USA > Indiana > Carroll County > History of Carroll County, Indiana : With illustrations and biographical sketches of some of its prominent men and pioneers > Part 19
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at Pittsburg, and, indeed, on the east side of the river adjacent to Delphi had been dono. This was a narrow gauge road, and the work was so far completed in 1878 that trains ran from Rensselaer to Deiphi occasionally. At a later date, they ran regularly, except when, from damage to bridges and other causes of obstruction. delays were occasioned. Subsequently, on the 4th of March. 1851. the road, stock, ote, of the Indianapolis. Delphi & Chicago Rail. road was sold, and was purchased by the Chicago & Indianapolis Air Line Company, and since that time it has been merged in aud known by the name of the latter company, and the narrow gauge
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HISTORY OF CARROLL COUNTY.
has been enlarged to the standard gauge, and is now operated as such. The first through train from Delphi to Chicago passed over this road January 9, 1882.
CHAPTER XIX. PLANK ROADS.
INAUGURATION OF THE PLANK ROAD SYSTEM IN INDIANA-PASSAGE AND APPROVAL OF A PLANK ROAD LAW BY THE LEGISLATURE- ORGANIZATION OF THE DELPHI & FRANKFORT PLANK ROAD COMPANY-PRELIMINARY PROCEEDINGS AND CONSTRUCTION OF THE ROAD-ORGANIZATION OF THE DELPINI & PITTSBURG PLANK ROAD COMPANY -- LOCATION OF THE ROAD-STOCK SUB- SCRIBED-FERRY ESTABLISHED-MISCELLANY, ETC.
A FTER many years of adverse experience in the construction and use of dirt roads as the thoroughfares over which farm products and the handiwork of mechanics and artisans was trans- ported to meet the demands of trade, the people of Indiana, en - couraged by the advance movement in the State of New York and elsewhere, through their Representatives and Senators in General. Assembly, procured the preparation, passage and approval of "An act anthorizing the construction of plank roads," on the basis of the plank road law of New York, passed and approved on the 15th day of January, 1849. Under the provisions of that law. any number of persons so disposed were authorized to " form themselves into a corporation for the purpose of constructing and owning a plank road by complying with the following require- ments: They shall unite in articles of association setting forth the name which they assume, the line of the route and the places to and from which it is proposed to construct the road, the amount of the capital stock and the number of shares into which it is to be divided, the names and places of residence of the subscribers, and the amount of stock taken by each, shall be subscribed to said articles of association. Whenever the stock subscribed amounts to $1,500 per mile of the proposed road, copies of the articles of association shall be filed in the office of the Recorder of each county through which the road is to pass." Not less than three nor more than seven Directors were authorized, under that law to be elected by the stockholders of the company. It was made the duty of these Directors to " determine the particular manner of construc- tion so as to secure and maintain a smooth and permanent road, the track of which shall be made of plank, or timber, or other hard material, so that the same shall form a hard and even sur-' face." By a further provision, also, it was made their duty, "with the consent of the Board of County Commissioners of the county. to locate the same over and upon any State or county road, or other public highway and thereupon such State or county road, or other public highway, or such portion thereof as may be occu- pied and appropriated by said company, shall be and become the property of said company for the purpose of making and main- taining said road and the gates and toll-houses thereon."
By virtue of this law, a company was organized in Carroll and Clinton Counties, in February, 1849, for the construction of a plank road from Delphi to Frankfort, to be known as the Del- phi & Frankfort Plank Road Company, and its articles of asso- ciation were accordingly filed in those two counties, upon the sub- scribing of the requisite amount of capital stock. Having thus far complied with the provisions of the law pertinent thereto, upon application it was, on the 6th of March, 1842, "Ordered by the Board of County Commissioners of Carroll County. on the ap-
plication of the President and Directors of the Delphi & Frank- fort Plank Road Company, that the said board hereby grant the right of way to lay and locate a plank road on and along the Del- phi & Frankfort State road, or on and along any other State or county road in the limits of said Carroll County, under the pro- visions of the act of the Legislature of the State of Indiana, in- corporating said plank road company." Shortly after the right of way had been granted by the County Board, active work was commenced on the road, preparing the road-bed for receiving the plank, grading and adjusting irregularities of surface, building bridges and constructing culverts. Fair progress was made in this preliminary work, and, in the course of a few months, details of men began to lay the plank, pushing the roadmen as rapidly as the circumstances would permit. The date when the road first began to be used in sections, and when it was finally completed, is not apparent. In 1852 and 1853, portions of it were used, if not along its entire lengtli, forming one of the most important thoroughifares for the benefit of the people of the two counties that could have been constructed at that period, affording facili- ties for travel and for the transportation of farm products before unknown along the line over which it was constructed. Notwith- standing the planks were subjected to great wear, and had fre- quently to be replaced with new, and the road otherwise kept in repair, it continued to be used for many years, and was a source of revenue to the stockholders. At length, however, it was aban- doned, and now a gravel turnpike occupies its right of way ... .
