Wyandot County, Ohio - Chapter 11: Material Progress, 1884

Chapter 11: Material Progress

Population of Towns and Townships by Decades - The Standing of Townships IN 1845 - Teanspoktation Facilities - Indian Trails - Wagon Roads - Railroads - Post Offices and Postmasters - Agricultural Productions - Statsitics for the Year 1882 - County Agricultural Society.

IN the endeavor to show the gradual progress of the county of Wyandot during the past forty years (likewise its present resources), and for reasons which should be obvious to the general reader, we have here arranged under one general heading sundry topics, each of which, if treated independently, would not furnish sufficient material to form separate chapters.

Antrim - Number of tax-pay ors assessed for personal property, 75; acres of land, 8,603|; value of lands, including houses, mills, etc., $25,995; value of town lots, including buildings, $738; horses, in number, 134: value, |5,- 360; cattle, in number, 238; value, $1,904: merchants capital, and money at interest, $501; pleasure carriages, in number, 1; value, $40; total amount of taxable property, $33,639; State tax, $335.47; county tax, $218.65; road tax, $50.45.

Crane - Number of inhabitants assessed for personal property, 57 ; horses in number, 85; value, $3,400; cattle, in number, 100; value, $800; merchant's capital, and money at interest, $1,950; pleasure carriages, in number, 2; value, $100; total amount of taxable property, $6,250; State tax, $43.75; county and school tax, $40.62; poor tax, $31.25; road tax, $9.37; total amount of taxes assessed, $125.

Crawford - Number of tax- payers assessed for personal property, 165 acres of land, 17,830; value of lands, including houses, mills, etc., $38,868 value of town lots, including buildings, $2,288; horses, in number, 252 value, $10,080; cattle, in number, 690; value, $5,520; merchant's capital and money at interest, $2,185; pleasure carriages, in number, 9; value, $480; total amount of taxable property, $59,421; State tax, $415.94; county and school tax, $386.23; road tax, $89.13; total amount of taxes assessed, $891.31.

Eden - Number of tax-payers assessed for pei'sonal property, 18; acres of land, 2,704; value of lands, including houses, mills, etc., $8,452; horses, in number, 26; value, $1,040; cattle, in number, 56; value, $448; pleasure carriages, in number, 2; value, $105; total amount of taxable property, $10,045; State tax, $70.31; county and school tax, $65.29; road tax, $15.06; total amount of taxes assessed, $150.67.

Mifflin - Number of inhabitants assessed for personal property, 60; acres of land, 6,162; value of lands, including bouses, mills, etc., $12,392; horses, in number, 86; value, $3,440; cattle, in number, 169; value, $1,352; merchant's capital and money at interest, $114; total amount of taxable property, $17,298; State tax,'$121.08; county and school tax, $U2.43; road tax, $25.94.

Marseilles - Number of inhabitants assessed for personal property, 86; acres of land, 14,460; value of lands, including houses, mills, etc., $34,- 496; value of town lots, including buildings, $2,889; horses, in number, 126; value, $5,040; cattle, in number, 304; value, $2,432; merchants' capital and money at interest, $7,925; pleasure carriages, in number, 2; value, $140; total amount of taxable property, $52,522; State tax, $367.65; county and school tax, $341.39; road tax, $78.78; total amount of taxes levied, $787.83.

Fitt. - Number of tax payers assessed for personal property, 121; acres of land, 9,936; value of lands, including houses, mills, etc., $28,694; value of town lots, including buildings, $2,110; horses in number, 200; value, $8,000; cattle in number, 425; value, $3,400; merchants' capital and money at interest, $4,490; pleasure carriages in number, 6; value, $450; total

Richland. - Number of inhabitants assessed for personal property, 62; acres of land, 17,279; value of lands, including houses, mills, etc., $30,959; value of town lots, including buildings, $36; horses in number, 79; value, $3,160; cattle in number, 165; value, $1,320; merchants' capital and money at interest, $139; total amount of taxable property, $35,614; State tax, $249.29; county and school tax, $231.49; township tax, $35.61; road tax, 124.64; total amount of taxes levied, $641.05.

Ridge. - Number of inhabitants assessed for personal property, 67; acres of land, 9,678; value of lauds, including houses, mills, etc., $18,328; value of town lots, including buildings, $133; horses in number, 107; value of same, $4,280; cattle in number, 161; value of same. $1,288; pleasure carriages in number, 1; value $40; total amount of taxable property, $24,- 069; State tax, $168,48; county and school tax, $156.44; road tax, $36.10; total amount of taxes levied, $361.03.

