Delaware County, Indiana - Chapter 19: City and Country in the Twentieth Century; the, 1908

Results Of Three-Quarters Of A Century Of Progress

It is not intended to bewilder the reader with statistical tables. Figures are referred to, but seldom read. However, figures must be used in estimating the growth of material wealth of a community, and in the following table, that shows the total valuations of property at various periods in the last sixty years, is contained a succinct summary of progress that could in no other way be compressed into such small space. It is believed that such a table as follows has never before been published, and so far as assessor's figures may be assumed to represent real values, this is the best obtainable data for measuring the county's growth. The figures for 1843 are especially noteworthy, since they go to prove what has been elsewhere asserted, that largest numbers of settlers and the most advanced degree of material development during the first twenty years were found in the townships crossed by White river and the course of the old State road. Thus, Perry, Liberty, Center, Mount Pleasant and Salem are the townships that have over one hundred thousand dollars worth of assessable property in each. The smallest valuation is obtained from the largest township - Harrison. And yet, in 1907, Harrison ranks well among the leading townships and has passed some of the early leaders. There are only two townships at the present time that have not a greater valuation than had the entire county in

For 1907 the figures represent net total tnxables - the total taxablca returned by board of review, le.->s mortgage deductions, increased by value of corporate property by state board. The value of additional assessments by state board in different town- Bhipa_aiiioiinling to $194,955 - should be added to "net total taxables."

The most impressive fact to be deduced from a study of these tables is the remarkable and almost sudden increase in material wealth during the years after 1SS0. The beginning of this increase is shown in the following table, containing the county's taxable property for 1886 and 18S7, with the amount of increase and decrease for each township :

In four years, subsequent to 1S87, values had risen in every township, and in Muncie especially the totals were double those of 1S87. The following table, giving taxable property for August 1S91, epitomizes the history tabic gives for eacli township the acreage, the value per acre, the value per acrc with improvements, and the total value of taxable property, both real and personal :

It is a matter for historical record that the fiscal affairs of Delaware county are now in excellent condition. For many years this was a poor county. It will be remembered that the various townships were hardly able to support decent public schools until after the middle of the last century; and, as shown in the educational chapter, voted against the proposition for free schools. Then came the Civil war, which entailed great burdens on the county as well as the nation, and the county treasury was drawn upon for large sums to aid those families that had sent soldiers to the front at the sacrifice of their sole means of support. For some years after the war the county was meeting expenses that would now be merely nominal, but wore then considered burdensome. It is recalled how strong was the opposition to the purchase of toll roads and how determined a large proportion of the citizens were in resisting the building of the court house. But days of splendid prosperity soon came, and during the past twenty years the county has been wealthy both as a civil government and as regards its individuals.

At the present time Delaware county has $38,000 in outstanding bonds. Should no more be issued in the meantime, the county will be entirely out of debt on October 1, 1913. On April 15. 190S, will be paid the $13,000 still owing on the court house bonds, issued when the court house was built. The court house has cost about $350,000, including interest and subsequent improvements on buildings and grounds, and every year a considerable sum has been drawn from the annual income to pay off the bonds and interest falling due. The $25,000 outstanding in bonds represent amounts expended for the building of bridges, at a time when the county was unable to undertake such work with the current income. By 1913 these bonds will be paid, and with all interest-bearing debts canceled the county government will be able to extend the work of public improvement, in the construction of roads and bridges and in drainage and similar undertakings, that arc so essential to the general welfare of the county.

The history of a county like Delaware abounds with proofs that individualism is yielding to social interdependence; that the world, whether our scope of view be a county, state or nation, is coming to be all of a piece. Once every little community could live by itself, make its own clothes, wagons, tools, and all the articles necessary for its existence. But with the coming of the railroad, telegraph, telephone, etc., closer relations were established and communities and states became dependent upon each other. There is "no isolation now," and yet so quickly have the people accommodated themselves to the revolutionized methods of living wrought by modern communication and transportation, that the wonder now is "how did people ever get along without such necessities as the telegraph, telephone, railroads, etc.?" But, quoting in answer a recent editorial in the Muncie Star, "It is only a little over half a century since Indianapolis people who wanted to communicate with New York had to do it by mail, and the mail went by stage.

"And yet they congratulated themselves on the advanced stage of civilization they had reached, for their predecessors of little more than a quarter of a century had to build their own houses, make their own furniture, make their own clothing and its material, raise their own crops and do practically everything in the way of household economics, from curing pork to making soap. It would be a severe affliction if the telephone service were cut off, and there would be tumult if the street car service should stop. But these are trifles compared with what might be. Suppose that something should shut the bakeries, or close up the dairies, or even cut off the ice supply! Verily, we have reached a stage where a man is not only his brother's keeper, but also is kept by his brother. It is a rash man who says nowadays : 'What's Hecuba to me, or I to Hecuba? Like enough Hecuba is making his shoe polish, or his cigars, or his underclothing, or something else that he considers indispensable. We are getting around to the federation of mankind without regard to governmental forms."

The telegraph was the first practical use of electricity in this county. That came with the first railroad. Many years later, about 18S0, the telephone was introduced in Muncie, as narrated on other pages, and within a few years the first use of electricity for lighting purposes is recorded. The extension of these utilities to all parts of the county, the use of the telephone j,v rural residents as a feature of modern country life, arc made matters of rtcord in other chapters. The application of electricity to transportation |,as had even more vital bearing on the dvelopment of town and country, anl] yet it is all so recent that people are only beginning to realize its sj(Tiificancc.

