CHAPTER XXII
TRANSPORTATION IN PICKAWAY COUNTY
It is in one sense a far call from the old stage-coach and flatboat to the perfected electric car, automobile and steamboat, but the time intervening between these extremes has been so short that one pauses in amazement to contemplate the subject of modern modes of transportation, compared with the beginnings.
Transportation in Ohio and in .Pickaway County does not differ materially from that of any other inland State of county; and the methods in vogue in this particular county are, and always have been, similar to those employed throughout the State, with the exception of the larger craft plying upon Lake Erie and the Ohio River.
PIONEER MODES OF TRANSPORTATION.
When this part of the country was first settled, walking was resorted to, not as a fad, but as a necessary and common mode of travel. Horses were, at the first, extremely scarce; and, aside from this fact, the heavily wooded condition of the country rendered any other method almost impossible, for the paths made by deer and other wild animals and the peculiarly dangerous Indian trails were then the only roads.
Gradually the former were widened by the pioneer's axe until at first they became bridle-paths .for pack animals. These often were driven in lines of to and even more, each horse being tied to the tail of the one in front, so that one man managed the entire body. Each animal was supposed to carry 200 pounds weight, a board being strapped to the back (with a sheepskin pad to prevent injury to the animal). The "saddle" portion of the "pack" was made from a large, forked limb, cut off just below the fork and having the two ends trimmed to the size required by the load.
At the time of pack-saddles for merchandise, saddle-bags came into use for passengers, being slung across the horse's back, the ends (which balanced one another) holding provisions, weapons and clothing.
In only a few years, however, horses were apparently rather plentiful in 'the county, for the newspapers of that time show us that they were constantly straying away from their owners, in large numbers. In one paper, in 1820, appeared in only two columns nine notices of "estray mares." But even with this evidence of the abundance of this useful animal, we have good reason to doubt the adequateness of the supply to the demand, for one long-suffering citizen expressed his feelings in print as follows :
To BORROWERS.
In order to prevent further importunity, I am induced to give public notice that hereafter I will not lend my horse to any person whomsoever, as I wish to derive some little benefit from his services myself.
Is there not every reason to believe that the borrowers and the owners of the estray mares were synonymous and that the borrowing occurred to fill up the gap occasioned by the wandering propensities of their property?
"Wanted, a good saddle-horse, accustomed
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to the harness," was an advertisement which appeared in 1821 and which, in that day, was common enough.
Later the roads attained a width sufficient for wheeled vehicles. Then the horse alone or the horse and wagon formed the usual means of taking a long journey, or of carrying goods.
These wagons were of the large covered variety, sometimes called mountain ships, which were used in such large numbers over the National road, in 1836, when an unprecedented influx of immigration flowed into Ohio and Pickaway County from the East. This vehicle was, beside the name given, variously spoken of as a road-wagon, Conestoga, Dutch or Pennsylvania wagon. It had a large boat-shaped bed, the back and front sloping down toward the middle. From four to ten horses were used, all being managed by one driver, who rode the near horse (the one on the left side and next to the wagon). In his seemingly difficult task he was aided by a complicated but admirable arrangement of lines and chain, double-trees and single-trees, and "crowd-sticks." Bells were sometimes, though not always, attached to the horses; while in some cases a yoke of oxen instead of the horses formed the tractive power.
STAGE COACHES.
As it is not likely that many were so fortunate as Thomas Jefferson, who, in 1775, traveled from Williamsburg, Virginia, to Philadelphia, in a coach built from a model of his own-designing, there is no doubt that those who were not the owners of a horse usually took a journey in one of these wagons or in the public stagecoach, which came into use in the United States about 1800. W. Cooper Howells says that in his day, 1813-40, there were very few stage-coaches in Ohio and that it was a princely proceeding to travel in them.
There were also in those very early days (running from 1813 on), beside these large hired wagons and the very few carriages then in existence (none of which, it is very probable, were owned in Pickaway County), a two-wheeled vehicle called a gig or chaise.
