USA > Ohio > Morgan County > History of Morgan County, Ohio, with portraits and biographical sketches of some of its pioneers and prominent men > Part 16
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Gutes' Road (No. 5) .- July 7, 1819, Timothy M. Gates and others petitioned for a road "beginning at the county line so as to intersect with a road laid out in Muskingum County at or near the house of Samuel McCune; from thence to the house of George Graham ; from thence to the house of Timothy M. Gates." Isaac Hedges, Robert Sloan and James Larison, viewers : William Montgomery. surveyor.
Centre Road ( No. 6) .- " Beginning at the ferry-landing in Malta and running west: and also at the ferry-landing in McConnelsville and running cast." Petition presente.l July 9, 1819, by
Sherebiah Clark and William B. Young. Elisha Enochs, David Stevens and Thomas Rison appointed viewers and Benjamin Thorla surveyor.
Hoit's Road (No. 7) .- Michael Hoit and others petitioned for a road "be- ginning at the old Guernsey County line, where the road leading from Cam- bridge toward Waterford strikes the line; thence to continue on the nearest and best route until it intersects the State Road at Michael Hoit's." David Stevens, William T. Jordan and Joseph Wilson, viewers; Benjamin Thorla, surveyor.
Other early roads were the State Road from McConnelsville to Seneca- ville, Guernsey County, surveyed by Isaac Barker and returned April 24, 1826; and the State Road from Zanes- ville to Marietta, along the river to Mc- Connelsville, thence by the ridge to Meigs' Creek at Mill Grove; surveyed by William F. Beaver; returned July 10, 1837.
One of the earliest routes of travel within the present limits of Morgan County was the so-called " Federal Trail," said to have been made by a por- tion of St. Clair's army who were un- able to obtain boats for transportation to Fort Washington in 1791. The trail commenced at Grave Creek on the Ohio River, and running westward crossed Dye's Fork of Meigs' Creek at Ren- rock, then divided, one branch crossing Bristol Township at Sand Hollow and passing through the northeast corner of Bloom Township, thence into Musking- nm County, crossing the Muskingum River at Gaysport. The other branch from Renrock passed on Negro Ridge, joining the first-mentioned branch near the Morgan County line. John F. Tal- ley, ex-surveyor of Morgan County, says
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INTERNAL IMPROVEMENTS AND RIVER NAVIGATION.
that in 1820 the 74th mile tree was stand- ing near the present location of James McCune's barn. The tree was marked " 74 miles from Grave Creek, 1791," and adds that some vandal destroyed the mark with his axe a few years after- ward.
The earliest regularly surveyed road through Morgan County was the State Road from Zanesville to Marietta, re- turn of which was made January 12, 1808. William Browning and Lewis Nye were the commissioners. The dis- tance from Zanesville to the mouth of the Muskingum by this route was fifty- nine miles.
The Harmar and Lancaster State Road in the western part of Morgan County is mentioned by the county commissioners in road orders in 1819, and was doubtless surveyed some years previously.
MAIL" AND POSTOFFICES.
The first postoffice in Morgan County was at the locality which had been sug- gested for the county-seat, on the road from Marietta to Zanesville. David Stevens was the postmaster, and the office was supplied by a weekly mail from those places. The name of the office was Meigsville.
In 1819 a postoffice was established at McConnelsville, and Jacob Adams appointed postmaster. Mail came once a week from Zanesville, and once a week on Saturday evening "Old Jemmy " Larrison delivered his legal-locked sad- dle-bags with the proceedings of con- gress fifteen days previous, and advices from Europe dating back as many weeks; but "Jemmy " was prompt, and although he lived ten miles above town on the river, "in spite of wind and weather" he left McConnelsville every Saturday
morning and returned in the evening. His was not a "star route," but he was occasionally indebted to the stars for light on his down trip. In 1828 or 1829 a one-horse mail from Barnesville to McConnelsville was carried once a week especially to accommodate the inter- vening settlements.
In 1840 Jesse Hildebrand, of Marietta, obtained a contract for a tri-weekly mail from that place to Zanesville, on the river road through McConnelsville. Post coaches were then being run on the prin- cipal roads of the State by a company of which Talmage, of Lancaster, was a member-who were disposed to monop- olize the business, having the means to put down all others. To effect that ob- ject on this route they put on a line of four-horse coaches, and during the sun- mer and fall we had two lines of coaches ; and passengers, for a small considera- tion were invited to see the races, with the probability of furnishing a case for a surgeon or a subject for an under- taker; but Jesse, with his inherent en- ergy, and, the indomitable courage after- ward exhibited on the battlefield, proved the proposition that where there was no fear there was no failure, and he was left master of the situation.
