Vanderburgh County, Indiana - Chapter 3, 1889 (part 2 of 2)

Other laws authorizing the incorporation of turnpike or gravel road companies were enacted, but under these no organizations were effected in this county. In the summer of 1870, however, a system of improvement was begun by the county, which has since been prosecuted with such vigor that at this time all of the principal thoroughfares leading out of Evansville, and the chief cross roads in all parts of the county, are graveled and kept in good condition. The system was comniciued in an experimental andcautious way. Contracts to gravel about one mile on each of the roads from the city to Oak Mill and Locust Hill cemeteries, were let to Jacob S. I^owery, the city and county agreeing to share ecjually the expense, which was provided for by an issue of bonds bearing interest at nine per cent per annum. The work was found to be very costly, yet of such advantage to the general public that its continuance and extension were determined upon. In 1879 alone, there were expended in this work nearly $68,000, and in the two years following. o\er $11 2,000. In later years the amount expended has been less than formerly, though in the past four years it exceeded $102,000.

As early as 1822 Governor William Hendricks, in his message to the legislature, directed attention to the subject of internal improvements. Corydon was then the seat of government, and all supplies, not immediate products of the soil, were brought from in wagons. The town was of little importance save when the law-makers assembled, and the Louisville road was one of the bottomless and miry sort. " Waiting for the wagon," was the common excuse with landlords for the lack of the most ordinary articles when requested bv their guests. If for no other reason, because of this state of things, the legislative mind ought to have been favorable to any suggested method of improvement in transportation facilities. But there were weightier reasons than those of personal convenience. A few years before, the Indian titles to the greater part of the central and eastern portions of the state had been extinguished, and settlers had pushed their way into the new country in great numbers. In most places they found a rich and fertile soil w'hich, with little cultivation, yielded far more than was necessary to supply immediate wants. To give a market to this surplus was the desideratum. The governor seemed to realize what possibilities awaited development in the great state over which he had been called to preside. But at the verv time of his message the causes were in action which soon produced all over the new state a period of depression and business inactivity from w'hich recovery was slow. Ten years later, however, prosperity had returned and the future seemed to hold in its hand the richest of promises. From the south and the east came immigrants of wealth and character. The spirit of the age w'as progressive. It demanded improvement and the development of natural resources. Foreign importations destroyed the manufactories which had grown up in the east during the war with England, and abandoning these able and experienced men came with their capital to engage in commerce in the west. The practicabilit}^ of railroads and canals had been demonstrated. The facilities they afforded to travel and business were quickly recognized. The legislature commenced chartering railroad companies, tentatively at first, and then boldly, the seat of government had been changed to Indianapolis, the state road leading thereto was being constructed, and congress, in 1827, had made its first grant of lands to the Wabash & Erie canal. A frenzy, epidemic like, spread among the Hoosier jieople. Thev clamored for legislation authorizing a gigantic scheme of development. New York, Pennsylvania and Ohio had met with some success in the prosecution of similar work, and these facts tired the zeal of those advocating the plan. Engineers, would-be contractors, and those awaiting places on the innumerable boards and commissions that would necessarilycome into existence, as incidents to the plan, in every possible way added fuel to the flame. Lo\al and stalwart supporters to these were the cohorts of speculators who saw vast fortunes in the increased values of town lots and lands. The strong hand of the state alone could support this enterprise. The stock of the railroad companies already chartered was not taken, and this augured that individual effort was not to be depended on. In 1835-6, a bill providing for a general system of internal improvement became a law. Its provisions were unwise and ruinous, because its visionarj- and enthusiastic projectors in imagination created commercial necessities which in realitv had no existence. In man}- cases the termini of railroad lines planned, and on which work was commenced, did not exist except on paper. Such roads led to no surplus of labor or produce, and to no market. It was not possible for them to profit anyone but the town-site company and its hangers-on. Governor Noah Noble, an energetic, capable and unselfish man, was unfortunate enough to be the chief promoter of the system. Among its advocates, next to him in efficiency and zeal, were Messrs. Burr and Evans, the former a canal commissioner, and the latter the speaker of the house of representatives. The completion of the works authorized would have cost thirty millions of dollars. Such individual prosperity as would result from this expenditure of money was enough to throw entire communities into a paroxysm of jo}'. In the political campaign that followed, all other issues were insignificant; the line was drawn between the element of progress and that of obstruction ; the candidates for gubernatorial honors were both whigs, and national questions were wholly lost sight of. Mr. Dumont, the anti-improvement candidate, did not advocate the abandonment of the system, but onl}- desired to impose some limit to its various extension. Such was the feeling in the state, that he was defeated bj-

