USA > Indiana > Carroll County > History of Carroll County Indiana, its people, industries and institutions > Part 9
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Eventually the state got rid of the canal business, and this water-way fell into private hands, the state standing sponsor for unpaid obligations. It is said that even to this day some of that old debt remains unpaid. It required able and wise legislation in after years to put the state on a sure financial footing. F.migration came pouring in from all directions, homes were established, wagon roads laid out and constructed, railroads built, and as a result, the canal went out of business. From the time the railroads were installed the country went forward by leaps and bounds, land values increased and manufacturing and other public utilities were established in the towns and cities.
GAS AND OIL.
The discovery of oil fields in Howard and other counties east of this territory induced the formation of a company here, with Samuel G. Greenup at the head. some twenty-five years ago. Nine wells were put down in various places at a cost of about one thousand dollars for each well, and they were sunk to a depth of one thousand to thirteen hundred feet. There were two wells that showed some oil, and one well some gas. The well at the city waterworks was used for sanitarium purposes for a year or two, at the building on the east side of South Washington street, known as the
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"Sweagman Hotel," and many invalids came here from all parts of the country with chronic diseases, and many of them were cured or greatly benefited. At the death of the proprietor the sanitarium was closed, and no further effort has been made to avail of the benefits of the water, which was pronounced to be equal to the best in the state for sanitarium purposes.
The two wells that showed oil were situated on the farm known as the Stansel farm, one-half mile south of the city. Some enterprising man in the future may turn to this field and develop the territory, and the people of old Carroll may be amazed at the results. One of the nine wells, located on the south bank of Deer creek, two miles east, is a flowing water well, and the water is pronounced from the analysis to be a superior water for health purposes, and may in time be utilized for sanitarium purposes.
PIONEER TRANSPORTATION.
In the year 1828 commissioners were appointed by the Legislature to locate the Wabash and Erie canal and the construction commenced in 1832 and was completed to Evansville in 1843. For thirty years it was the only means of transportation for the people of the Wabash valley. Along the canal towns were built, large warehouses erected, and canal boats were daily passing, the principal market being Toledo.
In 1857 the Wabash railroad was constructed and put an end to the usefulness of the canal and the towns along it began to decay, the ware- houses rotted down, the old channel filled up-here and there a submerged boat-and the right-of-way passed into private hands. The Wabash river was by law a navigable stream and by our early settlers Pittsburg, in Carroll county, was regarded the head of navigation.
When the great dam was constructed at Pittsburg a steamboat lock was built at the south end of the dam at a great expense, to please the people of Logansport, who expected the steamers to ply to their port. Several steam- boats had prior to this time come up to this point from the lower Wabash.
From 1825 to 1840 the early settlers were without means of transpor- tation, except by ox and horse teams. Michigan City was the nearest mar- ket of consequence in those years, and the people who had a wheat surplus hauled it to that city to trade for the necessaries of life. A knowledge of the territory to be crossed will give the reader some idea of what courage was necessary for the undertaking of a journey to the city on the lake.
The Wabash river was the natural outlet to the seaboard, via the Ohio and Mississippi rivers. Some of the early business men conceived the idea
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of constructing flatboats, with capacity to carry from ten to fifteen thousand bushels of grain, and almost every year from 1830 to 1845 boatloads of grain, flour and lumber were shipped by this route. Abner Robinson made two trips with flour and lumber. A. H. Bowen shipped grain and pork. Greenup Brothers, Clay Williams and others, corn. These flatboats were from eighty to one hundred feet long. The gunnels were taken from poplar trees, eighty feet in length, eight inches thick and as wide as the tree would make. With four yoke of cattle these monster sticks would be hauled to the river on wheels. A cabin would be erected on the boat, where the crew slept and ate during a trip to New Orleans requiring from three to four weeks. After the sale of the cargo the shippers returned by steamers to Lafayette.
