History of Medina county and Ohio, Part 22

Author: Perrin, William Henry, d. 1892?; Battle, J. H; Goodspeed, Weston Arthur, 1852-1926; Baskin & Battey. Chicago. pub
Publication date: 1881
Publisher: Chicago : Baskin & Battey
Number of Pages: 1014

USA > Ohio > Medina County > History of Medina county and Ohio > Part 22

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Early in March, 1812, Col. John Miller raised, under orders, a regiment of infantry in Ohio, and in July assembled his enlisted men at Chillicothe, where, placing them-only one hundred and forty in number-under command of Captain Augus Lewis, he sent them on to the frontier. They erect- ed a block-house at Pigna and then went on to Defiance, to the main body of the army.

In July, 1812, Gen. Edward W. Tupper, of Gallia County, raised one thousand men for six months' dnty. Under orders from Gen. Winches- ter, they marched through Chillicothe and Urbana, ou to the Maumee, where, near the lower end of the rapids, they made an ineffectual attempt to drive off the enemy. Failing in this, the enemy

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attacked Tupper and his troops, who, though worn down with the march and not a little disorganized through the jealousies of the officers, withstood the attack, and repulsed the British and their red allies, who returned to Detroit, and the Americans to Fort McArthur.

In the fall of 1812, Gen. Harrison ordered a detachment of six hundred men, mostly mounted, to destroy the Indian towns on the Missisineway River, one of the head-waters of the Wabash. The winter set in early and with unusual severity. At the same time this expedition was carried on, Bonaparte was retreating from Moscow. Theexpe- dition accomplished its design, though the troops suffered greatly from the cold, no less than two hundred men being more or less frost bitten.

Gen. Harrison determined at once to retake Michigan and establish a line of defense along the southern shores of the lakes. Winchester was sent to occupy Forts Wayne and Defiance; Perkins' brigade to Lower Sandusky, to fortify an old stockade, and some Pennsylvania troops and artil- lery sent there at the same time. As soon as Gen. Harrison heard the results of the Missis- ineway expedition, he went to Chillicothe to con- sult with Gov. Meigs about further movements, and the best methods to keep the way between the Upper Miami and the Maumee continually open. He also sent Gen. Winchester word to move for- ward to the rapids of the Maumee and prepare for winter quarters. This Winchester did by the middle of January, 1813, establishing himself on the northern bank of the river, just above Wayne's old battle-ground. He was well fixed here, and was enabled to give his troops good bread, made from corn gathered in Indian corn-fields in this vicinity.

While herc, the inhabitants of Frenchtown, on the Raisin River, about twenty miles from Detroit, sent Winchester word claiming protection from the threatened British and Indian invasion, avowing themselves in sympathy with the Americans. A council of war decided in favor of their request, and Col. Lewis, with 550 men, sent to their relief. Soon after, Col. Allen was sent with more troops, and the enemy easily driven away from about Frenchtown. Word was sent to Gen. Winchester, who determined to march with all the men he could spare to aid in holding the post gained. He left, the 19th of January, with 250 men, and ar- rived on the evening of the 20th. Failing to take the necessary precaution, from some unex- plained reason, the enemy came up in the night, established his batteries, and, the next day, sur-

prised and defeated the American Army with a terrible loss. Gen. Winchester was made a pris- oner, and, finally, those who were intrenched in the town surrendered, under promise of Proctor, the British commander, of protection from the Indians. This promise was grossly violated the next day. The savages were allowed to enter the town and enact a massacre as cruel and bloody as any in the annals of the war, to the everlasting ignominy of the British General and his troops.

Those of the American Army that escaped, ar- rived at the rapids on the evening of the 22d of January, and soon the sorrowful news spread throughout the army and nation. Gen. Harrison set about retrieving the disaster at once. Delay could do no good. A fort was built at the rapids, named Fort Meigs, and troops from the south and west hurriedly advanced to the scene of action. The investment and capture of Detroit was aban- doned, that winter, owing to the defeat at French- town, and expiration of the terms of service of many of the troops. Others took their places, all parts of Ohio and bordering States sending men.

The erection of Fort Meigs was an obstacle in the path of the British they determined to remove, and, on the 28th of February, 1813, a large band of British and Indians, under commaud of Proc- tor, Tecumseh, Walk-in-the-water, and other In- dian chiefs, appeared in the Maumee in boats, and prepared for the attack. Without entering into details regarding the investment of the fort, it is only necessary to add, that after a prolonged siege, lasting to the early part of May, the British were obliged to abandon the fort, having been severely defeated, and sailed for the Canadian shores.

