.           .

PIONEER BOATING.

Many of the older citizens can remember when the old-time flat-bottomed trading-boats plied upon

the furnishing the only means of transporting the products of the county to distant markets. These boats were about 18 feet wide and from 50 to 80 feet in length. They were strong, and substantially built, with gunwales from 8 to 10 inches thick, and as wide as the large popular trees could supply. They were constructed with a flat bottom. Studding was placed at proper intervals along the sides and ends, and planked up three or four feet, constituting the hull or chamber of the boat. These boats were generally roofed with inch boards reaching from side to side, and so inclined as to permit the water to run off, thus protecting the cargo, but so arranged that the pilot or oarsman could safely stand upon the boards to manage the boat. One of the larger Orleans boats, as they were called, of the size mentioned, was capable of carrying 400 or more barrels of flour. A boat with full cargo required in its management one or two pilots or steersmen and four or six oarsmen. In the stern was the cabin, fitted up for working, eating and sleeping purposes. The flat-

PICTURE OF C.C. MORGAN

INTERNAL IMPROVEMENTS AND RIVER NAVIGATION - 129

boats could only run when the water was at a suitable stage.

Joseph McConnel, the pioneer navigator of McConnelsville, built the first flatboat at that place about 1825. It was a crude affair as compared with later boats of the same style. He loaded up with barrel staves, and taking John Alexander as his pilot, with a selected crew, started for a voyage down the Mississippi. He passed safely down the Muskingum and the Ohio, but unfortunately struck a snag in the Mississippi, causing the total loss of his boat and cargo. Staves were then an important and in this county export, costing $5 per thousand in this county and selling for $20

on the Mississippi.

The same spring McConnel and St. Clair built at McConnelsville a flatboat of a new and novel style. It was propelled by horse-power. In the middle of the large hull was erected a tread-wheel which, with the horses upon it, furnished the motive power. As may be imagined it was an object of interest to all observers as it proceeded down the Ohio and Mississippi. Its cargo served also to attract attention,, consisting, as it did, of horses and hounds, which were taken south and traded off to advantage.

Jacob Adams was one of the pioneer traders who loaded boats at McConnelsville. He exported wheat, worth 30 to 40 cents per bushel, and pork, worth $2 per hundred. The wheat was taken to Maysville, the nearest convenient point where good milling facilities existed, and there exchanged for flour (six bushels for a barrel). The flour sold in New Orleans for $2.50 and $3 per barrel, and pork $9 and $9.25. The returning boats brought sugar, molasses, cotton, rice, etc.

Before the improvement of the river the salt-boats of the Muskingum navigated the waters as far south as Louisville, marketing the salt manufactured in Morgan County at the towns along the Ohio. The salt-boat was even more uncomfortable, unwieldy and unmanageable than even the earliest of the merchant flatboats. On account of the heaviness of the freight such a boat sank low in the water, and a good crew was requisite to guide the craft safely through. Many of the boats starting in freshets met with accidents, losses and narrow escapes. On one occasion a salt boat hailing from McConnelsville, heavily laden, started under the . pilotage of Jones, a well-known river- man, with a well-known riverman as supercargo. On approaching a dangerous spot known as Luke Chute all hands were called upon to man the sweeps and keep her out of harm's way if possible. The reverend gentleman lent a hand willingly. When the experienced helmsman saw that the dangerous point was nearly passed, to encourage his sweating and tired crew he shouted, " Now give her h , boys ! " The reverend gentleman, probably somewhat excited, repeated the command, then bethinking himself, added, " As Jones says." The crew gave the supercargo the credit of saving the boat and all on board by his timely and forcible repetition of the captain's command.

STEAMBOATS.

