Centennial history and handbook of Indiana : the story of the state from its beginning to the close of the civil war, and a general survey of progress to the present time, Part 25

Author: Cottman, George S. (George Streiby), 1857-1941; Hyman, Max R. (Max Robinson), 1859-1927
Publication date: 1915
Publisher: Indianapolis : M. R. Hyman
Number of Pages: 542

USA > Indiana > Centennial history and handbook of Indiana : the story of the state from its beginning to the close of the civil war, and a general survey of progress to the present time > Part 25

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

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Map of the Interurban Electric Lines in Operation in Indiana in 1915.

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166

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Muncie, via Anderson, to Indianapolis. The final organization of this consolidated company was completed in June, 1899, and work was at once commenced on the construction of the Muncie- Indianapolis line. On January 4, 1901, the line was completed and its first car ran into the city of Indianapolis.

In the meantime the line from Alexandria to Elwood had been completed and the system as planned in 1893, was at last a reality, just three years and three days from the time the first car ran from Anderson to Alexandria.

Looking forward to the completion of the line into Indianapolis, as early as 1894, Mr. Henry took up the subject of a contract with the local company for running cars into this city, and in February, 1895, secured a contract with the Citi- zens' Street Railway Company, then controlled by what was known as the McKee & Verner Syndicate of Pittsburg.

The first corporation formed for the building of an interurban electric railway was the "In- dianapolis, Greenwood & Franklin Railroad Company," organized November 9, 1894, under the steam railroad law, and being promoted by Henry L. Smith of Indianapolis. The road from Indianapolis to Greenwood was afterward built by this same organization under the ownership of Joseph I. and Wm. G. Irwin, of Columbus, Indiana, who took charge of the company in June, 1899, and it was this road that ran the first interurban car into Indianapolis on the first day of January, 1900. This company was succeeded by the "Indianapolis, Columbus & Southern Traction Company," owned and controlled by the Messrs. Irwin.

The Automobile Era .- Any account of mod- ern economic development would be incomplete without a consideration of the automobile and the part it is coming to play as a method of transportation that for convenience and as an agent of mobility is as far ahead of the trolley car as the latter is ahead of the steam cars. Mother Shipton's famous prophecy that car- riages would go without horses has, like some other predictions, been fulfilled far beyond the most extravagant dream of the prophet.

Twenty-five years ago the fact of a "horseless carriage" had, indeed, been realized, but it was little other than a freakish curiosity, of no prac- tical interest to the mass of people. As late as

1899 it was negligible to the statisticians. At that time only 3,897 automobiles were reported in the United States, and their manufacture was not included as a separate industry in the census of 1900. By 1909 the number had increased to 127,287, with a total value of $249,202,075, and the increase since that date has been advancing by leaps and bounds. A very large percentage of these vehicles are private family conveyances, which means that they are, in perhaps a majority of cases, merely an added pleasure or luxury, but economic effects are various. The inter- communication between all parts of the country is vastly facilitated, and while this is an advan- tage to business generally, it is especially bene- ficial to the rural population, which is equipping itself more and more with motor cars. As an illustration of the gain to agriculture we may cite the growing custom of county tours under the leadership of "county agents" in which numbers of farmers visit the best farms in the county for the purpose of practically studying crops, under the guidance of a scientific specialist. As an educative scheme this promises to be of great benefit to the business of farming.

One of the important results to be looked for from the general use of automobiles is that of road improvement. Indiana now has a law whereby from two to twenty dollars must be paid as a State license for every motor vehicle, and this money, less the cost of registration, numbering plates, etc., is to be distributed as a road fund among the counties. Under the first year of this law the rather handsome sum of $462,609.28 was apportioned out among the coun- ties. It is safe to say that this income will an- nually increase and when added to the road fund from other sources it gives promise of a material advance in road improvement.

OTHER PUBLIC UTILITIES

Express and Transportation Companies .- Logically connected with transportation facilities are the public utilities that come under the head- ing of express and transportation companies. The former as public carriers of all kinds of smaller commodities have been of incalculable service in promoting business by facilitating in- terchange. The first of these companies in Indi- ana of which we find record was the Adams

167

CENTENNIAL HISTORY AND HANDBOOK OF INDIANA

Express, which opened in Indianapolis in 1847, vith M. M. Landis as the first agent ( Hollo- way's "Indianapolis") .*

In other words, their origin was, virtually, contemporary with that of the railroad, and their development, in extension of service, has kept pace with the latter. There are to-day six ex- press companies operating in Indiana. These in the order of their importance, as measured by their assessed valuation, are the Adams Express Company, the American Express Company, the United States Express Company, the Wells Fargo Express Company, the National Express Company and the Southern Express Company. These, altogether, operate over 8,510.80 miles of railway within this State, and their assessment on this mileage (not including real estate, office furniture, etc.) amounts to $824,044 (Tax Com. Rept.).