While the Delphi & Frankfort Plank Road was in process of construction and in partial use, another company was formed for the,' building of a similar road between Delphi and Pittsburg, con- necting these two points, known as the Delphi & Pittsburgh Plank Road Company. Articles of association were filed in compliance with the law in force upon the subject, on the 6th day of January, 1851. The capital stock required was $2,000, divided into 200 shares of $10 each. At the meeting of the stockholders held on ; the 16th of October, 1851, the permanent officers of the company were elected, including a Board of Directors, the latter being in- structed, after locating the line of said road, to put the same under contract. The road, as located commenced at the east side of the ' public square, and extended westward along Franklin street in, Delphi, to the canal, and across the same; thence in a direct line to the Wabash River, opposite Pittsburg, with instructions to establish a free ferry across the river, thus immediately connect- ing the same with Pittsburg. Among other proceedings had at :. the same meeting, the contract for building said road was awarded to Messrs. John Barr and Hiram Sampson, who, with the utmost dispatch. entered upon the work of grading and preparing the roadway for the wooden superstructure subsequently placed upon it. An item in one of the newspapers of the county, published on the 30th of October, 1851, states that at that date the contract- ors were busily engaged pushing the work forward with all the energy and force at command. The stockholders were notified, also, that one-half the stock subscribed by them would be due and payable on or before the 10th of January, 1852. Not long after the time indicated for the payment of said stock, the road was completed, with the ferry attachment, and was in a short time the constant line of travel to and from the points of termination. So popular had the road become immediately after its completion, that, on the 17th of January, 1852, a joint meeting of the citizens of Carroll, White and Tippecanoe Counties was held at Pittsburg, . to consider the propriety of extending the Delphi & Pittsburg Plank Road to Monticello, in White County, by way of the bridge
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HISTORY OF CARROLL COUNTY.
across the Tippecanoe River at Spring Creek. The result of that meeting, while it failed to induce the subscription of stock nec- essary to insure the furtheranco of the enterprise contemplated by the movers of the project, at least contributed largely to the formation of a healthy public opinion on the question of the util- ity of the plank road system generally, and for this one in par- ticular.
The Delphi & Pittsburg Plank Road, though a short line, established more direct communication between the two points, and became the avenue of short and easy transit for the farm products of the region between the Wabash and Tippecanoe Riv- ers, which formed an important element in the commercial trans- actions of those portions of the county thus connected. It contin- ued to be used for many years, yielding at least a revenuo suffi- cient to reimburse the stockholders for the capital expended in its construction and keeping the same in repair.
CHAPTER XX. GRAVEL ROADS.
NEW ERA IN THE ROAD SYSTEM OF CARROLL COUNTY-THE COM- MON OR DIRT ROADS SUPERSEDED BY GRAVEL ROADS OR TURN- PIKES-EFFECT OF THE NEW DEPARTURE ON THE PROSPECTS OF BUSINESS IN TOWN AND COUNTRY -THE RANGE LINE ROAD PRO- JECTED-THE PROGRESS OF ITS CONSTRUCTION-THE DELPHI & WILD CAT ROAD-THE DELPHI, PRINCE WILLIAM AND COUNTY LINE ROAD-OTHER ROADS PROJECTED AND IN PROGRESS, ETC.
