USA > Indiana > Wayne County > Richmond > Memoirs of Wayne County and the city of Richmond, Indiana; from the earliest historical times down to the present, including a genealogical and biographical record of representative families in Wayne County, Volume I Pt. 1 > Part 13
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In a report of the State Board of Internal Improvement made Dec. 17, 1836, we learn that the length of the White Water canal, located at that time, was fifty miles; that thirty miles and sixty- four chains of this ( which included from Lawrenceburg to the first dam above Brookville), was under contract; that the total cost at contract prices would be $474,361, and that Elisha Long, of the Board, had been appointed to superintend the White Water canal.
Some of the principal contractors on their part of the canal, as taken from a list of successful bidders at a canal letting at Brookville, July 24, 1838, and from other sources were: George Heimer, Reid & Kelly, William Marshall, William Griffith & Com- pany, Putney & Russell, L. Laughlin, Perrins, Ryle & Company, N. Hammond, M. Garrison, William M. McCarty, Rubottom & Westerfield, Isaac Van Horn, Gibbons & Williams, Halstead & Parker, H. Simonton, J. Palmer, Naylor, Troxell & Company, D. Branham & Company, Scott & Butt, Butt, Corbey & Donohue, 11. Lasure & Company, Vance, Coldwell & Company, Tyner, Whip- ple & Company, C. & J. Meek, Carmichael & Bauvick, Parren & Kyle, William Garrison, Moses Kelley, Benjamin M. Remy, R. & F. Freeman, William Rubottom, Zepheniah Reed, Joel Wilcox, William Carr, Jonathan Barnes, Alexander McLaughlin, Charles O. Hale, and John Justice. Joel Williams took the contract for the building of the bridge and dam below Brookville, while Wil- cox & Van Horn were the contractors for the feeder dams at Brookville and Cooley's Station, the latter being known as Case's Dam.
The construction of such a work as the White Water canal, besides the corps of engineers and the officers for superintendence, gave employment to a large number of men and hence brought an era of prosperity and activity to the valley hitherto unknown. During the first season there were employed in men and teams the equivalent of 975 men. Three hundred and twenty-five of the men employed were Europeans. They received an average of $18 per month in wages. George W. Julian, who became well known in the political life of Indiana, was a rodman in one of the surveying parties.
The contractors worked with a vim to get the canal in con- dition for traffic. The people of the valley hastened things, too, by showing a lively interest in the work. A clipping from the "Indiana American" of Nov. 17, 1837, so well shows the spirit of the time and the interest the people took in the canal, that it is thought worthy of quotation. It is as follows:
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"The enterprising contractors, J. Wilcox & Co., have fin- ished the final dam across the east fork of the White Water, at this place [ Brookville] and the water was let into about one mile of the canal on Saturday last, and many of our citizens have had the pleasure of being first (not only to advocate) but of floating upon a portion of Indiana's great works of improvement. The dam backs the water nearly up to Speer's mills, making the east fork a splendid basin for the transaction of business. The sight of this small finished portion of the 'mammoth system' calls to our imagination a picture of the wealth, prosperity and independence of the White Water Valley, fifty years hence. It animates the heretofore drooping spirits of our citizens, and is to be discovered in their sparkling eyes, their quick and elastic steps, and in their disposition to improve every moment to turn to profit the advan- tages they are receiving from the State."
About the middle of December, 1837, the canal at the forks of the river was considerably damaged. About 4,000 yards of em- bankment was carried away, causing a loss of $1,000. However, this was soon repaired, and by hard work on the part of the con- tractors the canal was opened during the early part of June, 1839, from Lawrenceburg to Brookville. The first boat to reach Brook- ville was the "Ben Franklin," which arrived on Saturday evening, June 8. This boat had been in use for a number of years on the Miami canal and was brought down to Lawrenceburg on the Ohio river. It was owned by Long & Westerfield and was commanded by Gen. Elisha Long, but was afterwards bought and its name changed to the "Henry Clay" by Josiah McCafferty. The arrival of this boat at Brookville was the occasion for another demonstra- tion of joy by the citizens. The next morning the packet boat, "Little Western," owned by Wood & Woods, arrived and in the afternoon the packet "Niagara," owned by Squire Watts, came in. These boats left for Lawrenceburg on Monday morning and regu- lar traffic was thus opened on that part of the canal.
