Fairfield County, Ohio - Chapter 8: Transportation, 1912

Chapter 8: Transportation

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a million dollars, is constructed upon the same plan as the old lock of Leonardo da Vinci. This famous lock in the "Soo" is of solid masonry, 800 feet long, 100 feet wide, and 21 feet deep. It is also a matter of surprise that so few people today understand the working of a canal lock, or have ever seen one.

The canal has always been recognized as a great aid to civilization, and will ever be so regarded. The first canal in the United States of any consequence was the Erie Canal, 336 miles long, connecting the Hudson River at Albany and Troy with Lake Erie at Bufifalo. It was begun in 1817 and finished in 1825, at a cost of $7,602,000. It was this canal that made the city of New York, and the name of Governor DeWitt Clinton will ever be connected with it as its builder.

The great success of the Erie Canal induced the people of Ohio to begin the great work of canal building for this State. Governor Clinton lent his great aid to the

The world has always been interested in canals. They are older then the Christian era. They were employed as a means of navigation and communication by the Assyrians, Egyptians, Hindus and Chinese. The Royal Canal of Babylon was built more than 600 years before Christ. The Grand Canal of China connecting two rivers, the Yang-tse-Kiang and the Peiho, was built in the 13th century. This canal is 650 miles long. It has no locks, for the Chinese did not know how to build a lock.

It is a most interesting fact in history that the common canal lock in use today was invented in Italy in 1481, A. D., by Leonardo da Vinci, the great Florentme painter. It is said, however, that the honor is also claimed by Holland. It is somewhat strange that this lock invented so long ago has never been improved upon; in fact the most expensive lock in the xvorld, the Sault Ste. Marie, costing half movement in Ohio and was present at the "opening" on the Licking Summit in Licking County, July 4, 1825. He made an address there and retnoved the first shovelful of earth.

The history of the canal struggle in Ohio is one of long, continuous effort. After many years of ineftective legislation, it was finally decided by the legislature, February 4, 1825, to construct the Ohio and Erie Canal, following the old Scioto-Muskingum route from Cleveland to Portsmouth and the Miami Canal, following the great Miami River from Dayton to Cincinnati. It was also promised to extend the Miami Canal to Toledo in a few years. The work on the Ohio and Erie Canal commenced at once and was pushed along very rapidly. The city of Akron started from a group of shanties occupied by Irishmen who were working on this canal. The pay for laborers during the first few years of this work was 30 cents a day, with plain board, and a "jiggerfull of whiskey." The work on the Miami Canal was not to begin until December i, 1831, by legislative enactment. Construction, however, did not begin until 1833. The cost of this canal work was paid in part by land grants from the government and from Ohio and Indiana. Congress, which had on March 2, 1827, granted to the State of Indiana, to aid in opening a canal to unite at navigable points the Wabash River with Lake Erie, a {|uantity of land equal to one-half of five sections in width on each side of the canal. did, by an act approved May 24, 182S. grant to the State of Ohio, to aid in extending the Miami Canal from Davton to the Maumee River, a quantity of land equal to one-half of five sections in width on each side of the canal from Dayton to the Maumee River at the mouth of the Auglaize, so far as the canal should traverse public land. The act reserved to the United States each alternate section of the land unsold, with the provision that such reserved land should not be sold at less than $2.50 per acre. The number of acres included in this grant was 438,301.32.

Indiana, learning after examination that a canal connecting the Wabash with Lake Erie would have to pass through Ohio, thought it advisable to propose to Ohio to transfer to her such part of the land granted to her by Congress. March 2. 1827. as lay within Ohio, if tile latter would build the Wabash and Erie Canal from the Indiana State line to Lake Erie. To enable her to d(j this, section 4 of the act to aid Ohio to construct the Miami Canal from Dayton to the Maumee River authorized Indiana to convey to Ohio, upon such terms as might be agreed upon by the two States, any land in Ohio given Indiana bv the grant of March 2. 1827.

Section 5 of the act of May 24, 1828. gave Ohio further grants of 500,000 acres of government land in Ohio to aid her in the paj-- ment of the canal debt or interest, such land to be disposed of for this purpo.se and no other. Indiana having received the authority of Congress by resolution approved February t, 1834. conveyed to Ohio her right, title and interest to lands in Ohio, which she had received from Congress for canal construction. This contract was ratified by Ohio in a joint resolution passed February 24, 1834. Thus passed to Ohio another grant of land amounting to 292,223.51 acres.

These three land grants gave to Ohio a total of 1.230,521.95 acres of land to be sold for the aid of her canals. The State has sold most of these lands for .$2,257,487.32, and has remaining, principally within the limits of the

A week after accepting the land grant from Indiana, the Ohio Legislature, on March 3, 1834, authorized the construction of the Wabash and Erie Canal. The selection of the line for this canal was made by the Board of Public Works, April 8, 1836, and Governor Lucas having recommended its early commencement, the work of construction began in 1837. This canal was completed in 1842, being 67.75 miles long from its junction with the Miami Extension Canal to Toledo, and having a water surface width of 60 feet, a bottom width of 46 feet, and a depth of 6 feet.

The Miami Extension Canal was completed three years later, 1845, and was 114 miles long, 5 feet deep, 36 feet wide at the bottom, and 50 feet wide at the top.