The Cumberland road was built in 1796 and about 1825 the Ohio Stage Company was formed in Columbus, which became a center of travel for not only Ohio but for Western New York and the entire Northwest. A line of stagecoaches was established there, devoted to carrying both mail and passengers. This condition existed until the railroad took the place of the stage. It took a little over 24 hours to go from Columbus to Cincinnati by coach.
It it not likely that the horse express, established in 1857, to carry mail with more rapidity, ever operated in Pickaway County. Its route extended from Frederickston. Maryland, to Cincinnati ; and one of the posts was Columbus.
The stage passing through Circleville and running through the Scioto Valley from Columbus to Portsmouth was originally owned. by Col. John Madeira, of Chillicothe. Darius Tallmadge, of Lancaster, bought him out and ran this stage line for several years, when he in turn sold out, in 1830, to Dr. M. G. Kreider and Col. J. A. Hawkes. For about 20 years these two operated the line, running stages daily as the Postoffice Department required. When Dr. Kreider retired, Dr. W. B. Hawkes took his place in the firm. The two brothers, in 1855, introduced several improvements in their business : Two stages a day instead of one were run between Columbus and Chillicothe, too horses being required ; omnibuses were set up with branch lines in order to accommodate more passengers. After the line was discontinued . in Ohio, the stage-coaches were sent out to Kansas and Nebraska, where they were used for a number of years. Colonel Hawkes was manager of this stage route for 27 years, and he had the satisfaction of knowing that in all that time not one of his 1,200,000 passengers was ever injured in any way.
TURNPIKES.
Constant and regular use of these vehicles would have been impossible without suitable roads and the prospect of building turnpikes looked very dubious, when the law was repealed which made the State a stockholder of one-half the property, which was, in effect,
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that the State paid one-half the expense of constructing these turnpikes. It was impossible to raise by subscription the money necessary to build roads on the plan heretofore employed, a copy of the National road, which, perfectly straight and graded, was made of stones set upon edge, with culverts, and which cost $15,000 a mile. The Columbus and Portsmouth turnpike had' been incorporated in August, 1831, but in the face of such a dilemna the situation looked discouraging. It was, to the good judgment and forethought of William Renick, of Circleville, that the county was indebted for the result. He proposed that clean, unscreened gravel should be used and outlined the method of putting it on,. His plan was ridiculed by everyone and it was only after it became certain that nothing less could be done, that it was followed and a road extending from Circleville to Chillicothe was completed. It' was the first of the kind west of the Alleghanies and proved to be a most excellent turnpike, while the cost of construction was only a little over $1,000 a mile.
So successful, indeed, was the experiment that similar roads were made throughout the State, the contractor putting in the remainder of his life in their construction. These roads, so excellent as originally made, are, in a sense, deteriorating, as of late years screened gravel, amounting in some cases almost to sand, has been used to mend them, with very poor results.
The Portsmouth and Columbus Turnpike Road Company was . incorporated in 1831, books having been opened on July 22nd, for subscriptions to the stock of this road at the office of John Ludwig, in Circleville and of John Cochran, in South Bloomfield. In the act of incorporation, commissioners were named from the several counties involved. Those from Pickaway County were : John Cochran, George Crook, Guy W. Doane and Andrew Huston. The road was divided into sections, each with its board of directors, who kept up repairs, collected tolls, etc. Dr. Marcus Brown was president of the directors of the northern division from 1848 until his death, January 6, 1882.
Other turnpikes in the county are : The Circleville and Washington, which company was incorporated February 25, 1839; the Circleville and Adelphi road, an act for whose incorporation passed the General Assembly on February 24, 1848; the next year, the Circleville, Darbyville and London Turnpike Company was incorporated but it was 20 years before the road was completed. The Circleville and Kingston corporators met, for the first time on August 6, 1851 ; in six years, the road was built to Kingston, at which point it joined the Zanesville and Maysville turnpike and was thereafter used as the stage route between Portsmouth and Columbus.
