St. Joseph County, Indiana - Chapter 7: Public Improvements, 1907 (part 1 of 2)

Chapter 7: Public Improvements

Sec. 1. - Improvements on the Kankakee. - Ages before the white men came to dwell in these valleys, the only means of communication from north to west, from east to south, save the mysterious trails through the forest and over the prairies, was by way of the Kankakee and the St. Joseph.^' And long after the coming- of the white man, these rivers, particularly the latter, continued to be the ways looked to for commercial intercourse with the great world outside. It is not to be wondered at, therefore, that the early settlers of "the St. Joseph country" looked anxiously for the improvement of the navigation of their beautiful river. They had the "Great Sauk Trail," running through the northwest corner of this county, afterwards somewhat improved and dignified with the high sounding title of the "Chicago Road"; and they had numerous other Indian trails and traces through the interminable woods surrounding them. But when they rested a moment from their hard daily toil and thought of the future, they could distinguish no project more feasible than the improvement of the St. Joseph, giving them direct access to the commerce of the great lakes. An occasional enthusiast, in those days of canals, and before the vision of railroads came to them, spoke of digging a great canal down the Kankakee, and so reaching the Mississippi and the liulf. But the only improvement of the Kankakee which ever materialized, was that long afterwards suggested by Thomas S. Stanfield, one of the most broad minded and far-seeing of our public men. His suggestion was to construct a great double drain down the Kankakee, with a railroad on the bank between the two drains. The drains have been dug and the railroad has been built, though not just on the lines suggested by Judge Stanfield; and the Kankakee valley is thus put to the best possible use for which it is available.

In connection with the drainage systems of Kankakee valley, and the deepening and straightening of the river, which have taken place in recent years, making that rich valley "the garden of Chicago," as some of our sanguine citizens have styled it, we may here note that the legislature, by an act approved March 7, 1889, passed an act for the removal of the limestone ledge across the river, at Momence, Illinois, ten miles below the Indiana state line. Further acts to carry out the same purpose were approved March 6, 1891, and March 4, 1893.'* This natural obstruction extends in a northwesterly direction over northern Indiana, and crosses the Kankakee near Momence, Illinois, forming a rock dam in the river at that point, about seven and one-half feet in height.^ The state appropriated, altogether, sixty-five thousiand dollars for this important improvement; which was completed, so far as the appropriation would permit, under direction of civil engineer William M. Whitten, of South Bend, Indiana. Immedia. Acts, 1889, p. 291; Acts, 1891, p. 198; Acts, 1893, p. 328. &. See Chap. 1, Subd. 7.

ately after that work was done, and even before its completion, land owners throughout the valley began the construction of drains under the drainage laws of the state. The result is shown in vast corn fields and meadows, where formerly hunting and fishing clubs monopolized the country. The richest lands in Indiana are now found within this great valley."

Sec. 2. - Navigation op the St. Joseph. - But the practical minds of the early '30s were turned to the St. Joseph. In an editorial in our first newspaper, "The Northwestern Pioneer and St. Joseph's Intelligencer," for Wednesday, December 21, 1831, the editor, speaking of a writer in the Crawfordsville Record, says, "He undertakes to show the difference of the relative cost of railroads and canals, and urges our legislature to throw aside the donation of lands made by the general government to aid the state in constructing the Wabash and Erie canal; and instead thereof to construct a railroad from Lake Michigan to some point on the Ohio river. ' '

The editor, John D. Defrees, then continues, "Whether it would be good policy for the state to give up the aid proffered her by the general government is not our intention to question. The late experiments made on railroads in Europe and America go to convince us that they are much to be preferred to canals ; but if the legislature in its wisdom says that a canal is preferable, let it be so. This, however, should not prevent a railroad from the northern part of the state, through the interior, to the Ohio river. The writer above alluded to suggests that such a road ought to commence at Lake Michigan, without being aware that there is no harbor, nor can there be, within the state, on that lake. If he had been informed of this fact he would have said, commence at the nearest point on the St. Joseph river, which is navigable for steamboats, and at the mouth of which is a safe harbor for vessels. He states that the distance from the lake to the Ohio river a. See Subd. 6 of this Chapter.

is not over two hundred and fifty miles. From this point.'^' the distance would not be increased, and would be over infinitely better ground for a road. He was not aware that his route would be met by an impassable barrier in the great Kankakee ponds or marshes, which are only equalled by the famous Dismal Swamp of Virginia.^ By commencing here this would be avoided. ' ' The then recent surveys for the Michigan road, made in 1828 and 1829 were doubtless in the editor's mind when he made this statement as to the advantage of starting from "the nearest point on the St. Joseph river," rather than directly from Lake Michigan and through the Kankakee marshes, in building a railroad to the Ohio.^ The feasibility of navigating the St. Joseph, and the superiority of the natural harbor at its mouth, were also in his mind: although it is true that congress has since made an excellent artificial harbor at Michigan City.

That there was at that date actual navigation, from Newburyport, at the mouth of the St. Joseph river, on Lake Michigan,*^ as high up as White Pigeon, in Michigan Territory, may be seen from the list of arrivals and departures of boats, as given in the Northwestern Pioneer and St. Joseph's Intelligencer, for November 23, 1831, as follows: d. The site of the present city of St. Joseph. La Salle's fort at this place was called Fort Miamis. The town built there was at first called Saranac; afterwards Newburyport, from Mr. Newbury, a merchant who sent out boats from there; and finally St. Joseph, the name now long given to the beautiful city.

"That the navigation of the St. Joseph river by steamboats," said this writer, "is a subject of vast importance to the whole of the country watered by its tributary streams, must be acceded to by everyone who has paid any attention to the almost magical effects of their introduction on the Mississippi, Ohio, and their tributaries. See the great cities which have sprung up on the banks of those rivers since that period; besides many flourishing towns and villages, which but for the powerful agency of steamboats would never have had an existence. But the influence of steamboat navigation has not been merely exercised in erecting cities and towns. It has given equal impulse to the improvement of the adjacent districts, and carried the whole western country at least a century in advance of what any reasonable man would have calculated, without the knowledge of steam power.

"As a citizen of the St. Joseph country, I have been anxiously looking for some agitation of these questions, - Would it be practicable to navigate the St. Joseph river by steamboats? And if so. How shall it be brought into actual practice in the shortest time ? And first, as to its practicability there seems to be but little doubt. Partial examinations of the river have been made by persons of some practical experience, with a special view to this object, who pronounce, without hesitation, that, with improvements not very expensive to be made, the river is highly susceptible of being navigated, from its mouth to the neighborhood of Crooked river,« by a class of small steamboats, such as some that are at this time profitably used on the Ohio and other rivers. But these obstructions are too formidable to be removed by individual enterprise. Our country is yet new, and but partially populated ; the inhabitants chiefly but recently settled; and their time and money must of necessity be employed in the improvement of their farms and providing the means of living for themselves and families.

"Although I believe it practicable to navigate the St. Joseph with steamboats, even in its present natural state, for several months in the year ; yet we may not hope that it can be successfully and efficiently prosecuted until its obstructions are removed, by which its navigation would be made reasonably safe for all seasons of the year, except when obstructed by ice.

' ' Thus having seen that there scarcely exists a doubt of the practicability of making the St. Joseph safe for navigation by steamboats, the next proposition is, How can it be brought into successful practice in the shortest time? I know of no way, unless congress can be induced to pass an act making appropriations competent to this object. Would it be proper to petition congress to this effect? I think it would. I believe it might be shown that though we take into the account no other consideration than the impulse given to the future increase of the population, and consequently the increased demand for the public lands, and the enhanced value given to the remaining domain within the influence of the proposed improvements, the government would be amply remunerated. And may we not also calculate on the greatly increased value to the nation of an extensive district, amply populated, and with the arts, agriculture, commerce and civilization in rapid progress over the same ; a great part of which district is now in a state of nature, and may long so remain without the proposed improvea. Three Rivers?

ments? We not only have these incontrovertible arguments in our favor, but we have the numerous precedents of the government in like cases before us.

"I will conclude by proposing to our friends of Michigan to lose no time in bringing this subject before congress by petition, at least for an appropriation sufficient for an examination of the river by competent engineers, to make estimates of the cost of the proposed improvements and report to the government."

Public meetings were held at South Bend, Niles and other points in the valley, to induce congress to take action in the matter. A meeting held in December. 1831, at Saranac, Michigan, by "citizens of the St. Joseph country in the Territory of Michigan, and the State of Indiana," adopted a memorial to congress, in which are found the following interasting paragraphs :"'

"The subscribers respectfully represent. That the country they inhabit was first offered for sale by the general government in June, 1829, since which time its population has increased with a rapidity which has few if any parallels; as will appear by reference to the returns of the land office of this district, and in a still more striking light when the fact is considered that a small amount of the land sold has been purchased for speculation, but nearly the whole by actual settlers who have bought only the small divisions of the public surveys.