In the early history of the county the overland road to Cincinnati was the commercial route over which the larger portion of the surplus products went to market and by which the stores in Muncie and other towns received their supplies. To a much less important degree even the Mississinewa river was used as a transportation route down to the Wabash. Canals were much talked of, but never materialized far enough to affect this county. The railroad was the next development in transportation. It displaced the long overland routes, and in many ways effected revolutionary changes in commerce and industry. The gravel roads radiating from the principal railroad centers were important factors along with the railroads in the developments of t!ie second half of the nineteenth century. And last among the transportation agencies is the electric railroad, which has done more than anything else to knit town and country together and abolish the old-time distinctions between urban and rural residents. Competent observers now maintain that electric roads will soon supersede steam roads in the field of local transportation, both freight and passenger, and it is evident that this change is already well under way, especially as regards passenger traffic. It is impossible to estimate the significance of this form of transportation in relation to future progress, and this history will confine itself to a record of the principal facts concerning the growth of electric traction in Muncie and Delaware county. The nucleus of electric transportation in this county was the Muncie street railway. Street railway talk began in Muncie almost coincident with the discovery of gas. May 26, 1SS7, the city council passed a street railway ordinance authorizing A. M. Campbell, W. W. Ball, L. W. Robertson and associates, under the name of the Muncie City Railway Co., to construct roads on the streets of the city and operate by horse power, cable or electricity, for a period of twenty-five years ; four miles of the road were to be in operation by August 1, iSSS; cars to run every thirty minutes or less between 6 a. m. and 10 p. m. ; fare 5 cents. Nothing was accomplished by tlie original promoters on the basis of this ordinance, and they turned over their rights to another company, who in June, 1888, secured an extension of sixty days for their franchise on the proviso that actual construction work begin by August 15. The franchise expired without any action being begun.

ordinance was passed June u of the same year, providing that the track should lie three feet wide, and defining the route. The Muncic Street Railway Company prepared to build a line in conformity with this ordinance, and during the summer of 1SS9 laid rails on Main street as the beginning of the system. On September 26, 18S9, two motors and cars arrived and a fewdays later they made their first trip down Main street. The event occasioned considerable satisfaction among the friends of progress at first, and for some time the newspapers referred with pride to their street car line. But this feeling was of brief duration, and among Muncie citizens in general at the present time there seems a general reticence in referring to the first street cars. Perhaps there was reason for their disappointment. The cars were propelled neither by horse power nor by cable nor by electricity. The "motor" that drew the cars up the narrow track on Main street was a form of pony steam engine, resembling the kind used in mining camps and for railroad construction work. The engineer usually had difficulty in starting his train when loaded, seldom could round a curve except by getting much headway, and had equal difficulty in bringing his train to a standstill when vehicles, persons and other objects got in the way of the engine at full speed. The inefficiency of the system may be imagined, and yet it was patronized and for a time fulfilled its purpose in providing transportation to the rapidly growing city. In July, 1890, the track was completed to the railroad on South Walnut street, and later was extended to Ohmer avenue and east to the glass works, making a circuit around the principal divisions of the city. Along in the early nineties the dissatisfaction with this method of transportation developed into active opposition to the operating company and to agitation for a modern electric car system. The Daily News led in this agitation, and its columns were often spiced with such recitals of occurrences and mishaps on the car line as the following, which appeared in April, 1S92: "Great excitement was created on our streets Saturday evening by the appearance of the new ( ?) Mogul brought out by the Muncie Street Railway Company. As it made its first trip up East Main street the people fled in 'all directions. Many of our oldest citizens thought the court house was coming up the street on wheels. As it puffed down Walnut street crowd after crowd hooted as it passed. It is large enough to be used as a switch engine on our belt railroad. The engineer had much trouble with it vesterday, as it would jump the track at almost every turn." Fiftythree minutes, so it was claimed, were consumed in making the trip around the circuit.

In April, 1892, the Muncie Electric Street Railway Company -,vas incorporated, its first set of directors being David Cammack, John M. Kirbv, D. C. Mitchell, R. C. Griffith and William L. Little. They filed a petition with the council in the following May that right of way be granted them over the streets for the construction of an electric line under the provisions of the general ordinance of 18S9. A new franchise was given the conipany in December, 1892, and the following spring work was actively begun in the construction of the electric line, which was formally opened on May 13, 1893. The details concerning the opening and the gradual extension of the lines to the suburbs will be found in the chapter of "Chronology" for 1893 and succeeding years.

In a few years the electric car lines of Muncie had increased to six, reaching out to all the suburbs, and forming a traction system of no little magnitude. Now followed the next important development in electric transportation. Many other cities in the gas belt had similar local systems of street railways. Why not link them together by interurban electric lines, thus benefiting not only the larger cities but the intermediate country as well? The enterprising men who made practical answer to this question no doubt had in mind more important results than a mere extension of street car service to the country, and probably foresaw that by this means country and city would be knitted together and that local and suburban transportation business would in a few years pass from the steam railroad to the trolley line. Anyhow, in .the results as they can now be understood, the interurban traction line shares with the telephone and rural free delivery the responsibility for the remarkable changes that have occurred in rural life during the last ten or fifteen years.