Next followed the attacks on Fort Stephenson, at Lower Sandusky, and other predatory excur- sions, by the British. All of these failed of their design; the defense of Maj. Croghan aud his men constituting one of the most brilliant actions of the war. For the gallant defense of Fort Stephenson by Maj. Croghan, then a young man, the army merited the highest honors. The ladies of Chillicothe voted the heroic Major a fine sword, while the whole land rejoiced at the exploits of him and his band.

The decisive efforts of the army, the great num- bers of men offered-many of whom Gen. Harrison was obliged to send home, much to their disgust -- Perry's victory on Lake Erie, September 10, 1813-all presaged the triumph of the American arms, soon to ensue. As soon as the battle on the lake was over, the British at Malden burned

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tlicir stores, and fled, while the Americans, under their gallant commander, followed them in Perry's vessel to the Canada shore, overtaking them on the River Thames, October 5. In the battle that ensued, Tecumseh was slain, and the British Army routed.

The war was now practically closed in the West. Ohio troops had done nobly in defending their northern frontier, and in regaining the Northwest- crn country. Gen. Harrison was soou after elected to Congress by the Cincinnati district, and Gen. Duncan McArthur was appointed a Brigadier General in the regular army, and assigned to the command in his place. Gen. McArthur made an expedition into Upper Canada in the spring of 1814, destroying considerable property, and driv- ing the British farther into their own dominions. Peace was declared early in 1815, and that spring, the troops were mustered out of service at Chilli- cothe, and peace with England reigned supreme.

The results of the war in Ohio were, for awhile, similar to the Indian war of 1795. It brought many people into the State, and opened new por- tions, before unknown. Many of the soldiers im- mediately invested their money in lands, aud became citizens. The war drove many people from the Atlantic Coast west, and as a result much money, for awhile, circulated. Labor and provisions rose, which enabled both workmen and tradesmen to enter tracts of land, and aided emigration. At the conclusion of Wayne's war in 1795, probably not more than five thousand people dwelt in the limits of the State ; at the close of the war of 1812, that number was largely increased, even with the odds of war against them. After the last war, the emigration was constant and gradual, building up the State in a manner that betokened a healthful life.

As soon as the effects of the war had worn off, a period of depression set in, as a result of too free speculation indulged in at its close. Gradu- ally a stagnation of business ensued, and many who found themselves unable to meet contracts made in "flush " times, found no alternative but to fail. To relieve the pressure iu all parts of the West, Congress, about 1815, reduced the price of public lands from $2 to $1.25 per acre. This measure worked no little hardship on those who owned large tracts of lands, for portions of which they had not fully paid, and as a consequence, these lands, as well as all others of this class, reverted to the Government. The general market was in New

Orleans, whither goods were transported in flat- boats built especially for this pupose. This com- merce, though small and poorly repaid, was the main avenue of trade, and did much for the slow prosperity prevalent. The few banks iu the State found their bills at a discount abroad, and gradu- ally becoming drained of their specie, either closed business or failed, the major part of them adopt- ing the latter course.

The steamboat began to be an important factor in the river navigation of the West about this period. The first boat to descend the Ohio was the Orleans, built at Pittsburg in 1812, and in December of that year, while the fortunes of war hung over the land, she made her first trip from the Iron City to New Orleans, being just twelve days on the way. The second, built by Samuel Smith, was called the Comet, and made a trip as far south as Louisville, in the summer of 1813. The third, the Vesuvius, was built by Fulton, and went to New Orleans in 1814. The fourth, built by Daniel French at Brownsville, Penn., made two trips to Louisville in the summer of 1814. The next vessel, the AEtna, was built by Fulton & Company in 1815. So fast did the business increase, that, four years after, more than forty steamers floated on the Western waters. Improvements in machinery kept pace with the building, until, in 1838. a competent writer stated there were no less than four hundred steamers in the West. Since then, the erection of railways has greatly retarded ship-building, and it is alto- gether probable the number has increased but little.