Of "transportation companies," or carriers of special lines of merchandise, there are no less than one hundred and twenty-one listed in the tax commissioner's report for 1914, and they are assessed, collectively, at $1,618,075.

IMPROVED INTERCOMMUNICATION

The Telegraph .- Another important commer- cial factor that was coeval with the railroad, and a wonder that was unique until the advent of the telephone, was the magnetic telegraph. The Legislature first authorized the incorporation of telegraph companies on February 14, 1848; a line was soon after established between Indian- apolis and Dayton, Ohio, and on May 12 of that year the first message was transmitted. In June a merchants' exchange was formed for the trans- action of telegraph business, but there was not enough to justify the enterprise (Dunn's "Indianapolis"). For several years telegraphy seems to have cut very little figure in the business of the State, but other attempts were made to introduce the service, and by 1856 several lines were in existence, among them the since familiar Western Union, which in that year made an ar- rangement with the Associated Press. of Indian- apolis whereby the papers were supplied with telegraphic news. This was a great innovation,

putting, as it did, the reading public in daily touch with the affairs of the world. Prior to that foreign news was pretty stale by the time it reached the editorial sanctum of the west.

Of the various companies that sprang up in the earlier day the Western Union alone re- mains. Its present competitors are the Postal Telegraph and Cable Company and the Fort Wayne Telegraph Company, the latter operating locally over but forty-four miles of line. The total mileage of telegraph lines within the State is 63,684.86, and the assessed valuation amounts to $3,336,178. By virtue of this utility, space is practically annihilated. The newspaper that is

In 1893 Elwood Haynes commenced work on a gaso- line motor-driven vehicle which he had originated and designed, and which he termed, for want of a better name, the "horseless carriage." On July 4, 1894, he made a successful trial trip on the streets of Kokomo in this vehicle, running at a speed of seven or eight miles per hour.

brought to our door before breakfast gives us the important happenings of the day before, or, indeed, of a few hours before, from the four quarters of the globe, and business, particularly of a large character, is vastly facilitated by quick communication regardless of distance, to say nothing of the countless instances of conve- nience, public and private.

The Telephone .- But the telegraph as an in- strument of intercommunication sinks into a quite secondary place as compared with the tele- phone. Like the automobile in transportation, only to a far greater degree, it has become a popular luxury and convenience as well as a business necessity, and by reason of its intimate

* Elsewhere Holloway says 1851, with Blythe & Holland as the first agents. The American company, he further says, was established in 1852 and the United States in 1854.

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CENTENNIAL HISTORY AND HANDBOOK OF INDIANA

and univer-al uses it has become a great factor in social development. By its help the business world has acquired a quicker pace; time and countless steps are saved at every turn : town and country are alike served and kuit together ; the transactions of daily life generally, from the private messages between friend and friend to the busy messages of the mart are vastly facili- tated, and if the telephone were suddenly abol- ished the world would find it difficult to adapt itself to former conditions.

The telephone was introduced into Indianap- ohs in 1877 when three business firms, almost simultaneously, ran wires from their offices across town to their yards and factories. About a year later the "Indiana District Telephone Company, of Indianapolis," was organized and the council solicited for permission to erect wires and poles on the streets. This was at first re- fused, but in February of 1879 the right was given to hang wires on the fire alarm telegraph poles if the company would keep them in repair and furnish the city with twenty-two telephones for the fire houses, free of charge, with addi- tional ones if other houses were put in the serv- ice. The conditions were accepted and the new company started with something less than a hun- dred patrons. It was succeeded in 1880 by the Telephone Exchange Company, and this. in

turn, was supplanted by the Central Union Tele- phone Company. In those days "the service was poor ; the patronage not large ; the charges high." When the Legislature of 1885 set the maximum charge for telephone service at $3 per month the company contested the law in court, and on losing its case announced its determination to quit. After four years of complications the re- strictive law was repealed and the Central Union has remained in operation to the present day, being by far the most valuable telephone prop- erty in the State .*

