Cass County, Indiana - Chapter 14: Transportation and Roads, 1913

''As the old Roman roads were both a mark and a measure of the development and extent of civilization of the empire, so the roads of any people play an important part in its history. This recondite fact lends both interest and importatfiee to this subject/'

The old Cumberland road built in 1806-1825 on the ruins of Washington and Braddock trail, from the Potomac to the Ohio river and its extension, later, to Indianapolis, and generally known as the National road, played an important part in the development of Indiana. It carried thousands of people and millions of wealth into the wilderness of the west.

Nothing has a greater suggestion of the charm of human occupation than the network of roads which overspread a country. But this network of roads with which our county and state is blessed did not spring up, like ** Jonas' gourd," in one night's time, but was of gradual development, from the Indian trail, requiring years of patient toil on the part of the pioneers. It will be interesting to note the primitive roads and some of the steps taken, and the diflSculties encountered, by those wh6 cut out and improved our highways and brought them up to the present state of perfection. In 1824 when the white man first erected a cabin in Cass county the land was covered with a dense forest and not a road existed. The missionaries and Indian traders, the only parties that had invaded this territory at this time, came up the Maumee and by pirogue down the Wabash river or on horseback or afoot along Indian trails.

These Indian trails led, in various directions, over the nearest and best routes, from point to point and were the only roads along which the pioneers found their way on horseback, as it was impossible to drive a wheeled vehicle over the narrow trails. These Indian trails ran through the country regardless of section lines, as no surveys had yet ^been inade and the pioneers soon learned to follow these trails and *marked the same by ** barking" or ** blazing" the trees, known **as the trace" over which they came on foot or on horseback.

The ** trace" soon became a roadway, over which wagons made their tiresome journey. The streams were yet unbridged, and had to be forded in shallow places or crossed by swimming. The first roads in the county were along these trails, the most direct routes between the new scattered settlements. After the county had been laid out into tQwnships, a more advanced system was adopted along township and section lines, but this was a slow and gradual process, requiring years to fully complete. In fact the straightening of roads, and changing them from the old diagonal Indian trails, along which they were originally constructed, is not entirely completed, and we still find a few roads in Cass county thus running diagonally through farms, along these old Indian trails, instead of on the section lines. Much time and money have been expended on these transient roads. They were not permanently located, and when the farmer cleared out .his land he changed the road to the section line, and the labor expended on the old Indian trail road was lost. This has been one cause for the bad roads in the early history of the county. Prior to 1830 the pioneers came to Cass county along Indian trails or by boat on the Wabash river. The first petition for opening a public road in the county was that of Jordan Vigus, at the August session of the board of commissioners, 1830. This petition was for a road commencing one and a half miles south of the Wabash river, on what was afterwards the Michigan road, and running through the town of Logansport to Eel river, along what is now known as Burlington avenue and Third street. The viewers appointed were Wm. Scott, Silas Atchison and Daniel Bell. This was the beginning of the road system in Cass county and the line of this first road then lay in the midst of a dense forest. The second road to be opened was to **run from opposite tjie town of Logansport, on Eel river, on the nearest and best ground, to Samuel Ward's lane, in section 16.*' (See rec. 1, page 32.) In December, 1830, Gen. John Tipton was appointed road supervisor south of the Wabash. He had previously purchased Alex Chamberlain's log cabin, the first erected in the county, on the south bank of the Wabash, opposite the mouth of Eel river, and lived there at this time.

Tipton was to supervise the opening of a road from his home, near Tipton's ford, to the Carroll county line, and all hands were ordered to aid him in opening and improving this road.

Thus begta the opening of roads in pioneer days, but as yet no system was followed and roads followed Indian trails or angling through the forest over the easiest and best routes to accommodate the settlers, regardless of township or section lines.

The United States government encouraged the building of roads and granted to the state a certain per cent of all public lands sold for the purpose of opening and improving roads. This fund was known as the three per cent fund, and the state gave to each county its proportion, and local commissioners were appointed to take charge of and expend this money for the building of roads within the county. In addition to this the state opened up certain main roads in diflferent directions, connecting important points, to encourage and aid the settlers. The Michigan road was one of these and was the first main road opened up to and through Logansport, and extended from the Ohio river to Michigan City. -

On January 21, 1828, the state legislature passed an act directing a survey of this road and appointing John McDonald, of Daviess county, and Chester Elliott, of Warrick county, to superintend the survey. The road was surveyed and the work of cutting down the forest trees was soon after begun by the state. A lane through the forest was opened up, one hundred feet wide, and in 1832 the work had reached Logansport and the two following years was extended on north to Rochester and finally to Lake IVIichigan. The Michigan road, however, when first opened, was simply a lane, cut through the forests, with stumps left standing, but little or no grading and only the swamps and low places filled with logs and brush and covered over with dirt, making fine specimens of the celebrated ** corduroy** road, so common in pioneer days. Although the Michigan road was not an easy road to travel, yet it was passable for wheeled vehicles, while the Indian trails were not, and as a general business thoroughfare it was one of the most valuable improvements of its day, opening up a line of trade that tended, perhaps, most largely to populate and develop Cass county. This road was not only of local interest, but its reputation was nation wide. It extended to the Ohio river and also connected with the Cumberland and its extension, the National road, at Indianapolis. Emigrants from the east came down the Ohio river, then took the Michigan road to all points in Indiana and the northwest. Others traveling in wagons, drawn by oxen as a rule, came over the National road to Indianapolis, then north over the Michigan road to Logansport or northern points.