The interurban movement began in Indiana, with Indianapolis as its focal point, less than ten years ago. And among the first companies organized to promote the movement was the Union Traction Company of Indiana, with its head offices at Anderson. Its first officers were Phillip Mater, of Marion, president; C. L. Henry, of Anderson, secretary and general manager, and George F. McCulloch, of Muncie, treasurer. The capital stock was $5,000,000. July 1, 1899, the Muncie street railway lines became the property of this company.

In October, 1900, the interurban line between Anderson and Muncie was put in operation and soon afterward cars were run through from this city to Indianapolis. Hardly had the first line been opened when the merchants in the small towns along the road began complaining that their trade was falling off and that the large stores of Muncie, Anderson and Indianapolis were getting a class of customers who had previously spent all their money in the home village. There can be little question that this condition is one of the most important results of electric transportation. The convenience and speed of the electric car have built up the large centers and decreased the importance of the small towns. It is now as easy for the resident of the farthest corner of the county to reacli a department store in Muncie as it was twenty years ago to go to the general store in the nearest village, perhaps a mile away. As a result some very great changes have been taking place in the county during the present century. While improved transportation service increases communication between the city and country, making each more accessible to the other and increasing the desirability of the country for residence, at the same time it tends to concentration of industries and business that thrive best where population is greatest. Whereas the city store once supplied a trade within a radius of three or four miles, modern transportation has lengthened that radius to twenty or thirty miles. It is very plain, with only the results of these few years before us. that the era of many small commercial centers is being succeeded by a period when one central city will be the point of supply for an entire county.

While the line was being built to Muncie from the west, franchise was being sought for one between Muncie and Fort Wayne. The Muncie Intcrurban Co. was the company that first promoted the line north to Hartford City, but the franchises were afterward transferred to the Muncie, Hartford and Fort Wayne Co. The Muncie and Dayton line was also being promoted, construction work being pushed from Dayton toward the west. Another line that was being planned during the first two or three years of this century was the Muncie and Portland. Of these the Muncie and Hartford City line was the first to be put in operation. The power house was completed at Eaton in 1902, and in February of 1903 the first car ran into Muncie. The construction of the Dayton and Muncie road was continued from the Ohio line, the road being completed to Selma early in 1905, and in August of that year regular service was begun between Muncie and the east While this line was nearing completion the road to Portland was begun, and in the early summer of 1906 was opened to traffic.

& At the present time, therefore, electric lines parallel the steam road in four directions from Muncie. The Indiana Union Traction Co. is the controlling corporation of three of these lines. All points along the Big Four Railroad, both east and west, and along the Lake Erie lines to the north and northeast, including the principal villages of the county, are linked to Muncie by steam and electric transportation. Another line will probably be opened in a vear or so between Muncie and Alexandria, and for several years a company has been negotiating for rights of way to construct a line between Muncie and Newcastle.

The voting of subsidies, granting of franchises, and other events in the construction of the several lines of railroad that in recent years have entered Delaware county, have been recorded in the preceding chronologies.

Perhaps nothing more (ban what is there mentioned need he said concerning die road running southwest from Muncie, known as tiie Chicago and Southeastern, or the Midland, a part of the Central Indiana lines. Few railroads ;:i,l such difficulties during the period of financing and building. The construction was begun before the crisis of 1893, and during the following ten u'ars made hardly any progress at all because of lack of funds, suits, strikes and other troubles too numerous to mention. Finally the track was completed to Muncie, though it did not gain entrance into the city for some time after. The road at last was sold, it was understood at the time, to the Pig Four, and has since been operated by other lines. The latest information on the subject is given in an official report from the Pennsylvania Railroad Co., which says : "The Pennsylvania system now has an entrance to Muncie from the southwest on the Central Indiana Railroad, which taps the Vandalia and the Indianapolis and Richmond branches of the Panhandle. The Central Indiana, however, is only jointly owned by the Pennsylvania company."

The Chicago, Indiana & Eastern Railroad, which was completed to Muncie from the north in December, 1900, has recently been purchased bv the Pennsylvania, with which it already had traffic agreements. The first section of this road, between Matthews and Fairmount, had been built in ie'95, was extended to Swayzc in 1898, and to Converse in 1899 (a total length of twenty-eight miles). The following statement from the purchasing railroad gives the history and status of this road:

"After clearing up the indebtedness of the Chicago, Indiana and Eastern Railroad, which has been operated for some time by a receiver, the Pennsylvania company secured all the stocks and bonds of the road and has made it a part of the Logansport division of the Pittsburg, Cincinnati, Chicago and St. Louis Railroad (The Panhandle), thereby providing for the Pennsylvania system a second entrance into Muncie, Ind., an important shipping center.

"The Chicago, Indiana and Eastern is a short line, forty-three miles long, running from Converse on the P., C, C. and St. L. to Muncie. It taps many small towns, and because of its little equipment,- which totaled only nine engines and twenty-eight cars, was unable to handle the business of the district.

"For about two years negotiations have been under way between the stock and bondholders of the road and the Pennsylvania company, to have . tiie latter take over the road. The transfer has just been completed and an agreement entered into between the Pennsylvania company and the P., C, C. and St. L. whereby the latter road will operate the line, beginning this month (August)."

Cincinnati, Richmond and Muncie), the chronological statements may be completed by saying that in the spring of 1907 the road was formally opened as the "Chicago Short Line," and a through schedule of trains between Cincinnati and Chicago adopted. This road, for the building of which the original company was incorporated in February, 1900, was built in sections and under various corporate names, but all were merged together as the C, C. & L. on July 1, 1903. However, the desired entrance at Chicago was not secured and the road put into operation as a through route until the present year.