The wants of the population of this growing country, including a fertile and beautiful portion of the state of Indiana, has created a considerable commerce at the mouth of the great St. Joseph river, from which the country takes its name, and through which it receives its merchandise and must find a market for its surplus produce in future. At present the entrance of shipping from Lake Michigan into the river is attended with dangers, delays and not unfrequent loss of lives and property. The channel of the river varies with ever,y gale, during which, and for some time thereafter, it is impossible for a vessel to find a harbor in our river or in this part of Lake Michigan.

"It is believed that notwithstanding the very great increase of the commerce of the upper lakes generally, there is no point on them where that increase bears any proportion to that of this port. Last year there were less than two thousand barrels bulk of merchandise landed here : this year there have been landed more than ten thousand barrels bulk; and circumstances warrant us in the belief that the progressive increase of business will be as great for many years to come."

The memorialists conclude wuth furnishing a diagram of the proposed harbor improvements, and asking for an appropriation of forty thousand dollars for carrying them out.

At a meeting held at Niles, it was resolved, "That we consider it of great importance to the commercial interests of the Territory of Michigan to have a harbor at the mouth of the St. Joseph river." And also, "That we cordially approve of the memorial drawn up by our fellow citizens of Saranac, and that we adopt the same as the sense of this meeting ' ' ; and "That a committee of three persons be appointed to correspond with our fellow citizen Lewis Cass, delegate in congress, and with the members of congress from the states of Indiana and Illinois, to solicit their aid in furthering our request. ' '

In this county a meeting for the same purpose "was held at the house of Calvin Lilly by the citizens of South Bend and its vicinity on Thursday evening the 19th instant [January, 1832], to consider the propriety of asking aid of the general government to improve the harbor at the mouth of the St. Joseph river. Mr. Pleasant Harris was called to the chair and John Dougherty Defrees appointed secretary."

importance to the welfare of the whole St. Joseph country ; and we entirely concur in the project of asking aid of congress for this purpose, and adopt the memorial prepared at Saranac and subsequently adopted by the citizens of Niles as the sense of this meeting."

It was also resolved: "That L. M. Taylor, E. Egbert, and H. Chapin compose a committee to make knowTi the proceedings of this meeting to our representatives by the first mail."

Although congress could not be induced to act, the people continued to consider the navigation of the river as all important to the development of the country. In the same copy*' of the Pioneer in which are contained reports of the meetings held at different points to urge favorable action by congress, we find the following editorial paragraph:

"It seems that our anticipations in regard to steamboating on the St. Joseph are to be realized sooner than we expected. We have received information from a source which can be relied on that there is now a steamboat building at Erie. Pennsylvania, for this river. It will be completed by the time navigation opens. It is needless to say that we are highly pleased w^th the enterprise. Alive to everything that will have a tendency to advance the prosperity of this country, we shall hail the appearance of this boat as a new era in its improvement."

And also the following: "By an advertisement in the Detroit Journal, we perceive that there is a company formed for the purpose of building a steamboat, of the first class, expressly for the commerce on Lake Michigan. We hope that the stockholders may reap a rich harvest for their enterprise. From the rapid increase of business on this lake there can be no doubt that there will be employment for at least one boat, in addition to the schooners already in the trade. If the increase at any other point bears any proportion to that of the St. Joseph, we would think that still more employment could be given. From experiments lately made by merchants of St. Louis, we are constrained to believe that in future merchandise intended for Illinois and Missouri will be shipped via the great inland seas to Chicago, and thence wagoned to the falls of the Illinois river, it being navigable for small steamboats from that point to the Mississippi.

"There is another fact that will have a powerful influence and give a new impulse to the commerce on the lakes ; it is that all the merchandise necessary for consumption in what is called the Wabash country, in this state, must and will be shipped by way of the lakes and the St. Joseph river, and then wagoned on the Michigan road, a distance of only sixty-six miles, to the Wabash river. We have ventured the assertion that it can be done fifty per cent lower than by the present uncertain mode, and we still believe that we are correct."

In an editorial in the Pioneer for April 25, 1832, this enthusiastic paragraph appears : "Steamboats Coming! We understand by a gentleman from Detroit, that it is supposed the steamboat built at Erie, Pennsylvania, for the St. Joseph river will be here about the firet of June. Information from another Source says, that Mr. Bysel, of White Pigeon, has made arrangements to bring an engine around as soon as possible for a boat to be built somewhere on the river. We shall then have two boats, success to them! Hope they will have plenty of freight and passengers. How we should like to hear a high steamer blow its long black nose, and to see it impelled with an almost incredible velocity against the strong current of the majestic St. Joseph ! It would remind us of the din, the bustle and the business so common to the principal towns on the Ohio, but more particularly to the Tyre of the West."«

Again, on May 9, the editor cries out in gladness: "It is no longer doubtful concerning the steamboat for this river. It is reduced to a certainty. We have received a letter from John F. Wright, Esqr., of Buffalo, stating that he has a boat now nearly complete, built expressly for this trade, and which will be here about the first of June. ' '

And on July 4, 1832, we have these cheerful items: "Arrived, July 1, - Keel boat Fair Play, Capt. Cratee ; from Newburyport, cargo for H. Cliapin, in this place. Departure, July 2nd. - Keel boat Fair Play, Capt. Cratee, for Newburyport."

But on August the first, this agueish note was sounded : ' ' The steamboat Newburyport, built expressly for the St. Joseph river, ascended within ten miles of Niles, when, meeting a detachment of troops, it took them on board and proceeded to Chicago. - She may be expected here in a few days. ' ' Read between the lines, this announcement was evidently a premonition of disappointment; and it was justified by the event. The Newburyport did not return "in a few days." The difficulties of navigation were evidently too great for the successful running of a steamer of even moderate size.

The anticipations of the people of "The St. Joseph country," both in the state of Indiana and in the territory of Michigan, were exceedingly bright,- - but the sequel is soon told. Congress at first took some little halfhearted interest in the navigation of the noble river, and then quietly dropped the matter. Nature, the bridges, the mill dams, and finally the railroads, did the rest.

There was for a time, however, and of necessity, some navigation of the river. Proauce must be shipped in and taken out, either by the river or on wagons; and keel boats and steamers of light draft continued to go up the stream as high as Three Rivers. Even persons of the present generation remember steamboats coming up as far as South Bend, before the building of the dams at Niles and Buchanan. Pleasure boats even now run from the lake as far as Berrien Springs ; and in recent years the late John C. Knobloek had one between South Bend and Mishawaka; while even now the redoubtable George Wellington Streeter runs his boat within the same limits. But commerce, it must be confessed, has departed from the St. Joseph forever.

In 1830, two men named Masters and Tipsorf made several trips from the lake as far as South Bend and Mishawaka. In the spring of 1831, Peter Johnson built the first regular keel boat for general freighting on the St. Joseph. Madore Cratee was her captain ; and we have in the "Pioneer" (then called the "Beacon") for July 4, 1832, the announcement of the arrival and departure of Capt. Cratee in his keel-boat. In 1833, the little steamers Matilda Barney and Davy Crockett made trips as far up as Mishawaka. And from that time on until the coming of the railroads, river vessels of various kinds plied up and down the St. Joseph.

Something of the character of this river commerce may be learned from a local correspondent, writing in 1847. He says: "We have here a river coursing through two states, and passing through and in the vicinity of an agricultural body of land without a superior in the west. For one hundred and seventyfive miles, by the river distance, namely from Union City to St. Joseph, steamboats can navigate its waters, and have done so, - a length of steamboat navigation greater even than that of the Hudson. Four steamboats now ply upon it, and no one, we believe, has counted the numerous keel-boats and arks which annually find busy employment in its commerce. In the spring and fall one can hardly look upon this beautiful stream without seeing a boat of some character, deeply laden, sailing towards its mouth. The manufactories of iron, wool, oil, leather and other articles, which line its shores and the banks of its tributaries, and whose number is every year increasing with fast accellerating rapidity, together with the eighty run of stone for the grinding of flour, already at work or being put in operation the present season, throw upon its waters an amount of exports which would surprise those who have not closely scanned the statistics of this fertile valley."

Finally, however, the railroads came, and the St. Joseph, at least above Berrien Springs, ceased to be used or considered as a navigable stream. Below Berrien Springs, pleasure steamers of good size pass up and down by the beautiful summer resorts found along the lower part of the river. Higher up, too, pleasure boats occasionally ply between the many dams along the stream. But, as said by Judge Pettit, in closing a special term of court in this county, a few years ago, "While no doubt, the St. Joseph was once a navigable stream ; yet, as a matter of fact, it is no longer so."

Sec. 3. - Water Pov^er op the St. Joseph. - But the swift fall of the waters of the St. Joseph suggested another use of the river, and one which gave the tirst impetus to our great factories, and tended to make South Bend and Mishawaka the humming hives of industry which they have become.