The telephone service has expanded until In- diana is to-day fairly netted with wires. In the tax commissioner's latest report (1914) there ! are listed 429 telephone companies, mostly inde- pendent of each other, but co-operative so that long-distance service can be had from any point in the State to any other point. The distances covered by these separate lines range all the way from two miles for the Farmers' Mutual Tele- phone Company, of Vevay, to 152,296 miles for the Central Union, of Indianapolis, and the as- sessed values of the properties vary accordingly. The Central Union, which runs highest, being $5,482,656. The total mileage is 375,471.28, and the total value $15,840,115.

* For fuller sketch of telephone beginnings in Indianapolis, ; see Dunn's History of Indianapolis.

CHAPTER XVI

NATURAL RESOURCES*

FORESTS

Early Forests .- The forests of the State must be considered as a passing resource, as the native woods used in the manufactures are grow- ing more and more scarce. Originally no region in the world, perhaps, surpassed ours for the variety of woods that are valuable in the manu- factures. The State was virtually covered by one vast forest. The late John P. Brown, of Connersville, a student of this subject, estimated that out of the 35,910 square miles comprising the total area of the State, 28,000 square miles were forested,t and Professor Stanley Coulter, of Purdue University, says that "many of the most valuable hardwood timbers reached their maximum development, both as to size and num- bers, within the limits of the State." In 1836 Calvin Fletcher, Jr., of Indianapolis, traveled northward over the Michigan road, then newly cut out, and he speaks of the "enormous con- tinuous log heap of white oak" that had been cleared off the right of way and piled along the sides of the road.

Variety and Sizes of Trees .- Our trees rep- resented a wide botanical range. Charles C. Dean, former secretary of the State Board of Forestry, in an article descriptive of the "Trees of Indiana" (official report for 1911) includes 139 species that have been reported as native to the State. These are classified in thirty-seven families and range from the white pine of the north to the pecan of the south. Most of these have some and many of them a great economic value, the oaks, hickories, ashes, tulip-poplar and black walnut being conspicuous among the more valuable. Many of these, also, before the monarchs of the forest fell victim to the ax, were of colossal size, if tradition is to be ac-

cepted. The late Doctor Arnold, author of a history of Rush county, affirmed that there once stood in that county a yellow poplar that was twelve feet in diameter, a black walnut that was ten feet and an oak that was eight. In the same county grew a mammoth buckeye which tradition made nine feet in diameter, but which, on more careful inquiry, seems to have been about four and a half feet. At any rate its bole was large enough to be made into a "dugout" canoe forty- five feet long, which was mounted on wheels and drawn by six or eight horses in the parades of the famous campaign of 1840, being filled with gaily-appareled damsels as an attractive cargo. Reliable records from accurate measurements made in recent years show that specimens up to twenty-two feet in circumference with clear boles running up to seventy-five feet or over, and total heights exceeding 150 feet, are not uncom- mon. A yellow poplar twenty-five feet in circum- ference and 190 feet high is reported from the lower Wabash valley, and a .sycamore tree in Daviess county (described in 1880) measured forty-eight feet in circumference (State Board of Forestry Report, 1911). One nearly the same size now standing in Greene county about a mile and a half southeast of Worthington is described by Dr. W. B. Clarke in the Indianapolis News of June 28, 1915. For picture of this tree see sketch of Greene county.

Forest Destruction .- To the pioneers of the State the forests were a serious obstacle and of value only as they contributed material to the cabin, the rail fence and the fireplace. The frequent comment on the wholesale destruction of valuable timber must be shorn of its criticism when we remember that the timber was not valu- able then, and that the prime need of the settlers was tillable soil. Hence the era of the ax and the indiscriminate warfare against trees. They were "girdled" and killed as the quickest way of getting at the ground : when down they were cut into logs, rolled into heaps and burned, all kinds together ; preparations for such holocausts by

* The most important and most permanent natural resource is the soil, but as consideration of the soil becomes primarily a study of the products of the soil this will come under the head of "Agriculture."

¿ Address before the State Board of Commerce, Feb. 8, 1900. # Mr. Dean surmises that the primitive forests contained many species of trees that have now disappeared.