Just two years to a day after the auspicious opening of the canals, the first boat descended the northern section of the Ohio and Erie Canal from Akron to Cleveland. "She was cheered in her passage by thousands * * * who had assembled from the adjacent country at different points on the canal to witness the novel and interesting sight." This boat arrived at Cleveland, July 4, 1827, after having descended through 41 locks, passed over three aqueducts, and through t,j miles of canal. It is worthy of note that this was the most difficult and expensive part of the line to construct. Besides this, several miles more of unconnected sections of the canal had been finished.

A little later, navigation also began on the Miami Canal. On November 28, 1827, "three fine boats, crowded with citizens delighted with the novelty and interest of the occasion, left the basin, six miles north of Cincinnati and proceeded to Middletown with the most perfect success. The progress of the boats

By an act of the Legislature, March 14, 1849, the three canals previously known as the Miami Canal, the Miami Extension Canal, and the Wabash and Erie, became known as the Miami and Erie Canal, and so it has remained to this day. It is impossible to state the value of this canal to the country through which it passes.

Undoubtedly the canal has greatly aided the development of the county and is yet of great financial worth. The State should protect this property and increase its efficiency, for the usefulness of the canal, both as a source of water power and as a means of cheap transportation, is not yet exhausted.

The whole length of the Miami and Erie Canal is 301.49 miles. It cost $8,062,680.80. The gifts of land by the State greatly reduced the cost to the taxpayers.

Two canals (Ohio and Hocking) pass through the central part of Fairfield County. The Ohio Canal traverses its surface a distance of nearly 30 miles. It enters the county through Winchester in the southwest corner of Violet township, through Section 32 ; it then assumes a southeast course, passing through the northern border of the village of Carroll, in Greenfield township. It then runs east across the southeast corner of Liberty township, passing the village of Baltimore and Basil, entering Walnut township, turns north and passes out of the county through Section 22.

The Hocking Canal opens into the Ohio Canal at Carroll. From this point it runs southeast, entering Hocking Valley near Hookers Station, four miles above Lancaster. Passing Lancaster on its western border and entering Berne township, continuing in a south- east direction, it passes out of the county south of Sugar Grove, through Section lo, and runs via Logan, Nelsonville and Chauncey to Athens, 53 miles from Carroll (Graham's History of Fairfield and Perry Counties).

Part of the Hocking Canal, called the Lancaster Lateral (the names of the original stockholders are found herewith) was built from Carroll to Lancaster by a private company incorporated February i, 1825. The remainder was built by the State; 16 miles from Lancaster toward Athens was contracted for July 13, 1836; the second division to Nelsonville was contracted for October 16, 1837; the third division from Nelsonville to Athens September 4, 1838. That year the Lancaster Lateral was purchased by the State.

Legislation in Ohio, looking toward a canal was agitated as early as 182 1. It was not at first popular and failed of passage. Finally it was coupled, as was frequently done in an early day, with a popular taxation measure, and in 1822 three measures passed both branches of the legislature. Commissioners were appointed to employ an engineer. They employed Mr. James Geddes of New York. He first examined the route to Columbus via Cuyahoga Summit, arriving in Columbus in June, 1822. During the summer and fall he travelled 900 miles. At last it was decided to locate the starting point at the mouth of the Cuyahoga River at Lake Erie, entering the Ohio at the mouth of the Scioto.

The following response of Senator Carlisle to a toast, "The Hocking Canal," given on the occasion of the anniversary of the Hocking Sentinel at Logan, April 26, 1877, gives a complete history of the canal.

"In response to the subject assigned us, we beg to be indulged while we review in abstract and briefly, the history and reminiscences of the Hocking Canal. Its history, though brief, and to some probably, monotonous and uninteresting, is fraught with facts important, and will be remembered by the pioneers of the Hocking. We call upon you friends who have lived for two and a half or three score years, in this beautiful valley of milk and honey to return with us on the wings of memory and hear again the shouts of joy echo throughout the length and breadth of this valley, as we heard them in the earliest days of our settlement.

"The first part of the Hocking Canal was built by the Lancaster Lateral Canal Company from Lancaster to Carroll, there forming a junction with the Ohio Canal. The Lancaster Lateral Canal was put under contract in 1832 by Samuel F. McCracken, Jacob Green, Elnathan Scofield, Benjamin Connell and others, with Frederick A. Foster as secretary. This piece of canal, known at that time as the Lancaster Side Cut, was completed and the first boats towed into Lancaster on the Fourth of July, 1836, amidst the booming of cannons, beating of drums and the waving to the breeze of flags and banners, and being witnessed by some 10,000 of Fairfield's yeomanry, who were assembled at the Cold Spring Hill, near Lancaster, where there was a roasted ox and a free dinner served, after which the Greens, Bill Ferguson and others indulged in the popular exercise of fisticuffs.

"Up to this period our fathers got from 25 to 40 cents for their wheat; but many of them became rich from prices received for their surplus products afterwards. Lancaster was then one of the large commercial cities of the country, getting all of the grain from most parts of the county as well as from parts of Perry, Hocking and Pickaway Counties. There were nine dry goods stores, all doing a thriving business.

In March, 1838, an act was passed by the legislature of the State authorizing the then commissioners to purchase the side cut from its owners. April 6, 1838, a committee was appointed to confer with the Lancaster company and negotiate terms; and December 22, 1838, a contract was matured for the same, at a cost of $61,241.04.

"The Hocking Canal was projected and put under contract by the Board of Public W^orks in 1836, that board having just been made to substitute the Canal Commissioners of the State. Sixteen and a half miles being from Lancaster to Bonner's Lock, was put under contract in 1837 and to be completed in 1839; that portion from Bonner's Lock to Nelsonville being sixteen and a half miles, was put under contract in 1837 to be completed in 1839, but was not completed till 1840. In September of this year the first boats loaded with coal came out of the Hocking Valley and served as a curiosity to most of the upper valley citizens who had never seen stone coal. In 1 84 1 the canal was completed to Monday Creek, being 44 miles from Carroll, and from Monday Creek to Athens, completed and boats running through in 1841.