From 1868 to 1870, the following free turnpikes were built, at a cost ranging from $5,422 to $32,200: New Holland and Waterloo; New Holland and Clarksburg; Deer Creek; Bloomfield and Darbyville; Yankeetown and Circleville; Darbyville and London; Darbyville, Five Points and Mount Sterling; Bloomfield and St. Paul; Williamsport and Darbyville; Yankeetown and Lester Mills; Scioto and Genoa; Walnut Creek, Circleville and Ashville.
Other roads and turnpikes of the county not spoken of in the foregoing paragraphs are as follows : Harrisburg and Mount Sterling, Salt Creek Valley, Salt Creek and Salem, Bloomfield and Franklin County, Circleville and Bloomfield, Circleville and Royalton, Circleville, Little Walnut and Manchester, Zanesville and Maysville, and Circleville and Tarlton.
The following turnpikes were built under the "two mile" system : Goose Pond, Florence Chapel, Palestine and Williamsport, Five Points, Ashville and Lockburne, Commercial Point, Harrisburg and Darbyville, Mackey Ford,. Teegardin, St. Paul, Marcy and Welsh.
Very early in the '80's, action was commenced looking to the purchase of the toll-roads in the county and the making of them free turnpikes. In accordance with an act passed February 21, 1883, amending an act passed April 10, 1880, an election was held in Pickaway County on October 9, 1883, on the question of purchasing the toll-roads. The proposition received 3,665 votes, while only
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1,332 were registered against it. Soon after this the toll-roads were purchased and made free roads.
The keeping in repair of these turnpikes furnished the occasion of one of the most picturesque features of life in the earlier days--the toll-gate. Those of us who were children then remember, with undying interest, the little cottage where the man or woman lived who operated that wonderful pole which stretched its length across the road, barring the way to all alike until, the few cents collected, it slowly rose in the air and the waiting horse or vehicle pursued its way onward.
FLATBOATS.
Commerce in this county in the olden time was carried on either by means of the wagons above referred to or by flatboats, floated down the rivers from Circleville to New Orleans, with which city our merchants had extensive dealings. These boats were from 60 to 65 feet long, by 16 wide and 7 high. Those plying on the Scioto had for the most part a triangular bow, though some were made square both front and back. They were each supplied with two sweeps, or side oars, and a steering .oar in the rear. These oars 'were only useful on the local river, for when the boat reached the Ohio, it was allowed to float with the current.
* * *
Live-stock was sent in large quantities to the Eastern cities, each lot being driven by three or four men, on foot, with a mounted overseer.
OHIO CANAL.
As early as 1818, the question of connecting the Ohio River with Lake Erie to pro mote commerce began to agitate people's minds and in 1821 the first steps were taken toward the building of the Ohio Canal. In 1822, Micajah T. Williams, of Cincinnati, as chairman of a committee appointed the previous year to agitate the question, introduced a canal bill which, after strong opposition, at length passed both House and Senate and on December 31, 1822, became a law.
From this time until early in 1825, surveyors were busy in trying to determine a route; on June 8, 1825, a meeting of citizens from different parts of the State was held in Columbus to discuss plans for celebrating the . beginning of the Ohio Canal. John Barr, of Pickaway County, was one of the committee on arrangements appointed.
On the 4th of July, 1825, ground was broken on the Licking Summit, about four miles west of Newark. The ceremonies, in which Governors Clinton and Morrow took part, were elaborate and impressive, Hon. Thomas Ewing delivering an address, at the conclusion of which a too-gun salute was fired.
The canal as finished was to extend from Cleveland to the Ohio River, with a number of side cuts or "feeders" to various points. One of the most important of these was the Columbus feeder, to run from Lockbourne to the "Capital City." At a demonstration held at the State House, on April 30, 1827, to celebrate the commencement of work on this branch, one of the toasts was :--"The Ohio Canal--The great artery which will carry vitality to the extensive cities of the Union."
It was not until in April, 1828, that it was definitely decided to carry the canal past Circleville. The question of the location of an aqueduct would, of necessity, decide the route of the canal for some distance. . Considerable anxiety was felt by everyone, which was allayed by the publication, in the Herald of May 3rd, of a notice to contractors, which stated that proposals would be received at Circleville on May 30th, for the construction of an aqueduct and a dam across the Scioto River and about to miles of canal line in connection with them. This notice was signed by the acting commissioner, Micajah T. Williams, who may justly be called the father of the Ohio Canal.