It would not be proper to leave the subject of transportation without some reference to a class of facilities that have undoubtedly been an influential factor in modern life, in such general use by individuals that the convenience and transaction of the affairs of business and daily life have been increased. It was less than ten years ago that the first automobile was seen in Muncie. At the present time there are probably 200 in the city and county. They represent an investment of many thousands of dollars, and with the improvement of the machines themselves with each succeeding year and the increase of good streets and highways, the automobile is becoming a large factor in transportation. The history of the automobile in its relations to the welfare of the county cannot yet be written, but it cannot be overlooked in a summary of modern conditions.

It may be said that the bicycle was the predecessor of the automobile. The bicvclc is now so familiar that it is difficult to recall the exact impressions they created when they first came into use. That they were regarded as a distinct innovation may be inferred from the following editorial taken from the Muncie Daily News of June 10, 18S2:

The bicycle is rapidly gaining ground anil becoming popular, not only in citica where it is encouraged, through large clubs, bucked by big capital, but in smaller inland towns. Its convenience and rapidity of transfer, case of management, graceful appearance and docility as a' rider has made it deservedly popular, and the only thing which is an obstacle to its general use for travel in short distances is its cost.

There arc at present fifteen machines at use in this city, distributed among tho following named persons: Carl Sample, Hugh Cowing, Rolla Marsh, Bob Meeks, Chester Foster, George Jones, Sherman Hathaway, Charley West, Geo. II. Andrews, Bent Meeker, Luther l'urduc, Willie Kirby, Frank Mickey, Kirby Heinsohn ami Clifford Andrews, with two more parties to hear from. The money invested in these machines foots up to twelve hundred dollars.

The results of the turnpike building that was carried on so extensively in the county during the sixties and seventies arc still seen in the county. The toll-road system was the foundation on which the best public roads of to-dav rest. According to a recent report, there are 800 miles of public highway in Delaware county, and 600 miles are improved with gravel. All

It is said that during the oil boom of 1904 everyone invested his rcadv money in oil stock and that a year later the investor still had his stock, but it was in most cases worthless. Hundreds lost money in the speculation, and with few exceptions the companies that were quickly formed to develop the oi! territory, lacking the necessary experience and sufficient capital, were soon bankrupt and their property was being operated by a receiver. Those who were most successful were the experienced oil operators from the eastern fields, who had large capital backing their enterprise and could prosecute their development to the point of profit.

Some phases of the oil boom have already been noted, especially in the field of which Smithfield and Sclma were the center. It is remarkable how quickly Delaware county took its place among the foremost oil-producing counties of Indiana. Up to 1903 most of the wells were shallow, but in that year some were pushed down to the "deep pay sand" and were found to be very productive. As a result the county was the center of the oil excitement during the next year. In 1903 Delaware county had but 74 producing wells; in 1904 it had 831 producing wells. The total bores in 1903 were 122; in 1904 they had risen to 952. For the entire Indiana oil field the increase oT production for 1904 over 1903 was 72,152 barrels, of which more than 50 per cent was furnished by Delaware county. In this county the wells bored in 1903 gave an average initial production of 20.07 barrels, while those bored in 1904 had an average initial production of 44.4. Both figures are much higher than for the oil field as a whole, the average initial production in the oil district in 1903 being 14.2, and in 1904, 18.6.

In 1905 the bottom dropped out of the oil business, the principal causes assigned for it being the low price of oil, the fact that companies were unable to operate or invest enough money, and that production was falling off. It is a striking comment on the decline, that in 1904 there were fortvnine oil and gas companies and promoters of oil properties advertised in the Muncie directory. By October, 1905. but thirteen of these were in existence.

There is still a large amount of oil produced in Delaware county, but compared with the amount in 1904 it seems insignificant. A good many more wells were pulled out during the last summer (1907) than were sunk. Salt water has seriously interfered with the production and made the sinking of wells too hazardous to be undertaken by conservative investors.

Rural Free Delivery. The building of intcrurban railroads, the establishment of rural free delivery and the consolidation of district schools have been, it is safe to assert, the three most important events in the recent history of Delaware county, when the number of people affected and the benefits conferred arc considered. The advantages of rural free delivery arc too well understood at this time to need restatement, although the system is only ten years old, and in that time has passed through the experimental stage and become one of the most beneficial of all the undertakings- of the federal government. At the present time there are about thirty routes in the county, twelve of which lead out from Muncic.

Concerning the first routes established in the county, some interesting information is contained in a report from Perry Heath while he was first assistant postmaster general. It should be remarked that this county owes the early establishment of rural free delivery mainly to Mr. Heath's interest and recommendations in behalf of his home county. This report, issued in November, 1S99, while the service was still in its infancy, gives the following statistics about the routes:

Muncic, established Feb. 1, 1S98; one carrier; population served, 500; length, 24 miles. Muncie extension route, established Aug. 15, 1S98, serving 350 people.

