[Ill.u.s.tration: Yours very truly, H. S. Stevens]
Henry S. Stevens.
To Henry S. Stevens, more than to any other man, are the citizens of Cleveland indebted for their facilities in traveling, cheaply and comfortably, from point to point in the city, and for the remarkable immunity the Forest City has enjoyed from hack driving extortions and brutality, which have so greatly annoyed citizens and strangers in many other cities. To his foresight, enterprise and steady perseverance is Cleveland indebted for its excellent omnibus and public carriage system, and for the introduction of street railroads. Both these improvements were not established without a sharp struggle, in the former case against the determined opposition of the hack drivers who preferred acting for themselves and treating the pa.s.senger as lawful prey, and in the case of street railroads, having to overcome interested opposition, popular indifference or prejudice, and official reluctance to permit innovations.
Mr. Stevens was born in Middles.e.x county, Ma.s.sachusetts, January, 1821.
After spending seven years at school in Salem and Boston, his father"s family moved to New Hampshire. He attended school there for two years.
Before he was twenty years of age he developed a desire to visit new scenes and a propensity for observing strange characters and manners, which seems to have strengthened with his years. Our railroad system and ocean steam navigation were then in their infancy, and the first journey he made was almost equivalent to a journey around the globe at the present day. He took pa.s.sage in a packet ship from Boston for the West Indies, visiting Porto Rico, Matanzas and Havana, thence to New Orleans, the interior of Texas and Arkansas, and remained a winter at Alexandria, in western Louisiana. About a year after his return to New Hampshire the family removed to Maryland, where he resided nine years, and finally came to Cleveland in 1849, when this city had less than a fifth of its present population. He was one of the early proprietors of the Weddell House, and upon his retirement from the business, he established the omnibus local transit for pa.s.sengers and baggage at a uniform rate of charge, which system has been generally adopted in the princ.i.p.al cities in the country.
In 1856, in company with two other gentlemen from New York, he explored the southern part of Mexico from the Gulf to the Pacific ocean, with reference to its availability for a railroad and preliminary stage road.
The result was, that two years later he completed an arrangement with the Louisiana Tehuantepec Company to carry out the provisions of their charter. He chartered a vessel at New York and shipped mechanics and other employees, coaches and materials, and in two months thereafter the line commenced moving a distance of one hundred and twelve miles through the forests and over the rolling plains of Southern Mexico.
For nearly a year this continued successfully, and it was owing either to his good fortune or good management, that no accident to pa.s.sengers or property was incurred, and of the large number of his employees from the States, every one returned in good health. The rebellion was then in its incipiency, and the Southern owners of the route decided to suspend operations until their little difficulty was adjusted with the North.
Mr. Stevens, however, is better known as having started the street railroad system here, which has proved so great a convenience to our citizens, and which has enhanced the price of real estate in this city more than any other one cause. He built the Prospect street, Kinsman street and West Side railroads; the first two without aid from capitalists, and in the face of many discouragements. In the Fall of 1865, he went to Rio Janeiro for the purpose of establishing street railroads in that city. These roads are now in successful operation there. In this journey Mr. Stevens visited many other places in Brazil, including Pernambuco, Bahia, St. Salvador and Para, on the river Amazon. Returning by the way of Europe, he stopped at the Cape de Verde Islands, on the coast of Africa, thence to Lisbon and across Portugal to Madrid. During his sojourn in Spain he visited Granada, the Alhambra, and many cities in the south of Spain. His route home was through Paris, London and Liverpool. Two years later he made an extended tour over Europe, including Russia, Hungary, and other places of the Danube.
Mr. Stevens has served four years in the city council, and for two years was president of that body. During his official term he was noted for regularity and punctuality of attendance, close attention to business, and watchful care of the public interests. As presiding officer he had few equals. Dignified, yet courteous, in manner, and thoroughly impartial, he possessed the respect of all parties in the council, and was always able to so conduct the deliberations as to prevent unseemly outbreaks or undignified discussions. Methodical in the disposition of business, he was able to get through a large amount in a short time, without the appearance of haste.
Mr. Stevens is one of that cla.s.s of travelers of whom there are, unhappily, but few, who not only travel far, but see much, and are able to relate what they saw with such graphic power as to give those who remain at home a pleasure only secondary to visiting the scenes in person. His several wanderings in Mexico and Central America, in South America, Western Europe, and Russia, have all been narrated briefly, or more at length, in letters to the Cleveland Herald, which for felicity of expression and graphic description, have had no superiors in the literature of travel. This is high praise, but those who have read the several series of letters with the well known signature "H. S. S." will unqualifiedly support the a.s.sertion. In his journeyings he generally avoided the beaten track of tourists and sought unhackneyed scenes. These were observed with intelligent eyes, the impressions deepened and corrected by close investigation into the historical and contemporary facts connected with the localities, and the result given in language graphic, direct, and at the same time easy and graceful. A collection of these letters would make one of the most delightful volumes of travel sketches in the language.
