USA > Indiana > Delaware County > A twentieth century history of Delaware County, Indiana, Volume I > Part 11
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Though public sentiment in favor of free pikes was strong at that time and in subsequent years has grown until the toll road would hardly be toler- ated, yet the vote taken on the question in 1883 was so evenly divided that the county commissioners could not regard the decision as compelling imme- diate action, and in fact the complete abolishment of the toll-gate was delayed for nearly twenty years. The vote was taken October 20, 1883, when 1,901 ballots were cast in favor of purchasing the toll pikes, and 1,778 against, free roads winning by a majority of 123. As an example of the opposition ex- pressed in certain parts of the county to free roads there was a movement in the following year among several townships for secession from the county. Washington, Union and Niles talked annexation to Blackford county, while Perry and Liberty developed a similar current of opposition. The amount required to buy the pikes was assessed against the townships. The residents of the north tier of townships would be benefited in only a small measure by the pikes of Delaware county, and if they used those of Blackford county they would be compelled to pay toll, so it was natural that they should object to paying for free roads in their own county, which they would use infre- quently and in addition be burdened with tolls every time they used the roads of the adjoining county. Another cause of grievance originating about
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HISTORY OF DELAWARE COUNTY
the same time with the free-pike question was the building of the court house at Muncie. The buying of the pikes and the building of a new court house were undertakings that were discussed with a great deal of ardor among the people of Delaware county, and they continued to be tender subjects until they were quite obscured in the excitement of the gas boom.
RAILROADS.
In some reminiscences contributed to a former history, Thomas S. Neely stated his recollections of the agitation for railroad connection in Delaware county as follows: "At the time of the agitation of the railroad question over the country I thought we ought to have a railroad connection, but did not know where, only that we ought to have an outlet. The canal outlet had failed in reaching us, and railroads were beginning to excite the people. I got up a paper and carried it around among the people, but it failed to excite any particular interest. Dr. Anthony laughed at me, and said it was foolish- ness to talk about such a thing. A meeting, however, was called at the court house, and brought out a large crowd. Several persons addressed the meet- ing, myself among them. No one had any idea where the road was to be built, or to what point. Some suggested Fort Wayne in order to connect with the canal. I was not favorable to that project, because it would freeze up. Others suggested Connersville, Indianapolis, Bellefontaine, etc. I was most in favor of a connection to the southwestward, to join the Madison and Indianapolis Railroad, then just completed and put in running order. We were finally solicited by parties both from Fort Wayne and from Bellefon- taine, and finally agreed to join with the Bellefontaine folks. The manner in which the question was settled was indeed novel. At a meeting at the Ohio state line, where Union City is now located-there was no Union City then-after a number of speeches had been delivered from a box, it was de- cided to put the question to the test, and all who were favorable to Bellefon- taine were directed to take one side of the door as they filed out, and those favorable to other points, the other side. It was found that the Bellefontaine folks had two-thirds majority over all. O. H. Smith was made the first president of the road. Thus was formed and permanently located a road destined to become one of the most important roads in the northwest."
The interesting part about this statement is the division of opinion among the people as to what points should be connected by the railroad. Indianapolis, as the capital, had obvious advantages, while Fort Wayne's later importance as a center of trunk lines was foreshadowed in the claims thus early advanced for a line from Muncie to that point. For the route that was finally selected there was much appropriateness in the title "Great Cen- tral Railroad to the West," for the Indianapolis and Bellefontaine was a sec-
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HISTORY OF DELAWARE COUNTY
tion of a line of transportation that penetrated the heart of the country west of the Alleghanies .*
One of the results of the session of the Indiana legislature in 1847-48 was a charter for the first railroad line planned through cast central Indiana, and named the Indianapolis and Bellefontaine Railroad. The co-operation of the citizens of the counties along the line was assumed as essential to the success of the enterprise, and special provisions in the charter directed what should be done in each county. From that time on the building of the road was the principal theme of conversation. Every official action whether taken by the local boards of directors or directed by that distant power of capital in the east was discussed in the press and by the people. On learning what the road would cost per mile, many shook their heads and doubted that it would ever pay. When construction actually began, interest increased, an interesting proof of their interest being shown in the eagerness with which the people sought information about all details of the railroad. The "T- rail" was just coming into favor with railroads at that time, superseding the old "strap rail" with which such of the settlers were familiar as had been in the east after railroad construction began, and a Muncie newspaper devoted half a column to an explanation of this new form of rail, and a section of one was also exhibited in one of the local stores.