"The Hocking Canal has 31 locks, 8 dams, 34 culverts and one aqueduct of 80 feet span. The total cost of construction of this canal was $947,670.65.

"To the opening of this canal Lancaster, Logan, Nelsonville and Athens owed their principal prosperity in affording an opening for the importation of goods and the exportation of grain, pork, lumber, salt and various minerals of the Hocking Valley. Hemmed in as you were by towering hills, your agricultural wealth undeveloped, your mineral wealth unknown, to the Hocking Canal you owe your introduction to the world without. Through the medium of the canal a market was brought near. The latent wealth of your hills was then developed and the beautiful hills of Hocking became the hub of the mineral wealth of Ohio.

"By the introduction of this old water-horse (the canal) the long hidden treasures of mineral wealth of this valley were brought into notice and general use; manufactures built up in all the contiguous towns and territories; thus affording employment to a large and needy class of mechanics : and the employment of an equal number of laborers in penetrating the bowels of the earth for fuel, the employment of horses, boats and men to ship the fuel all along the lines erf our canals, enriching many of the citizens of the valley.

"Allow me to say in conclusion that, although the iron horse moves majestically along the valley, bearer the greater share of your trade, yet the old boat-horse still lives, and possesses a large assortment of vitality, and is therefore not as yet ready to be turned out to die, as some would have him. And if any inanimate object were capable of waking in the human breast sentiments of gratitude and esteem, these the citizens of the Hocking Valley owe to the canal."

We, the undersigned, have subscribed our names to this and the following sheets, for the purpose of making ourselves corporators in the Lancaster Lateral Canal Company, persuant to the act of incorporation of said company, passed by the Legis- lature of the State of Ohio, on the 8th day of February, A. D., 1826, and we do by our said signatures make ourselves liolders of the number of shares attached to our names; we do also make ourselves responsible for the sums which may be from time to time required thereon, persuant to said act of incorporation, and we subject ourselves to the future rules, regulations and by-laws of said corporation : the state from the canal lands, and the water Trace, really made the cities of Columbus, Inrental derived from the canal as a source of dianapolis and Vandalia. The "Good Roads" them in their palmiest days - ten, twenty and before the people and is nation-wide, thirty years ago. Dayton, Piqua, Delphos, The most noted roads of this county are

County; the Lancaster and Lithopolis Pike, and the Lancaster and Carroll Pike, passing through Carroll and on to Canal Winchester ; the Amanda Road and the State Reform Farm Road. There are many miles of good macadam in the county, of recent construction, especially in Walnut township, where there are fourteen miles of limestone road, superior in quality to many pikes. The following excellent account of Fairfield's roadways is from the report of Mr. H. C. Belt, clerk to the county commissioners, submitted for publication in January, 19 12.

The act of the General Assembly passed at its session last winter relating to the office of State Highway Commissioner, required among other matters that the County Commissioners report to the Highway Commissioner the mileage of roads within the county, an enumeration of the principal used highways, their condition as to matter of repair, cliaracter of materials, width of roadway, established width and many other details together with expenditures for construction and repair of roads, and for construction and repair of l)ridges and culverts. This report to be accompanied by a map of the county, giving accurate location of all the roads, state, county and township, showing in different colors the \'arious materials of which composed.

H. C. Belt, Commissioners' Clerk and J. R. Schopp, County Surveyor, have completed the report and map. This report and map has been prepared, to a great extent from data furnished by the several Boards of Trustees of the townships. Many things were of necessity omitted from the report because it was impossible to secure reliable information without going over certain parts of the county to procure the same. In several of the townships, the Township Trustees went over the roads of their townships and procured the necessary data, and were thereby enabled to make full and accurate reports. In preparing this report it is found that because of the chaotic condition of the records of roads established years ago, and the fact that there is no accurate

A detailed report is made on ten principal highways of the county, because of their inter-county importance. They are as follows : Zanesville & Maysville pike; Winchester pike; Sugar Grove pike ; Amanda & Circle\ille pike ; Cedar Hill pike; Infirmary pike; Pleasantville pike ; Baltimore pike ; Lancaster & Lithopolis pike ; and Hamburg pike. These roads lieing highways extending from Lancaster to principal cities and towns in adjoining counties.

The report shows 997 miles of highways in Fairfield county of which 228 miles are maintained by the County Commissioners and are termed improved roads, and consist of 78 miles of macadam and 150 miles of graveled road.

The various Boards of Township Trustees control and maintain 769 miles of road, distributed as follows : Amanda township, 40 miles ; Bloom township, 55 miles ; Berne township, 98 miles; Clearcreek township, 60 miles; (jreenfield township, 47^ miles ; Hocking township, 52 miles; Liberty township, 78 miles; Madison township, 46^ miles; Pleasant township, 61 miles; Rushcreek township, 583^ miles; Richland township, 43 miles; Violet township 60 miles ; Walnut township, 70 miles. This mileage does not include pikes. Seven townships have in their reports indicated the surfacing materials used on their roads. Liberty township reports that they have five miles of macadam or limestone road under their jurisdiction improved for the most part by money levied locally. Pleasant township reports six miles built in the same way. and Walnut township, reports fourteen. In Walnut township, the people by their poi>ular vote several years ago adopted the policy of a special levy for money to be expended for limestone, and their fourteen miles of limestone road, which is superior to many of the so-called pikes, is the result. This township is the only one of the county having no gravel fit for road building. Brick roads are found in Hocking township being the drives at the Boys' Industrial School.