These trips were often dangerous and it was necessary to have the assistance of river pilots a part of the way to reach the point of destination in safety. The sale of the boats did not bring their first cost. It may be stated that the internal improvements set on foot by the state, which intended to open up the state to emigration and to give markets to the people of the state, cost an immense sum of money, which finally became a burden that deterred the rapid growth desired. The country has passed to modern sys- tems of progress, which are more in accord with individual prosperity.
JEFFERSON TOWNSHIP MOUND.
A remarkable and interesting mound is found on the farm of Sarah Grove, in Jefferson township, in section 13. It has been a mark of interest ever since the first settlement of the township. Large timber was found on the mound. The adjacent country is very level. It is distant from any water-course four or five miles. There is nothing observable on the face of the nearby country to suspect any disturbance of the earth's surface by any volcanic action. The earth material in the mound is sand and fine gravel. The shape of the mound is circular, and covers a space of five or six acres. Its height is about seventy-five or eighty feet at the apex. The surface rim is well marked, being a complete circle, embracing a space of about one acre. About one hundred feet from the circle rim, is a well-defined trench, encircling the apex, this trench is about one-third the distance to its base. There are no other mounds near, and none other in the township. For many years people have been taking gravel out of the southwest quarter of the mound. The first excavation being at the top and within the apex center, there was found at a depth of eight feet, bones of human skeletons,
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some of which were in a fair state of preservation, others badly decayed. These bones were found on the eastern side of the apex rim. Some flint arrowheads and a stone hatchet were found. The fact that bones were found in a fair state of preservation, would indicate that they were bones of a people that lived long since the time of the mound builders, according to the views of historians. This view does not preclude the fact that the mound was made by the Mound Builders. It would tend to show that the American Indian had made use of it to bury their dead. Its antiquity can- not be questioned. When, and who made it will never be known. That it is the work of human intelligence cannot be disproven. The ascent to the apex is gradual, and at an angle of about forty-five degrees. This elevation is of the same degree around the mound. No large boulders were found until at the base of the excavation, some sixty-five feet below the apex rim. A few small stones are scattered below the first third downward from the rim. There is one tree standing near the eastern rim at least one hundred years old. There are some features present in this mound found in the mounds in Ohio, but they are not so well marked. If built by the Mound Builders, it is at least two thousand years old. The evidences of human existence in this country, long prior to any written history, sustains the theory that thousands of years ago the American country was inhabited by different races of men, now extinct. Their characteristic differences are determined by the remains of buildings, implements and places of abode. From whence they came, or whither they went, is a secret folded up in the archives of the past and securely locked to the future explorers.
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CHAPTER VI.
AN INDIAN MASSACRE-EARLY DISTILLERIES-SPIRITUOUS LIQUORS-HIGH- WAYS-PLANK ROADS-MICHIGAN ROAD-RAILROADS-INTERURBAN ROAD-WATER HIGHWAYS.
AN INDIAN MASSACRE.
Here is set out the history of an Indian massacre that occurred about one mile west of Pyrmont, in Tippecanoe county, Indiana, on the 22nd of November, IS12, for the reason that the Indian village, the home of the Indians, was then situated south of Wildcat creek, south of the village of Pyrmont, in this county, and from which they went northwest, across the creek, to intercept a party of soldiers, under the command of General Hop- kins. on the 21st of November, 1812. At the time, General Hopkins was encamped near the mouth of Wildcat creek with twelve hundred soldiers. In his report he refers to this affair in a general way, stating that on this occasion he destroyed a number of Indian villages along the Wabash river and on Wildcat creek.
The troop engaged in this expedition was formed at Vincennes, in November, 1812. General Hopkins, in his report to Governor Shelby, of Kentucky, dated November 27, 1812, reviewed the movements of his army of thirteen hundred men. He traveled up the Wabash river on the east side, and with boats carried the military stores. On the 19th of November, 1812, when he reached Prophetstown, he sent a detachment of three hun- dred men, under General Butler, to surprise and capture the Winnebago town on Wildcat creek, which was located near the mouth of the creek. They found the town deserted and destroyed it. Some of the details men- tioned in this article were obtained from Charles B. Lasselle, who was an old settler of Logansport, who obtained the account direct from soldiers who were in the engagement; and also from John W. Fawcett, an early set- tler of Caroll county, who obtained interesting facts when a young man. from an uncle who was in the engagement.
