History of Pickaway County, Ohio and Representative Citizens, Part 27

Author: Aaron R. Van Cleaf
Publication date: 1906
Publisher:
Number of Pages: 923

USA > Ohio > Pickaway County > History of Pickaway County, Ohio and Representative Citizens > Part 27

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

1856-President, James Buchanan (Demo- crat ), 2,066; John C. Fremont (Republican), 1,724; William Fillmore (Native American), 382.

1857-Governor, Henry B. Payne (Demo- crat), 1,976; Salmon P. Chase (Republican ), 1,434; Phil. Van Trump (Native American), 208.

1859-Governor, Rufus P. Ranney (Dem- ocrat), 2,147; William Dennison ( Republi- can), 1,710.

1860-President, Stephen A. Douglas (Democrat), 2,425; Abraham Lincoln (Re- publican), 2,002; John Bell (Union), 211; John C. Breckinridge (Democrat), 50.

1861-Hugh J. Jewett (Democrat ), 2,038; David Tod (Republican), 2,233.

1863-Governor, John Brough ( Republi- can), 2,537; Clement L. . Vallandigham (Dem- ocrat), 2,300.

1864-President, George B. McClellan (Democrat), 2,686; Abraham Lincoln (Re- publican), 2,002.

1865-Governor; George W. Morgan (Democrat), 2,423; Jacob D. Cox ( Republi- can ), 2,III.

1867-Governor, Allen G. Thurman ( Dem- ocrat), 2,870; Rutherford B. Hayes ( Repub- lican). 1,882.

1868-President, Horatio Seymour (Dem- ocrat), 2,725 ; Ulysses S. Grant ( Republican), 2,176.

1869-Governor, George H. Pendleton (Democrat), 2,730; Rutherford B. Hayes (Republican), 1,960.

1871-Governor, George W. McCook (Democrat), 2,766; Edward F. Noyes ( Re- publican), 2,125. .

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1872-President, Horace Greeley. (Demo- crat and Liberal), 2,660; U. S. Grant ( Repub- lican), 2,353 ; James Black (Prohibition), 25; Charles O'Connor (National Democrat), 12.

1873-Governor, William Allen (Demo- crat), 2,578; Edward F. Noyes (Republican), 1,783.

1875-Governor, William Allen (Demo- crat), 3,144; R. B. Hayes (Republican), 2,397.

1876-President, Samuel J. Tilden (Dem- ocrat), 3,389; R. B. Hayes (Republican), 2,565.

1877-Governor, Richard M. Bishop (Democrat), 3,137; William H. West (Re- publican), 2,156.

1879 Governor, Thomas Ewing (Demo- crat ), 3,553; Charles Foster (Republican). 2,640.

1880-President, Winfield S. Hancock (Democrat), 3,753; James A. Garfield (Re- publican), 2,910.

1881-Governor, John W. Bookwalter (Democrat), 3,187; Charles Foster ( Republi- can), 2,450.

1883-Governor, George Hoadly (Demo- crat), 3,630; Joseph B. Foraker (Republican), 2,616.

1884-President, Grover Cleveland (Dem- ocrat), 3,889; James G. Blaine (Republican), 2,935.

1885-Governor, George Hoadly (Demo- crat), 3,577; Joseph B. Foraker (Republican), 2,813.

1887-Governor, Thomas E. Powell (Democrat), 3,715; Joseph- B. Foraker (Re- publican), 2,801.

1888-President, Grover Cleveland (Dem- ocrat), 3,831; Benjamin Harrison ( Republi- can, 3,046.

1889-Governor, James E. Campbell (Democrat), 3,830; Joseph B. Foraker (Re- publican ), 2,811.

1891-Governor, James E. Campbell (Democrat), 3,571; William Mckinley (Re- publican), 2,767.

. 1892-President, Grover Cleveland (Dem- ocrat), 3,759; Benjamin Harrison (Republi- can), 2,953.

