Twentieth Century History of Findlay and Hancock County, Ohio, and Representative Citizens, Part 10

Author: Jacob Anthony Kimmell
Publication date: 1910
Publisher:
Number of Pages: 1189

USA > Ohio > Hancock County > Findlay > Twentieth Century History of Findlay and Hancock County, Ohio, and Representative Citizens > Part 10

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In 1845, the sum of $940 was expended in the county for bridges. Numerous bridges, wooden structures, were built across the river at various times, and were gradually replaced by other and better structures, until now there are not less than thirteen good, substantial bridges spanning the Blanchard river within the limits of the county. Besides these, there are scores of smaller iron and wooden struc- tures spanning the numerous creeks and water courses. The value of these bridges, is quite

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HISTORY OF HANCOCK COUNTY

considerable, and their convenience to the pop- ulation, cannot be estimated.

STEAM RAILROADS.

On April 26th, 1839, at a special session of the county commissioners it was "Or- dered that we, the commissioners, agree to subscribe one hundred shares, amounting to one hundred thousand dollars, to the capital stock of the Bellefontaine and Perrysburg Railroad, and that in our incor- porate capacity, we will place our signatures to the books of the company for that amount.

JOHN BYAL, DANIEL FAIRCHILD, Commissioners.

With all our wealth and population, at the present, no such liberal terms towards any railroad project would be entertained by our commissioners. At the same meet- ing, for it seems that the commissioners meant business, it was ordered "That we appoint a special commissioner to negotiate the loan on the credit of the county, in the City of New York, or elsewhere, at the rate of interest not to exceed six per cent per annum," and it was "Ordered that Parlee Carlin be delegated our special agent, to negotiate the loan of one hundred thousand dollars which we have this day subscribed to the capital of the Bellefontaine and Perrysburg Railroad Company." Thus ends the history of this railroad, so far as this county is concerned. Like an innumerable number of such projects, it ended in talk, and futile resolutions and orders.

In 1845 the railroad fever again broke out in the county, and the commissioners went earnestly to work to make some project a

success. They were not wholly disap- pointed, for they set on foot a movement, which finally resulted in the building of the Findlay Branch of the Mad River and Lake Erie Railroad, as it was then called.

On the 4th day of March, 1845, George Shaw, Peter George and John Lafferty, commissioners, issued a proclamation to the qualified voters of Hancock County to vote at the election of the first Monday of April, 1845, for or against a proposition to sub- scribe to the capital stock of the Mad River and Lake Erie Railroad and that the auditor have said proclamation published in three newspapers published in Findlay, until the April election. The returns of said election were made and counted and certified as fol- lows :

For

Against

Washington Township

135

Amanda Township

Jackson Township

Cass Township

Findlay Township

243

Eagle Township

Van Buren Township

Union Township

I21

Pleasant Township

Big Lick Township

Delaware Township

12[

Marion Township

107

Portage Township

Liberty Township

120

Madison Township .

. .

Orange Township

Blanchard Township

102

Totals

1,055

784

-- -

On April 11, 1845, the commissioners, in their corporate capacity subscribed to the capi- tal stock of the Mad River and Lake Erie Rail- road Company, twelve hundred shares, of

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HISTORY OF HANCOCK COUNTY

fifty dollars a share, making in all, the sum of sixty thousand dollars. Wilson Vance, William Taylor, John Patterson and Wil- liam Henderson were appointed agents to meet with the railroad company, and they were authorized to employ a special mes- senger to go to Perrysburg to get the bonds printed in a neat manner, at as reasonable a compensation as they could agree upon.

On April 22, 1845, the commissioners, in special session, issued bonds for the sum of thirty thousand dollars, payable to the Mad River and Lake Erie Railroad Company, as first payment of sixty thousand dollars sub- scribed. At the June session of the com- missioners, John Ewing and Jacob Barnd were added to the railroad company com- missioners.

On September 11, 1845, the County Com- missioners subscribed three hundred shares, amounting to fifteen thousand dollars, in addition to the sixty thousand dollars al- ready subscribed. At the same time, Squire Carlin was appointed railroad commissioner in place of Jacob Barnd, deceased.

On August 19, 1846, the Mad River and Lake Erie Railroad Company accepted the subscription of seventy-five thousand dol- lars, and agreed to build the road. On September 22, 1846, the Commissioners of the County appointed John Ewing, John Patterson and Hiram Smith Commissioners to manage its construction.

