During this time Mr. Howe was engaged in perfecting his invention of what is known as the Howe truss bridge. After securing his patent Mr. Howe contracted to build the superstructure of the bridge across the Connecticut river, at Springfield, for the Western Railroad Company. Mr.

Stone engaged with him in this work. During a part of the first year he was employed on the foundations of the structure in the bed of the river.

Thereafter until the year 1842, he was employed constantly by Mr. Howe in the erection of railway and other bridges, and railway depot buildings. In the Winter of 1841, his duties were most trying and arduous. About a thousand lineal feet of bridging on the Western Railroad, in the Green Mountains, had to be completed, and Mr. Stone and his men were called upon to carry the work through. In some locations the sun could scarcely be seen, the gorges were so deep and narrow, while during a large portion of the time the thermometer ranged below zero. But the work was successfully completed.

In the year 1842, he formed a copartnership with Mr. A. Boody, and purchased from Mr. Howe his bridge patent for the New England States, including all improvements and renewals. Subsequently an arrangement was concluded with Mr. D. L. Harris, under the name of Boody, Stone & Co., for the purpose of contracting for the construction of railways, railway bridges, and similar work, the mechanical details generally to be under the charge of Mr. Stone. In the year 1845, Mr. Stone was appointed superintendent of the New Haven, Hartford and Springfield Railroad, he, however, still continuing his partnership in the firm of Boody, Stone & Co., and the business of the firm becoming so heavy that within a year from the time of his appointment he resigned his office as superintendent.

Circ.u.mstances occurred previous to his appointment that may be worthy of remark. The purchase of the bridge patent, before alluded to, was for the sum of forty thousand dollars, to be paid in annual instalments. A few years after the purchase some defects showed themselves in the bridges that had been erected on this plan, and many prominent engineers had come to the conclusion that it was not superior to, if it equalled, the truss plan of Col. Long, the arch and truss of Burr, or the lattice plan of Ithial Towne, and the firm of Boody, Stone & Co. began to fear that they had made a bad bargain in the purchase of the patent. Mr. Stone, in relating the incident to a friend, said: "I came to the conclusion that something must be done or there must be a failure, and it must not be a failure. The night following was a sleepless one, at least until three o'clock in the morning. I thought, and rolled and tumbled, until time and again I was almost exhausted in my inventive thoughts, and in despair, when at last an idea came to my mind that relieved me. I perfected it in my mind's eye, and then came to the conclusion that it would not only restore the reputation of the Howe bridge, but would prove to be a better combination of wood and iron for bridges than then existed, and could not and would not in principle be improved upon. Sleep immediately came. I afterwards, with models, proved my conclusions and have not, up to this time, changed them." It seems that the invention consisted in the introduction of longitudinal keys and clamps in the lower chords, to prevent their elongation, and iron socket bearings instead of wooden for the braces and bolts, to avoid compression and shrinkage of the timber, which was the great defect in the original invention, and the adoption of single instead of double intersection in the arrangement of the braces, the latter being the arrangement in the original invention.

In the autumn of 1846, an incident occurred that may be worthy of notice. On the 14th day of October, when walking in Broadway, New York, Mr. Stone met the president of the New Haven, Hartford and Springfield Railroad, who had in his hand a telegram, stating that the bridge across the Connecticut river at Enfield Falls, one-fourth of a mile long, had been carried away by a hurricane. The president asked the advice of Mr.

Stone, who stated that the timber for that structure was furnished by Messrs. Campbell & Moody, of that city, and advised that he order it duplicated at once. The president, a very faithful officer, but disinclined to take responsibilities, asked Mr. Stone to take the responsibility of ordering it. Mr. Stone replied, "Not unless I am president." The timber was, however, ordered, and at the request of the president, Mr. Stone went immediately with him to Springfield, where a committee of the board was called together, and he was asked to propose terms, and the shortest time upon which his firm would contract to complete the bridge. He stated that his terms would be high, as the season was late and would likely be unfavorable before so heavy a work could be completed, and further suggested that if they chose to appoint him manager of the work, he would accept and do the best he could for them. He was immediately appointed sole manager of the work, and the board placed at his control all the resources of the company. The work was immediately commenced by bringing to the site men and material, and it was completed, and a locomotive and train of cars run across it by Mr. Stone within forty days from the day the order was given for its erection. The structure consisted of seven spans of seventy-seven feet each, with two other spans at each end of about fifty feet each. Mr.

Stone has been heard to state that he regarded this as one of the most important events of his life, and that no one was more astonished than himself at the result. He was rewarded by complimentary resolutions, and a check for one thousand dollars by the company.

The following Winter the partnership of Boody, Stone & Co. was dissolved by mutual consent, and the territory that their contract for the bridge patent covered was divided, by Mr. Stone taking the States of Ma.s.sachusetts, Connecticut and Rhode Island, and Mr. Boody the other three States. A new partnership was then formed between Mr. Stone and Mr.

Harris, which continued until the year 1849.

From the year 1839 to 1850, the residence of Mr. Stone, most of the time, was in Springfield, Ma.s.s., but the numerous contracts in which he was interested called him into ten different States, He served several years as a director in the Agawam Bank, was also a director for several years, and one of the building committee in the Agawam Ca.n.a.l Company, which erected and run a cotton mill of ten thousand spindles, in the town of West Springfield.

In the autumn of 1848, he formed a partnership with Mr. Stillman Witt and Mr. Frederick Harbach, who contracted with the Cleveland, Columbus and Cincinnati Railroad Company to construct and equip the road from Cleveland to Columbus. This was the largest contract that had, at that time, been entered into, of this character, by any one party or firm in the United States. A large amount of the capital stock was taken in part payment for the work. It was generally regarded as a hazardous adventure, but the work was carried through in accordance with the terms of the contract, and proved to be a profitable investment for its stockholders. In his partnership contract it was stipulated that he was to act as financial agent at the East, to send out the necessary mechanics, and to occasionally visit the work, but was not to change his residence. Events, however, occurred that required his constant presence in Ohio, and in the Spring of 1850, he moved his family to Cleveland, where they have since resided. In the Winter of 1850-1, the road was opened for business through from Cleveland to Columbus, and Mr. Stone was appointed its superintendent.

[Ill.u.s.tration: Respectfully, Amasa Stone, Jr.]

In the Fall of 1850, the firm of Harbach, Stone & Witt contracted with the Cleveland, Painesville and Ashtabula Railroad Company to construct the railroad from Cleveland to the State line of Pennsylvania, and furnish it with cars, and to take in part payment for the work a large amount of the stock and bonds of the Company. Soon after the execution of this contract, Mr. Harbach died suddenly in the city of New York, and the completion of the work devolved on Messrs. Stone and Witt. The completion of the road through to Erie princ.i.p.ally devolved upon the Cleveland company, and was attended with many difficulties, as the Legislature of Pennsylvania seemed determined that no road should be built through the State along the sh.o.r.e of Lake Erie, and the general impression was, at that time, that the construction of a road along the sh.o.r.e of the lake was a wild scheme and would prove a failure. It was difficult to get capital subscribed and more difficult to collect instalments. The contractors having confidence in its success, prosecuted the work with vigor up to a period when they found they had expended more than $200,000, while the aggregate amount that the railroad company was able to raise and pay them was less than $100,000. An effort was then made, with success, to engage the services of Mr. Alfred Kelley. His well known character, aided by the reputation of others who were elected directors, and a subscription from the city of Cleveland of $100,000, enabled the company to meet its engagements with the contractors, who carried the work forward to completion, and the road was opened through to Erie in the Winter of 1852, when Mr. Stone was appointed its superintendent. Notwithstanding the great expense that had to be incurred in crossing the deep ravines in the State of Pennsylvania, and the heavy burdens imposed on the company by that State, it has proved to be one of the most successful railroad enterprises in the United States.

In the year 1852, Mr. Stone was elected a director in both Cleveland, Columbus and Cincinnati, and the Cleveland, Painesville and Ashtabula Railroad Companies, and has held that office in both companies continuously up to the present date. He also continued to hold the office of superintendent of both roads until the year 1854, when he insisted on being relieved in consequence of failing health, caused by the arduous labors which seemed unavoidably to devolve upon him. He was elected president of the Cleveland, Painesville and Ashtabula Railroad Company in the year 1857, which office he has continued to hold for twelve successive years, until 1869.

In 1868, the Cleveland and Toledo Railroad was leased perpetually to the Cleveland, Painesville and Ashtabula Railroad Company, at which time he was also elected President of the former company.

In the year 1855, he, with Mr. Witt, contracted to build the Chicago and Milwaukee Railroad, and was for many years a director in that company, and for awhile its president.

For several years he held the office of director in the Merchants Bank, of Cleveland. From its first organization until it was closed up, he was director in the Bank of Commerce, of Cleveland, and has been director in the Second National Bank, and the Commercial National Bank, of Cleveland, and the Cleveland Banking Company, from the time of their respective organizations until the present time. He was for some years president of the Toledo Branch of the State Bank, at Toledo. He was elected a director in the Jamestown and Franklin Railroad Company in the year 1863, which office he has held until the present time. In the same year he was elected president of the Mercer Iron and Coal Company and held the office until the close of the year 1868.

Mr. Stone aided in the establishment of several manufactories at this point. During the construction of the railroads from Cleveland, his firm carried on extensive car shops in the city, where cars were constructed, not only for those two roads, but for several others. He gave financial aid and personal influence to the establishment and maintenance of several leading iron manufacturing establishments and machine shops. In the year 1861-2, he erected, in the city of Cleveland, a woolen mill of five sets of machinery, and for several years ran it and turned out more goods annually than any other mill in the state of Ohio. He subsequently sold it to Alton Pope & Sons.

He is often pleased to note the progress in American enterprise, and among other events that has come under his own observation, relates the following: In the year 1839, he commenced his first railroad service upon the foundation of a bridge that was then being erected across the Connecticut river at Springfield, Ma.s.s., of 1260 feet in length. It was regarded as a very difficult undertaking, as the bed of the river was composed mostly of quicksand, and a rise of 25-1/2 feet in the river had to be provided for, and floating ice, its full width, fifteen inches in thickness. Maj. George W. Whistler, the first of his profession, was chief engineer of the work, and he had as advisers Maj. McNeal, Capt. Swift, and other eminent engineers. The work was about three years under construction, at a cost of over $131,000, and every effort was made to keep its cost at the lowest possible point, at the same time making certain the stability of the structure. Within nine years from the time of its completion, a similar structure, in every particular, was to be constructed across the same river, at Hartford, twenty-six miles below.

Its length varied but a few feet, although it covered more water, and its foundations and other contingencies were quite as difficult and unfavorable. Mr. Stone concluded a contract for its construction for the firm of Stone & Harris, complete, for the sum of $77,000, and to have it ready for the cars in twenty months. The work was executed in accordance with the terms of the contract, and has not only proved as substantial as that at Springfield, but in many particulars, more so. It was the pride of Mr. Stone for many reasons, (among others, that it was stated by many that it could not be done for this sum of money,) to personally superintend this work himself, and to put in practice some of his own inventions, the most important of which was the cutting off the foundation piles with a saw arranged on a scow, propelled by a steam engine, and the sinking of the piers below water by means of screws. The result proved to be satisfactory, and as favorable, in a financial point of view, as he estimated. It will be noticed that the bridge structure, complete, at Hartford, cost $54,000 less than that at Springfield, of like character.

He has been interested in the construction of more than ten miles in length of truss bridging, and in the construction of roofs of large buildings, covering more than fifteen acres of ground, most of which he designed and personally superintended their election. The last extensive structure that he designed, and the election of which he personally superintended, was the Union Pa.s.senger Depot, at Cleveland. He was the first person that designed and erected pivot draw-bridges of long spans, which, however, have been much increased in length of span by other parties since. He was also the first to design and erect a dome roof of a span of 150 feet, sufficient to cover three lengths of a locomotive with its tender, and numerous are the improvements he has introduced in the construction of railroad cars and locomotives. The only eight-wheeled dump gravel car in successful use was designed and put in practice by him.

For a number of years Mr. Stone has been trustee of the First Presbyterian Church Society of Cleveland, and still holds that office. He was chairman of the building committee in the election of the new church edifice, and when it was burned down, was again elected chairman of the building committee, and given full charge of the reconstruction of the building.

In 1868, Mr. Stone visited Europe, being compelled to seek relief, for a brief period, from the exhausting cares of his numerous business engagements. He is expected to return in the Fall of this year, ready to again engage in the active prosecution of the important enterprises with which he is connected, and in which he has won such distinction by his sound common sense, sound judgment, unresting energy, and practicable knowledge. In whatever he undertakes there is good reason for believing that the success he has. .h.i.therto met will still attend his efforts.

Stillman Witt

Connected indissolubly with the story of the rise and progress of the important railroad interests of Cleveland and northern Ohio, is the name of Stillman Witt. As one of the builders of the pioneer railroad from the city, and of the next in point of time, which has since become one of the foremost lines of the country in importance and profitableness, Mr. Witt deserves honorable record among the men who have contributed most to make Cleveland what it is to-day, a rich, populous, and rapidly growing city.

Stillman Witt is a self-made man, and unlike some of this cla.s.s, his self-manufacture will stand the test of close criticism. The material has not been spoiled or warped in the process. Those who know him best know that the struggles of his early years have not soured his disposition or hardened his feelings, and that access of fortune has not made him purse-proud. The Stillman Witt of to-day, rich and influential, is the same Stillman Witt who paddled a ferry boat at about forty cents a day, and was happy in his good fortune.

Mr. Witt was born in Worcester, Ma.s.sachusetts, January 4th, 1808. His parentage was humble, and, in consequence, his facilities for obtaining an education very limited. When about thirteen years old, his father moved with his family to Troy, New York, where young Stillman was hired by Richard P. Hart to run a skiff ferry, the wages being ten dollars per month, which the lad thought a sum sufficient to secure his independence.

Among the pa.s.sengers frequently crossing the ferry was Mr. Canva.s.s White, U. S. Engineer, at that time superintending the construction of public works in various parts of the country. Mr. White took a strong fancy to the juvenile ferryman, and was so much impressed by the interest the boy manifested in construction, that he applied to Stillman's father for permission to take the lad and educate him in his own profession. The permission was granted, and from that day dates the career of the future railroad builder.

[Ill.u.s.tration: Yours Truly, S. Witt]

Young Witt was greatly pleased with his new profession, and devoted himself to it with such zeal and faithfulness that he grew rapidly in the esteem of his patron. When he had sufficiently progressed to be entrusted with works of such importance, he was dispatched in different directions to construct bridges and ca.n.a.ls as the agent of Mr. White. In this manner he superintended the construction of the bridge at Cohoes Falls, on the Mohawk river, four miles above Troy, where, in conjunction with Mr. White, he laid out a town which has since grown to a population of thirty thousand. The side cut on the Erie ca.n.a.l, at Port Schuyler, was dug under his management, and the docks there, since covered with factories, were built by him. When these were completed he was dispatched into Pennsylvania, with twenty-four carpenters, all his seniors, to build a State bridge at the mouth of the Juniata, from Duncan Island to Peter's Mountain. He was then ordered to the work on the Louisville and Portland ca.n.a.l, but before this was completed he was taken sick and remained a prisoner in a sick room at Albany for thirteen months.

With his recovery came a temporary change of occupation. Abandoning for a time his work of bridge building and ca.n.a.l digging, he took charge of the steamboat James Farley, the first lake-ca.n.a.l boat that towed through, without transhipment, to New York. This was followed by his taking charge, for between two and three years, of Dr. Nott's steamboat Novelty. Next he became manager of the Hudson River a.s.sociation line of boats, in which capacity he remained during the existence of the a.s.sociation, ten years.

The Albany and Boston Railroad having been opened, Mr. Witt was invited to become its manager at Albany, and accepted the trust, remaining in that position seven years and a half.

Now came the most important epoch in Mr. Witt's life. After a hard struggle the scheme for the construction of a railroad between Cleveland and Columbus a.s.sumed definite shape, a company was organized and was prepared to go to work when contractors should be found who would build the road with a little money and a good deal of faith. Mr. Witt's opportunity had come. At the end of a four days' toilsome journey from Buffalo in a cab, he reached Cleveland, and satisfactory arrangements were finally entered into. A firm was formed, under the name of Harbach, Stone & Witt, and the work commenced. The story of the building of the Cleveland, Columbus and Cincinnati Railroad has already been told in another part of this volume; it is a story of hoping almost against hope, of desperate struggles against opposition and indifference, and of final triumph. Mr. Witt's part in the struggle was an important one, and the solid benefit resulting from the success that crowned the enterprise was well deserved by him.

Before the work of construction was half completed, Mr. Harbach died, and the firm remained Stone & Witt, under which name it has become familiar to all parts of the American railroad world. The road was opened between Cleveland and Columbus in 1851, and the success that speedily followed the opening, demonstrated the wisdom of the projectors of the line, and justified the faith of its contractors. The three years of construction had not terminated before Messrs. Stone & Witt undertook the construction of the Cleveland, Painesville and Ashtabula Railroad, and in two years this road, now one of the richest and most powerful lines of the country, was completed. This was followed, sometime after, by the building of the Chicago and Milwaukee Railroad, which required but one year to construct, although built in the best manner.

With the completion of the Chicago and Milwaukee road Mr. Witt's active career as a railroad builder ceased. Since that time he has been chiefly employed in the management of his extensive railroad and banking interests, having been at different periods a director in the Michigan Southern; Cleveland, Columbus and Cincinnati; Cleveland, Painesville and Ashtabula; Cleveland and Pittsburgh; Chicago and Milwaukee, and Bellefontaine and Indiana railroads, besides being vice-president of two of these roads and president of one of them. His connection with the Bellefontaine and Indiana Railroad is noticeable from the fact that it was by his sagacity and unwearied energy, ably a.s.sisted by the late Governor Brough, as general manager, that the company was raised from absolute insolvency to a high rank among dividend paying lines. Mr. Witt had gone into the undertaking with a number of other Clevelanders, had all but lost his entire investment, but had never lost faith in the ultimate success of the line, or flagged for an instant in his efforts to bring about that success. The event proved the justness of his conclusions.

In addition to his railroad engagements, Mr. Witt is president of the Sun Insurance Company, of Cleveland; director of the Second National, and Commercial National Banks, and Cleveland Banking Company; also, of the Bank of Toledo. His interests are not all centered in railroad and banking enterprises, he having investments in the Cleveland Chemical Works, and in several other enterprises that contribute to the prosperity of the city.

Mr. Witt was married in June, 1834, to Miss Eliza A. Dougla.s.s, of Albany, but who was a native of Rhode Island. Of the four children who were the fruit of this marriage, but two survive. The elder daughter, Mary, is now the wife of Mr. Dan P. Eells, of Cleveland. The younger, Emma, is the wife of Col. W. H. Harris, of the United States Army, now in command of the a.r.s.enal at Indianapolis.

Mr. Witt's qualifications as a business man are attested by his success, won not by a mere stroke of luck, but by far-seeing sagacity, quick decision, and untiring industry. From first to last he never encountered a failure, not because fortune chanced always to be on his side, but because shrewdness and forethought enabled him to provide against misfortune. As a citizen he has always pursued a liberal and enlightened policy, ever ready to unite in whatever promised to be for the public good. In social life he has a wide circle of attached friends, and not a single enemy. Genial, unselfish, deeply attached to his family, and with a warm side for humanity in general, Mr. Witt has made for himself more friends than perhaps he himself is aware of.

Wealth and position have enabled him to do numerous acts of kindness, and his disposition has prompted him to perform those acts without ostentation and with a gracefulness that gave twofold value to the act.

In religious belief Mr. Witt is a Baptist, having joined with that church organization in Albany, thirty-one years ago. For years he has been a valuable and highly respected member of the First Baptist Church in Cleveland.

James Farmer.

Although James Farmer has been a resident of Cleveland but thirteen years, and cannot, therefore, be ranked among the old settlers of the city, he is looked upon as one of its most respected citizens, whose word is as good as a secured bond, and whose sound judgment and stability of character place him among the most valuable cla.s.s of business men. But though prudent in business affairs, and of deeply earnest character in all relations of life, Mr. Farmer has not allowed the stern realities of life to obscure the lighter qualities that serve to make life endurable. Always cheerful in manner and genial in disposition, with a quaint appreciation of the humorous side of things, he endeavors to round off the sharp corners of practical life with a pleasant and genial smile. A meditative faculty of mind, untrammeled by the opinions or dicta of others, has led Mr. Farmer into independent paths of thought and action, in all his affairs. Before taking any course, he has thought it out for himself, and decided on his action, in accordance with his conscientious convictions of right, independent of considerations of mere worldly notice.

Mr. Farmer was born near Augusta, Georgia, July 19th, 1802. His early opportunities for acquiring an education were scant, only such knowledge being gained as could be picked up in a common school, where the rudiments of an education only are taught. Until his twenty-first year, his time was chiefly spent on his father's farm, but on attaining his majority he concluded to strike out a different path for himself, and coming north, he engages in the manufacture of salt, and in the milling business, at Salineville, Ohio. His means were small, but by a.s.siduous attention to business he was moderately successful. Four years later he added a store for general marchandise to his mill and salt works, and thus added to his property.

In the Spring of 1847, Mr. Farmer, imbued with the spirit of progress, and appreciating in advance the benefits to accrue from the proposed Cleveland and Pittsburgh Railroad, entered with spirit into the enterprise, worked hard in procuring subscriptions to the stock, and aided in various ways to its consummation. For several years he held the position of president of the company, and it was through his labors in this channel of commerce, that he became so thoroughly identified with the progress and prosperity of Cleveland.

[Ill.u.s.tration: Very Respectfully, James Farmer]

On the completion of the railroad, Mr. Farmer was among the first to avail himself of the increased facilities for business offered by the road, and embarked in the coal trade, having previously owned coal fields in Salineville. These coal fields were now worked, and the product shipped by railroad to Cleveland and other points.

In the Spring of 1856, he removed to Cleveland, abandoning the mercantile business after devoting to it thirty-two years of his life, and having been completely successful. His coal fields still continue to furnish supplies to the coal market of Cleveland.

So far as human power can be said to control human affairs, Mr. Farmer has been wholly the architect of his own fortunes. The prosperity that has attended his efforts has been due to the close attention given his legitimate business, his strictness in making and keeping contracts, his prudent economy, and his nice sense of commercial honor and general honesty. What man can do to make honest success, he has endeavored to do, and Providence has smiled upon his efforts.