The defeat of the soldiers of General Butler, which occurred on the
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22nd of November, 1812, is known as "Spurs Defeat." This name is con- jectured to apply to a soldier who put spurs to his horse to escape the Indians. The account of this expedition is noted in Dillon's "History of Indiana." but does not give the details.
A scouting party of less than a dozen mounted men were sent out eastward to reconnoiter the country; they discovered a few Indians. LaPlante. an Indian trader, saw they were about to be cut off from retreat and insisted on his comrades, Gist and Dunn, to retreat. LaPlante put spurs to his horse and made his escape quickly; the others delayed. Gist finally made his escape. but Dunn was shot. Gist fled, dismounted, and concealed himself in driftwood of the creek; his horse went into camp with saddle empty. LaPlante reached the camp the same evening. Guns were fired, as it was after night, for Gist to hear, he not knowing Dunn was killed Gist, hearing the guns, left his hiding place and reached camp in safety. The next morning, November 22, mounted riflemen, under Captain Beckes, about seventy in number, went to find Dunn, the troop being under Colonel Miller and marched in single file.
The Indians were Miamis, Winnebagoes, Kickapoos and .Pottawat- tomies, about seven hundred strong, and were encamped on Wildcat creek. 1 This camp was situated south of what is now Pyrmont, about one mile, in this county. They had the day before killed Dunn, cut off his head and stuck it upon a stake. They were expecting a return of the American soldiers and went across the creek in a little northwesterly direction to a ravine, located one mile west of Pyrmont, and there laid in ambush, send- ing a few out to intercept the white soldiers and decoy them into the ravine. In this ravine ran a small stream. At the mouth of the ravine was a large bottom encircled by Wildcat creek. On the bluff sides were large oak trees where the Indians concealed themselves.
The soldiers were there decoyed by the Indian spies, down into the deep ravine, unsuspecting attack, and were fired upon from every direction. Thirteen men were killed, the troops retreating as fast as possible back as they had come. The next day there was a violent snow storm. On the next day, November 24, a party of soldiers was sent to bury the dead, learning that after the massacre the Indians had left the country. They buried the dead soldiers where they fell, in a trench.
The above detailed account of the affair as related by Charles B. Lasselle, from personal interviews with men engaged, corresponds with the report of the uncle of John W. Fawcett. Even the exact spot where the ambush occurred was so well described there was no difficulty to find the
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exact place. Further evidence that a battle occurred at this place, if needed, is the fact that the early settlers dug up at this place, gun barrels with flint locks and found human bones, pronounced bones of white persons. But for the history handed down from persons in the engagement, the details showing that the officers in command were responsible for the death of thirteen or more men would never have been known.
EARLY DISTILLERIES.
There were several crude distilleries in the early years of settlement in this county. One was located on the west bank of the Wabash river, about five miles north of Delphi. The proprietor was Anthony Dobbins. The spot where it was located was about an acre of land, and was at the foot of a high bluff. It was reached by a ravine. It would be in these days regarded as a typical place for "moonshiners." The power was obtained from a small branch called "the last chance," and run by an "over- shot" wheel. The canal was the means of transportation. How long this distillery was operated or what the amount of its production, is now unknown.
At this place, after the distillery business ceased, a factory for manu- facturing wooden utensils was operated by a Mr. Lee, who employed thirty or forty men to cut logs, which were cut into lumber and used in the manu- facture of furniture and chairs. This enterprise was carried on several years. Lafayette was a market for these products. The works in time were dismantled and very slight evidence now exists of such an enterprise.
Another distillery was located on the north side of Deer creek, situated on land owned for many years by Wilson Brothers. It is not known who operated this distillery, although the old "worm" was left in the building.
SPIRITUOUS LIQUORS.
