Wayne County, Indiana - Chapter 9: White Water Canal, 1912

TOWPATH AT PRESENT A RAILROAD BED - EARLY DIFFICULTIES IN TRANSPORTATION - QUESTIONS OF INTERNAL IMPROVEMENTS - ROUTE SURVEYED FOR CANAL - ENTHUSIASM OF THE PEOPLE - DIFFICULTIES OVERCOME - NAMES OF CONTRACTORS - COMPLETION OF THE CANAL - BRANCH CANALS - BENEFITS DERIVED - CANAL SUCCEEDED BY RAILROADS.

As one travels south from Hagerstown, Ind., to Cincinnati, over the White Water division of the Cleveland, Cincinnati, Chicago & St. Louis railroad, and through the beautiful anl picturesque valley of the White Water, his eyes are gladdened by the sight of thriving villages and cities, by the well kept, prosperous-looking farms and comfortable country homesteads, by the expansive view of waving fields in the northern portion and the rugged, mountainlike grandeur of Franklin county, until he emerges into the wider valleys of the Miami and Ohio.

The stranger marvels at the turns and twists of the railroad, wonders at the cause thereof, and compares the journey, on that account and also on account of the scenery on either hand, to one through the mountains of Pennsylvania or the Swiss Alps.

Here and there one catches a glimpse of the murmuring waters of the White Water, glittering in the morning sun, while on the other hand he sees the monotonous waters of the old canal, telling of things gone by. The old locks, now majestic in their decay, add a peculiar charm to the scene, here and there, and form a fitting monument to the energy of a past generation. Now and then an old mill, dilapidated and weather-beaten, yet picturesque in its ruin, adds another monument to the industry of the past.

When one is told that the railroad occupies the towpath and in places even the bed of the old canal, the mystery of the crookedness of the way is cleared and pictures of the past flit rapidly before his imagination. He hears the shouts of the mule drivers as they plod along with their adverse charges. He sees the flat-bottomed, ark-like boats, some laden with grain, pork, and other agricultural products, and others with salt, iron, sugar, and products of the factory, each with its quota of passengers and oft-times a jolly old fiddler reeling off a merry air to the time of a constantly moving foot. He thinks of the bustle and confusion occasioned by the arrival of a boat at one of the thriving villages. He sees the boat crew busy in loading or unloading the cargoes of freight, and the long lines of farm wagons, coming from miles around with their 'loads of the products of the soil. The rumbling of the mill and the buzz of the saw fill the air and everything betokens industry and life.

But the scene is changed now. A new era has been ushered in. A new life has begun. However, "the roots of the present lie deeply buried in the past," and the era of the canal boat was certainly a great step toward our present condition. The history of that era and its influences must be very important to us and is filled with much interest. With these thoughts in view, an attempt is here made to give a brief sketch of the events leading up to the inception and construction, and something of the period of operation, of the old White Water canal.

In the year 1800, Indiana Territory could boast of but one county, that of Knox, and its population was given in the census report as 2,517. In 1810, there were four counties, with a total population of 24,520, while in 1815, the year before Indiana was admitted as a State, there were thirteen counties with a population of 63,897, which increased to 147,178 in 1820, and to 195,853 in 1830.

The natural resources of Indiana constantly attracted immigration, and with the the increase of population came the clearing of the forests, the raising of agricultural products and the.introduction of manufacturing. Even in 1810, there were in Indiana thirtythree grist mills, fourteen saw mills, eighteen tanneries, twentyeight distilleries, three powder mills, 1,256 looms, and 1,350 spinning wheels, with a total output valued at nearly $200,000. However, the early settlers could not supply all their wants, and they were raising surplus products for which they would fain have a market. 'It is not to be wondered at then that the settlers early turned their attention to transportation as the only means of their salvation.

Wabash rivers. Later, they were brought up from New Orleans in pirogues, which were hollowed out logs or two boats fastened together. Then they were brought down the Ohio on flatboats and taken across to Vincennes, from the Falls, on pack horses. The early settlements were all along'the rivers and the only way for them to get their produce to market was by means of flatboats during a freshet. Keel boats soon made their appearance, but they required a hundred days to get up from New Orleans. The first sailboat on the Ohio was the "St. Clair," in 1801, and the first steamboat appeared in 1811.

However, it was necessary to open up the country away from the streams, and road building received attention early. In fact, when Indiana was admitted into the Union as a State, the only semblance of a road was the Indian trail from the Falls of the Ohio to Vincennes, and one of the first things the legislature did, after the site for thé new capital was decided on, was to appropriate money for the construction of roads to make Indianapolis accessible to the rest of the State.

From this time on the question of internal improvements received a great deal of attention, since the people realized that their prosperity and the development of the State depended upon the means of transportation and communications with the outside world. On April 18, 1816, Congress passed an enabling act by which "five per cent. of the net proceeds of the land lying within said territory * * * shall be reserved for making public roads and canals, of which three-fifths shall be applied to those objects within the said State, under the direction of the legislature thereof, etc." In 1818 Governor Jennings, in his message to the legislature, said: "The internal improvement of the State forms a subject of the greatest importance and deserves the most serious attention. Roads and canals are calculated to afford facilities to the commercial transactions connected with the exports and imports piste eJunirys 3) tt Senuance the value of the-soil, "t= * and invite to a more general intercourse between the citizens." Governor Hendricks also recommended internal improvements and Governor Ray thought it would be the safest way to relieve the financial depression of the time. During the administration of the latter, a road from the Ohio river to Lake Michigan was begun. In 1827, the Federal Government gave a grant of land to Indiana for the purpose of constructing the Wabash and Erie canal. This grant was accepted and work was begun. Under Governor Noble's administration the agitation for internal improvements reached its climax and undertakings of a gigantic character were begun by the State. Governor Noble was untiring in his efforts for securing the legislation authorizing the various works. In 1836, the State received a part of the division of the surplus revenue, and in January of that year the legislature passed the Internal Improvement Bill appropriating $10,000,000 for the construction of the following works: 1. The White Water Canal; 2. The Central Canal; 3. An extension of the Wabash and Erie Canal; 4. A macadamized turnpike from New Albany to Vincennes; 5. A railroad from Madison to Lafayette; 6. A railroad or turnpike from New Albany to Crawfordsville; 7. Improvement of the Wabash river from Vincennes to its mouth; 8. Canal or railroad from Fort Wayne to Lake Michigan. The passage of this act was celebrated throughout the State, the people going almost wild for joy. At Indianapolis the houses were illuminated and bonfires were lighted in the streets.

But let us return to the White Water canal more particularly. The fertility of the White Water valley early marked it as the garden spot of Indiana. Residents of the valley saw its possibilities and were not slow in starting agitation in favor of the improvement of the section.

According to a "History of Fayette County,' published in 1885, Alvin Joselyn, of Brookville, who was publisher of the "Western Agriculturist" and a minister of the Gospel, advocated the construction of a canal through the valley as early as 1822 or 1823. As a result of his agitation a convention of delegates from Franklin, Wayne, Randolph, Union, Fayette and Dearborn counties was held at Harrison, Ohio, to discuss such an enterprise as he proposed. A survey was afterward begun by Colonel Shriver's brigade of United States Engineers. Colonel Shriver died soon after and the work was taken up by Colonel Stansbury. He began at the mouth of Garrison's creek, but on account of the approach of cold weather the work was discontinued.

In 1834, an issue of "The Connersville Watchman" said that "a corps of engineers are surveying the route of the. contemplated canal down the valley of the White Water." This corps was appointed by the Canal Commissioners, according to instructions of the legislature, and was under the direction of William Gooding and J. L. Williams, engineers-in-chief, Other engineers who assisted in this survey and also some who helped in the final location were: Henry C. Moore, Stephen D. Wright, Simpson Talbot, John Minesinger, John Shank, Martin Crowell, and John H. Farquhar.

In a report made by J. L. Williams and William Gooding, Dec. 23, 1834, it was stated that the White Water valley was favorable for the construction of a canal and that the principal item of cost would be the construction of locks. The survey was begun at the mouth of Nettle creek, and the west side of the river was recommended since most of the tributaries were received from the east side. It was proposed to cross the river at Connell's mill and recross either at Brookville or at Mrs. Carr's, four miles below Harrison. According to this survey the length of the canal would be seventy-six miles and forty-nine chains, and would necessitate the construction of fifty-five locks and seven dams, at a total cost of $1,142,125.15. This report is very complete and thorough. It estimates the area of country that would use the canal for means of trade at 3,156 square miles (which estimate was more than realized), names the exports and imports of the region, and by a comparison with the region around Dayton, Ohio, on the Miami canal, estimates that 34,000 tons of imports and exports would pass through the White Water canal annually. It states that the cost of transportation under conditions then existing, to and from the Ohio river, averaged $10 per ton, while canal transportation was estimated at $3.50 per ton, thus making a saving to the valley of $221,000, annually. Besides it was estimated that water power would be created which would furnish power for 318 pairs of mill stones or other machinery of equal amount. On the whole it was thought that the construction of the canal would be a great impetus to immigration and settlement, and to agriculture, manufactures and commerce.

From the time this report was made until 1836, the members of the legislature from the White Water valley and other influential citizens worked faithfully for the enactment of the project into law. However, they were not without opposition, even in the valley itself. The leader of the opposing forces appears to have been Charles Hutchens, who edited a newspaper at Brookville. Branch canals were proposed in order to divert capital and make the undertaking appear ridiculous. However, this amounted to nothing, as do all similar movements against the march of progress.

It is difficult for us to realize the conditions of that day and the serious need for improvements in the means of transportation and communication. Cincinnati was the market for the White Water valley and produce was carried to and from that place in wagons. Live stock had to be driven and passengers and mail were transported by stage or carriage. Dr. Joel Pennington, one of the early residents of Milton, Wayne county, Indiana, gave the following interesting account of early transportation in an address delivered at Milton, Jan. 19, 1877:

"During the first fifteen years or more of our residences in Milton, the surplus productions of the country were conveyed to market in wagons with five or six able horses attached. John Loder, Esq., and John Gilliland, both of whom are deceased, did the principal hauling to and from Cincinnati, as that was our usual place of trade. They took down flour, wheat, or bacon, and whatever else the country afforded, and brought back goods for our merchants. It was not an uncommon occurrence for the trains to be gone ten days or two weeks in making a trip, when the roads were one continuous mudhole from here to the city. Our merchants complained stoutly of the delay of these trains. But give them time and they never failed to put in an appearance. I cannot but call to mind the looks of old Esquire Loder and his team as he turned the corner of our present tavern, hat in hand, while he huzzaed for General Jackson, as he often did. He felt like rejoicing after reaching his destination and had succeeded in overcoming mud and mire of seventy-five miles distance. Until the mammoth improvement bill was passed and until the White Water valley canal was finished, we had no other mode of conveying our products to market."

The tri-weekly stage which ran between Cincinnati and Cambridge City was the principal means of travel and communication for the people of the valley. With a growing population and constantly increasing production, little wonder is it then that the people would readily grasp at anything which promised to relieve their condition, and it is to be wondered at that they did not commit greater follies in the way of appropriation and investments than they did.

With such a public sentiment behind them, Enoch McCarty, in the Senate, Caleb Smith, Mary Crum, and R. J. Hubbard, in the House, and others, succeeded in getting the provision for the White Water canal at the head of the Internal Improvement Bill, which was passed by the Indiana legislature Jan. 6, 1836. The passage of this bill caused a frenzy of rejoicing throughout the White Water valley. The "Indiana American" of Jan. 22, 1836, gives the following account of the demonstration at Brookville: on Tuesday evening last, when the news arrived of the passage of the bill, the rejoicings of our citizens broke out in the most unbounded enthusiasm. In one-half hour after the arrival of the news, the public buildings and every dwelling, shop, or office were. splendidly illuminated. The wind being very still, long rows of lights decorated the sides of the streets and fences in front of buildings; and loud and boisterous rejoicing could be heard in every direction - cannons roaring, bells ringing, drums beating, balloons. ascending, burning tar barréls, bonfires, etc. .A procession of citizens was formed, under the command of Colonel Noble and Captain Dodd, marshals of the night, and promenaded the streets with lights in their hands and with a band of music, in as good order. as could be expected under the circumstanaces."

The news of the passage of the bill reached Connersville on Jan. 18, and on the evening of that day "the village" was brilliantly illuminated. The court house was lighted up from top to bottom and the "cannon of the village" was taken out to the line of the canal and six guns fired - one in honor of the Governor, one to the Senator, one to each of the Representatives of the county in the general assembly, and one to the White Water Valley canal. At the court house a great crowd of people was addressed by O. H. Smith and Samuel W. Parker, after which the assembly repaired to the river bank, east of town, to continue the celebration. However, the joy of the occasion was marred by the premature explosion of a cannon, by which four young men were ter-. ribly injured, one of them dying the next morning.

At Milton, according to Dr. Pennington, the houses were illuminated and a procession was formed which marched through the streets with music, the paraders carrying miniature canal boats. E. B. Newman, of Milton, states that a boat, lighted up with tallow candles, on a wagon, was drawn through the streets by men, and that a speech was made by Richard Hubbard.

Steps were soon taken for the commencement of work, and on Sept. 13, 1836, contracts were let at Brookville for the construction of. the various sections, which event was celebrated in an appropriate manner. Hon. David Wallace was the speaker of the day and ex-Gov. Noah Noble, ex-Gov. James B. Ray, Dr. Daniel Drake, of Cincinnati, and George H. Dunn, Esq., of Lawrenceburg, were chosen to perform the ceremony of "breaking ground." It is.

learned from a paper on the White Water canal, written by Prof. Lee Ault, of Cambridge City, that Governor Noble spoke of the canal as "one of the grandest undertakings of modern times," and that Judge Finley, of Richmond, editor of the "Palladium," in a toast gave vent to the following lines:

In a report made by J. L. Williams, principal engineer of Indiana canals, Dec. 13, 1836, it is stated that William J. Ball made a survey of the east side of the river below Brookville. He recommended this side, as it was less exposed to the current of the stream and would occasion a saving of $25,000, which in consequence of improvements was increased to $40,000. Major Torbert, of Mauch-Chunk, Pa., the resident engineer, was left in charge of the final location. Thomas Noel was his assistant. Torbert was shortly after succeeded by Stephen Wright, assisted by Captain Farquhar.

It was finally decided to cross East Fork at Brookville by means of a dam and towpath bridge and to recross one-half mile below Harrison by means of a dam. The old towpath bridge is still doing good service at Brookville, although somewhat remodeled, and it is a splendid example of the old-fashioned covered bridge. It is 392 feet long and cost originally $14,000. No traces of the old dam remain.

Many difficult problems arose for the engineers to solve. Probably the most difficult one was at McCarty's Bluff, three miles below Brookville, where the river washes the hills for nearly a mile. It was finally decided to build a dam below the gorge to form a slack water and construct a towpath along the side of the cliff. This dam was 340 feet long and fourteen feet high from low water. At Franklin Factory Ridge, two miles above Brookville, a tunnel and also a cut was proposed, but the latter was finally decided upon, as it was thought better and would occasion a saving of $8,000. At Milton two plans were considered: one, to dig out the canal on the plain on which the town is situated, and the other to use the river by means of the basin formed by a dam built below the cliff. The former plan was adopted, however. At Somerset it was decided to cross the river by an aqueduct instead of a pool.

In a report of the State Board of Internal Improvement made Dec. 17, 1836, we learn that the length of the White Water canal, located at that time, was fifty miles; that thirty miles and sixtyfour chains of this (which included from Lawrenceburg to the first dam above Brookville), was under contract; that the total cost at contract prices would be $474,361, and that Elisha Long, of the Board, had been appointed to superintend. the White Water canal.

Some of the principal contractors on their part of the canal, as taken from a list of successful bidders at a canal letting at Brookville, July 24, 1838, and from other sources were: George Heimer, Reid & Kelly, William Marshall, William Griffith & Company, Putney & Russell, L. Laughlin, Perrins, Ryle & Company, N. Hammond, M. Garrison, William M. McCarty, Rubottom & Westerfield, Isaac Van Horn, Gibbons & Williams, Halstead & Parker, H. Simonton, J. Palmer, Naylor, Troxell & Company, D. Branham & Company, Scott & Butt, Butt, Corbey & Donohue, H. Lasure & Company, Vance, Coldwell & Company, Tyner, Whipple & Company, C. & J. Meek, Carmichael & Bauvick, Parren & Kyle, William Garrison, Moses Kelley, Benjamin M. Remy, R. & F. Freeman, William Rubottom, Zepheniah Reed, Joel Wilcox, William Carr, Jonathan Barnes, Alexander McLaughlin, Charles O. Hale, and John Justice. Joel Williams took the contract for the building of the bridge and dam below Brookville, while Wilcox & Van Horn were the contractors for the feeder dams at Brookville and Cooley's Station, the latter being known as Case's Dam. ~ The construction of such a work as the White Water canal, besides the corps of engineers and the officers for superintendence, gave employment to a large number of men and hence brought an era of prosperity and activity to the valley hitherto unknown. During the first season there were employed in men and teams the equivalent of 975 men. Three hundred and twenty-five of the men employed were Europeans. They received an average of $18 per month in wages. George W. Julian, who became well known in the political life of Indiana, was a rodman in one of the surveying parties.

The contractors worked with a vim to get the canal in condition for traffic. The people of the valley hastened things, too, by showing a lively interest in the work. A clipping from the "Indiana American" of Nov. 17, 1837, so well shows the spirit of the time and the interest the people took in the canal, that it is thought worthy of quotation. It is as follows:

"The enterprising contractors, J. Wilcox & Co., have finished the final dam across the east fork of the White Water, at this place [Brookville] and the water was let into about one mile of the canal on Saturday last, and many of our citizens have had the pleasure of being first (not only to advocate) but of floating upon a portion of Indiana's great works of improvement. The dam backs the water nearly up to Speer's mills, making the east fork a splendid basin for the transaction of business. The sight of this small finished portion of the 'mammoth system' calls to our imagination a picture of the wealth, prosperity and independence of the White Water Valley, fifty years hence. It animates the heretofore drooping spirits of our citizens, and is to be discovered in their sparkling eyes, their quick and elastic steps, and in their disposition to improve every moment to turn to profit the advantages they are receiving from the State."

About the middle of December, 1837, the canal at the forks of the river was considerably damaged. About 4,000 yards of embankment was carried away, causing a loss of $1,000. However, this was soon repaired, and by hard work on the part of the contractors the canal was opened during the early part of June, 1839, from Lawrenceburg to Brookville. The first boat to reach Brookville was the "Ben Franklin," which arrived on Saturday evening, June 8. This boat had been in use for a number of years on the Miami canal and was brought down to Lawrenceburg on the Ohio river. It was owned by Long & Westerfield and was commanded by Gen. Elisha Long, but was afterwards bought and its name changed to the "Henry Clay" by Josiah McCafferty. The arrival of this boat at Brookville was the occasion for another demonstration of joy by the citizens. The next morning the packet boat, "Little Western," owned by Wood & Woods, arrived and in the afternoon the packet "Niagara," owned by Squire Watts, came in. These boats left for Lawrenceburg on Monday morning and regular traffic was thus opened on that part of the canal.

The opening of the canal was to the people of that time almost what the inauguration of a line of air ships would be to us, and the change of life which it occasioned by the bringing together, for communication and trade, places that were formerly widely separate in these regards, worked wonders, which were the constant source of surprise and astonishment. For instance, the "Indiana American" of June 14, 1839, contains this notice under the heading, "Strange Arrival": canal boat "Little Western,' a quantity of very fine Irish potatoes, which were raised in the State of New York and were soon disposed of here at $1.25 per bushel. This appears to be reversing the course of trade!" paragraph: _ "The way things are done now: One of our merchants left this place on Monday morning last, by the canal boat 'Little Western.' He went to Cincinnati, purchased a lot of goods, shipped them on board the steamboat 'Hoosier' for Lawrenceburg, reshipped them on board the canal boat and arrived in this place with them about 11 o'clock a. m. on Wednesday, being two days and a fraction from the time he left here."

Besides, it occasioned a great saving on the part of the traveling and shipping public, for later the round trip from Brookville to Cincinnati was regularly made between Monday evening and Wednesday morning at the following expense: Passage to Cincinnati and back, including board, $4; dinner at Cincinnati, fifty cents; one day lost (worth), $1; total, $5.50. This amount is thus compared with the expense of the trip by stage, causing the loss of four days on account of them only running tri-weekly, and occasioning the following items of expense: Passage to Cincinnati and back, $6; dinner on road going and coming, seventy-five cents; fare at ordinary house for three nights and two days, $5; four days lost (worth), $4; total, $15.75; making a saving of $10.25 for one trip.

In November, 1839, it was ordered by the legislature "That, with the exception of the Wabash canal, from Lafayette to the State line, and the dams on other works yet to be preserved, the work at Lawrenceburg and bridges at Harrison, the public works be immediately suspended." This step was necessitated on account of the indebtedness of the State. Thirty and eighty-one hundredths miles of the White Water canal had been completed. A total of $1,009,866.66 had been expended on this work at the close of 1841, while $9,902.41 had been received as tolls. The State found itself at this time in debt in the sum of $18,469,146 and was forced to compromise with her creditors by surrendering to the bondholders part of the works that had been begun, with large tracts of land, for about one-half of the indebtedness, and issuing bonds for the remainder. The debt was a great burden on the people of Indiana and finally caused the bankrutcy of the State. Thus ended the projects which the promoters had hoped would fill the coffers of the State to overflowing.

Through the influence of Samuel W. Parker, of Connersville; J. G. Marshall and Judge J. T. Elliott, of Henry county, and others, the legislature at the session of 1841-42 granted a charter to "The Whitewater Valley Canal Company," composed of the following members: James Connell, Thomas E. Hendricks, Samuel Jinks, Harvey Blacklege, Joel Palmer, Urban Edgerton, and William Potts, of Franklin county; Jefferson Crisler, James Shaw, Daniel Hankins, Solomon Claypool, Abraham Conwell, George Frybarger, Henry Goldlander, Newton Claypool, George Davis, and William Port, of Fayette county; Dickinson Hurst, John Talbott, Robert Murphy, Henry B. Schull, Samuel T. Sharp, Ira Lackey, Solomon Meredith, Benjamin Conklin, William Petty, William Conwell, Sanford Lackey, John Hutchinson, William Elliott, and John Whippo, of Wayne county. According to the charter, the capital stock of the company was to be $500,000, and when $400,000 of this should be subscribed the State should relinquish to the said company "her entire interest in the line of said canai, throughout the whole length thereof, from the Ohio river to the National Road as aforesaid, and all of her estate in, and right and title to, the same, together with all the water privileges, and rents, materials on hand, quarries, relinquishments, rights, and rights of way, privileges and immunities of every kind, growing out of said canal, and all that in any wise appertains to the same," on condition that the company should, within five years after March 1, 1842, complete the canal to the National Road at Cambridge City.

The passage of the act providing for the organization of "The Whitewater Valley Canal Company," and the consequent hope it occasioned for the completion of the canal, renewed the rejoicing of the people in the upper portion of the valley and they again looked forward to an era of prosperity.

According to the charter, the above named members of the company, or any nine of them, should meet at Connersville as soon as ,convenient or expedient and designate suitable places for the opening of books for the subscription of stock, thirty days' notice to be given of the time and places. This was done, and it was learned from one of the notices in the "Cincinnati Chronicle" that books would be opened on Monday, April 4, 1842, to remain open for ten days, at New Castle, Knightstown, Cambridge City, Centerville, Milton, Connersville, Rushville, Laurel, Brookville, and Lawrenceburg. This notice was signed by James Conwell, president of the company, and H. Goodlander, secretary. Stock sold readily and the "Indiana American" tells us that on June 17 suffi- cient stock had been subscribed to insure the completion of the canal, and on July 25, the directors of the company met at Connersville and elected Meredith Helm, president; William Thomas, secretary, at a salary of $500; Henry Goodlander, treasurer, at a salary of $400; and H. C. Moore, engineer, at a salary of $1,000. Thomas declined to serve as secretary and John W. Hitt was elected in his place, Aug. 3. In order to fittingly celebrate the resumption of operation on the canal a great demonstration, at which a barbecue was to be a feature, was planned to be held at Cambridge City, July 28. A committee of forty was appointed, among whom were George G. Shoup, of Laurel, and General Long, of Brookville. Invitations to attend were extended to Hons. Henry Clay and Richard M. Jackon, of Kentucky; Hon. Thomas Ewing, Governor Corwin, Governor Shannon, and others, of Ohio; and Governor Bigger, ex- Governor Noble, ex-Governor Wallace, O. H. Smith, and Howard, of Indiana. On the 28th people poured into Cambridge City from fifty miles around, most of them on horseback. Some who came from Blackford and Wells counties spent three days in making the trip and return. By the time of the beginning of the exercises a crowd variously estimated at from 7,000 to 15,000 people, was there. The first exercises of the day were held on the site of the canal, where Samuel W. Parker, who was afterward a member of Congress from this district, and Hon. John T. Elliott, afterward a member of the Supreme Court, broke ground and wheeled out the first and second wheelbarrow loads of earth, respectively. Parker's witty speech on this o¢casion was much commented on by those present. The crowd then went to Capital Hill, east of town, where the great barbecue was held. Long trenches had been dug in the ground and iron bars placed across, over which were thrown quarters and large pieces of meat, which were soon made away with by the hungry crowd, while the three brass bands present played spirited airs. James Raridan, of Centerville, was the presiding officer, while Mr. Parker was the orator of the day. The latter had spoken ten or fifteen minutes in an unusually spirited manner when he was unfortunately interrupted by a great storm which suddenly came up and caused the crowd to disperse. At a banquet held during the day, letters were read from Henry Clay, members of Congress, and other prominent personages expressing interest and encouragement in the work which had been undertaken. The new company set to work with much spirit, and by Nov.

17, 1842, the first boat was able to reach Laurel. This boat was called "The Native" and was the first boat built at Cedar Grove. Stephen Coffin was its builder and captain. It was a combination passenger and freight boat and was fitted up in a manner that was considered luxurious for those days. There were two cabins, with state rooms ranged on the side for the accomméddation of the traveling public. On the trip to Laurel "The Native" was crowded with ladies and gentlemen from Brookville, who were entertained by the Brookville band as they glided over the smooth waters of the canal. The crowd was royally entertained at Laurel and started on their return the next day at 11 o'clock. Some of the citizens of Laurel accompanied them part of the way, and on parting, the Yankee custom of speech-making was indulged in by Messrs. Shoup, Farquhar and Moore, At Metamora, the crowd was entertained by Judge Mount, Ezekiel Tyner, Esq., and others. A. R. Ryman, in the "Brookville American" of Jan. 13, 1898, tells about going to Laurel on one of the first boats. The boat was the "Clinton," and on the way up the passengers assembled in the cabin and listened to speeches by Captain Farquhar and James N. Tyner, afterward a member of Congress. At Laurel a free supper, set on long tables lighted by tallow candles, was partaken of and the people there showed their usual hospitality. However, it rained heavily during the night and the canal banks broke, which compelled the company to walk home through the mud and Tain.

The canal was opened to Connersville on June 21, 1845. The first boat to arrive there was the "Patriot," commanded by Capt. Gayle Ford. In October of the same year the canal was opened to Cambridge City. This was the climax of all the preceding events, for it marked the practical completion of the project as first planned. Twenty boats had been waiting for a long time on the lower part of the canal for the water to be let in at Cambridge City. When the welcome news finally arrived that the water was in there was a great rush. Each captain wanted his boat to be the first to reach the northern terminus, and in the rivalry for first place there was quite a little swearing indulged in and any number of fights. These were renewed at every lock, but Capt. John Lemon, of the "Belle of the West," finally secured the lead, with Capt. Josiah McCafferty, of the "Belle of Indiana," a close second. Every packet was crowded with passengers, each one eager to be one of the first to ascend the completed canal. At Milton the boats were received by a great crowd, cannons were fired, a band played, and the people gave vent to their enthusiasm by shouts of joy. At Cambridge City there was a much larger crowd, with more cannonading, bands and enthusiasm. The State officers were there and a great jubilee was held which lasted all night and most of the next day. Thus was put into operation, after an expenditure of $473,000 by the company, the great daydream of the people of the White Water valley of ten years before; but unfortunately, although begun under the most auspicious circumstances, and more than filled their expectations for a time, yet the hand of inexorable fate and the onward march of progress were to make it end in miserable failure.

About the time of the completion of the canal to Cambridge City the directors of the company were: John Curm, Cambridge City; Caleb B. Jackson, near Centerville; Daniel Sinks, Milton; Miles Murphy, New Castle; Solomon Claypool, Fayette county; Minor Meeker, Fayette county; Benjamin F. Reeve, Rush county; and David Mount, Franklin county. The officers were the same as first, with the exception of L. B. Tupper, secretary.

The construction of the locks was a great work and their state of preservation attest the substantiality of the work of the engineers of that day. They were variously named. The location and names of some of them were as follows: Marshall's, Fox's, Trenton, Bernise's, Rhubottom's, Cedar Grove, a guard lock at Case's, Wiley's (2), Tyner's, a guard lock below Brookville, Brookville at the Basin, Reed's, Boundary Hill, Yellow Bank, Twin Locks, Gordon's, Metamora, Murray's, Ferris's, Jenks, Laurel, Hetrick's, Garrison Creek, Connell's, Berlin, Nullton, Updegraff's, Heron's, at Connersville, Claypool's, Carmen's, Fourmile, Swamp Level, Lockport (2), Milton.

That which has been said above has been about the White Water valley canal proper. This chapter will not be complete, however, without something being said concerning the two branch canals that were built, the one from Harrison to Cincinnati and the other from Cambridge City to Hagerstown.

The Cincinnati branch was constructed as a result of agitation by the business men of Cincinnati, who wished that that city might get the benefit of the products of the White Water valley instead of Lawrenceburg. On May 8, 1837, books were opened at Cincinnati for the sale of stock for the execution of this project. One hundred and fifty thousand dollars' worth of stock was taken by the State, $200,000 by the city and $100,000 by general subscription. It was found necessary to construct a tunnel through the ridge which separates the Ohio and Great Miami rivers at North Bend. This tunnel was afterwards used by the White Water Valley railroad and was yet in use somewhat less than twenty years ago. This branch was about twenty miles long, and according to the "Indiana American" the water was let in early in November, 1847.

The first surveys for the White Water canal contemplated beginning at the mouth of Nettle creek, which is just below Hagerstown, but, according to the act of 1836, and the one which turned the canal over to the company, it was begun at the National Road. But the people at Hagerstown were wide.awake and were determined to have the same advantages as the neighboring town of Cambridge City. In fact, the situation demanded it, for at that time Hagerstown had some manufacturing establishments that were rivaling those of Richmond, and as it was surrounded by a rich farming country it was necessary that they should have the advantage of the new method of trade and communication in order to compete with other towns of the county. The first meeting of the citizens to take steps for the construction of the branch canal was held in Wesley Williamson's drug store at Hagerstown, in 1846. Mr. Williamson was chairman of the meeting and A. B. Knode, secretary. At the close of this meeting the Hagerstown Canal Company was organized, with Jacob Ulrich, president, and Wesley Williamson, secretary. George Gillespie was appointed general manager of construction and William Davis his assistant. Among those who were active in furthering the work of the company were Hiram Mendenhall and Mr. Allen. However, practically everyone in the vicinity supported the project. Stock was issued in $50 and $5 shares. This was bought readily by the people of the neighborhood. Besides, it is said that the Dunkards from the community of that sect at Hagerstown, took their teams, wagons, and scoops and labored without pay beside the hired laborers. John Minesinger was appointed engineer and surveyor for the work. Some of the contractors were: Hiram Mendenhall, James Putney, Barney Linderman, Andrus Wiggins, and Joseph Madden. Benjamin Conklin built the part from Symond's creek to Cambridge City and built the two locks at the latter place for the right of water power for his mill. Mat Luce, of Hagerstown, constructed the remaining four locks. This. branch was finally completed the next year (1847) at a cost of about $100,- ooo, and was successfully operated until the lower canal was abandoned.

The people of the White Water valley had anticipated great results from the construction of the canal, but many of these proved to be bubbles and burst. For instance, sites were selected along the banks of the canal for the location of large cities. Laurel was one of these places, and although it was a thriving place in canal days, its growth fell far short of expectations. Lockport, about four miles south of Milton, was another of these cities in embryo. Streets and building lots were laid out so that there would not be confusion and disorder in rapid growth. However, the call of the bobwhite is still heard in that neighborhood ; the prosperous farmers yet harvest their ample crops and enjoy the peace and quiet of country life; no noisy machinery turned by the water of the canal disturbs the peaceful stillness; and the rushing trains on the White Water division of the Big Four do not even slow up there, nor do the conductors call out the name of Lockport for the-convenience of the traveling public.

Nevertheless, the benefits that the canal did bring to the valley are incalculable. The first of these was that it gave the farmers of the region an easy, quick market for their produce and made the towns along the canal ports for the shipment of produce for miles around. Farmers hauled their grain for fifty miles and more, and in one instance grain was hauled to Milton from points north of Noblesville. Every town became the camp for wagon trains, many of the wagons being of the schooner type and drawn by six horses, which had to wait often to be unloaded at the overfilled warehouses. The second benefit was to manufactures. This phase was considered as one of the important results of the construction of the canal by the legislature of 1836. The water power it furnished was good and abundant and caused many industries to spring up. For instance, there were three flour mills at Laurel, four at Metamora, one at Alpine, two at Brookville, one at Cedar Grove, three at Harrison, one at Lawrenceburg, two at Connersville, one at Milton, one at Cambridge City, and one at Hagerstown. There were three saw mills at Brookville, one south of Laurel, one at Alpine, one at Harrison, one at Lawrenceburg, and two at Connersville. There was a woolen mill and a cotton mill at Metamora, two woolen mills at Connersville, and one at Milton. A still house was located at Metamora; also one at Harrison and one at Milton. There was an iron foundry established at Connersville and also one at Hagerstown. Then there were pork houses everywhere; Brookville had two, Connersville two, and Milton three, besides one or more at every other place. As a natural consequence, also, boat building and repairing became a great industry and boatyards were instituted at many places. Among these were the firm of T. Morse & Company, at Cedar Grove, one owned by Nathaniel Tingle, at Milton, and one opposite Manlove Park, north of Milton. Population also increased greatly during this period. For instance, Brookville was not incorporated until the southern end of the canal was put in operation.

At first there were twenty or thirty boats in operation on the canal, and as these were inadequate for the rapidly increasing business, many more were built and there were soon quite a fleet of them. Besides those previously mentioned, the names of some of the boats with some of their owners or builders were as follows: "Milton Torchlight" and "George Hopkins," both built by Nathaniel Tingle, of Milton; "The Swan," "Mayflower," and "Fashion," owned by Augustus Boden, father of George Boden, of Cambridge City; "The Erie," "Clara," and "Tempest," operated by Charles Anderson and John Deemster, of Cambridge City; the "Sevastopol," "Rover," and "Isaac Myer,' owned by John C. Adams, of the same place; the "Rochester Gas Light" and the "Thomas Newley." Some boat owners were: a Mr. Stevenson, of Milton; and Valentine Sell, Samuel Williams, Alexander Crowley, Michael Johnsonborough, and the Densmore Brothers, of Cambridge City. Some prominent shippers were: Alexander Crowley, George Gillespie, Mark E. Reeves, and Arnold, Root & Howe, of Hagerstown, and* John Peterson, of Milton.

Many passengers were carried on the comfortable packet boats and excursion parties were quite numerous. The fare to Cincinnati and return, including board and lodging was $3, and the trip took the greater part of a week. During the early days of the canal it was considered a great treat to take a trip on the canal to Lawrenceburg and then go up the Ohio to Cincinnati or down to Louisville on a river steamer, and one who took such a trip was looked upon as one who had seen much of the world.

Business flourished on the canal and large warehouses were built at every port for the accommodation of shippers. At Milton four of these were built, respectively, by Daniel Sinks, Hopkins & Hiatt, Jesse Hiatt, and L. C. Chamberlain. The building erected by Hopkins & Hiatt is still standing. It is the north wing of the brick building formerly used by the Hoosier Drill Company and the Dorsey Machinery Company as a factory. Cambridge City had some large warehouses also. One of them, owned by Dins- moor & Johnson, is advertised in the "Free Territory Sentinel," published at Centerville, May 9, 1849, as the largest in the country. The firm bought large quantities of wheat and flax seed and shipped twice a week by their own boats. One of the warehouses at Hagerstown was owned by Henry Harris. From three to six boats loaded and unloaded daily at most of the towns and boat owners prospered, as they often made a net profit of from $200 to $300 on a single trip. The toll was usually $25 per trip for an empty boat and $75 for a loaded one. To be captain of a canal boat was considered quite an honor, and those who were so fortunate as to get these positions were looked upon as prominent persons in their communities. The crew of a boat usually consisted of a captain, two steersmen, a cook and a driver. The boats were drawn by two horses or mules hitched tandem, and according to a State law could not make more than four miles an hour. Many of the boats had stalls on board where the tired animals could rest by turns. However, some changed teams at certain stations. These places were Connersville, Brookville, Harrison, and Cleves. There was great rivalry between boat crews and there were great times when one boat would try to pass another, although a State law provided that when a boat should catch up with another and desire to pass, the latter should stop, turn to the right hand and permit it to do so. The entire crew often became involved in fights on these occasions, and in one circumstance down near Cleves, Ohio, one man was killed.

All kinds of freight were hauled, from wheat to eggs and from salt to building stone. The following is the report of shipments and receipts at Connersville for the week ending Nov. 20, 1845:

It is interesting to note that the first rails used in construction and also the first locomotive used on the Pennsylvania railroad, between Richmond and Cambridge City, came up the canal, as well as the timber and iron used in the construction of the old court house at Greenfield, Hancock county.

Caleb Jackson was superintendent of the canal for a time, and an interesting joke on him is related in this connection by George Callaway, of Milton, One of the superintendent's duties was to see that the canal was in good condition and as the banks were being badly damaged by muskrats, Jackson offered ten cents a piece for their tails. Accordingly the boys at Milton arranged this scheme: One of them would take some muskrat tails to Mr. Jackson, receive his money and go away, but soon turn around and stealthily follow Jackson down the canal to see where he threw the tails. When this was ascertained, another hoy would get them and repeat the operation, and so on, until all the boys of the village had enough spending money to last them several days. Mr. Jackson finally discovered the plot and afterward threw the tails into the canal. Jackson's successor in office was John Limpus.

The canal depended entirely for its supply of water on the west fork of White Water. The water was received by means of feeders from dams at Cambridge City, Lockport, Nulltown, Laurel, Metamora, Brookville, and Harrison. The fact that these dams were narrow, making them easily damaged by high water, together with the unfortunate fact that the canal was placed too low, and was thus easily damaged by floods, were the great reasons for the failure of this costly enterprise. Everything had been going along smoothly and the prospects pointed to an unprecedented growth and development in the White Water valley, when, on Jan. 1, 1847, a great flood, which carried away the aqueduct across Symond's creek, near Cambridge City, and also the one across the west fork of White Water, at Laurel, damaged all the dams, and occasioned a loss of $100,000 to the company.

Searcely had the repairs been completed when a second deluge came, in November, 1848, and damaged the work to the extent of $80,000. It seemed that the canal must be abandoned, but by great effort the money was raised, repairs were made and operations resumed. The farmers of the valley had products which they had to get to market or lose, and consequently they readily gave their money to help the company out of the difficulty. A third flood came in 1853, which practically put the canal out of business. Hon. James Rariden, of Cambridge City, was president of the canal company at this time.

The canal company issued script of various denominations which was used throughout the valley as money. However, it soon depreciated and became finally worthless.

and Cambridge City was taken up by Sherman Schoffield. It is also said that the late Valentine Sell, of Cambridge City, took a load of meat to Connersville in 1864. The last boat reached Hagerstown in 1861. It was owned by a Mr. Stevenson, of Milton. He was compelled to return at once on account of a washout near Symond's creek.

Judgments to the amount of $63,000 had accumulated against the company; its stock became worthless; its credit impaired; and the Circuit Court appointed a Mr. Hamlin as receiver. In 1863 the legislature passed an enabling act which made it possible for the White Water railroad to occupy the towpath of the canal, but it was stipulated that nothing be done to interfere with water power then in use. Henry C. Lord was the active agent in bringing about this legislation, and on Dec. 25, 1865, he bought the canal property of the company for $137,348.12, Hon. C. C. Binkley, of Richmond, who was at that time president of the company, negotiated the sale.

The act of the legislature, however, provided for the organization of hydraulic companies to perpetuate the water power for which the old canal company had contracted. These leases were mostly for twenty years with the privilege of renewal.

As a result of this legislation the following companies were organized: The Connersville Hydraulic Company, the Metamora Hydraulic Company, the Laurel Hydraulic Company, the Brookville Hydraulic Company, and the Harrison Hydraulic Company.

These companies had the same trouble with floods as the old company and they sustained so much damage that at present only two of these companies are in existence - the Connersville Hydraulic Company and the Brookville Hydraulic Company. The dam at Lockport, owned by the former company, was damaged in 1867 to the extent of $5,000. From Heron's lock, one mile below Connersville, to one mile below Laurel, and from Brookville south, the canal has been entirely abandoned and water no more flows in, its banks.

The Connersville Hydraulic Company was organized in December, 186s, with a capital of $10,000. The following were the officers: President, P. H. Roots; secretary, Samuel Enyart; board of directors, P. H. and F. M. Roots and Matthew Pfafflin. A lease was obtained from the canal company, in February, 1866, approved by the receiver and the United States Circuit Court of the Southern District of Indiana, for the consideration of $1 in money and the carrying out of the provisions of the old leases for water power. This portion of the canal is in very good condition and yet supplies water to North's Mill at Milton, several mills and factories at Connersville, and also furnishes the city of Connersville with water for fire and domestic purposes. The water has been analyzed and found to be of exceptional purity. The present officers are: F. T. Roots, president; M. H. Roots, vicepresident; and E. D. Johnson, secretary.

The portion of the canal from just below Laurel to Brookville was owned for several years by Henry C. Kimble, proprietor of the Nickle Plate Mills at Brookville, but is now owned by the Midland Paper Company, of which Mr. Bratt is the head.

The Hagerstown branch, unlike the rest of the canal, has never suffered much from floods on account of the wisdom of John Minesinger, chief-engineer of the section, who placed it high enough to escape high water. The canal is now in excellent condition. The banks are almost intact, and even during the dry season there is abundance of water for power.

Thus, we have seen the rise and fall of a great undertaking. Fortunes were lost; hopes shattered; and ambitions foiled. But with all that, the value of the work in the development of the State in general and the growth of the White Water valley in particular, has been inestimable. It furnished transportation at a time when no other means were available, and power which resulted in the inauguration of manufacturing in the valley. For instance, it was from the little group of manaufacturing establishments started at Connersville and Brookville when the canal was built that those two thriving towns owe their present prosperity. It was the water power at Connersville that attracted the old woolen mill, the flour and saw mills and Root's foundry, and it was from this nucleus that the great factories there to-day have sprung. In general, as a result of the construction of the canal, the farmers thrived, manufacturing grew up, business flourished, population increased, and prosperity reigned. But the canal had its day and it gave way to inevitable progress. The era of the iron horse came and superseded the patient mule, and the canal boat has become a memory in the White Water valley.

It is said with truth that the present is built on the wrecks of the past. One of these wrecks, which built better than we can tell, is the old White Water canal, picturesque in its ruin and a monument to past endeavor.