Theodore R. Scowden.
Theodore R. Scowden, son of Theodore Scowden, of Pittsburgh, Pennsylvania, was born June 8, 1815, and was educated at Augusta College, Kentucky.
On leaving college, in 1832, he was apprenticed to the steam engine business at Cincinnati, and continued at this about four years, when he engaged as engineer on a steamer plying between Cincinnati and New Orleans. From the time of commencing engine building, he employed all his spare moments in studying mechanics, hydraulics and civil engineering. He remained in the position of engineer on the river for about eight years, when, in 1844, he turned his attention to the work of designing and planning engines, and so put into practice the knowledge acquired by application for the previous twelve years, and, in fact, for which he more particularly fitted himself while at college. He was then appointed by the city council of Cincinnati, engineer of water works, the primitive works then existing being inadequate to the increased wants of the city.
The water was conveyed in log pipes, and the work before Mr. Scowden was to replace these logs by iron pipes, and to design and erect new works. In about a year from his appointment his plans were perfected and he was ready to commence operation. A great difficulty under which he labored, was, the necessity of keeping up the supply of water all the time, and being at the same time compelled to place the new reservoir and engine house in the exact spot of the old. This made the construction extend through nearly eight years, during which time from forty to fifty miles of iron pipe were laid, and a reservoir of great capacity constructed. This was his first great public work completed, and was a perfect success.
The first low pressure engine ever successfully used in the Ohio and Mississippi valleys, was designed by Mr. Scowden and introduced into these works. It was found that the sedimentary matter of the Ohio river cut the valves in the condensing apparatus, and so destroying the vacuum, rendered the working of the engine ineffective. This Mr. Scowden overcame by introducing vulcanized india rubber valves, seated on a grating. Since that time he has designed several low pressure engines for the Mississippi river, which are still working successfully.
In 1851, Mr. Scowden was commissioned by the city of Cincinnati, to make the tour of England and France for the purpose of examining the principles and workings of public docks, drainage, paving and water works. After returning and making his report he resigned his post and came to Cleveland, for the purpose of constructing the water works now in operation in this city. The plan and designs were completed during 1852, and active operations commenced in 1853. The site of these works is said to have presented more engineering difficulties than any other in the country. At the time the tests were made for the foundation of the engine house, the water was nearly knee deep, and four men forced a rod thirty feet long and three-quarters of an inch in diameter twenty-eight feet into the ground. By the aid of five steam engines and pumps he succeeded in excavating to the depth of fourteen feet, and not being able to proceed further, he commenced the foundation. It is well to note the fact here, that the soil was in such a semi-fluid state that it could not be handled with a shovel, and altogether the chances of success for securing a permanent foundation looked, to the public, at least, very dubious. The citizens grew uneasy; they thought it was a waste of public money, but Mr.
Snowden never despaired, though he with his own hand thrust a pole down twelve feet from the bottom of the excavation.
He laid down over the whole area two courses of timber laid cross-wise, leaving a s.p.a.ce of twelve inches between each timber. The first timber was drawn by a rope, and floated to its place. In order to get a bed he scooped a s.p.a.ce of two feet in length at one end, which was filled with gravel. This process was continued through the whole length of the timber.
The second timber was floated to its place, leaving a foot between them, and the same operation was performed throughout the whole foundation.
All the s.p.a.ces between the timbers were filled with broken stone and hydraulic cement; then the cross timbers were laid, filling the spans with the concrete also. It is to be observed that not a single pile was driven in all the foundation.
The masonry was commenced upon the timbers, and carried up about nineteen feet, and, notwithstanding the misgivings of scientific and experienced contractors and builders, and others, the superstructure was completed in 1855, and from that day to this not a crack in an angle of the building has been seen, although it may with truth be said that the engine house floats on a bed of quicksand. There were three thousand feet of aqueduct from the engine house to the lake, which presented similar difficulties, as did also the laying of pipes under the Cuyahoga river.
The engines in use in the Cleveland works are the first Cornish engines introduced west of the Allegheny mountains. After completing the works and putting them in successful operation, Mr. Scowden resigned his position here, in 1856.
In 1857, Mr. Scowden commenced the construction of the water works of Louisville, Kentucky, and finished them in 1860, and for character, capacity and finish they are acknowledged to be second to none in the United States, if in the world. The second pair of Cornish engines used west of the mountains were introduced there.
The next public work of Mr. Scowden was the extension and enlargement of the ca.n.a.l around the Falls of the Ohio at Louisville, which comprises a new work, as very little of the old was used. The engineering of the work was done under the direction of a board of directors, the president of which was James Guthrie, former Secretary of the Treasury under Pierce, and late United States Senator.
The locks in these works are the largest in the known world for width, length, and lift, not excepting the Suez Ca.n.a.l. There are two locks of thirteen feet lift, and containing fifty-two thousand yards of masonry.