1893-Governor, Lawrence T. Neal (Dem- ocrat), 3,579; William McKinley ( Republi- can), 2,950.

1895-Governor, James E. Campbell (Democrat), 3,813; Asa S. Bushnell ( Repub- lican), 3,029.

1896-William J. Bryan (Democrat), 4,158; William Mckinley (Republican), 3,370.

1897-Governor, Horace L. Chapman (Democrat), 3,760; Asa S. Bushnell ( Repub- lican), 3,109.

1899-John R. McLean (Democrat), 3,931; George K. Nash (Republican), 2,999. 1900-President, William J. Bryan (Dem- ocrat), 4,033; William Mckinley ( Republi- can), 3,201.

1901-Governor, James Kilbourne (Dem- ocrat), 3,572 ; George K. Nash (Republican), 2,932.

1903- Governor, Tom L. Johnson (Demo- crat), 3,517; Myron .T. Herrick (Republican), 2,799.

1904-President, Alton B. Parker (Demo- crat), 3,492; Theodore Roosevelt (Republi- can), 2,976.

1905-Governor, James M. Pattison (Democrat), 3,911; Myron T. Herrick (Re- publican), 2,388.

CROP STATISTICS.

Pickaway County in 1905 produced 982,922 bushels of wheat, from 51,832 acres, an average of nearly 20 bushels to the acre- the largest yield and average production of any county in Ohio. In 1906 there were 51,958 acres in wheat and the yield over one million bushels. In 1905 the county had 67,825'acres of corn and the yield was 2,831,- 153 bushels, only one county in the State (Darke) · producing more corn that year. Other crops in the county in 1905 produced as follows: Sweet corn, 15,707 tons, from 5,397 acres; oats, 232,322 bushels, from 7,058 acres; potatoes, 35,854 bushels, from 261 acres; to- matoes, 4,337 bushels, from 65 acres; peas, 107,900 pounds, from 63 acres.

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CHAPTER XXII

TRANSPORTATION IN PICKAWAY COUNTY

It is in one sense a far call from the old stage-coach and flatboat to the perfected elec- tric car, automobile and steamboat, but the time intervening between these extremes has been so short that one pauses in amazement to contemplate the subject of modern modes of transportation, compared with the beginnings.

Transportation in Ohio and in Pickaway County does not differ materially from that of any other inland State of county ; and the meth- ods in vogue in this particular county are, and always have been, similar to those employed throughout the State, with the exception of the larger craft plying upon Lake Erie and the Ohio River.

PIONEER MODES OF TRANSPORTATION.

When this part of the country was first settled, walking was resorted to, not as a fad, but as a necessary and common mode of travel. Horses were, at the first, extremely scarce; and, aside from this fact, the heavily wooded condition of the country rendered any other method almost impossible, for the paths made by deer and other wild animals and the pe- culiarly dangerous Indian trails were then the only roads.

Grandually the former were widened by the pioneer's axe until at first they became bridle- paths for pack-animals. These often were driven in lines of 10 and even more, each horse being tied to the tail of the one in front, so that one man managed the entire body. Each animal was supposed to carry 200 pounds

weight, a board being strapped- to the back (with a sheepskin pad to prevent injury to the animal). The "saddle" portion of the "pack" was made from a large, forked limb, cut off just below the fork and having the two ends trimmed to the size required by the load.

At the time of pack-saddles for merchandise, saddle-bags came into use for passengers, being slung across the horse's back, the ends (which balanced one another) holding provisions, weapons and clothing.

In only a few years, however, horses were apparently rather plentiful in the county, for the newspapers of that time show us that they were constantly straying away from their own- ers, in large numbers. In one paper, in 1820, appeared in only two columns nine notices of "estray mares." But even with this evidence of the abundance of this useful animal, we have good reason to doubt the adequateness of the supply to the demand, for one long-suffering citizen expressed his feelings in print as foi- lows :

To BORROWERS.

In order to prevent further importunity, I am in- duced to give public notice that hereafter I will not lend my horse to any person whomsoever, as I wish to derive some little benefit from his services myself.

Is there not every reason to believe that the borrowers and the owners of the estray mares were synonymous and that the borrow- ing occurred to fill up the gap occasioned by the wandering propensities of their property? "Wanted, a good saddle-horse, accustomed

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to the harness," was an advertisement which appeared in 1821 and which, in that day, was common enough.

Later the roads attained a width sufficient for wheeled vehicles. Then the horse alone or the horse and wagon formed the usual means of taking a long journey, or of carrying goods.

These wagons were of the large covered variety, sometimes called mountain ships, which were used in such large numbers over the National road, in 1836, when an unprece- dented influx of immigration flowed into Ohio and Pickaway County from the East. This vehicle was, beside the name given, variously spoken of as a road-wagon, Conestoga, Dutch or Pennsylvania wagon. It had a large boat- shaped bed, the back and front sloping down toward the middle. From four to ten horses were used, all being managed by one driver, who rode the near horse (the one on the left side and next to the wagon). In his seemingly difficult task he was aided by a complicated but admirable arrangement of lines and chain, double-trees and single-trees, and "crowd- sticks." Bells were sometimes, though not always, attached to the horses; while in some cases a yoke of oxen instead of the horses formed the tractive power.

STAGE COACHES.

As it is not likely that many were so fortunate as Thomas Jefferson, who, in 1775, traveled from Williamsburg, Virginia, to Philadelphia, in a coach built from a model of his own. designing, there is no doubt that those who were not the owners of a horse usually took a journey in one of these wagons or in the public stage-coach, which came into use in the United States about 1800. W. Cooper Howells says that in his day, 1813-40, there were very few stage-coaches in Ohio and that it was a princely proceeding to travel in them.

There were also in those very early days (running from 1813 on), beside these large hired wagons and the very few carriages then in existence (none of which, it is very prob- able, were owned in Pickaway County), a two-wheeled vehicle called a gig or chaise.

The Cumberland road was built in 1796 and about 1825 the Ohio Stage Company was formed in Columbus, which became a center of travel for not only Ohio but for Western New York and the entire Northwest. A line of stage- coaches was established there, devoted to car- rying both mail and passengers. This condi- tion existed until the railroad took the place of the stage. It took a little over 24 hours to go from Columbus to Cincinnati by coach.

It it not likely that the horse express, es- tablished in 1857, to carry mail with more rapidity, ever operated in Pickaway County. Its route extended from Frederickston, Mary- land, to Cincinnati; and one of the posts was Columbus.

The stage passing through Circleville and running through the Scioto Valley from Columbus to Portsmouth was originally owned by Col. John Madeira, of Chillicothe. Darius Tallmadge, of Lancaster, bought him out and ran this stage line for several years, when he in turn sold out, in 1830, to Dr. M. G. Kreider and Col. J. A. Hawkes. For about 20 years these two operated the line, running stages daily as the Postoffice Department required. When Dr. Kreider retired, Dr. W. B. Hawkes took his place in the firm. The two brothers, in 1855, introduced several improvements in their business : Two stages. a day instead of one were run between Columbus and Chilli- cothe, 100 horses being required; omnibuses were set up with branch lines in order to ac- commodate more passengers. After the line was discontinued in Ohio, the stage-coaches were sent out to Kansas and Nebraska, where they were used for a number of years. Colonel Hawkes was manager of this stage route for 27 years, and he had the satisfaction of know- ing that in all that time not one of his 1,200,000 passengers was ever injured in any way.

TURNPIKES.

Constant and regular use of these vehicles would have been impossible without suitable roads and the prospect of building turnpikes looked very dubious, when the law was re- pealed which made the State a stockholder of one-half the property, which was, in effect,

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that the State paid one-half the expense of constructing these turnpikes. It was impossible to raise by subscription the money necessary. to build roads on the plan heretofore employed, a copy of the National road, which, perfectly straight and graded, was made of stones set upon edge, with culverts, and which cost $15,000 a mile. The Columbus and Ports- mouth turnpike had been incorporated in August, 1831, but in the face of such a dilemna the situation looked discouraging. It was. to the good judgment and forethought of Will- iam Renick, of Circleville, that the county was indebted for the result. He proposed that clean, unscreened gravel should be used and outlined the method of putting it on. His plan was ridiculed by everyone and it was only after it became certain that nothing less could be done, that it was followed and a road ex- tending from Circleville to Chillicothe was completed. It was the first of the kind west of the Alleghanies and proved to be a most excellent turnpike, while the cost of construc- tion was only a little over $1,000 a mile.

So successful, indeed, was the experiment that similar roads were made throughout the State, the contractor putting in the remainder of his life in their construction. These roads, so excellent as originally made, are, in a sense, deteriorating, as of late years screened gravel, amounting in some cases almost to sand, has been used to mend them, with very poor results.

The Portsmouth and Columbus Turnpike Road Company was incorporated in 1831, books having been opened on July 22nd, for subscriptions to the stock of this road at the office of John Ludwig, in Circleville and of John Cochran, in South Bloomfield. In the act of incorporation, commissioners were named from the several counties involved. Those from Pickaway County were: John Cochran, George Crook, Guy W. Doane and Andrew Huston. The road was divided into sections, each with its board of directors, who kept up repairs, collected tolls, etc. Dr. Mar- cus Brown was president of the directors of the northern division from 1848 until his death, January 6, 1882.

Other turnpikes in the county are: The

Circleville and Washington, which company was incorporated February 25, 1839; the Cir- cleville and Adelphi road, an act for whose in- corporation passed the General Assembly on February 24, 1848; the next year, the Circle- ville, Darbyville and London Turnpike Com- pany was incorporated but it was 20 years before the road was completed. The Circle- ville and Kingston corporators met, for the first time on August 6, 1851; in six years, the road was built to Kingston, at which point it joined the Zanesville and Maysville turn- pike and was thereafter used as the stage route between Portsmouth and Columbus.

From 1868 to 1870, the following free turnpikes were built, at a cost ranging from $5,422 to $32,200: New Holland and Water- loo; New Holland and Clarksburg; Deer Creek; Bloomfield and Darbyville; Yankee- town and Circleville; Darbyville and London ; Darbyville, Five Points and Mount Sterling ; Bloomfield and St. Paul; Williamsport and Darbyville; Yankeetown and Lester Mills; Scioto and Genoa; Walnut Creek, Circleville and Ashville.

Other roads and turnpikes of the county not spoken of in the foregoing paragraphs are as follows: Harrisburg and Mount Sterling, Salt Creek Valley, Salt Creek and Salem, Bloomfield and Franklin County, Circleville and Bloomfield, Circleville and Royalton, Cir- cleville, -Little Walnut and Manchester, Zanes- ville and Maysville, and Circleville and Tarlton.

The following turnpikes were built under the "two-mile" system : Goose Pond, Florence Chapel, Palestine and Williamsport, Five Points, Ashville and Lockburne, Commercial Point, Harrisburg and Darbyville, Mackey Ford, Teegardin, St. Paul, Marcy and Welsh.

Very early in the '80's, action was com- menced looking to the purchase of the toll- roads in the county and the making of them free turnpikes. In accordance with an act .passed February 21, 1883, amending an act passed April 10, 1880, an election was held in Pickaway County on October 9, 1883, on the question of purchasing the toll-roads. The proposition received 3,665 votes, while only

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1,332 were registered against it. Soon after this the toll-roads were purchased and made free roads.

The keeping in repair of these turnpikes furnished the occasion of one of the most picturesque features of life in the earlier days- the toll-gate. Those of us who were children then remember, with undying interest, the lit- tle cottage where the man or woman lived who operated that wonderful pole which stretched its length across the road, barring the way to all alike until, the few cents collected, it slowly rose in the air and the waiting horse or vehicle pursued its way onward.

FLATBOATS.

Commerce in this county in the olden time was carried on either by means of the wagons above referred to or by flatboats, floated down the rivers from Circleville to New Orleans, with which city our merchants had extensive dealings. These boats were from 60 to 65 feet long, by 16 wide and 7 high. Those plying on the Scioto had for the most part a triangular bow, though some were made square both front and back. They were each supplied with two sweeps, or side oars, and a steering .oar in the rear. These oars were only useful on the local river, for when the boat reached the Ohio, it was allowed to float with the current.

Live-stock was sent in large quantities to the Eastern cities, each lot being driven by three or four men, on foot, with a mounted overseer.

OHIO CANAL.

As early as 1818, the question of connecting the Ohio River with Lake-Erie to promote com- merce began to agitate people's minds and in 1821 the first steps were taken toward the building of the Ohio Canal. In 1822, Micajah T. Williams, of Cincinnati, as chairman of a committee appointed the previous year to agitate the question, introduced a canal bill which, after strong opposition, at length passed both House and Senate and on December 31, 1822, became a law.

From this time until early in 1825, sur- veyors were busy in trying to determine a route; on June 8, 1825, a meeting of citizens from different parts of the State was held in Columbus to discuss plans for celebrating the beginning of the Ohio Canal. John Barr, of Pickaway County, was one of the committee on arrangements appointed.

On the 4th of July, 1825, ground was broken on the Licking Summit, about four miles west of Newark. The ceremonies, in which Governors Clinton and Morrow took part, were elaborate and impressive, Hon. Thomas Ewing delivering an address, at the conclusion of which a 100-gun salute was fired.

The canal as finished was to extend from Cleveland to the Ohio River, with a number of side cuts or "feeders" to various points. One of the most important of these was the Colum- bus feeder, to run from Lockbourne to the "Capital City." At a demonstration held at the State House, on April 30, 1827, to celebrate the commencement of work on this branch, one of the toasts was :- "The Ohio Canal-The great artery which will carry vitality to the extensive cities of the Union."

It was not until in April, 1828, that it was definitely decided to carry the canal past Cir- cleville. The question of the location of an aqueduct would, of necessity, decide the route of the canal for some distance. . Considerable anxiety was felt by everyone, which was al- layed by the publication, in the Herald of May 3rd, of a notice to contractors, which stated that proposals would be received at Circleville on May 30th, for the construction of an aque- duct and a dam across the Scioto River and about 10 miles of canal line in connection with them. This notice was signed by the acting commissioner, Micajah T. Williams, who may justly be called the father of the Ohio Canal.

The corps of engineers were kept busy for some time, examining various points before deciding upon an exact location for the aque- duct. Several places were favorably consid- ered, among them Keffer's point, Nevill's dam, and a point near the mouth of Yellow Bud.

A little newspaper controversy was entered into, in connection with the building of the

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locks, culverts and embankments of the canal at this place. The Scioto Gazette of Chilli- cothe advocated the advisability of taking the stone from that vicinity, whose quarries, it is asserted, "afford the only supply of stone of a good quality and in sufficient quantities." Mr. Thrall, of the Herald, responded, "We can inform him that inexhaustible supplies of stone may be found quite convenient to Circleville- and of a superior quality for canal purposes to, any found on the Ohio Canal."

When the contract was let, 12 miles of canal line were arranged for instead of 10, as planned. This section of the line commenced about a half mile north of Circleville and ex- tended to the farm of Mr. Kerns, in Ross County, and included the crossing of Hargus and Deer creeks and the Scioto River. The water of the canal was to be carried over the river by means of the aqueduct referred to, while the canal was to pass under the creeks by means of culverts.