169

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CENTENNIAL HISTORY AND HANDBOOK OF INDIANA

"log rolling" was a social pastime, and "niggerin' off." or burning the logs into chunks more han- dleable, was an art of the day. . As late as the sixties the finest white oak trees were made into ience rails, and at an earlier day many a choice walnut shared the same fate.

Early Uses of Wood .- With the introduction of the sawmill and the substitution of frame houses for log ones timber began to be manu- factured into lumber, and the output increased as the population grew. The pioneer cabinet- maker, too, began to draw on the finer woods for his uses, particularly the wild cherry and walnut, and not a few modern homes retain as their prized possessions the elegant and substantial furniture made by those early artisans. One of the latter, Caleb Scudder, came with the first immigrants to Indianapolis and, according to a chronicler of that period, the very first sign painted in the village advertised "Kalop Skodder, Kabbinet Maker" (Nowland's "Prominent Citi- zens"). In the flat-boating days when large numbers of those craft carried the produce of the interior down the streams, much lumber went into their construction, particularly yellow pop- lar, which was fashioned into broad slabs for the sides or "gunnels." The incoming of the rail- road created a demand for much timber, the carly style of construction calling for "mudsills," ties and stringers, and the plank roads took heavy toll of the finest oak for their miles of solid flooring.

Manufactures and Forest Resources .- With the development of manufactures there came an increasing demand for woods of various kinds and for many purposes, and this grew until the forest products became an important element in the State's wealth. This reached its high tide about 1900. At that time J. P. Brown, above cited, wrote :

"Fifty thousand citizens of Indiana are em- ployed in wood industries and each year receive $15,000,000 in wages, while a quarter of a million of women and children are dependent upon these employes for their support. The finished prod- uet of this labor brings annually $50,000,000 to Indiana manufacturers. Indiana's railway com- merce is borne upon 30,000,000 wooden cross- ties which must be renewed at the rate of 4,500,- 000 ties annually, the cost of which is fifteen per

cent. of the entire operative expenses of the rail- ways. Twelve thousand five hundred miles of electric wires are strung upon 250,000 poles, which require frequent renewals."*

The foregoing was written in 1900. After that time the wood industries began to decline and within five years the value of manufactured products fell from $20,000,000 to $14,500,000, while Indiana retrograded from the seventh to the sixteenth place in the production of lumber. Even at that, however, wood-working ranked fourth among the industries of the State.t

Since then the depletion of the native timber supply has been going on, and the forests to that extent have ceased to be one of our great natural resources. The industries have not de- clined in proportion, as the transportation ad- vantages for products more than balance the disadvantages of importing raw material. Out of 232 concerns from which reports were se- cured by Mr. Breeze, the investigator' above cited, thirty-three used no lumber at all from Indiana, while fifty-six used from one to twenty- five per cent. only. All of them depended more or less upon outside supplies.

It should be noted that owing to the growing scarcity of woods many kinds that were once considered as fit for nothing, except, perhaps, firewood, are now utilized in the industries. A list of those used, as compiled by Mr. Breeze, in- cludes twenty-four different kinds, and among these are cottonwood, gum, elm, basswood, beech and sycamore, none of which were re- garded as valuable for saw logs twenty-five years ago. Oak, basswood, cottonwood, elm, gum, maple, walnut and yellow poplar all are used for ! veneers. Indianapolis is one of the great veneer- i ing centers of the United States.

Twofold Effect of Forest Destruction .- The destruction of our forests have had this harmful twofold result :

1. The continued drain upon them with no attempt to replace the valuable raw material they yield has depleted them as a natural resource until our manufacturers who depend upon woods have to seek their material elsewhere. This is

* "The Forests of Indiana the Reliance of Her Manufac- turers," by J. P. Brown. An address printed by the Courier, Connersville, Ind.

i F. J. Breeze: A Preliminary Report of the Wood-Using In- dustries of Indiana. St. Bd. Forestry rept. for 1911.

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Centennial history and handbook of Indiana : the story of the state from its beginning to the close of the civil war, and a general survey of progress to the present time, Part 25

Author: Cottman, George S. (George Streiby), 1857-1941; Hyman, Max R. (Max Robinson), 1859-1927 Publication date: 1915 Publisher: Indianapolis : M. R. Hyman Number of Pages: 542

Author: Cottman, George S. (George Streiby), 1857-1941; Hyman, Max R. (Max Robinson), 1859-1927
Publication date: 1915
Publisher: Indianapolis : M. R. Hyman
Number of Pages: 542