Delaware County, Indiana - Chapter 10: Turnpikes and Railroads, 1908

About the time the last public lands were entered and Delaware county became "settled up," the economic needs of the people called for improved facilities of transportation ; at the same time the material resources of the countv had increased far enough to warrant such public improvements. The closest kind of relation existed between the welfare of the farmer and the kind of roads over which to carry crops to market. The condition of the early roads and their effect on the farmer are described by Prof. E. Tucker in a former history.

"In making the roads," says this writer, "men drove through the woods, cutting out brush and poles when necessary, to admit the passage of the wagon. . . . And when actual roads, intended for traveling by wagon, becran to be made, it was done simply by removing some of the largest trees, so as to give room for the wagon to pass, and building bridges, not merely over the streams, but across the swamps also, of poles or logs laid crosswise of the track. Sometimes earth was thrown upon the bridge thus made, but oftener the poles or the logs were entirely bare. And the wagons would thump and bounce in passing over that wonderful highway. . . . Pork and grain had to be hauled to Cincinnati, and instances were frequent in which pork brought only $1.50 net in the market. Some of the early settlers of Wayne county tried in vain to sell as good wheat as ever grew for twelve and a half cents a bushel to pay their taxes." With prices so low and the roads so wretched, there were times when it did not pay to haul the farm products to market. Even when prices for grains were high, and farmers' wagons followed in close succession on the way to market, the roads were such that men and teams both were exhausted by the time they had gone twenty miles. It is not strange, then, that the problem of transportation was the most vexatious and the one that received the most consideration among the first generation of citizens.

Canals, turnpikes and railroads were discussed and planned for in every part of the middle west during the forties. In 1842 a charter was granted the Muncietown and Fort Wayne Railroad for a line seventy-five miles long between those two points. But it was nearly thirty years before a railroad was constructed over this route. In a Muncie paper of December, 1843, is a discussion of the proposed turnpike road from Muncie northwest to the Wa-

Lj«h river at Lagro. Tlic building of railroads was earnestly pleaded for in pfCSS and in public meeting, but shortly before the beginning of the railroad cra in the actual construction of lines through the west there was inaugurated another movement designed to meet the urgent necessity for better transportation. This was the "plank road idea," an innovation which, according to a recent contributor to the Indiana Magazine of History, originated in Russia, thence found its way to Canada, and from there into the northern L'nitcd States. "In a country," continues this writer, "where timber was not n;crcly abundant, but an actual incumbrance, the conversion of this timber into a solid road as smooth as a floor was a captivating proposition, and the fner caught and spread. In no place was there better reason for it spreading than in Indiana, and accordingly for nearly ten years (through the fifties ) we had the plank road era. The promise of immediate returns was, presumably, sufficient to attract capital, and the state very wisely handed over the new movement to the capitalists. From 18.18 we find laws authorizing corporations to take possession of the existing roads, to convert them into plank roads, and to erect and maintain toll houses for revenue along the same."

The first laws with reference to gravel roads are found in 1858. Plank roads had only a brief vogue,. and yet were a very useful institution while they lasted. It was found that these roads endured the stress of weather and heavy travel only a few years, and unless expensive repairs were undertaken the warping and working loose of the planks soon put these highways in a condition of almost impassability. About the close of the fifties legislation on plank roads ceases. Another reason for the decadence of plank roads was the appearance of the long awaited railroads west of the Alleghanics. With the construction of the Bcllcfontaine and Indianapolis Railroad through Delaware county its farmers found that their produce could be shipped almost from their doors, and that a haul of a few miles at most was all that was necessary to place their grain and stock in easy reach of market. So the former agitation for long commercial thoroughfares ceased, and thereafter the improvement of roads became largely a matter of local concern and usually was undertaken by private capital.

The first toll road in Delaware county was constructed by the Cambridge City, Simons Creek and Muncie Turnpike Company during the early fifties. This connected Cambridge City in Wayne county with Muncie.

But the era of gravel pikes, with their toll houses and sweep poles, such as are familiar to the majority of people in Delaware county, did not really begin until the late sixties. By that time conditions had vastly changed in the county over those that existed when the road question was first agitated.