Sycamore. - Number of tax payers assessed for personal property, 123 acres of land, 13,372; value of lands, including houses, mills, etc., $36,380 horses in number, 230: value, $9,200; cattle in number, 446; value, $3,568 merchants' capital and money at interest, $200; pleasure carriages in number, 10; value, $535; total amount of taxable property, $49,903; State tax, $349.32; county and school tax, $324.36; township tax, $49.90; road tax, $74.85; total amount of taxes assessed, $798.44.

Tymochtee. - Number of tax payers assessed for personal property, 260 acres of land, 17,180; value uf lands, including houses, mills, etc., $47,518 value of town lots, including buildings, $8,272; horses in number, 387 value, $15,460; cattle in number, 636; value, $5,088; merchants' capital and money at interest. $7,919; pleasure carriages in number, 16; value, $^73; total amount of taxable property, $85,150; State tax, $596.05; county and school tax, $553.47; township tax, $42.57; road tax, $127.72; total amount of taxes levied, $1,319.82^.

Transportation Facilities

Indian Trails. - The first white men to visit this region - the Indian traders, and the equally adventurous hunters and trappers - found their way from stream to stream, from prairie to prairie, and from one valley to another by following the trails or paths then in use by the Indians.

* This summary does not include the town lots, etc., in the town of Upper Sandusky, nor the lands and value thereof in Crane Township, which were not mentioned in the assessment of 1845.

The latter certainly displayed much astuteness, or, if we may use the term, engineering skill, in the choice of their routes of travel, for the same paths were pursued by the traders with their pack-horse trains. Next they were followed by the rude military roads hewed out by the axmen and pioneers attached to the American armies under Gen. Harrison and others during the war of 1812-15. Next came the highways, constructed under State authority. Then followed the ordinary wagon roads, and lastly, the railways of the present day.

At this late day, and with no authentic evidence as a guide, it is impossible to describe the route of the various trails which led through this immediate region during its occupation by the Indians. It is a well-authenticated fact, however, that, from time immemorial, the Wyandots and other Indians used a broad and well-detined trail, which in its course northward from the head-waters of the Scioto River to Sandusky Bay, led directly over the site of the present town of Upper Sandusky. Another favorite route with the aborigines, termed the "Old "War Trace," intersected the trail just mentioned at Upper Sandusky, and thence led oflf in a southeasterly course through the present towns of Caledonia, Mount Gilead, Fredericktown and Mount Vernon, down Old Creek to "White Woman River. Doubtless many other minor trails crossed and led into the broad paths above referred to, but, as before intimated, it is now an impracticable task to even attempt to describe them.

Wagon Roads, Ferries, etc. - Without a doubt, the first attempt at roadmakinof by the whites in the territory now embraced by Wyandot County, took place during the year 1812. This route, called the " Old War Road," was cut out by Gen. Harrison's soldiers, and passed in a nearly north and south direction through Upper Sandusky and the central part of the present county. Some years after the close of the war of 1812-15, and by a treaty stipulation with the Wyandot Indians, a State road was marked out and somewhat improved, which led from Delaware to Upper Sandusky, and thence on to Lake Erie, via the towns now known as Tiffin, Fremont, etc. This road became well established, and for many years was the chief highway leading into this region. However, as the country settled up, public highways became indispensable, and they were slowly and gradually made, simultaneously with the building of the log cabin residences and the development of farms.

A number of roads were authorized to be laid out in this region by the authorities of Marion, Crawford, Hancock and Hardin Counties before the organization of Wyandot County. Since that time a large number of others have been opened, and a vast sum of money, in the aggregate, appropriated to improve them. Yet the county cabnot yet boast of a mile of turnpike or macadamized road, and as a result of the peculiar character of the soil, the ordinary highways during certain seasons of the year are wellnigh impassable.

By turning to the court records it is ascertained that in 1847 Joseph T. Torrey was denied the right to maintain a ferry over the Tymochtee Creek, on the State road leading from Upper to Lower Sandusky. In July of that year, however, Jacob Bugh and Daniel F. Hodge, under the firm name of Bugh & Hodge, were granted the privilege of keeping and maintaining for one year " a ferry over the Sandusky River where the road crosses the said river, east of McCutchenville;" and at November term, 1848, Michael Noel and Cornelius Shaw were granted a license for one year to keep and maintain a ferry " at a point on the Tymochtee Creek, where the road leading from Upper Sandusky to McCutchenville crosses said creek."