In July, 1848, three directors were elected from Delaware county as local representatives on the railroad board, namely, S. P. Anthony, who be- came the active agent of the railroad in this county; David Kilgore and James Truitt. At the same time John Black, of Delaware township, was ap- pointed appraiser of the real estate to be subscribed in stock to the railroad
*Indiana Signal, September 30, 1848: By an advertisement in to-day's paper, it will be seen that a new and direct route of communication from central and western Indiana, with our eastern cities, is about being opened, by means of a railroad from Indianapolis to Bellefontaine, at which latter place it intersects the road from Sandusky to Cincinnati, now doing so much to divert the trade of the West to the North. By means of the road now being constructed from Pittsburgh to Bellefontaine, the entire trade of this fertile region, the products of which have been sent South, may be secured to Philadelphia. It is quite certain, that if it be not thus secured, it must inovitably go to New York and Boston.
By reference to the map, it will be seen that the line is almost a dircet one from Philadelphia, by Harrisburgh, Pittsburgh and Bellefontaine, to Indianapolis, the capital of Indiana,-the total difference being six hundred and seventy miles. The distance from Pittsburgh to Bellefontaine is two hundred and five miles, from Bellefontaine to Indianapolis, one hundred and thirty-five. From Indianapolis to Madison, on the Ohio river, a distance of eighty miles, there is a road completed (and yielding a profit of fourteen per cent.), the stock of which is mostly owned in New York and Boston. From Indianapolis to Terre Haute, on the Wabash river, the distance is seventy miles; and a company is now constructing a road between theso points. Thus it will be perceived, that there are now four railroad companies, actively engaged on this great Central Western or "Backbone" route from Pitts- burgh to Terre Haute,-thus making the entiro railroad distance from Philadelphia fo St. Louis only cight hundred and twenty-five miles. All must see in what a commanding position in regard to the Western trade the completion of this route must place Philadelphia.
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HISTORY OF DELAWARE COUNTY
company. It was decided that the railroad within Indiana should be con- structed in three sections-from Indianapolis to Pendleton; Pendleton to Muncie : Muncie to the Ohio line.
In April, 1849, the enthusiasm of the people for a railroad was put to a practical test when a vote was taken on whether the county should tax itself to produce twelve thousand dollars to be subscribed for stock in the pro- posed railroad. Many persons thought the proposed subscription an enor- mous sum, burdensome to the people and unwise as a matter of civil policy. It was understood that the tax should not exceed one dollar on the hundred valuation, only half of it to be collected the first year. The vote on the ques- tion whether the county should be taxed for railroad stock resulted in some figures that tell at a glance the division of sentiment in various parts of the county. Here is the tabulated vote :
Township-
For Against
Township --
For Against
Salem
6
73
Union
7
43
Mt. Pleasant
106
7
Perry
27
28
Harrison
8
55
Liberty
111
8
Washington
4
4
Delaware
92
8
Monroe
18
48
Niles
6
8
Center
176
53
liamilton
33
10
Total
594
34.
Majority
250
Clearly, the townships that would not be traversed by the proposed rail- road were not altogether willing to tax themselves for its building. In the case of a few townships it would seem that the citizens cared little about the question either pro or con. Salem, for some reason or other, showed the most vigorous opposition, though the road was to cross the township. Cen- ter gave the largest majority for the measure, but not the largest percent of her total vote, Mount Pleasant and Liberty both surpassing in that respect.