The county was no longer a pioneer region, with its resources largely undeveloped, and the people dependent on their constant industry to obtain means of living and the conveniences of civilization. Notwithstanding the economic drain caused by the war, all parts of the country were prosperous, and the foundation of solid wealth had been laid beyond the power of temporary reverses to destroy. Accordingly, it seems that the principal avenue in which many citizens of Delaware county turned their energies and capital during the latter part of the sixties wa the construction of gravel turnpikes. As a result we find, in 18S0, when tl agitation for free gravel roads was at its height, a Muncic editor rcfcrri-i; proudly to the "eleven grand" turnpike roads radiating in every direct' m from Muncie, bringing people to market from all parts of the county, and removing the usual obstacles to trade of muddy roads. A brief history of each of these roads follows :

Muncie and Middletown: Muncie and Middletown Turnpike Company organized June 29, 1S66, directors being James W. Heath, Asher Storer, J. E. Wilcoxen, William J. Hurst, James A. Tomlinson. The following year an extension of the road was authorized. The road was eight and a third miles long, extending southwest from Muncie into the south part of Salem township.

Blountsville and Morristown : Chartered in December, 1866, by thirteen persons resident of Henry, Delaware and Randolph counties. Road to run from Blountsville, in Henry county, touching the southeast corner of Delaware county, to Morristown, in Randolph county.

Range Line road: Articles of association filed May 16, 1867. The road was made three miles long, extending from the Middletown and Muncie road south on the range line, to the northeast corner of section 24, Salem township.

Middletown and Range Line : This road was built from the northeast corner of section 24 on the east line of Salem township, west four miles, then south to the county line. The right of way was granted in June, 1867, and the articles of association were filed the same month.

Muncie and Wheeling: This road, for which right of way was granted by the county commissioners in June, 1867, extends in a northwesterly direction through the northern part of Center, the western part of Hamilton and the northeast corner of Harrison to Washington township, and thence north to Wheeling. It is about thirteen miles in length.

Middletown and Dalcville: The company was organized and the right of way granted in June, 1867, for a north and south road four and one-quarter miles long, running from the Daleville pike, at the northeast corner of section 7 in Salem township, south over the line into Henry county.

Muncie and New Burlington : Constructed by a company organized in 1867, a total length of ten -and three-quarters miles, from Muncie southeast to New Burlington.

January, 1 868, and the pike was laid from the west edge of Muncic along what is called State avenue to the bridge over Buck creek at Yorktown.

Jackson Street: This road, for which right of way was given in January, iS68, was made a toll road from the Calvert street bridge at Muncie to the west line of the county, a distance of ten and a quarter miles.

Muncie and Bethel : The Bethel pike runs from the northwest corner of Muncie in a northwesterly direction ten and one-half miles to the west side of Harrison township. The right of way was granted in March, 1869. Muncie and Eaton: This pike, beginning at a point between sections 34 and 35 of Center township, and extending north about eight miles to the Mississincwa river at Eaton, was built by the Studebaker Turnpike Company, and is generally known as the Studebaker pike. The right of way was granted in March, 1867.

Centennial: This pike, so named because right of way was granted in June, 1876, begins on the Granville pike on the north side of Muncic and runs cast along the south side of sections 2 and 1 in Center township, continuing in the same direction into Liberty township.

Junction: Right of way granted March, 1868. Commenced on cast side of county near Windsor, thence west along State road to intersection with Xew Burlington pike.

Smithfield and Albany: Right of way granted April, 1869. Mississinewa and Albany: Right of way, April, 1869. Mississincwa Valley: Right of way granted April, 1869. Muncie and Smithfield: Right of way granted April, 1869, for road extending from New Burlington pike, about a mile east of Muncie, across the Helvie bridge, and, with several turns, to a point north of Smithfield. Blountsville and Smithfield: Right of way granted July, 1869. Road extended from southwest corner of section 23 in Perry township north to junction with Winchester and Muncie road.

New Corner: This turnpike company filed articles of association in December, 1870, for the purpose of constructing a road from the west side of Hamilton township, at a point on the south side of section 7, in a northwest direction, by angling route, to New Corner.