The first dam across the river was built by the St. Joseph Iron Companj^ at the Mishawaka rapids, where has since grown up the beautiful city of that name. By an act approved January 22, 1835,<* Alanson M. Hurd, John J. Deming and John H. Orr and their associates were "constituted a body corporate and politic, by the name and style of the President, Directors and Company of the St. Joseph Iron Works"; and, amongst other powers, were given the right "to erect a dam across the river St. Joseph at the head of the Mishawaka rapids, in the township of Penn and County of St. Joseph." Provision was made in the act for a lock and "the passage of steamboats and other water crafts used on said river"; also tor rafts to come down the river, and for the free passage of fish up and down. The act was slightly amended by the act of February 1, 1836 ; and the name of the corporation was at the same time changed to the St. Joseph Iron Company. The construction of this dam, while an obstruction to river commerce, was nevertheless by reason of its use of the water power of the St. Joseph,

It was in the same year, 1835, that Joseph Fellows, Garrett V. Denniston and others, all from the state of New York, purchased from Alexis Coquillard the water powder and rights at South Bend. Early the next year, by an act approved February 6, 1836,® they likewise procured a charter to build a dam across the river "at the head of the rapids, at or near the town of South Bend." The conditions as to river traffic, the passage of fish and other matters were similar to those for the dam at Mishawaka. This act also was amended ill some matters by an act approved January 16, 1837.

The Denniston & Fellows Company does not seem to have been so well managed ; and, in any event, was not so successful, as the St. Joseph Iron Company. They made some progress in the work of constructing the dam and in digging a mill race ; but, in 1837, by reason of the panic of that year, or for other causes, they were compelled to cease operations altogether. Later, Mr. Coquillard recovered the property through the courts.

By an act approved December 28, 1842,^ Abraham R. Harper, William H. Patteson and Lathrop M. Taylor, were incorporated as the South Bend Manufacturing Company, and authorized to complete the dam at South Bend. This company became the owner of one-half the water power of the river at that point. Work on the dam was again taken up in 1843, and the construction completed the next year, with mill races on each side of the river. The one-half of the water power attached to the east side of the river passed at first to Samuel L. Cottrell, and from him, in 1867, to the South Bend Hydraulic Company. We have already referred to an interesting suit tried in our circuit court, in the summer of 1889, for the division of the water power among the owners on each side of the

The ownership on the east side has since remained unchanged ; except that the Hydraulic Company has made deeds of conveyance of certain amounts of water to the several mill owners along the race. In 1903 the ownership of the stock, property and rights of the South Bend Manufacturing Company on the v/est race, except certain shares retained by the city of South Bend, passed by purchase to the Oliver Chilled Plow Company. This resulted in a great transformation. An electric power plant was constructed on the west race, capable of using for the production of electricity the full one-half of the water power of the St. Joseph river. The plant is one of the best in the country, and supplies electricity for light, heat and power to the opera house, hotel, factories and other Oliver properties.

Previous to this time a company of eastern capitalists had been formed to construct a dam and electric power plant at a point above the city of Mishawaka, known as Hen Island. This great plant is used in connection with another at Buchanan, in Michigan, and with a steam power plant on the east side of the river, at South Bend, for the generation of electricity in vast quantities, which is used for lighting the cities and towns on the river and furnishing them heat and power.

In the beginning, the water power generated by the dams at Mishawaka and South Bend was used to run the saw mills, flouring mills and early manufacturing establishments in those towns. As soon, however, as any line of manufacturing greatly increased its output, the deficiency and uncertainty of water power, particularly after long' summer droughts, became manifest. In addition, the space on the river became too confined for large concerns. Accordingly, the heavier business, from time to time, was removed to more roomy quarters, often at a long distance from the river. The result is that the great a. See Chap. 6, Subd. 2.

Studebaker, Oliver, Birdsell. South Bend Chilled Plow and Singer Works, at South Bend, and the mammoth Dodge factory and othei-s at Mishawaka, together with many of lesser proportions in both cities, whether originally located along the mill races or not, are now run with steady and unlimited steam or electric, instead of water power.

Sec. 4. - Generation of Electric Power. - Yet, even now, there is, in another sense, a return to the river. At several places on the St. Joseph, as already stated, the great power of the river has invited the building of dams for the production of electricity, to be used not only for light and heat, but also for motive power ; and it would seem that the water power of the St. Joseph, through the generation of this mysterious fluid, with its tremendous force, is destined to make this valley forever a center of manufacturing activity, from the mouth of the river far up beyond the confines of St. Joseph county. Through this electrical energy there is, then, a return to the water power which first attracted the attention of millers and manufacturers. More permanent than the famed natural gas of central Indiana, this electric force, generated by the broad and rapid St. Joseph, will light and heat our homes and offices, our stores and factories; will propel our street and interurban cars, and run our endless varieties of machinery. The river first gave us ou.r manufactories and other industries ; and the same river, in this half spiritual form, will retain for us those factories and industries, and will add a thousand fold to their growth, usefulness and beauty.

Sec. 5. - Accidents on the River. - Before closing the history of the St. Joseph river, it becomes necessary to refer to the numerous accidents that have taken place in the beautiful but treacherous stream. No summer season passes but that the seductive waters draw into their fatal embrace one or more victims. The number of persons tliat have been caught by the charms of this syren would seem to have been so great that the young swimmers and bathers would avoid the tempting- waters as they would a bath of poison. But the victims continue to disappear from year to year beneath the treacherous waves, until as every summer comes the people expect to hear of deaths by drowning, almost as a matter of course. In South Bend, the board of safety has felt called upon to provide a life-saving station, with a boat ready at any instant to go to the rescue of a person caught in the dangerous currents. It is hoped this precaution may be the means of putting an end to the loss of life that has for years afflicted so many households.

The most heart-rending drowning that perhaps ever took place on the St. Joseph occurred on the evening of Tuesday, June 2, 1868, when four young people, Eugene Seixas, Charles Waterhouse, Adele Seixas and Molly C. Miller, lost their lives in a boat that was carried over the dam at South Bend. The cause of the accident is not certainly known; but it is believed that the boat, which was launched in the still water a little above the headgates of the west race, was caught in the current and carried sideways over the dam before the young men perceived their danger or had time to grasp the oars. Miss Miller's body was recovered that evening and those of the others on the next day. The tragedy cast a gloom over the whole city, where the yoimg men and ^vomen were all well known and were beloved by all the people.

Ii. Ferries, Roads And Bridges

Sec. 1. - Ferries Over the St. Joseph. - In the beginning, shallow places in the river, or fords, were selected for the purpose of crossing from one side to the other. The first settlers were often thus required to ford the stream with their wagons, oxen, cows and other stock. Soon after the starting of towns, however, it became necessary to cross the river at the towns whether the water were deep or shallow. Before the building of bridges such crossings were made by ferry boats plying from one bank to . the other. These vessels were generally flat boats, and simple in construction; on which teams, animals and all kinds of goods, as well as persons, were taken over the river at fixed charges. To protect the public as well as the ferryman, the county board granted special licenses, without which no one was allowed to establish a regular ferry or make charges for carrying goods or passengers from shore to shore.

The first ferry license on the St. Joseph river, as we have seen," was granted September 6, 1831, to Nehemiah B. Griffith ; who was authorized, on certain terms and conditions, to establish a ferry over the river, on what is now La Salle avenue. This ferry was of great advantage to the people having occasion to pass from one side of the river to the other. ^ Misunderstandings, however, arose, and complaints were made to the county commissioners as to the manner in which the ferry was conducted. This resulted in some litigation, and the matter was in an unsettled condition for a long time.

On January 7, 1835, Alexis Coquillard was granted a license to establish a ferry on what is now Colfax avenue. That the business increased may be known from an order made by the board on March 3, 1835, requiring Mr. Coquillard to add another boat to his ferry.

Sec. 2.- - Bridges Over the St, Joseph. - Not only has Mishawaka the honor of building the first dam across the St. Joseph river, but also of constructing the first bridge over the same stream. Both were private enterprises; and both were undoubtedly due in large measure to the enterprise of the principal founder of the city, Alanson M. Hurd. This first bridge over the river was built in 1837, and seems to have been a substantial structure. This may be inferred from the accident that happened in 1847 to the steam boat Pilot by running against the bridge. On May 3, 1847, the county auditor reported to the county commissioners that the owners of the Pilot threatened suit for the loss of their boat, claiming also that the bridge was an obstruction to navigation. The only action taken by the board was to order surveys and estimates for a new bridge, a "lattice" bridge, at Mishawaka.

No action looking towards building a bridge at South Bend seems to have been taken until 1844, when Abram R. Harper, an enterprising merchant of the town, was authorized by the county board to take up subscriptions and erect a toll bridge over the river at Washington street. The idea of a toll bridge does not seem to. have been received with favor by the people, and the project languished. In March, 1845, the county undertook the support of the enterprise, on condition that eight hundred dollars were secured by subscription. Mr. Harper was appointed superintendent. The bridge w^as to be three hundred and fifty feet in length; and to extend from Washington street, on the west, to Market street, now Colfax avenue, on the east side.