It is nearly eighty years since William Van Matre became the first postmaster of old Muncietown. In that time there have been nineteen different incumbents of the office. It was a position that required only incidental attention to its duties during the terms of the first postmasters, and in the names of the first incumbents will be recognized some of the business and professional men of that time, who sold goods and took law cases while managing the simple responsibilities of sorting and delivering the small bulk of daily mail. Van Matre or any of his early successors would be amazed and confounded if they were confronted with the task of managing the present Muncie postoffice. It is probable that outside of the three or four largest cities of the east, there was not a postoffice in America in 1S28 that did so much business as the Muncie postoffice in 1906. In point of receipts alone, to say nothing of the value of its services to the business a»d general public, this postoffice is one of the leading institutions of Muncie. As told on a previous page, the receipts increased from about $6,600 in 1S85 to $19,000 in 1S92. Since then rural free delivery has thrown out lines in all directions from Muncic as a center, and with the steady growth of the city's postal business the receipts passed the $40,000 mark some years ago, and during the past ten years fully half a million dollars represents the amounts taken in through the various departments of the office. Receipts arc now about $j:,ooo annually; money order deparlmcnt about $60,000 annually.

As told in the chapter of chronology, an appropriation was finally secured for the federal building at Muncic, and in the spring of 1907 the handsome structure, illustrated on another page, was dedicated. Including the cost of the site, the Muncic potsoflicc cost about $90,000, and is the last and in some respects the best of the additions to the public and business architecture of Muncie.

Established As Muncietown Name Of P. O. Changed To Muncie

In 1S91, when Muncie was only beginning the system of public improvements, its general outstanding bond issue amounted to $44,000. inchiding a bank loan of $6,000. About half of these bonds have since been paid off, but the issues in the meantime have increased the general bonded indebtedness to $93,000. In 1891 the school bonds outstanding amounted to $8,000. At that time the building of the splendid school houses that are so creditable to the school city of Muncie, had only begun, and more than half a dozen elegant and well equipped schools have since been erected.

Notwithstanding this heavy expenditure on the part of the school city, the outstanding- school bonds at this writing arc only $20,000, representing an issue of April, 1S95. July 1, 1907, tends to the amount of $20,000 were paid, leaving only one issue to be paid, some eight years hence.

Combining city and school bonds, the indebtedness of Muncic is now $113,000. Compared with other cities of Indiana, Muncic has less bonded indebtedness than any other city of its size.

At the close of the year 1906 Muncie had improvement bonds outstanding to the amount of $174,180.37. In 1891 the street improvement bonds outstanding were $67,795, and the sewer bonds, $50,000, making a total of $117,795. These improvement bonds are not obligations on the citv, but are what are commonly known as Barrett law bonds, issued by the city under statutory authority as first liens against property for street and sewer improvement. All objections to their validity were waived by the property owners before they were issued.

The historv of the important changes in the municipal affairs of Muncic has been followed in considerable detail through the preceding chapters, and it now remains to describe the present status of the city in its relation to the public.

In the past year the city has abandoned its municipal lighting plant, and the streets and public buildings are now lighted by the Muncie Electric Light Co., in accordance with a contract entered into July z, \<p6, for a period of ten years, the total number of lights to be not less than 260 and to be kept lighted from half an hour after sunset to half an hour before sunrise. For the arc lamp such as is in general use, the cost to the city is $57.50 per year for all night service for the first 260 lamps, and $45 per year for each additional lamp. For the 50-candlepower incandescent light, the cost per year is fixed at $24.50 each.

Judging from the experience of the past, the city will receive lighting service at a cost certainly not greater than under the municipal ownership regime. About 1900, when there was so much agitation for the improvement of the city plant, owing to the poor service that had been given the people during the past months, a tabic was compiled showing the average cost of each light since the establishment of the plant, depreciation charges and expense of new equipment being combined with operating expenses in figuring this cost. According to this table, the cost per light in 1893. when there were 102 lights in use, was $65. For following years: 1894, S61 ; 1895. $57; 1896, S53; 1S97. $49; 1S98, $50.

years, and expired in 1906. When the time came to renew the contract, the Mibjcct at once became the foremost municipal question, it resolved itself into two main issues - quality and adequacy of the supply, and rates. The latter was. wisely, subordinated to the former, since the chief interest of the public is pure water. Pure water has always been more or less difficult to obtain, since it has been found that the deep wells of the water company have afforded an insufficient supply, especially during fires, when it was necessary to increase the pressure and introduce river water into the mains. The old eriticism that the water from the hydrants "looks like cider" has an occasional application even at this time, despite many radical and expensive improvements in the equipment of the works. The last report from the department of public health says: "The city water has been analyzed at different times and the quality was much improved over 1905. There is still danger of its becoming polluted and causing disease."

However, the discoloring of the water is claimed to be nothing more than rust and a salt of magnesium that separates out from the deep well water and does not unfit the water for domestic use. This history must be content to leave the subject with the statement that both the service and the quality of the water have been much improved during recent years. A report from an expert brought to Muncie to investigate the water supply contains some history of the plant that may be quoted:

"In 1S85 the present water works company built works in accordance with a report made to the city by the late Mr. Cook. An intake a short distance to the east of the city was established, whereby water was taken from White river and pumped into the distributing system which comprised about seven miles of pipes. Muncie at that time had a population of some 5.000 or 6,000 people. Shortly afterwards the development in this locality of natural gas caused the city to grow rapidly. Manufacturing industries sprang up in and near the city and some objectionable local pollution from a small tributary entered the White river above the original intake. In 1SS9 the company abandoned this intake, and moved a considerable distance up the river to the present White river pumping station, situated some 2. 5 miles from the center of the city. At first the supply came from flowing wells, driven about 200 feet into the fissured limestone underlying this section of the country and from a filter gallery about 400 feet long on the bank of the White river. Additional wells were gradually driven. In all iS wells have been sunk along the White river for a distance of some 7,000 feet. In round numbers they have a capacity of 2.000.000 gallons dailv. An emergency intake in the White river was established at the new pumping station, and the growth of the town made it necessary for some years to secure a portion of the supply from iLe river at times of maximum rate of pumpin^. In 1900 the pumping station was enlarged and improved with the addition of new, triple-expansion pumping engines and there was erected a filter plant having a capacity of about 2,000,000 gallons per 24 hours. Developments in the local oil field in 1904 soon after caused the White river to become so impregnated with oil that it was not a suitable source of supply. Efforts were made by the company early in 1905 to increase materially its well water supply. Air compressors were established to increase the yield, but practicallv with no avail. In connection with the cifort an unfortunate accident occurred in July, 1905, to the well pumping outfit, whereby it became necessary for some days to pump into the city the foul-smelling and bad-tasting White river water. This produced much indignation among some of the citizens whose general view since that time has been in opposition to the public water supply coming from other than underground sources. "Your board then took hold of the matter and arranged with the water company that immediately they should build an auxiliary pumping station upon Buck creek, a tributary of the White river, draining some 35 square miles or more of the area lying to the south of the city. In October, 1905, this pumping station and about three miles of force main were completed. Since that time the public water supply of Muncie has consisted of the deep well water of the water company to its full capacity, supplemented by such amounts of filtered Buck creek water as were necessary to maintain the supply."

The city entered into a new contract with the Muncie Water Works Company, August 17, 1906, by which a new schedule of prices for water for domestic uses was fixed, which schedule may be revised at the expiration of each period of ten years; for the sum of $10,000 annually the city obtains water for 300 fire hydrants, for flushing sewer tanks, and for all public buildings, schools, drinking fountains, cemeteries and parks.

The past ten years has seen many improvements in the fire department, both in size and equipment and in efficiency. According to a report mentioned in a preceding chapter, the fire department had not been improved to keep pace with the growing city. In 1896 there were two stations, which, with apparatus, were valued at about twenty-five thousand dollars. The report of Chief II. R. Gallivan on Dec. 31, 1906, gives the valuation of the departments, excluding the buildings, as $27,289.75- Thc annual expenses for 1895 were about $8,750, while for 1906 the total expenditures were $18,590.35. The present equipment is reported as follows:

"Department consists of three houses, Xo. 1 house, corner Jackson and Jefferson streets; No. 2 house, corner Willard and Ebright streets; Xo. 3, corner Willard and Council streets. Puree consists 01" twenty men and salaries arc as follows: Chief, $1,200; assistant chief, $900; two captains, $780 each, and sixteen firemen at $720 each; one substitute for fi\e months lo work vacations, $300. We now have ten head of horses, had two to die, turned two over to the cemetery and purchased four new head during -:9o6. We have 6,500 feet of 2><-inch hose, 4.500 feet good, 1,000 feet fair, 1,000 feet bad and have purchased 1,000 feet new hose; also recommend the purchase of 1,000 feet of new 2iX-inch cotton hose. Apparatus is in good state of repair and consists of one chief wagon, one combination chemical and hose wagon, one 75-foot aerial truck, two hose wagons, all in use; also one

It lias been a matter of pride for a number of years that Muncie has cue of the handsomest and best kept cemeteries in the state. It is a sentiment commendable in every way that a community should desire the home of its dead to be made beautiful by the best methods of landscape gardening Beech Grove is worthy of those who have passed away. Its stone gateway, its avenues, its park-like lawns, and the individual places of sepulture justify by their beauty and fitness all the care and expense bestowed upon them. During 1906 nearly fourteen thousand dollars were disbursed in the care and maintenance of this cemetery.

McCulloch Park during the past five years has fully proved the wisdom of Mr. McCulloch in giving the city a recreation ground, and each summer finds its popularity increasing. Originally a part of the forest that covered the north banks of White river, it still retains many of the charms of the woods, especially in its native trees, which are the finest feature of the park. The park authorities have shown wisdom in leaving nature unadorned, and will do well to introduce a minimum of the artificial effects of landscape gardening. The principal facts concerning the history of the park are given in the report of the Board of Public Works, extracts from which are here given :

"On the 6th day of May, 1901, Mr. George F. McCulloch informed the Common Council of the City of Muncie by letter that he would make a gift of the grounds known as McCulloch Park to the City of Muncie, the onlycondition to said gift being that the City of Muncie hold the real estate in trust as a public park for the free use of all the inhabitants of the city. In his letter to the Council he further slated that he would give a further sum of $2,500. or any part thereof, the condition for said gift being that the people of the City of Muncie raise an equal amount. Said sums so given were to be used as a fund for the improvement and maintenance of said lands. The lands then conveyed to the City of Muncie consisted of about eighty-three acres. The Common Council on said date accepted the gift of the lands, subject to said trust. The offer of the trust fund was also accepted and the Committee on Parks was directed to take action to procure the sum to be subscribed by the people of Muncie. and said committee, together with the City Engineer, were ordered to prepare and report plans and specifications for the improvement of said iand.

"Since the acceptance of said gift plans and specifications have been prepared which will require some time to perfect, looking forward to the beautifying and arrangement of all the lands and preparing it for the purpose for which it was intended.

"Xot much work was done on the lands until in the year 1903. June, 1903, the Common Council elected a superintendent. The Comn- /~ Council of the City of Muncic had appointed a Park Commission, co:-' sisting of E. B. Ball, president; J. R. .Marsh, secretary, and F. D. Ha:::;, baugh, to look after the improvement and maintenance of the public pnr< and co-operate with the superintendent thereof. About August 1, 1003. work of building roadways and thoroughfares through the park was be--', and from said date until the 1st day of December, 1903, the sum of $-}.;</;%, was expended in the improvement and maintenance of the park. Duri;-. - the year 1905 the sum of $2,442. 71 was expended for maintenance 0: the park, and during the year 1906 the sum of $2,183.99 was expended tor its maintenance. During the year 1905 the sum of $4,350 and during the year 1906 the sum of $2,825 were expended for the purchase of lands adjacent to McCulloch Park, and ui>on the- purchase thereof were added to said park. The tax levy for 1904 and 1905 provided for a taxation of five cents upon each $100 of the taxable property of the City of Muncic to provide for the improvement and maintenance of the public parks. For the year 1906 the tax levy had no such provision and the improvement and maintenance of the parks of the City of Muncie are now paid out of the general fund.

"By a reference to the total amount of taxes collected we find that the amount' paid out for public parks during the years 1905 and 1906 was a little less than the amount collected as provided for in the tax levy.

"Since the original conveyance of the eighty-three-acre tract the city of Muncic has added thereto until McCulloch Park now consists of about ninety-five acres. McCulloch Park has been improved and beautified by building about 130,000 square feet of roadway and walks, tennis courts, baseball grounds, cement walks, planting of trees, shrubs and flowers, placing of swings and benches and the sodding and sloping of lands."

During the summer of 1907 a part of the high ground of the park has been inclosed as a deer and elk park, and now contains a herd of those animals.

With the intention of establishing several small parks or "squares" throughout the city, the Council appropriated $6,000 recently for the purchase of the northwest corner of Howard and High streets. Other plots will also be secured in carrying out this design.

Much has already been said about the streets. A number of ycir3 ago it was decided to pave the streets with asphalt, and the citizen- took much pride in their many blocks of asphalt pavement. However, a fewyears ago, when the streets began to wear out and repairs and resurfacing became necessary, the city and the citizens were confronted with some problems only less troublesome than the original matter of paving. In a city the size of Muncie it is impracticable to maintain a repair plant for the asphalt streets, and no satisfactory method of repairing the breaks and holes in the pavement lias been devised. Recently the asphalt companies have shown no eagerness to enter into contract with the city for repaving, failing to respond to the advertisements for scaled bids on the ui.rk. The subject is now the leading one before public consideration, and as the matter is as yet unsettled, this history can do no more than state the present indefinitcness with regard to paving, quoting as an example of current discussion the following editorial which contains some references to past and present conditions:

''One burning thought in connection with the warm discussion in .Vuneie over the kind of paving to be used in some of the streets soon to be improved is that cheap streets in the beginning are expensive in the long run. If substantial roadways, the kind that are durable under proper care, arc laid, we will not hear constant complaints or protests against the cost of public works as regards these thoroughfares after the improvements are finished. The trouble with Muncic's experience in this direction has been that too much money has been sunk in temporary improvements and that, when first-class pavements have been constructed, the paving has been abused and neglected. Muncie's streets right now are in the worst condition in many years and the property owners and residents will sooner or later recognize of a necessity that they must improve and improve permanently. The work must be done once for all time and, when done, propcrly guarded and protected. The city officials will hear varied and divers recommendations as to the kind of paving to be put down, but it will be impossible for them to please every one. Hence the best thing for them to do under the circumstances is to look as far ahead into the future as possible arid have built the pavement or pavements that will be most satisfactory in the years to come regardless of individual disapproval or censure."

Some figures with regard to the streets, submitted by the engineering department in its report for year 1906, will be of interest. There are seventy-four miles of streets within the corporation. Of these nearly sixty miles are improved, 3.25 miles with asphalt pavement. It will be recalled that only a few years ago the City Council objected to the "new-fashioned" concrete sidewalk. At the present time there are nearly fifty-five miles of cement sidewalk, while brick and sandstone walks total about sixteen miles in length. A feature that docs much to add to the appearance of a city, not to mention its value from a sanitary standpoint, is paved alleys. Especially in the business section Muncie has much to be proud of in this re>pect, there being about three miles of cement, stone or brick alleys. At the present time Muncie has nearly twenty-seven miles of sewers, ail of which have been constructed during the past twenty-five vears.

Architecture. With regard to the architecture of Muncie, owing to the fact that the business section has been practically made over during the last ten vears, it mav bo termed distinctively modern and even elegant so far as that quality consists with utility. The old and the new, permanence and progress arc well illustrated in the building. On one hand are the high school and court house, dating back a quarter of a century. While the Wysor, the Johnson the Yatct blocks are the best types of modern office and business blocks, all constructed within the last decade. The Anthony building, the first highgrade structure on Walnut street, though still an excellent building, has long yielded precedence. During the last three or four years, the firstclass buildings that have been constructed would make a long list. Along Walnut street could be named the Wysor block, the McNaughton block and the Goddard wholesale building. A number of structures have been erected on or near Mulberry, including the traction terminal station on Charles (the finest terminal in Indiana outside of Indianapolis), the Building and Loan block and the Ware building, in the same locality, the Star building on Adams street, the Delaware hotel. On East Main street are sonic noteworthy contrasts. The Kirby House on the corner of Jefferson was erected in 1S71 and was the largest building in town at the time. Across the street from it stands the Boyce block, built in 18S0, which was the first high-grade business block, and was built in advance of the business demands of the town, as was then believed. Opposite from these older structures is the elegant Commercial Club building, which cost about $55,000, and which is the best building for its purpose in Indiana outside of the capital. With the exception of the old city hall, the public architecture of Muncie is commendable. The school buildings, with one or two exceptions, arc particularly creditable as homes for the children during the most important period of life. The Jefferson building excels in a certain dignity and chaste beauty that are not inconsistent with its essential purposes, and the McKinley and other buildings might be mentioned for special merits. The library and the federal buildings probably possess more individuality in their architectural outlines than any other buildings, and yet each is well adapted to its purposes.