The opening of the canal was to the people of that time almost what the inauguration of a line of air ships would be to us, and the change of life which it occasioned by the bringing together, for communication and trade, places that were formerly widely separate in these regards, worked wonders, which were the con- stant source of surprise and astonishment. For instance, the "In- diana American" of June 14, 1839. contains this notice under the heading, "Strange Arrival":
"There arrived at this place on Wednesday morning last, per
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canal boat 'Little Western,' a quantity of very fine Irish potatoes, which were raised in the State of New York and were soon dis- posed of here at $1.25 per bushel. This appears to be reversing the course of trade!"
The same paper of Aug. 2, 1839, contains this rather ludicrous paragraph :
"The way things are done now: One of our merchants left this place on Monday morning last, by the canal boat 'Little West- ern.' He went to Cincinnati, purchased a lot of goods, shipped them on board the steamboat 'Hoosier' for Lawrenceburg, re- shipped them on board the canal boat and arrived in this place with them about HI o'clock a. m. on Wednesday, being two days and a fraction from the time he left here."
Besides, it occasioned a great saving on the part of the travel- ing and shipping public, for later the round trip from Brookville to Cincinnati was regularly made between Monday evening and Wednesday morning at the following expense: Passage to Cin- cinnati and back, including board, $4; dinner at Cincinnati, fifty cents; one day lost (worth), $1 ; total, $5.50. This amount is thus compared with the expense of the trip by stage, causing the loss of four days on account of them only running tri-weekly, and occa- sioning the following items of expense: Passage to Cincinnati and back, $6; dinner on road going and coming, seventy-five cents; fare at ordinary house for three nights and two days, $5 ; four days lost (worth), $4; total, $15.75 ; making a saving of $10.25 for one trip.
In November, 1839, it was ordered by the legislature "That, with the exception of the Wabash canal, from Lafayette to the State line, and the dams on other works yet to be preserved, the work at Lawrenceburg and bridges at Harrison, the public works be immediately suspended." This step was necessitated on ac- count of the indebtedness of the State. Thirty and eighty-one hundredths miles of the White Water canal had been completed. A total of $1,009,866.66 had been expended on this work at the close of 1841, while $9,902.41 had been received as tolls. The State found itself at this time in debt in the sum of $18,469,146 and was forced to compromise with her creditors by surrendering to the bondholders part of the works that had been begun, with large tracts of land, for about one-half of the indebtedness, and issuing bonds for the remainder. The debt was a great burden on the people of Indiana and finally caused the bankrutey of the State. Thus ended the projects which the promoters had hoped would fill the coffers of the State to overflowing.
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Through the influence of Samuel W. Parker, of Connersville ; J. G. Marshall and Judge J. T. Elliott, of Henry county, and others, the legislature at the session of 1841-42 granted a charter to "The Whitewater Valley Canal Company," composed of the following members: James Connell. Thomas E. Hendricks, Samuel Jinks, Harvey Blacklege, Joel Palmer, Urban Edgerton, and William Potts, of Franklin county; Jefferson Crisler, James Shaw, Daniel Hankins, Solomon Claypool, Abraham Conwell, George Frybarger, Henry Goldlander, Newton Claypool, George Davis, and William Port, of Fayette county ; Dickinson Hurst, John Talbott, Robert Murphy, Henry B. Schull, Samuel T. Sharp, Ira Lackey, Solomon Meredith, Benjamin Conklin, William Petty, William Conwell, Sanford Lackey, John Hutchinson, William Elliott, and John Whippo, of Wayne county. According to the charter, the capital stock of the company was to be $500,000, and when $400,000 of this should be subscribed the State should relinquish to the said company "her entire interest in the line of said canal, throughout the whole length thereof, from the Ohio river to the National Road as aforesaid, and all of her estate in, and right and title to, the same, together with all the water privileges, and rents, materials on hand, quarries, relinquishments, rights, and rights of way, privi- leges and immunities of every kind, growing out of said canal, and all that in any wise appertains to the same," on condition that the company should, within five years after March 1, 1842, complete the canal to the National Road at Cambridge City.
The passage of the act providing for the organization of "The Whitewater Valley Canal Company," and the consequent hope it occasioned for the completion of the canal, renewed the rejoicing of the people in the upper portion of the valley and they again looked forward to an era of prosperity.