Governor Wallace b}' more than 9,000 votes. A 3'ear later, the folly and futilitv of the scheme began to dawn upon the mental retina of the self-deceived public, and soon thereafter the credit of the state failed, which occurred fortunately before it had succeeded in fastening upon itself the whole of the indebtedness contemplated. Out of the wreck of the colossal undertaking came some Efood, though it was in no degree commensurate with the cost, for the means of actual development were thus constructed befoie they otherwise, in all probabilit\-, would have bten.

The extension of the Wabash tS: Erie canal from the north, and its construction from the Ohio river, commencing at Evansville, was a part of the general plan provided for, and as soon as practicable ground was broken at this place; the failure of the state system in 1838 caused a suspension of the work, but there were still hopes that the canal might be made a potent factor in advancing the welfare of the state. Through national aid it was completed to Terre Haute, in 1S49, and to Evansville in 1853. When finished, it was 459 miles long: 375 in Indiana, and 84 in Ohio. The Indiana portion cost about $6,000,000. The Miami canal, 181 miles long, connected it with Cincinnati.

Manv contractors did their work in bad faith. The embankments in some places were filled with logs and brush, in consequence of which the water, when turned into the excavation, found its way through the crevices and spread over the adjoining lands. The canal boats were uncertain and unreliable, and were, therefore, not well patronized. On the whole the canal had but little, if anv, influence on the growth of the town, and its meagre usefulness was of short duration, being entirely abandoned about 1864. The commerce of the Ohio river and the relation of this count}- tiiereto, are subjects too vast for appropriate consideration in the limited space here avaih;ble. Tlie brightest hopes of the earl}- settlers so far as they involved the material development of the cit}- and county, were crystalized into facts by the potent influence of "the beautiful river," not, however, as a joy-giving quantity, but as a highway bringing men together and affordinij means for an exchange of commodities. As soon as a surplus of produce began to be brought to the village for disposal, means of carrying it to the world's markets were immediately de\ised. Chief of these was the flat-boat, still familiar to every resident along the banks of the river, though the magnitude of the business transacted by this means has so diminished that it affords no adequate idea of the palmy days of the past. From a small beginning, flatboating increased rapidly until it was not uncommon to see the channel dotted with them as far as the eye could reach. At some seasons fleets of forty or fifty boats loaded with hay, corn, pork, lard, venison, hams, eggs, poultry and other farm products, manned by sturdy crews, went together from these parts to New Orleans and 'the south. Some of the boats used were built at or near Evansville. When the hull was completed they were launched into the river bottomside up, and then "turned" by loading one side with dirt and swinging the boat into the current with strong lines fastened to the unloaded side. Most of the boats, however, were bought at Cincinnati and other up-river towns. These were open boats which had been loaded with salt and other commodities in the Kanawha and other rivers. When btought here they were fitted up to suit the cargo which they were designed to transport. They were some times sent out by merchants and at others by farmers, either singly or by se\eral combined. The dignity of labor was then everywhere recognized, and some of the best men in the community were engaged in flat-boating, among them Gen. Joseph Lane, and others equal!}- as prominent. The crew consisted of from five to twelve men who were subject to call at all hours. The pilot who had charge of the craft, b}- pounding on the deck warned the men to turn out from their berths and man the oars. The pilot was an important personage, and in this school many were educated who afterward held in their hands the - lives of many human beings as they stood' at their wheels guiding the palatial passenger steamers which later traversed the waters. Among these were Barney Cody, William Elliott, William Dougherty, Thomas J. Stinson, William Onyett, Jack Angel and many others. The introduction of steamboating did not at first check the transportation of produce by flat-boats. The county grew rapidly in population and its surplus created an increasing demand for boats of all sorts. At length, however, steamboating began to draw heavily upon the flat-boat interests and finally, practically drove it from the trade, except as an occasional carrier of a heavy cargo whose owner w-as in no haste to o-et to market. Flat-boats from the interior, which came out of the Wabash in (Treat numbers in early times, ceased with the building of railroads from about 1840 to 1850.