The question of canals began to agitate the Western country during the decade succeeding the war. They had been and were being constructed in older countries, and presaged good and prosper- ous times. If only the waters of the lakes and the Ohio River could be united by a canal run- ning through the midst of the State, thought the people, prosperous cities and towns would arise on its banks, and commerce flow through the land. One of the firmest friends of such improvements was De Witt Clinton, who had been the chief man in forwarding the "Clinton Canal," in New York. He was among the first to advocate the feasibility of a canal connecting Lake Erie and the Ohio River, and, by the success of the New York canals, did much to bring it about. Popular writers of the day all urged the scheme, so that when the Assem- bly met, early in December, 1821, the resolution, offered by Micajah T. Williams, of Cincinnati,

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for the appointment of a committee of five mem- bers to take into consideration so much of the Governor's message as related to canals, and see if some feasible plan could not be adopted whereby a beginning could be made, was quickly adopted.

The report of the committee, advising a survey and examination of routes, met with the approval of the Assembly, and commissiouers were ap- pointed who were to employ an engineer, examine the country and report on the practicability of a canal between the lakes and the river. The com- missioners employed James Geddes, of Onondaga County, N. Y., as an engineer. He arrived in Columbus in June, 1822, and, before eight mouths, the corps of engineers, under his direction, had examined one route. During the next two sum- mers, the examinations contiuucd. A number of routes were examiucd and surveyed, and one, from Cleveland on the lake, to Portsmouth on the Ohio, was recommended. Another canal, from Ciucin- nati to Dayton, on the Miami, was determined on, and preparatious to commence work made. A Board of Canal Fund Commissioners was created, money was borrowed, and the morning of July 4, 1825, the first shovelful of earth was dug near Newark, with imposing ceremonies, in the presence of De Witt Clinton, Governor of New York, and a mighty concourse of people assembled to wituess the auspicious event.

Gov. Clinton was escorted all over the State to aid in developing the energy everywhere apparent. The events were important ones in the history of the State, and, though they led to the creation of a vast debt, yet, in the end, the cauals were a benefit.

The main canal-the Ohio and Erie Canal- was not completed till 1832. The Maumee Canal, from Dayton to Cincinnati, was fiuished iu 1834. They cost the State about $6,000,000. Each of the main canals had branches leading to important towns, where their construction could be ruade without too much expeuse. The Miamiand Mau- mee Canal, from Cincinnati northward along the Miami River to Piqua, thence to the Maumee and on to the lake, was the largest canal made, and, for many years, was one of the most important in the State. It joined the Wabash Caual on the eastern boundary of Indiana, and thereby saved the construction of many miles by joining this great canal from Toledo to Evansville.

The largest artificial lake in the world, it is said, was built to supply water to the Miami Canal. It exists yet, though the canal is not much used. It

is in the eastern part of Mercer County, and is about nine miles long by from two to four wide. It was formed by raising two walls of earth from ten to thirty fect high, called respectively the east and west embankments ; the first of which is about two miles in length ; the second, about four. These walls, with the elevation of the ground to the north and south, formed a huge basiu, to retain the water. The reservoir was commenced in 1837, and finished in 1845, at an expense of several hundred thousand dollars. When first built, dur- ing the accumulation of water, much malarial discase prevailed in the surrounding country, owing to the stagnaut condition of the water. The citi- zens, enraged at what they considered an iunova- tion of their rights, met, and, during a dark night, tore out a portion of the lower wall, letting the water flow out. The damage cost thousands of dollars to repair. All who participated in the proceedings were liable to a severe imprisonment, but the state of feeling was such, in Mercer County, where the offense was committed, that no jury could be found that would try them, and the affair gradually died out.

The canals, so efficacious iu their day, were, however, superseded by the railroads rapidly find- ing their way into the West. From England, where they were early uscd in the collieries, the transitiou to America was easy.

The first railroad in the United States was built in the summer of 1826, from the granite quarry belonging to the Buuker Hill Monument Associa- tion to the wharf landing, three miles distaut. The road was a slight declinc from the quarry to the wharf, hence the loaded cars were pro- pelled by their own gravity. On their return, when empty, they were drawn up by a single horse. Other roads, or tramways, quickly followed this. They were built at the Pennsylvania coal mines, iu South Carolina, at New Orleans, and at Baltimore. Steam motive power was used in 1831 or 1832, first in America on the Baltimore & Ohio Railroad, and in Charlestown, on a railroad there.

To transfer these highways to the West was the question of but a few years' time. The prairies of Illinois and Indiana offered superior inducements to such enterprises, aud, early in 1835, they began to be agitated there. In 1838, the first rail was laid in Illinois, at Mercdosia, a little town on the Illinois River, on what is now the Wabash Railway.