According to the charter, the above named members of the company, or any nine of them, should meet at Connersville as soon as convenient or expedient and designate suitable places for the opening of books for the subscription of stock, thirty days' notice to be given of the time and places. This was done, and it was learned from one of the notices in the "Cincinnati Chronicle" that books would be opened on Monday, April 4, 1842, to remain open for ten days, at New Castle, Knightstown, Cambridge City, Cen- terville, Milton, Connersville, Rushville, Laurel, Brookville, and Lawrenceburg. This notice was signed by James Conwell, presi- dent of the company, and H. Goodlander, secretary. Stock sold readily and the "Indiana American" tells us that on June 17 suffi-
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cient stock had been subscribed to insure the completion of the canal, and on July 25, the directors of the company met at Conners- ville and elected Meredith Helm, president; William Thomas, secretary, at a salary of $500; Henry Goodlander, treasurer, at a salary of $400; and 11. C. Moore, engineer, at a salary of $1,000. Thomas declined to serve as secretary and John W. Hitt was elected in his place, Aug. 3.
In order to fittingly celebrate the resumption of operation on the canal a great demonstration, at which a barbecue was to be a feature, was planned to be held at Cambridge City, July 28. A committee of forty was appointed, among whom were George G. Shoup, of Laurel, and General Long, of Brookville. Invitations to attend were extended to Hons. Henry Clay and Richard M. Jack- son, of Kentucky ; Hon. Thomas Ewing, Governor Corwin, Gover- nor Shannon, and others, of Ohio; and Governor Bigger, ex- Governor Noble, ex-Governor Wallace, O. H. Smith, and Howard, of Indiana. On the 28th people poured into Cambridge City from fifty miles around, most of them on horseback. Some who came from Blackford and Wells counties spent three days in making the trip and return. By the time of the beginning of the exercises a crowd variously estimated at from 7,000 to 15,000 people, was there. The first exercises of the day were held on the site of the canal, where Samuel W. Parker, who was afterward a member of Congress from this district, and Hon. John T. Elliott, afterward a member of the Supreme Court, broke ground and wheeled out the first and second wheelbarrow loads of earth, respectively. Par- ker's witty speech on this occasion was much commented on by those present. The crowd then went to Capital Hill, east of town, where the great barbecue was held. Long trenches had been dug in the ground and iron bars placed across, over which were thrown quarters and large pieces of meat, which were soon made away with by the hungry crowd, while the three brass bands present played spirited airs. James Raridan, of Centerville, was the pre- siding officer, while Mr. Parker was the orator of the day. The latter had spoken ten or fifteen minutes in an unusually spirited manner when he was unfortunately interrupted by a great storm which suddenly came up and caused the crowd to disperse, At a banquet held during the day, letters were read from Henry Clay, members of Congress, and other prominent personages expressing interest and encouragement in the work which had been under- taken.
The new company set to work with much spirit, and by Nov.
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17, 1842, the first boat was able to reach Laurel. This boat was called "The Native" and was the first boat built at Cedar Grove. Stephen Coffin was its builder and captain. It was a combination passenger and freight boat and was fitted up in a manner that was considered luxurious for those days. There were two cabins, with state rooms ranged on the side for the accommodation of the traveling public. On the trip to Laurel "The Native" was crowded with ladies and gentlemen from Brookville, who were entertained by the Brookville band as they glided over the smooth waters of the canal. The crowd was royally entertained at Laurel and started on their return the next day at II o'clock. Some of the citizens of Laurel accompanied them part of the way, and on part- ing, the Yankee custom of speech-making was indulged in by Messrs. Shoup, Farquhar and Moore, At Metamora, the crowd was entertained by Judge Mount, Ezekiel Tyner, Esq., and others. A. R. Ryman, in the "Brookville American" of Jan. 13, 1898, tells about going to Laurel on one of the first boats. The boat was the "Clinton," and on the way up the passengers assembled in the cabin and listened to speeches by Captain Farquhar and James N. Tyner, afterward a member of Congress. At Laurel a free sup- per, set on long tables lighted by tallow candles, was partaken of and the people there showed their usual hospitality. However, it rained heavily during the night and the canal banks broke, which compelled the company to walk home through the mud and rain.