The gravel pikes of Delaware county were of tremendous advantage to the material welfare of the county. They brought city and country together, and, as elsewhere stated, were specially beneficial to the city of Muncie. These roads began the work of consolidating the people and their interests, which the later development of intcrurban railroads has brought, seeminHv, to the highest state of perfection.

But within twenty years after the beginning of the turnpike era in Delaware county there appeared a change of sentiment regarding those roads. It is a popular belief of long standing that the highways are free and public, and only in return for a great general benefit will the people allow an individual or corporation to tax the use of such highways. Accordingly, during the late seventies and early eighties Indiana experienced an agitation for free pikes, resulting finally in a law by which each county, when the people so willed, could purchase the pikes and open them to all, toll free.

The question first came to vote in Delaware county in April, 1882, at which time 2,252 votes were cast against free roads and 1,514 in favor of the purchase. This did not settle the matter, however, and the following year a special election was appointed to decide. A warm campaign was indulged in by the advocates and opponents of free pikes. One of the strongest supporters of the free-pike movement was R. S. "Gregory of Muncic. In a speech made before the election he declared that according to the sworn reports of the directors of the toll roads the 107 miles of pike in the county had, in the past five years to June 30, 1883, received in tolls, $83,714.68, or $778.68 to each mile. Of this the officers received as salaries $13,281.84, or $2,656.57 each year, and expended in maintaining the roads $30,000, leaving $53,625 to be divided among stockholders and officers. "There are 45 miles of free gravel roads," asserted Mr. Gregory, "and an assessment of one cent per hundred dollars has kept them up for one year, at a cost of $1,000 for 45 miles. Now, the Granville, Studcbaker, Central, .Wheeling and Bethel pikes, which aggregate the same distance - 45 miles - collect annually $8,- 697.02 in tolls, or $7,697.02 more than it takes to keep up the same length of free gravel roads."

Though public sentiment in favor of free pikes was strong at that time and in subsequent years has grown until the toll road would hardly be tolerated, yet the vote taken on the question in 1883 was so evenly divided that the county commissioners could not regard the decision as compelling immediate action, and in fact the complete abolishment of the toll-gate was delayed for nearly twenty years. The vote was taken October 20, 1883, when J, 901' ballots were cast in favor of purchasing the toll pikes, and 1,778 against, free roads winning by a majority of 123. As an example of the opposition expressed in certain parts of the county to free roads there was a movement in the following year among several townships for secession from the county. Washington, Union and Niles talked annexation to Blackford county, while Perry and Liberty developed a similar current of opposition. The amount required to buy the pikes was assessed against the townships. The residents of the north tier of townships would be benefited in only a small measure by the pikes of Delaware county, and if they used those of Blackford county they would be compelled to pay toll, so it was natural that they should object to paying for free roads in their own county, which they would use infrequently and in addition be burdened with tolls every time they used the roads of the adjoining county. Another cause of grievance originating about

,[,(. came time with the free-pike question was the building of the court house at Muncic. The buying of the pikes and the building of a new court house wCrc undertakings that were discussed with a great deal of ardor among the people of Delaware county, and they continued to be tender subjects until tlicy were quite obscured in the excitement of the gas boom.

In some reminiscences contributed to a former history, Thomas S. Ncclv stated his recollections of the agitation for railroad connection in Delaware county as follows : "At the time of the agitation of the railroad question over the country I thought we ought to have a railroad connection, but did not know where, only that we ought to have an outlet. The canal outlet had failed in reaching us, and railroads were beginning to excite the people. I got up a paper and carried it around among the people, but it failed to excite any particular interest. Dr. Anthony laughed at me, and said it was foolishness to talk about such a thing. A meeting, however, was called at the court house, and brought out a large crowd. Several persons addressed the meeting, myself among them. No one had any idea where the road was to be built, or to what point. Some suggested Fort Wayne in order to connect with the canal. I was not favorable to that project, because it would freeze up. Others suggested Connersvillc, Indianapolis, Bellefontaine, etc. I was most in favor of a connection to the southwestward, to join the Madison and Indianapolis Railroad, then just completed and put in running order. Wc were finally solicited by parties both from Fort Wayne and from Bellefontaine, and finally agreed to join with the Bellefontaine folks. The manner in which the question was settled was indeed novel. At a meeting at the Ohio state line, where Union City is now located - there was no Union City then - after a number of speeches had been delivered from a box, it was decided to put the question to the test, and all who were favorable to Bellefontaine were directed to take one side of the door as they filed out, and those favorable to other points, the other side. It was found that the Bellefontaine folks had two-thirds majority over all. O. H. Smith was made the first president of the road. Thus was formed and permanently located a road destined to become one of the most important roads in the northwest."