The road, however, was not completed and put in operation until the latter part of December, 1849. This road, commenc- ing at Findlay, takes a south-easterly course through Findlay, Marion and Amanda. Townships, to Carey, Wyandot County. It crosses the Blanchard River in Marion

Township. It is about sixteen miles in length, and was originally constructed on a cheap plan. The iron rails were simply strap iron, as it was termed, laid on stringers, placed lengthwise on the road- bed. In this condition it remained for many years, always paying large dividends to the company, but furnishing very inferior ac- commodations to the county. Finally, how- ever, by an arrangement entered into, be- tween the officers of the road and the county commissioners, the company agreed to (and did) repair the road, lay the track with "T" rails, and build a passenger house at Findlay.

In 1853, at the time the Dayton and Michigan Railroad project was under con- sideration, it was supposed, and perhaps promised, that Findlay should be one of the points on the route, and our people became enthusiastic over the matter. In July, 1853, the commissioners of the county subscribed one hundred thousand dollars to the capital stock of the company. A preliminary sur- vey was made of the line, and we felt reason- ably sure of the road. In this we were dis- appointed. The management, for some reason, selected a route farther. west, miss- ing this county entirely, and thus ended this railroad project, so far as Hancock County was concerned. The road was built on a line farther west, and has proved a paying investment, a good business road, but no more so than it would have been, had the route through our county been chosen. And the road would have been of immense advantage to us.

After it was definitely settled that we were not to have the Dayton Michigan road, or about that time, a project to build a road

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from Fremont, in Sandusky County, to Union City, a town on the line of Ohio, and Indiana, by way of Findlay and Lima began to be agitated. Henry Brown, Esq., the editor of the "Hancock Courier," of Findlay, taking the lead in the matter, and setting forth in glowing terms the advantage to be derived from such a line of road. Finally the matter took form and a com- pany was organized and chartered under the name of the "Fremont and Indiana Railroad Company" to construct a road from Fremont, Ohio, to Union City, on the Indiana line, by way of Findlay and Lima. A survey of the route was made, which was decided to be practicable. Subscription books were opened, and stock readily sub- scribed. The principal stockholders in Findlay were Judge Corey, S. and P. Carlin and Bass Rowson. Judge Corey and Squire Carlin were directors. After much delay, caused by the difficulty in collecting sub- scriptions, and inability to procure iron, the road was not completed to Findlay until 1861. About this time, the company be- came embarrassed, and the road was sold. The purchasers organized a new line com- pany, under the name of the "Fremont, Lima & Union Railroad Company," and this company, in 1865, consolidated with the Lake Erie & Pacific Railroad Company, under the name of the Lake Erie & Louis- ville R. R. Company, but the road was not completed and operated to Lima until about the winter of 1873. From that time until 1878 the road was operated, most of the time being in the hands of the receiver.

Some shrewd eastern capitalists seeing the advantage of such a line, bought the road, and at once set themselves to work

to develop its resourses. They extended the line from Celina, in Mercer County, Ohio, to Muncie, Indiana, thus making good western connections, also connecting with Chicago. The name of the road was changed to that of Lake Erie & Western, the better to erpress its intentions. Con- nections were sought and obtained with St. Louis. The road was extended from Fre- mont to Sandusky City, on Lake Erie, and to-day this is regarded as a "Trunk Line," and the business has brought it well up to the front. This road enters the county at Fostoria, in Section 1, Washington Town. ship, then runs in a southwest direction, passing through the townships of Cass, Washington, Marion, Findlay, Liberty, Eagle, Union and Orange, and crossing into Allen County at Bluffton. There is about twenty-five miles of the road in Hancock County, and its business at Findlay and other points, amounts to many thousands of dollars.

The citizens of McComb and vicinity, having been several times disappointed in their expectations of the completion of the Continental Road, which had been graded through their town, conceived the idea of building a line of roads to intersect the Day- ton & Michigan at Deshler, about eight miles distant, went to work earnestly in the matter, and having made satisfactory ar- rangements with the Dayton & Michigan, organized a company to construct the McComb and Findlay Railroad. The work was pushed rapidly forward, and the road completed in January, 1881. About six- teen miles of this road is in Hancock County.