The canal was opened to Connersville on June 21, 1845. The first boat to arrive there was the "Patriot," commanded by Capt. Gayle Ford. In October of the same year the canal was opened to Cambridge City. This was the climax of all the preceding events, for it marked the practical completion of the project as first planned. Twenty boats had been waiting for a long time on the lower part of the canal for the water to be let in at Cambridge City. When the welcome news finally arrived that the water was in there was a great rush. Each captain wanted his boat to be the first to reach the northern terminus, and in the rivalry for first place there was quite a little swearing indulged in and any number of fights. These were renewed at every lock, but Capt. John Lemon, of the "Belle of the West," finally secured the lead, with Capt. Josiah McCafferty, of the "Belle of Indiana," a close second. Every packet was crowded with passengers, each one eager to be one of the first to ascend the completed canal. At Milton the boats were received by a great crowd, cannons were
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fired, a band played, and the people gave vent to their enthusiasm by shouts of joy. At Cambridge City there was a much larger crowd, with more cannonading, bands and enthusiasm. The State officers were there and a great jubilee was held which lasted all night and most of the next day. Thus was put into operation, after an expenditure of $473,000 by the company, the great day- dream of the people of the White Water valley of ten years before; but unfortunately, although begun under the most auspicious cir- cumstances, and more than filled their expectations for a time, yet the hand of inexorable fate and the onward march of progress were to make it end in miserable failure.
About the time of the completion of the canal to Cambridge City the directors of the company were: John Curm, Cambridge City; Caleb B. Jackson, near Centerville; Daniel Sinks, Milton ; Miles Murphy, New Castle; Solomon Claypool, Fayette county ; Minor Meeker, Fayette county; Benjamin F. Reeve, Rush county ; and David Mount, Franklin county. The officers were the same as first, with the exception of L. B. Tupper, secretary.
The construction of the locks was a great work and their state of preservation attest the substantiality of the work of the engi- neers of that day. They were variously named. The location and names of some of them were as follows: Marshall's, Fox's, Tren- ton, Bernise's, Rhubottom's, Cedar Grove, a guard lock at Case's, Wiley's (2), Tyner's, a guard lock below Brookville, Brookville at the Basin, Reed's, Boundary Hill, Yellow Bank, Twin Locks, Gordon's, Metamora, Murray's, Ferris's, Jenks, Laurel, Hetrick's, Garrison Creek, Connell's, Berlin, Nullton, Updegraff's. Heron's, at Connersville, Claypool's, Carmen's, Fourmile, Swamp Level, Lockport (2), Milton.
That which has been said above has been about the White Water valley canal proper. This chapter will not be complete, however, without something being said concerning the two branch canals that were built, the one from Harrison to Cincinnati and the other from Cambridge City to Hagerstown.
The Cincinnati branch was constructed as a result of agita- tion by the business men of Cincinnati, who wished that that city might get the benefit of the products of the White Water valley instead of Lawrenceburg. On May 8, 1837, books were opened at Cincinnati for the sale of stock for the execution of this project. One hundred and fifty thousand dollars' worth of stock was taken by the State, $200.000 by the city and $100,000 by gen- eral subscription. It was found necessary to construct a tunnel
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through the ridge which separates the Ohio and Great Miami rivers at North Bend. This tunnel was afterwards used by the White Water Valley railroad and was yet in use somewhat less than twenty years ago. This branch was about twenty miles long, and according to the "Indiana American" the water was let in early in November, 1847.
The first surveys for the White Water canal contemplated beginning at the mouth of Nettle creek, which is just below Hagerstown, but, according to the act of 1836, and the one which turned the canal over to the company, it was begun at the National Road. But the people at Hagerstown were wide awake and were determined to have the same advantages as the neighboring town of Cambridge City. In fact, the situation demanded it, for at that time Hagerstown had some manufacturing establishments that were rivaling those of Richmond, and as it was surrounded by a rich farming country it was necessary that they should have the advantage of the new method of trade and communication in order to compete with other towns of the county. The first meeting of the citizens to take steps for the construction of the branch canal was held in Wesley Williamson's drug store at Hagerstown, in 1846. Mr. Williamson was chairman of the meeting and A. B. Knode, secretary. At the close of this meeting the Hagerstown Canal Company was organized, with Jacob Ulrich, president, and Wesley Williamson, secretary. George Gillespie was appointed general manager of construction and William Davis his assistant. Among those who were active in furthering the work of the com- pany were Hiram Mendenhall and Mr. Allen. However, prac- tically everyone in the vicinity supported the project. Stock was issued in $50 and $5 shares. This was bought readily by the peo- ple of the neighborhood. Besides, it is said that the Dunkards from the community of that sect at Hagerstown, took their teams, wagons, and scoops and labored without pay beside the hired laborers. John Minesinger was appointed engineer and surveyor for the work. Some of the contractors were: Hiram Menden- hall, James Putney, Barney Linderman, Andrus Wiggins, and Joseph Madden. Benjamin Conklin built the part from Symond's creek to Cambridge City and built the two locks at the latter place for the right of water power for his mill. Mat Luce, of Hagerstown, constructed the remaining four locks. This branch was finally completed the next year ( 1847) at a cost of about $100,- 000, and was successfully operated until the lower canal was abandoned.