At the present time, when the whistle of the steamer is a familiar daily sound along the valley of the river, the reminiscences of the old-time dwellers take them back to the period when at each ripple or rapid was heard the hoarse voice of the captain, " Head

130 - HISTORY OF MORGAN COUNTY, OHIO.

to," "Up behind," and "All together," to his crew, on either side of the " keelboat," the men bending, with their long iron-socket hickory poles with button-shaped ends to .their shoulders, forcing the heavily-laden craft up stream.

Such had been the mode of transit for the products of the West on the Ohio and Mississippi from Pittsburgh to New Orleans, returning with the sugar, cotton and rice of the South, prior to 1811. In that year the first steamboat —the " Orleans," from Pittsburgh— passed down the Ohio, exciting as much astonishment along the shore as did the steamer on the Muskingum fourteen years afterward. In January, 1824, the " Rufus Putnam," commanded by Captain Green, was the first steamboat that made the attempt to navigate the Muskingum. It was supposed by steamboatmen to be hazardous, if not impracticable, from the tortuousness of the stream, the rapidity of the current when there was sufficient depth of water, and the uncertainty .of its remaining long enough at that stage to make the trip and return from Marietta to Zanesville.

James Leggett, Sen., of this county, who had been a keelboatman on the river for a number of years, demonstrated that it could be done with safety.

The arrival of the boat was unheralded, and of course produced a great sensation. Citizens ran to and fro in confusion and excitement, waving their hands and shouting. On her arrival at Zanesville her officers, crew and passengers (among the latter were some of the elite of Marietta) were sumptuously feted and entertained. Her return trip was witnessed by many of the people of Morgan County, who flocked to the banks of the river from all the surrounding country.

In the spring of 1827 the steamer " Speedwell," of Pittsburgh, fired off her bow howitzer about daylight a short distance below McConnelsville to announce her approach. This was before the shrill whistle or the harsh, hoarse sounding horn of the steamer was heard on the river or ocean wave. A number of our citizens took passage to Zanesville and returned next day.

In 1828 the Red Rover," during the spring or summer freshets, made occasional trips from Pittsburgh to Zanesville, and afterward the newspapers would at intervals announce the arrival of a steamboat with freight and passengers. But steamboating on the Muskingum was not a permanent business until the river was improved by dams and locks.

Captain William Davis, the permanent pioneer steamboatmen of the river furnished a list of all the steamboats that have navigated our river, when and where they were built, and other items pertaining to them ; but as interesting as it might be to some it is too voluminous, and reference is only made to those exclusively identified with the Muskingum River trade, although a majority of the number (sixty-five or seventy) were intended for the Ohio connected with the Muskingum.

The first intended for a regular packet from McConnelsville to Zanesville was the " Tuscarawas," Captain Cogswell, with Captain William Davis as engineer. In 1852 Captain Davis built the "Zanesville," which for sometime was a regular packet from Zanesville to McConnelsville. This was succeeded by the " Mink," Captain Davis,

131 - INTERNAL IMPROVEMENTS AND RIVER NAVIGATION.

until 1871, when Captain Morgan took charge of it, and in 1877 by the " Mink No. 2" Captain Morgan now the regular daily packet to Zanesville, leaving at 5:30 a.m. and returning at 7 p.m. The “Lizzie Cassel," Captain Lou Myrick, and the " General Devol," Captain James Martin, are the regular daily packets from Zanesville to Marietta and Parkersburg. The " Olivette," a light craft, Captain Ed. Martin, of the same company, is kept in perfect trim in order to take the place of either of the others if requisite, or for an extra occasion.

Some twenty or more years since the “Emma Graham," Captain Ayres, was a prompt weekly packet to Pittsburgh.

The only steamboat exclusively built in the county was the " Octarara," built by William P. Johnson* in 1842. It was built above the bridge where is now the upper wharf. All the material except the engine was the product of the town and vicinity, and the " Octanara” was the first boat to pass the locks to Zanesville, but this was the only trip made on the Muskingum. The boat was sold on the Ohio and placed in the trade of some of the Southern rivers from New Orleans.

THE RIVER IMPROVEMENT.

