This beautiful monument is a gift to the city by the German Americans of Columbus. It consists of a granite pedestal, surmounted by a bronze statue of Schiller, cast in Munich. The statue weighs 2,640 pounds; its cost was $3,000. The total height of the work above the surface of the ground is twentyfive feet, its total cost was $6,500.

An act of Congress which was passed and became a law in January, 1888, established an office of the United States Custom house in Columbus, for the direct delivery of imported merchandise. This arrangement is regarded as a valuable convenience by numerous merchants and manufacturers.

In 1888 the construction of a new markethouse on the West Side was begun, and on March 29, 1889, the building was formally opened. Addresses were deliv. ered at the opening by Mayor P. H. Bruck, J. E. Robinson and D. J. Clahane.

The progress of Columbus in population since its original settlement in 1812 may now be briefly stated. According to an enumeration taken in the spring of 1815 the borough then contained about 700 inhabitants. Since then the population, as shown by the decennial census, has been, 1,450 in 1820; 2,437 in 1830; 6,048 in 1840; 17,822 in 1850; 18,629 in 1860; 31,274 in 1870; 51,647 in 1880; and 88,150 in 1890. In 1863 the municipal area was increased from 1,600 to 2,700 acres; in 1871 it was raised to 6,752 acres. In 1890 the area comprised within the corporation limits was about twelve square miles and the total length of streets belonging to the city proper was 166.09 miles.

Further details and comparisons as to the material growth of the city are reserved for the topics and chapters to which they are more especially germane, and the general historial narrative, which has now been carried down from the primary settlement at Franklinton in 1797 until 1890 — almost a century—will here close.

NOTES.

1. Ohio State Journal.

2. Ibid.

3. No complete and accurate list of those who actually served on the staff appears either in the newspaper reports or the committee minutes. Apparently some of the persons appointed were not really mounted or in service.

4. Ohio State Journal.

CHAPTER XVIII.

RAILWAYS.

BY JOHN J. JANNEY.

I shall never forget the walk I took with my father [Lucas Sullivant in 1823] on his way to inspect the work at the mill. Both of us had been restless and sleepless the night before and neither was well. The symptoms of the fever were manifesting themselves and both were soon after prostrated. He took me around on the brow of the ridge in the west end of Franklinton, where he halted. On the west all the broad bottom for two miles out and, with a few insignificant clearings, the country even to Darby Creek was covered with a heavy forest; so also was all across the river in the forks of the Whetstone, and on the eastern side of the Whetstone across the bottoms where now are the Waterworks, the iron furnace, Goodale Park, the Penitentiary, the railroad dépot and so on out to Alum Creek. From the point where we stood the spire of the old Statehouse and the scattered houses of the new town were visible. I never could determine whether my father was addressing me or only involuntarily speaking out his thoughts, for he said in a low tone of voice as he turned himself around looking westward: I would like to come back in fifty years and stand on this spot. I would not be surprised to see steam wagons running across these bottoms." In far less than fifty years I have again stood on the same spot and seen the steam wagons, with their huge trains, rushing along over these bottoms at a rate of more than twenty miles an hour.-Joseph Sullivant in the Sullivant Family Memorial.

On September 15, 1825, George Stephenson opened the Stockton & Darlington Railway in England. The first train which passed over it comprised thirtyfour vehicles and one engine, Stephenson himself being the engineer and a signal man being sent on horseback in advance. The train moved off at the rate of ten miles, and attained a speed of fifteen miles, per hour, on favorable parts of the line. This railway was constructed for mineral and goods traffic alone, but in response to public demand the company, in October, 1825, began running what must have been a curiously constructed daily coach called the Experiment, carrying six passengers inside and fifteen or twenty outside, and making the journey from Darlington to Stockton and back, twelve miles, in two hours. The fare was one shilling, and each passenger was allowed not more than fourteen pounds of baggage. The rate of transportation of merchandise was reduced by this enterprise from five pence to onefifth of a penny per ton per mile, and the price of coals at Darlington declined from eighteen shillings to eight shillings and six

pence per ton. Five years later Stephenson secured the premium offered by the Liverpool & Birmingham Railway for the best engine, by the production of his machine called the Rocket. It had eightinch cylinders with a sixteen-and-a-half inch stroke, and driving wheels four feet eight and a half inches in diameter. The weight of the Rocket was something over four tons.

