Wayne County, Ohio - Chapter 18: Railroads, Canals and Turnpikes of Wayne County, 1910

Chapter 18: Railroads, Canals and Turnpikes of Wayne County

At a session of the Ohio Legislature, in 1824, an act was passed on February 2d of that year providing for the incorporation of a company for the purpose of constructing a turnpike road from Wooster to Cleveland, Ohio. In the April numbers of the Wooster Spectator notice was given that "books will be opened at the house of Gaius Boughton, in Cleveland ; at the house of John Hickcox, in Medina; at the house of John Hemperly, in Wooster, for the purpose of receiving subscriptions of stock" for the same. Rufus Ferris was president of the board gf commissioners and John Freese was secretary.

In a short time thereafter the "pike" was completed. Hon. Benjamin Jones was one of the directors. This turnpike served the people along its route very well, and carried out the notion that had been uppermost in the minds of the people regarding some better manner of transporting the commodities of their farms to the larger market centers of the state. A toll fee was charged, yet, the teamster being able to draw so much greater loads and in so much less time, the fee seemed but trivial.

The Ohio Canal

As the state settled up and civilization advanced in its methods, the people clamored for still further internal improvements, and as the age of canals in the United States was then dawning, the subject of their construction agitated the minds of the more progressive portion of the settlements in the Buckeye state, as well as in Indiana and Illinois. In 1825 was commenced the construction of a canal from Cleveland to Portsmouth, on the Ohio river, a distance of thi'ee hundred and seven miles. It was completed in 1832, at a cost of five hundred thousand dollars. July 4, 1825, the ceremony of breaking the first ground on the National road, west of the Ohio, was celebrated. On the same day ground was broken at Licking Summit for the construction of the Ohio canal. The immortal De Witt Clinton, of New

Surveys were made by Gen. Alfred Kelly and M. T. Williams, the canal commissioners, through Wayne county as early as 1823, from the head of the Killbuck and on south through the county to Millersburg.

A sale of lots was ofifered in May, 1824, in Millersburg, which read: "The situation is high, pleasant and healthy, on the navigable water and on the Killbuck line of the Ohio canal."

It is said the route through Wayne county was defeated by a single vote. It is certain, however, that the Ohio canal furnished the farmers the old Fulton and Massillon markets, - gave them cash for their produce, - and the date of its completion defines the transition period of the early history of Wayne county.

The Railroad Era

The first railroad agitation of much importance in Wayne county was with reference to the Cleveland & Columbus line in 1845. meeting was held October 16, 1845, pursuance to a call published by John P. Jeffries, Escp, and others, to take into consideration prompt action regarding securing this most vital link of rail communication between the East and West.

This railroad mass-meeting was presided over by Hon. Cyrus Spink, E. Quinby, Jr., acting as secretary. It was resolved and determined upon this occasion to convene a county meeting November ist of the same year.

This call was responded to with promptness and general public interest, and measures were set on foot to raise sufficient funds for the execution of a complete survey of the proposed road. The survey was made, liut excitement and interest arose in regard to a proposed road from Pittsburg to Chicago, Illinois, and which finally culminated in the building of the Pittsburgh, Ft. Wayne & Chicago railroad.

Hon. John Larwill, Dr. S. F. Day, John McSweeney, Esq., David Robison, Sr., J. P. Jeffries, Jesse R. Straughan, E. Ouinby, Jr., Eugene Pardee, Esq., and several others whose names are now forgotten, having long since died, immediately went to work, making speeches, canvassing town and county, and making every conceivable endeavor to procure subscriptions. Everyl)ody went to work, unitedly, shoulder to shoulder, and the enterprise was pressed forward, until the great project was grandly and sncccssfully consummated.

The two Wooster newspapers rivaled each other in setting forth the best of arguments possible to put in type for the people to read. The columns of these papers- - the Republican and Democrat - contained page upon page of articles concerning the proposed highway from Pittsburg to the lake at Chicago. From a letter written by J. P. Jeffries, Esq., of Wooster, we quote the following :

"That the stock will be profitable, there is not the possibility of a doubt - that it will net the stockholders over ten per cent per annum is in our opinion just as certain. * *

"Nearly every man in this county is able to take one share, and this he should do, particularly the owner of real estate, because he will be benefited just in proportion to his business, be it great or small. Should every man in this county, who subscribes a share of fifty dollars, lose it entirely, he will still be the gainer, from the fact that the value of his land, his labor, and the price of his produce will greatly enhance; and the business of the merchant and mechanic will increase in proportion to that of the farmer, and thus the benefit of the road will be repaid."