At the June term, 1847, Mr. Harper reported to the county board that he had advanced towards the building of the Washington-Market street bridge five hundred and thirtyseven dollars and fifty-four cents, and that there was yet due on subscriptions one hundred and ninety-nine dollai-s and fifty cents. It was evident that the board must now come to the rescue of this work, and an order was made that the road tax for Portage township be turned over to the superintendent and the bridge completed.

At the same session of the board it appeared from the surveys and estimates for the construction of the Mishawaka bridge that its total cost would be five thousand dollars, and that said sum exceeded the amount of the ordinary road work and tax of the two road districts in which the bridge lay. An order was then made that the road tax of all the districts to be benefited by the bridge should be applied to its completion. This bridge was to be three hundred feet long and twenty-eight feet in width.

Thus was the very important work of spanning the river with bridges at the two towns completed. The days of the ferries were passed. The county, under statutory provisions, has since taken charge of the building of all bridges over the river, as well as of all other bridges in the county.

Soon after there was found need of an additional bridge in South Bend ; and a covered wooden bridge was built on Water street, now La Salle avenue, where the first ferry in the town had been established. This covered wooden bridge is noted in our local history by reason of the disaster occasioned to it by the only tornado that ever visited this section of the countiy." It was about two o'clock on the afternoon of August 9, 1865, that a black, angry-looking cloud was seen coming up the Kankakee valley from the southwest. The cloud came on swiftly and threateningly; dipped towards the earth as it reached the town ; stripped the tin roof off the court house, tearing the tin and rolling it up like bales of cloth; dipped still lower and struck and tore down the east half of the Water street bridge ; and then scattered houses and barns as it rushed on to the southeast. The tornado does not seem to have been near enough to the earth to have done any damage was taken in 1903, in the building of the Colexcept as it passed over the town. The com- fax avenue bridge, supported on great iron er's mill. Still other wooden bridges were Finally public opinion was so distinctly exerected from time to time, at different places pressed that the county commissionere took along the river. the ultimate step in bridge making, and

Bend. An unskillful workman one day drove ible stone arches, over which are built roada pin out of the unlucky east end of this ways and sidewalks , absolutely similar to and bridge was in favor for a time. One was Mishawaka, and so successful did the experibuilt at ^lishawaka, on Bridge street, in place ment prove that the county board no longer in summer and contracted in winter, and it Cedar street bridge, Mishawaka, and the Jefrequired the constant care of experts to keep ferson street bridge, South Bend, are most

Jefferson street and the bridge more direct and convenient at that point. But the bridge, as it is, is so noble a structure, broad and continuous as the fine street on which it is built, that it seems ungracious to draw further attention to faults now apparent to every one. Hindsight is easy to us all; foresight only to the child of genius. The vision of the historian is, of course, but hindsight; and he must be pardoned for looking upon thing-s as they have been done and as he actually finds them.

pathway had 'gone the Sacs and Foxes and other Indians in their journeys to the east from Wisconsin and other western countries; and by this traveled way had come the dreaded Iroquois in their incursions from the far east. In peace, it was the pathway of the hunter and the highway of commerce ; in war, it was the road along which advanced in threatening array the painted warriore of the forests and the prairies. As a national road the Great Sauk trail became known as the Detroit and Chicago road, or simply the Chicago road, as it is called to this day. This seen, were Indian trails and traces, running by the most convenient i-outes from point to point of importance throughout the vast surrounding wilderness. Some of these connected such far distant points and were of such convenience and even necessity for the use of the government as well as for emigration and for the needs of primitive commerce, that they were adopted and cared for as national roads. Of such was the Great Sauk trail, stretching from Canada and New York to the far northwest. This trail crossed the St. Joseph river near Bertrand and passed over the northwest part of this county. Over this road would perhaps have made Bertrand a great city had not the railroads passed through Niles and South Bend, and made of the great trail a common country road, instead of the thoroughfare of commerce which it had been for ages.

Another wilderness highway, connecting with the Great Sauk trail, extending thence east through South Bend and Mishawaka and across northern Indiana, to Vistula, Ohio, has now long been known as the Vistula road. This roaci:, ^..-.t; wrr^ers or its kind, took in all along the line other trails, traces and pathways, as the Dragoon trace and the Turkey

Creelc road, leading off to Fort Wayne and other points to the south and east. Such a highway as the Vistula road, leading as it did through many counties, was of state importance, was laid out by a special act of the legislature, and was therefore known as a state road. Sometimes the statute so passed, as was the case with the Vistula road, failed to tix any width for the highway, naming only the line of the road and leaving the width to be fixed by public travel, to the subsequent inconvenience of the people and the annoyance of boards of commissioners and often of the courts. The Vistula road as it extends through South Bend is called Vistula avenue; while through Mishawaka it is known as Second street. Those who desire to preserve historical associations have frequently urged upon the good people of Mishawaka the propriety of continuing the name of Vistula through their beautiful city.

Still other highways were confined to the county itself, although generally connecting and forming one with thoroughfares at the boundai-ies. Such highways were under the sole jurisdiction of the county commissioners and known as county roads. A very large part of the time of every session of the county board during the early period of the history of the county was taken up with hearing petitions for these county roads, appointing viewers to lay them out, hearing and approving the reports of the viewers and establishing the roads, or in listening to remonstrances and appointing reviewers. In time, however, all the necessary roads have been laid out, and it is not often now that petitions for new roads are presented to the commissioners. The attention of the county board and of the township road authorities is now, and has for years, been chiefly given to bridging, draining, grading, graveling and otherwise improving the highways already laid out. Plank roads were for a time re.sorted to on some lines, as on the Michigan road between South Bend and Plymouth ; but these were

It is said that the United States postal authorities in charge of the free delivery mail routes have recently pronounced the highways of Indiana the best in the Union. This is a high commendation for the public spirit of the Hoosier state; and it is to the honor of St. Joseph county that nowhere in Indiana are the public highways and bridges kept in better condition for public travel than within our own borders.

Although when first laid out and improved the various highways were for a time distinguished as national, state, county and even township roads; yet now, and for a long time, all roads are improved and cared for under the county and township road authorities, and the laws in relation to highways apply uniformally to all public roads, no matter by what authority they were originally established. We may note as a peculiarity of oui- local highway system that the gravel road laws of the state have never been applied to the improvement of the highways of this county. Good road gravel is so abundant in almost every section of the county that the township trustees and road supervisors have had no trouble in graveling the roads by using the ordinary road labor and the township road fund for that purpose.

In Chapter Fifth, subdivision first, of this history, in connection with the first surveys of the public lands, we have given some particulai-s concerning the early history of the most important public highway of the county, and indeed of the state also, the Michigan road. This road was to Indiana what the Erie canal was to the state of New York, what the Union Pacific was to the regions beyond the Rocky mountains and what the old Roman roads were to the several provinces into which they were extended. The most complete 'and detailed history of the Michigan road ever writfen Avas prepared by Miss Ethel ^lontgomery, a graduate of Purdue university and now one of the corps of teachers in the South Bend high school. Miss Montgomery's paper was recently read by her before the Northern Indiana Historical Society, and is to be published by the society as one of its most valued documents.

The Michigan road may be considered as a national as well as a state road. In Chapter Fifth we have seen that by the treaty of October 16, 1826, the United States secured from the Pottawatomies the lands necessary for the construction of the road from Lake Michigan to the Ohio river, the road to be one hundred feet in width. Both in the treaty, however, and in the subsequent acts of congress in relation thereto, the Indiana legislature was given the right to locate the road and to dispose of the lands and apply the proceeds to its construction. Chief credit for the completion of the road through this county and on to the terminus at ^Michigan City is due to the commissioner then in charge, Judge William Polke. who was one of the most eminent of our public men in the early history of Indiana. The road runs almost in a direct line from the crossing of the AYabash at Logansport to the southern bend of the St. Joseph, passing through Plymouth, Lakeville and South Bend, all then within the limits of St. Joseph county. From South Bend the course turned to the west, so as to reach IMichigan City by the most direct route. Michigan street and Michigan avenue mark the course of the Michigan road through South Bend. This section of the road was finLshed in 1834 and 1835 ; and its completion gave a wonderful impetus to the settlement of this county as well as of all northern Indiana.

See. 1. - The Lake Shore.^ - But the increased facilities for public travel and for commercial transactions, for the marketing of the products of the soil and the procuring of commodities needed for the use of the people, afforded by the opening of the Michigan road, adding as they did to the accommodations furnished by the navigation of the St. Joseph river, as well as by the stage travel and the wagon traffic over the various other thoroughfares of the territory watered by the St. Joseph and the Kankakee, could not satisfy- the eager commercial spirit of the people of St. Joseph county. As early as 1832, as we have seen, Mr. John D. Defrees, in the Northwestern Pioneer, advocated the encouragement of the building of a railroad into "the St. Joseph country. ' ' was then chiefly engrossed by the construction and operation of the Wabash and Erie canal, and the high hopes awakened as to the great commercial highway connecting Lake Erie and the Wabash river. However, in February 1835, the legislature passed an act for the incorporation of a company to be known as the Buffalo & jNIississippi railroad company, with the design to have a railroad constructed from Buffalo to the Mississippi river. In 1838 a company was organized under this act to build a railroad from the eastern boundary of the state, to run through South Bend and .]\nehigan City. General Joseph Orr, of Laport e county, was the active mover in this enterprise. But little headway could then be made, and the project was abandoned for several years.