The success of these experiments attracted attention in this country. Ohio had just begun her system of canals and popular as it was at that time persons were not wanting who foresaw that steam carriage would supersede them. Among such persons was Colonel James Kilbourn, who wrote and published on December 29, 1825,' only three months after Stephenson's successful experiment, a communication from which the following is taken: By the lucid reports of the committee of the British Parliament and their Board of Engineers it is manifest that railroads are altogether preferable to canals at any time, and can be used at all times, as well in winter as summer." Mr. Kilbourn suggested railway lines in Ohio as follows; "From Portsmouth to Sandusky Bay; from Middletown on the Big Miami to the same point on the north; from Marietta to a proper point at or near Cuyahoga Summit to meet the canal, say at Akron; from the northwesterly bend of the Ohio, near the south line of the State, by Warren to Grand River; a branch road from Lancaster in the Hocking Valley, to intersect the Scioto line at a convenient point; and a lateral road from Zanesville by Columbus to Dayton, connecting the three principal lines." In subsequent communications of February 23 and 26 Mr. Kilbourn suggested that "the adoption of this system of internal improvements in place of canals would greatly encourage the manufacture of iron and the development of the mineral sections of the State."

A meeting of the citizens of Columbus and other interested localities, held in the Statehouse January 9, 1836, with Governor Lucas as chairman, declared by resolution its highest satisfaction" with a movement then contemplated to construct a railroad from Cincinnati to Charleston, South Carolina. At this meeting delegates to a convention to be held at Knoxville, Tennessee, July 4, 1836, were appointed. On November 26, 1846, Asa Whitney, the projector and untiring advocate of a railway to Oregon, delivered a lecture in the United States Courtroom at Columbus. Samuel Medary was chairman and Walter Thrall secretary of this meeting, which, in the course of its proceedings adopted resolutions commending to the attention of Congress the project of a railway from Lake Michigan to the Pacific Ocean. This scheme had been proposed by citizens of Oregon a year earlier.

On February 4, 1830, the legislature of New Jersey incorporated the Camden & Amboy Railway Company, with a capital of one million dollars, and authority to construct a railway from Camden, opposite Philadelphia, to some point on Raritan Bay. It was stipulated that the charges should not exceed eight cents per ton per mile for freight or ten cents per mile per passenger, the company to pay the State, in lieu of all other taxes, a transit duty of ten cents per passenger and fifteen cents per ton of freight. The company ordered a locomotive from George and Robert Stephenson, which was shipped January 11, 1831, and reached Philadelphia the following August. The whole amount of track completed at that time was

about threequarters of a mile from Bordentown. The locomotive was hauled in wagons to the track and there put together. A tender was made of a whisky hogshead mounted on a fourwheeled platform construction-car and connected with the pump of the engine by a leather hose fitted by a shoemaker of Bordentown. Steam was raised September 15 and several trips were made before the public trial took place November 12, 1831. On that trial R. L. Stevens was conductor, Isaac Dripps engineer and Benjamin Higgins fireman. The locomotive weighed ten tons. Its cylinders measured nine by twentyone inches. The machine had one pair of drivingwheels four feet six inches diameter, and one pair of wheels not connected, the hubs being of cast iron and the remainder, except the iron tires, of wood. The New Jersey State Gazette of November 19, 1831, gave the following account of the trial trip:

On the twelfth instant an experiment was made by the managers of the new railroad now constructing from Bordentown to South Amboy with their locomotive machine and two or three coaches attached thereto. About a mile and a quarter of the rails had been laid and the experiment succeeded, it is said, to the satisfaction of all present. A large number of members of the legislature and others attended and were highly gratified with the exhibition. The machine to which the coaches were attached drew them with great velocity along the road and it is calculated that when the road is completed to Amboy, the whole distance can be performed at the rate of a mile in two minutes, and some say less.