This road was the capital and emphatic enterprise of Wayne county. Th.e solution and consummation of it is witnessed in the majestic line of steel rail that threads the country from Pittsburg to Chicago, now popularly styled the "Pennsylvania System."

Let it be forever remembered that to Hon. John Larwill must be the honor of procuring this road's charter, as against wonderful opposition made at Pittsburg and Cleveland, as well as Steubenville and the roads centering in Indianapolis. The charter having finally been obtained, it became necessary for some one to follow up the work of soliciting subscriptions, completing the organization, and conducting the affairs to a successful issue.

Except what was done at Salem, in Columbiana county, no general convention was had in behalf of the road until June, 1848, when a meeting was convened at Canton, and directors were elected, consisting of Messrs. Robinson and Bakewell, of Pittsburg; Pinney, of Beaver; Street, of Salem; Wellman, of Massillon; J. Larwill, of Wooster, and C. T. Sherman, of Mansfield. At this stage the possibility of making the ascent from the Ohio river up to the table lands of Columbiana county was doubted by the friends and stoutly denied by the enemies of the route. Nothing was done but to order surveys and explorations in that region, and to provide means to pay the expenses of the surveys.

Fort Wayne & Chicago railroad was at Bowls Point, at the month of the Big Beaver, July 4, 1848, by Jesse R. Straughan, engineer, in pursuance of the orders of this board.

By the next winter, lines had been run by all possible routes from the mouth of Big Beaver river, and that of the Little Beaver, and from the month of the Yellow creek, and from all this extended and exhaustive data the selection of the route was submitted to the decision of Col. W. Roberts, chief engineer, of Philadelphia, who was endorsed and recommended by the officers of the Pennsylvania Central Railroad Company, as possessing the confidence of themselves and the eastern capitalists.

As the friends of the other routes considered that only one road westward from Pittsburg could ever be expected, their efforts were proportionately vigorous and unceasing.

The condition of affairs and the opinions held by men of wisdom (?) at that day may best be inferred by quoting from a railroad pamphlet directed to the Board of Trade of Pittsburg, dated October, 1848, and signed, among many others, by him wffiom we now know as Lincoln's able secretary of war, Hon. Edward M. Stanton. It reads as follows :

"Obstructions of Snow. - This is a consideration which you can not overlook. The point fixed in their charter, which they must reach before they assume their westward course, is North Georgetown, in Columbiana county. This point is but a few miles south of the south boundary of the Western Reserve. And no one who has paid the least attention to the subject will estimate the average duration of snow, one year With another, at a depth of from six inches to two feet, at less than thirty days longer in each year than you have at Pittsburg, or we at Steubenville. It traverses the state on very nearly the same parallel of latitude. It was with an air of triumph that Colonel Roberts exclaimed, 'and to IMansfield, one hundred and fifty-eight miles, without the obstruction of the Ohio!' But may we not add, one hundred and fifty-eight miles, through frequent snowdrifts? What traveler on the route in the wintertime would not exclaim, with us, 'What folly !' "

But upon this line the road was finally constructed. And as a basis upon which to establish a credit to warrant the beginning of the work, five thousand dollars a mile was to be subscribed in each of the counties in Ohio, and six hundred thousand dollars in Pittsburg and Allegheny City.

Orr, John P. Jefifries and J. R. Straughan. The whole of the winter of 1848-49 was occupied in making speeches and rousing the people to a sense of their duty, for the gross sum of one hundred and fifty thousand dollars looked as large as a half million dollars would to people today. Logic, entreaty and all else were employed to raise this sum of money in pledges, but with final success.