Railroads. - Indianapolis, Bloomington & Western Railway Corapany. - The corporate history and the changes which have led to this title, are briefly stated as follows: By a special charter, granted January 5, 1832 (O. L. 15), the Mad River & Lake Erii^ Kailroad Company was incorporated and vested with the right to construct a railway fi'om Dayton via Springfield, Urbana, Bellefontaine, to or near Upper Sandusky, Tiffin and Lower Sandasky, to Sandusky, Huron County; also to construct branches to the seats of justice of any county through which the road may be located.

An act to authorize the Commissioners of Logan County to subscribe for $25,000of the capital stock of the company, approved December 19, 1836 (35,0. L., 7).

An act to authorize the Commissioners of Hardin County to subscribe $30,000 to the capital stock of the company, and, in case the railroad is located through the town of Kenton, to make a donation to the company of any lots owned by the county in or near Kenton; approved March 16, 1839 (37 O. L., 343). ' k.u act to authorize the Commissioners of Hancock County to subscribe to the capital stock of the Mad River & Lake Erie Railroad Company the sum of $60,000, or such sum as shall be sufficient to construct a railway or branch from the main track of said railway to the town of Findlay, and to pay such subscription; authorizes the said Commissioners to issue the bonds of the said county, bearing interest at not over six per cent per annum, payable to said railroad company, or any other person or body corporate, no bond so issued to be for a less sum than $1,000; approved February 19, 1845 (43 O. L., 109).

Under the last-mentioned act, and the authority of the charter of the Mad River & Lake Erie Railroad Company, the Findlay Branch Railroad was built fi'om Carey, Wyandot County, on the main line, to Findlay, the county seat of Hancock County, a distance of 15.54 miles, and has ever since been operated and held .as a part of the Mad River & Lake Erie Railroad.

On the 6th of February, 1847 (45 O. L., 65), an act was passed authorizing the town of Springfield to subscribe $20,000 to the stock of the company, to be applied to construction between Springfield and Dayton; and two days later another act was passed (see 45 O. L., 87) authorizing the Commissioners of Clark County to subscribe, on behalf of said county, not exceeding $25,000 to the capital stock of the Mad River & Lake Erie Railroad Company, payment therefor to be made by transferring to it certificates to an equal amount of stock heretofore subscribed by said Commissioners in behalf of said county, to the capital stock of the Little Miami Railroad Company.

In the spring of 1847, an effort was made in Wyandot County to secure railway connections with the Mad River & Lake Erie Railroad. Thus on the 21st of April, 1817, at a railroad meeting held in Upper Sandusky, for the purpose of inaugurating a movement looking to the building of a branch railroad from Upper Sandusky to connect with the railroad above mentioned, Dr. James McConnell was elected President; David Ayres, Vice President; and Samuel M. Worth, Secretary. Robert McKelly, Esq., then stated the object of the meeting. Whereupon Henry Peters, Moses H. Kirby, Robert

McKelly, John McCurdy and Samuel M. Worth were appointed a committee to ascertain the terras by which a raih'oad could be constructed from Upper Sandusky to intersect the Mad River & Lake Erie Railroad. However, it appears that in view of certain difficulties attending the construction of the proposed branch railroad, and the fact that the building of an east and west trunk line to pass through Upper Sandusky was already being agitated, all further efforts regarding the branch road were abandoned.

The Mad River & Lake Erie Railmad Company located and constructed its road from Tiffin to Sandusky by way of Bellevue. In 1851, the Sandusky City & Indiana Railroad Company, which was chartered by act of February 28 of that year (49 O. L., 434), proceeded to build a road from Tiffin to Sandusky via Clyde, and this route being deemed more favorable than the other, on December 1, 1854, the last-named company leased this road for the term of ninety-nine years, renewable forever, to the Mad River & Lake Erie Railroad Company, which has since operated the same as a part of its line, ultimately abandoning the other route. The organization of the Sandusky City & Indiana Railroad Company is kept up for the purpose of perpetuating the lease, the interest of the companies being identical, and the road having been built in the interest of and with means furnished by the Mad River & Lake Erie Company, one person acting as President of both corporations.

On the Ist of June, 1854, the company leased the road of the Springfield & Columbus Railroad Company for the term of fifteen years, agreeing to stack and run the same out of the proceeds, paying first the operating expenses; second, the interest on the $150,000 outstanding bonds of the Springfield & Columbus Company, and the balance to the lessor.

Subsequently, by a decree of the Court of Common Pleas of Erie County, of date February 23, 1858, the name of the Mad River & Lake Erie Railroad Company was changed to Sandusky, Dayton & Cincinnati Railroad Company. See Record of Corporations, office of Secretary of State, No. 1, p. 446. At that time the road was in full operation on that part of the line passing through Wyandot County.

On the 4th of February, 1865, a bill was filed by the trustee of one of the mortgages, covering the entire property, in the Court of Common Pleas of Erie County, against the company for foreclosure of mortgage and sale of the property ; and on the 13th of October following, O. Fol lett was appointed Receiver and Special Master Commissioner in the case, who operated the road under the orders of the court.

While the suit was pending, various parties interested entered into an agreement for a capitalization of the stock and debts of the company, a sale of the road, and a re-organization under the proceedings for foreclosure; and in pursuance of this arrangement an order was issued by the court to sell the entire property, including the rights and franchises of the company, which, accordingly, on the 5th of January, 1866, was sold by the Receiver and Master Commissioner to three Trustees, who purchased the same in trust for the benefit of the parties to the agreement of capitalization, which included nearly all the persons representing the stock and various classes of debt.

On the 2d of July, 1866, the certificate of re-organization, under the name of the Sandusky & Cincinnati Railroad Company, was filed in the office of the Secretary of State. See Record of Corporations No. 3, p. 518.

This company, on the 8th of October, 1866, leased its road and property for the term of ninety-nine years, renewable forever, to the Cincinnati,

Dayton & Eastern Railroad Company, but by mutual agreement of the two companies, January 9, 18G8, the lease was surrendered to the Sandusky & Cincinnati Railroad Company.

Two days later, on January 11, 1868, there was filed in the office of the Secretary of State (see Record of Corporation, No. 4, p. 64) a decree of the Court of Common Pleas of Erie County, changing the name of the Sandusky & Cincinnati Railroad Company to the Cincinnati, Sandusky & Cleveland Railroad Company.

This last-named company, on the 2Sth of June, 1870, leased for a period of ninety-nine years, from July 1, 1870, renewable forever, the road, property and rights of the Columbus, Springfield & Cincinnati Railroad Company (successor to the Springfield & Columbus Railroad Company, heretofore named as lessors to the Mad River & Lake Erie Compaay), the latter agreeing to complete its line of road from London to Columbus by September 1, 1871, and to keep and maintain its corporate existence and organization, the first party to have the privilege of issuing coupon bonds to the amount of $1,100,000, secured by mortgage or deed of trust on the property, and agreeing to maintain, use and operate the road from Columbus to Springfield, making such additions, etc., as the business may require, pay all running expenses, damages for loss or injury to property or persons, all taxes, etc., and to pay as rental, when in possession of the whole line between Springfield and Col ambus, in equal quarterly payments, forty per centum of the gross earnings and income of the road between Springfield and Columbus; provided that when the aggregate thus to be paid shall exceed the sum of §120,000; the first-named company shall pay, and the latter be entitled to receive fifty per centum only of such excess in addition, the first party guaranteeing that the annual payment to the Columbus, Springfield & Cincinnati Railroad Company shall not be less than $80,000 each year.

The following in relation to the above lease is from the annual report of this company, June 30, 1872, to the Commissioner: " The lease has been modified so that this company, instead of paying forty per cent of the gross earnings of that road, guarantees the principal and interest of the bonds of the Columbus. Springfield & Cincinnati Railroad Company, and its stock, exchanged for stock of this company, share for share, is owned and held in trust by the Cincinnati, Sandusky & Cleveland Railroad Company."

The company has made a perpetual lease of that ] ortion of its road extending from Springfield to Dayton, receiving therefor thirty-five per cent of the gross earnings, to the Cincinnati & Springfield Railway Company, by whom it was transferred, together with a lease in perpetuity of its own railway rights, privileges and franchises, to the Cleveland, Columbus, Cincinnati & Indianapolis Railway Company.

On the 8th of March 1881, this company, and the Columbus, Springfield & Cincinnati Railroad Company, leased their roads to the Indianapolis, Bloomington & Western Raihvay Company, for ninety-nine years, renewable forever.

This road afifords excellent facilities to the residents of the western part of Wyandot County, and running in a general northeast and southwest course, traverses, with sidings, 19.85 miles within the county limits. Its chief stations in Wyandot are Carey and Whartonsburg.

Pittsburgh, Fort Wayne & Chicago Railway Company. - This company was organized in the summer of 1856, by the consolidation of the interests of the Ohio & Pennsylvania Railroad Company (which was incoi'porated

February 24, 1848, by the Legislature of Ohio, and April 11, 1848, by the Legislature of Pennsylvania), the Ohio & Indiana Railroad Company (which was incorporated March 20, 1850, by the Ohio Legislature, and ratified January 15, 1851, by the Indiana Legislature), and the Fort Wayne & Chicago Railroad Corapany, which was incorporated in Indiana September 22, 1852, by tiling articles of association with the Secretary of State, and in Illinois by an act of the State Legislature dated February 5, 1853.

Turning to a report (dated at Pittsburgh, Penn., May 6, 1856), addressed to the stockholders of the three j-oads by George W. Cass, President of the Ohio & Pennsylvania Railroad Company, Robert McKelly, President pro tern, of the Ohio & Indiana Railroad Company, and Joseph K. Edgerton, President of the Fort Wayne & Chicago Railroad Company, we find the following facts concerning the early history of those roads.

The Ohio & Pennsylvania Railroad Company, as originally incorporated, was authorized to extend its road from Pittsburgh to the State line of Indiana, in the dii*ection of Fort Wayne. The company did not, however, deem it expedient to exercise the full power of its charter, and the present town of Crestline, a point on the Cleveland, Columbus & Cincinnati Railroad, 187 miles west of tbe city of Pittsburgh, was established as the western terminus of the Ohio & Pennsylvania Railroad.

It was supposed in that early period in the history of the company, that the extension of the road westward from Crestline could be better carried on under the auspices of another and independent company. The road was, therefore, only constructed from Pittsburgh to Crestline, and was opened for business over its whole length on the 11th day of April, 1853.

Pending the progress of the Ohio & Pennsylvania Railroad, and with a view to its western extension to Fort Wayne, the Ohio & Indiana Railroad Company was chartered and organized under the laws of Ohio and Indiana, and empowered to construct its road from Crestline to Fort Wayne. Liberal subscriptions were obtained from the counties aloDg the line of the road, and from private individuals, and in the spring of 1852 the work of construction was commenced. On the 1st of November, 1854, the road was opened from Crestline to Fort Wayne, a distance of 131^ miles. ' The Pennsylvania and the Ohio & Pennsylvania Railroad Companies had also aided largely in its construction by their means and credit, and in 1856 owned about one-fourth of the road, its rolling stock, etc.

The successful commencement and progress of the Ohio & Indiana Railroad led to the organization in September, 1852, under the general railroad laws of Indiana, of the Fort Wayne & Chicago Railroad Company, with power to build a railroad from Fort Wayne, Ind., the western terminus of the Ohio & Indiana Railroad, to the city of Chicago, 111. This organization was strongly encouraged by the officers of the road first mentioned in this paragraph. Indeed, the Ohio & Indiana and the Fort Wayne & Chicago Companies were regarded as so strongly identified in interests that both were placed under the care of the same President, and obtained station grounds in common at Fort Wayne.

The Ohio & Pennsylvania Railroad Company subscribed $100,000 of the stock of the Fort Wayne & Chicago Railroad, and the Ohio & Indiana Company made a similar subscription to the amount of $213,550.

The Fort Wayne & Chicago Railroad was commenced in the summer of 1853, and its completion by January, 1854, was confidently expected, but unavoidable delays, monetary depressions, etc., occurred, and at the time of the consolidation of the three roads in 1856, as the Pittsburgh, Fort Wayne

The relative value of the stocks agreed upon at the time of consolidation were as follows: Ohio & Pennsylvania, 120; Ohio & Indiana, 100; Fort Wayne & Chicago, 100.

Length of each road: Pittsburgh to Crestline, 187 miles; Crestline to Fort Wayne, 131 miles; Fort Wayne to Chicago. 147 miles. Air line distances between the same points: Pittsburgh to Crestline, 146 miles; Crestline to Fort Wayne, 12G miles; Fort Wayne to Chicago, 136 miles.