The improved roads, or pikes under the control of the Commissioners are distributed as follows : Amanda township, 26 miles ; Bloom township, 25^ miles; Berne township, I$y2 miles; Clearcreek township, 15 miles; Greenfield township, 24 miles; Hocking township, 19 miles; Liberty township, 22^/^ miles; Madison township, 10 miles; Pleasant township, 19 miles; Rushcreek township, 9^ miles; Richland township, 4^2 miles ; Violet township, 20 miles; Walnut township, lyyi miles.

The amounts in round numbers expended per mile of road by the several Boards of Trustees are as follows : Amanda township. $86.00; Bloom township, $29.00; Berne township, $35.00; Clearcreek township, $43.00; Greenfield township, $60.00; Hocking township, $43.00; Liberty township. $52.00; Pleasant township, $65.00; Richland township, $28.00; Rushcreek township, $42.00; Violet township, $56.00; Walnut township, $50.00.

The Commissioners, in the year ending September I, 191 1, expended on the 228 miles under their control, the sum of $50,608.32, or about $222.00 per mile. In addition to this the Board expended for general road purposes other than on pikes, the sum of $5,226.24, this being used for making fills, cutting hills and otherwise assisting various townships with important road improvements.

The report further shows that there has been expended by the Commissioners and Township Trustees for the construction of bridges and culverts the sum of $25.38, and for the repair of bridges and culverts the sum of $127.50.

The roads of Fairfield County compare favorably with those of other central Ohio counties, and considering the scarcity of first class road building material within its borders, it is remarkable that so many good roads are to be found therein.

The Zanesville & Maysville Pike, extending from the Pickaway County line at Tarleton, through Lancaster to the Perry County line east of Rushviile, over the route of Zane's Trace practically, is one of the oldest established roads of the county. This was formerly a toll road, constructed by The Zanesville & Maysville Turnpike Company, and we are informed that it was a part of a road extending from northeastern Ohio south through Kentucky, Tennessee and to a point somewhere in Alabama. This road is a part of a national highway suggested in a recent magazine article, proposed to extend from Buffalo, N. Y., to New Orleans, to be called the Jefferson Memorial Road. (This is a suggestion of some good roads enthusiast and in the opinion of the writer is entitled to consideration, if the Federal Government enters upon the construction of good roads as now desired by many people.) The Z. & M. Pike in this county was purchased of the operating company in 1891, the gates removed and the road thrown open as a free pike.

Some of the principal pikes were constructed under the one and two mile assessment laws. All others, except those constructed by turnpike companies, were constructed on a plan peculiar to Fairfield County. Citizens residing in the vicinity of the road sought to be improved would raise by popular subscription an amount from ;i^ 1/3 7^' to 40% of the cost of the improvement proposed ; to this the township trustees would pledge enough, to be paid from the township road levy, to make the whole amount subscribed 50% or 60% of the estimated cost of the improvement; the commissioners then apjjropriate enough to make up the full cost of the improvement, appoint a superintendent of construe- tion and construct the road, permitting persons subscribing to work out his subscription if he so desired. After a road was improved so as to conform to the standard required by the statute, the commissioners by resolution took over the road and thereafter maintained the same as a free improved road.

The commissioners of this county as yet have made no experiments with oil, tar or asphaltum binders in road construction, but are awaiting with interest the result of experiments elsewhere.

The State Highway Department have approved an application by the commissioners for four and a half miles of road, to be constructed from the Pleasant Valley Church in Walnut township to the Licking County Line over the old Granville Road. This stretch of four and a half miles will make all intercounty roads improved roads, when this is constructed. This is the only new construction in view at the present time.

There is no good roads association in the county, organized as such, but we may safely say that the interest in good roads in Fairfield County is equal to that of any other. The time is here when the average tax payer is perfectly willing to pay the necessary taxes for the construction and improvement of roads, recognizing the fact that bad roads operate in a negative way as the heaviest tax on his income that he has to bear.

The Romans were the greatest road builders in history. The Roman roads have been noted in all ages and in all countries. Perhaps the most celebrated road in all history is the Appian Way, built by Appius Claudius, the Censor, 313 B. C, leading south from Rome,

"straight as the eagle's flight." Parts of this road are in just as good condition as when constructed 2,225 years ago. They knew how to construct a road that would stand the test of time. This is the great question now before the people of Fairfield County and Ohio, and this demand for better roads is national.

The plan of construction now under consideration is that there should be two roads side by side, leading across the country, one a dirt road for summer use, the other a highgrade macadamized road, both well drained and sufficiently elevated. In this connection it might be of interest to note the manner of construction of the celebrated Roman road referred to above - the Appian Way.

Much time and expense was put upon the foundation. The ground was thoroughly drained, then all soil was removed from the substructure, then various layers of fine stone cemented by lime were put down. Lastly came the pavement, consisting of large, hard hexagonal blocks of stone, of basaltic lava, or marble, and so perfectly joined that it is yet impossible for one to discover the joints. These blocks are yet so perfect as to defy inspection, and when the long years of usage are taken into consideration the workmanship seems marvelous. The same is true of the old Roman roads in England, upon which the modern railway companies have placed their tracks, thus forming the best possible roadbeds.