"The first railroad made iu Ohio," writes Caleb Atwater, in his "History of Ohio," in 1838, " was finished in 1836 by the people of Toledo, a town

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some two years old then, situated near the mouth of Maumee River. The road extends westward in- to Michigan and is some thirty miles in length. There is a road about to be made from Cincinnati to Springfield. This road follows the Ohio River up to the Little Miarui River, and there turns northwardly up its valley to Xenia, and, passing the Yellow Springs, reaches Springfield. Its length must be about ninety miles. The State will own one-half of the road, individuals and the city of Cincinnati the other half. This road will, no doubt, be extended to Lake Erie, at Sandusky City, within a few short years."

" There is a railroad." continues Mr. Atwater, "about to be made from Painesville to the Ohio River. There are many charters for other roads, which will never be made."

Mr. Atwater notes also, the various turnpikes as well as the famous National road from Baltimore westward, then completed only to the mountains. This latter did as much as any enterprise ever en- acted in building up and populating the West. It gave a national thoroughfare, which, for many years, was the principal wagon-way from the At- lantic to the Mississippi Valley.

The railroad to which Mr. Atwater refers as about to be built from Cincinnati to Springfield, was what was known as the Mad River Railroad. It is commonly conceded to be the first one built in Ohio .* Its history shows that it was chartered March 11, 1836, that work begau in 1837; that it was completed and opened for business from Cincinnati to Milford, in December, 1842; to Xe- nia, in August, 1845, and to Springfield, iu Au- gust, 1846. It was laid with strap rails until about 1818, when the present form of rail was adopted.

One of the carliest roads in Ohio was what was known as the Sandusky, Mansfield & Newark Rail- road. It was chartered at first as the Mouroeville & Saudusky City Railroad, March 9, 1835. March 12, 1836, the Mansfield & New Haven road was chartered; the Columbus & Lake Eric, March 12, 1845, and the Huron & Oxford, February 27, 1846. At first it ran only from Sandusky to Monroeville, then from Mansfield to Huron. These

* Hon. E D. Mansfield states, in 1873, that the " first actual piece of milroad lait in Ohio, was made on the Cincinnati & Sandusky Railroad; but, about the sain time we have the Little Bliami Riil- road, which was surveyed in 1816 and 1837. If this, the gruerally accepted opinion, is correct, then Mr. Atwater's statement as given, is wrong. His history is, however, generally con ered to lo cre vet. Written in 1838, he surely onght to know whereof he was writing, as the railroads were then only in construction ; but few, if any, in operation.

two were connected and consolidated, and then ex- tended to Newark, and finally, by connections, to Columbus.

It is unnecessary to follow elosely the history of these improvements through the years succceding their introduction. At first the State owned a share in nearly all railroads and canals, but finally finding itself in debt about $15,000,000 for such improvements, and learning by its owu aud neigh- bors' experiences, that such policy was detrimental to the best interests of the people, abaudoned the plan, and allowed private parties entire control of all such works. After the elose of the Mexican war, and the returu to solid values in 1854 or there- abouts, the increase of railroads in all parts of Ohio, as well as all parts of the West, was simply marvel- ous. At this date there are more than ten thou- sand miles of railroads in Ohio, alongside of which stretch innumerable lines of telegraph, a system of swift messages invented by Prof. Morse, and adopted in the United States about 1851.

About the time railroad building began to as- sume a tangible shape, in 1840, occurred the cele- brated political campaign known in history as the " Hard Cider Campaign." The gradual encroach- ments of the slave power in the West, its arrogant attitude in the Congress of the United States and in several State legislatures : its forcible seizure of slaves in the free States, and the enactment and attempted enforcement of the " fugitive slave" law all teuded to awaken iu the minds of the Northern people an antagonismn, terminating only in the late war and the abolishment of that hideous system in the United States.

The " Whig Party" strenuously urged the abridgment or confinement of slavery in the Southern States, and in the contest the party took a most active part, and elected William Henry Harrisou President of the United States. As he had been one of the foremost leaders in the war of 1812, a resident of Ohio, and one of its most pop- ular citizens, a log eabiu and a barrel of cider were adopted as his exponents of popular opinion, as expressive of the rule of the common people repre- sented in the cabin and cider, in turn representing their primitive and simple habits of life. He lived but thirty days after his inauguration, dying on the 9th of April, 1841, when John Tyler, the Viee President, sueeceded him as Chief Executive of the nation.