Many other roads were opened up and improved by state aid through Cass county, to- wit : A road from Lafayette to Ft. Wayne in 1836 ; from Logansport up Eel river to Mexico and Squirrel Village in 1835-7. In 1845 the state road to Eokomo and Marion was established by Benjamin Spader and Theopholus Brogan, appointed by the legislature.

Up to 1852, when the new constitution was adopted, the roads were looked after almost entirely by the county. At that time, however, the caring for the roads was practically surrendered to the townships, together with the care of the poor and the schools. But the people met in mass meetings to instruct and direct the trustees how and what they should do. In 1859, however, the legislature abolished the board of three township trustees and gave the one trustee greater and exclusive authority to direct the township affairs. Since then great advancement has been made in road building. The old, diagonal Indian trail roads have nearly all been straightened, and placed on section lines, new roads laid out, until today roads cross each other on nearly every section line in the county and on many half-section Unes, so that nearly every farmer has a public road running in front of his house.

Under the provisions of an act of the general assembly authorizing the organization of plank road companies, a company was organized in Cass county about 1851 with John W. Wright at its head. At this time only dirt or mud roads existed in Cass county and the Michigan road with its extensive travel became almost impassable in rainy weather. The company organized for the purpose, paved this road with plank, two and a half inches thick and twelve feet long. Wooden girders were laid at each side and in the center of the road and the plank spiked to the girders. It was a fine road for a year or two but the timbers began to decay and the plank curl up and the road became a nuisance to the traveling public, and the cost of maintenance was too great and was unprofitable and the plank road was abandoned about 1856, and for a few years following the road was in a wretched condition owing to the timber still remaining. This plank road extended to Fulton on the north and Deer Creek on the south, but the promoters lost heavily.

In 1867 there was not a gravel road in the county. In June of that year the Logansport & Burlington Turnpike Company was organized with a capital stock of $56,000. The officers were : Thomas H. Bringhurst, president ; Joseph Uhl, vice president ; W. H. Brown, treasurer ; S. L. Tanguy, secretary; J. M. Justice, J. C. Merriam, A. J. Murdock, directors. The company at once graded and graveled the old Michigan road south from Logansport to tiie county line and later extended it into Carroll county. This was the first gravel road in the county and was of great advantage to the farmers, and although a tpll road was highly appreciated. It was a paying investment for the stockholders, but feaJly yielded to the progressive demand for free gravel roads and passed into the control of the county with other roads about 1891.

This was the second gravel road to be built about 1867-8 when the Logansport & Northern Turnpike Company was organized with a capital stock of $16,000. Asberry Barnett, Tobias Julian, W. E. Haney, F. M. Barnard and B. F. Yantis were the prime movers in the enterprise. The first year two miles of road was constructed, and later it was extended to Metea, a distance of eight miles. When the city extended its limits, taking in a mile of this road, there was some contention about the matter and the city paid the company an agreed price for the same.

This road extends westward on the south bank of the Wabash, and only three or four miles of road was built at a cost of about $7,500. D. D. NeflP, Denis Uhl and D. W. Tomlinson were the managers. The company was organized December 12, 1881, and the road constructed soon after.

This road leads from Taberville east on the south side of the Wabash river, a distance of about five miles. A company under the above title was organized in 1883 with a capital stock of $8,000. The following persons were the managers of the enterprise: C. Minneman, W. P. Louthain, Henry Puterbaugh, Samuel S. Helvie, D. W. Tomlinson, B. P. Louthain, Geo. E. Ross.

This gravel road extended from the Eighteenth street bridge across the Tabers prairie, a distance of about five miles, and was built in 1882 or 1883. The company was capitalized at $10,000, and A. J. Sharts was the president and W. T. Wilson treasurer.

A company to build this road was incorporated in 1882 with a capital stock of $10,000, with Robert Carney as president, W. H. Brown secretary and J. J. Stapleton treasurer. The road extends south from Taberville through Washington township.

This gravel road extends from College Hill due north to the county line, passing through Noble alid Harrison townships, a distance of about ten miles, and was constructed about 1877-9. Wm. Reighter, Peter Michael, Jacob Yantis, Daniel Pogelsang and others were the chief stockholders and managers.

About 1880, the Chicago road leading from Logansport to Royal Center was graveled and became one of the best roads in the county as well as the best patronized.