During the first twenty-five or thirty years of the early settlement of this county, spirituous liquors were needed for medicinal purposes. The people were subject to conditions existing in an unbroken forest which it has taken many years and a vast amount of money to eradicate. This refers to the many swamps that were found scattered throughout the county ; these places were in the timber, as well as places along a quagmire, having no timber growing thereon, containing stagnant water throughout the year, except in a very dry season. Millions of frogs made nights in the spring
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of the year, hideous with their croakings. Mosquitoes, big flies and noxious smells filled the air. Poisonous snakes were very numerous. It was neces- sary to have on hands some remedy to give relief to persons bitten by vipers or ill from inhaling infections from a poisonous atmosphere.
Whisky was known to be an antidote for snake bites, and it was pre- scribed for many ills arising from malaria. To supply this need, distilleries were established and pure whisky made from corn might have been found in almost every pioneer's home. One of those establishments was operated for several years two and one-half miles east of Delphi, on Deer creek. At that time there was no law regulating the manufacture of whisky, but it went under the ban of law later and its manufacture ceased. Drunken- ness was an exception. Whisky was frequently present at barn raisings and log rollings.
The clearing of the land and the drainage of the wet lands removed the unsanitary conditions the pioneers were subjected to, in a great measure. The distillery referred to may have been seen sixty-five years ago, dis- mantled; the large kettles and the "worm" and some of the timbers were to be seen.
HIGHWAYS.
During the first three years of the early setlement there were no roads, nothing but Indian trails, which followed the water courses as a rule. These trails were followed by the home-seekers and it was necessary to cut out and widen them to admit wagons. ) Logansport was an early trading post and the trails led to that point. They were located on high land avoid- ing swamps, which in these days were numerous. The Indians traveled in single file. dragging their tepees and their provisions. Trails along the Wabash river connected Indian villages situated along the river at various points, the chief of which were in the vicinity of Lafayette. along that por- tion of the river.
The first highway laid out according to law was ordered by the board of commissioners of this county, in August, 1828, which was described as follows: "Commencing at Delphi, from thence the nearest and best route to Logansport, and that Alexander Chamberlain, William Scott and Will- iam G. Bishop be appointed to view and make the same and report to the board at their next meeting.".
The board proceeded to establish roads from time to time. They were located with a view of accommodating the settlements, rather than upon section lines.
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PLANK ROADS.
In February. 1849, under the law of January, 1849, a company was organized in Carroll and Clinton counties known as the Delphi and Frank- fort Plank Road Company; pursuant to the grant by the board of commis- sioners of Carroll county, in March, 1849.
The road known as the Delphi and Frankfort state road, accepted by the company, was soon thereafter converted into a plank road. The road bed was graded and wooden stringers laid and thick plank laid down between the two towns. The planks were eight feet long and fastened by large spikes. At certain points toll gates were placed and toll exacted from all persons using horses and vehicles.
For a number of years this road was a grand thoroughfare; wagons by the hundreds, loaded with grain and dressed pork, could be seen daily in the fall months, coming to Delphi, where a good market awaited them. Spears, Case & Company were the principal buyers.
.In 1851 a company was organized which obtained a grant from the board of county commissioners to build a plank road from Delphi to Pitts- burg, at an estimated cost of two thousand dollars. This road started from the foot of west Franklin street, thence west across the canal, thence north- westerly to the Wabash river, where a ferry was to be constructed. This road was built. Warehouses sprang up at Pittsburg and at Delphi and competition in buyers was established.
The canal was the only way to ship out the products. Seven years later the Wabash railroad was built and soon the people had fine facilities, for reaching good markets. About that time the plank roads were worn out. The companies wound up their business and these roads lapsed back into a horrible condition. The agitation then commenced for better roads and was kept up until laws were made to accomplish this purpose.
MICHIGAN ROAD.
The Michigan road, which runs through the eastern edge of the county, was a state road and was one of the projects under the internal improve- ment system and was constructed between 1833 and 1840. The road was one hundred feet in width. The road came under the jurisdiction of the board of county commissioners and in 1867 the county commissioners granted by a franchise to the Logansport and Burlington Turnpike Com- pany, the right to control all that part of the road between Burlington and
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the county line, between Cass and Carroll, a distance of eighteen miles, and to operate a toll road.
This company was incorporated on June 3, 1867. The stockholders were all residents of Logansport. The capital stock was fixed at $30,000. The company agreed to gravel, bridge and culvert the road and maintain it. The law required annual reports of receipts and disbursements. Seven annual reports were filed, reporting receipts at the sum of $35,856, and the aggregate expenses at the sum of $14.474.65, leaving an aggregate profit the sum of $21,331.39.
This company operated this road nearly twenty years. No further reports were ever made. The company suffered the road to become out of repair and almost impassable. The people refused to pay toll. The county finally took over the road. The refusal of this company to surrender its charter defeated the construction of an electric road on this highway.
RAILROADS.
As the population of the county increased and the annual production of the soil had greatly increased, it became necessary to secure greater facilities for the transportation of farm products. The canal was insuffici- ent and too slow to meet the wants of the people. The question of getting a railroad through this county was taken up. Promoters and capitalists heard the cry and many schemes and propositions were brought forward.
In 1851 an opportunity was presented to secure the extension of the road known as the New Castle and Richmond road from Logansport, to intersect the New Albany and Salem road at Lafayette. Public meetings were held at Pittsburg and Delphi, in September, 1851, to consider the importance of this proposal.
In October a meeting was held at Delphi by the friends of this enter- prise and means raised to pay the cost of the survey. Engineers proceeded to make the survey along this point. There being several projected lines in view made it necessary for the people in this locality to assure the rail- road company the sum of $40,000, which sum was guaranteed. Instead of the line of survey coming through Delphi, it ran from Logansport to Camden, and the road put under contract. The road was graded, bridges built and afterwards abandoned. This abandoned road lay for a number of years, when the Logansport, Crawfordsville & Southwestern Railway Company got possession of the graded line and constructed the road now known as the Vandalia line.
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The people along the Wabash were not to be defeated in their efforts for railway facilities and gave financial aid to the Lake Erie, Wabash & St. Louis Railroad Company, which was organized in 1852. This line of road came from Logansport in an almost direct line past Delphi and to Lafayette. The east end of the road was first constructed and was com- pleted to Logansport in 1856. The construction work was going on between Logansport and Lafayette and was completed to Delphi in June, 1856. The people were greatly elated when they saw the first train of cars come into Delphi. This road has been known as the Wabash, St. Louis & Pacific. It is now generally known as the Wabash railroad.
A tax was voted in Jackson, Monroe and Democrat townships to aid the Logansport, Camden & Frankfort Railroad Company to build the road on the line formerly owned by the New Castle and Richmond company, which subsequently became the Logansport, Crawfordsville & Southwestern company. The tax was voted in 1869.
The Indianapolis, Delphi & Chicago Railroad Company was organized in 1869. Aid was asked from the people to build this road and on the 16th of June, 1869, an election was ordered by the board of county com- missioners in the townships of Clay, Madison, Deer creek, Tippecanoe and Jefferson, to be held on July 20, 1869. All the townships voted in, favor of the tax, except Jefferson. A special election in said township was held on August 16, 1871. An election was held in all of said townships to vote further aid to said railroad company of one per cent. on the 26th of Septem- ber, 1871, and the tax was carried. In 1876 a large part of the work was done north of Delphi. The road was a narrow gauge road. In 1878, trains were run from Delphi to Rensselaer.
The Chicago & Indianapolis Air Line Railroad Company purchased the stock of the original company in March, 1881. This company changed the gauge to a standard size. The road is now known as the Monon rail- road Carroll county is well supplied with railroads and all markets are accessible.
INTERURBAN ROADS.
In 1904 the Ft. Wayne & Wabash Traction Company obtained a fran- chise from the city of Delphi to construct an electric traction road through this city. In 1905 the road was built and late in the year cars commenced running. This road runs parallel to the right-of-way of the Wabash rail- road It has proven to be of great convenience to the citizens of Carroll
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