Great as was the labor and consumption of time required in Ohio to secure this subscription, it was accomplished before that in Pittsburg and Allegheny City had begun. They were waiting for a better time in money matters, and listening to the snow-drift arguments of enemies. And certainly tliere were danger and doubt as to the subscription which could not be cancelled from the masses. Friends wore anxious faces, enemies and croakers again came forth exultant, with their opposition.

The board was called again to meet at Pittsburg, April 23, 1849, which was attended by the Ohio members with the avow-ed determination to have these cities come up to their subscription at once or they would return home and give up all further effort. To some of .the Pittsburg people this seemed rash, but the circumstances demanded it, while the result vindicated the wisdom of it.

But this, like all vast projects, had to be overcome by the greater minds and more strenuous labor. , The Pittsburg directors argued the inauspicious times, the collapse of their city scrip, the dull trade from down the rivers, and many of the prominent citizens, were induced to confirm their arguments, they finally refusing their co-operation in an effort so useless, in their own judgment.

]\Iany narrow escapes did this company encounter. Men like General i\'Ioorehead, Joshua Planna and the like, who \vere not -friendly to Colonel Robinson, president of the company, becoming acquainted, through Mr. Larwdll, with the views of the Ohio members and the opposition of Robinson and his' friends warmly seconded Ohio and offered to assist in canvassing the city for stock, thus securing a large addition to the friends of the road.

At an informal meeting in the parlors of Mr. Hanna, with Moorehead to represent Pittsburg, and only John Larwill and Jesse R. Straughan from Ohio, this plan w-as devised. To get the city council of Pittsburg to vote two hundred thousand dollars, provided Allegheny City would subscribe a like amount. Then to get the latter city to subscribe two hundred thousand dollars, provided the citizens of the place would subscribe two hundred thousand dollars.

To the first of these arose the united opposition of Steubenville and the Pittsburg and Cleveland lines, both before the Board of Trade and the two chambers of the council ; but the efforts of Mr. Larwill and his newly-found allies - Moorehead and others - not only surprised but defeated their welldrilled forces ; the subscription carried. It also carried in Allegheny City. The most doubtful part was yet to come, - that coming from individuals.

The Ohio delegation had returned home, leaving only Mr. Larwill and Mr. Straughan to remain in fulfillment of the promise - or threat - not to return home until Pittsburg had made up its subscription. This was conducted as it had been in Ohio. The citizens of Pittsburg called a meeting of the Board of Trade, to hear the reports of a number of men from Ohio as to the progress of the undertaking. Among those present was the distinguished senator from Missouri, Col. Thomas H. Benton, who delivered, as the Pittsburg Chronicle said, "a beautiful address." Mr. Larwill from Wayne county took the lead and spoke in part as follows:

"They had already gotten subscriptions and stock sufficient taken to justify them in going immediately to work. They of Ohio did not wish Pennsylvania to subscribe their money for the purpose of building the road in Ohio - all they asked was to build the road which passed through their own state, and that being done, Ohio was ready to complete the whole of her share. Unless this was done. Ohio would be under the necessity of seeking some other outlet for her products and investments for her capital. In Wayne county alone they had gotten an individual subscription of over one hundred thousand dollars, and with these facts they were anxious to return home and tell their stockholders and subscribers that Pittsburg was ready. In Ohio the people were perfectly convinced, not only of the feasibility of this route, but also of its superior advantages over all other roads of conveyance, as well as its profitableness as an investment of capital. It was for Pittsburg to look to her own interests now. Ohio must move on, in one way or another, and if Pittsburg did not meet them, they would in all probability join with the Baltimore & Ohio line."

Committees now began to canvass every ward in both cities and worked with a right good will for several days, rejiorting at headquarters every evening. The two hundred thousand dollars was reached, but the canvassing was continued until two hundred and thirty-five thousand dollars was obtained. This news was telegraphed to all points in Ohio, and general joy prevailed.

In both city and country the meed of praise was awarded Mr. Larwill. Colonel Sloane, Samuel Hemphill, Thomas Robinson, Doctor Day, James Jacobs, David Robinson, Judge Orr and many others energetically identified with the undertaking have long since gone the way of all the earth, but their united efforts in behalf of this great railway building enterprise through Wayne county and Ohio will not soon be forgotten by the men who live and move in the busy marts of trade and commerce, as well as the tens of thousands of farmers whom it has benefited.

The arrival of the first passenger train at W'^ooster, Tuesday afternoon, August lo, 1852, was an event not soon to pass from the minds of those who witnessed the scene. Wooster was all aglow and bestirred itself. A national salute was fired at sunrise. Four o'clock in the afternoon was the hour set for the arrival of the train. At two P. M. the surging multitude began to pour in and gather at the depot, and by three o'clock it was estimated that from fifteen thousand to twenty thousand persons were lined up along the grounds and track. At three o'clock a dispatch was received from Massillon assuring us that two trains were coming with six hundred passengers, five hundred of whom were invited guests from Pittsburg and Allegheny City. At ten minutes past four o'clock the train arrived. The scene was magnificent; the people shouted, cannons boomed thunderingly, whirlwinds of gladness swept over acres of clapping hands, and on faces young and aged - it was the pentecost of gayety. The fire companies never looked or behaved better ; the martial music was inspiring and heroic, and the guests were happy, both by choice and compulsion.

Processions were formed under direction of Col. R. K. Porter and J. H. Kauke, marshals of the day, and proceeded to the grove northeast of the depot, where a table had been spread by H. Howard, Esq., of the American House. The festal arrangements exhibited taste to perfection. The guests being seated. Judge Dean called for order, when they were welcomed by him, in an appropriate speech. General Robinson, president of the road, delivered an address, when they all sat down to a sumptuous dinner.

The guests being entertained and supplied, the cloth was removed, and S. Hemphill, Esq., read a series of toasts, to which response was made.

The fourth toast read as follows ; "Hon. John Larwill, resident director of the Ohio & Pennsylvania railroad. The celebration today, and the repeated election to his present post, as director, are the bes^- tributes that can be offered to his merits as an officer and a man." bation by his fellow-townsmen and the gentlemen present. The opening of the road was to him a most gratifying event in his life. He had known Wooster from the day the first stick of timber was cut to that very hour. That had been to him a proud day and he was most happy to enjoy it and to meet his friends which he numbered by the one word - legion.

At night the fire companies made a splendid parade, the engines drawn by evenly-matched horses, with flowers, plumes and floating banners. During that evening there was a gorgeous display of fireworks. - George W. Kauffman sent up a balloon. The firemen of Pittsburg were the invited guests of the Wooster companies at an elegant repast, served in their honor at the United States Hall. The fact that Wooster had won and secured a railroad had been accomplished.

By 1878 the county had secured the following railroads: The Columbus, Mt. Vernon & Cleveland line; the Atlantic & Great Western line and the Tuscarawas Valley line. In 1909 the names (as now known) of the various railways that cross some part of Wayne county are as follows : The

Pennsylvania (old Pittsburg & Ft. Wayne route), the Wheeling & Lake Erie route; the Baltimore & Ohio line; the Cleveland, Akron & Columbus line, and the one running from Ashland southeast, through the southeastern township of Wayne county.

The interurban line, known as the Cleveland & Southwestern line, an electric railway running direct from Wooster to Cleveland, through Creston, in Canaan township, was built in 1901-02.

With these various roads and systems of great transportation companies, the populace have but little to complain of in way of being able to get to and from almost any desired point. Passenger and freight rates are indeed reasonable. Train service is most excellent and the people have much to thank the founders of these various railways for. Still the croakers are not all dead yet !

Navigating The Killbuck And Salt Creek

"In 1812 Philip Smith despatched a boat load of goods up these streams from the Ohio river, with his sons, George and Philip, and James Mclntire in charge. The boat was a 'dug-out,' sixty-eight feet long by almost four feet in width, carved out of one solid log. It was constructed several miles up Cross creek, in Ohio, where it was launched and passed down the river to within three miles of Wellsville. Here the cargo was placed on board, consisting of four wagon loads full of goods, and on March 20, 1812, they embarked on the trip for the then far-distant Wayne county. They moved down the Ohio to the Muskingum, and up that stream and its branches to the mouth of Killbuck creek; thence up that stream to the mouth of Salt Creek, near Holmesville ; thence to a point above Holmesville, where the goods were unloaded at Morgan's residence, at the Big Spring.