For twenty-five years - 1867 to 1892 - eight gravel roads were built out from Logansport in all directions. These roads were constructed by private capital and were toll roads, yet they were a great convenience as well as conserver of time and money to the farmers who were enabled to haul twice the former load of grain or other products, and at any season of the year. As the years passed the roa!ds became worn out, were not kept up, many complaints were made, farmers were not satisfied to pay toll to travel over such muddy roads and much bad feeling was engendered between the patrons of the road and the controlling companies. Many exciting, as well as amusing incidents were enacted between the farmers and the tollgate keeper. About forty years ago the Michigan pike had the appearance of pioneer days when ox teams stru^led through the mud. Joseph Penrose, a prominent citizen of Bethlehem township, passed the tollgate kept by F. M. Bernard and refused to pay toll, and came on to town. Anticipating trouble on his return, he supplied himself with ax and saw, and being something of an athlete and a boxer, drove up fearlessly to the tollgate, which Mr. Barnard had drawn down when he saw Mr. Penrose coming. The latter stopped his team, deliberately got out and with his saw, with which he was provided,* sawed the pole sweep in two, and drove on, leaving the tollgate keeper in anything but a pleasant frame of mind. Such scenes as this were enacted on many of the toll roads, and although the projectors of these gravel roads did a lasting service to the county by their enterprise in not only making better roads, but gradually educating the whole people to higher standards and teaching them the value of good roads, yet there was a feeling and a prejudice against them. This feeling grew and although much of it was not justified, yet it crystallized and bore good fruit and hastened the day of free gravel roads. About 1890 to 1893 all the toll roads were purchased by the county and became free gravel roads. One or two, notably the Pleasant Grove pike, against which a judgment was rendered for damages to a Mr. Heil, who had received an injury from some neglect of the company and the latter relinquished the road, but it was in such poor condition that no one would purchase it to satisfy the judgment, and Mr. Heil let it revert to the county. But by purchase or otherwise the county gained control of all the toll roads about twenty years ago.

The little tollhouse at the side of the road, with its superannuated couple on the front stoop, has gone. The **pole and sweep" for closing the highway has disappeared. These roads becoming free and the whole county being taxed for their maintenance and up-keep, was a stimulant to farmers in sections not benefited by thes^ gravel roads to take measures to build other roads. The result has been that within the past twenty years nearly all the principal thoroughfares have been improved either with gravel or stone. In some localities where gravel pits are not accessible, it is found as cheap to use crushed stone, especially since the two large stone crushers have been established within the county. In those districts stone is being quite generally used and the results are more satisfactory than gravel. Today every neighborhood in Cass county can be reached over gravel or stone roads that are as smooth and solid as our paved streets, over which the farmer can haul sixty bushels of wheat easier than he could twenty in pioneer days, and that too every day in the year if necessary. Buggies or automobiles can be run with ease and safety at ten to thirty miles per hour. What a change since the Michigan road was first opened up in 1832. It would look very strange to our people today, accustomed , as we are to rapid transit means of locomotion, to see the slow, plodding oxen dragging log wagons or carts around stumps, through the mud, over corduroy roads, which alone existed in Cass county eighty years ago. Heavy loads over these rough highways could be hauled by these strong, patient oxen even better than by horses. Prior to 1860 the making of neck or ox yokes was a regular trade in many communities, and the patient ox was a common sight on the roads and in the towns along the Wabash.

Railroads and transportation companies advertise extensively in this age of rapid transit, but the days of stage coach travel were no less given to the use of printer's ink, and we copy some notices from the Logcmsport Telegraph, of September, 1845, which illustrate the methods of travel in the days of early Logansport. '

**0f times when we first settled here and travel was so bad. When we had to go on horseback, sometimes on shank's mare. And blaze a road fer them behind, that had to travel there. But now we go a-trottin', 'long a level gravel pike. In a big two-hoss road wagon, jest as easy as you like; Two of us on the front seat, and our wimmen-folks^ behind, A-settin* in they'r Winsor cheers, in perfect peace of mind!"

Since Mr. Riley wrote the above, automobiles and air-ships have come into use and we might with propriety add the following rhymes to Riley's chimes:

But now the orter-mobile goes chucken down the road, Passin' the two-hoss wagin, as a fox would pass a toad, And still the world's progressin', we haven't reached the goal, 'Till aeroplane excursions are run from pole to pole, And then we'll not be satisfied, 'till stellar orbs we climb. And make old earth a football, to play in the college nine.

This was a great work of internal improvement and was national in its character, and congress by an act passed March 2, 1827, made provision to assist the State of Indiana to open a canal to connect the waters of Lake Erie with the Wabash and Ohio rivers. When completed this canal extended from Toledo, Ohio, to Evansville, a distance of three hundred and seventy-nine miles.