The ca.n.a.l is crossed by iron swing bridges. The work has been inspected by the United States topographical engineers, and General Wietzel, now in charge of the work, has p.r.o.nounced it unsurpa.s.sed by anything within the range of his knowledge, and, what is more remarkable, a like tribute to the skill of our fellow citizen has been accorded by French, English and German engineers, and also by the president of the board.
This was his last and greatest triumph of engineering skill; and being a national work, and he a civilian, he may well feel proud of his achievement.
After completing the last mentioned work, Mr. Scowden returned to Cleveland and engaged in the iron trade, constructing a rolling mill at Newburg, for the American sheet and boiler plate company, with which he is still connected.
As an engineer, Mr. Scowden stands high. He never was baffled, though established principles failed, for he had resources of his own from which to draw. Without an exception, every great public work undertaken by him has been not only completed, but has proved entirely successful.
As a man he enjoys the respect and confidence of his fellow citizens. His manner is affable and una.s.suming, and his disposition kindly. Constant application for twenty-five years has had its effect upon him, but with care, he may yet be spared many years to enjoy the fruits of his labors.
John H. Sargent.
John H. Sargent has been, and is, so intimately connected with the construction and management of some of the most important public improvements of the city, and notably so with the sewerage system and water works management, that it is eminently proper he should be noticed here as a representative man in the department of City Improvements.
[Ill.u.s.tration: Yours with Respect, J. H. Sargent]
Mr. Sargent was born March 7, 1814, at Carthage, near Rochester, New York. His parents were but recent emigrants from New Hampshire, and when he was but three years old they removed again toward the land of the setting sun, taking up their residence in what is now the city of Monroe, Michigan, but which was then known as River Raisin. In that place they remained but a year, at the end of which time they removed to Cleveland.
Levi Sargent, the father of the subject of this sketch, was by trade a blacksmith, and was at one time a partner in that business with Abraham Hickox, then, and long after, familiarly known to every one in the neighborhood as "Uncle Abram." He soon removed to the west side of the river, and thence to Brooklyn, where he built him one of the first houses erected on that side, on top of the hill. Hard knocks upon the anvil could barely enable him to support his family, so the boy, at the age of nine, was sent to the Granite State, where for ten years he enjoyed, during the Winter months, the advantages of a New England district school, and worked and delved among the rocks upon a farm the remainder of the year. At the age of nineteen, with a freedom suit of satinet, and barely money enough to bring him home, he returned to Cleveland.
Here, after supporting himself, he devoted all his leisure time to the study of mathematics, for which he had a predilection. Subsequently he spent some time at the Norwich University, Vermont, at an engineering and semi-military school, under the management of Captain Patridge.
When the subject of railroads began to agitate the public mind, and the project of a railroad along the south sh.o.r.e of Lake Erie was resolved upon, Mr. Sargent was appointed resident engineer upon the Ohio Railroad, which position he held until the final collapse of that somewhat precarious enterprise, in 1843. Sandusky City had already taken the lead in Ohio in the matter of railroads, having a locomotive road in operation to Tiffin, and horse road to Monroeville. Upon the reconstruction and extension of this last road Mr. Sargent was appointed resident engineer, and while there, seeing the advantages that Sandusky was likely to gain over Cleveland by her railways, at the solicitation of J. W. Gray, he sent a communication to the Plain Dealer, ill.u.s.trating the same with a map, urging the construction of a railroad from Cleveland to Columbus and Cincinnati. He also advocated the project in the Railroad Journal, but that paper discouraged the matter, as it was likely to be too much of a competing line with the Sandusky road already begun. But the agitation continued until the preliminary surveys were made, the greater part of them under Mr. Sargent"s immediate charge. When the project hung fire for a time, Mr. Sargent, in company with Philo Scovill, spent two seasons among the copper mines of Lake Superior. When the Cleveland, Columbus and Cincinnati railroad was begun in good earnest, he was called upon once more and located the line upon which it was built. Mr. Sargent remained upon the road until opened to Wellington, when he went upon the Michigan Southern and Northern Indiana railroad, where, for nearly five years, he was engaged in extending and reconstructing that road, and in locating and building its branches.
Since 1855, most of his time has been spent in Cleveland, in engineering and works of public utility. While city civil engineer he strongly advocated, though for the time unsuccessfully, the introduction of the Nicholson pavement, and introduced and established the present system of sewerage, a work, the importance of which to the health and comfort of the citizens, can not be overestimated.
Mr. Sargent has been chosen one of the commissioners for enlarging and extending the water works so as to meet the altered circ.u.mstances and enlarged demands of the city.
In politics Mr. Sargent is, and has always been, a Democrat, but never allows party prejudices to sway him, and is in no sense a professed politician. The honesty of his convictions and his uprightness of conduct have won for him the respect and friendship of men of all parties, who have confidence in his never permitting party considerations to interfere with his honest endeavor to serve the public interests to the best of his ability, whenever placed in a position to do so. During the rebellion he was zealous and untiring in his support of the government, and aiding, by all the means in his power, to crush out the rebellion.
Military.