This system of improvement in this State was the outgrowth of the canal

* William P. Johnson deserves the favorable remembrance not only of the citizens of McConnelsville, but of the county, for his industry and perseverance in all that he undertook, for with his limited means he did as much, if not more, to build up the village as any other of its citizens. In addition to the boat he built the frame dwelling on the southwest corner of Jefferson and Vine streets, and that on the southeast corner of Liberty and Penn streets (which is now on the lot near the guard lock). His map of Morgan County, published in 1852, is yet referred to as the most reliable in lines, ranges and sections, besides giving the names and locations of all the farmers then residents in each township.

connecting Lake Erie with the Hudson, for the purpose of diverting the trade of the West to the city of New York. This canal was suggested and consummated through and by the influence of De Witt Clinton, and its extension further West was his probable purpose in making a visit to the West and to this State in 1823 or 1824. Subsequently the advantages of the system became a topic of interested discussion, eventuating in the commencement of the canal from Cleveland on the lake to Portsmouth on the Ohio in 1825.

Other parts of the State claimed the same advantages which were attributed to that investment—to which none were better entitled than the Muskingum Valley—and by the rule of " give and take," or " log-rolling," at the session of the legislature March 9, 1836, appropriations were made for the Walhonding, Hocking and Warren Canals, and the Muskingum improvement. The entire modu8 operandi rendered it apparent that the measure was effected by the combination of astute financiers resolved to do something for the State and a little for themselves.

Prior to this the claims of the valley in reference to the improvement of the navigation of the river by removing or obviating obstructions in the channel by the State had been presented to the legislature. The only recognition was in 1827 by the appointment of a commission of three—one from each of the counties, Thomas Wickham, of Muskingum ; S. A. Barker, of Morgan, and

W. R. Putnam, of Washington—" to assist an engineer to make a survey or levee of the river." Their per diem fee was fixed at $1.50, which was to be paid them by the county represented. The result of their survey, if there ever

132 - HISTORY OF MORGAN COUNTY, OHIO.

was one made, is not on record. For this improvement the first appropriation made was $400,000. This was, no doubt, deemed sufficient to begin with. The total cost (elsewhere given) was. more than four times that amount.

It is recollected that the primary plan was for locks of the same dimensions as that of the terminus of the Ohio Canal at Symmes' Creek, i. e., one hundred and twenty feet long and twenty-two feet wide, admitting boats only of corresponding size, with a transit from Marietta to Cleveland; but by a reference to the law it was ascertained that the commissioners were precluded a diminution of size, and that the required plan was to permit the passage of steamboats usually navigating the Upper Ohio. To meet this provision the length and width of one hundred and fifty by thirty-four feet was adopted as being sufficiently large; but there had been a change in the form of steamboats. recently and generally adopted, increasing the length and breadth and diminishing the depth of hold, which gave an increased capacity of tonnage with less draft of water.

In order to test the relative capacity of locks of that size, a careful measurement of some twenty-five or thirty boats, then navigating the Upper Ohio, was obtained, and it was ascertained that only three could pass, while of the same number all except four of the larger size could pass a lock one hundred and seventy-five by thirty-six feet, and consequently this size was adopted. This fitral change was not made by the commissioners ad arbitratum, but was materially influenced by the not very placid expressions of public opinion, more especially on that part of the river which passes through Morgan County, where the excitement was in increased proportion to the anxiety for

the construction.

But the truth of history requires the statement that at the southern terminus of the improvement this expression was not only not of a negative character, but to some extent gratulatory, the people maintaining that the small 1ocks were preferable. From their stand-point the conception was well taken - it would prevent the passage of large boats above where is to be the “ice harbor."

The canal commissioners placed the work under contract in October, 1836, with the understanding that it was to be completed in three years, but it was not finished until 1842.