The survey of the canal was commenced in 1833, several routes being investigated for the purpose of selecting the most available. The legislature of 1834-5 directed other surveys and it was not until 1835 that the final route was established, and in the fall of that year contracts for different sections of the canal were let and work began at Ft. Wayne; although some authorities state that the first ground was broken on February 22, 1832, and in 1834 a short section was completed and the first boat launched. Whatever may be these discrepancies in beginning the work, the canal was not completed to Logansport until the fall of 1838, and then only as far as Berkley street, where there was a basin in which the boats were turned around. The lock just west of Berkley street was not then built. The work progressed, and the lock was constructed, the aqueduct across Eel river built, and in 1840 the canal was completed through the city, coming in on what is now Erie avenue, to Fifth street, running north on Fifth to Eel river, crossing that river on an aqueduct, then on northwest to the Vandalia crossing of Sycamore street, thence westward on Water street. The ditch was completed to Lafayette the following year, but it was several years later before it was extended to Evansville on the Ohio river, its ultimate terminus. The opening of the canal created a great excitement in Logansport and the whole town turned out to see the first boat that came in on the ** raging canal," drawn by three mules, and making five or six miles an hour. Prior to this time all goods had to be brought into the city on wagons or on horseback, and the opening of the canal gave an immense impetus to business. Instead of hauling grain to Michigan City, farmers as far north as Plymouth brought their produce to Logansport to be shipped east over the canal. The result was that provision had to be made to receive this increased trade. Warehouses were built all along the canal to store the grain and other goods. Many of these old warehouses are still standing on Fifth street, a relic of early canal days in 1838-40. The business of the town, up to that time entirely confined to the district west of Third street, now began to grow east to the canal. At the street crossings high overhead bridges were constructed to permit boats to pass under and the grading on either side extended to the alley. About 1860-2 these high bridges were torn out, the street graded to a level and swinging bridges were constructed at all street crossings. The canal was a great boon to the city and all this region of country and carried on its placid waters all the goods and merchandise as well as passengers coming in or going out of the county. It was a great improvement over the pack-saddle or ox-cart, and was a cheap and rapid means of transportation as compared with them. But, like many other things, in the onward march of civilization, and the progress of man's ingenuity, its usefulness was superseded by greater facilities afforded by railroads, for transportation, than could be offered by the canal. When railroads were built into Logansport and were fully equipped, they began to take the traffic away from the canal and its trade gradually declined from 1856 until 1875, when the canal was forever abandoned, having fulfilled a great and useful mission for thirty-five years, and but few evidences of this once popular and useful enterprise are left to tell the tale. The old warehouses are crumbling and the last vestige of the stone abutments of the aqueduct across Eel river were removed about three ye^rs ago. Fifth street is paved and Erie avenue is traversed by the street and trolley cars, where once mov^d the slow canal packet drawn by the patient mule.

Before the settlement of Cass county, missionaries and Indian traders utilized the upper Wabash river for transportation purposes. Their boats, however, were small canoes or flatboats, propelled by oars, and only small articles could be carried, and during the settlement of the county the river at Logansport was too shallow, except in very high water, to be a regular means of carrying trade. There was, however, two, and possibly three, small steamboats came up the Wabash as far as Logansport. Sanford Cox, in his ** Recollections of Early Settlements,'' published in 1860, described two trips by steamer from Lafayette to Logansport:

** During the June freshet of 1834, a little steamer, called the 'Republican,' advertised that she would leave the wharf at Lafayette for Logansport on a given day. A few of us concluded we would take a pleasure trip on the * Republican,' the first steamboat to navigate the waters of the upper Wabash. Accordingly we started out under a good head of steam and we made good time until after we passed Delphi, when the boat stuck fast upon a sandbar, which detained us several hours. Other obstructions were met and the passengers and crew would get out in the water and lift, or on shore would pull with ropes. Thus we labored until night overtook us, stuck fast in the bottom of the river below Tipton's port. During the night operations were suspended, but next morning all hands began lifting and pulling at the boat, and at length arrived at Georgetown rapids, about seven miles below Logansport. Here still greater obstacles were met. Colonel Pollard and Job B. Eldridge, of Logansport, who had goods on board, were laboring in the water and at the capstan, were particularly anxious that Captain Towe should reach that place, and his boat have the honor of being the first steamer to land at the wharf at Logansport. Several days were spent in fruitless efforts to get over the rapids. All hands, except the women, were frequently in the w^ter up to their waists. The water fell rapidly and prevented the boat from ascending or returning down the river.

** While at this place many Miami and Pottawattomie Indians, of all ages and sexes, visited us. They would sit for hours on the bank in wonderment and surprise at the little steamer puflSng and snorting. They would chatter and talk to each other and gesticulate wildly.