The corps of engineers were kept busy for some time, examining various points before deciding upon an exact location for the aqueduct. Several places were favorably considered, among them Keffer's point, Nevill's dam, and a point near the mouth of Yellow Bud.
A little newspaper controversy was entered into, in connection with the building of the
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locks, culverts and embankments of the canal at this place. The Scioto Gazette of Chillicothe advocated the advisability of taking the stone from that vicinity, whose quarries, it is asserted, "afford the only supply of stone of a good quality and in sufficient quantities." Mr. Thrall, of the Herald, responded, "We can inform him that inexhaustible supplies of stone may be found quite convenient to Circleville--and of a superior quality for canal purposes to, any found on the Ohio Canal."
When the contract was let, 12 miles of canal line were arranged for instead of 10, as planned. This section of the line commenced about a half mile north of Circleville and extended to the farm of Mr. Kerns, in Ross County, and included the crossing of Hargus and Deer creeks and the Scioto River. The water of the canal was to be carried over the river by means of the aqueduct referred to, while the canal was to pass under the creeks by means of culverts.
At this time the contracts stipulated that the entire line of canal from Circleville to Lake Erie would be completed and ready for navigation against April 1, 1830, but as in the case of most contracts this stipulation failed.
July 4, 1828, was a memorable day in the annals of Circleville. Beside the ceremonies usually observed, of the reading of the Declaration of Independence, the oration, etc., listened to by people, from the towns and all the adjoining country (among the throng being the Circleville Rifle Company, the Pickaway Artillery and the Chillicothe "Blues"), the program included a feature never before known here. A procession was formed and moved to the canal line, where, after an appropriate address by Col. Edward King, of Chillicothe; the ceremony of breaking ground on this section of the Ohio Canal was performed by the corps of engineers, Judge Bates, principal engineer and the committee of arrangements.
After this the people took their way to a near-by grove, where they listened to the band and partook of a dinner prepared by Captain Hedges, at which Joseph Olds officiated as president and William B. Thrall and Valentine Keffer as vice-presidents. Among the toasts responded to was : "The Ohio Canal--A long link and a strong link in the chain that holds the States in union."
The work on the canal at this place was begun vigorously, about 300 men being employed.
On October 10, 1828, a call was given for bids for the construction of 43 miles of canal lying between the Licking Summit and Circleville, with from 28 to 30 locks, two aqueducts and a dam across Walnut Creek. On December 16, 1828, the contractor placed the foundation timber of the middle pier of the aqueduct at Circleville. He and his corps of workmen were highly commended for their energy and the satisfactory way in which they accomplished this, which was considered the most important and difficult portion of the work. Seven hundred piles were eventually driven into the bed of the river to sustain the weight of this structure.
About this time, a rather curious phase of life was disclosed in the public prints in connection with this canal construction. In his laudation of the contractors, the Herald's editor states that it is not unworthy of remark, that this work is carried on without the use of ardent spirits, though it seems the custom was to serve out regular rations of whiskey to the workmen who received as wages from $8 to $10 a month, with board and lodging. It was asserted that, on a single job of work near the Licking Summit, the whiskey alone cost the contractor $3,000; and that on a certain contract south of Circleville, the whiskey consumed cost more than the bread or the meat and probably than both.*
Notwithstanding this deprivation (or, perhaps, because of it) the work on the canal progressed steadily, though slowly, to its completion.
On September 19, 1831, the water was let into the canal past Circleville, the two large basins being filled in 45 minutes. Then, amid the discharge of artillery and the shouts of the crowd of people who had gathered, both from the town and the surrounding country, the guard-gate was opened and the water admitted to the aqueduct.
The next evening the packet-boat "Gov-
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ernor Brown" was launched here, and the following day took her trial trip to Scioto Bluffs, filled with passengers.