Happily, the railroad was built in a little more than contract time, and the people who had lived in the county a quarter of a century and never known any better means of transportation than a heavy wagon and an ox or horse team, were soon gratified in knowing that an iron road bound them with the outside world and swiftly moving trains were ready to carry every production of the soil and shop to the market where it was most needed. It was provided that the first installment of the money subscribed by the county should be paid when the road had been cleared and grubbed continu- ously from Indianapolis to the east line of this county. This payment was made in May, 1850. In June of the same year the grading contract between Yorktown and Muncie was let, and during the summer tracklaying pro- ceeded between the capital and Pendleton. October 8, 1850, a celebration, in which all the surrounding country took part, marked the completion of the road to Pendleton. In July it had been decided that the Muncie depot should be located on land owned by C. F. Willard, south of the public square. In
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HISTORY OF DELAWARE COUNTY
February, 1851, the second installment of subscription by Delaware county was paid, this marking the completion of the grading and bridging to the cast line of the county. In June, 1852, the final installment had been paid, at which time the line was supposed to be completed, ready for cars, from Indianapolis to Muncic. The pioneer William Jackson thus described the completion of the road: "On the 17th of June, 1852, there was a grand rail- road celebration here, made in honor of the completion of the Bellefontaine Railroad from Indianapolis to Muncie. A train of cars was made up here, and run down to Indianapolis and back. The cars were open flat cars, and had been provided with plank seats, etc. A large crowd of people came in from points on the line between Indianapolis and Muncie. Before they ar- rived, however, and during their stay, a very heavy rain set in, which some- what dampened their clothes and bodies, but not their ardor, as the celebra- tion was a very enthusiastic onc. Many were soaked through and through, and the ladies and children presented a sad and ludicrous sight."
During the winter of 1852-53 the road was completed to the Ohio line. The name Indianapolis and Bellefontaine was retained several years, and it then became known as the Indianapolis, Cleveland and Pittsburg Railroad. When the road was officially consolidated with the Ohio line in 1859, its property in Indiana, comprising not only the road bed and right of way but buildings and rolling stock, was appraised at only $4,300 per mile, the 20.36 miles in Delaware county aggregating a value of $87,548. In 1868, after consolidation with the Cleveland, Columbus and Cincinnati, the name became the Cleveland, Columbus, Cincinnati and Indianapolis Railroad, which soon became better known as "The Bee Line." Doubtless, few people remember the exact time when this appellation was superseded by "The Big Four," the name now borne by the first railroad built within the county. June 26, 1889, was the date of the completion of the transactions by which the Bee Line was consolidated with the Indianapolis and St. Louis and the Cincin- nati, Indianapolis and Chicago railroads, thus creating the Cleveland, Cin- cinnati, Chicago and St. Louis, or the "Big Four Route." Only recently the Big Four became part of a still greater consolidation, and is now known as one of the New York Central Lines, though still retaining the familiar designation to distinguish it from other lines of the system.
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The stock of the Indianapolis and Bellefontaine, originally bought and held by Delaware county, was transferred in December, 1853, as a bonus to the then nascent Fort Wayne and Southern Railroad, an equal amount of the latter's stock being given to the county in return.
Lake Erie and Western Lines.
Since the construction of the first railroad, the construction of other roads through and into Delaware county has been marked by many vicissi-
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HISTORY OF DELAWARE COUNTY
tudes. The names of the different roads have been changed so many times that probably few persons could recall them all in order, and changes of management and ownership have been equally frequent. Comprised in what are now the Lake Erie and Western (a part of the New York Central sys- tem) are the roads that were built thirty-five years ago and were then known as the Fort Wayne, Muncie and Cincinnati, and the Lafayette, Bloomington and Muncie.