William Wall, acting commissioner, and David Bates, chief engineer, advertised for bids for the improvement. G. W. Manypenny secured the contract for building the dam at Zanesville, and Josiah Spaulding the lock at that place; Hosmer, Chapin & Sharp, the dam at Taylorsville, and Lyon, Buck & Wolf, the lock at the same place ; Arthur Taggert, the lock and dam at Bald Eagle (Rokeby); Hosmer, Chapin and Sharp, the lock and dam at McConnelsville; Arthur Taggert, the lock and dam Windsor; Lyon, Buck & Wolf, the lock and dam at Luke Chute; John McCune, the canal and darn at Beverly ; Arthur Taggert, the lock at Beverly ; Lyon, Buck & Wolf, the lock at Lowell; Arthur Taggert, the lock and dam at Devol's ; Hosmer, Chapin & Sharp, the lock and dam at Marietta. During the first two years of the work Samuel R. Curtis, a West Point graduate, acted as supervisor and chief engineer. The assistant engineers were Charles HIll,

PICTURE OF J. W. HOOK

INTERNAL IMPROVEMENTS AND RIVER NAVIGATION - 133

senior assistant, and W. L. Coffenberry, J. T. Arthur, John Burwell, Joseph Stibbs, J. R. Straughn, James Welsh and James M. Love, junior assistant engineers. John Sherman, now Senator Sherman, was employed for a short time as a chainman. Mr. Taggert supervised all four of his contracts ; Mr. Wolf, the Taylorsville lock; John Buck, at Luke Chute; Truton Lyon, the Lowell lock, Colonel Sharp, the Taylorsville dam; Stephen R. Hosmer, the lock and dam at McConnelsville, and Harlow Chapin the lock and dam at Marietta.

In 1839 they accounted for the delay up to that at time by the continued high stage of the water, and an additional “delary of a few weeks, resulting from the agitation of questions in regard to the appropriate size of the locks."

On that part of the river which traverses. Morgan County (forty miles) there four dams, four locks and one canal; one dam and lock at Luke Chute; below Roxbury ; one dam and lock at Windsor; one dank, lock and canal at McConnelsville, and one lock and dam at Rokeby.

In addition to the greatly increased facilities of transportation; the advocates of the improvement claimed for the localities of the dams almost invaluable water-power. That this was plausible was not questioned ; but though the power is all that was portrayed by them, and though it has during all these years flowed on and onward in daily demonstration of its efficiency, the only utilizatio of the four dams in this county is by a grist-mill and saw-mill at Windsor, two at McConnelsville, one of which is only remembered as having been, and one at the west end of the dam on the Malta side.

This might be contrasted with the loss sustained by the salt manufacturers, not only in this county but above on the river, during the six years occupied in the construction. This should have been avoided by the canal commissioners.

Above it is suggested that there was legislative management in obtaining the first appropriation, which was far below what might have been the estimated cost. Thus, after the contracts had been made, with the necessary estimates, it was feared that the succeeding legislature would repeal the law. This alarmed the contractors, who were confident of having a good thing in it; and in anticipation of such- an event, and to prevent it, they proceeded forthwith to make partial foundations for dams sufficient to obstruct entirely the navigation of the river, which remained in this condition during the progress of building the locks and the excavations for them and the canals. Thus for over five years the only outlet the saltmakers had to a market was closed, and for the time being the saltworks went down and a majority of the owners failed.

For some years prior to 1836 there was in Ohio, as well as in some other States, an epidemic of internal improvement, which was evolved at that session of the legislature.