Not deeming it pertinent to this work to follow further the history of the consolidated organization - to give an account of its litigations, transfers, leases, etc. - we invite the attention of the reader to a few matters of local interest connected, with the history of this grand avenue of travel and commerce, now operated as a part of the great Pennsylvania Railroad system, which in passing through the centi-al part of Wyandot from east to west, having the towns of Nevada, Upper Sandusky and Kirby as its principal stations, has 24.44 miles of road bed in this county, including 4.20 miles of sidings.

The jfirst action taken by the people of Upper Sandusky to secure railway facilities, or rather the route of the then proposed Ohio & Pennsylvania Railroad through their town, resulted in a meeting being held in the court house on the night of December 30, 1848. At that time Robert Taggart was elected President, and William King, Secretary. Various speeches were made, and a number of resolutions were adopted to further the end in view, but other details of the doings of this assemblage have not been preserved.

In complying with the provisions of the thirteenth section of an act entitled "An act to incorporate the Ohio & Indiana Railroad Company," approved March 20, 1850, a majority of the votes polled at an election held in Wyandot County on the 8th day of October, 1850, were in favor of the proposition that the Commissioners of the coimfy subscribe to the capital stock of the said company $50,000. Two days later, however, a writ was issued from the Court of Common Pleas of the county, which enjoined the Commissioners from subscribing to the capital stock of the road. Thereupon they (the Commissioners) refused to proceed in the matter, and retained Messrs. Berry, Sears, McKelly and Kirby, as attorneys in a suit in chancery brought by John Carey and others in the Common Pleas Court of Wyandot County. This case was continued until March term, 1854, when (considering the fact that the railroad in question was nearly completed without aid from Wyandot County*) the injunction, by the consent of both parties was made perpetual.

The railroad buildings at Upper Sandusky and the railroad bridge over the river at the same place were built in the summer of 1853. On Friday, November 11, 1853, the completion of the Ohio & Indiana Railroad to Upper Sandusky was celebrated at the latter place by the tiring of cannon, with music, speeches, etc., and a grand supper at the Exchange Hotel. The first through passenger train from Pittsburgh reached Upper Sandusky on Friday, January 20, 1854. It here made connection with the Mad River & Lake Erie Railroad, Avhich led to Sandusky and Cincinnati. Mr. Mills, in 1854, became the first telegraph operator at Upper Sandusky. At the same time E. P. Copeland was known as the first freight and ticket agent.

Columbus & Toledo Railroad Comj)any . - This company was incorporated May 28, 1872, under the general act of IMay 1, 1852, the corporators being M. M. Greene, P. W. Huntington, B. E. Smith, \\. G. Deshler, James A. Wilcox and John L. Gill, of Columbus, Ohio, who were empowered to construct a railroad from the city of Columbus to the city of Toledo, through the counties of Franklin, Delaware, Marion, Wyandot, Seneca, Wood and Lucas, a distance of 123.7 miles. The capital stock named in the certificate of incorporation is $2,500,000, which by law is divided into shares of $50 each. On the 1st of July, 1872, subscription books were opened in Columbus and Toledo. During the succeeding three months, $270,000 having been duly subscribed, the corporators called a meeting of the stockholders, which was held in the city of Columbus on the 13th day of November following, and nine Directors were duly elected. On the same day the Directors met and organized the company, by the election of the proper officers. One year later - October 15, 1873 - the line of the road was permanently located through the towns of Delaware, Marion, Upper Sandusky, Carey and Fostoria. The bids for construction were opened August 4, 1875, and on the 16th of the same month a contract was concluded with Miller, Smith & Co. They commenced work the next day, and in November, 1876, the work upon the line from Marion to Columbus was suflQciently completed to justify the company in complying with the urgent solicitation of the stockholders and business men along the route to commence running trains. This was done at considerable cost in proportion to the amount of business, which was, necessarily, limited on so short a distance upon a new and incomplete road.

On the 9th of November, 1876, a contract was made with the Pennsyl- Tania Railroad Comj^any for joint use of the Toledo & Woodville road from Walbridge to Toledo, five and one half miles, including the bridge of that road over the Maumee River at Toledo, and its depots and other terminal facilities in that Q\tj.

Early in January, 1877, the entire line was so far completed that through business was commenced, and regular trains were run between Columbus and Toledo, under an arrangement with the contractors, who were, however, occupied for some time after that in finishing up the road, so that it was not fully completed and accepted by the company until July following. This road - 118.2 miles - was constructed, f ally equipped and pi'ovided with all the necessary and proper terminal accommodations in Columbus* and Toledo, at a cost of $3,338,507.54.

In July, 1881, this road - the Columbus & Toledo Railroad - was sold to a syndicate, and the name was thereupon changed to the Columbus, Hocking Valley & Toledo Railroad.

In passing through the central part of Wyandot County, in a northwest and southeast course, 24.40 miles of road bed, including 2.26 miles of sidings are required. The principal stations in the county are Fowler, Upper Sandusky, where it crosses the Pittsburgh, Ft. W^ayne & Chicago Railway, and Carey where it crosses the Indianapolis, Bloomington & Western Railway.

Post Offices

*Iu Columbus, on the 22(1 of February, 1877, an arrangement was elleted with the Columbus & Hocking Valley Railroad Company, for the joint use of its terminal property.

post offices and postmasters, which, through the courtesy of Hon. George E. Seney, the present Member of Congress from this district, and Hon. Louis A. Brunner, the present Speaker pro tern, of the Ohio House of Representatives, has been procured especially for this work from the books of the Post Office Department at Washington, D. C.

Daniel Straw, February 25, 1852. Discontinued August 2, 1858. Reestablished May 15, 1862, and Ephraim Stansberry appointed. Discontinued December 13, 1870. Re-established August 17, 1874, and Jeremiah O'Neal appointed. Discontinued February 10, 1882.

Agricultural Productions

Wyandot County has ever been famed for the natural fertility of its soil and its varied agricultural productions, yet, notwithstanding these advantages, the cultivation of the ground and the raising of live stock was not the road to wealth for the pioneers of this region. The great embarrassment under which they labored was the difficulty of getting their products to market. Despite roots and stumps, sprouts and bushes, the newlycleared land brought forth bountiful harvests; but the early wagon-roads were, at most seasons of the year, in an almost impassable condition; canals and railroads were entirely wanting, and the distance to large towns, and consequent markets was so great, and the route so difficult and hazardous, that the pioneer farmer had but little encouragement to burden himself with surplus productions. However, the completion of various railroad lines leading north, east, south and west, has wrought a wonderful change during the past twenty-five years. Values have I'apidly increased, and many farmers are now termed wealthy.

The following facts concerning the farm products, live stock, etc., of Wyandot County for the year 1882, have been compiled from the reports of the Ohio State Board of Agriculture, published in 1883:

Acres wheat sown, 34,674; bushels wheat produced in 1882, 467,841; average yield per acre, 13.49; acres sown for 1883, 31,450; cost of commercial fertilizers bought for crop of 1883, $62; acres buckwheat sown, 43; bushels buckwheat produced, 648; acres corn planted in 1882, 31,433; bushels corn produced, 1,314,606; acres oats sown, 6,299; bushels oats produced, 193,998; average yield of same per acre, 30.79; acres rye sown, 142; bushels rye produced, 2,073; acres barley sown, 23; bushels barley produced, 472; acres of meadow lands cultivated, 14,157; tons of hay produced, 17,583; acres clover sown, 9,157; tons of clover produced, 7,872; bushels of clover seed produced. 4,328; acres clover plowed under, 1,184; acres of flax cultivated, 82; bushels of flax seed produced, 429; acres of potatoes cultivated, 1,104; bushels of potatoes produced, 92,850; galloiis milk sold for family use, 56,589; pounds butter made in home dairies, 445,957; pounds butter made in factories and creameries, 24,600; pounds cheese made in factories, 77,000; acres tobacco cultivated, 4; pounds of tobacco produced, 9,610; number hives of bees, 1,238; pounds of honey produced, 22,763; acres sorghum cultivated, 8; pounds sugar manufactured, 145; gallons syrup manufactured, 2,800; pounds maple sugar manufactured, 6,255; gallons maple syrup manufactured, 4,477; dozens eggs produced, 363,029; dozens eggs shipped beyond the State, 107.625; acres in vineyards, 16; pounds of grapes gathered, 56,165; gallons wine pressed, 407; acres occupied by orchards, 3,160; bushels apples produced, 85,156; bushels peaches produced, 3,823; bushels pears produced, 714; bushels cherries produced, 208; bushels plums produced, 42; bushels sweet potatoes produced, 98; acres land cultivated, 119,359; acres of pasture, 52,384; acres of woodland, 49,334; acres lying waste, 2,430; total number of acres owned, 223,507; pounds wool shorn, 435,217; milch cows owned, 4,769; stallions owned, 28; total number of dogs, or hydrophobic generators owned, 1,663; sheep killed by dogs, 312; value of sheep thus killed, $1,299; sheep injured by dogs, 331; amount of damage to same, $738; domestic animals died of disease - hogs, 758; value of same, $5,118; sheep, 1,179; value of same, $3,820; cattle, 183; value of same, $4,499, horses, 132; value of same, $10,672; losses by flood - live stock, value, $626; grain, etc. , value. $2,381; houses, etc., value, $170; fences, etc., value, $6,215.

The number of horses, cattle, sheep, hogs and mules owned in Wyandot County in 1883. according to the County Auditor's report to the State Auditor, was as follows: Horses, 6,888; cattle, 13,490; sheep, 84,244; hogs, 23,733; mules 157.

The following statement shows the inches of rainfall at Upper Sandusky, from January 1 to October 1, 1883: January, 1.14; February, 7.39; March, .48; April, 3.29; May, 6.58; June, G.21; July, 4.94; August, 1.13; September, 1.44. Total rainfall during the nine months indicated, 32.60 inches.

County Agricdltukal Society

The Wyandot County Agricultural Society was Organized at a meeting held in the court house at Upper Sandusky on the 3d day of January, 1852. One hundred and twenty-nine members wei-e then reported, and after the adoption of a constitution and by-laws, the following-named gentlemen were elected as officers to serve for the first term of one year: President, Hugh Welch; Vice President, Abel Renick; Secretary, John D. Sears; Treasurer, Henry Peters; Managers, John Gormley, Samuel M. Worth, John Kisor, Francis Palmer and Jonathan Kear. Subsequently, at a meeting of the Board of Directors of the society, held at the Treasurer's office, May 29, 1852, George T. Frees, Henry Peters, A. J. Failor, Orrin Ferris and Eobert McKelly, were appointed a committee "to consult upon the ways and means of getting up an agricultural fair, to ascertain whether suitable ground can be procured, to recommend a list of premiums, and to report thereon to the next meeting of this board." It was fui'ther ordered that the proceedings of the meeting be published in the Democratic Pioneer.

The next meeting of the Board of Directors was held at the coui't house, June 26 following, when the committee appointed at the last session reported that Chester U. Mott, Esq., had offered suitable grounds for the society's exhibition, and on motion this offer was unanimously accepted. At the same meeting, a premium list and various rules and regulations were adopted, and September 30 and October 1 following were named as the days for holding the first annual exhibition.

As proposed, the first annual fair of the Wyandot County Agricultural Society was held in the vicinity of the "old council house," at Upper Sandusky, during the days above mentioned. It was well attended, and afforded an indication of future success. The persons to whom premiums were then awarded were as follows:

Domestic And Miscellaneous

In April, 1853, the society leased lands for exhibition purposes of Dr. Orrin Ferris, which were occupied until 1856, when grounds were purchased from George Saltsman by a stock company, mainly composed of members of the society. In the spring of 1861, the original plat was enlarged by the purchase of four acres from Col. Joseph McCutchen, for which the sum of $200 was paid. In the autumn of 1875, the grounds were still further enlarged by the purchase of fifteen acres from Peter B. Beidler. At the present writing the lands owned by the society (comprising thirty acres) are fenced and furnished with the necessary buildings, etc., for a successful exhibit of all articles, animals, etc., brought forward. During the late war, when agricultural exhibitions were of little moment to a people struggling to maintain the best form of government on earth, one or two years passed by without an annual fair being held. Other than that, fairs have been held each year since the organization of the society, and usually have proved fairly successful. In the fall of 1883, the sum of $1,188 was awarded in premiums. The present members of the society are 519 in number. Its Presidents, Vice Presidents. Secretaries and Treasurers are and have been as follows:

Treasurer

Henrj^ Peters. Orrin Ferris. M. H. Gillett. M. H. Gillett. M. H. Gillett. John D. Sears. A. J. Failor. A. J. Failor. A. J. Failor. A. J. Failor. A. J. Failor. Wesley Hedges. Wesley Hedges.

J. A. Maxwell. J. G. Roberts. J. A. Maxwell. L. A. Brunner. L. A. Brunner. Jacob Juvinall. Jacob Juvinall. Jacob Juvinall. Jacob Juvinall. J. G. Roberts. J. G. Roberts. Ed A. Gordon. Ed A. Gordon. Ed A. Gordon. Ed A. Gordon. Ed A. Gordon. Ed A. Gordon. Ed A. Gordon. Ed A. Gordon.