But the roadway that interests us most in this history, is one no less valuable or noted than the Appian Way, and one which was built upon the same plan as was that famous Roman road. It is "Zane's Trace." Countless thousands have journeyed along this famous old road that was once the path of the wild beasts of the forest, the trail of the Indian,

Ebenezer Zane was an intrepid pioneer, born 1747, in the Valley of the Potomac in Virginia, but whose life was largely spent in Ohio. His remains, and those of his family, rest in a neglected grave at Martin's Ferry, Belmont County, Ohio. He was a thrifty, hard-working man, honest and courageous. He married Elizabeth McCulloh, who was, like himself, a lover of the forest. They early accumulated considerable property, becoming the founders of Wheeling in 1770, though the town was not regularly laid out until 1793. On consulting the oldest records and documents, we find that Ebenezer Zane held title to all the land upon which the city of Wheeling now stands ; also the island in the river, and considerable valuable agricultural lands along the Ohio on the Ohio side of the river. He had learned through his brother Jonathan and others that there was much valuable land far in the interior of Ohio, along the Muskingum. In his early manhood he had opened a road from Pittsburg to Wheeling. Now, the rich lands about the Muskingum, and on to the west are attracting the attention of settlers, and Zane at once sees the necessity and the advantage of a roadway connecting all the settlements with the Ohio, and Wheeling and the East.

Thus this road stands alone among the great roadways in America, for it springs not as the result or demand of war, but of civilization ; and not for exploration and settlement, but because those settlements were already there. Therefore, to aid struggling humanity in the wilds of central and southern Ohio, Ebenezer Zane, through a member of Congress, Mr. Brown of Kentucky, on March 25, 1796, presented a memorial to Congress "praying liberty to locate such bounty lands lying at the crossing of certain rivers mentioned in the said memorial, as may be necessary to enable him to establish ferries and open a road through the territory northwest of the Ohio to the State of Kentucky." The memorial was passed and approved May 17, 1796.

"Be it enacted, etc.. That upon the conditions hereinafter mentioned, there shall be granted to Ebenezer Zane three tracts of land, not exceeding one mile square each, one on the Muskingum river, one on the Hocking river, and one on the north bank of tlie Scioto river, and in such situations as shall best promote the utility of a road to be opened by him on the most eligible route between Wheeling and Limestone, to be approved by the President of the United States, or such persons as he shall appoint for that purpose; Provided such tracts shall not interfere with any existing claim, location or survey, nor include any salt spring, nor the lands on either side of the river Hocking at the falls thereof.

"Sec. 2. - And be it further enacted, That upon the said Zane's procuring at his own expense, the said tracts to be surveyed in such a way and manner as the President, of the United States shall approve, and returning into the treasury of the United States plats thereof, together with warrants granted by the United States for military land bounties to the amount of the number of acres contained in the said three tracts; and also producing satisfactory proof, by the first day of January next, that the aforesaid road is opened, and ferries established upon the rivers aforesaid, for the accommodation of travelers, and giving security that such ferries shall be maintained during the pleasure of Congress ; the President of the United States shall be, and he hereby is, authorized and empowered to issue letters patent, in the name and under the seal of the United States, thereby granting and conveying to the said Zane and his heirs, the said tracts of land located and surveyed as aforesaid; which patents shall be countersigned by the secretary of State, and recorded in his office : Provided alix'ays, That the rates of ferriage, at such ferries, shall from time to time, be ascertained (inspected) by any two of the judges of the territory northwest of the river Ohio, or such other authority as shall be appointed for that purpose.

After the passage of this enabling act, Mr. Zane, aided by his brother Jonathan, and his son-in-law, John Mclntire, both experienced woodsmen and Indian fighters, began work with vigor upon the 226 miles of almost unbroken wilderness. The work consisted, in all probability of cutting a broad path, or trace, through the woods. They followed the Indian trail - the old, old, "Mingo trail" - from the Ohio to the Muskingum. This passed near the center of Belmont, Guernsey and Muskingum counties, avoiding the low marshy places, but keeping well upon the ridges and hills. In time this rude bridle path became a much-used highway, with hundreds of packhorses and mules going over it daily. Corduroys were cut and laid in the low wet places; then the plank roads, and finally the macadam, and we have the old Indian trail at its widest and best, and we now call it the "National Road." This noted roadway runs almost exactly upon Zane's trace from Wheeling to Lancaster, and on to Chillicothe.

At Zanesville, named in honor of Ebenezer Zane, the "Trace" crossed the Muskingum for many years by means of a ferry, as was provided in the enabling Act of Congress. Then a rude bridge, a faithful copy of which is shown herewith, was used. Then came the first, second and third "Y" bridge - the bridge of today.

the National Road, or more properly speaking, "The Zanesville and Maysville Pike," east of East Rushville ; thence it followed that road to Lancaster.

Zane's Trace passed through the present villages of East and West Rushville. Edward Murphy kept a hotel near this road, a short distance from West Rushville. Among the many distinguished guests who partook of the bounties of this hotel at various times were General Andrew Jackson and Henry Clay. The old hotel - now a rather dilapidated structure - is still standing (1883). (Graham's History of Fairfield and Perry Counties.)

In Lancaster the authorities differ as to the exact course of the "Trace," but it is generally accepted that the course followed Wheeling street as far as to Columbus street. Thence it must have turned to the south, crossing the Hocking, near what was for many years known as Coates' Cabin. This crossing was about 1 ,000 feet below the present bridge.