For a number of years after there was a tri-weekly mail from MeConnelsville to Marietta by post-coaches, which sup- plied the offices on the road. At present it only extends to Beverly, and a tri- weekly mail by post-coaches is yet con- tinmed from Cutler on the C. & M. R. R. rin Chester Hill. There is now a daily mail to and from Zanesville, and a daily mail to and from Marietta to Zanesville. These are carried by the boats, the first by the " Mink," which leaves MeCon- nelsville at 5-30 a. m., and returns at 7 p. m. ; the second by the two tri-weekly
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HISTORY OF MORGAN COUNTY, OHIO.
boats. "Cassel" and " Devol." Their regularity of arrival depends on the con- dition of the river. When the water is too high, too low, or frozen over, or when there is a broken dam or a dilap- idated lock-gate, the contractor is ex- peeted to use his mail-coach. The offices on the river are supplied by the boats, the others by haeks or on horses semi- weekly or tri-weekly.
Below are the names and localities of the postoffices-thirty-six in number -in the county; but as it would re- quire a search of the records to give the names of those who have been the re- cipients of official favor the reader must be content to know who was the first in the county and the first in McConnels- ville :
-
Township.
Name of Office.
Bloom
Eagleport.
Rokeby Lock.
Bristol
Bristol.
Meig's Creek.
Rowland's.
Sand Hollow.
Center
Center Bend.
Hackney.
Moscow Mills.
Deerfield
Triadelphia.
llomer
Bishopville.
Calvary.
Elliot's X Road.
Lewis Ilill
Mountville.
Malta
Malta.
Hall's Valley.
Morgan
McConnelsville.
Marion Chester Ilill.
Todd's.
Iluffman's.
Joy
Plantsville.
Manchester
Reinersville.
Wood Grove.
Township.
Name of Office.
Meigsville
Meigsville.
Mill Grove.
Neelysville.
Penn Pennsville.
Union
Ringgold.
Rosseau.
Morganville.
Windsor
Roxbury.
Stockport.
Ilooksburg.
York
Deavertown.
PIONEER BOATING.
Many of the older citizens can re- member when the old-time flat-bot- tomed trading-boats plied upon the river, furnishing the only means of transporting the products of the county to distant markets. These boats were about 18 feet wide and from 50 to 80 feet in length. They were strong and substantially built, with gunwales from 8 to 10 inches thick, and as wide as the large popular trees could supply. They were constructed with a flat bottom. Studding was placed at proper intervals along the sides and ends, and planked up three or four feet, constituting the hull or chamber of the boat. These boats were generally roofed with inch boards reaching from side to side, and so inclined as to permit the water to run off, thus protecting the cargo, but so arranged that the pilot or oarsman could safely stand upon the boards to manage the boat. One of the larger Orleans boats, as they were called, of the size mentioned, was capable of carrying 400 or more barrels of flour. A boat with full cargo required in its manage- ment one or two pilots or steersmen and four or six oarsmen. In the stern was the cabin, fitted up for working, eating and sleeping purposes. The flat-
-
1
Cale Margare
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INTERNAL IMPROVEMENTS AND RIVER NAVIGATION.
boats could only run when the water was at a suitable stage.
Joseph McConnel, the pioneer navi- gator of McConnelsville, built the first flatboat at that place about 1825. It was a crude affair as compared with later boats of the same style. He loaded up with barrel staves, and taking John Alexander as his pilot, with a selected crew, started for a voyage down the Mississippi. He passed safely down the Muskingum and the Ohio, but unfortu- nately struck a snag in the Mississippi, causing the total loss of his boat and cargo. Staves were then an important article of export, costing $5 per thous- and in this county and selling for $20 on the Mississippi.
The same spring McConnel and St. Clair built at McConnelsville a flatboat of a new and novel style. It was pro- pelled by horse-power. In the middle of the large hull was erected a tread- wheel, which, with the horses upon it, furnished the motive power. As may be imagined it was an object of interest to all observers as it proceeded down the Ohio and Mississippi. Its cargo served also to attract attention, consisting, as it did, of horses and hounds, which were taken south and traded off to advantage.
Jacob Adams was one of the pioneer traders who loaded boats at McConnels- ville. He exported wheat, worth 30 to 40 cents per bushel, and pork, worth $2 per hundred. The wheat was taken to Maysville, the nearest convenient point where good milling facilities existed, and there exchanged for flour (six bushels for a barrel). The floar sold in New Orleans for $2.50 and $3 per barrel, and pork $9 and $9.25. The re- turning boats brought sugar, molasses, cotton, rice, etc.