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The people of the White Water valley had anticipated great results from the construction of the canal, but many of these proved to be bubbles and burst. For instance, sites were selected along the banks of the canal for the location of large cities. Laurel was one of these places, and although it was a thriving place in canal days, its growth fell far short of expectations. Lockport, about four miles south of Milton, was another of these cities in embryo. Streets and building lots were laid out so that there would not be confusion and disorder in rapid growth. How- ever, the call of the bobwhite is still heard in that neighborhood; the prosperous farmers yet harvest their ample crops and enjoy the peace and quiet of country life; no noisy machinery turned by the water of the canal disturbs the peaceful stillness; and the rushing trains on the White Water division of the Big Four do not even slow up there, nor do the conductors call out the name of Lockport for the convenience of the traveling public.
Nevertheless, the benefits that the canal did bring to the val- ley are incalculable. The first of these was that it gave the farm- ers of the region an easy, quick market for their produce and made the towns along the canal ports for the shipment of prod- uce for miles around. Farmers hauled their grain for fifty miles and more, and in one instance grain was hauled to Milton from points north of Noblesville. Every town became the camp for wagon trains, many of the wagons being of the schooner type and drawn by six horses, which had to wait often to be unloaded at the overfilled warehouses. The second benefit was to manufactures. This phase was considered as one of the important results of the construction of the canal by the legislature of 1836. The water power it furnished was good and abundant and caused many in- dustries to spring up. For instance, there were three flour mills at Laurel, four at Metamora, one at Alpine, two at Brookville, one at Cedar Grove, three at Harrison, one at Lawrenceburg, two at Connersville, one at Milton, one at Cambridge City, and one at Hagerstown. There were three saw mills at Brookville, one south of Laurel, one at Alpine, one at Harrison, one at Lawrenceburg, and two at Connersville. There was a woolen mill and a cotton mill at Metamora, two woolen mills at Connersville, and one at Milton. A still house was located at Metamora ; also one at Har- rison and one at Milton. There was an iron foundry established at Connersville and also one at Hagerstown. Then there were pork houses everywhere; Brookville had two, Connersville two, and Milton three, besides one or more at every other place. As a
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natural consequence, also, boat building and repairing became a great industry and boatyards were instituted at many places, Among these were the firm of T. Morse & Company, at Cedar Grove, one owned by Nathaniel Tingle, at Milton, and one oppo- site Manlove Park, north of Milton. Population also increased greatly during this period. For instance, Brookville was not in- corporated until the southern end of the canal was put in opera- tion.
At first there were twenty or thirty boats in operation on the canal, and as these were inadequate for the rapidly increasing business, many more were built and there were soon quite a fleet of them. Besides those previously mentioned, the names of some of the boats with some of their owners or builders were as fol- lows: "Milton Torchlight" and "George Hopkins," both built by Nathaniel Tingle, of Milton; "The Swan," "Mayflower," and "Fashion," owned by Augustus Boden, father of George Boden, of Cambridge City; "The Erie," "Clara," and "Tempest," operated by Charles Anderson and John Deemster, of Cambridge City ; the "Sevastopol," "Rover," and "Isaac Myer," owned by John C. Adams, of the same place; the "Rochester Gas Light" and the "Thomas Newley." Some boat owners were: a Mr. Stevenson, of Milton ; and Valentine Sell, Samuel Williams, Alexander Crow- ley, Michael Johnsonborough, and the Densmore Brothers, of Cambridge City. Some prominent shippers were: Alexander Crowley, George Gillespie, Mark E. Reeves, and Arnold. Root & Howe, of Hagerstown, and John Peterson, of Milton.
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