''After four days' inefficient eflPort to proceed, the boat was abandoned by all except the captain and his crew. Two or three weeks afterward a dozen yoke of large oxen were brought down from Logansport, and the 'Republican' was hauled over ripples and sandbars to Logansport, and the citizens of that place and surrounding country had the luxury of a steamboat arrival on July 4, 1834, and Captain Towe had the (doubtful) honor of being the commander of the first steamboat that ever made a trip to Logansport; for it cost him his boat, which bilged soon after its arrival in port, and its hull, years afterwards, might be seen lying sunk to the bottom of the Wabash near its confluence with the waters of Eel river.

the steamboat * Science' advertised to make a trip from Lafayette to Logansport, Peru and Godfrey's village, above the mouth of the Mississinewa. The boat made good time and we reached Logansport without difficulty. There was a large increase of passengers at this point. The Tiptons, Lasselles, Burets, Polks, Johnsons and others turned out for a steamboat excursion to Peru, and their aboriginal neighbors and valuable customers at Godfrey's village. The boat left the wharf at Logansport under a full head of steam to carry it over the rapids a short distance above town. Our gallant boat failed to make the ripple, and after puffing and snorting for two hours, dropped back to the foot of the rapids, where several hundred of the passengers went ashore to walk around the rapids while the steamer made another effort to ascend the rapids. Rosin, tar and sides of bacon were freely cast into the fire to create more steam, but in vain. The boat became unmanageable and darted back toward an island. On seeing this the captain and some of the crew jumped overboard with a cable to make the boat fast to a tree on shore. The keel of the boat, however, at this moment struck a stone, that turned it out into the river, and thus escaped destruction against the island towards which it was rapidly approaching. The captain deemed it prudent to return to Logansport and lighten his load. Over two hundred barrels of salt and flour were taken off the boat, which laid that night at the landing at Logansport, and one hundred or more of the citizens of Lafayette and Delphi shared the hospitality of their neighbors at Logansport. After all the hotels and boarding-houses were filled to overflowing, private houses were thrown open to accommodate those who could not get lodging on the boat, and next morning scores were willing to bear witness to the kindness and hospitality of the citizens of Logansport. Next day the most of the passengers walked around the rapids and the steamer passed over them the first effort. We soon reached Miamisburg and Peru, two little rival towns on the west bank of the Wabash. The boat passed up to the mouth of the Mississinewa and Godfrey's viUage, to receive the congratulations and premiums of that old chief, who was highly delighted to receive a visit and who well compensated the captain for his call at his town.

"On the return trip at Peru the Irish who were working on the canal were in the midst of a riot, and threatened to sink the boat if it attempted to land, and some of the passengers were left at that port. The little steamer made a successful return trip to Logansport, safely landed its passengers and proceeded on to Lafayette without incident, making the one and only successful steamboat trip up the Wabash to and beyond Logansport, and the navigation of the Wabash has certainly never added to the material wealth of Logansport and but few of our people of today are aware that our city was ever visited by a steamboat other than some little launch operated above the mill dams."

We now pass from canal and river navigation to the age of steam and in contrast with the historic Michigan road, with its ox teams and stage coaches, we place the modern railroad with its greater facilities for supplying the demands of the present age for rapid transportation.

The first railroad built in the state was that extending from Madison on the Ohio river to Indianapolis. It was completed through to the latter place in the fall of 1847. Mr. Nowland in his reminiscences of early Indianapolis, thus describes the first train entering that city: ** There were several thousand persons gathered at the Madison depot to witness the arrival of the first locomotive and train of ears that ever came to Indianapolis. Jerry Johnson, a unique character, was standing on a pile of lumber, elevated above the rest of the crowd. As the locomotive hove in sight, he cried out at the top of his voice, 'Look out, boys; here she comes, hell on wheels.' As the train stopped, he approached the locomotive; said he, *Well! well! whoever seed such a tarnal critter? It's wus nor anything I ever hearn on. Good Lord, John, what's this world gwine to come to.' "

Soon after the opening of the first railroad in the state, the citizens of Cass county began the agitation of railroad building into Logansport and in the year 1848 under the auspices of Williamson Wright, James W. Dunn, George B. Walker and possibly others, a company was incorporated known as the **Lake Michigan, Logansport & Ohio River Railroad Company," to construct a railroad from Cincinnati to Chicago. The capital stock was fixed at $1,000,000, divided into shares of $25.00 each. Money, however, was not forthcoming and nothing was done at that time but their efforts bore fruit a few years later under the name of the New Castle & Richmond Railroad, now known as the Richmond & Logansport Division of the Panhandle Railroad. This was the first railroad built into Logansport, and reached here in 1855. At that time the bridge across the Wabash was not built and the depot was on the south side near Burlington avenue. There w.as a turntable west of the avenue, on which the engines were turned around and the excavation for this turntable may yet be seen.

This same company expected to build west and south along the Wabash and did much grading, but never completed the road and the Logansport & Crawfordsville road later acquired their rights. It seems that this end of the line, from here to Kokomo, was first constructed, probably on account of the canal over which material could be shipped. In 1855 the first engine was shipped by way of the canal and was unloaded at Broadway and the old canal, now Fifth street, and was dragged on hewn timbers by three yoke of oxen, driven by Sam Berryman, down Broadway to Third and south on Third street across the Wabash river and placed on the track of the first railroad built into Logansport. At that time the Wabash river was spanned by two old wooden bridges, across which the engine was hauled by the o;x teams, a feat which would scarcely be attempted with the engines of the present day.