The New York, Chicago & St. Louis com-

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HISTORY OF HANCOCK COUNTY

pany was incorporated in 1880 to construct a line from Buffalo to Chicago, and having bought up the right of way and graded line of the "Continental Railway," extending from Tiffin, Ohio, to Ft. Wayne, Ind., built the road from Fostoria to Arcadia, where striking the Continental roadbed they followed it through McComb, and westward to Ft. Wayne and on to Chicago. Findlay made an effort to get this road into town, but it passes about four miles to the north, yet all trains are met at Mortimer by the Findlay street car service which delivers passengers from Findlay to Mortimer and vice versa.

The McComb, Deshler & Toledo Railroad Company was incorporated June 2, 1879, by a number of McComb citizens, and on November 24, 1880, the first train ran into McComb. La- ter the branch was extended to Findlay and is now known as the C. H. & D. branch.

The Toledo, Columbus & Southern railroad was chartered in May, 1881, and in the winter of 1881-2, the right of way was obtained from Toledo to Findlay. The work was commenced in the summer of 1882. The first rail was laid December 15th, and the first locomotive ran into Bowling Green from Toledo on Christmas day. January 30, 1883, the connecting rail was laid some fifteen miles north of Findlay in Wood County, which connected Findlay with Toledo. The first through train came over the road from Toledo to Findlay Febru- ary 7, 1883. The road extended south to Co- lumbus in 1886.

The Toledo & Ohio Central, as it is known, extends from Toledo to Corning, via Colum- bus, Ohio.

The Cleveland, Delphos & St. Louis Rail- road was chartered March 9, 1881, and during the summer work was commenced. The road from Bluffton to Arlington was completed early in the fall of 1882, and in December the construction train reached Mt. Blanchard. Early in the spring of 1883 it run its trains to Carey. This line is now known as the Northern Ohio.

The American Midland Railroad was com- menced and constructed through the western part of this county in 1888. Its eastern termi- nus is Findlay, O., and the western terminus is Ft. Wayne, Ind. About 1902 the road passed into the hands of the C., H. & D., and just re- cently been purchased by the Baltimore & Ohio system.

ELECTRIC ROADS.

Findlay and Hancock County now have three electric interurban lines; the Western Ohio from Lima; the Toledo, Bowlingreen and Southern from Findlay to Toledo via Bowlin- green, and the Toledo, Fostoria & Findlay, from Findlay to Toledo, via Fostoria.

With seven points of ingress and egress by steam and three by electric roads Hancock County is fairly well provided for as to trans- portation of passengers and freight.

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CHAPTER VIII.

THE COUNTY'S MILITARY RECORD.

The War of 1812-The Mexican War-The Civil War-Spanish-American War.

THE WAR OF 1812.

Almost a century has passed since the arro- gance of the English government in its dealings with this republic brought on the War of 1812. And though the struggle ended more than five years before the erection of this county, the ter- ritory embraced within the limits of the latter was directly affected in the earliest stages of the war.

As the consequence of England's arbitrary action in enforcing the "right of search" in im- pressing American seamen; her restrictions upon commerce, and her instigations of revolt against the United States by the Indians, Con- gress on the 4th of June, 1812, passed a reso- lution declaring war against England; on the 17th of the same month the bill passed the sen- ate, and two days afterwards President Madi- son issued the proclamation.

Ohio had been preparing for the conflict, and troops had already begun assembling at Dayton, Springfield, Urbana and other points, in obedience to the call of Governor Meigs. General William Hull was appointed to the chief command of the state troops, and on June 16th the army left Urbana on its march toward the Maumee Rapids, Colonel Duncan McAr-

thur being ordered in advance to open a road through the forest from the Greenville Treaty Line to the Scioto River. Here they erected a fort comprised of two blockhouses and named it Fort McArthur, in honor of the officer whose regiment had opened the road. The rest of the army arrived at the fort June 19th; and on the 21st Colonel James Findlay was ordered to open the road as far as Blanchard's Fork. Pro- ceeding on his mission, he arrived at a point just north of what is now the county line be- tween Hancock and Hardin Counties. Here on account of rain and mud he was compelled to discontinue his march and erect a block- house, which was called Fort Necessity. This fort was constructed on the southwest quarter of the southwest quarter of Section 36, Town- ship 2, south, Range 10 east, Madison Town- ship, now owned by Fannie Isenberger. It has been stated that this fort was erected about half a mile west of the Perrysburg and Belle- fontaine state road. However, the govern- ment survey of 1819 locates the site of the fort within five chains (twenty rods) of the south- west quarter of Section 36, which is seven- eighths of a mile west of the above mentioned road. From this point Colonel Findlay moved to the Blanchard's Fork, and here erected a

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HISTORY OF HANCOCK COUNTY

fort, which was named in honor of that officer. Here the army encamped for some time, while Colonel Findlay proceeded to advance and opened the road as far as the Maumee River.