On September 27th two boats came clown from the Licking Summit and the next day 12 visiting packets arrived to join in the local rejoicings.
On October 13, 1832, it was advertised that a celebration would take place at Portsmouth on the 23rd, in honor of the completion of the Ohio Canal, which at this date was completed except the last lock.
That the Ohio Canal was of immense benefit to this county there can be no doubt. Through its system of transit (which, though by no means rapid, was safe and at that day quite satisfactory) it opened up the State to travelers; while its advantages, in a commercial sense, can scarcely be estimated.
This point can be partially judged from the fact that during May, 1834, the amount of canal tolls collected in Circleville was $1,610.85 and that they amounted to $4,503.69 for the month of June, 1837.
The prosperity of the canal continued here unabated, until the coming in of the railroad. Since that date, though some little transportation was carried on by this method, until a year or two ago, its former large commerce and its glory are forever departed.
RAILROADS.
On October 31, 1835, a meeting of residents of Circleville was held at the Atheneum room to consider the subject of a railroad to connect Cincinnati with the Ohio Canal. Joseph Olds presided, with Andrew Huston as secretary. A committee was appointed to send a reply to the communication received from Cincinnati upon the subject and to draft a set of resolutions.
The next night this committee reported, recommending that the project be carried out and that Circleville be the point selected as the terminus. They also resolved that the State be in equity bound, either to directly undertake the building of the road or to subscribe stock to a company incorporated forthat purpose. About this time, also, it seemed probable that the Baltimore & Ohio would extend their road through the State. On March 24, 1831, an act was passed by the Legislature to authorize a State loan of credit to railroad companies. Nothing definite, however, was done here for many years in railroad matters.
The Cincinnati, Wilmington & Zanesville Railroad Company--the realization of the dream of 1835--was incorporated February 14, 1851. The road was not finished until 1857, although the section with which we have to deal was finished two years earlier, for in July, 1855, trains were advertised to run from Cincinnati to Bremen, in Fairfield County.
This company became insolvent and the road was sold and reorganized as the Cincinnati & Zanesville Railroad Company, on March 11, 1864; again being forced to a sale, the company was reorganized and on January 25, 1870, was incorporated as the Cincinnati & Muskingum Valley Railroad Company, which title it now bears.
On January 1, 1873, this road became a part of the Pennsylvania system, being leased by the Pittsburg, Cincinnati, Chicago & St. Louis Railway Company, with general offices in Pittsburg. At the beginning of 1903, the valuation of property belonging to the C. & M. V. road was $1,205,480; with rolling stock valued at $249,398. This latter consists at this date of 23 engines, 15 passenger coaches, 17 baggage and caboose cars, 116 stock, box and constructions cars; while the value of this road as a means of transportation from the vast coal fields of Ohio may be judged from the fact that 432 coal cars are owned.
The entire length of track of this road is 203.04 miles; while it extends through Pick away County, with a main track of 23.04 and second tracks and sidings of 5,55 miles.
The valuation of the C. & M. V. road in the county is $185,989; while total taxes levied for 1904 were $3,643.31. The stations on this. line in the county ate Circleville, Kinderhook, Woodlyn, Atlanta and New Holland.
The Norfolk & Western Railway was organized in Ohio in 1875 as the Scioto Valley Railroad. The line extends from Columbus
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to Portsmouth, being finished to the latter place in the early part of 1878. On March 16, 1876, the track was laid in Circleville to the corner of Canal and Main streets ; and the next day, St. Patrick's Day, the event was celebrated by an excursion to Columbus participated in by a number of citizens, accompanied by Wittich's Band. As the train stopped at Ashville and Lockbourne, the number of passengers was increased, and although the weather was unfavorable the first trip to the "Capital City" over the new route proved to be quite enjoyable.
The continuing of the road through Circleville was attended by a rather unusual feature. The company having reason to believe that injunction proceedings would be instituted by some business men on Canal street, as well as by the C. & M. V. Railroad Company, whose track it was proposed the new road should cross, foiled these intentions by a strategic movement.
