The history of Madison County, Ohio, Part 55

Author: Brown, Robert C; W.H. Beers & Co., pub
Publication date: 1883
Publisher: Chicago, W.H. Beers & co.
Number of Pages: 1180

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Early one morning, John Kilgore went to Jonathan Alder and invited him to join a crowd then assembled near where the Baptist Church now stands, whose object was the expulsion of those sinners against the fair name of the neighborhood. Mr. Alder declined taking any part in the affair, and warned Mr. Kilgore that such a proceeding was illegal and dangerous; that, although Blalock was considered a coward, Mr. Francis was not, but on the contrary, was a man who would most surely resist any demonstration of the kind. So strongly did Mr. Alder represent the danger and illegality of the movement that Mr. Kilgore concluded to have nothing to do with it, and urged Mr. Alder to go with him to the meeting and persuade the others to abandon the project. To this Mr. Alder consented, and on the way there an owl flew down from a tree and lit upon the road in front of them. Mr. Al- der, true to his Indian education, immediately exclaimed, "That is a bad omen, and means trouble!" He, however, went to the meeting, and prob- ably would have succeeded in breaking up the raid had it not been for the influence of Levi Phelps, who was determined that Mr. Alder's advice should not be followed. Denouncing the latter bitterly, he wound up his harangue by intimating his willingness to assist in putting Mr. Alder's head under the fence and leave him there twenty-four hours, as a punishment for what he considered his officiousness in trying to prevent the execution of the pro- posed scheme.

The men of peace failed in their object, and Phelps was victorious. The men blackened their faces, and, thus disguised, Levi Phelps, Robert Patterson, William Patterson, Isaac Johnson, Stephen Cary, Caleb Straw- bridge, Arnold Fuller, David Garton and others, whose names are not now remembered, marched to the house where Blalock lived. As the fates would have it, neither of the men were at home, and the party retired. A week later, another visit was made, which resulted in a bloody tragedy, that filled the community with horror. Attempting to force the door, they were warned by the inmates that any farther trespass would be dangerous; but, persisting in their efforts to gain an entrance, a gun was thrust through the half-open door and discharged, instantly killing Isaac Johnson. A few moments later, another shot was fired from the house, mortally wounding

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HISTORY OF MADISON COUNTY.

Stephen Cary, when the attacking party fled. Mr. Cary was attended by Dr. Wetmore, of Worthington, but died on the following day.

Blalock and Francis were arrested and lodged in the Madison County Jail, at London. On the 25th of November, 1822, they were indicted by the Grand Jury for willful and malicious murder, and arraigned before Hon. John A. McDowell, who was then the Presiding Judge, while Hon. Caleb Atwater was Prosecuting Attorney. They pleaded not guilty, and elected to be tried by the Supreme Court. At the July session of the latter tribunal, in 1823, they were tried and acquitted. Thus ended one of the saddest scenes in the history of Madison County, casting its gloom over a whole community, that, prior to its enactment, was peaceful and happy. All of the actors in this tragic affair have doubtless gone to their final account, and the story, which, for twenty years was familiar to every one then residing in the county, is to-day remembered only as a fading dream; but the name of Phelps became so odious to the residents of the township that its title was changed to Canaan, a word suggestive of joy, happiness and plenty.

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522

HISTORY OF MADISON COUNTY.

CHAPTER XVI.

PUBLIC HIGHIWAYS-THE OLD STATE ROAD-FIRST ROADS OPENED BY MADISON COUNTY-TIIE NATIONAL ROAD-CORPORATION PIKES-THE ROADS OF 1883-RAILROADS-STATISTICS.

W ITH the beginning of the present century, the topography of Madison County was unbroken by a single road, and for years after its or- ganization what were called roads were little better than wagon-tracks through the forest and prairie, following the Indian trails. At a session of the Associate Judges of Franklin County, September 8, 1803, the follow- ing item appears as a part of the record of that session: "On the prayer of a petition signed by a number of citizens, house and free holders of Franklin County, praying for the view of a road to lead from the public square in Franklinton to Springfield, Greene County, to be on the straight- est and nearest direction toward Springfield as the nature of the ground and circumstances will admit of a good road: Ordered, that Thomas More- head, Alexander Blair and George Skidmore be appointed Viewers of said road, who, or any two of them, shall view the same as far as the line be- tween Franklin and Greene Counties, and make report to our January term next. It is further ordered that Capt. John Blair be appointed Surveyor to attend said Viewers on the above premises, and survey said road, and return a fair plat or survey. thereof, as required by law, to our January session next." At the March term of 1804, these Viewers reported to the court that they had marked out said road as far as Big Darby. The court re- ceived the report and ordered the Supervisor " to open said road thirty-three feet wide, and make it passable for loaded wagons." At the same session it was "ordered that Lucas Sullivant be appointed Surveyor, to attend the Viewers of the road from Franklinton to Springfield, and to survey and return a plat thereof of that part which has not been viewed."

