Clark County, Indiana - Chapter 33: Public Utilities of Clark County, 1909

The Jeffersonville Water Supply Company

The Jeffersonville Water Supply Company began to lay their mains and erect the pumping station in 1887. The pumping station is located above Port Fulton on the river bank and is a powerful and complete plant. The stand pipe is located just within the eastern limits of Port Fulton near the end of Market street. It is one hundred and fifty feet high, fifteen feet in diameter and has a capacity of a quarter of a million gallons.

The water works, as accepted December 14, 1888, had a total of ten miles of water mains, about one hundred and fifty subscribers, and represented on investment of about one hundred and fifty thousand dollars.

At the present time there are about fifteen miles of water mains, with about nine hundred subscribers. There are no mains smaller than six inches and none larger than fourteen inches. One hundred and thirty-four fire plugs located in all parts of the city furnish ample free fire protection, and the normal pressure of seventy-five pounds is sufficient for all ordinary fires. In extraordinary cases the pressure can be raised to one hundred and ten pounds in five minutes.

In 1906 this company began digging wells east of Fulton street and north of Tenth street, sii^king thirty-two and striking copious flows of soft freestone water. The pumping station near the wells was erected at a cost of about thirty thousand dollars, and it is from this station that most of the water supply of Jeitersonville is derived. The daily consumption of water in Jeffersonville is one and one-half million gallons.

David Allen, the superintendent, has been connected with the Jeffersonville Water Supply Company from the first. \\'ith a larger pumping plant at the wells pumping station Jeffersonville will be supplied with as pure water as any city in the state of Indiana.

The United Gas & Electric Company

The first gas plant in Clark county was built in Jeft'ersonville, in 1855, the franchise being granted by the Council on February 7th of that year, to furnish gas at two dollars per thousand. J. M. Cooper and J. C. Belman were granted exclusive rights for twenty years and the company was known as the Jeffersonville Gas Company. At the end of this period, in 1875, the contract was renewed for ten years under the same name. On January 28, 1880, it was renewed again, and on January 3, 1882, the name was changed to the Electric Lighting, Gas Heating & Illuminating Company. The company at this time was composed of Simon Goldbach, John C. Howard, S. S. Johnson, E. W. McKenna, Felix R. Lewis and their associates.

In 1889 the name was changed to the Electric Lighting, Gas Heating & Coke Company. An electric plant was installed on Maple street between Spring and Wall streets, in 1890. It consisted of two fifty light arc machines for street lighting, one alternating machine for incandescent lighting, two one hundred horse power boilers and two one hundred horse power engines, and it was operated until 1900. In this year Charles S. Knight was at the head of a company which entered the field to develop the business in Jeffersonville. This company was called the JeflFersonville Light & ^^'ater Company, and they were granted the contract for city lighting, in February. 1900, with an understanding with the powers then at the head of aft'airs of the city that Jeffersonville would take over the property in time and would run it under municipal control. However, a change in the political complexion changed this plan and the unloading failed to materialize. The plant was erected at Sixth street and Kentucky avenue, and consisted of one two hundred and twenty-five horse power engine, one one hundred and seventy-five horse power engine, two eighty light arc machines, two two hundred and fiftj' horse power boilers, one three thousand light and one thousand light generator for alternating incandescent lights. This company furnished arc lights to the city at forty dollars per year. The Jeffersonville Light & Water Compau)^ went under within a short time and finally Frank Willey was appointed receiver. At this time the receipts from the commercial lighting would hardly pay the coal bills of the concern. The plant had deteriorated badly by the time the United Gas & Electric Company organized and bought it in 1900.

This new company also absorbed the Electric Lighting, Gas Heating & Coke Company, which owned the gas plant at Sixth street and ^Michigan avenue, in 1900.