Thus, by way of summary, in addition to the Ohio Canal, 309 miles in length, with feeders and side cuts of 22 miles, commenced in. 1825 and finished in 1833, was the Miama & Erie Canal, commenced and finished at the same time, 250 miles long, with feeders, etc., of 43 miles. At the session above mentioned were chartered the Walhonding, 25 miles ; the Warren County Canal, which cost the State $217,552.16, in-

134 - HISTORY OP MORGAN COUNTY, OHIO.

tended as a branch of the Miami but afterward abandoned, and the Muskingum improvement, in length from Dresden to Marietta 91 miles, costing the State $1,627,018.29, or an average of $17,879.32 per mile. At the same session the legislature chartered thirty-five railroad companies, to occujy, with others subsequently chartered, the additional available space; but financial considerations changed the result. The canals and the Muskingum improvement were made by the credit of and for the financial benefit of the State, and were eventually completed. The railroads were to be made by and for the profit of the companies, and, like their intended motive power, evaporated.

A TERRIBLE DISASTER.

The "Buckeye Belle" was a side- wheel steamer, the largest that ever plied on the Muskingum. At the time of her destruction she was owned by Harry Stull and Captain James Hahn, of McConnelsville. Her officers were James Hahn, captain ; Calvin R Stull, pilot ; Milton Whissen, chief clerk. She was wrecked by the explosion of both of her boilers as she was passing through the canal at Beverly, Ohio, on Friday, November 12, 1852. Twenty persons were killed instantly, or so severely injured that they died during the following night, and six others were so wounded that they died shortly after. Fourteen others were more or less injured. Whissen, the chief clerk, and Stull, second clerk (son of one of the owners of the boat), were both among the, killed. Cautius C. Covey, formerly of McConnelsville, and then State senator from Washington and Morgan Counties, was so injured that he died a few days later. From an account written by an eyewitness of the disaster we make the following extract:

" The entire boat was in a manner totally demolished, excepting, perhaps, about fifteen feet in the rear part of the ladies' cabin, and the studding under this being swept away, it fell upon the lower deck in such a way that it was in imminent danger of capsizing. A great many ladies were on board and all were in this cabin. Not one of them was hurt, but they were all wild with alarm with the exception of one - a Mrs. Stone, of McConnelsville. She remained cool and self-possessed. When the stove fell down it set the cabin on fire, and Mrs. Stone extinguished it with a wet blanket. She kept th ladies on that side of the cabin which would prevent it from toppling over, and when they all wanted to rush out and jump into the water she placed herself against the door and thus saved them from being drowned. Mrs. Stone was one of the two persons only out of those on board who heard the explosion —first one boiler and then instantly the other."

RAILROAD PROJECTS.

It is elsewhere stated that in 1836 there was an epidemic of internal improvement. So far as the State was concerned there was no disposition at that time to take stock in railroads, and a further investment in canals was deemed inadvisable, but charters to railroad companies were continuous until a short time after the adoption of the present constitution, and towns and cities, townships were authorized to levy a tax, not exceeding a given amount, for making them.

Although as a matter of local interest

135 - INTERNAL IMPROVEMENTS AND PAVER NAVIGATION.

The improvement of the river had been a subject of conversational interest for years, it was not until the efforts for internal improvement became ripe throughout the State that it assumed here a form of proportionate interest. Then in 1834 or 1835, when it became manifest that the State could be induced to assume the responsibility, meetings were held at various towns on the river to devise and suggest plans to derive the most beneficial results from appropriations that could be obtained from the State. At one of these meetings in McConnelsville it was apparent that public sentiment chiefly favored the improvement of the river by locks and dams, and while the advantages were being protrayed and the picture of future prosperity presented as just within the grasp of realization, a small minority suggested that the appropriation be made for building a railroad from Zanesville to Marietta.

In making the suggestion they admitted that the improvement by locks and dams would effect all that was claimed by its eloquent advocates as a means of transportation for the products of the valley equal to that of the Upper Ohio, and increase the demand for that product by a water-power sufficient to propel the machinery of every industry, which, like the mists of the morning, would spring up at each lock and dam; that a railroad might for a few years be of only minor importance, yet - qualifying that admission—it would at no distant period assume a magnitude that would render necessary the use of the water-power, and that the means to obtain it would improve and protect the navigation of the river to the desirable extent. It was further argued that a railroad as a means of transportation was speedy and certain, and unlike the river was not controlled by the floods of the spring, the low water of the autumn, or the frosts of the winter.