From Lancaster the "Trace" followed the Zanesville and Maysville Pike to Chillicothe, passing through a corner of Pickaway County, through the widely known "Pickaway Plains." The old "Trace" then made its way through the western part of Pike and the central part of Adams, and a small corner of Brown County, reaching the Ohio at Maysville, Kentucky. (Old Limestone.) Thus it will be seen that this road crossed through ten counties of the state, from the Ohio at Wheeling to the Ohio at Maysville - in all 226 miles.

From this road, as it grew in usefulness, other roads were made to reach other points. The famous "Bull- Skin Road," leading from the Pickaway Plains to Detroit, was an example. This road was so named from the large number of dead cattle to be found along the long rough route.

gress a ferry was to be established at the crossing of the Muskingum, the Hocking and the Scioto, and that the ferriage was to be regulated by the federal judges. The Court of Quarter Sessions met at Adamsville, in Adams County, December 12, 1797, and fixed the following as the legal rates of ferriage across the Scioto and the Ohio.

Scioto River Ohio River

Thus we see that it cost something in the early days to ferry a stream and no doubt the cost was about the same for the Scioto and the Hocking.

One of the means of support for the roads in the early years was a toll rate per each mile traveled - a long since abandoned; another was the "road-tax" which was to be worked out by each male citizen. It was a question, however, as to the amount of real work done, as is indicated by some rhymster of the day:

"Oh, our life was tough and tearful, and its toil was often fearful. And often we grew faint beneath the load; But there came a glad vacation and a sweet alleviation. When we used to work our tax out on the road.

As has already been explained, the lots laid out at the direction of Ebenezer Zane in 1799, "at the place where the Trace crossed the Hocking near the Standing Stone," were put on sale and the town, in honor of the German settlers, was called Lancaster, in memory of the old town and the rich county of. the same name in Pennsylvania. The modern Lancaster may well be proud of her name, for the county of Lancaster, Pennsylvania, is said to be the richest agricultural county in the world. This ancient path is still the most used highway in the county. If we had the exact number who pass over some part of its course each 24 hours the results would startle us, as does the number of those who pass London Bridge.

This road is intensely interesting in y,et another way. It was the cause of a test case to determine whether or not the government had the right to aid in the building of state - tTiat is, purely local-roads by taking or buying shares in local turnpike companies. This question was raised by the fact that a "ImII authorizing the subscription of stock in the Maysville, Washington, Paris and Lexington Turnpike Road Company" was passed by Congress in 1830. This was the name of the Kentucky end of the Maysville Pike. This opened up the whole question of internal improvements, and thousands wanted the government to help the individual states. President Andrew Jackson thought otherwise, and with a vigorous argument against the measure, he settled the question once for all with his veto. This had a bad effect on the development of the country, for the veto applied alike to the Baltimore & Ohio railway, then under construction, and to canals as well. (See Reizenstein's "The Economic there is a benefactor, there is a missionary, a History of the Baltimore and Ohio Railroad.") pacificator, a wcalth-bringer, a maker of markets, a vent for industry."*

As A Post Road

As soon as the "Trace" was opened postoffices and mail routes were established by the government. In Lancaster, in 1799, say the old records, a postoffice was opened, and with Samuel Coates Sr. as first postmaster. Boys were usually employed to carry the mails. General George Sanderson, the historian of those early times, was, when a lad of fourteen, employed as mail carrier between Lancaster and Chillicothe. Along this forest path the meager news of the outside world was carried on foot and on horseback, mule-back and oxback, between Wheeling and Maysville and on to Lexington. Then followed the days of the rumbling stage with its four fleet horses, mailpouches, and tired passengers. In the same age came the "Conestoga Freighter," with its six stout horses and tremendous load, carrying the product of the soil and the fruit of the vine to market, returning with the much needed articles from the centers of civilization. Thus it is seen that the old Zane's Trace, carrying the blessings of art, religion, industry and life, through the ten counties of Belmont, Guernsey, Muskingum, Perry, Fairfield, Pickaway, Ross, Pike, Adams and Brown and adjacent territory, formed one of America's greatest roadways, deserving to be classed with the great National Road from Cumberland to Wheeling, or the Appian Way. But the "Trace" became even a greater road than the Appian Way, for the latter was built largely to gratify the vanity of Roman emperors and observation: "When the Indian trail gets in Historical and Political Science;" various county . . , , , , , , , r J histories cited in the text, and General Morris Schaff's

Stage Coach Days

William Neil of Columbus was a partner in the firm of Neil, Moore & Co., with principal offices in Columbus. This company carried the United States mail throughout Ohio, generally in four-horse stage coaches, that were built to carry from nine to twelve passengers. Their longest route was from Buffalo, New York, to Detroit, Michigan, it being about the same as that of the Lake Shore Railroad. Next the line between Wheeling, West Virginia, and Cincinnati, Ohio, diverging at Xenia through Dayton to Indianapolis, Indiana. Also from Columbus to Sandusky, Cleveland and other points. Many cross lines north and south were in the same manner occupied and operated by them.

Mr. Neil himself concluded to take the stage lines south of the National Turnpike, traversing the center of Ohio east and west. Mr. Darius Tallmadge was employed at a salary of $400 per year, with all expenses paid while he was on duty, and was placed in charge of southern routes throughout the state, the principal one being from Maysville, Kentucky, via Chillicothe and Lancaster to Zanesville. This route was the one necessary for travelers to take from Kentucky east. Henry Clay always passed this way from his home in Lexington to Washington. One of the eating-points was Tarlton, Ohio, where Mother Nye and her husband kept the hotel. Their chicken and waffles were famous.