C
YORRESPONDING with the improvement spirit of the age,
the roads of the past have yielded to the common impulse, and are being transformed into the more modern style known now as the "Free Gravel Road" system. In this day, the old mud roads, corduroys, gradod roadways, plank roads, and the old grave] roads or turnpikes, were models of their kind, ideals of the road- makers of the period during which they were respectively con. structed; but, progression rather than retrogression having been designated as the order of march in the passage of time, the bet- ter class of roads are gradually superseding those of inferior classes, and the world is being benefited proportionately. Routes of travel that are recognized as those of greatest public utility, under the laws in force at this date, are liable to be constructed, and many of the neighborhoods interested in them are taking ad- vantage of the opportunities afforded by the provisions of the leg- islative enactments for the construction of free gravel roads, by asking that those privileges be extended to them.
RANGE LINE ROAD.
Moved by such a spirit, Robert P. Scott and others, by their petition filed in the office of the County Auditor during the ses- sion of the Board of County Commissioners in June, 1880, asked to be empowered to construct a froc gravel road along the route prescribed: "Beginning at the corporate limits of the city of Delphi, at a point where the line of said corporation crosses Washington street in said city; thence on and along the road-bed of what is known as the 'Upper or North Road from Delphi to Pittsburg,' to the east end of the iron wagon road bridge across the Wabash River; to continue from the west end of said bridge, running on the grade therefrom to the center of Howard street in the town of Pittsburg; thence along and on said street in a northerly direction up the hill, and crossing the Indianapolis, Delphi & Chicago Railroad; thence to the top of the hill; thence
northeasterly to the intersection of the range line, at a point where the present publie highway known as the ' Range Line Road' in terstets said rauge lino lying between Townships 25 north, Range 2 west, and 25, Range 3 west; thence north with said range line, on and following the road as at present located, to the quarter- section corner of the west line on side of Section 19, Township 28 north, Range 2 west; thence cast on the middle line of said Sec- tion 19, 240 rods, to the corner, at the north end of the line divid- ing the southeast quarter of Section 19, or near the house known as 'Dimmit's Schoolhouse; ' thence north with the line dividing the northeast quarter of Section 19, 160 rods, terminating at the corner between the east half and the west half of the northeast quarter of Section 19, on the north line of the section," and that appraisers be appointed to assess the benefits and damages to the lands affected by it. The prayer of the petitioners was granted, and the board appointed Andrew Robeson, William R. Stewart and James Haslet such appraisers, and Jolmn W. Fawcett, engi- neer, to view and examine the premises aforesaid, and make re- port of the result of their deliberation according to law. As a preliminary stop they were required to meet on the 2d day of Au- gust, 1880, and, after being first duly qualified, to commence their review, examination and assessment, as by their instructions re- quired.
The appraisers, having completed their work, filed their report of the same on the 7th day of October, 1880, when notice was ordered and given that the same would stand for hearing and adoption on the 22d day of November following. A hearing was accordingly had at the time indicated, but, no formidable objec- tions being made, the report was approved, and, after proper no- tice to contractors, the contract for the construction of said road was awarded, on the 18th day of December, 1880, to Thomas H. Scott and John Snyder, at their proposal, for $10,944. For the completion of said work within the prescribed period, the con- tractors filed the necessary bond, with security, to the approval of the board. As soon as the requisite arrangements had been made and other conditions complied with, the contractors commenced work, subject to the superintendence and inspection of the engi- neer in charge, John W. Fawcett, who had also been appointed Superintendent.
This road was projected under the provisions of the act ap- proved March 3, 1877, and the bonds issued by the county to create a fund to be appropriated to the construction of said road, were so issued, pursuant to the terms of Section 7 of that act, the essential portion of which is as follows: "That, for the purpose of raising the money necessary to meet the expense of said im- provement, the Commissioners of the county are hereby snthorized to issue the bonds of the county, payable in installments, or at intervals not exceeding, in all, tho period of eight years, bearing interest at the rate not exceeding 7 per cent per annum, payable semi-anunally, which bonds shall not be sold for less than their par value; and said assessment shall be divided in such manner as to meet the payment of principal and interest of said bonds, and so be placed npon the duplicate for taxation against the lands as- sessed, and collected in the same manner as other taxes, and, when collected. the money arising therefrom shall be applied to no other purpose but the payment of said bonds and interest: Provided, That no bonds shall be delivered, or money paid to any contractor, except on estimate of work done, as the same progresses or is com- pleted; said road or improvement to be kept in repair, as other State and county roads are." The bonds issued by the board were wade payable in four years, with 6 per cent interest. When these
156
HISTORY OF CARROLL COUNTY.
. bonds were put upon the market, they were, sold at. premiums varying from 12 to 2 per cent, all being disposed of without diffi- culty.
Since the work was commenced, it has progressed steadily and rapidly toward completion, large portions of it having been sub- let and the work done by under-contractors, superintended by the engineer, to whom that additional duty was assigned by the Com- missioners. At this time, nearly the entire length of said line has been goue over, and, in many iustances, is in a state approach- ing completion.
DELPHI & WILD CAT ROAD.
At a special session of the Board of Commissioners of Carroll County, commencing on the 17th of January, 1881, on a petition filed by Paul Black, the board appointed Isaac T. Tinkle, Levi W. Dougherty and Robert Million, appraisers, with John F. Meighan, engineer, to view the route prescribed by the " Delphi & Wild Cat Gravel Road," as set forth in the petition therefor, as follows: " Commencing at a point in said road on the south side of Deer Creek, ten rods west of the northeast corner of the north- west quarter of the southwest quarter of Section 29, Township 25 north, Range 2 west; theuce southwestwardly along said road, up the hill, intersecting the section lines between 29 and 30, near the old graveyard; thence on and along the road-bed of said road, through the village of Pyrmont, terminating at the west end of the bridge across the North Fork of Wild Cat Creek." Said ap- praisers were thereupon instructed to present themselves before the Auditor on the 14th day of February, 1881, and be then and there sworn to the faithful discharge of their duties, and there- after were directed to view, examine and lay out said road, and assess and determine. the damages sustained by any person or persons through whose premises said road was proposed to be laid out and improved, and make report of their proceedings in the premises to the said board at the next session thereof, show- ing the public necessity for the contemplated improvement, the damages claimed and by whom, the amount assessed, and au es- timate of the expenses likely to be incurred in the construction of said road, together with the lands that will be benefited there- by. Having discharged that duty according to the prescribed method, they made their report and filed the same on the 14th day of April following, and notice was given to all whom it might concern, that, on the 16th day of May next ensning, a hearing on said report would be had on the questions involved in, and the subject matter of said report. Such hearing being had, and the questions in issue fully determined, notice was given to contract- ors, as required by said law, and, on the 16th of June, when the several proposals. presented had been examined by the board, the contract for constructing said road was awarded to Thomas H. Scott and John Snyder, at their proposal of $15,783.78. Sub- sequently, 63 per cent was added to the appraised value of the lands assessed, for the purpose of meeting the increased demand for expenses of construction, arising out of the great accumula- tion of interest on the bonds issued for the payment for said work. These bonds were issued, payable in eight years, with 6 per cent interest thereon. The aggregate amount of the princi- pal and interest that will have accrued at the maturity of said bonds is estimated at the sum of $25,660.
The work on this road after the contract was let has progressed satisfactorily, but is yet uncompleted.
At a session of the board commencing on the 6th of June, 1881, a petition was; filed by Elias Morkert and others for the construction of said road under the name of the Wild Cat &
County Liue Gravel Road, to extend from the outer extremity of said Delphi & Wild Cat road to the county line, " beginning," as in the petition set forth, " at the east end of the bridge over the North Fork of Wild Cat Creek, where said road crosses the same near the mill owned by John J. Cripe; thence in a southeast direction on and along said road across the mill-race; thence in a southerly directiou on and along the line of said Delphi & Dayton road, until the same intersects the line between the counties of Carroll and Clinton, termiuating on said county line at the sec. tion corner betweeu Sections 17, 18, 19 and 20, iu Township 23 north, Range. 2 west," being one and three-fourths miles in length. At the session when said petition was filed, the board appointed Charles Carrigan, William H. Weaver and Andrew H. McDonald, appraisers, and John F. Meighan, engineer, to view said route ou the 17th of August, 1881. This extension has not yet been fully placed under construction.
DELPHI, PRINCE WILLIAM & COUNTY LINE ROAD.
On the 3d day of Jaunary, 1881, a special session of the board was held, at which time, a petition having been filed by Charles Harley and others for the construction of a free gravel road from Delphi by way of Prince William to the county line between the counties of Carroll and Clinton, to be known as the Delphi, Prince William & County Line Gravel Road, under and pursuant to the laws iu force at that date, the board appointed Isaac T. Tinkle, Levi W. Dougherty and Robert Million appraisers, aud John W. Fawcett engineer, to view, examine and locate said road along the route, in said petition set forth and described, as follows: "Commencing at the south eud of the bridge across Deer Creek at the foot of Washington street, in the city of Delphi, running on and along the line of the Delphi & Frankfort road, which runs in a southeastwardly direction through the townships of Deer Creek, Madison, Clay and Democrat, of said county. Said pro- posed improvement to terminate at the intersection of the said Delphi & Frankfort road with the line between Carroll and Clin- ton Counties, the point of intersection being about the center of the south liue of Section 18, Township 23 north, Range 1 west, west of the quarter-section corner." The report was filed on the 14th of April, 1881, and notice given that the same would be heard and the objections thereto canvassed and investigated. Upon the hearing aud determination of the questious presented, notice was given that the contract for the construction of said work would be let on the 23d of June. "Accordiugly, the board met, and, having examined the several proposals submitted by contractors, awarded the contract for the building of said road to Messrs. Thomas McGreevy and E. Berry, of Ohio, and Squire McGreevy, of Carroll County, at the amount proposed, of $19,- 471, to pay which bonds were issued by the county, payable in eight years, with 6 per cent interest. Soon after. the letting of the contract work was commenced under the direction of the principal and sub-contractors, and has since progressed with rea- sonable activity, and is now approaching to completion. John W. Fawcett, as engineer, has the superintendence over all the work on the line. 4
DELPHI & FLORA GRAVEL ROAD.
At a regular terni of the Board of County Commissioners of Carroll County, commencing ou the 7th day of March, 1881, and continuing until the 14th of March, on the petition of John A. Cartwright and others for a free gravel road from Delphi to Flora, to be known as the Delphi & Flora Gravel Road, the route of which, as in the petition described, is as follows: "Commenc-
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HISTORY OF CARROLL COUNTY.
ing at a point on the section line between Sections 29 and 30, in Township 25 north, Range 2 west, where said road intersects the Delphi & Frankfort road; thence" east on and' along said Delphi & Burlington road until it intersects the west end of Main street in the town of Flora." the board appointed Isaac T. Tinkle, Levi W. Dougherty and Andrew H. McDonald, appraisers, and John F. Meighan, engineer, to view, examine and locate the route of said proposed road. Said appraisers were directed to present themselves before the Auditor on the 25th day of April, 1881, and be sworn to the faithful performance of the duties im- posed upon them by law, and immediately thereafter to proceed to the active discharge of those duties. Having thus complied with their instructions, the appraisers made report of their do- ings in the premises on the 25th of August, 1881, when notice was given by the Auditor that the matter of said report would be heard and passed upon the 21st of October following.
FLORA & MICHIGAN ROAD GRAVEL ROAD.
At the same term of the Board of Commissioners, on the pe- tition of R. R. Bright and others for a free gravel road commenc- ing at the terminus of the Delphi & Flora Gravel Road, at Flora, and extending to the point of intersection at the old Michigan road, to be known as the Flora & Michigan Road Gravel Road, the route of which, as set forth in said petition, is as follows: " Commencing in Flora, at the corner of Sections 3, 4, 9 and 10, in Township 24 north, Range 1 west; thence east on the sec- tion line until it intersects the old Michiganroad at the corner of Sections 2, 3, 10 and 11, in Township 24 north, Range 1 east," the road and terminal points being in Carroll County. The board appointed Isaac T. Tinkle, Levi W. Dougherty and Andrew H. McDonald, appraisers, and John F. Meighan, engineer, to view, examine and locate said road. Said appraisers were directed to appear before the Auditor on the 25th of April, and, after being first duly sworn, entered immediately upon the discharge of the duties assigned them. These two latter roads properly constitute but one road, though appearing under different names. In con- sequence of an insfficiency of funds in the treasury to construct said roads, the contracts for building the same have not been let.
CHAPTER XXI.
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