"About one month was occupied in making this passage. This was the first craft that had navigated the Killbuck, which passage was accomplished with great difficulty, as they frequently had to cut their way through driftwood."

A Reminiscence

The following was written in 1872, by Frederick Leyda, a pioneer of Wayne county, then residing in Minnesota, 'and w-as published in the Wooster Republican :

"Great things transpired during 1816. Killbuck, the beautiful, that flows so rapidly west of Wooster and winds its way so majestically south until it mingles its w'aters with the great Father of Waters, was this year declared navigable, and it rvas not thought improbable that the day would come wdien the 'Mohicans' w'ould be conveyed to the Killbuck bridge, and Wooster become the head of navigation. Owing to the great navigation to this part, grain became scarce and the demand increased. A benevolent spirit entered the heart of John Wilson to seek food for man and beast, and it w^as on this wise: He laid the matter before one William Totten, who had been a man of renown among the watermen of the Ohio in days of yore. William thought it good to go and choose some of the more valiant men to accompany him. It occurred to him that in the White Woman's country there was much corn and to spare, and the captain of this boat led the way to that land where the corn grew, and he procured a craft called a 'keel-boat.' The size of this boat w-as fifteen feet in length, the width ten feet and its depth six feet, with a cabin tbereon. All things now ready, the captain went forth among the inhabitants of this land of corn, and laid bare the wants of his brethren that dwelt north, even toward the lakes, and after they hearkened unto his voice their hearts softened toward their kinsmen and they said have not come here, my brethren, to ask alms, for we have the coin to satisfy thee. What wilt thou tax us for the provender? How much per bushel?' Then the brethren to the south answered and said: 'Truly, we are in need of the coin, for we have not seen the like liefore in this land. Ye shall surely have it at fifteen cents per bushel.' So it was agreed that the boat should be filled, and it was even so. The captain called forth his men and said unto them : 'Up, we will haste to our brethren with the corn, that other side of the cabin there was a footway with slats nailed on from bow to stern cross-wise. Men on each side, with poles, commenced at the bow, placed one end of the pole to their shoulder and the other end in the stream, then pushed, and as the boat ran ahead they kept stepping until they reached the stern; then wheeled, walked back and did the same over again, one man remaining at the helm to steer. They succeeded, but with much difficulty, having to cut drift-wood and trees that fell across the stream ; often only two miles a day were made. They finally landed the boat above the Killbuck bridge, south. It was then noised abroad that the effort was a success, and great \vas the rejoicing. The occasion was celebrated in the partaking of the 'ardent.' The writer of this was considered competent to take charge of said boat and contents during the night, and as the shades of evening drew near there came forth from their hiding places a numerous cpiantity of moscjuitoes - the number no mortal man could tell - and if anybody ever did suffer from these little Killliuck imps it was me. Having nothing to make a smoke with, I was completely at their mercy. The corn was hauled to the town and disposed of at one dollar and fifty cents per bushel.

"Joseph McGugan bought the boat, ran it down and was about to load it when the rains descended, the floods came and that boat, with the men on board, broke its moorings and was carried off. The men got hold of limbs, climbed up the trees and were there thirty-six hours before they were released. Thus ended the corn speculation.

"During the next season a load of salt arrived from the Ohio river, which was disposed of at twelve dollars a barrel, and Killbuck was declared navigable.

interesting girl. The stream was named for this chief. He was a beautiful specimen of the red man as taught and trained by the white men - a perfect bloat - and as homely as the devil, lacking the cloven foot. Killbuck, you are not responsible for being named after the old chief! Nor yet for your sluggishness, nor for your slopping over occasionally to afford a good 'skating park' for young Wooster! Thou wast here, winding thy unrippled way, carrying off the noxious effluvia and draining the low, rich lands along thy borders for the husbandmen that are to cultivate that 'Nile,' as yet untouched by man. Proud mortals may stand on thy banks and cast a reproachful eye or an epithet on thy appearance, and say. Why was it not thus and so? Ah! has man filled the great object of his existence? Nay, verily, but thou hast."