The interesting part about this statement is the division of opinion among the people as to what points should be connected by the railroad. Indianapolis, as the capital, had obvious advantages, while Fort Wayne's later importance as a center of trunk lines was foreshadowed in the claims thus early advanced for a line from Muncie to that point. For the route that was finally selected there was much appropriateness in the title "Great Central Railroad to the West," for the Indianapolis and Bellefontaine was a sec-

One of the results of the session of the Indiana legislature in 1847-48 was a charter for the first railroad line planned through cast central Indiana, atld named the Indianapolis and Bellefontaine Railroad. The co-operation of the citizens of the counties along the line was assumed as essential to the success of the enterprise, and special provisions in the charter directed what

[should be done in each county. From that time on the building of the road was the principal theme of conversation. Every official action whether taken by the local boards of directors or directed by that distant power of capital

[in the east was discussed in the press and by the people. On learning what the road would cost per mile, many shook their heads and doubted that it would ever pay. When construction actually began, interest increased, an interesting proof of their interest being shown in the eagerness with which the people sought information about all details of the railroad. The "Trail" was just coming into favor with railroads at that time, superseding the old "strap rail" with which such of the settlers were familiar as had been in the east after railroad construction began, and a Muncie newspaper devoted half a column to an explanation of this new form of rail, and a section of one was also exhibited in one of the local stores.

In July, 1848, three directors were elected from Delaware county as local representatives "on the railroad board, namely, S. P. Anthony, who be- I came the active agent of the railroad in this county; David Kilgore and 'James Truitt. At the same time John Black, of Delaware township, was appointed appraiser of the real estate to be subscribed in stock to the railroad

-Indiana Signal, September 30, 1S48: By an advertisement in to-day 'a paper, it will be seen that a new and direct route of communication from central and

'Western Indiana, with our eastern cities, is about being opened, by means of a railroad from Indianapolis to Bellefontaine, at which latter place it intersects the road from Sandusky to Cincinnati, now doing bo much to divert the trade of the jto Bellefontaine, the entire trade of this fertile region, the products of which havo been sent South, may be secured to Philadelphia. It is quite certain, that if it be not thus secured, it must inovitably go to New York and Boston.

By reference to the map, it will bo seen that the lino is almost a direct one from Philadelphia, by Harrisburgh, Pittsburgh and Bellefontaine, to Indianapolis, 'ho capital of Indiana, - the total difference being six hundred and seventy miles. The distance from Pittsburgh to Bellefontaine ia two hundred and five miles, from

.Bollpfontainc to Indianapolis, one hundred and thirty-five. From Indianapolis to Madiaon, on the Ohio river, a distance of eighty miles, there is a road completed (and yielding a profit of fourteen per cent.), the stock of which is mostly owned in Now York and Boston. From Indianapolis to Tcrro Haute, on the Wabash river, the "'stance is seventy miles; and a company is now constructing a road between these points. Thus it will be perceived, that there are now four railroad companies, Ictively engaged on this great Central Western or "Backbono" routo from Pitts- JUrRh to Terre Hauto, - thus making tho cntiro railroad distance from Philadelphia jj St. Louis only eight hundred and twenty-five miles. All must see in what a 'ommanding position in regard to the Western trade the completion of this route Nst place Philadelphia.

company- It was decided that the railroad within Indiana should be con- .tructcd in three sections - from Indianapolis to Pendleton ; Pendleton to Muncie; Muncie to the Ohio line.