Before the improvement of the river 9
the salt-boats of the Muskingum navi- gated the waters as far south as Louis- ville, marketing the salt manufactured in Morgan County at the towns along the Ohio. The salt-boat was even more uncomfortable, unwieldy and unman- ageable than even the earliest of the merchant flatboats. On account of the heaviness of the freight such a boat sank low in the water, and a good crew was requisite to guide the craft safely through. Many of the boats starting in freshets met with accidents, losses and narrow escapes. On one occasion a salt-boat hailing from McConels- ville, heavily laden, started under the pilotage of Jones, a well-known river- man, with a well-known clergyman as supercargo. On approaching a danger- ous spot known as Luke Chute all hands were called upon to man the sweeps and keep her out of harm's way if possible. The reverend gentleman lent a hand willingly. When the ex- perienced helmsman saw that the dan- gerous point was nearly passed, to en- courage his sweating and tired crew he shouted, " Now give her h-, boys !" The reverend gentleman, probably somewhat excited. repeated the com- mand, then bethinking himself, added. "As Jones says." The crew gave the supercargo the credit of saving the boat and all on board by his timely and forcible repetition of the captain's com- mand.
STEAMBOATS.
At the present time, when the whis- tle of the steamer is a familiar daily sound along the valley of the river, the reminiscences of the old-time dwellers take them back to the period when at each ripple or rapid was heard the hoarse voice of the captain, " Head
130
HISTORY OF MORGAN COUNTY, OHIO.
to," " Up behind," and " All together." to his crew, on either side of the " keelboat," the men bending, with their long iron-socket hickory poles with button-shaped ends to their shoulders, forcing the heavily-laden craft up stream.
Such had been the mode of transit for the products of the West on the Ohio and Mississippi from Pittsburgh to New Orleans, returning with the sugar, cotton and rice of the South, prior to 1811. In that year the first steamboat -the " Orleans." from Pittsburgh - passed down the Ohio, exciting as much astonishment along the shore as did the steamer on the Muskingum fourteen years afterward. In January, 1824, the " Rufus Putnam," commanded by Captain Green, was the first steamboat that made the attempt to navigate the Muskingum. It was s supposed by steamboatmen to be hazardous, if not impracticable, from the tortuousness of the stream, the rapidity of the current when there was sufficient depth of water, and the uncertainty of its re- maining long enough at that stage to make the trip and return from Mari- etta to Zanesville.
James Leggett, Sen., of this county, who had been a keelboatman on the river for a number of years, demon- strated that it could be done with safety.
The arrival of the boat was unher- alded, and of course produced a great sensation. Citizens ran to and fro in confusion and excitement, waving their hands and shouting. On her arrival at Zanesville her officers, crew and pas- sengers (among the latter were some of the elite of Marietta) were sumptu- ously feted and entertained. Her re- turn trip was witnessed by many of
the people of Morgan County, who flocked to the banks of the river from all the surrounding country.
In the spring of 1827 the steamer "Speed well," of Pittsburgh, fired off her bow howitzer about daylight a short distance below McConnelsville to an- nounce her approach. This was before the shrill whistle or the harsh, hoarse- sounding horn of the steamer was heard on the river or ocean wave. A number of our citizens took passage to Zanes- ville and returned next day.
In 1828 the "Red Rover," during the spring or summer freshets, made occasional trips from Pittsburgh to Zanesville, and afterward the news- papers would at intervals announce the arrival of a steamboat with freight and passengers. But steamboating on the Muskingum was not a permanent bus- iness until the river was improved by dams and locks.
Captain William Davis, the perma- nent pioneer steamboatman of the river, furnished a list of all the steamboats that have navigated our river, when and where they were built, and other items pertaining to them; but as interesting as it might be to some it is too vol- uminous, and reference is only made to those exclusively identified with the Muskingum River trade, although a majority of the number (sixty-five or seventy) were intended for the Ohio connected with the Muskingum.