The track consisted of castiron rails laid on stone sills three feet apart. It cost about $18,000 per mile, and was completed to South Amboy in February, 1833. Horses were used for drawing the trains until September, 1833, when the locomotive, commonly known as the John Bull, which had been lying idle since its trial, was put into use with one of the three daily trains and continued to be so used until 1866. It was exhibited at the Centennial Exposition and is now in the National Museum at Washington. A monument is to be erected at the point from which it first started, one mile below Bordentown. The shaft of this memorial will be bound with some of the rails and spikes used in construction of the orig

inal track.

The first railway chartered in Ohio was the Milan & Newark Railroad, which was incorporated by an act passed February 7, 1832. According to this statute the road was to commence at the head of the Milan Canal, at Milan, in Huron County, and extend southwardly through Norwalk, Mansfield, Mount Vernon and Utica to Newark on the Ohio Canal. At that time Knox and Richland counties formed the great wheat growing region of Ohio, and Milan was one of the most important grain markets of the State. The road having its two terminal points on the canal, it was intended to furnish an outlet for the grain districts which it penetrated. It will thus be seen that railways held at that time a place secondary to that of the canals. It seems to have been thought that the canal could furnish the railway with all the business it could do. Among the first railways operated in the State was one from Sandusky City to Monroeville, which was in operation December 14, 1838. Its advertisement, printed July 19, 1839, was accompanied by been the ideal model of that day for all passenger-carrying vehicles. a picture of a train of cars built in the form of a stagecoach, which seems to have

On February 8, 1832, the first railway touching Columbus- the Columbus, Marion & Sandusky-was incorporated by Lincoln Goodale, Gustavus Swan, Joseph Ridgway, Daniel Upson and Aurora Buttles, of Franklin, and sundry others of Delaware, Marion, Crawford and Huron counties. Its capital stock was one million dollars. Its charter provided that if two hundred shares should not be subscribed within the first five years after the opening of the books the act of incorporation should become void; also, that the stock might be doubled, and that the State might after twenty years purchase it at ten per cent. premium. On March 4, 1844, this charter was amended with William Neil, A. Chittenden, Orange Johnson, Daniel Kellogg, Charles Stanbery and William A. Platt, of Franklin County, as commissioners instead of those first named. The same authority was conferred upon these commissioners as upon their predecessors. It was required that the road should be commenced within five and finished within ten years, its route to extend from Columbus to Worthington, and thence via Delaware, Waldo, Marion and Little and Upper Sandusky, until it should intersect the Mad River & Lake Erie Railway. The charter contained this further provision: "That said company and the corporators and the stockholders thereof shall be subject to all regulations, restrictions and individual liabilities of an act entitled an act instituting proceedings against corporations not possessing banking powers and the visitorial powers of courts, and to provide for the regulation of corporations generally."

The Milan & Columbus Railroad Company was incorporated February 11, 1832, with James Robinson, John Bishop and A. V. Payne, of Franklin County so the record states and others of Huron, Marion and Delaware counties as commissioners, with a capital stock of one million dollars, to construct a double or single road or way from the head of the Milan canal, through Milan, Norwalk, Peru, New Haven, and Mount Gilead to Columbus. If the capital stock should be deemed insufficient for the purpose of the act the president and directors, or a majority of them, were authorized to increase it not exceeding one million dollars. Section twenty of the act reads:

They shall have power to charge for tolls and the transportation of persons or goods, produce, merchandise or property of any kind whatsoever transported by them or by others along said railway, any sum not more than the tolls charged on the Ohio canals on the same kind of goods, merchandise, produce and property of any other description, or passengers, going in the same direction; and it shall not be lawful for any other company or any person or persons whomsoever to transport any persons, merchandise, produce or property of any description whatsoever along said road or any of them or any part thereof without the license or permission of the president and directors of said company.

If the road should not be commenced within five years and finished within fifteen years the act was to become void, and after twenty years the State was authorized to take possession of the property at cost. The provisions of this charter, as of a large number of others enacted during many subsequent years, show that the sympathies of the legislature were on the side of the canals, and that it was not intended to permit the railways to have free competition with them.