In 1847, the agitation was renewed, and a meeting of persons interested, from Toledo to Chicago, was held at IMishawaka. At this meeting Thomas S. Stanfield first appeared as a railroad builder. To the untiring efforts of this eminent man, St. Joseph county was ultimately indebted for the first railroads that entered its territory. After Alexis Coquillard, there is no man to whom St. Joseph county is more largely indebted than to Thomas S. Stanfield. Wlien the time comes in which the county shall provide for the erection of statues to its distinguished citizens, the figure of Judge Stanfield. who brought to us our first railroads and opened up to the world our cities and towns and our splendid farming territory, will not be forgotten.

At this time a corporation known as the Michigan Southern railroad company had constrncted its road from Toledo, Ohio, to Hillsdale, Michigan ; and it was proposed that a corresponding Indiana corporation should be fonned to aid in completing the road to Chicago. This resulted in the formation of the Northern Indiana railroad company. In 1850 the two companies were consolidated under the - name of the Michigan Southern & Northern Indiana Railway Company. Desiring to reach Chicago more directly than could be done through Michigan City, the old charter of the Buffalo & Mississippi company was resorted to, and the road thus completed by way of Mishawaka, South Bend and Laporte.

But the rivalry then existing between the Michigan Central railroad company and the Michigan Southern & Northern Indiana again brought Judge Stanfield's resourcefulness into action. When the IMichigan Southern & Northern Indiana was built as far as White Pigeon, it found itself unable to reach the Indiana line in a direct route without violating the terms of the charter which it had received from the state of Michigan. This unfavorable legislation had been enacted through the influence of the rival railroad ; and the result was that the Michigan Southern must either come to a standstill or else go out of its way at a considerable loss. In this juncture Judge Stanfield proposed to the company that they should furnish him with the means, and he would procure the right of way and build an independent line of railway, four miles in length, extending from White Pigeon to the Indiana line. This was done; and for ten years this four miles of road, known as the Portage railroad, was nominally owned by Judge Stanfield, but leased from him by the company and operated as a part of the Michigan Southern & Northern Indiana.

the private subscriptions by the people proved sufficient for the building of the road, and the county subscription was not needed. Even the stock subscribed by the citizens was taken off their hands by Judge Stanfield who found eastern capitalists glad to take it, so that the building of this great highway of commerce, so vital to the prosperity of our community, was completed without cost to the county or to any of its people.

The day when the first through train from the east reached Mishawaka and South Bend is memorable in the history of St. Joseph county. This was on Saturday evening, October 4, 1851 ; and when the locomotive, John Stryker, oame puffing into the stations it was received with all demonstrations of joy by the assembled multitudes. Cheer after cheer came from the enthusiastic people whose hopes were thus gratified. Forty-eight rounds of cannon and brilliant bonfires bore the joyous intelligence to the sight and hearing of the eager inhabitants who were themselves unable to be present. Almost equal enthusiasm was manifested on the incoming and outgoing of the trains on the ensuing Monday, and for days afterwards. It was the culmination of the efforts and hopes of the people, ever since the firat settlement of the county. After the consolidation of this great railroad with the Lake Shore road from Buffalo to Toledo the name of the consolidated railroad was changed to the Lake Shore & Michigan Southern. It is commonly spoken of as the Lake Shore railroad.

Sec. 2. - The Michigan Central. - In 1867 a company was formed at Jaclcson, IMichigan, designed to aid in extending the Grand Trunk railroad through Michigan and Indiana to Chicago. The first plan contemplated going by way of Niles, and then by the most direct line to Chicago. This would have left South Bend out. The name of the company was afterwards changed to the ]\Iichigan Air Line railroad company, and under this name it began work. A lack of funds however compelled the company in 1869 to lease its road to the Michigan Central railroad company. The Air Line road was then rapidly completed from Jackson to Niles. An Indiana company was next formed to extend the Air Line to South Bend. To this project the city of South Bend extended its financial aid by subscribing for twenty-five thousand dollars of the capital stock. The Michigan Central leased this South Bend branch also, and thus the Michigan Central system reached South Bend early in the year 1870. Thomas S. Stanfield was also the force that secured this extension of the Michigan Central to our county. It is said that for years this ten mile branch from South Bend to Niles was the most profitable ten miles of road in the whole Michigan Central system.

Sec. 3. - The Grand Trunk. - But the people of St. Joseph county, led by Judge Stanfield. were not satisfied without making further efforts to secure the passage of the Grand Trunk extension through Mishawaka and South Bend. Several distinct companies were formed with this project in view, - first, a company known as the Port Huron & Lake Michigan railway company, to build the road from Port Huron to Flint, Michigan ; second, a company called the Peninsular railway company, to build the road from Lansing by way of Battle Creek to the Indiana line; third, an Indiana company, to build the road from the Michigan line by Mishawaka, South Bend and Valparaiso to the Illinois line; fourth, an Illinois company to extend the road to Chicago; and, fifth, a company to build the gap in the road from Flint to Lansing, thus completing the road from the Grand Trunk, at Port Huron, to Chicago. These several companies were consolidated under the name of the Chicago & Lake Huron railway company. The companies were all weak financially and the building of so great a stretch of railroad was too much for their scant treasuries aided by all the credit that could be obtained. The result was that the road was for a long time operated by a receiver. In 1879 the Grand Trunk of Canada became satisfied that it needed this poor insolvent road, in order to secure connection with Chicago and the great northwest. The road from Port Huron to Chicago, by way of Mishawaka and South Bend, thus became a part of the Grand Trunk system, one of the great railroads connecting Montreal, New York and the east with Chicago and the northwest.

Sec. 4. - The Division Street Incident. - A painful episode connected with the building of the Grand Trunk road through South Bend is the wrong done the residents of Division street in that city. By an ordinance passed through the common council March 2, 1868, the. "Peninsular Railway Company of Indiana" had been authorized to lay its railroad tracks on Divison street. This was done without any consent from the people on the street. Division street was then one of the most pleasant of the residence streets of South Bend, and the citizens living along that street were bitterly opposed to having their beautiful homes blackened with smoke and disturbed with the rumblings of trains and the shrieking of locomotives day and night, - to say nothing of the practical closing of the street' to public travel and the endangering of the lives of their families by the incessant passage of trains. The railroad authorities, on the other hand, and the people of the county generally, while acknowledging the injustice done the residents of Division street, were yet extremely desirous of having the track laid through the city, so that the great enterprise should be completed on to Chicago. Each party waited anxiously for the outcome. On August the 31st, 1871, the railroad company, having finished the bridge over the St. Joseph river and collected all materials needed for laying the ties and rails, gathered a large force of men and laid their track through the city along the devoted street, and then ran their locomotives and cars over the line, in the face of the angry protests of the residents. Litigation at once followed and has not been ended even to this day. It is very probable that the company have long since realized that they did not only an unjust, but also an impolitic thing, in thus forcing their way along Division street, against the united and persistent opposition of the people. Notwitlistanding the acknowledged benefit of the Grand Trnnk road to South Bend and St. Joseph county, the people have never warmed to the company on account of the great injustice done in the first instance. Through sympathy, the larg-e majority of the people have adopted as their own the cause of their wronged fellow citizens on Division street. It would have been much better for the company to have gone through the city on a line near to the Lake Shore railroad and in territory already devoted to railroad uses. This lesson, now so evident, has however been learned too late. The wrong has been done, and it is not easy to see how it may be repaired. It is but another illustration of the truth, that the end can never justify the means. An advantage, however great, is too dearly bought when purchased by an act of cruelty or injustice.

Sec. 5. - Other Railroads. - What was done for South Bend, ^lishawaka. Osceola, New Carlisle and the northern part of the county by the bringing here of the great lines of the Lake Shore, Michigan Central and Grand Trunk, was done for Walkerton and the south west part of the county by the building of what has long been known as the Lake Erie & Western railroad, connecting Laporte and Michigan City with Indianapolis ; and also the Baltimore & Ohio road, connecting Washington City, Baltimore and other eastern points with the city of Chicago.

An enterprise of the greatest value to the people of the county was the extension in 1884 and 1885, of the Vandalia railroad system from Logansport, by way of Lake Maxinkuckee, Plymouth and Lakeville, to South Bend. This road brought us into direct connection with Terre Haute, Evansville, St. Louis and the Indiana coal region. It was a most desirable acquisition, and came to us with the good will of all the people but without special effort on the part of any one. The coming of the Vandalia is of particular interest from the circumstance that it was the first distinctive indication that our manufactures and other local interests had become an inducement for the outside world to seek our market. We had no longer any need ourselves to seek connections with the trade centers and great thoroughfares of the country. Henceforth they were to seek us rather than wait for us to seek them.