The first intended for a regular packet from McConnelsville to Zanes- ville was the "Tuscarawas," Captain Cogswell, with Captain William Davis as engineer. In 1852 Captain Davis built the "Zanesville," which for some time was a regular packet from Zanes- ville to McConnelsville. This was suc- ceeded by the " Mink," Captain Davis,
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INTERNAL IMPROVEMENTS AND RIVER NAVIGATION.
until 1871, when Captain Morgan took charge of it, and in 1877 by the " Mink No. 2," Captain Morgan now the regular daily packet to Zanesville, leaving at 5.30 a.m. and returning at 7 p.m. The " Lizzie Cassel," Captain Lou Myrick. and the "General Devol," Captain James Martin, are the regular daily packets from Zanesville to Marietta and Parkersburg. The " Olivette," a light craft, Captain Ed. Martin, of the same company, is kept in perfect trim in order to take the place of either of the others if requisite, or for an extra occasion.
Some twenty or more years since the " Emma Graham," Captain Ayres, was a prompt weekly packet to Pittsburgh.
The only steamboat exclusively built in the county was the "Octarara," built by William P. Johnson* in 1842. It was built above the bridge where is now the upper wharf. All the material except the engine was the product of the town and vicinity, and the " Octa- rara " was the first boat to pass the locks to Zanesville, but this was the only trip made on the Muskingum. The boat was sold on the Ohio and placed in the trade of some of the Southern rivers from New Orleans.
THE RIVER IMPROVEMENT.
This system of improvement in this State was the outgrowth of the canal
connecting Lake Erie with the Hudson. for the purpose of diverting the trade of the West to the city of New York. This canal was suggested and consum- mated through and by the influence of De Witt Clinton, and its extension further West was his probable purpose in making a visit to the West and to this State in 1823 or 1824. Subsequently the advantages of the system became a topic of interested discussion, eventu- ating in the commencement of the canal froin Cleveland on the lake to Ports- mouth on the Ohio in 1825.
Other parts of the State claimed the same advantages which were attributed to that investment-to which none were better entitled than the Muskingum Valley-and by the rule of " give and take," or " log-rolling," at the session of the legislature March 9, 1836, appropri- ations were made for the Walhonding, Hocking and Warren Canals, and the Muskingum improvement. The entire modus operandi rendered it apparent that the measure was effected by the combination of astute financiers re- solved to do something for the State and a little for themselves.
Prior to this the claims of the valley in reference to the improvement of the navigation of the river by removing or obviating obstructions in the channel by the State had been presented to the legislature. The only recognition was in 1827 by the appointment of a com- mission of three-one from each of the counties, Thomas Wiekham, of Musk- ingunn ; S. A. Barker, of Morgan, and W. R. Putnam, of Washington-"to assist an engineer to make a survey or levee of the river." Their per diem fcc was fixed at $1.50, which was to be paid them by the county represented. The result of their survey, if there ever
* William P. Johnson deserves the favorable re- membrance not only of the citizens of MeConnels- ville, but of the county, for bis industry and perse- veranee in all that he undertook, for with his limited means he did as much, if not more, to build up the village as any other of its citizens. In addition to the bont he built the frame dwelling on the southwest corner of Jefferson and Vine streets, and that on the southeast corner of Liberty and Penn streets (which is now on the lot near the guard lock). His map of Morgan County, published in 1852, is yet referred to as the most reliable in lines, ranges and sections, be- sides giving the names and locations of all the farmers then residents in each township.
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HISTORY OF MORGAN COUNTY, OHIO.
was one made, is not on record. For this improvement the first appropria- tion made was $400,000. This was, no doubt, deemed sufficient to begin with. The total cost (elsewhere given) was more than four times that amount.
It is recollected that the primary plan was for locks of the same dimen- sions as that of the terminus of the Ohio Canal at Symmes' Creek, i. e., one hundred and twenty feet long and twenty-two feet wide, admitting boats only of corresponding size, with a transit from Marietta to Cleveland; but by a reference to the law it was ascertained that the commissioners were precluded a diminution of size, and that the required plan was to permit the passage of steamboats nsnally navigat- ing the Upper Ohio. To meet this provision the length and width of one hundred and fifty by thirty-four feet was adopted as being sufficiently large ; but there had been a change_ in the form of steamboats, recently and gen- erally adopted, increasing the length and breadth and diminishing the depth of hold, which gave an increased ca- pacity of tonnage with less draft of water.
In order to test the relative capacity of locks of that size, a careful measure- ment of some twenty-five or thirty boats, then navigating the Upper Ohio, was obtained, and it was ascertained that only three could pass, while of the same number all except four of the larger size could pass a lock one hun- dred and seventy-five by thirty-six feet, and consequently this size was adopted. This final change was not made by the commissioners ad arbitratum, but was materially influenced by the not very placid expressions of public opinion, more especially on that part of the
river which passes through Morgan County, where the excitement was in increased proportion to the anxiety for the construction.