In April, 1849, the enthusiasm of the people for a railroad was put to a practical test when a vote was taken on whether the county should tax itself to produce twelve thousand dollars to be subscribed for stock in the proposed railroad. Many persons thought the proposed subscription an enormous sum, burdensome to the people and unwise as a matter of civil policy. It W3S understood that the tax should not exceed one dollar on the hundred valuation, only half of it to be collected the first year. The vote on the ques- 1 (ion whether the county should be taxed for railroad stock resulted in some I fipures that tell at a glance the division of sentiment in various parts of the - countv. Here is the tabulated vote :

Clearly, the townships that would not be traversed by the proposed railroad were not altogether willing to tax themselves for its building. In the case of a few townships it would seem that the citizens cared little about the question either pro or con. Salem, for some reason or other, showed the most vigorous opposition, though the road was to cross the township. Center gave the largest majority for the measure, but not the largest percent of her total vote, Mount Pleasant and Liberty both surpassing in that respect. Happily, the railroad was built in a little more than contract time, and the people who had lived in the county a quarter of a century and never known any better means of transportation than a heavy wagon and an ox or horse team, were soon gratified in knowing that an iron road bound them with the outside world and swiftly moving trains were ready to carry every production of the soil and shop to the market where it was most needed. It was provided that the first installment of the money subscribed by the county should be paid when the road had been cleared and grubbed continuously from Indianapolis to the east line of this county. This payment was made in May, 1850. In June of the same year the grading contract between lorktown and Muncie was let, and during the summer tracklaying proceeded between the capital and Pendleton. October 8, 1850, a celebration, in which all the surrounding country took part, marked the completion of the road to Pendleton. In July it had been decided that the Muncie depot should « located on land owned by C. F. Willard, south of the public square. In

February, 1851, the second installment of subscription by Delaware county was paid, this marking the completion of the gTading and bridging to the cast line of the county. In June, 1852, the final installment had been paid, at which time the line was supposed to be completed, ready for cars, from Indianapolis to Muncic. The pioneer William Jackson thus described the completion of the road : "On the 17th of June, 1852, there was a grand railroad celebration here, made in honor of the completion of the Bellefontaine Railroad from Indianapolis to Muncie. A train of cars was made up here, and run down to Indianapolis and back. The cars were open flat cars, and had been provided with plank seats, etc. A large crowd of people came in from points on the line between Indianapolis and Muncie. Before they arrived, however, and during their stay, a very heavy rain set in, which somewhat dampened their clothes and bodies, but not their ardor, as the celebration was a very enthusiastic one. Many were soaked through and through, and the ladies and children presented a sad and ludicrous sight."

During the winter of 1852-53 the road was completed to the Ohio line. The name Indianapolis and Bellefontaine was retained several years, and it then became known as the Indianapolis, Geveland and Pittsburg Railroad. When the road was officially consolidated with the Ohio line in 1859, 'ts property in Indiana, comprising not only the road bed and right of way but buildings and rolling stock, was appraised at only $4,300 per mile, the 20.36 miles in Delaware county aggregating a value of $87,548. In 1868, after consolidation with the Cleveland, Columbus and Cincinnati, the name became the Cleveland, Columbus, Cincinnati and Indianapolis Railroad, which soon became better known as "The Bee Line." Doubtless, few people remember the exact time when this appellation was superseded by* "The Big Four," the name now borne by the first railroad built within the county. June 26, 1889, was the date of the completion of the transactions by which the Bee Line was consolidated with the Indianapolis and St. Louis and the Cincinnati, Indianapolis and Chicago railroads, thus creating the Cleveland, Cincinnati, Chicago and St. Louis, or the "Big Four Route." Only recently the Big Four became part of a still greater consolidation, and is now known as one of the New York Central Lines, though still retaining the familiar designation to distinguish it from other lines of the system.

The stock of the Indianapolis and Bellefontaine, originally bought and held by Delaware county, was transferred in December, 1853, as a bonus to the then nascent Fort Wayne and Southern Railroad, an equal amount of the tatter's stock being given to the county in return.