The road from Fort Wayne to Muncie has existed in the words of charters for over sixty years. Several Delaware county citizens were con- nected' with the company which proposed to construct the road during the fifties. But no practical progress was made until the latter sixties. The late David T. Haines of Muncie was more closely identified with the build- ing of this north and south road through the county than any other local party. He was secretary of the old Fort Wayne and Southern Railroad Co. from 1853 until its failure in 1855. He continued as custodian of the archives, stocks, bonds and books of the company until 1868, when they were turned over to John C. Parker, who attempted to build the road from Jeffersonville to Muncie. After the failure of this project Mr. Haines as- sisted in organizing the company that built the road from Fort Wayne to. Muncie, of which he was secretary and treasurer, and later became vice president of the road until it was sold to Charles H. Dalton and others. He was elected an official in 1868 of the company that constructed the road from Connersville to Fort Wayne. The various railroad companies that pro- jected roads to run from Muncie in a southerly direction to Cincinnati were finally consolidated as the Fort Wayne, Muncie and Cincinnati, and Mr. Haines became secretary and a director of this line. He was one of the committee that bought the iron for the road and the first six engines. Prac- tically he had personal charge of the construction of the road, and it was largely due to his exertions that the company was able to complete the work at the time specified in order to receive the subsidy promised by Delaware and Wells counties. He continued with the company until the sale of the line in 1872. The freight office of the Fort Wayne road was opened in Muncie in February, 1869. Somewhat later this road became known as the Fort Wayne, Cincinnati and Louisville, and in 1889 it was popularly styled "The Muncie Route." In June, 1890, the road was transferred to Calvin Brice and associates and made a division of the Lake Erie and Western.
It is profitless to follow the intricacies of ownership and control of this north and south route. The main point of interest for the history of Dela- ware county is that it was constructed about 1870, and from that date be- came a definite influence in the development of that part of the county through which it passed. In Union township the advent of this road fixed Eaton as a permanent town, incidentally causing the decline of Granville
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IHISTORY OF DELAWARE COUNTY
on the east and Wheeling on the west. The opening of a depot at the south edge of the township was the most important event in the history of Shideler, a little village that has continued as a shipping point and small commercial center ever since. Royerton was likewise stimulated to growth by the com- ing of the railroad. The Fort Wayne road increased the importance of Muncie as a central town of the county, and was one of the very large factors that determined the commercial and industrial prestige of the county scat during the years preceding the gas boom.
The road from Muncie to Lafayette was completed in January, 1876, the first train to Lafayette carrying forty Muncie citizens, making the trip February 1. The county had voted in August, 1869, a subsidy of $150,000 for the construction of this road. This was at first known as the Lafayette, Bloomington and Muncie road. From Muncie it was extended eastward through Albany and finally completed to Sandusky, and took the name of Lake Erie and Western.
Thus by the carly eighties Delaware county was intersected by three different lines of railroad, all centering in Muncie and radiating from there in six directions. Too much emphasis cannot be placed on the part played by these carly railroad lines in distributing population and starting towns and industries. The first railroad in 1852 found two towns in the county already established-Muncie and Yorktown-and it immediately put those towns, especially Muncie, on a new basis and started their development. Further- more, the railroad was the cause of the founding of the town of Selma, at the same time destroying Smithfield's prospects; and revived the village of Daleville, which had nearly lost its identity since the pioneer days. Twenty years later the Fort Wayne route gave the main impetus to the growth of Eaton, Shideler, Royerton, Cowan and Oakville. Then a few years later the original line of the Lake Erie, besides contributing to the growing im- portance of Muncie, gave Albany its much needed railroad communication, and gave occasion for the establishment of such stations (each with some in- dustrial and commercial features) as Reed's, Cammack, DeSoto.
These were all the railroad lines Delaware county had until within the . past ten years. The history of these later lines belongs to another chapter and to another period of development.
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CHAPTER XI. BEGINNING OF CENTERS OF POPULATION.