A like acquisition was the voluntary coming to South Bend, by way of Walkerton and North Liberty of the Three I railroad, or, as it is often called, the Chicago belt line. This road gives to our manufacturers and merchants direct connection with practically every railroad entering Chicag'-o. The Three I is distinctively a freight railroad, perhaps the most successful of its kind in the country. It has since passed under control of the Lake Shore railroad company, but still maintains its characteristic feature as a freight railroad ; although its passenger business is not neglected. The Three I and the Vandalia railroads have been of inestimable local benefit to the people of St. Joseph coimty, by bringing the county seat and the other northern towns into close connection with Lakeville, North Liberty, Walkerton and all the other southern parts of the county. Literally, we are all now closely drawn together by bands of steel ; and this more intimate union of all sections has made every inhabitant prouder of his citizenship of St. Joseph county.

Still another railroad, the northern line of the Wabash system, extends through the south part of the county, passing through Wyatt, Lakeville and North Liberty, and giving direct connection with Toledo and Cleveland on the east and with Chicago on the west.

The St. Joseph & Southern, now operated by the Michigan Central gives direct connection with the Michigan fruit belt and the pleasure resorts at St. Joseph and other

Another freight railroad is the New Jersey, Indiana & Illinois railroad, connecting with the Wabash near Lakeville and extending into the factory district of South Bend.

The Studebaker and Oliver factories also own short freight lines connecting with all lines entering South Bend. These private lines are used for the purpose of facilitating shipments from the respective factories to the great railroads.

Sec. 6. - Railroad Accidents. - Considering the great railroad mileage in St. Joseph county, including street railways and interurban roads as well as steam railroads, the number of railroad accidents have been few and the loss and injury to persons and property has been little. The most serious railroad accident that ever occurred in the county took place on the night of June 27, 1859, when the night express from Chicago, on the Lake Shore road, was wrecked at Springbrook culvert, about half way between South Bend and Mishawaka. Springbrook is a veiy small stream, being indeed for the greater part of the time a dry ravine. Accordingly, when the culvert was being put in over the brook, the railroad company thought it only necessary to build a small one, such as would be put over an ordinary ditch running through any low ground. At the tnne the neighboring farmers warned the men engaged on the work that the culvert, while sufficient for ordinary stages of the little stream, would in case of an extraordinary^ freshet be totally inadequate to carry the waters that would rush through the ravine pn their way to the St. Joseph river; and they instanced one such freshet which had come down from the hills on the south in the year 1841. The warning was not heeded; and on the fateful 27th of June, 1859, the lives of many passengers paid the penalty for the negligence of those Avho put in the culvert. On the afternoon and evening of that day there had been a great downpour of rain. The brook became a raging torrent; and, choking up the little culvert with earth and debris, the waters rose to the level of the track, and so water-soaked the road bed and weakened the culvert, that the train, rushing on in the darkness, with its load of sleeping passengers, plunged into this valley of death. Some were killed in the coaches ; while others were drowned in the rushing waters. How many were lost is unknown. There were about one hundred and fifty passengers on the train. In a few minutes the waters, released by the breaking away of the culvert, all passed off to the river ; and many were thus saved from drowning. On the next morning, a beautiful June morning, the towns of South Bend and j\Iisha.waka awoke to a knowledge of the most dreadful accident, and loss of life, that had ever happened in our vicinity. The culvert was then built large and strong; and very few of the thousands who have since enjoyed the pleasures of Springbrook park, when looking upon the substantial masonry over the ravine, ever have a thought of the hapless lives that went out there on that fearful night in June, long years ago.

Iv. Street Railways And Interurbans

Sec. 1. - The South Bend City Railway. - As early as June 23, 1873, the ''South Bend Street Railw^ay Company" was incorporated, the incorporator being John R. Foster, Joseph B. Arnold, Jr., Jacob Woolverton, Alexis Coquillard and Henry B. Hine. On September 18, 1880, the first franchise was granted by the corumon council. Many subsequent ordinances in modification of this original ordinance were passed by the city council. At first, all motive power for the propulsion of cars except that of horses or mules was prohibited. Afterwards, the prohibition was removed as to all power except that of steam. A fear seems to have existed that the street railway companies would run their cars by railroad locomotives. One ordinance expressly required that only animal power should be employed, except that elec- tricity might be used on ^liehigan street. In 1882, under this permission, the use of the overhead or trolley system was attempted, - for the first time, it is said, in the history of street railways. The attempt as then made was unsuccessful ; the cars could be moved only for a part of a block, and would then come to a stop by failure of the electric power. It seems that the electric fluid became dissipated in the earth as fast as supplied from the power house. In time this defeet was remedied, and the troUey system took the place of animal power and also, in most instances, of the cable and every other mode of propulsion ; but the claim of South Bend to the distinction of being the place where the use of electric power for street cars was first attempted has not been questioned.

Sec. 2. - The South Bend and Mishawaka Railway. - Although the South Bend street railway Avas almost a failure from the beginning, yet that did not seem to discourage the projectors and -others who were disposed to follow in their footsteps. Instinctively, there seemed a conviction that street railways must ultimately become successful. On December 11. 1882. a franchise was granted to the South Bend & ^Vlishawaka street railway company to construct a street railway between the two towns, then a distance of about four miles apart. As the greater part of this distance was without the limits of both towns, it was necessary for the company to obtain a franchise from the county commissioners to use the public highway. This was granted by the board. Soon after the building of this line there was some dissatisfaction show^n by the public by reason of the obstruction to travel caused by the manner in which the compam' had exercises its franchise. This dissatisfaction finally resulted in an action in the circuit court, brought by the county commissioners to compel the company to comply with the terms of its contract. The suit was decided in the circuit court against the county commissioners; but that body at once appealed to the supreme court and secured a reversal of the decision, finally compelling the company to take up a large part of the track and re-lay it in compliance with the terms of its franchise.'' Notwithstanding these and other reverses, the Misliawaka line seems to have been worked ?d a profit; and when the South Bend city railway and the South Bend & ]\Iishawaka street railway became the property of a single company, it was the Mishawaka line that sustained the life of the double enterprise until the time came when a new corporation, with abundant capital, became the owner of all the lines under all the charters, and at once and for the first time made the street railway business in St. Joseph county a complete successful enterprise.

Sec. 3. - The Indiana Railway. - In 1899 the Indiana railway company was organized, with Arthur Kennedy as president and J. McM. Smith as vice-president and general manager. This company at once became the owner of the South Bend street railway, the South Bend & Mishawaka line, the Elkhart street railway and the Goshen railway line. The construction of the South Bend, Mishawaka, Elkhart & Goshen interurbau railway thereafter followed, and very soon proved to be one of the most excellent interurban lines in the state. Power houses were erected at South Bend and Osceola, in St. Joseph county, and at Dunlaps, in Elkhart county. Springl)rook park, on the St. Joseph river between South Bend and. Mishawaka, which had acquired some reputation as a pleasure resort in connection with the old South Bend & Mishawaka line, was now greatly improved and speedily became one of the most frequented places of amusement in northern Indiana. For the first time the people of South Bend, Mishawaka and the surrounding country learned what it was to have a first class street railway and interurban system.

But the Indiana railway company was evidently ambitious of still greater things. Franchises were procured to extend the lines a. Board v. South Bend &c. R. Co., 118 Ind. 68.

to Laporte and Michigan City, and the lines at Michigan City and Laporte were purchased. The company also lent its aid to the formation of another interurban company which should build by^Ae way of Niles to the city of St. Joseph on Lake Michigan. The new company, known as the South Bend & Southern railway company, received a franchise from the city of South Bend on July 28, 1902 ; and in an incredibly short time the interurban from South Bend by way of Niles and Berrien Springs to St. Joseph was in full operation. Sec. 4. - The Chicago, South Bend & owners in all the street railways and interurbans going out in every direction from Indianapolis. They had the experience, ability and wealth needed to make South Bend a second traction center, little if at all inferior to that at Indianapolis. The new company, known as the Chicago, South Bend & Northern Indiana railway company, already shows a purpose to accomplish this end. Preparations are under way to reach Winona and Logansport on the south and thus connect with the Indianapolis system. Still more definitely is the purpose shown to exercise the franchise for

Lover'S Lane, Springbrook Park

Northern Indiana Railway. - In the midst of its great enterprises the Northern Indiana became aware that it had undertaken too much, even for its great enterprise and generous treasury. It is to the credit of the stockholders and managers of the company that they discovered their limitations in time. In 1906, a sale of all the Indiana railway property was made to a powerful s'treet railway syndicate, represented locally by those worthy and successful business men, James Murdock and his sons Charles Murdoch and Samuel T. Murdock, of Lafayette, Indiana. These gentlemen were already large traction completing the lines to Laporte and Michigan City, and from these points ultimately to Chicago. For western St. Joseph countj^ New Carlisle and all the surrounding territory this interurban extension will be a great blessing, giving the people ready access to South Bend as well as to other east and west centers of trade and population, and thus bringing the eastern and western parts of our county into closer union.