The gas plant now occupies ground on Sixth street and Michigan avenue, one hundred and fifteen feet by three hundred and fifty feet, and consists of a retort house sixty feet by thirty feet, a meter and exhauster room twentythree feet by eighteen feet, and the condensing house thirty-six feet by twentyeight feet, all of these buildings being of brick construction with slate roofs. There is also a separate brick structure twenty feet by twelve feet, containing the oxide room, a coal storage shed with metal roof one hundred and four feet by thirty-one feet, and a coke crushing plant. The gas holder is built in a brick tank fifty-four feet in diameter, having a storage capacity of twentyseven thousand cubic feet. This plant, technically known as a three bench coal gas plant, is equipped for a daily output of rme hundred and fifty thousand cubic feet of gas. the maximum output now being one hundred cubic feet. It compares favorably with plants in cities larger than Jeffersonville, and the charge of one dollar per thousand cubic feet for gas seems reasonable.

The electric plant at Sixth and Kentucky avenue is now operated as a distributing and rotar}' converter substation, supplying an alternating current series, arc and commercial lighting and power service to JefifersonVille, Howard Park, Port Fultcn and Clarksville, and distributing railway current to the Touisville & Northern Railway & Lighting Compau}', the Louisville & Southern Interurban Traction Company, and the local city lines. Besides the above named equipment at this station there is also a twelve hundred amphere fifty-five volt general electric booster, used in connection with a storage battery, which is located in an adjoining building. The battery consists of two hundred and sixty-four cells, chloride accumulators, with a capacity of six hundred amphere hours at the one hour rate of discharge. These storage batteries are charged from the main generation station and are used to boost over the hard pull of the day from five to seven o'clock p. m.

The change in the gas and electric light business in the last six or eight years has been phenomenal. In 1902 there were only five hundred gas customers in Jeffersonville, and only one hundred and fifty gas stoves.

In 1909 there are over one thousand five hundred customers for gas lighting; there are one thousand two hundred and sixty gas stoves, sixty water heaters, one hundred and twenty-five gas heaters (small stoves), and fifteen miles of gas mains.

In 1902 there were practically no incandescent subscribers, and unsatisfactory street arc lamps. In 1909 there are one hundred and sixty-five inclosed street arc lamps of the General Incandescent Company make, eight hundred subscribers to incandescent light, ten thousand two hundred and two sixteen candle power lamps for commercial lighting, six hundred and thirtyeight horse power motors, one hundred desk fans, twenty-five ceiling fans, twenty-three electric signs and two hundred and seventy-seven commercial arc light lamps, over two hundred of which are in the Car Works. This growth has all been made in less than seven years.

The Charlestown Lighting plant is small l)ut efficient It is owned by the Louisville & Northern Railway and Lighting Company, and has about seventy-five customers for incandescent lights and about thirty-six street arc lamps. This plant contains one forty kilo watt two hundred and fifty volt generator, belted to a sixty horse power high speed Atlas engine, one' eighty horse power tubular ' boiler, and one one hundred and twenty horse power five hundred volt motor. The apparatus Is so arranged that the gener-

In 1888 the Car Works installed four electric machines for lighting their shops, and they were continued in use until 1902. when the power began to be supplied by the United Gas & Electric Company. In 1893 Belknap Cement Mills, at Sellersburg, installed an electric lighting plant and have been operating' it ever since.

In 1894 Sweeney's Foundry installed an electric machine of their own make for lighting their shops. It is now used as a nickel plating system.

In 1901 Prof, W. W. Borden, of Borden, installed an electric plant, consisting of one ten horse power gasoline engine, one ninety light generator supplying four arc lamps of twelve hundred candle power and fifty-two sixteen candle power incandescent lamps.

John F. and Joseph Spieth installed an eight hundred light plant in their building at Chestnut and Spring streets for furnishing incandescent lights from Court avenue to the river. This plant was operated for three years.

In 1902 the Market street mule car line was cimverted into an electric line by Ham Duffy and was operated for two years as such, when it was purchased by the Louisville & Southern Indiana Traction Company.

This company, which operates between Jeffersonville, Xew Albany and Louisville, also owns and operates the city railway in Jeffersonville. The equipment of this road is one of the best in the state of Indiana and the service of a thirty minute schedule between Jeffersonville and New Albany, and a fifteen minute schedule between Jeft'ersonville and Louisville is adequate for the travel, if not for the comfort of the passengers. From the county line at Silver Creek and Gleenwood Park the interurban line traverses a section destined to be an important and desirable residence location. The city lines on Spring street. Court avenue, Chestnut street to the upper end of Port Fulton, Market street west of Spring, Missouri avenue and Sixth street practically cover the entire city and furnish rapid and convenient transportation.

The approach to the Big Four bridge in Jeffersonville was completed in September, 1905, and electric inter-communication begun. This approach and bridge not only offer access to Louisville for the Louisville & Southern Indiana Traction Company, but the Louisville & Northern, and the Lidianapolis & Louisville traction cars also.

The Louisville & Northern Railway and Lighting Company control and operate the lines from Jeffersonville to Charlestown and from AVatson to Sellersburg. The Indianapolis & Louisville Traction Company operates the lines north of Sellersburg. Over this system of lines from Indianapolis run the local and limited cars to Louisville. An hourly schedule of trains from 6:30 a. m. to 8:30 p. m., with four limited flyers called the Hoosier Fh^er and Dixie Flyer, offer exceptional facilities for rapid transit both local and through. The construction and equipment of these lines show a close adherence to the best standards of modern interurban railway work. Girder rails of ninety pounds Lcraine section and T rails of seventy-five and seventy-se\'en and a half pound Carnegie sections are used, the ties being selected white oak. A deep filling of crushed stone ballast insures the stability of the roadbed, which is built in accordance with standard steam railroad specifications. The trolley circuits consist of double 3-0 grooved wires and the feeder system of five hundred thousand c. m. insulated cable. Span constiiiction is used throughout with thirty and thirty-five foot eight inch top poles. Numerous convenient waiting stations along the thirteen and twenty-six hundredths miles fiom Jeffersonville to Charlestown, three miles from Jeffersonville to Glenwood, four and thirteen hundredths miles from Watson to Sellersburg, and fourteen and sixtythree hundredths miles from Sellersburg to Underwood, mark the stopping places of the cars, and a large suburban, interurban and rural population is served.

Fifty-seven trains daily arrive from Louisville. Thirty-five trains daily arrive from New Albany. Eleven trains daily arrive from Indianapolis. Eleven trains daily arrive from Charlestown.

The rolling stock of the Louisville & Southern Interurban Traction and the Louisville & Northern Railway and Lighting Company consist of fortyone interurban motor cars, trailers and express cars, one electric mogul car, repair cars, freight cars, express cars and sprinklers, besides the city cars. This equipment is all in excellent condition, and the interurban cars, built by the St. Louis Car Company and the American Car & Foundry Company, are of the latest design and construction, the motor cars being equipped with four fifty horse power G. E. motors. In Jeffersonville a commodious barn is located, where the cars are housed when not in service.

kilo watt general electric rotary com-ertor, three sixty cycle one hundred ten kilo watt step down transformers and a two panel switch board. Current is taken from a four thousand volt transmission line, as in the case of the Jefifersonville sub-station, and after passing through the transforming and converting apparatus it reaches the direct current railway feeders at a pressure of about six hundred volts. This station is an excellent example of the latest engineering practice in railway sub-station construction.

The Pennsylvania Railro.Ad

Pittsburg. Cincinnati, Chicago & St. Louis Railway Company. The old Jefifersonville, Madison & Indianapolis railroad was a consolidation of two roads, the Jefifersonville and the older Madison & Indianapolis, taking the combined name. The former was originally the Ohio & Indianapolis Railroad, chartered by the Legislature of Indiana, January 20, 1846, and changed to the Jefifersonville Railroad three years after - January 15, 1849. It was first in full operation February i, 1853. The other was chartered in June, 1842, and set in operation in October, 1847. It was afterwards sold under foreclosure, and reorganized March 28, 1862. as the Indianapolis & Madison Railroad Company. Mav i. 1866, the companies became one. and merged their lines into a single one, from Jefiferson to Indianapolis. January i, 1873, the road became part of die Pennsylvania system.

The Pennsylvania Railroad has twenty-eight and nine hundredths miles of main line track in Clark county ; nineteen and forty-one hundredths miles of siding, and two and six hundredths miles of second main track. The yards in Jefifersonville are the largest in the county ; in them all north bound freight trains from Louisville and Jefifersonville are made up.

The Pennsylvania bridge across the river just below the city of Jefifersonville, although not wholly one of the public utilities of Clark county, is a part of the railway which bears the same name, and adds materially to the importance of the city. On February 19. 1862, the Kentucky Legislature passed an act "to incorporate the Louisville Bridge Company." Much time was consumed in settling the legal difficulties which arose, but finally the contracts were let. The piers were finished and the superstructure begun in May, 1868. After many accidents and delays the first connection of superstructure between the shares was made February i, 1870: the railway track was laid and the first train passed over on the 12th of this same month. The bridge had cost, to the close of 1870. two million three thousand six hundred and ninety-six dollars and twenty-seven cents, including one hundred fourteen thousand five hundred and sixty-two dollars interest on the capital stock, and all other ex- penses. The construction account alone was one million six hundred fortyone thousand six hundred and eighteen dollars and seventy cents, reaching not greatly beyond the estimate of the chief engineer, January i, 1868, which was one million five hundred thousand dollars. The partial year of operation in 1870 yielded the company a gross income of one hundred twenty-one thousand two hundred and sixty-seven dollars and fifty-five cents - eightyfour thousand six hundred and five dollars and ninety-eight cents tolls from railway freights, thirty-five thousand five hundred and fifteen dollars and ninety-seven cents from railway passengers, and one thousand one hundred and forty-five dollars and sixty cents tolls on the foot-walks The operating expenses were ninety-one thousand twenty-three dollars and seventy-seven cents.

It has a single railroad track, and its total length between abutments is five thousand two hundred and eighteen and two-thirds feet. The spans commencing at the abutment on the Indiana, or north, shore are as follows : 99, 149.6, 180, 180, 180, 398-)4 (Indiana Chute), 245'/, 245^, 2455^, 245^, 245!/^, 245^, 370 (Middle Chute), 227, 227, 210, 210, 180, 180, 149.58, 149.58, 149.58, 149.58, 132, 132 (draw over canal), 50, 50. These dimensions are from center to center of piers, and they are greater by the half-widths of two piers than the clear waterway. The trusses themselves are of the two styles patented by Albert Fink, the chief engineer of the bridge. The two channel-spaces are spanned by Fink triangular trusses, and all the others except the draw by Fink trussed girders. The approach to this bridge on the Indiana shore consists of a long and high enbankment. This, however, does not properly belong to the bridge, and in accordance with the rule adopted for other bridges, we consider that we have reached the end of a bridge when we come to earth-work. Under this rule this bridge has no approaches, the entire space from abutment to abutment being waterway. This bridge originally had a six foot side walk for the use of pedestrians, but they were torn ofif in late years.

The Big Four Bridge

This colossal structtire, which is Jefifersonville's chief outlet to the south, was completed in August, 1895, seven years having been occupied in its construction. It is a single track railroad bridge and is used by the Big Four Railroad, the Louisville & Southern Interurban Traction Company, the Louisville & Northern Railway and Lighting Company, and the Indianapolis & Louisville Traction Company, for their interurban traffic. The length of the spans, beginning on the Indiana side, is as follows: One of 210 feet, two of 550 feet each, one of 553 feet, and two of 341 feet each. The piers are five hundred and fifty feet apart and the bridge is one thousand two hundred and twenty-four feet long between shore piers. Length of bridge proper is two thousand five hundred and forty-five feet, and with approaches is over nine thousand feet long. The clearance over the channel is fifty-three feet above high water. In round numbers the bridge cost five million dollars, of which one million eight hundred thousand dollars was spent in construction and three million two hundred thousand dollars for property on either side of the river for approaches.

For some years Jeffersonville and Louisville capitalists had endea\'ored to form a company to build a bridge between the cities, but in 1881 capitalists in New Albany formed a company to build the bridge there and the Jeffersonville scheme suffered a setback.

In 1885 began the long fight for the new bridge which finally resulted in the Big Four bridge. The fight that the river interests made against the construction of this work reflects no honor and little credit on the men who were in it either as river capitalists or river employes. In a small pamphlet published by the War Department the sworn statements of these river men appear and they are a sad commentaiy on the veracity as well as the intelligence of the men making them.

Every imaginable obstacle was thrown in the way of the scheme from the very beginning, in 18S5. Senators and Representatives from every state bordering upon the river flung themselves into the fight to protect the interests of the ri\'er men. The promotors had prepared for this and had consulted all the leading pilots before settling on their plans, notably Pink Varble, a well known pilot, who nevertheless came in with an aftidavit that the location of the bridge would ruin navigation.

After a long fight the plan went through and the building begun. Even then a snap vote was secured in Congress in the absence of Congressman Howard, stopping the work, but at last the opposition was overcome. In December, 1892, after several spans had been erected, a half span with the traveler fell into the river, carrying down a score of workmen to death. Later that night a complete span fell. Three years before this two accidents in the caissons when the piers were being constructed resulted in the death of sixteen men.

The scheme to build this bridge originated with James W. Baird. The first work was done October 10, 1888. After the loss of the span and a half amounting to over sixty thousand dollars, the bridge was thrown into the hands of the Big Four. It was completed and thrown open for business in September, 1895.

The Big Four Railroad owns no property in Clark county except the bridge and a yard. This yard, just in the rear of the United States government building, is one of the largest railroad yards around the Falls and contains about nine miles of track in its switches. The freight depot and switch at Spring street and the bridge crossing completes the property. The approach for the traction cars in Jeffersonville was constructed in 1905.

The Baltimore & Ohio Southwestern

This road was originally the Ohio «& Mississippi, the present Jeffersonville branch from Watson being the main line, as the New Albany extension was not built until February, 1888. It was chartered by Indiana February 12, 1848; Ohio, March 15, 1849; and Illinois, February 12, 1851. It was built by two separate corporations, and completed in 1867. with a six-foot gauge, which has since been changed to standard. Since November 21, 1867, it has been operated under one management, two divisions. An act of the Indiana Legislature, March 3, 1865, provided for the branch from North Vernon, through Clark and other counties in that state, to Louisville, which was opened in 1868 and has since been successfully operated

When the extension to New Albany from Watson was made it was known as the New Albany & Eastern. This extension constitutes the main line into Louisville now, the trains entering that city from New .Albany over the Kentucky and Indiana bridge.

The Baltimore & Ohio Southwestern has about twenty-five miles of track in Clark county, and in Jeffersonville, at Market and Broadway, have yards of about one hundred cars capacity. The tracks of this road, from the limits of Jeffersonville northward, are used by the Big Four Railroad.

The business handled by the Baltimore & Ohio Southwestern in late years has been small and from present indications will never be much larger.

The Monon Railroad

The Chicago, Indianapolis & Louisville Railway Company. This road has twelve and eighty-two hundredths miles of main line track in Clark county. It passes through the extreme western end of the county, touching Borden in Wood township.

The Ferry Company

All the ferries in early times were owned and managed by Jeffersonville men. On October 12, 1802, Marston Green Clark was granted a license to operate a ferry by William Henry Harrison, Governor of Indiana. This ferry was put in operation by Clark and was continued by him until ]\Iarch 4, 181 5, when he sold his rights to James Lemon. Lemon ran the ferry, which until that time and for some years afterward was but a small row boat aft'air, until October 9, 1822, when he sold out to Robert Fray. Fray sold to George White on December 19, 1822.

Baird S History Of Clark Co., Ind. 37I

George White had previously bought from Samuel Meriwether another ferr}' right, which had been confirmed by the Indiana Legislature to White, in December. 1820. At this time \Miite owned two ferries and he continued to operate them until July 3. 1826, when he sold a half interest in both ferries to Charles Stead.

On the same day George \\'hite sold the remaining halves of the two ferries to Eliphalet Pearson, who on the same day sold his holdings in these ferries to Ephraim Gilmore. On July 3, 1826, Stead sold his undivided interest in the two ferries to Athanasius \\'athen for six hundred dollars. Gilmore and Wathen continued to hold and operate the two ferries until July 22, 1835, when Gilmore sold his undivided half interest to John Shallcross, Charles M. Strader and James Thompson.

]\Ieanwhile the ferrj- privilege had attracted other men and on July 2, 1807, Governor Harrison issued a license to Joseph Bowman. This ferry was to run from the foot of Spring street to the public road at the mouth of Bear Grass creek, in Louisville, this road being about where the foot of Second street is located now. Bowman operated this ferry until February i, 181 7. when he died, unmarried, and left his ferry rights to his brothers. Leonard and William, and sisters, Elizabeth and Susan. On December 10. 1825, James Fisler and his wife. Susan (Bowman's sister), sold their one-fourth share to Athanasius Wathen. On July 26, 1829, William Bowman sold his interest to A. \\'athen. In ]\Iay, 1821, Leonard Bowman died, leaving nine children, one of whom, Elizabeth, was the wife of Athanasius \A'athen.

(The fact that Athanasius \\'athen became insane before he died may be attributed to his efforts to figure out just how much of each ferry he did own.)

On May 13. 1823, John Wealthers and his wife Elizabeh (Bowman's sister) sold their one-fourth interest in the ferr}' to James Nesmith, and on July 4, 1825. Xesmith sold this one-fourth interest to Ephraim Gilmore. On July 22, 1829, Gilmore sold this one-fourth interest to John Shallcross, Charles M. Strader and James Thompson, who then became owners of onehalf interest in all the ferries, Athanasius Wathen owning the other one-half interest in the three ferries.

In 1831 the old hand power ferry boats were discontinued and the first steam ferry boat began to run. In 1832 the boiler of this boat blew up. killing seven men, but a new and better boat was built and the business continued.

The ferry boats at this time ran from the foot of Spring street to a place called Keiger's landing, opposite, the island not having attained its present size at that time.

was named the Black Locust. She was a double hull boat, with a center wheel. She had engines on each side and was about one hundred and fifty-five feet long. Long before the Black Locust had worn out the A. Wathen was built and put in the trade. The two baats for many years ran on different routes, one of them running across the river, as stated above, to Clay street, the other to a landing about the foot of Second street. This double service continued until the severe winter of 1866-67. This winter was so cold that the river froze up early and the coal supply gave out and people suffered for the want of fuel. \\'hat little there was went to sixty cents per bushel. The famine became so serious that Phil Tommpert, who was then Mayor of Louisville, had the boats which ran to Clay street stop running so that the fuel they were consuming could be distributed to the sufferers. As this boat was not paying it was taken ofi' and since that day there has never been a ferry to Clay street.

In 1862 the James Thompson was built by the Howards for the ferry trade and ran but a short time when she was sold to the United States government. She was bought back again at the close of the war and put on the Clay street ferry until the hard winter of 66-67. She was a boat of one hundred and fifty-five feet in length, thirty-seven feet beam and five feet hold. The old A. Wathen continued in the ferry to First street.

The Shellcross was built soon after the War of the Rebellion by Daniel Richards on the Louisville side, just below the island. She had her engine and boiler out on her guards, but afterwards they were moved in on the hull.

The Z. M. Sherley was built by the Howards in 1873. She was a side wheel boat, constructed to carry wagons on both ends, her cabin being upstairs. She was one hundred and fifty-three by thirty-six by six feet.

The new Shallcross was built in 1878 by the Howards and she was similar in construction to the Sherley. Her dimensions were one hundred fifty-eight by thirty-seven by six feet.

The W. C. Hite was built in 1882 and diiYered materially from her predecessors. Wagons were carried only on the forecastle, the after end being utilized for a cabin on the main deck. This boat was rebuilt in 1897 and a new hull substituted. She was one hundred fifty-six by thirty-six by six and one-half feet.

In 1888 the Sunshine, an excursion steamer, was launched at Howard's. She was one hundred seventy by thirty-six by five feet, and was built for the purposes of carrying excursions to Fern Grove, at the mouth of Fourteen Mile creek. The Columbia, another excursion steamer, one hundred seventy by thirty-five by six feet, was built at Howard's in 1892, for the same purposes.

A new ferry boat, the City of Jefifersonville, was built in 1891, and together with the Hite, still runs between the two cities. The Sunshine was sold in 1907.

Bairds History Of Clark Co., Ixd

The present ferry company, the Louisville and Jeffersonville, was chartered March i6, 1869, by the state of Kentucky, for a term of fifty years. Two hundred thousand shares of stock at one hundred dollars per share were subscribed, and this charter empowered them to purchase all other ferry privileges. In 1865 the North and South Ferry Company was chartered but it never began business.

The Home Telephone

In 1902 the Sellersburg Independent Telephone Company established an exchange at Sellersburg, with a few subscribers, and in 1903 the Louisville Home Telephone Company, of Louisville, acquired control of it.

This company has since that time extended its lines to Charlestown, Xabbs and Underwood, where they have pay stations, but no exchange. It has lines to St. Joe and for sixteen miles on the knobs beyond. Borden is in connection with New Albany. The Stromberg Carlson instruments are used, as in Louisville, and the service, though small at present, is excellent. The Sellersburg exchange has about one hundred subscribers.

The Cumberland Telephone And Telegraph Company

The history of the development of the telephone utility in Clark county dates back to 1883, when the Ohio \'alley Telephone Company, the Bell licencee operating in the Louisville district, then under the management of H. N. Gififord, extended its lines from New Alljany. where it !iad just opened an exchange.

The first exchange in Jeffersonville was in the rear room, first floor of 215 Spring street, and remained there until it was washed out by the flood of 1884. It found temporary quarters in the second story of a building further north on the east side of Spring street, while a permanent office was being arranged for it on the second floor of 355 Spring street, now Franks' diy goods store. The room had a bay window overlooking the street, which was of great convenience to the operator in spying out persons who were wanted at the 'phone. The exchange closed at 6 :oo p. m. It remained here until it was moved into quarters which were part of its present home.

Miss Leilla Houston was the first operator in Clark county, and she was assisted by her sister. Later Miss Nannie Burke, a well known and very popular young lady of Jeffersonville, succeeded Miss Houston and she had sole management of the company's business for many years, until the Cumberland Telephone & Telegraph Company absorbed the Ohio Valley Company, and put men in charge of its smaller exchanges. The service spread out very slowly in Clark county ; the lines were extended to Sellersburg and Utica on account of the lime and cement industry in those places, and a line was built to Charlestown and finally to Aladison. In 1897 the joint wisdom of the Ohio Valley Company in offering, and the citizens of Jeffersonville in accepting, good service at fair rates, with a single system saved the city from the sad and expensive experience of telephone duplication. Up to this time it had been a day service and the subscribers numbered fifty, but the business was extended and the equipment was modernized and the subscriptions rapidly increased.

Generally speaking Clark county is well developed in a telephone way. All the towns in the county have 'phones and the farmers have considered it second only in importance to the railroads.

The Jeffersonville exchange, under the management of Charles Casperke, has ten operators and the free service extends all over the county, except Borden. The service to New Albany is free and these attractive conditions exist throughout the county. Quick, efficient and satisfactory service has brought the whole county together as nothing else could do. At present the Jeffersonville exchange has one thousand four hundred subscribers, Charlestown two hundred and thirty-one, Borden sixteen, Henryville one hundred and forty-two, Sellersburg, one hundred and fourteen, Utica sixty-five, New Washington, one hundred and fifteen, and Bethlehem four.