On April 2nd, at 3 o'clock A. M., George D. Chapman, general manager, John B. Peters, superintendent and J. D. Criley, contractor for track laying, left Columbus with a force of workmen, whose numbers were augmented at Lockbourne, making, in all, about 200. Arriving at Main street, corner of Canal, they began work at 5 o'clock, proceeding rapidly. Mr. Chapman moved up and down the line, giving general directions; Colonel Huntoon, chief engineer, superintended the grading. He was followed by Mr. Peters, with teams, distributing ties; and he by the track layer with his force of men. Ed. Jones, overseeing the street crossings, came last.
About noon, it began to rain, but upon promise of extra pay the men kept at work. At 8 o'clock P. M. the track was completed, running south on Canal street and east on Huston to the corporation line.
As April 2nd fell on Sunday, no legal papers might be made out and thus the builders of this railroad gained their points and out-witted their adversaries. Against May 19, 1876, the track was completed to Kingston. On May 1st, regular trains had begun running between Circleville and Columbus.
On February 1, 1890, the Scioto Valley Railroad Company reorganized under the laws of Ohio and was reincorporated as the Scioto Valley & New England Railroad Company. It was leased and operated by the Norfolk & Western Railway Company. Shortly after this, all the property and franchises were bought by this latter company and merged into the general accounts of the Norfolk & Western Railway Company, by which title it is now known. The stations on this road in Pickaway County are : Duvall, Ashville, Circleville, Hayesville and Elmwood. Its main track extends through the county 23.46 miles, with 6.4o miles of second track and sidings. The valuation of this road lying within the county is $306,626; while taxes amounting to $5,567.12 were paid in 1904. The grand total of taxable property owned by the Norfolk & Western, at the beginning of 1906, was $2,191,568. Of this, the rolling stock was valued at $392,728. This stock consists for the entire line, of 521 locomotives, passenger and freight; the passenger car equipment numbers 319 cars, with a freight equipment of 21,227 cars. The work and construction cars number 583. The N. & W. has a total length of track of 2,851.52 miles. The general offices of this road are in Roanoke, Virginia, L. E. Johnson, of that place, being president at this date.
On March 5, 1874, a certificate of incorporation was filed by the Circleville, McArthur & Gallipolis Railroad Company, with capital stock of $200,000. The object was to construct a road from Circleville to intersect the Gallipolis, McArthur & Columbus road at or near McArthur, and passing through Pickaway, Hocking and Vinton counties. Some unforeseen event must have interfered with the plan, for the road was never built.
The Columbus & Southern road operates a short branch from near Stuotsville to Bloomingville, Ohio. This runs through the southeastern portion of Pickaway County, ex-tending for 6.34 miles, from Tarlton to Laurelville. It was formerly known as the Lancaster & Hamden road.
The Columbus & Cincinnati Midland road
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was constructed through Ohio about 1884-85. This line, which now belongs to the Baltimore & Ohio system, extends through Pickaway County for 7.40 miles, with 2.21 miles of siding. Its stations are: Orient (Morgan's), Derby, and Era. (Palestine).
A most remarkable instance of bridge construction is now under way at Orient, in connection with this road. This bridge, which crosses Darby Creek, was originally a trestle-work seven-eighths of a mile long, put in at the time the road was built. Coincident with its .construction, the work of shortening the bridge was carried on, by means of dumping earth (carried in by cars) through the trestle work, between the piers. Thus a solid bank has been formed, as seen in the illustrating shown elsewhere in this work, shortening the space to be covered by the new bridge, which is now under headway. This extends 1,100 feet over land and 150 feet over water, the latter being accomplished by a single span. The structure is made of steel, resting upon 11 concrete piers. The tallest of these piers is about 90 feet high. The 11 piers cost $90,000, while the steel bridge will cost approximately $250,000.
TRACTION LINES.
The Columbus, Grove City & Southwestern traction road runs through Scioto township, Pickaway County, for the short space of .86 miles, extending to Orient.
On March 6, 1901, J. M. Wilson, representing the Columbus & Southern Electric Railway Company, was granted a franchise over Court street by the City Council of Circleville. He had previously acquired a number of options on right of way through the country and consent of owners in the city. These rights were afterwards purchased' by the Scioto Valley Traction Company.