Sec. 5. - The Southern Michigan Railway. - The South Bend & Southern Michigan interurban. connecting with St. Mary's, Bertrand, Niles, Berrien Springs, St.

Josej)}! and Lake Michigan, and known as the Southern Michigan railway company, has already become a popular and profitable line. The Michigan fruit belt, the fine scenery along the lower St. Joseph and the many beautiful pleasure resoi-ts on Lake Michigan, are thus brought to our door. A casual view into the future brings us in sight of Kalamazoo, Grand Rapids and all southwestern Michigan.

Sec. 6. - The Chicago, Lake Shore & South Bend Line. - Many other interurban lines are in contemplation by enterprising business men who see the bright future that is certainly awaiting the development of South Bend, IMishawaka and all the St. Joseph valley. One of these lines, at first called the Chicago & Indiana Air Line, but since named the Chicago, Lake Shore & South Bend railway, received a franchise from the city of South Bend, and also from the board of county commissioners of St. Joseph county, in 1903, and has already built many miles of its line between South Bend and Chicago. This line, when completed, is to be one of the great interurbans of the country, connecting Buffalo, by way of Cleveland, Toledo and South Bend, with Chicago.

Sec. 1. - The Western Union. - The first movement for the erection of a telegraph line through northern Indiana were made in 1847. There was an effort at that time to construct a line of telegraph from Buffalo to Milwaukee. The feasibility and advantage of the telegraph were not then generally appreciated and moneyed men were slow to invest in the enterprise. The appeal was therefore rather made to the enterprise of the people generally than to the cupidity of investors. South Bend was asked to furnish two thousand dollars towards the building of the line, and to the credit of the enterprising citizens of that day be it said that the money was at once subscribed. But subscriptions were not so readily made along the line. Chicago, strange to say.

After a while, however, the people began to realize that the telegraph was to prove a success, and the necessary means to build the line were forthcoming. Early in the year 1848 the line was completed, and the people of St. Joseph covmty were among the first to be in instantaneous communication with the whole country.

Sec. 2. - The Postal. - The telegraph was not only a great convenience for the people who made use of it, but was a source of wealth for its owners. Many new companies were therefore formed from time to time, and sought to partake of the profits that resulted from the business. In 1880, the American Union Telegraph company was granted a franchise ; and in 1881 the same favor was extended to the Mutual Union Telegraph company. On December 11, 1882, the Postal Telegraph company was authorized to erect its poles and wires in the city of South Bend. The Postal and the Western Union have both become great and successful through lines of communication to all parts of the world.

Sec. 3. - The Central Union. - After the telegraph came the telephone ; men were enabled instantaneously not only to write afar off, but also to talk afar off. In March, 1880, the South Bend Telephone exchange was authorized to erect poles and wires ; and almost immediately thereafter the lines were extended to Mishawaka and other points, until every town and hundreds of farm houses were in communication with every other place in the county and in surrounding counties.

In 1889 the Central Union telephone com- ' pany was authorized to do business ; and in 1893 the American Telegraph and Telephone, or Long Distance, company extended its poles through the county, on the line from New Yoi'k to Chicago. Other telephone companies came into the county from time to time, and, for different reasons, failed to maintain their

Sec. 4. - The Home. - In December, 1901, however, the Home telephone company received a franchise and began at once to grow into a strong and well conducted establishment, with telephonic connections throughout the state and adjacent territory. The Central Union and the Home telephone companies, with their long distance connections, give to every section of the county ready communication with all parts of the country.

gee. 5. - The Old and the New. - So has it come to pass that every section of St. Joseph county, which for its communication with the outside world once depended upon the uncertain navigation of the Kankakee and the St. Joseph, and upon the ill-conditioned wagon roads or pony pathways through the wilderness, now has its graveled highways in every direction, its hourly railroad and interurban connections, and its instant communications by telegraph and telephone. It is a marvel which we fail adequately to appreciate, that all this magic transfonnation has come to us within the space of seventy-five years.

Perhaps the change in our facilities for connection with the outside world may be the more vividly realized by the reading of the following quotation from the prospectus of "The St. Joseph Beacon and Indiana and Michigan Intelligencer," a paper published at South Bend by John D. and Joseph H. Defrees. This prospectus was printed in the "Beacon" under date of May 23, 1832.«

"In establishing a newspaper in so new a country as this," say the publishers, "we knew that we had many difficulties to encounter; manj^ deprivations which are not known in the old and densely populated parts of the 'West,' with which to contend. One main difficulty when we commenced was the a. The first copy of tllis paper, then called "The North-Western Pioneer and St. Joseph's Intelligencer," was issued at South Bend, November 16, 1831. It was the first newspaper published in this region, north of the Wabash or west of Detroit.

want of mails. People were not willing to subcribe without being certain of receiving their papers regularly. This difficulty has been greatly remedied since the first number was issued. There is now a mail twice a week to Fort Wayne ; twice a week to Detroit, via Niles; and once a week to Chicago - besides several others will yet be established; - thus giving the people throughout the whole St. Joseph country an opportunity of regularly receiving the papers. This, then, can be no longer urged against subscribing for so valuable an acquisition to every family as a weekly newspaper. . . . The inhabitants of the St. Joseph country should support a paper somewhere within its limits. The interests of the whole country are so closely connected that it can make no difference whether it is published in Indiana or Michigan."

Vi. Drainage

Not the least important of the public improvements of St. Joseph county has been the drainage of our low lands. Not only have the swamps and other wet lands in this way been reclaimed and made fertile and productive, but such drainage has been one of the most effective means for the improvement of the public highways. If it is true, as recently declared by the United States postal authorities, that the public roads of Indiana are better improved than those of any other state in the Union, there need be no doubt that tbis excellent condition is first of aU due to the thorough drainage which has been made. Grading, graveling and macadamizing are of course necessary for the making of the best iviads ; but all such work would be quite useless if the roads were not first thoroughly drained. The steps to be taken for the making of good roads, then, are, first of all, thorough drainage, then grading and graveling, or the putting down of other material for a solid roadbed.

swamp and overflowed lands therein," to enable such states to reclaim said lands by the construction of "the necessary levees and drains;" This grant of the general government was consequently coupled with the following condition: ''Provided, however, That the proceeds of said lands, whether from sale or by direct appropriation in kind, shall be applied, exclusively, as far as necessary, to the purpose of reclaiming said lands by means of the levees and drains aforesaid. "« Under this act the state of Indiana came into possession of the lands of the Kankakee valley and other overflowed lands, and the state made some feeble attempts to comply with the proviso requiring that the lands so acquired should be drained. The drainage attempted was inefficient and altogether inadequate, and the old state ditches thus constructed have long been filled up. In fact, they were never of any value. In 1850, the people of the state were without either knowledge or means for the drainage of the Kankakee.

The subject of the drainage of this vast valley continued, however, to be agitated by the people, and by an act approved April 11, 1881, the general assembly authorized the governor to appoint a civil engineer to make a survey of the Kankakee region and other large districts of wet lands in the state, with a view of determining the best method of drainage.^

Sec. 2. - Professor Campbell's Survey. - - Governor Albert G. Porter, with the utmost wisdom, appointed as civil engineer under this act Professor John L. Campbell, of Wabash College, the most competent man in the state for the position. Professor Campbell's report is so important a historical document in relation to St. Joseph county, and indeed to all northern Indiana, that it seems well to preserve it entire as he sent it to the governor. His survey was the first movement towards the successful drainage of the great valley, and no history of any part of northwestern Indiana would be complete without a reference to this report.^ The writer had the pleasure of receiving from Professor Campbell the following letter enclosing a copy of this report:

Dear Sir: I enclose to you a copy of my report on the Kankakee made in 1881 which may be of some service to you in the consideration of the bill introduced by j^ou for the removal of the obstruction at Moraence, 111.

My estimate for this work on page 26 was $22,500, which was a mininuim or a very low estimate. Your proposed $40,000 is much better. Wishing you success.

Lands In Indiana

Sir - I have the honor herewith to report the results of my surveys of the Kankakee region, and of the marsh lands in Allen, Huntington and Knox counties, which were made in accordance with your general instructions, under the act of the general assembly, approved April 11, 1881.

I had the honor to acknowledge, May 5, 1882, the receipt of my commission from you as chief engineer, and I proceeded immediately to make the preliminary examinations and preparations necessary for beginning the field work July 1, 1882.

It was deemed expedient to provide tents and camp equipage for the field corps, and this outlay was more than justified in the actual saving in the cost of subsistence, and in the increased facilities for the prosecution of the work.

The chief instruments needed for the survey were the transit and the level, and these were rented at a small cost. The chain and other minor things required were purchased.

In the division of work Mr. Anderson performed the duties of general assistant engineer, and took special charge of the reconnoissance in advance of the corps, i^'or this position he had been well fitted by the experience of three years as my assistant in the United States Geodetic Sui^ey in Indiana.