It was ready for its trial trip by July 4th, and on that day, 1855, a few of the citizens were invited to a picnic, two miles east of town near Taber's prairie. The trip was made successfully but slowly and thus is recorded the first railroad excursion out of Logansport. Mr. Watson Westlake was among the excursionists and before his death related the circumstances to the writer.

Was the next road to be completed, but at first under the title of Toledo, Wabash & Western, extending from Toledo to St. Louis. As early as 1852 this enterprise was projected but the road was not completed into Logansport until the spring of 1856, the first cars being run to this place on March 20th of that year. There was a turntable just west of Berkeley street while the western extension was being built.

dated March 12, 1853, the name of that company was changed to the Logansport & Chicago Railway Company. It was several years later, however, before the work of construction began. The road between Logansport and Chicago was opened to traffic in 1861.

Extending from Logansport to Peoria, Illinois, was begun soon after the completion of the Wabash as a feeder to that road, under the name of the ** Toledo, Peoria & Burlington,*' and was completed about 1860. Since then it fell into the hands of the Pennsylvania system and is now designated by the above title.

This railroad was completed in the later sixties, and runs from Logansport to Bradford, Ohio, where it connects directly with Columbus and the east over the Pennsylvania lines.

This company now own and operate three lines out of Logansport, to-wit: To Terre Haute, South Bend and Butler and Toledo. The road from here to Terre Haute was begun as far back as 1853 when the Logansport, CrawfordsviUe Railroad Company was organized, and graded part of the roadway, but the company failed. Many years later the Logansport, CrawfordsviUe & Southwestern R. R. Company was incorporated and completed, the road from Terre Haute to Logansport, in February, 1875. The road was finished to Clymers in 1872 and trains run over the Wabash R. R. from there to Logansport until its own line was constructed into the city in the former year. To aid the construction of this road and on condition that the company 's shops would be located here, the city of Logansport made a donation of $75,000 towards its construction. The road was unable to meet its obligations and was afterwards sold to the Vandalia Railroad Company at receiver's sale, about 1879. The South Bend division of the Vandalia was built in the early eighties and trains run to South Bend and St. Joseph in 1883.

The first attempt to construct this road was made in 1855 by a company known as the Logansport & Northern Indiana Railroad Company. Considerable grading was done but the company failed in 1856. The Detroit, Eel River & Illinois Railroad Company was organized in 1869 and succeeded to the right of way of the old company. This company also failed and in the fall of 1870 was succeeded by Boston capitalists who completed the road from Auburn, Indiana, to Logansport in the fall of 1872, when through trains were run from Logansport to Detroit by way of Hillsdale and Ypsilanti. In 1881 the road was leased to the Wabash R. R., but later "the lease was annulled by suits brought by. Logansport people and the road was sold to the Terre Haute & Logansport (Vandalia) Railroad, June 10, 1901, since which time the latter company has successfully operated the road, which extends to Butler and there connects with the Lake Shore road for Toledo and the east.

The Pittsburg, Cincinnati, Chicago and St. Louis Railroad (Panhandle) Company, a part of the Pennsylvania system, now own and operate five lines out of Logansport, all of which were originally built by different companies but finally taken over by the present ownership. These five lines extend to Chicago, State Line and Peoria, Indianapolis and Louisville, Cincinnati and Columbus, and all eastern points. The Wabash runs west to St. Louis and east to Detroit, Buffalo and Toledo.

Logansport thus has railroads leading out in nine different directions, with three interurban lines, and has transportation facilities equal to or greater than any city in the state, outside of Indianapolis. These roads traverse different sections of Cass county, where towns have grown up, with local merchants, grain elevators, stock yards, etc., so that not only Logansport and its immediate surroundings have convenient shipping facilities, but nearly every township in the county has its railroad stations, where farmers can ship all kinds of freight, as well as take passage to any part of the world, on modern railroad passenger trains with sleeping and dining cars attached, where you can take your meals, recline in smoking and parlor cars, and retire at night to a comfortable sleeper. You can take the train, almost at your very door, in any part of Cass county, travel from ocean to ocean, in luxury and ease, with every want provided for with as much prodigality as in our best city hotds.

Contrast these conditions with those of the pioneer of eighty years ago, following an Indian trail afoot or on horseback; by pirogue down the river, or by slow ox team over mud and corduroy roads into the impenetrable forest that covered the Wabash valley; and then say we are not progressing!

The immense business of our railroads is shown by the fact that the past year 216 trains are daily registered in Logansport, and 812,714 cars have been handled.