From Fort Necessity what is commonly known as "Hull's Trail," followed the west bank of the east branch of Eagle Creek to near its junction with the west branch, crossing the latter and continuing down the west side of Eagle Creek to Fort Findlay. Here it crossed the river, and thence ran northward, a short distance east of the Perrysburg and Bellefon- taine state road, till reaching the highlands south of the middle branch of the Portage river; thence following the course of that stream northward, into what is now Wood County, and thence to the Maumee Rapids. Some pioneer settlers expressed doubt as to Fort Necessity being formed by erecting a Blockhouse, claiming they never heard it men- tioned as other than a mud fort. But taking American State papers as authority, there evi- dently was a blockhouse of some sort erected at that place.

General Hull on leaving Fort Findlay, left behind a small garrison under Captain Arthur Thomas, to complete and guard the fort, which was well calculated to successfully resist any ordinary force which might be brought against it. It stood on the south bank of the Blanch- ard River in Findlay, at what is now the north- west corner of Main and Front Streets, the southeast blockhouse being located on the site of the present Cusac block.

The fort consisted of a stockade about ten feet in height, with a two-story blockhouse built of round logs, at each corner. The en- closure was fifty yards square, the entrance or gate being on the east side. A ditch sur- rounded the stockade, the earth from the ex-

cavation having been thrown up against the pickets to give them added strength. The outer walls of the blockhouses projected a short dis- tance from the stockade and the upper story of each extended a few feet over the lower one, thus commanding the approaches from every direction. Each blockhouse was thoroughly loopholed and furnished with one piece of ar- tillery. Within the enclosure a number of cab- ins for the use of the soldiers were erected along the stockade, the open space in the cen- ter being utilized as a parade ground. To guard against surprise from attacks of the enemy the forest was cleared off for a considerable dis- tance on the south, east and west of the fort while the river on the north afforded a clear view.

Some pioneer testimony has been formerly published showing some difference of opinion in regard to the number of blockhouses which Fort Findlay originally contained. The earli- est settlers, however, testify to having seen three blockhouses in a fair state of preserva- tion and the one at the northwest corner partly destroyed. Later comers noticed only the one standing at the southeast corner of the fort, which was used for some time by Wilson Vance as a stable. There is testimony show- ing, however, that when Mr. Benjamin Cox came to Fort Findlay, three of the blockhouses were still standing and were occupied by Wy- andot Indian families. The probabilities are that the portions of the stockades and block- houses which were not in existence when some of the later settlers arrived had been torn down and utilized for firewood and in erecting out- buildings.

"The passing years have removed and utterly obliterated all traces of Fort Findlay, due no doubt to the rapid progress of civilization. But,

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how sad, to think that where once stood one of the earliest structures which marked the first noble and daring stride toward civil liberty and Christian civilization, not even a wooden headboard is now visible to mark the solemn and sacred ground where died the noblest relic which ever graced the soil of our fair city, not as much on account of any great achievement that had ever been obtained, but from the mo- tive which prompted its erection."

In July, 1812, General Edward W. Tupper, of Gallia County, raised a force of 1,000 men for six months' service, principally from Gallia, Lawrence and Jackson Counties, who, under orders of General Winchester, rendezvoused at Urbana. From there General Tupper fol- followed Hull's trail to Fort McArthur, where he established his base of supplies, and then marched northward to Fort Findlay. After a much needed rest, his command pushed on to the foot of the Maumee Rapids. The Indians appearing in force on the opposite bank of the Maumee River. Tupper attempted to cross the river and attack them, but the rapidity of the current and the feeble, half-starved condi- tion of his men and horses rendered the at- tempt a failure. The enemy soon after took the offensive, and, crossing the Maumee, at- tacked the American camp, but were defeated and driven back with considerable loss. This defeat caused them to retreat hastily to De- troit and Tupper subsequently marched back to Fort Findlay and thence to Fort McArthur.