Mr. Tallmadge had proved himself such a capable man that his salary at the end of the year was increased to $1,200. Mr. Neil proposed a partnership early in this agency and gave Mr. Tallmadge exclusive possession of his individual lines. They were operated in the name of D. Tallmadge, which name was inscribed in gilt letters on the door panel of every coach. Drivers always sounded a long mellow-toned horn when they approached a postoffice. In those days these stages were regarded as a most important feature of the age and owners were conspicuous, as now the railroad magnates are. The drivers were considered as almost the biggest men in the country and were always given the best to eat and drink. It was unknown to local people that Mr. Neil was equal partner in the stage line.

In 1847 this partnership was closed - the lines being Zanesville to Maysville, Zanesville to Marietta, Hillsboro to Cincinnati, Columbus to Athens, Columbus to Portsmouth, Lancaster, via Wilmington to Cincinnati, Lancaster to Newark. For settlement Mr. Tallmadge proposed to give or take $25,000, the one paying the money to be sole owner of all the property, real or personal. Mr. Neil chose to accept the money for his share and Mr. Tallmadge became the sole owner. Not more than five persons knew of the partnership, although it had existed for twelve years.

While Mr. Tallmadge was managing his own stage lines he was relied upon as the superintendent for the great "Ohio Stage Company," in which the lines of Neil-Moore & Company had been merged. Mr. Neil was president, succeeded by William Sullivant, and at last D. Tallmadge purchased the entire stock of the Ohio Stage Company, which he owned when it went out of existence, being driven to the wall by the encroachments of the railroads. Mr. Tallmadge was one of the "\\'estern Stage

It was customary for mail contractors to bid on routes for carrying United States mail in any part of the country, expecting to sell out at a profit to the company that had the line already stocked. In this manner D. Tallmadge was the successful bidder for a route of about eighty miles from Elmira to Ithaca, New York. The old contractor refused to buy the mail contract, compelling Mr. Tallmadge to stock the line and carry out his own contract with the government. Hence it was necessary to send his stage and horses for that purpose. The result was that when the old contractor saw the line stocked he purchased the equipment and carried out the contract as awarded to Mr. Tallmadge.

Many are the interesting tales told of those who used to be passengers in the old coaches. One in particular, told of Tom Corwin, has been handed down and is always enjoyed. It was during the canvass of 1840, when Corwin was a passenger on a coach from Wheeling to Columbus, a stop was made at St. Clairsville, the home of Governor Shannon. A lady carrying a small baby boarded the coach and someone whispered to Corwin, "That is Governor Shannon's wife." Corwin looked through his shaggy eyebrows, laid down his book, and with a sly twinkle in his eye, began to talk to the lady, she being ignorant as to who Corwin was. The political situation was freely discussed, Corwin entering into the conversation with his usual zest. He turned to his fair companion and asked her what she thought of the gubernatorial race. She, of course, praised her husband's party and his chances of success. "I hear," said she, "that

Corwin is a very coarse man - nothing but a wagoner boy." The passengers were all convulsed, stuffing their handkerchiefs into their mouths to keep from laughing, but Corwin never winced, and to the amusement of all he joined in his own abuse, until he was painted the most despicable of men. When they reached the outskirts of a small town near Cambridge the stage stopped and Mrs. Shannon prepared to get out. Mr. Corwin, with his usual gallantry, assisted her out and carried the baby into the house and put him down on the bed. Mrs. Shannon thanked him and asked, "to whom am I indebted for this courtesy and for the pleasure of this journey." Corwin, with a profound bow and roguish twinkle in his eye, said "To Tom Corwin, Madam," who has just laid your son upon his back, where he hopes to lay his father in the fall. Bowing himself out of the house, he joined his laughing companions in the coach. Mrs. Ellen Brasee Towt.

The Cincinnati, Wilmington & Zanesville was the first railroad built in the county. It was chartered by the legislature, February 4, 1 85 1. The western terminus of the road was a connection with the Little Miami Railroad at Morrowtown, Warren County, and the eastern terminus was Zanesville in Muskingum County. It was 28^ miles long. In 1856 the road was completed and regular trains were running between Morrowtown and Zanesville, thus opening communication between Cincinnati and the eastern seaboards, by connecting at Zanesville with the original Central Ohio Railroad. This road changed hands and the name was changed to the Muskingum Valley Railroad. Afterwards it passed into the hands of the Pennsylvania Railroad Company and is called the Cincinnati & Muskingum Valley Railroad. The road passes through Clear Creek, Amanda, Hocking, Berne and Rush Creek townships, and has stations at Bremen, North Berne, Lancaster. Delmount. Amanda, Wyandotte and Stoutsville.

The Hocking Valley Railroad has a mileage in Fairfield County of 23^ miles. The road was first chartered in 1864 under the title of Mineral Point Railroad Company, and was to extend from Columbus to Athens. In June, 1867, the name of the road was changed by the court of Franklin County to that of the Columbus & Hocking Valley Railroad - its present name. The road has proved to be one of the wealthiest in the state, chiefly on account of the extensive transportation of coal out of the lower valley. The Hocking Valley passes through Violet, Bloom, Greenfield, Hocking and Berne townships, and has stations at Lockville, Carroll, Hookers, Lancaster and Sugar Grove. The Columbus and Southern extends from Wyandotte Junction in Clear Creek township to South Bloomville.

The Central Ohio Railroad was originally projected from Toledo to Pomeroy, being designed as a mineral road to run into the coal fields of southeastern Ohio. It was first chartered as the Atlantic & Lake Erie. During the early struggling days of this railroad, Gen. Thomas Ewing of Lancaster was president of the company. When the road was sold and it had passed into new hands its name was changed to the central Ohio, and it was completed from Columbus to Corning, a distance of 65 miles.

The road is now called the Toledo & Ohio Central and has several branches in Fairfield County. It passes through Violet, Liberty, Walnut, Pleasant and Richland townships, with stations at Pickerington, Basil. Baltimore,

Thurston, Pleasantville, Rushville and Bremen. The Toledo and Thurston branch runs from Thurston to Toledo and has two stations in Fairfield County, Millersport and Lakeside Park.

The Lancaster Traction & Power Company, Lancaster, Ohio

The Lancaster Traction & Power Company owns and operates five miles of street railroad in the city, giving perhaps the best service furnished to the citizens of any city the size of Lancaster, in the United States. They furnish seven and one-half minute service; keep their rolling stock and road bed in good repair, and sell 33 tickets for $1.00. They also own and operate a line from Lancaster to the Boys' Industrial School, six miles south of the city. The management of this property has always been in the interest of the city, all of the directors being "progressives" in the best sense of the term. The company has no debt of any kind. The employees are the very best class of men, who are a great assistance in keeping the good will of the citizens. The service is appreciated by the people and the patronage is greater than almost any other place with the same number of residents. The board of directors is composed as follows : H. B. Peters, president and general manager; Edward Delancy, vice president; P. R. Peters, secretary and treasurer; J. R. Smith, superintendent; Julian Griggs, chief engineer.

The Scioto Valley Traction Company

The Scioto Valley Traction Company, whose general offices are located at Columbus, Ohio, was originally incorporated on the eighth day of September, 1899, for the purpose of constructing a line of electric railroad from the city of Columbus to the city of Chillicothe. The original authorized capital stock was $100,000. On the nineteenth day of December, 1 9 10, the capital stock was increased to $1,000,000. On the seventh day of January, 1901, the company amended its articles of incorporation and in the amendment provided for the construction of a line of electric railroad from the city of Lancaster to the city of Columbus.

The Everett and Moore syndicate of Cleveland were the original owners of the property and started its development. While in the control of the Everett and Moore syndicate, the right-of-way was acquired from Lancaster to Columbus and from Circleville to Columbus and contracts were let for the grading, bridges, and for the rails and ties. This syndicate actually invested something over $200,- 000 in the development of the property when their affairs became involved and their assets were placed in the hands of a bankers' committee. A new syndicate was then organized, composed in the main of Columbus and Cincinnati men, of which the former had about a two-thirds interest in the property.

The new syndicate acquired the right-of-way from Circleville to Chillicothe and built the entire property. The entire power equipment of the property, both steam and electrical, together with the power houses and sub-stations W'Cre designed by the last named syndicate.

The road from Columbus to Lancaster was completed and placed in operation July 26. 1904. The road to Circleville was completed and placed in operation August 6th of that year. The road from Circleville to Chillicothe was completed and placed in operation August 26, 1905. The property has remained under the same management and substantially in the same control during all of the time that it has been in operation, although at the present time there is a considerable number of stockholders in the property in Lancaster and Fairfield County. Mr. Peters, a banker and resident of Lancaster has been a director of the company during the entire period of its history and for several years last passed, has been a member of the executive committee of the company. The road was well built, in many respects materially in advance of any other electric railroad in the state, and throughout its history has been generally well maintained and operated.

The total gross revenue for the last fiscal year of the company was $438,109.45, of which $361,932.52 was passenger revenue and $55,418,16 was revenue derived from freight. The balance is made up of about $20,000 miscellaneous items.

During the year the passenger car mileage of the company was 1,025,854; the passengers carried 1,352,691. Freight car mileage was 155,625 and the pounds of freight carried were 63,859,213. The surplus earnings for the last fiscal year ending June 30, 1911, were $15- 253.16, a decrease over the preceding of $5-518.33.

During the current year, on account of increased automobile travel and the unsatisfactory conditions prevailing as to the employment of labor, the gross earnings of the company have decreased somewhat over the same period of the preceding year.

It is a rather remarkable fact that the various modes of travel between Lancaster and Columbus have followed substantially the same line. First, the Indian trail, leading from the conjunction of the Scioto and Whetstone rivers through Lancaster and Zanesville to Wheeling; second, a wagon road substantially on the same line; third, a canal substantially paralleling the line of The Scioto Valley Traction Company from Groveport to Columbus; fourth, the Hocking Valley Steam Railroad, and fifth, the electric railroad. The Indian trail has been obliterated but at the present time the other four modes or highways of travel, in a considerable number of places lie parallel and adjacent to each other so that they are embraced at points within a distance of 200 feet. [See Zane's Trace. - Editor.]

The directors of the company at the present time are as follows : Mr. A. B. Voorheis and Mr. George Eustis of Cincinnati, and Messrs. Frank A. Davis, Edwin R. Sharp, J. D. Ellison, Theodore Rhoads, I. B. Cameron, Wm. N. King, of Columbus, and Mr. H. B. Peters, of Lancaster.

The officers of the company are : Frank A. Davis, president and general manager; Edwin R. Sharp, vice president and treasurer; E. R. Sharp, Jr., secretary; F. K. Young, auditor; Calvin Skinner, superintendent; A. J. W^olfe, engineer; N. E. Rees, passenger agent; J. O. Bradfield, general freight agent. Each of the officers, without exception, have been identified with the road in some capacity since it commenced its operation.