The first successful experiments at steamboating were made in 1807, by Robert Fulton, on the Hudson river. In April, 1809, Nicholas J. Roosevelt, of New York, visited the western rivers and made a survey from Pittsburg to New Orleans. Finding favorable conditions the territorial legislature was applied to for a charter, and in December, 1810, an act was passed incorporating the " Ohio Steamboat Navigation Company," by which' Daniel D. Tompkins, Robert R.

Livingston, De Witt Clinton, Robert Fulton and Nicholas J. Roosevelt were made a bod}- politic to navigate the western waters under Fulton's and Livingston's patent. In October of the next s-ear, ttie first steamboat built on the western waters was launched at Pittsburg. She was called the A^czi.' Orleans, was 410 tons burden, had a powerful engine, and was altogether quite handsome in appearance. She was designed to plv between Natchez and New Orleans, and left Pittsburg for the lower river in command of N. J. Roosevelt without passengers or freight. She made from eight to ten miles an hour, and completed the trip in safety- While waiting for water to tret over the falls she made several trips between Louisville and Cincinnati, and was admired and wondered at by all who saw her. Strange and ridiculous reports were circulated as to the noises then heard for the first time bv the people thinly scattered through the dense forests near the river. At Louisville, it is said, the timid and superstitious were greatly alarmed and attributed the unusual sounds to the fallinti into the river of a burnine: comet. The settlers in this count}- had heard with amazement of her construction and all along the shore were on the lookout for her coming. There was then no tow-n here, but the pioneers watched what they considered the wonder of the age as she steamed by waking the stillness of the forest with a puffing and blowing, such as the steamers of to-day are not guilty of. This boat after two years' service was wrecked, and sunk near Baton Rouge, La.

The Comet and the J^csiiv/'iis both passed down in 1814, but neither returned to the upper river. The Enterprise, built at Brownsville, Pa., and owned by a company there, made two voyages to Louisville, in the summer of 1S14, under command of Capt. I. Gregg. She afterward \Vent south.

and in May, 181 5, under command of Capt- Henry M. Shreve, made the first trip from New Orleans to Louisville - consuming but twenty-five days in the trip. The yEtna and the IVashino-fon were the next with which the people of this localit}- became at all familiar. The latter had two decks, the boilers being on the upper deck. She was the first boat built in this style; under command of Capt. Shreve, she did much to convince the public of the practicability of navigating the western waters. All early steamers were side-wheelers, and generally had but one engine. The earlv experiments of steamboating had no direct influence at the time on the growth of this countv. Even as late as 1832, few steamers stopped at the struggling village of Evansville, then of commercial importance, though once in awhile a "high pressure" passed up or down. The business of shipping was done principally by keel boats and barges or flat-boats, the former using sails on their up-stream trips when it was practicable, and resorting to the cordelle when the wind was adverse. This sort of navigation was tedious and expensive, and those engaged in it clearly earned all the money it brought them.

In 1834, ^he establishment of a newspaper and a bank in Evansville, brought the town into notice throughout the surrounding country, and attracted to this point for shipment much of the surplus produce yielded by the rich lands within and far beyond the county limits. Improvements and substantial development commenced at once. Commerce with her magic wand began to effect a transformation out of which has come a ma<rnificent cit\' and a wealthy countv. The Ohio became the great highway between the east and the west, and through the Mississippi poured the products of the northern interior into a market whence it was scattered to all parts of the civilized world. The returning boats brought coffee, sugar, rice and other products of the tropics which were here unloaded and sent by wagon to Vincennes, Terre Haute, La Fayette and other towns far inland. The levee from end to end was covered with freight piles, and steamers laj' for hours loadinif or unloading their cargoes. Evansville became one of the largest shipping points in the Mississippi valley, and there seemed to be in no probability of an early decline in the steamboat carrying trade. With the advent of railroads during the decade that followed an appreciable diminution in the amount of the river trade resulted. The through steamers from I'ittshurg to St. Louis began to be taken from the trade. Merchants discovered that transportation bv water was too slow. A bill of jioods could be ordered by rail and half disposed of before the arrival the steamer which broutrht other goods ordered at the same time. Quick sales and a freijuent turning of mone}' were what the merchants wanted, and a decline of the steamboat business was a neces sary sequence. Vet this decline was slow, because other places not favored with the railroad, were sufficient to support a large steamboat business. The boats were gradualh' put in short trades with a railroad center as a distributing point for less favored communities. The change thus commenced in transportation methods did not effect the growth of Evansville or the development of the count}', for stimulated by the newly adopted agency, the cit}- became more than ever prosperous in becoming a depot for distribution instead of a mere contributor to the markets of other cities. Attention was wiselv paid to manufacturing interests, crude material was converted into industrial implements of all sorts, and a considerable and constantly increasing trade grew up with the surrounding country towns of Indiana, Illinois and Kentucky, which induced