This road crossed Big Darby about one mile south of the present site of the Little Miami railroad bridge; thence west to the town of Hampton (Jefferson); thence, taking the same direction, passing through Lawrence- ville and about a mile north of the site of Somerford, striking the line be- tween Madison and Clark Counties after passing through what used to be known as " Bailey's Woods." It was one of those primitive "corduroy," mud roads, well remembered by the old settlers yet living, and it was a common occurrence, during the wet seasons, for the stages and wagons to break down or stick so fast in the mud that the passengers would be com- pelled to get out and walk. Each man would get a rail and carry it along to pry the vehicle out of the deeper mud-holes, thus assisting the jaded horses in their laborious work. In dry weather, this class of roads were very fine to travel on, being preferable, in fact, to the pikes of a later day. On the 19th of March, 1811, Michael Dickey was appointed Road Commis- sioner by the Board of Commissioners of Madison County, to expend $175 on the State road inside the limits of this county. The money had been appropriated two years previously, by the Ohio Legislature, toward the im- provement of said road.

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HISTORY OF MADISON COUNTY.

Upon the erection of Madison County, the inhabitants dwelling with- in its boundaries soon realized the necessity of public roads, and we find that the people of Union and Stokes Townships petitioned the Commission- ers, September 3. 1810, for a road to run from Miner's Ford, on Deer Creek, to the Greene County line. Jeremiah Miner, Andrew Cypherd and John Mozer, Viewers; Patrick McLene, Surveyor. This road was surveyed and viewed in October, 1810, at the expense of Robert Hume, and is called Hume's road on the records. In December, the Commissioners ordered this road to be opened fifty feet wide for a public highway. On the 3d of Sep- tember, 1810, the inhabitants of Union and Pleasant Townships petitioned for a road to begin on the Fayette County line, at the end of the road estab- lished by the Commissioners of Ross County, ere the ercction of Fayette and Madison, running thence in a northwesterly direction through Pleasant and Union Townships, on the best route to Urbana, Champaign County. The Viewers were Peter P. Helphenstine, Hugh Montgomery and Willi am Lewis; Patrick McLene, Surveyor. The road was laid out in February, 1811, and in March the Commissioners ordered the same to be opened as a public highway, its width not to exceed sixty-six feet. It ran some distance west of London, to a certain point on the line between Madison and Cham- paign Counties. Among the old settlers it bore the name of " Langham's trace. "

In December, 1810, James Ewing petitioned for a road to run from the east line of Madison County, starting about three miles south of the north- east corner of the same, and run westwardly on the best and most direct line to Urbana. James Ewing, William Chard and George D. Roberts. Viewers; Joshua Ewing, Surveyor. The petition was granted and the road ordered to be opened. At the same session, John Blair presented a petition for a road beginning on the east line of Madison County, about three or four miles south of the northeast corner of said county, and run in the nighest and best course to Blairsville. William Chard, John Blair and Abijah Cary were the Viewers, and Joshua Ewing surveyed the road. Both of these roads were opened in the spring of 1811, and their respective width was not to exceed sixty-six feet. In 1812, a road was opened from London to Dyer's Mill, on Big Darby. It was viewed by John Murfin, Hugh Mont- gomery and John Wilson, and surveyed by Patrick McLene.

Throughout these earlier years, roads were opened in every portion of the county, and running in every direction. These highways were wide enough, but, as a rule, were execrable in wet weather. The undrained country partly explains the cause. At certain times, when the ground was frozen and worn smooth, or dry and solid, no roads were better; but for many years the proceeds of the road laws, in money or labor, were totally inadequate to keep them even in tolerable condition at the time most want- ed, and only within recent years has it dawned into the minds of our road- makers that a good drainage is essential to a good road-bed. Fifty years ago, in every section of the county, the " corduroy " was found on every road, which was the name given to the roads made of rails or poles placed crosswise, through the soft and miry places. Occasionally, heavy loads at this day will cut through the gravel crust and tear up fragments of the hid- den " corduroy."

THE NATIONAL ROAD.

The history of this important public work begins with the admission of Ohio into the Union. Congress enacted "that one-twentieth part of the net proceeds of the lands lying within said State, sold by Congress from and after

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HISTORY OF MADISON COUNTY.

the 30th day of June next, after deducting all expenses incident to the same, shall be applied to the laying-out and making public roads, leading from the navigable waters emptying into the Atlantic, to the Ohio, to the said State, and through the same. Such roads to be laid out under the author- ity of Congress, with the consent of the States through which the road shall pass: Provided, that the said State shall provide by an ordinance, irrevocable without the consent of the United States, that each and every tract of land sold by Congress, after the 30th day of June next, shall be and remain free from any tax laid by said State for the term of five years from the day of sale. Approved April 30, 1802."

In 1806, Congress passed a law entitled, " An act to regulate the lay- ing-out and making a road from Cumberland, in the State of Maryland, to the State of Ohio." President Jefferson appointed Thomas Moore and Eli Williams, of Maryland, and Joseph Kerr, of Ohio, as Commissioners to lay out said road, and to perform the other duties assigned to them by the act. The building of this great highway went slowly forward for many years, but at times the labor on it ceased altogether for want of funds, different Presidents vetoing bills appropriating money toward its construction. In 1831, a bill was passed and approved, appropriating money for the exten- sion of the Cumberland road through Ohio, Indiana and Illinois. In 1836- 37, this great road was built through Madison County. It crosses Big Dar- by near the northeast corner of Survey 2,677; thence takes a southwest di- rection, passing through Jefferson, Deer Creek and Somerford Townships, and leaves the county at the southwest corner of Survey 4,200, on the Clark County line. Along its course sprang up three thriving villages, viz., Jeffer- son, La Fayette and Somerford, the two first mentioned supporting three taverns each, and the latter two, all of which did a big business. Between Jefferson and La Fayette, on the glade, was a tavern called the "Golden Lamb," and it, too, had its share of the prosperity which the immense trav- el on this great thoroughfare inaugurated.

We cannot give a better description of this great work than to quote, verbatim, a portion of an article written some years ago, by one who had often traveled over it during its palmiest days: "The National Turnpike that led over the Alleghanies from the East to the West is a glory departed, and the traffic that once belonged to it now courses through other channels; but it is simply because it is the past that the few old men living who have reminiscences of it glow with excitement and exalt it in recalling them. Aroused out of the dreamy silence of their ebbing days by a suggestion of it, the octogenarians who participated in the traffic will tell an inquirer that never before were such landlords, such taverns, such dinners, such whisky, such bustle or such endless cavalcades of coaches and wagons as could be seen or had in the palmy days of the old National pike, and it is certain that when the coaching days were palmy, no other post road in the country did the same business as this fine old highway, which opened the West and Southwest to the East. The wagons were so numerous that the leaders of one team had their noses in the trough at the end of the next wagon ahead; and the coaches, drawn by four or six horses, dashed along at a speed of which a modern limited express might not feel ashamed.

" Once in awhile, Henry Clay or Gen. Jackson made an appearance, and answered with stately cordiality the familiar greetings of the other passers-by. Homespun Davy Crockett sometimes stood in relief against the busy scene, and all the statesmen of the West and South-Harrison, Hous- ton, Taylor, Polk and Allen, among others-came along the road to Wash-

Respectfully Jours

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HISTORY OF MADISON COUNTY.

ington. The traffic seems like a frieze, with an endless procession of fig- ures. There were sometimes sixteen gayly painted coaches each way a day ; the cattle and sheep were never out of sight; the canvas-covered wagons were drawn by six or twelve horses, with bows or bells over their collars; the families of statesmen and merchants went by in private vehicles; and, while most of the travelers were unostentatious, a few had splendid equi- pages. Its projector and chief supporter was Henry Clay, whose services in behalf are commemorated by a monument near Wheeling. The coaches ceased running in 1853; the 'June Bug,' the 'Good Intent,' and the ‘ Land- lords,' as the various lines were called, sold their stock, and a brilliant era of travel was ended."

The building of railroads deprived the road of its prestige; for many years Congress neglected to make appropriations for the necessary repairs, until finally it was transferred to the States through which it passed. The portion running throughi Ohio became a part of the public works of the State, but in 1876 the Legislature reduced it to the level of other pikes, since which time the County Commissioners of each county through which the road passes have had charge of it the same as all other roads.

CORPORATION PIKES.

Soon after the opening of the National road, a company was organized for the purpose of building a pike from Xenia, Greene County, to Jefferson, Madison Co , Ohio. It was called the Jefferson, South Charleston & Xenia Turnpike Company. In the course of time, the road was completed and opened for traffic. It runs almost parallel with the Little Miami Railroad, and, entering the county from Clark. a short distance north of where the railroad strikes the county line, it runs in a northeast direction, passing through London on its route to Jefferson, and there intersects the National road.

The Madison & Fayette Turnpike was also built by a private corpora- tion. It starts at London and runs in a southern direction through New- port and Midway to the Fayette County line.

The Urbana pike was the third and only other road in Madison County built by a private company. It begins at the National road, about a mile and a half west of Jefferson, and runs in a northwest course to Mechanics- burg, Champaign County, leaving Madison County near the northwest cor- ner of Somerford Township. These three pikes, with the National road, · were the only ones in Madison County on which tolls were charged the trav- eling public. All other pikes were as free as they are to-day, and were built by the county, under an act of the General Assembly of Ohio, passed April 5, 1866. The first petition was presented to the Commissioners of Madison County June 5, 1866, by F. O. P. Graham, et al., for the improve ment of the London & Mt. Sterling road. Viewers, Benjamin Harrison, E. Bidwell and Robert Read. The road was granted September 6, 1866 The length of this road is seventeen miles. The following statement shows the number of roads, etc., in the county, made under this act up to January 1, 1883: Number of roads, 47; length, 255 miles: total cost, $569,098.73. A few years ago, the tolls were taken off these four roads, since which time every road in Madison County is as free as the air we breathe.

At the present time, few counties in the State can boast better roads. A network of gravel pikes intersects every part of the county. These, in the aggregate, amount to 324 miles in length, and at a total cost. not in- cluding the National road, of $635,350. They were constructed on petition

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HISTORY OF MADISON COUNTY.

of parties interested in the proposed improvement, and paid for in install- ments, running through a certain number of years, by assessments on the real estate supposed to be benefited. The work of building pikes still goes on, under the supervision of competent men. employed by the County Com- missioners, and if good roads is one of the signs of an advanced civilization, as all political economists say they are. Madison County need not be ashamed of her record.

RAILROADS.

The Columbus & Xenia Railroad was the first leading into or out of London. The company was chartered by a special act, passed March 12, 1844, but the road was not constructed until 1848 and 1849. The first pas- senger train passed over it February 20, 1850. Soon after this date, the members of the Legislature took an excursion over this road and the Little Miami from Columbus to Cincinnati and back. The Little Miami Company obtained a charter March 11, 1836. The two companies, November 30, 1853. entered into a contract of union, or partnership, by which the roads of both were operated as one line. The two companies leased, January 1, 1865, the Dayton & Western road, and purchased, the same year, the Day- ton, Xenia & Belpre road from Xenia to Dayton. The partnership, or union, was dissolved November 30, 1868, and a contract of lease entered into by which the Little Miami Company leased, for ninety-nine years, the Colum- bus & Xenia road, and the rights and interests of that company in the other roads, that had been leased or purchased by the two companies. The con- dition was the promise of the Little Miami Company to pay 7 per cent per annum on a capital of $1,786, 200, and the interest on the funded debt.

The Pittsburg, Cincinnati & St. Louis Railroad Company, on Decem- ber 1. 1869, leased of the Little Miami Company, its railroad, and its right to the Columbus & Xenia and other roads. At the time this railroad was built, the citizens of Madison County voted $20,000 toward its construction. The railroad company subsequently proposed to take from the county $14, - 000 of said stock, leaving the county with but $6,000, which was agreed to. The road passes through Madison County from Columbus, in a southwest direction, and runs through Jefferson, Deer Creek, Union, and the north- west corner of Paint Township. It has but two stations in this county, viz., London and Jefferson. Under its present management, it has been very prosperous, ranking as one of the leading railroads of Ohio.

The Columbus & Springfield Railroad Company was chartered Febru- ary 16, 1840, but for some years nothing was done toward building a road. In June, 1851, a company was organized under this charter, at Springfield, and the road was completed from Springfield to London September 18, 1853. The road was known as the Springfield & London Railroad, and its length of track was nineteen miles. Madison County transferred the $6,000 that she had in the Columbus & Xenia road to the Springfield & London, with the object of assisting the latter. In 1854, the road was leased to the Mad River & Lake Erie, since called the Cincinnati, Cleveland & Lake Erie Railroad Company. The road was sold May 8, 1868, under a decree of the United States District Court, and bought by Jacob W. Pierce, of Boston, for $100,000. The Columbus, Springfield & Cincinnati Railroad was in- corporated May 1, 1869, with a capital stock of $1,500,000, and Mr. Pierce transferred his purchase soon after to the new company. By an arrange- ment with the purchaser, the road was continued under the management of the Cincinnati. Sandusky & Cleveland Railroad Company, to which it was permanently leased July 1, 1870. It was subsequently completed to Co-

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HISTORY OF MADISON COUNTY.

lumbus, and many citizens of Madison County subscribed certain amounts, to be paid on condition that the road would be finished by September 1. 1871; but it was not finished until December 19, 1871, and the money was never paid. On the 8th of March. 1SSI. the road was leased, for ninety- nine years, to the Indiana, Bloomington & Western Ohio Division Railway, the lease to begin May 1. 1881. It passes from east to west through Union and Fairfield Townships. having two stations in this county-London and Lilly Chapel. The business of this road, under the new management, has been constantly growing, while the track and rolling stock have been brought up to a first-class standard.

The Columbus, Piqua & Indiana Railroad was chartered February 23. 1849, and the first train passed over the road from Columbus to Urbana July 4, 1853 In a few months, the road was completed to Piqua. The Columbus, Piqua & Indiana Company becoming embarrassed, it was re-or- ganized under the name of the Columbus & Indianapolis Railroad Com- pany. The road was sold August 6, 1865. under an order of court, and subsequently transferred by deed to the re-organized company. This was one of the several roads which, consolidated, made the line generally known as the Columbus, Chicago & Indiana Central Railroad In 1869. the road was leased to the Pittsburgh, Cincinnati & St. Louis Railroad Company, under whose management it has since been operated. It runs across the northeastern corner of this county. passing through Plain City on its route, thus affording a good shipping-point for that portion of Madison County. The $6,000 which the county had in the Springfield & London Railroad was transferred to the Columbus, Piqua & Indiana, where it still remains. This was all the assistance that Madison County ever gave to the construc- tion of railroads through her territory.

The Springfield, Mt. Vernon & Pittsburgh Railroad had its inception in 1851, to run from Springfield to Delaware, crossing the northwest corner of Madison County. and striking the Columbus, Piqua & Indiana Railroad at Milford, Union County. It was completed in September, 1853, and af- terward managed and controlled by the Cleveland, Columbus, Cincinnati & Indianapolis Railroad. It affords the inhabitants of the northwestern por- tion of Madison County good shipping facilities, both at Milford and Me- chanicsburg, and is therefore regarded as one of the roads of this county.

In 1841, the whole State contained but thirty-six miles of railroad; in 1881, there were more than 5,835 miles; while Madison County alone can boast of having forty-six miles, or ten miles more than Ohio in 1841. The total valuation of the railroads within this county in 1881 was $543,347, npon which the taxes were $6.159.95.

STATISTICS.

In 1810, the population of Madison County was 1,603; 1820, 4,799; 1830, 6,190; 1840, 9,025; 1850, 10.015; 1860, 13,015; 1870, 15,633: 1880. 20,129. The growth has been steady, and at no period since 1820 has the population doubled in ten years.

The following table gives the census of the county by townships and villages, for the years 1850, 1860 and 1870, as officially reported for those years:

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HISTORY OF MADISON COUNTY.

1870.

1860.

1850.

TOWNSHIPS AND VILLAGES.

Total.

Native.

Foreign.

White.

Colored.

White.

Colored.

White.

Colored

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The history of Madison County, Ohio, Part 55

Author: Brown, Robert C; W.H. Beers & Co., pub Publication date: 1883 Publisher: Chicago, W.H. Beers & co. Number of Pages: 1180

Author: Brown, Robert C; W.H. Beers & Co., pub
Publication date: 1883
Publisher: Chicago, W.H. Beers & co.
Number of Pages: 1180