The building of railroads; the extension of com- merce; the settlement of all parts of the State ; its growth in commerce, education, religion and

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population, are the chief events from 1841 to the Mexican war. Hard times occurred about as often as they do now, preceded by " flush " times, when speculation ran rife, the people all infatuated with

an insane idea that something could be had for nothing. The bubble burst as often as inflated, ruining many people, but seemingly teaching few lessons.

CHAPTER XII.

MEXICAN WAR-CONTINUED GROWTH OF THE STATE-WAR OF THE REBELLION-OHIO'S PART IN THE CONFLICT.

T THE Mexican War grew out of the question of the annexation of Texas, then a province of Mexico, whose territory extended to the Indian Territory on the north, and on up to the Oregon Territory on the Pacific Coast. Texas had been settled largely by Amerieans, who saw the eondi- tion of affairs that would inevitably ensue did the country remain under Mexican rule. They first took steps to seeede from Mexico, and then asked the aid of America to sustain them, and annex the country to itself.

The Whig party and many others opposed this, chiefly on the grounds of the extension of slave territory. But to no avail. The war came on, Mexico was conquered, the war lasting from April 20, 1846, to May 30, 1848. Fifty thousand vol- unteers were called for the war by the Congress, and $10,000,000 placed at the disposal of the President, James K. Polk, to sustain the army and prosecute the war.

The part that Ohio took in the war may be briefly summed up as follows: She had five vol- unteer regiments, five companies in the Fifteenth Infantry, and several independent companies, with her full proportion among the regulars. When war was deelared, it was something of a crusade to many ; full of romanee to others; henee, many more were offered than could be received. It was a campaign of romanee to some, yet one of reality, ending in death, to many.

When the first eall for troops came, the First, Second and Third Regiments of infantry responded at once. Alexander Mitchell was made Colonel of the First; John B. Weller its Lieutenant Colonel ; and L. Hamer Giddings, of Dayton, its Major. Thomas Ilanna, one of the ablest lawyers in Ohio, started with the First as its Major, but, before the regiment left the State, he was made a Brigadier General of Volunteers, and, at the battle of Mon- terey, distinguished himself; and there eontraeted

disease and laid down his life. The regiment's Colonel, who had been wounded at Monterey, came home, removed to Minnesota, and there died. Lieut. Col. Weller went to California after the elose of the war. He was United States Senator from that State in the halls of Congress, and, at last, died at New Orleans.

The Second Regiment was commanded by Col. George W. Morgan, now of Mount Vernon ; Lieut. Col. William Irwin, of Lancaster, and Maj. Will- iam Wall. After the war closed, Irwin settled in Texas, and remained there till he died. Wall lived out his days in Ohio. The regiment was never in active field service, but was a credit to the State.

The officers of the Third Regiment were, Col. Samuel R. Curtis; Lieut. Col. G. W. McCook and Maj. John Love. The first two are now dead ; the Major lives in McConnellsville.

At the close of the first year of the war, these regiments (First, Second and Third ) were mustered out of service, as their term of enlistment had expired.

When the second year of the war began, the call for more troops on the part of the Government induced the Second Ohio Infantry to re-organize, and again enter the service. William Irwin, of the former organization, was chosen Colonel; William Latham, of Columbus, Lieutenant Colonel, and William H. Link, of Circleville, Major. Nearly all of them are now dead.

The regular army was increased by eight Ohio companies of infantry, the Third Dragoons, and the Voltigeurs-light-armed soldiers. In the Fif- teenth Regiment of the United States Army, there were five Ohio companies. The others were three from Michigan, and two from Wisconsin. Col. Morgan, of the old Second, was made Colonel of the Fifteenth, and John Howard, of Detroit, an old artillery officer in the regular army, Lieutenant Colonel. Samuel Wood, a captain in the Sixth

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History of Medina county and Ohio, Part 22

Author: Perrin, William Henry, d. 1892?; Battle, J. H; Goodspeed, Weston Arthur, 1852-1926; Baskin & Battey. Chicago. pub Publication date: 1881 Publisher: Chicago : Baskin & Battey Number of Pages: 1014

Author: Perrin, William Henry, d. 1892?; Battle, J. H; Goodspeed, Weston Arthur, 1852-1926; Baskin & Battey. Chicago. pub
Publication date: 1881
Publisher: Chicago : Baskin & Battey
Number of Pages: 1014