At this time the contracts stipulated that the entire line of . canal from Circleville to Lake Erie would be completed and ready for navigation against April 1, 1830, but as in the case of most contracts this stipulation failed.

July 4, 1828, was a memorable day in the annals of Circleville. Beside the ceremonies usually observed, of the reading of the Declara- tion of Independence, the oration, etc., listened to by people, from the towns and all the adjoin- ing country (among the throng being the Cir- cleville Rifle Company, the Pickaway Artillery and the Chillicothe "Blues"), the program in- cluded a feature never before known here. A procession was formed and moved to the canal line, where, after an appropriate address by Col. Edward King, .of Chillicothe, the cere- mony of breaking ground on this section of the Ohio Canal was performed by the corps of engineers, Judge Bates, principal engineer and the committee of arrangements.

After this the people took their way to a near-by grove, where they listened to the band and partook of a dinner prepared by Captain Hedges, at which Joseph Olds officiated as president and William B. Thrall and Valen- tine Keffer as vice-presidents. Among the

toasts responded to was : "The Ohio Canal-A long link and a strong link in the chain that holds the States in union."

The work on the canal at this place was be- gun vigorously, about 300 men being em- ployed.

On October 10, 1828, a call was given for bids for the construction of 43 miles of canal lying between the Licking Summit and Circle- ville, with from 28 to 30 locks, two aqueducts and a dam across Walnut Creek. On Decem- ber 16, 1828, the contractor placed the founda- tion timber of the middle pier of the aqueduct at Circleville. He and his corps of workmen were highly commended for their energy and the satisfactory way in which they accom- plished this, which was considered the most important and difficult portion of the work. Seven hundred piles were eventually driven into the bed of the river to sustain the weight of this structure.

About this time, a rather curious phase of life was disclosed in the public prints in con- nection with this canal construction. In his laudation of the contractors, the Herald's edi- tor states that it is not unworthy of remark, that this work is carried on without the use of ardent spirits, though it seems the custom was to serve out regular rations of whiskey to the workmen who received as wages from $8 to $10 a month, with board and lodging. It was asserted that, on a single job of work near the Licking Summit, the whiskey alone cost the contractor $3,000; and that on a cer- tain contract south of Circleville, the whiskey consumed cost more than the bread or the meat and probably than both.'

Notwithstanding this deprivation (or, per- haps, because of it) the work on the canal progressed steadily, though slowly, to its com- pletion.

On September 19, 1831, the water was let into the canal past Circleville, the two large basins being filled in 45 minutes. Then, amid the discharge of artillery and the shouts of the crowd of people who had gathered, both from the town and the surrounding country, the guard-gate was opened and the water ad- mitted to the aqueduct.

The next evening the packet-boat "Gov-

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ernor Brown" was launched here, and the fol- lowing day took her trial trip to Scioto Bluffs, filled with passengers.

On September 27th two boats came down from the Licking Summit and the next day 12 visiting packets arrived to join in the local re- joicings.

On October 13, 1832, it was advertised that a celebration would take place at Portsmouth on the 23rd, in honor of the completion of the Ohio Canal, which at this date was com- pleted except the last lock.

That the Ohio Canal was of immense bene- fit to this county there can be no doubt. Through its system of transit (which, though by no means rapid, was safe and at that day quite satisfactory) it opened up the State to travelers ; while its advantages, in a commercial sense, can scarcely be estimated.

This point can be partially judged from the fact that during May, 1834, the amount of canal tolls collected in Circleville was $1,610.85 and that they amounted to $4,503.69 for the month of June, 1837.

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History of Pickaway County, Ohio and Representative Citizens, Part 27

Author: Aaron R. Van Cleaf Publication date: 1906 Publisher: Number of Pages: 923

Author: Aaron R. Van Cleaf
Publication date: 1906
Publisher:
Number of Pages: 923