictured by the Lorain Times-IIerald : "In transhipping equipment at the Lorain terminal, the Cleveland & Tuscarawas had tliree coal docks, each of the derrick type with buckets that were tilled liy hand. One dock was locatiul at llie foot of lower Hi'oadway and tlie otliei" two a slmrt distance soutii of the Krie Avcmue viadui't and bridge. Vov oi'e uuloa<iing lliere were two I'li'ie ci'aiies, mounted at the site of tlie jjresent No. 2 coal dump near the Round TFouse bend. The cranes dropped tiieir loads on tlie dock, wlieni'e it was transporfed lo the storage bins in 'man-power' wheelbarrows.

"The early '80s brought marked development. RidiiianeiMg was effected With its lines extended to the Ohio river, the road, in ISSU, expanded under the name of the Cleveland, Lorain & Wheeling. ^ Three years before E. M. Pierce, who was to become one of Lorain's most influential citizens, had come liere from UhriehsviUe 1o assume the responsibility of agent of the coal terminal.

"Agent Pierce's administration, covering the period between 1880 and 1907, was marked by extensive development of the re-organized railroad's' terminal facilities. 'Whirlies,' and later a battery of Brown hoists, replaced the cranes for unloading ore. The coal-loading derricks gave way to the present No. 1 coal loader nortli of the Erie Avenue bridge, capable of picking np a 'gondola' and dumping its contents into a vessel. Yardage and repaid facilities were expanded.

"In 1900 came a second reorganization, opening the ])reseHt and the greatest epoch in the history of the road. The patriarch Baltimore & Ohio, reaching westward for outlets, alisorbed the Cleveland, Lorain & "Wheeling. In legal name only the old road still exists. In a material way to it has been imparted the pulse of the larger, more powerful organization.

"Improvements in terminal facilities went forward with the redoubled speed under the new ownership. A second coal-dump, with a larger eai)acity than the old No. 1, was built on the east side of the river south of the Nickel Plate bridge. Last, but by no means least, there was placed in commission in May, 1912, a $2,000,000 ore unloading plant at the foot of Broadway, where once stood the derrick coal loaders, with their liand-fiUed buckets.

"Nowhere on the Creat Lakes is there a more complete cargohandling plant of the big-storage type than that which rears its great structural steel bulk at the lower end of the city's principal business street. Thousands of cubic yards of concrete, thousands of tons of steel, and hundreds of tliousands of rivets went into the making of this great mass of machinery that will unload two 10,000-ton ves.sels in twenty-four hours. The three moval)le 'ram' unloaders, each carrying a 9-ton, claTn-shell bucket. At the rear of the three unloaders travels the great conveyor bridge, as big as many a modern sky-scraper, itself mounted on wlu'cls, and carrying aloug its titanic length a V-'-tou 'clam.' The conveyor takes the ])lace of tlic! man-power wheel-bari'ows in transmitting the ore back to the storage; bins.

"For several years the Lorain yards have l)een doing a largo sliare of the freight car repair work of the Cleveland division of the Baltimore & Ohio. The shops have grown and increased in size many times since 1872. Today they are the largest shops assigned to freight-ear work on the entii'e Baltimore & Ohio System."

The Lorain Board of Commerce, with organizations of a kindred nature of an earlier date, has accomplished much toward the commercial and indiistrial development of Lorain. The present body is the result of a merger of the old chamber of eonnnorce, founded in 1883, and the board of trade, organized in 1899; the con.solidation occurred in 1908 under the name of the Lorain Board of Commerce. The details which led to these three steps toward development are as follows :

On the afternon of July 28, 1883, eight men met in the directors' room of the old First National Bank to organize the Lorain Board of Public Improvement. The eight citizens were Theodore F. Daniels, founder of the bank in which the meeting was held; E. U. Pierce, Lorain agent for the Baltimore & Ohio Railroad ; David Wallace, vessel owner; John Staug, marine contractor; C. J. Hills, secretary of the Lorain Brass Works; G. J. Clark, a leading attorney; Frank M. Whiteman, a merchant; and F. A. Rowley, owner and editor of the Lorain Times.

]\Ir. Clark was instructed to draft articles of incorporation, and three days later a charter was issued by State Secretary James W. Newman. The name of the organization, meanwhile, had been changed to "The Chamber of Commerce, of Lorain, Ohio." The incorporators were ]\Iessrs. Whiteman, Rowley, Hills, Pierce and Daniels.

At the first business meeting on September 20th, a board of directors comprising IMessrs. Hills, Daniels, Whiteman, Pierce and Clark was elected. The directorate, at its tirst session, named the first officers: President, T. F. Daniels; vice president, E. M. Pierce; secretary, F. A. Rowley; ti'easurer, C. J. Hills.

For eight years the chamber of connnerce waged its campaign for public improvement, handicapi>ed by a lagging i)ublic interest. The official pcrsomicl cliangcd, but no records i;t'iiiairi of the organization's affairs.

At tile next regular election, E. AT. Pierce was chosen to succeed President Thompson. President I'ierce was succeeded by IMax ]Moreliouse, wlio resigned, and wbose unexpired term was filled by the election of John Stang as president.

W. A. Donaldson was elected president on Uny 27, 1902, and between that time and 1908 served four terms, Mr. Pierce being re-elected for tbe term of 1906-07. The membership of the organization in 1906, according to the records, was forty-three.

Tbe latter organization was formed early in 1908, D. II. Aiken being its first and only president. At the time of tbe amalgamation, tbe l)oard of trade enrolled about six1y nieinbei's, tbe ma,iority of whom were South End merchants and ])rofe.ssional men.