The following anecdote in connection with the Fort, is found in "Howe's Historical Col- lection :"

"About nine o'clock one dark and windy night in the late war, Captain William Oliver, in company with a Kentuckian, left Fort Meigs for Fort Findlay, on an errand of importance,

the distance being about thirty-three miles. They had scarcely started on their dreary and perilous journey when they unexpectedly came upon an Indian camp, around the fires of which the Indians were busy cooking their supper. Disturbed by the noise of their approach, the savages sprang up and ran toward them. At this they reined their horses into the branches of a fallen tree. Fortunately the horses, as if conscious of the danger, stood perfectly still and the Indians passed around the tree with- out making any discovery in the thick dark- ness. At this juncture Oliver and his com- panion put spurs to their horses and dashed forward into the woods through which they passed all the way to their point of destination. They arrived safely, but with their clothing completely torn off by the branches and brushes, and their bodies bruised all over by coming in contact with the trees. They had scarcely arrived at the fort when the Indians in pursuit made their appearance, but too late, for their prey had escaped."

During the occupation of Fort Findlay, which lasted until the spring of 1815, a man named Thorp kept a small sutler store imme- diately east of the fort. Soon after the war closed the fort was abandoned, and its garri- son returned to peaceful avocations.

THE MEXICAN WAR.

The direct cause of the Mexican war was the disputed territory lying between the Nueces and Rio Grande rivers, Texas, having won its independence, and been admitted into the union, claimed the Rio Grande as the boundary line, while the Mexican authori- ties disputed this claim, asserting that it was the Nueces river. The United States government proposed to settle the contro-

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HISTORY OF HANCOCK COUNTY

versy by peaceful negotiations, but Mexico tion of surgeon. His commission was scornfully refused, and made threats of oc- cupying the territory in dispute.

To be prepared for any contingency, in March, 1846, General Taylor was ordered to advance to the Rio Grande with a few thousand men, which he had organized at Corpus Christi, near the mouth of the River Nueces. He erected Fort Brown opposite Matamoras, which was accepted by Mexico as a declaration of war, and on the 20th of April, 1846, General Arista, the Mexican commander on the Rio Grande, notified General Taylor that hostilities had begun. On the same day a small force of American cavalry was attacked by the Mexicans on the east side of the Rio Grande, and here oc- curred the first bloodshed of the war. Han- cock County was then very thinly settled and when the call for troops reached this portion of Ohio the quota of the county was full. A company, however, was re- cruited from Hancock and Putman Counties and offered to the government, which re- plied that their services were not needed. However, a dozen or more from this county went to the war, but the greater part of them enlisted in outside companies and there being no enumeration returns to show just who went from this county, it is im- possible to give a full list of names, but it is known that the following residents of this county enlisted: Allen Royce, H. Jere- miah Yates, Loami Farmer, and Dr. Wm. D. Carlin. Mr. Carlin was commissioned as assistant surgeon in the Fifteenth United States Regulars, April 9, 1847. But the surgeon having other duties which required the most of his time, Mr. Carlin, by active service, though not in name, filled the posi-

signed by James K. Polk, then president of the United States. The news of the vic- torious entry of the American Army under Scott into the City of Mexico, on September 14, 1847, which was hailed with patriotic en- thusiasm all over the county, in spite of the adverse comment of some of the Whig leaders, who bitterly denounced the war, which they regarded as a party scheme for the extension of slavery.

THE CIVIL WAR.

The surrender of Fort Sumter, on April 14, 1861, marked the beginning of a new era in the history of our country. It brought to a final and decisive issue the long-vexed ques- tions of State Rights and Slavery and inaugu- rated a crucial test by which the solidity and perpetuity of the republican form of govern- ment was to be definitely ascertained. The ten- sion between the opposing parties in the nation had finally reached the breaking-point; the slender cord of mutual interest snapped, and, with desperate resolution on one side, and firm, resourceful, patriotic purpose on the other, the Titanic struggle was begun.

Never since the days of the Revolution were the people of this county, this state, this nation so thoroughly aroused as when the news flashed over the wires of Major Anderson's capitula- tion. From all sections of the free states, re- gardless of political affiliations, voices went up with fierce determination to defend and pre- serve the Union. Volunteer companies sprang into existence as if by magic, and large amounts were contributed by state legislatures, private corporations and individuals to defray the ex- penses of the coming struggle for national unity, Hancock county was in harmony with

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Twentieth Century History of Findlay and Hancock County, Ohio, and Representative Citizens, Part 10

Author: Jacob Anthony Kimmell Publication date: 1910 Publisher: Number of Pages: 1189

Author: Jacob Anthony Kimmell
Publication date: 1910
Publisher:
Number of Pages: 1189