Muncie is still an important manufacturing city, though the days of cheap natural gas are over, and a brief review may be taken of industrial interests during this century. The United States census for 1500 enumerated 347 industrial establishments in Muncie, of which the combined capital amounted to nearly eight million dollars. There were 6,294 wage earners, and more than three million dollars each year went to them in salaries. The value of the products for 1900 was estimated at over twelve million dollars. The two chief interests were the steel and glass industries, the former of which paid nearly a million in wages, and the latter nearly nine

More recent figures are furnished by the state statistician, whose report covers 1905. Evidently his data was somewhat different from that obtained by the federal bureau, and comparisons between the two sets of figures are probably misleading. According to the state statistician, Muncie had, i" '9°5. 102 manufacturing establishments, against 90 in 1900. In vpl the invested capital in these concerns amounted to nearly five millions the value of the products was six and a half millions, and the 3,074 wage earners divided a million and a half in salaries. From 1900 to 1905, the invented capital increased thirty-five per cent, but it is noticeable that the number of wage carncrns decreased 20.1 per cent, the amount of wa"-cs decreased 22.6 per cent, and the value of the products decreased 8 per cent. Among eight Indiana cities with more than twenty thousand population Muncie's factories increased in number 13.3 per cent, standing fourth in the list ; but the increase in value of products was but eight per cent, placing Muncie seventh in the list of cities.

It is a very common habit for people, in fixing their attention on the ideals of the future or counting the milestones that have long been passed to fail to perceive the progress that is being made at present. They forget to measure the increase of culture, the diffusion of knowledge, the accumulation of comforts that every decade brings. Some features of present-day life are so familiar that they are unnoticed as instruments or results of progress, and yet they will be so regarded in the future. Among the many changes of the past few years, wc have spoken of those produced by the intcrurban service. The population from the county mingles with that of the town with scarcely any obvious distinctions, and as the conveniences and comforts of life become more general, so the tastes of people are refined. Amusements have changed much in recent years. The prevalence of theatricals of all kinds, the "five-cent shows," are developments of this period that undoubtedly mark the beginning of important changes in the future. Music is everywhere, produced mechanically, and while it is not the highest grade, it is responsible for the formation of tastes that were unknown to most people a quarter of a century ago.

The last five years have witnessed a moral movement in Muncie and the county at large, the results of which are distinctly beneficial. Reference has been made to the conditions that marked Muncie's early career as 0. manufacturing city. The ill-repute lxorue by the city in consequence is rapidly disappearing, if it has not already gone. The churches and both the organized and unorganized forces for civic righteousness have done much in the last decade. In the county at large, outside of Muncie, \)-r 1 most important public question is the liquor traffic, and several com. ' mnnitics have been and arc bitterly divided in this matter. In Muncie ' opposition has been directed not so much against the liquor dealing a, ! such, but rather against the vice and immorality that find protection I,-. \ hind the legal saloon interests. As a result of quickened public opinio 1 and unusual police activity, it is conceded that wine rooms and the wors; resorts have been abolished.

The works of charity have also advanced. In 1900 the Associate ! Charities of Muncie and Delaware County was organized as a gencr.il society to which arc affiliated the many benevolent organizations. For the 1 past five years a public hospital for Muncie and the county has been the object of much discussion and individual and organized effort. There ] has recently been renewed activity on the part of the promoters, and wiih I the substantial contributions that have elsewhere been noticed, it is possiblc that such an important public institution will soon be built.

The improvement of the city with respect to cleanliness of streets and alleys, the planting of trees, and the renovation of unwholesome (lis- ! tricts, has been actively prosecuted during the past five years. The small- | pox epidemic of 1893 has ever since been a stimulus for sanitation to prevent | such a recurrence. The bridges across White river are another case where steel and concrete structures are taking the place of the older type. The old covered bridge across the river on Walnut street which was one of the old landmarks, was removed about 1900.

I While speaking of this kind of changes, this history should not omit \ the district famous in Muncie as "Shiner's Point." This will soon be only a memory, for the old houses, heaps of rubbish, and other miscellaneous material that were the distinguishing features of the Point arc being removed or destroyed. This became possible through the recent death of the owner oi the land that has so long been known as Shiner's Point. His name was Rutherford Powell, and he was alxnit eighty years old at the time of his death. A shiftless sort of fellow, he drifted into Muncie after the war and for ninety dollars bought of Henry Wysor the narrow strip of land alon"- the river north of Washington street. His accumulations of rubbish gradually extended his property out into the river, and on the "point" thus made he built his houses.. The wife whom he married after coming to . j Muncie finally left him, but he continued his quiet existence unchanged by j