The grouping of population and the formation of village centers, being the result of natural growth, are more interesting than the organization of townships and the marking of boundary lines, which is an artificial process. Every town has an individual history, like that of Muncie, and so requires a special article to describe it. But it is impossible to indicate in a general way the beginnings of a typical village community, and mention the causes and effects that characterize the history of all such centers. The process may be described thus: A fertile and well situated region receives its share of the immigration then overflowing the country. Assuming that they are pioneers, it will be almost a necessity that most of them till the soil, even though combining that with another occupation. Or, if a tim- bered region, those engaged in the lumber industry would be subject to the same centralizing influences. If the settlement was on a much traveled thoroughfare, one or perhaps more of the pioneer houses would be opened for the entertainment of the transient public. On the banks of a stream some one constructs a saw mill or a grist mill. At some convenient and central point a settler with commercial instincts will open a stock of goods such as will supply the other settlers and immigrants. A postoffice comes next, the postmaster very likely being the merchant or tavern-keeper. A physician, looking for a location, is pleased with the conditions and occupies a cabin near the store or inn. A carpenter or other mechanic is more accessible to his patronage if he lives near the postoffice or other common gathering point. If the schoolhouse of the district has not already been built, it is probable that it will be placed at the increasingly central site. And the first church is a natural addition. Already this nucleus of settlement is a village in embryo, and in the natural course of development a variety of enterprises will center there; the mechanical, the manufacturing, the commercial and the profes- sional departments of human labor will be grouped together for the purpose of efficiency and convenience. By such accretions of population, by diversi- fication of industry, by natural advantages of location and the improvement of means of transportation, this community in time becomes organized as a village, and, with continued prosperity, as a city.
Sometimes the development is arrested at a particular stage. The vil- lage remains a village, the hamlet ceases to grow, and we have a center of population without special business, industrial or civic development. Then
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HISTORY OF DELAWARE COUNTY
there are instances in this county of retrogression. A locality that could once be dignified with name of village has disintegrated under the stress of rivalry from other centers or from other causes, and is now little more than a place and a name.
The centers of Delaware county illustrate all these processes. As a gen- eral observation it may be said that during the carly years, when communica- tion was primitive and isolation quite complete even between localities sepa- rated by a few miles, the tendency was toward centralization in numerous hamlets and small villages. But in keeping with the economic development for which the past century was noted, and especially because of the improve- ment of all forms of transportation, the barriers against easy communica- tion with all parts of the county were thrown down, and the best situated centers grew and flourished at the expense of the smaller centers, which gradually dwindled into comparative insignificance. Nothing has done more to accelerate this movement than the establishment of rural free delivery and the extension of telephone service into the country districts. The post- office was the central point of community life, and remoteness from its privi- leges was a severe privation. Rural delivery has made every home a post- office, puts each home in daily contact with the world, and while it is destroy- ing provincialism and isolation, it is effecting a wholesome distribution of population. The telephone has been equally and similarly beneficial. And the introduction into Indiana of the system of public transportation of school children to and from school removes another powerful incentive to village life. When weak districts may be consolidated and a large, well graded and modern union school be provided convenient and accessible to every child in the enlarged school area, families no longer find it necessary "to move to town in order to educate their children."
SMITHFIELD AND SELMA.
Reference to original land entries of Liberty township shows that Wil- liam Blunt Sr., Wilder Potter, David Branson and others located along the White river during 1822-1823. What is said to have been the first mill in the township was constructed on the river in section 22 about 1828 by David Stout, and shortly afterward another mill was located in the same vicinity. In a few years the north bank of the river exhibited a wide clearing, on which were half a dozen or more houses, and already it was distinguished as a "local habitation" with a name. A merchant opened a stock of goods, and on one of the early thoroughfares from the east leading through this local- ity, it is likely that one or more houses were regularly opened for the enter- tainment of travelers. Thus Smithfield became a village, and some years later, when it was platted by the proprietors, David Stout and William Dun- ยท can, these men may have had some visions of its growth to a town of size
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HISTORY OF DELAWARE COUNTY
and commercial importance. Smithfield played its part in the early history of the county, but in the fifties the river and the high road lost their commer- cial importance as compared with the railroad whose line passed a mile and a half to the north. A railroad station was established, a store was opened by Joseph Babb, and within a short time the activities of the town on the river began to decline, and Selma, fortified along the iron highway, attracted merchants, doctors, churches and schools, and the various interests which have constituted it one of the recognized centers of the county. For many ycars, however, Smithfield continued to have a store and blacksmith shop, and a grist mill run with water power.
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