But the truth of history requires the statement that at the sonthern terminus of the improvement this expression was not only not of a negative character, but to some extent gratulatory, the people maintaining that the small locks were preferable. From their stand- point the conception was well taken- it would prevent the passage of larger boats above where is to be the "ice harbor."
The canal commissioners placed the work under contract in October, 1836, with the understanding that it was to be completed in three years, but it was not finished until 1842.
William Wall, acting commissioner, and David Bates, chief engineer, adver- tised for bids for the improvement. G. W. Manypenny secured the contra t for building the dam at Zanesville, and Josiah Spanlding the lock at that place ; Hosmer, Chapin & Sharp, the dam at Taylorsville, and Lyon, Buck & Wolf, the lock at the same place; Arthur Tag- gert, the lock and dam at Bald Eagle (Rokeby); Hosmer, Chapin and Sharp, the lock and dam at McConnelsville; Arthur Taggert, the lock and dam at Windsor; Lyon, Buck & Wolf, the lock and dam at Luke Chute; John McCune, the canal and dam at Beverly ; Arthur Taggert, the lock at Beverly ; Lyon, Bnck & Wolf, the lock at Lowell; Ar- thur Taggert, the lock and dam at Devol's: Hosmer, Chapin & Sharp, the lock and dam at Marietta. During the first two years of the work Samuel R. Curtis, a West Point graduate, acted as supervisor and chief engineer. The assistant engineers were Charles Hill,
JeNe Hork
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INTERNAL IMPROVEMENTS AND RIVER NAVIGATION.
senior assistant, and W. L. Coffenberry, J. T. Arthur, John Burwell, Joseph Stibhs, J. R. Straughn, James Welsh and James M. Love, junior assistant engineers. John Sherman, now Sena- tor Sherman, was employed for a short time as a chainman. Mr. Taggert su- pervised all four of his contracts; Mr. Wolf, the Taylorsville lock ; John Buck, at Luke Chute; Truton Lyon, the Lowell lock; Colonel Sharp, the Taylorsville dam; Stephen R. Hosmer, the lock and dam at McConnelsville, and Harlow Chapin the lock and dam at Marietta.
In 1839 they accounted for the delay up to that time by the continued high stage of the water, and an additional "delay of a few weeks, resulting from the agitation of questions in regard to the appropriate size of the locks."
On that part of the river which trav- erses Morgan County (forty miles) there are four dams, fonr locks and one canal; one dam and lock at Luke Chute; below Roxbury ; one dam and lock at Windsor; one dam, lock and canal at McConnelsville, and one lock and dam at Rokeby.
In addition to the greatly increased facilities of transportation, the advo- cates of the improvement claimed for the localities of the dams almost in valu- able water-power. That this was plausi- ble was not questioned ; but though the power is all that was portrayed by them, and though it has during all these years flowed on and onward in daily demonstration of its efficiency, the only ntilization of the fom dams in this county is by a grist-mill and saw-mill at Windsor, two at McConnelsville, one of which is only remembered as having been, and one at the west end of the dam on the Malta side.
This might be contrasted with the
loss sustained by the salt manufacturers, not only in this county but above on the river, during the six years occupied in the construction. This should have been avoided by the canal commis- sioners.
Above it is suggested that there was legislative management in obtaining the first appropriation, which was far below what might have been the esti- mated cost. Thus, after the contracts had been made, with the necessary estimates, it was feared that the suc- ceeding legislature would repeal the law. This alarmed the contractors, who were confident of having a good thing in it; and in anticipation of such an event, and to prevent it, they pro- ceeded forthwith to make partial foundations for dams sufficient to ob- strnct entirely the navigation of the river, which remained in this condi- tion during the progress of building the locks and the excavations for them and the canals. Thus for over five years the only outlet the saltmakers had to a market was closed, and for the time being the saltworks went down and a majority of the owners failed.
For some years prior to 1836 there was in Ohio, as well as in some other States, an epidemic of internal improve- ment, which was evolved at that session of the legislature.
Thus, by way of summary, in addi- tion to the Ohio Canal, 309 miles in length, with feeders and side cuts of 22 miles, commeneed in 1825 and fin- ished in 1833, was the Miama & Erie Canal, commenced and finished at the same time, 250 miles long, with feeders, etc., of 43 miles. At the session above mentioned were chartered the Walhond- ing, 25 miles ; the Warren County Canal, which cost the State 8217,532.16, in-
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HISTORY OF MORGAN COUNTY, OHIO.
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