Prof. John J\I. Coulter, of Wabash College, was assigned to the position of surveyor, and in addition to his duties with the transit, he was specially charged with the examinations of the soil and underlying strata, which you directed to be made along the line of the survey. Prof. Coulter's well-lmo^vn reputation as one of our most learned botanists and geologists, is the best evidence of his fitness for the part of the work committed to him.

i\Ir. Orton, an accomplished civil engineer, with a successful experience of fifteen years, was assigned to the most important position of leveler. The lines of levels run by ]Mr. Orton on this survey were carefully tested by repetition, and are believed to be accurate in every particular.

The other members of the corps were : Rodmen, Jesse Blair and George W. Benton ; flagmen. Charles B. Landis and Edwin H. Anderson; chainmen, George W. McConnell and Henry Forsland: axeman. James M. Simpson; commissaries. William H. Scott and William H. Shooler ; cook, Wesley Foster.

In the many exposures and hardships incident to a survey through the Kankakee marshes, there was no shrinking from duty, and I am glad to add that not a day was lost by any one on account of sickness.

Our tents were pitched on the first of July, near South Bend, and the field work was continued from that date, without interruption, until August 30.

General Topography

The Kankakee river takes its rise in the elevated marsh land near South Bend, in See. 16, T. 37 N., R. 2 E. ; thence it runs through St. Joseph county to Sec. 14, T. 36 N., R. IE., from which point it forms the boundary line between Laporte, Porter, and Lake on

The river leaves the state in Sec. 1, T. 31 N., R. 10 W., and in the state of Illinois, by its junction with the Des Plaines, forms the Illinois river.

The Kankakee river is noted for its extreme crookedness. Father Stephan, who made a careful survey of the channel, reports two thousand bends from the source at South Bend to Momence, Illinois. By the same authority the approximate length of the river between these points is two hundred and forty miles.

The water in the stream is remarkably clear and is of excellent quality for domestic purposes. The iron, and possibly other mineral substances held in solution, give the water valuable tonic properties.

The exceptional healthfulness of the Kankakee region as compared with other large swamp districts, may be due m a great measure to these mineral qualities.

The bed of the river generally is sand and fine gravel, and the banks are very low. The chief tributaries of the Kankakee on the north side are Grapevine, Little Kankakee, Vails, Mill, Hog and Crooked creeks; on the south side, Potato and Pine creeks, Yellow river and Bogus creek. Yellow river is the most important tributary and is scarcely inferior to the Kankakee above the junction of the two.

West of Bogus creek on the south side, and of Crooked creek on the north side, the small streams from the uplands lose themselves in the marshes and have no well defined inlets to the river.

The entire area of country drained by the Kankakee and its tributaries in Indiana is over sixteen hundred square miles, or approximately one million of acres.

The countiy adjacent to the river is a broad plain, varying in width from one to twenty miles, measured by sections north and south,' with an average width of about ten miles.

Along the irregular border of the plain, on both sides, are sand ridges, which give to the region the proper designation of the Kankakee valley.

This valley is for the most part an unreclaimed marsh ; and except along the river banks and on occasional small sand islands, it is destitute of timber.

Coarse prairie grass, wild rice and weeds, grow in the greatest luxuriance in all parts of the marsh, and, in many places, even in the bed of the river itself.

The soil is a rich vegetable loam and sand, varying in depth from five feet to a few inches. Its general richness may be inferred from the rank growth of grasses, even in the lowest portion of the marshes, where the water remains during the entire year.

In St. Joseph county, and in parts of Laporte, Porter and Lake counties, the ad.jacent uplands have a plentiful admixture of clay, and the drainage from these uplands for ages has been adding fertility to the marshes, so that, not without reason, it is believed that these lands, when reclaimed, will be of the best quality.

In Starke, Jasper and Newton counties, the uplands are more sandy, and consequently the mai-shes adjacent have less depth of soil; but there is no part of the valley which is not worth far more than will be the cost of reclamation.

From its source to the mouth of Mill creek, the river runs through the open marsh, but below this point the banks on one or both sides are covered with quite large trees.

The Survey

The line surveyed begins in St. Joseph countv, Indiana, at station A, near the S. "W. corner of N. E. 14 of Sec. 16, T. 37 N., R. 2 E., where the small branch which is the source of the Kankakee crosses the Grand Trunk and Chicago railway; thence S. 56i° W., 12.85 miles, along the general line of the river, to station B, near the middle of the north line of S. W. ^ Sec. 23, T. 36 N., R. 1 W., a point on the bank of the river; thence S. 34f° W., 3.80 miles through the west part of Mud lake to station C. near the west line of S. W. ^ Sec. 4, T. 35 N., R. 1 W., a point at the middle of the bridge over the Kankakee, on the line of the Indianapolis, Peru and Chicago division of the Wabash, St. Louis and Pacific railway ; thence S. 59^° AV., 3.45 miles, to station D, near the N. W. corner of S. W. ^ Sec. 13, T. 35 N., R. 2 W., a point at the middle of the bridge over the Kankakee on the line of the Baltimore and Ohio railway; thence S. 31° W., 3.35 miles, to station E, near the N. E. corner of the S. W. I Sec. 34, T. 35 N., R. 2 W., a point on the bank of the river; thence S. 53^° W., 7.42 miles, to station F, near the S. E. corner of S. W. ^ Sec. 22, T. 34 N., R. 3 W., a point in the open marsh on the north side of the river at the head of a gap through "Pup Grove"; thence S. 45f° W., 1.20 miles, to station G, in N. W. corner of S. E. ^ Sec. 28, T. 34 N., R. 3 W., a point on the line of the New York, Chicago and St. Louis railway; thence S. 5U° W., 6.43 miles, to station H, on the south line, near S. W. corner of S. E. ^ Sec. 15, T. 33 N., R. 4 W., a point on bridge number - , on the line of the Pittsburg, Cincinnati and St. Louis railway; thence S. 63° W., 4.66 miles, to station I, on the middle line of N. -J Sec. 36, T. 33 N., R. 5 W., a point near the head of "Sand Channel"; thence S. 89° W., 6.9 miles, to station K, east of the middle line of Sec. 35, T. 33 N., R. 6 W., a point in the open marsh on bridge over slough on road leading to Baum's bridge; thence S. 50i° W., 2.05 miles, to station L, near the middle of the east line of S. E. i Sec. 4, T. 32 N., R. 6 W., a point in deep slough in gap through "Long Ridge"; thence S. 66^° W., 0.9 miles, to station M, near the center of N. W. i Sec. 9, T. 32 N., R. 6 W., a point in the open marsh; thence S. 79° W., 5.32 miles, to station N, near the S. E. corner of N. E. i Sec. 16, T. 32 N., R. 7 W., a point in the open marsh; thence S. 60° W., 3.9 miles, to station 0, near the center of See. 25, T. 32 N., R. 8 W., a point on the grade of the Indiana, Illinois and Iowa railway; thence by the survey and grade of the Indiana, Illinois and Iowa railway 12.83 miles to the state line; and thence, by the same railway survey, 6.8 miles to Momence, Illinois. From station N. near the S. E. corner N. E. i See. 16, T. 32 N., R. 7 W., the line for the improvement of the river will run S. 66^° W., 5.45 miles, to station P, near the middle of the east line of S. E, -]- Sec. 27, T. 32 N., R. 8 W.. a point in the Kankakee river; thence S. 53^° W., 1.25 miles, in the general channel of the river to station Q, near the middle of the line which separates sections 33 and 34, T. 32 N., R. 8 W., a point in the river east of the bridge over the Kankakee, on the Chicago and Indianapolis division of the Louisville, New Albany and Chicago railway; thence S. 80° W., 2.75 miles, to station R, near the middle of the north line of N. W. ^ Sec. 6, T. 31 N., R. 8 W., a point in the river; thence west 2.15 miles, bv a new channel, to station S, near the N. E. corner of Sec. 3, T. 31 N., R. 9 W. ; thence S. 85° W., 5.20 miles, to station T, on the west line of Sec. 1, T. 31 N., R. 10 W., a point in the river on the state line between Indiana and Illinois.

The Illinois section begins at station T. on the state line; thence N. 82° W.. 2.00 miles, by a new channel, to cut off a great bend, to station U, a point in the river; thence S. 70° W., 3.40 miles, in the general channel of the river, to station V; thence N. 60° W., 1.75 miles in the general channel of the river to station W, a point in the river below the mouth of Bull creek: thence S. 7U° W., 1.50 miles, in the channel, to a point in the river below the dam at Momence. The total distance, as shown by

The distance on the proposed line for the improvement will be measured from the mouth of Grapevine creek, nine miles from South Bend, and will not differ from the line of the survev, until the line comes to station 0, in the riVer, Sec. 26, T. 32 N., R. 8 W. From this station, the proposed line for the improvement will be in the general direction of the river itself, and it will be considerably longer than the straight lines measured in the survey.

The Levels

The line of levels was run as near as possible with the line of the survey, and care was taken always to select firm ground for the instruments. The levels were carefully tested by repetition and are believed to be accurate.

The following cross sections furnished me by the chief engineers of the several railways named, show the general outline of the valley and its adjacent ridges: