In 1830 the people of Detroit felt the need of more culture and they delegated Lucius Lyon, their delegate in Congress, to find a man who would deliver a series of lectures on natural science in Detroit. Mr. Lyon applied to Prof. Eaton, at the Troy polytechnic school, who was one of the leading men of science. "We've got the very man for you," Prof. Eaton said. He opened the door of the laboratory and shouted: "Douglass, come out. Here's a job to your liking."

Through the door came a little fellow only 21 years of age and looking much younger. His first appearance staggered Mr. Lyon, who thought for a moment that Prof. Eaton must be joking. But he was assured that Douglass Houghton had every qualification and that he would be able to show the people of Detroit things in the heavens and the earth that they had never dreamed of in their philosophy. In addition to his broad scientific knowledge he had been licensed to practice medicine. That young man has since been liberally honored by the people of Michigan, who have named a township, a county, a lake, a city, a school of mines, and a school in Detroit to perpetuate his name.

Two years after his arrival in Detroit he was working day and night caring for victims of the cholera. He was one of the founders of the Young Men's Society and the foremost men of the city and state were proud to call him friend. At first some of the older residents called him "bub," but they soon got over that.

On October 13, 1845, Dr. Houghton was about 20 miles from Eagle River and set out in a sailboat with five men to make the journey. A heavy gale came up. The men wanted to run for shelter, but Dr. Houghton held the tiller and steered his course. At his feet crouched his black and white spaniel dog, always his inseparable companion. A heavy fall of snow began shutting off the view of the shore and Dr. Houghton set the men to rowing to increase their speed.

Suddenly they ran into a heavy surf breaking over a sunken reef. The sailboat shot high in the air, spilling the men out, and then turned over backward. Two of the men were thrown upon

a ledge of rock, to which they were able to cling, but Dr. Houghton and the other three were lost. That storm continued until the snow lay three feet deep.

Dr. Houghton's remains were interred in Elmwood Cemetery and Detroit gave him a monster funeral. On the University grounds at Ann Arbor stands a square monument of limestone bearing four tablets and surmounted by a broken column. The inscription reads: "To the memory of Douglass Houghton, M.D., professor of chemistry, mineralogy and geology in this university and geological surveyor general in this state. In science learned, in action prompt, while boldly engaged in public duty, by the overturning of a boat in Lake Superior, he perished. Sinking, never, alas! to be seen again until the sea give up its dead. October 13, 1845, aged 36. The trustees of the University of Michigan this stone have taken care to place."

This monument has been moved several times. It is now in the rear of the library building.

A full-length portrait showing Dr. Houghton in his field dress and with his dog, against a background of the pictured rocks of Lake Superior, was painted by Alvah Bradish, a well known Detroit artist. It adorns the wall of the Capitol at Lansing. Mr. Bradish also published a memoir of his scientist friend.

CHAPTER LXXV

SALE OF THE MICHIGAN RAILWAYS

ICHIGAN'S great scheme for the construction of state-owned railways collapsed in 1846 and such lines as had been constructed were sold to Eastern capitalists. The Michigan Central had been constructed as far as Kalamazoo, the Michigan Southern from Monroe to Hillsdale. Nothing at all had been done toward building the Michigan Northern, which was to run from Port Huron to Grand Haven. The State had issued bonds to the amount of $5,000,000 and after receiving about $2,000,000 of the proceeds the Morris Canal & Banking Company, from which the loan had been made, had failed. All the State had to show for this debt was $2,000,ooo in bank notes of a bank that had failed and left its money issues without hope of redemption and therefore worthless.

The State had invested money in railway building and canal construction far beyond its financial ability. When ordinary money had become worthless it had issued state script money, which was in the form of promissory notes. These were heavily discounted. In 1846 the State found its treasury empty, its credit destroyed, and the railways it had hastily and cheaply built falling into a rapid decline.

Facing this situation James F. Joy, then a member of the law firm of Porter & Joy, of Detroit, wrote several letters to local newspapers advising the sale of the railways to whomever would buy them at a fair valuation, and the issue of liberal charters to encourage railway building. Railways were still a new venture all over the world. There was no such thing as an experienced railway manager in the country. There were only a few men of vision, courage and enterprise who could afford to take a chance in railway extension.

Down in New York was John W. Brooks, a civil engineer who had been made superintendent of the Syracuse & Rochester

Railway, now known as the Auburn branch of the New York Central. Mr. Brooks saw two of Mr. Joy's letters and came to Michigan, seeking opportunity. He met Mr. Joy in his office and talked over the situation in Michigan. He also traveled over the Michigan Central as far as it had been constructed. Then he went to Boston to enlist the interest of capitalists, and as a result John M. Forbes, a wealthy tea importer; John E. Thayer, a Boston banker; John C. Green, a merchant trading with China, and George Griswold became interested. In addition to these Erastus Corning, a wealthy iron manufacturer of Albany, N. Y., and D. A. Neal also agreed to make a venture for the purchase of the Michigan Central.

John M. Forbes was shrewd in all of his varied business. undertakings and a bold adventurer when a proposal appealed to him. Having heard the story of Michigan's attempt to establish state railways and being convinced that a railway line across Michigan to the head of lake navigation must ultimately prove a profitable venture, he employed Daniel Webster to draw up a charter to be submitted to the Michigan legislature in case a deal could be made for the purchase of the line already completed from Detroit to Kalamazoo. Armed with that charter and the promise of financial backing Mr. Brooks returned to Detroit to undertake negotiations with the state. legislature.

Some of the discussions preceding the purchase and charter grant would furnish amusement for modern readers if they had been preserved. One cause of hesitation on the part of the legislature was due to the fear that the Michigan Central, once in possession of Eastern capitalists-who were supposed to be unscrupulous pagans-Sunday trains would be run to the desecration of the Christian Sabbath. Amendments were offered stipulating that not only must there be no Sunday operation of the railway but that the directors of the road must attend church twice each Sunday. Gov. Alpheus Felch appeared to take the most practical view of the case and it was he who stood out for what he regarded as a fair price for the property and reasonable terms of payment.

It was urged on the part of the opponents that the Michigan Central was beginning to pay a fair profit and that as it was extended and the state became more settled, the profits would increase. But the State was unable to undertake the completion of the line or to keep its tracks in repair.

After a deal had been made at a price of $2,000,000, which was a very moderate figure, John M. Forbes undertook the financing of the purchase. His acquaintance and association with Boston merchants was intimate. He was also in touch with men who had made fortunes in the whaling industry of New Bedford, which at that time was in a state of decline. He presented his scheme to these men and also to his former partner, John C. Green of New York City. A good deal of capital made in ocean trade was then being invested in the mills of New England and in short railway lines along the Atlantic coast. Mr. Brooks' report on the Michigan Central showed that the income of the road had increased 100 per cent in the past year and, as the country became more thickly settled and transportation was extended across the state, it was sure to increase very rapidly.

Several capitalists who had agreed to join in the enterprise backed out, but the original incorporators held to their bargain.

Mr. Forbes succeeded in raising the necessary money and in organizing the company. Six months later he wrote: "I shall, I hope, have cause to look back upon this September of 1846 as one of the best spent months of my life." He took the presidency of the Michigan Central against his own inclination because the contributions to the purchasing fund had mostly been made with that stipulation. He was a busy man of many interests so he placed most of the burden of his railway presidency upon George B. Upton, the treasurer, and turned over his salary to him. The task of operating the road and extending it was laid upon John W. Brooks, who was established at Detroit.

The 145 miles of track already laid were in bad condition. On all that line there were but four passenger stations. Even at Detroit the station was a rude elongated shed at the corner