As a result, at the present time, there are more than sixty steamers registered at Evansville, and regular packets ply between this cit_\- and all neighboring points on the Ohio and its tributaries.

R a i7 r oa tt s. -T^htt internal improxement bill of 1835 provided for the construction of a railroad running northward from Evansville, and until some time in 1837 its successful operation was looked forward to with great expectations. The collapse of the plan of general public work put an end to all such hopes. It was more than ten years before anxthing further was done. In the meantime Evansville had grown and prospered ; a city charter had been granted, and her citizens were zealous and progressive. Intelligent and far-seeing men began to take steps to draw the surplus of the rich interior to Evansville for shipment. Laws had been passed by which local aid might be granted to public works upon a vote of the people. At its March term, 1849, ^^^ board of commissioners of the county ordered an election to be held on April 12th following, to take the sense of the people on the question of subscribing for stock in the Evansville «& Indianapolis Railroad Compan^- to the amount of $100,000. The poll showed 624 votes for, and 288 against, the proposition. In June of the same year the countv auditor was directed to subscribe for 500 shares of the stock at once, and 1,500 shares additional as soon as the comjianv was clu]\ organized. To show the condition of the county treasury at that time, it ma}' be mentioned that the treasurer was directed to negotiate a note for $1,020.50, running four months, at the Evansville Branch Bank, or elsewhere, and applv the proceeds to the payment of the subscription, that being $2 each on 500 shares. In August, 1849, Jas.

County Organizatiox

T. Walker was authorized to vote the stock - 500 shares - at the election of directors, and was instructed to vote for Samuel Hall and James Boswell, of Gibson county, and James Lockhart, John Ingle, Jr., John S. Hopkins, James G. Jones, John Hewson, Samuel Orr and Michael P. Jones, of Vanderburgh. At the next election Mr. Walker voted as proxy 2,000 shares, this time for the same gentlemen, except that the name of Willard Carpenter was substituted for that of Mr. Boswell.

To pay the remainder due on its subscription, the county, in December, 1849, issued $99,000 in six per cent 10-25 year bonds, which were delivered to Samuel Hall, president of the road, in return for a certificate for 2,000 shares of stock. The bonds were issued in small denominations, the interest was payable in Evansville, and they were inartistically executed. These facts interfered with their sale, and later they were exchanged for a new issue, in large denominations, with coupons payable in New York, and having an appearance that might, at least, not offend the fastidious taste of eastern bond buyers. Even in those days securities were judged somewhat by their looks. The people were taxed to pay the interest on these bonds. In June, 1854, ^^^ county auditor \vas authorized to issue certificates of payment of taxes levied in 1850, '51, '52 and '53 to each tax-payer. These were presented at the company's office and a sort of scrip was issued for them. When a sufficient amount of this was accumulated (perhaps $50.00 worth) railroad stock was issued to the tax-payer, who thus became a part owner of the road. The compan}' soon found that the people were getting too much stock, and stopped transactions of that character proposed to bu\- the shares held by the county, and a sale was actually made on April 19, of that year', to Mr. Decker for Arnold E. Schrseder, $36,000.00 being the amount of the purchase money. Robert D. Richardson in the circuit court secured an injunction against the county commissioners, preventing the sale. In the following June Messrs. Decker, Schra^der, W. R. McKeen, and John E. Martin returned the stock and received back their monev. On June 30, 1881, the stock was offered at public auction b}- Auditor Will Warren, and was sold to David J. Mackey for $150,000.00.

The city of Evansville, as well as the county of Vanderburgh, aided in the construction of this pioneer road bv subscribing for $100,000.00 of its stock, which in 1881 was also sold to D. J. Mackey for $150,- 000.00.

The road was completed and put in operation in 1853. Its name at first was the Evansville & Indianapolis, later it was changed to the Evansville & Crawfordsville, and is now the Evansville Si Terre Haute. Its first president was Samuel Hall, of Princeton, an able man, at one time judge of the circuit court of this district, the ver}' essence of honor, and a broad man of affairs. His successor in the presidency was John Ingle, Jr., one of the most acute thinkers and able business managers ever known to this city. He attained an exalted position as a lawyer, was recognized as an efficient executive officer, upright and honorable in every transaction, and in all respects a highly useful citizen. He maintained control of the road almost up to the time of his death, and then gave wav to John E. Martin, who was a worthv successor. The road improved rapidlv under his management, and he was in all respects a capable and thoroughlv honest manager. Those who knew him well and were in a position to know the facts, s;n- that he was a superior man and officer. His connection with this road terminated when D. J. Mackey assumed control. Mr. Mackey's management has been able and asxiiressive. Under him the road has constantlv improved. Its road-bed is now in excellent condition, and its equipment unexcelled. Its varied connections afford Evansville direct communication with all cities north and east, and its facilities for the comfortable conveyance of passengers and the rapid handling of freight, are of the highest order.

In recent years there has been a rivalry between the cities of Evansville and Terre Haute over the location of the general offices and shops of this road. The controlliny interest is held bv Evansville citizens, and the offices and shops have been retained at this place.

T/ic S/ra/'g'/// Line. - The pioneer road had scarcelv been completed before efforts were made to construct a line to Indianapolis. The soul of the effort was Willard Carpenter, who worked with indefatigable zeal for its success. In the personal mention made of that gentlemen elsewhere in this volume is a succinct account of the earlv reverses which overtook, and for manv years checked, the enterprise. It was first called the Evansville, Indianapolis & Cle\eland Straight Line Railroad Company. Right of wa}- through the county poor farm was granted it in 1854. In 1869 the board of commissioners was asked to order an election to grant aid to the road, but the}- declined to make the order. After the first failure years went by without any effort at its revival. At length, however, R. G. Herve}-, of Terre Haute, an experienced and prominent railroad man, took hold of the old franchise and induced the citv, bv a vote of the people, to grant aid to the amount of $300,000. This monev, however, was never paid, the road not being constructed as promised. However, the city's promise hung over it as a debt for many years, and was at length compromised by an agreement on the part of the city to pay $196,000.00. Bonds were issued for this amount. Mr. Ilervey failed to complete the road, although having its construction well advanced, and later sold his interests to D. J. Mackey. Mr. Mackey paid Hervey's liabilities for grading, etc., in debenture bonds, which subsequentlv became practically worthless and could hardlv be sold for 2 cents on the dollar. The road is now a part of the so-called Mackey system, runs through a rich territorv, is well managed, and is an important factor in the railroad system of this city.

In 1879 the Local Trade Railroad Compan}- undertook the construction of a system of roads entering at Evansville, and designed, as indicated b\^ the name, to secure to this citv the commercial trade of the surrounding countrv. Robert A. Hill was its president. It first asked public aid to the extent of $100,000; this petition was withdrawn and $150,000 were asked for. This amount the people refused to grant. Subsequentl}- $65,000 were voted to the road on condition that it be completed by Januar_v 1st, 1881. The road was not built and the bonds were destroyed. A proposition was then submitted by the Local Trade Compan\- by which it undertook the construction of the Peoria, Decatur cS: Evansville Road as a part of its system, and asking $100,000 as aid in the construction of the roads. The proposition did not meet with popular appro\al. The Peoria, Decatur & Evansville Road later asked the city to subscribe for $125,000 of its stock, agreeing to construct its road and maintain its shops in this city. The amount was voted and bonds were issued for 1,250 shares of stock, Ma}- 1st, 1880. A building for the company's shops was erected, but shops were not maintained. The bonds were taken up by the city in 1881, the stock being sold for $125,000, and the road became a part of the " Mackey system " by which it is now operated. Running through a surpassingly rich country it is one of the most valuable lines entering the city.

The lines owned and operated b\' the Louisville & Nashville Railroad Company, form an extensive and important part of the Evansville railway system. The story of their construction is somewhat complicated. In 1870 the city and county respectively subscribed for $150,000.00 and $121,000.00 of stock in the E\-ans\alle, Cincinnati & Paducah Railroad Company, which amounts were subsequently doubled, upon a consolidation of that road with the Evansville & Southern Illinois, and the St. Louis & Southwestern Railroad companies. In 1873 the consolidated lines under the name of the St. Louis & Southwestern Railroad Compan}^, delivered its stock certificates to the city and county and received bonds in payment therefor. The city had also subscribed for $300,- 000.00 of the stock of the Evansville, Henderson & Nashville Railroad Company, had paid $50,000.00 in cash, and had delivered bonds for the remainder of the amount. By the consolidation of these various hues, connectinsx Evansville with the south and west, the name of the city was omitted from the company's titles. This aroused the opposition of many citizens, among them II. E. Read, Esq., who has always been watchful of the public interest, and steps were taken to prevent the deliver}' of the bonds. Gen. E. F. Winslow, then president of the road, secured a compromise of the matter by agreeing that the road should be advertised on all its cars, at all its stations, and in its advertising matter as the St. Louis, Evansville & Nashville Railroad. On this promise the bonds were obtained, the name of the road as indicated was used as promised, but in a very short time it was erased from the cars and not thereafter used. It was generally understood, also, that the contract upon which the people voted aid to the road contained a stipulation by which the company was to build and maintain its shops in this cit}'. But the original paper was by some means lost, and the record of the contract showed no reference to the matte- of its shops. The road located its shops at Mt. Vernon, Ills. Under Gen. Winslow the western and southern divisions of the line were consolidated in 1872, in order, as was claimed, to lessen the cost of management and operation. The consolidation accomplished, the western division was bonded for $1,500,000, and the southern division for $1,100,000, by which the stock of the road, of which the cit\- held $600,000, was made practicall}- worthless. Tlie road in 1874 passed into the hands of a receiver, and afterward into the possession of the Louisville & Nashville Railroad Company. The bonds issued b}- the city form a part of its present debt. The connection between the two divisions was effected bv means of transfer boats from this city to Henderson, Ky., the road ha\-ing for a long time free use of the wharf. In 1885 ^ magnificent steel bridge 3,686 feet in length, and costing $3,000,000, was constructed at Henderson, by which through trains are now run direct from Nashville to St. Louis bv wav of Evansville. The Louisville & Nashville Railroad Company- was chiefly instrumental in building the bridge, owns large amounts of its stock and bonds, and controls its use. This road has done much, under progressive management, to extend the commerce of this citv. Connecting Evansville with the great states of the south, it traverses in its course a wealtliv, fertile and beautiful country noted not less for its varied and enchanting scencrN' than for the value of its agricultural and mineral products. The offices for the division of the line between St. Louis, Mo., and Nashville, Tenn., are situated in this city, and provisions have been made by which the shops for the dixision are soon to be established here.

The Lake Erie, Evansville & Southwestern Railroad was designed to connect this point with the chief cities of northern Ohio and the southwest to the Pacific coast. This company constructed its road as far as Boonville, Ind., and for a time was unable, because of reverses, to push beyond that point. The road passed into the hands of a receiver and subsequently became the property of the Louisville, Evansville & St. Louis Railroad Compan\' (the air line), in whose hands its connections have been greatly extended. It traverses the counties of Warrick, Spencer, Perry and Dubois, and at Huntingburgh connects directly with the main line from Louisville to St. Louis. This line opened up a countr\- of \ast mineral resources, materially increased the trade of Evansville and enlarged its manufacturing facilities. B\' contracts recently entered into this entire line has become a part of the Mackey system and is an important artery in Evansville's commerce.

The Ohio \"alle}- Road, running from Evansville to Nashville, Tenn., bv way of Princeton and Ilopkinsville, Ky., traverses a fine agricultural country, and is a valuable ac(|uisition to the railroad of this place. It has been built but recently, but already the great good to be derived from it is becoming manifest. The Belt Line traverses the suburbs of the city connecting the \-arious railroad lines and chief manufacturing concerns. The Evansville & Louisville Narrow Gauge Railroad Company, in 1873, asked the county to appropriate $225,000 to aid in the construction of its line, but the financial panic of that year caused a withdrawal of the petition before action was taken. In 1874, the Evansville, Jack.son & New Orleans Railroad Company asked that the county subscribe for $300,000 of its stock ; an election was ordered but the order was subsequently rescinded. In 1875, the Henderson Mining & Transportation Compan\- asked for $100,000 to aid in huilding a road from the river bank opposite Evansville to Henderson, Ky. It was commonly callea the "Gap Road," but nothing material was realized. In 1875, the Evansville & Newburgh Narrow Gauge Railroad asked Knight township for $21,065.30, but the proposition was defeated at the polls. These propositions show the extent of the efforts made some fifteen j'ears ago for additional railroad facilities. Since that time some of the roads already mentioned at length, have been constructed and placed in operation. Unsuccessful attempts have also been made to obtain other railroad connections. Progressive citizens agree that the full development of the resources of this famed locality demands new lines to parts of the country not now reached, and competing roads to points already connected by rail with Evansville - the only debatable question being as to the extent to which the public shall aid these enterprises. There is now a strong sentiment in favor of extending proper aid to all such undertakings, but Evansville has been so heavily drawn upon in the past, and her generosity has been so imposed upon, in some cases, that the people are slow to give hearty encouragement to even what is recognized as a probable source of great public profit. Out of the vast sums donated to various rnads the only direct monetary returns were from the sale of E. & T. II. and P., I). & E. stocks.

In 1888, the sum of $60,000 was voted to the Evansville Suburban & Newburgh Railroad, to aid in the construction of its line (a dummy line), from this city to Newburgh, Ind., and to secure the location of the railroad shops of St. Louis & Nashville division of the L. & N. Railroad at this place- These works are in process of construction. Other roads are planned, the chief of these being, perhaps, the Evansville & Chicago and Evansville & Chattanooga.

This brief exposition of the raihva\- S3Stem centering here, is sufficient to indicate its probable influence upon Evansville's future. That it will be the most powerful agent in increasing the growth and aiding the business of the cit\- can hardlv be questioned. Its net work of lines reaches in all directions into rich and valuable territories. That Evansville has it in her power to supplant Louisville and Cincinnati, as the gate through which the traffic from the west and northwest shall pass to the south, is not the visionary dream of an idle brain. The achievements of the past and present conditions suggest at once a greatness for the citv, measured only by the wants and products of an extensive and fertile countrv.

Ag'n'ciiltitnil Societies. - One of the most important of man's occupations is that of agriculture. In fact, it forms the ground work for all other classes of labor, and no other industrial branch holds to its service a larger portion of the population. In tilling the soil as in ever}' other vocation, action, to result in success, must be guided by intelligence. The best results in educating the masses in any particular branch of science are brought about, and always have been, by concerted action. The needs of organization for the dissemination of useful knowledge, and of coming together for the exchange of ideas and the comparison of various results obtained through different modes and processes, were early recognized by the more advanced citizens, and led to attempts at the formation of societies for the promotion of agricultural, horticultural and industrial interests. As early as 1829 the Indiana legislature enacted laws for the organization and encouragement of such societies, but for many years the results throughout the state were meagre. When Joseph A. Wright was elected governor he manifested a great interest in the improvement of the conditions surrounding the agriculturist. Februar}^ 14, 1S51, a law was enacted which afforded means of encouragement not contained in former laws. By its provisions a State Board of Agriculture was formed with Gov. Wright as president, and through the influence of .this organization and that of the governor, in his individual capacity, many district and county societies were formed.

The Vanderburgh County Agricultural Societ}' was organized soon after the passage of the act of 1851, and comprised among its membership some of the best citizens of the county. For many years Colonel Philip Hornbrook was secretary of the society and did much to advance its interests. The fair grounds were first located on the state road, north of the city, and near Pigeon creek. Here a fair degree of success was obtained, creditable disphus were made in all the departments, and the people from all parts of the county gave the enterprise a cordial support. Much substantial good was accomplished through its agencv bv the scattering of useful knowledge among the people, by directing their energies to a more telling activitj- and by pricking their ambitions. At all of the early fairs speeches were made by learned men upon agricultural subjects and the topics of the times. A great variety of useful articles were offered as premiums for the best of every conceivable thing that might be exhibited, from the finest and best of horses and cattle to a pair of socks or a " pretty coat." xVmong the exhibits contending for prizes were all sorts of live stock, fowls, dogs, products of the field, garden, orchard and dairy, pickles, preserves, butter, etc., agricultural implements, mechanical productions, machine woolen goods, domestic manufactures, needlework, plowing, horsemanship, plans for farm houses, barns, cottages, and model farms, essays on farming generall)-, on hog-raising, etc. A healthy rivalry in these matters could not help but produce beneficial results. In many a household the annual meeting of the societ}- - the county fair, as it was called - held when "the frost was on the pumpkin and the fodder in the shock" was looked forward to as the social event of the year, and what were there heard and seen furnished themes for conversation on long winter e\enings tomanv afamih* gathering about a wide-mouthed, cheerful fire-place. Some time late in the " fifties " new grounds were selected. They were located on the E. & C. (now E. & T. H.) railroad lines, about three miles from the city. For a short time the society was moderately successful in their new location. During the war period the grounds were used by Mr. William Dean, who was connected with the federal quartermaster's department, as a corral for government horses. Ahcv the war the fairs became mere farces and entirely unlike those of earlier days. They lost the support of the people and year after year money was lost by the company. The decline continued until 1873, when a new board of directors was elected, and it was resolved to have a fair and exposition creditable alike to individual exhibitors and to the county in general. The new directors vigorously enered upon their work and successfully conducted an exposition in the following

September, from which about $40,000 were realized, and which was attended by about 40,000 people. It was, however, devoted more to a display of manufactured articles and the evidences of Evansville's great progress as a city, and to the delights of the turf, than to an exhibit of the fruits of husbandry. The new grounds were twent3--five acres in extent, the exposition building was two stories high, cruciform in shape, 220x170 feet, and contained about 80,000 feet of exhibition space. Commodious amphitheaters, stands for the judges, reporters and musicians, stables, stock pens, etc., etc., were also provided. After the successful effort of 1S73, the society again began to decline. Heavy debts were incurred, to meet which the grounds were at length disposed of. They now belong to Mr. Charles Schulte. Private dri\ing parks have since been conducted near the city, but no incorporated societies have been formed.

Horse- Thief Detective Association. - When the country was new and redress of wrongs in the courts was difficult and slow, a band of reculators often assumed the duty of taking some persistent violator of the law and of administering such punishment as was deemed best for the public good. The man who unmercifulh' abused his wife or child, or the one who changed the ear-marks on his neighbor's hogs so as to destroy evidence of "vested rights," was a good subject for regulation. But the daring villain who left the neighborhood on a horse not his own succeeded more than any other culprit in awakening thorough and widespread indignation. His crime was always magnified and never, until very recent years, did it find appropriate place in its relation to other offenses against law. In the "Circuit Rider," Edward Eggleston says: "It is a singular tribute to the value of a horse that among barbarous or half-civilized peo- pie horse-stealing is accounted an offense more atrocious than homicide. In such a community to steal a man's horse is the greatest of larcenies - is to rob him of the stepping stone to civilization." No less a tribute was paid to the worth of this favorite animal by the framers of the code of laws for the territory of Indiana. For the first conviction of horse-stealing, the guilty one was to paj' the value of the horse and costs occasioned by his theft, and to receive at the whipping post not less than fifty nor more than two hundred stripes, and for the second conviction, death! In 1S52 the legislature passed a law authorizing the formation of associations for the purpose of catching horse-thieves and bringing them to punishment. Seven years later the citizens of Scott and Center townships held a public meeting and organized as a corporation, the " Vanderburgh County Vigilance Committee," for the detection and apprehension of horse-thieves and other felons. The leaders in the movement were Dr. Thomas H. Rucker and Samuel McCutchan. For some years its existence was maintained and effective work in the detection and punishment of crime was accomplished.