About 1881 there was some agitation in our city as to the desirability of street car service, but no one was ready to put up the money to build it. We had, however, some enterprising livery and transfer hackmen and as a result of the agitation, A. E. Taylor (commonly called ** Fatty Taylor," owing to hia corpulency), and Howard Smith, at that time in partnership in the livery business on Third street and Eel river, started a bus line, and later procured two '*herdics," and it was Imown as the **herdic'' line, which was to perform the same service as street cars. The herdics were low and as easily entered as a street car, tind were very comfortable. There was a regular route established over which the herdics traveled, to-wit: Started at Dolan's opera house, Third and Broadway, west to Second street, south to Market street, east to Fourth street, north to Broadway, east to Twelfth street, south to Smead street, east to Fifteenth street, north to Broadway and west to Third street, the starting point. Walter Kendall, who now runs the livery stable near the Panhandle depot, on Fourth street, was the first driver. When this herdie line first started, it was well patronized. It was a novelty and everyone had to take a ride in this new vehicle, but after the novelty wore off, the patronage fell off, and the first effort to establish a semblance of a street car service was a failure and after six or eight months the herdie disappeared from off our streets.

The Logansport Street Railway Company was incorporated in 1882, with Frank G. Jaques, of Illinois, the chief stockholder. Through the influence of J. T. McNary, $5,000 worth of tickets were sold to aid and encourage the company to proceed with the construction of the road and the work was promptly begun. The original line extended from Eighteenth street down Broadway to Second street, south to Market street, east to Fourth street and north to Broadway, w^th a spur to the Panhandle depot. The cars were run by mule power, and the bams were located on the northeast comer of Eighteenth and Broadway. The work was completed and the first street car in Logansport was started May 20, 1883, propelled by two mules.

The estimated cost of the original lines and equipment was $40,000. Later the lines were extended to the west side on Market street to Wilkinson, Bates, Miami, Sycamore and back over the Third street bridge, forming what was termed the west side loop. In the spring of 1886, Mr. Jaques sold out to a Mr. Christian, and J. T. McNary became local manager. On May 20, 1891, the car barns were completely consumed by fire, and nearly all the mules perished. Mr. McNary sold $2,500 worth of tickets and induced the owners to install electricity. The brick power house at Eighteenth and Broadway was at once erected and electrical machinery installed. The first car to be operated by electricity on our street railway was on October 1, 1891. Later Samuel Spencer of New York gained a controlling interest in the company and became its president, purchased the old fair grounds, now known as Spencer Park, and the driving park. .Mr. McNary being instrumental in maMng this deal the park was originally named McNary Park, but the latter changed the name to Spencer Park in honor of Mr. Spencer, who gave it to the city in 1892. About this time the lines were extended to Spencer Park. The lines on High street, Erie avenue and north side were built by the Logansport & Rochester Traction Company and the Indianapolis & Northern Traction Company in 1905, under the management of J. T. McNary. The Burlington avenue line was opened to traflSc in 1910.

The street car system has been owned by several different companies but now is owned and operated by one company, the Ft. Wayne & Wabash Valley Traction Company. When the present company gained control about 1905 they abandoned the local power plant on Eighteenth street and the entire system is operated by a central power plant at Ft. Wajrne and Lafayette, and the old power house is now occupied as a grocery. The present street railway system includes lines on Broadway, High street. West Market, Miami, Erie avenue, Burlington avenue, Clifton and Michigan avenues, so that nearly every section of the city can be easily reached by the car line, and with our increasing populatioii spreading out over such a wide territory has now become a necessity to the convenience and welfare of our people.

This is not only an age of progress but also a restless, impatient and fast age. People must travel rapidly and quickly. They can no longer wait for daily or bi-daily trains, but must go the instant they are ready, hence the great demand for the interurban car service between our cities.

The first interurban cars to enter Logansport was in the year 1905. Fred Boyd, as the chief promoter, constructed the Ft. Wayne & Wabash Valley Line from Ft. Wayne to Logansport and in 1910 the line was completed through to Lafayette, and a company under the title of the Ft. Wayne & Wabash Valley Traction Company now own and operate the line together with the local street car lines, George McCullough and Horace Stilwell, at the head of the Indiana Union Traction Company, built the line from Indianapolis to Logansport and began its operation about 1905.

The traction companies at first had oflBces and waiting rooms at 312-14 Broadway, but about 1910 purchased the property now occupied as a station on Third street.

The trolley cars now lead out from Logansport in three directions and traverse five townships, bringing the residents of those townships, and the little towns along the route, within a few minutes to Logansport and the price of farm lands has greatly increased along the interurban car lines since the advent of the trolley car. The electric lines running almost hourly is also a great convenience to business men and others who have business transactions in Indianapolis and surrounding cities, because they can go or return at any hour and are not delayed by waiting for the daily trains as of yore. Other interurban lines north and south are now in contempliEttion and ere many years pass by, our whole county will likely be traversed by trolley cars.

The first telegraph line to Indianapolis was opened in 1848, and brought the election news of that year. Jerry Johnson, with an uncultivated but bright intellect, says John Nowland, remained at the telegraph office to hear the election returns. He was greatly interested and watched every movement of the instrument and operator, and finally remarked: ''Wall, John, has old 'Jerry' lived to see the day when a streak of lightnin' can be made to run along a clothes line, jist like some tamal wild varmint 'long a worm fence, and carry news from one eend of the y earth to the tother."

The first telegraph line into Logansport was constructed along the old canal from Toledo, then down on the south bank of the Wabash river, about 1850-1. But few, if any, poles were used and the wire was attached to trees along the route. The telegraph oflfice occupied a room in the second story, over Dr. R. Faber's office, a 'frame building located at 415 Market street, where Rice's hardware store now stands. John B. Durett, Jr., was the first operator and Judson 0. Moore was the messenger boy and his brother, John R. Moore, now living at 220 West Broadway, was line repairer. Judson 0. Moore, a few years later, became the operator. He afterwards became assistant manager of an office in Chicago, then at Springfield, Illinois, but in his old age returned to Logansport, where he died at his home, 218 West Broadway, April 23, 1912.

Joseph Patterson relates that he was in this first telegraph office and watched for hours to see a message slide down the wire, thinking that it would come over the wire in a bundle, as is now seen in our depart- ment stores, when a clerk sends a package to the cashier to be wrapped up. From this first telegraph line to Logansport attached to trees, with the old primitive Morse receiving instnunent and its paper ribbon, instruments have been perfected, a network of wires extended, not only to every part of Indiana, but over mountains and under seas, to the utter- ;nost parts of the earth, bringing all peoples of every land into daily and hourly communication. Still more wonderful is the Marconi wireless telegraphy, which, spirit-like, enables man to communicate his thoughts to his fellows thousands of miles away without any intervening wire.

About 1887 the first bicycle made its appearance in Logansport. The first wheels had a large front wheel with the pedals attached direct to the wheel requiring no chain, and a small rear wheel. They were easily tipped over and many were the sad experiences of the riders of those first high wheel bicycles. A number received cracked heads, broken noses and limbs, until the modern safety wheel came into use about 1892. A Mr. Edwards, Link Pilling and Frank Wipperman were among the first to ride wheels in Logansport and the tall form of the latter attracted general attention and is still remembered by many although over a quarter of a centiiry has passed since this first bicycle exhibition. Ben Martin and Link Pilling were the first agents selling wheels, as at that time bicycles were sold only by agents and not by merchants. There were a number of bicycle societies or clubs, to-wit :

Bicycle races and tournaments were common and parties of cyclers could be seen out on the streets or smooth macadamized country roads every pleasant evening, but the novelty wore off, the craze subsided and now the bicycle has taken its legitimate place as a convenient and rapid mode of necessary transportation.

This new and advanced means of travel and transportation has aroused an interest among Cass county people even more than the bicycle. In the year 1901 the first automobile made its appearance on the streets of Logansport. A traveling minstrel show paraded the streets with a small automobile run by steam, had a steam whistle and went moving about blowing the whistle, the cynosure of all eyes. The whole town was aroused and turned out to see this wonderful machine that was navigating our streets so easily and rapidly without any visible propelling power.

The first automobile purchased by a resident of Logansport was by Dr. Robert Hessler on May 17, 1902, for which he paid $1,400. The second machine was bought soon after by Dr. J. P. Hetherington. Wherever these machines would go, in town or country, you would see men, women and children at doors, at windows, on sidewalks or by the roadside gazing, awe-stricken, at this curious vehicle traveling at a twenty or thirty mile gait. The utility of the automobile was soon demonstrated, many made their appearance and today, twenty of the forty doctors in Logansport make their calls in automobiles and hundreds of others in town and country are now in use. Auto drays, trucks, delivery wagons and carriages are rapidly taking the place of vehicles drawn by horses and the livery business is suffering thereby. Logansport now supports six auto-inns or garages, where scores of itiachines are kept, beside many private and individual garages. All this change has taken place in the last ten years. Within this period the motorcycle has also come into quite general use, until today hundreds of these machines are owned and operated by our people as a rapid and convenient mode of traveL

The first exhibition of aeroplanes or flying machines occurred at Spencer Park, June 23-24-25, 1911. Several bi-planes of the Wright pattern exhibited their skill and ability to navigate the air and great crowds gathered to see the wonderful performance of navigating the air like a bird. The wings of our people, however, are not suflSciently developed to attempt aerial flights and are still content to remain on terra firma, although some of the radical progressives persuade themselves that the time is here to leave the older methods, and seek castles in the air.

The review of the transportation methods of Cass county and means of communication are a striking picture of the wonderful progress made in the past eighty-five years from the Indian trail and ox team of 1824 to steam, and trolley cars, automobiles, telephone and telegraph, and last the flying machine of 1913.

To further show the progress and changed conditions in roads since the first settlement of the county, we give below the auditor's report of the number of miles of roads in the county in 1911:

Since then many miles of stone and gravel roads have been constructed. Stone roads cost from $4,000 to $6,000, gravel roads from $2,000 to $3,000 per mile, according to location and other conditions.