The Columbus & Southern had no part in the actual construction of the line. After Wilson petitioned for a franchise, a similar request was made by the Scioto Valley Traction Company. A competitive bidding was held by the two corporations on local passenger traffic rates, the latter asking a five cent rate and the Columbus & Southern agreeing to carry local passengers free. This offer brought the franchise to Mr. Wilson's company.
After the company holding the franchise had sold out to its competitor the latter again asked the Council for a franchise, which was granted January 23, 1903, after being before . the Council for consideration for 18 months. In the September following, the work of laying track in the city began. Many delays occurred and it was not until the summer of 1904, that the line was finished between Columbus and Circleville and cars put into operation. The following summer, the work was completed between Circleville and Chillicothe. The ultimate destination of this line to the south was to be the Ohio River, though at what point had not at that time been decided. Though it is probable that at some time the line will be extended to Portsmouth, it now stops at the edge of Chillicothe. A little previous to this, a line was constructed between Lancaster and Columbus. Thus by changing cars at Obetz Junction people of Pickaway County are enabled to travel by electric line into Fairfield County.
On July 25, 1904, to celebrate the completion of the line, a party of too citizens from Circleville made a trip to Reese's, over the new route, the motive power employed being a steam locomotive. Three flat cars, loaned by the Hocking Valley Railway Company, were occupied. Upon arriving at Reese's, a number of the traction company's guests stopped off but the majority continued the journey to Columbus.
The first passenger coach on the electric line came into Circleville, on August 5th, carrying six passengers, the trip having been made from Parsons avenue, Columbus, to Water street, Circleville, in 50 minutes.
The Scioto Valley traction road is admirably equipped. It has a private right of way through the out-of-town portions of its route. It uses the third rail system and is capable of making a maximum speed of 80 miles an hour. The road is constructed with 90 lb. steel rails carried on oak ties, the road-bed being perfectly graded and the track well ballasted. The masonry and bridge work constructed in con-
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nection with this road are of the best pattern, having strength equal to that of those used by the largest railroads. The power is generated at Reese's Station and transmitted to substations along the line over aluminum cables, at a voltage of 30,000, which is reduced at substations to approximately 600 and fed into trolley wires and third rail. Cars run every hour both north and south, with regular baggage and freight schedule.
This road owns 14 passenger coaches of excellent make and handsome finish. They received first premium among traction cars at the St. Louis Exposition. Additional equipment consists of three baggage cars and two trailer freight cars, as well as a number of flat and gondola cars used in construction and maintenance work, with a total value of $63,083. The grand total of taxable property of this road amounted, at the beginning of 1906, to $399,716. This traction line extends for 24.22 miles in Pickaway County, its route and stations being almost identical with those of the Norfolk & Western Railway. The main office of the company is at the corner of Third and Rich streets, Columbus, in the building used as a terminal station, which is owned by the company.
The officers of the Scioto Valley Traction Company are : President, F. A. Davis; vice-president, W. S. Courtright; secretary and treasurer, E. R. Sharp; superintendent, L. C. Bradley ; auditor, F. K. Young. All these gentlemen live in Columbus.
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Many automobiles--electric, gasoline and, steam--are owned by the people of this county, while a few motor-cycles take their noisy way through our streets. The quieter bicycle was several years ago a frequent mode of locomotion, hundreds being used by pleasure-seekers. But now comparatively few are used, and these, for the most part, merely as a convenient rather than a pleasant method of travel.
But as yet, in Pickaway County, automobiles are private property, used for passenger travel. We have no public-omnibuses, delivery or transfer wagons, horses still being used as the motive power of these vehicles.
Our not-far-off ancestors, traveling and transporting goods on foot, by canal boat and stagecoach, knew or thought little of these present wonders. And we do not know but that soon Roy Knabenshue may bring to Pickaway County his line of perfected airships and set up a passenger and transportation line among the clouds, having a terminal station and. offices in the town which was once his home.