Since the construction of the first railroad, the construction of other roads through and into Delaware county has been marked by many vicissi- tudes. The names of the different roads have been changed so many times that probably few persons could recall them all in order, and changes of management and ownership have been equally frequent. Comprised in what are now the Lake Erie and Western (a part of the New York Central system) arc the roads that were built thirty-five years ago and were then known as the Fort Wayne, Muncie and Cincinnati, and the Lafayette, Bloomington and Muncie.

The road from Fort Wayne to Muncie has existed in the words of charters for over sixty years. Several Delaware county citizens were connected'with the company which proposed to construct the road during the fifties. But no practical progress was made until the latter sixties. The late David T. Haines of Muncie was more closely identified with the building of this north and south road through the county than any other local party. He was secretary of the old Fort Wayne and Southern Railroad Co. from 1853 until its failure in 1855. He continued as custodian of the archives, stocks, bonds and books of the company until 1868, when they were turned over to John C. Parker, who attempted to build the road from Jeffersonville to Muncie. After the failure of this project Mr. Haines assisted in organizing the company that built the road from Fort Wayne to. Muncie, of which he was secretary and treasurer, and later became vice president of the road until it was sold to Charles H. Dalton and others. He was elected an official in 1868 of the company that constructed the road from Conncrsville to Fort Wayne. The various railroad companies that projected roads to run from Muncie in a southerly direction to Cincinnati were finally consolidated as the Fort Wayne, Muncie and Cincinnati, and Mr. Haines became secretary and a director of this line. He was one of the committee that bought the iron for the road and the first six engines. Practically he had personal charge of the construction of the road, and it was largely due to his exertions that the company was able to complete the work at the time specified in order to receive the subsidy promised by Delaware and Wells counties. He continued with the company until the sale of the line in 1872. The freight office of the Fort Wayne road was opened in Muncie in February, 1869. Somewhat later this road became known as the Fort Wayne, Cincinnati and Louisville, and in 1889 it was popularly styled "The Muncie Route." In June, 1890, the road was transferred to Calvin Brice and associates and made a division of the Lake Erie and Western.

It is profitless to follow the intricacies of ownership and control of this north and south route. The main point of interest for the history of Delaware county is that it was constructed about 1870, and from that date became a definite influence in the development of that part of the county through which it passed. In Union township the advent of this road fixed Eaton as a permanent town, incidentally causing the decline of Granville on the east and Wheeling on the west. The opening of a depot at the south edge of the township was the most important event in the history of Shidelcr, a little village that has continued as a shipping point and small commercial center ever since. Royerton was likewise stimulated to growth by the coming of the railroad. The Fort Wayne road increased the importance of Muncic as a central town of the county, and was one of the very large factors that determined the commercial and industrial prestige of the county seat during the years preceding the gas boom.

The road from Muncie to Lafayette was completed in January, 1876, the first train to Lafayette carrying forty Muncic citizens, making the trip February 1. The county had voted in August, 1869, a subsidy of $150,000 for the construction of this road. This was at first known as the Lafayette, Bloomington and Muncic road. From Muncic it was extended eastward through Albany and finally completed to Sandusky, and took the name of Lake Eric and Western.

Thus by the early eighties Delaware county was intersected by three different lines of railroad, all centering in Muncic and radiating from there in six directions. Too much emphasis cannot be placed on the part played by these early railroad lines in distributing population and starting towns and industries. The first railroad in 1852 found two towns in the county already established - Muncie and Yorktown - and it immediately put those towns, especially Muncic, on a new basis and started their development. Furthermore, the railroad was the cause of the founding of the town of Sclma, at the same time destroying Smithfield's prospects; and revived the village of Dalevillc, which had nearly lost its identity since the pioneer days. Twenty years later the Fort Wayne route gave the main impetus to the growth of Eaton, Shideler, Royerton, Cowan and Oakville. Then a few years later the original line of the Lake Erie, besides contributing to the growing importance of Muncie, gave Albany its much needed railroad communication, and gave occasion for the establishment of such stations (each with some industrial and commercial features) as Reed's, Cammack, DeSoto.

These were all the railroad lines Delaware county had until within the past ten years. The history of these later lines belongs to another chapter and to another period of development.