But the primary commendation to improve by a railroad, and an effectual answer to the objection " that there was no railroad in Ohio nor west of the Alleghany Mountains," was the statement of the fact that the Baltimore cos Ohio Railroad, which was projected in 1827, had already progressed to or near Cumberland, Md., and had surveyed a route west which came to the Ohio a short distance above Marietta. The suggestion, however, did not even obtain a genteel parliamentary notice, but was treated with contumely, and snee'ed at as chimerical; and Edwin Corner, a few years since, and J. E. Hanna and Charles Robertson now ask, " Where is the realization of all the bright pictures, portrayed on the canvas of imagination, of manufactories propelled by waterpower in Morgan County ? " And facts send back the answer : "Three additional flour-mills—of one the location can scarcely be recognized—a cloth factory and a carding machine," and Morgan the only county in the State without a railroad!

But "coming events cast their shadows before," and although circumstances control events, yet in the background the shadow is sufficiently distinct to show what might have been.

THE SHARON RAILROAD.

A charter was granted in 1849 for the " Sharon Railroad Company" to build a road from Sharon (then in. Morgan County) to the Muskingum River, in Washington County ; capital, $30,000. The incorporators were Elijah Stevens, Samuel Aikens, Jesse M. Stone, Oliver

136 - HISTORY OF MORGAN COUNTY, OHIO.

Keyser and Isaac Parrish. ProVision was made that after the company was organized, by agreement of a majority of the directors and an increase of capital, the road might be extended to Marietta, in Washington County, and to Cumberland, in Guernsey County, or to either or both places.

The connection of :this road with the railroad talk of a later day—from its inception for a distance of eight or ten miles and a fictitious capital of $80,000, to a capital equally prospective of $12,000,000 with an increased distance -e 200 miles—gives to it an apparent interest which must be the apology for the space the detail occupies,.

The first and real object of the Sharon Railroad was to enable Parrish to transport the flour from his mill at Sharon to the Muskingum river, and the summer after it was incorporated some money and labor. were expended on it, but without result. In February, . 1853, by provision of the charter and permission of the court of Guernsey County, the directors ordered an increase of capital of $20,000 and the extension to Cumberland. In March, 1853, there was an election, and T. W. Peacock was elected one of the directors and Isaac Parrish president. An arrangement was made for the location from Cumberland to the Muskingum River at McConnelsville. While this was being attended to a more extensive project presented itself to the president and some of the directors, i. e., the extension of the road west of the river through the coalfields of Athens and Perry Counties. To effect this Mr. Parrish and Mr. Peacock advised with Mr. Gibson, a capitalist of Cincinnati, and a Mr. Whetstone, an engineer, who were projecting a road from Cincinnati on the river to a point opposite Maysville, Ky., and agreed with Gibson to continue their road west of the Muskingum through these coal-fields and connect with the Gibson road at the point opposite Maysville, with the specific name of the "Pittsburgh, Maysville & Cincinnati Railroad," with the extension east of Cumberland to the Ohio, opposite the northwest corner of West Virginia, with an increase of capital to $12,000,000 ; with the suggestion that in the interest of the joint companies they could utilize the iron and coal of the valley of Sunday Creek by the erection of large ironworks, at which they could manufacture al the iron necessary for the entire road, and to perfect the plan to immediately buy up all the land on which there was coal and iron on the line of the projected road.

The propositions were assented to by Mr. Gibson who furnished the cash for the purpose, and Mr. Parrish proceeded to contract for and purchase the lands, some on advance payments, but larger quantities on time, to the extent over $100,000.

The peculiar feature of the project (emanating from the two P's) was for the company to issue bonds with which to build the ironworks, the payment to be secured by mortgage on the land; and to build the road, to issue bonds to be secured by mortgage on the road.

After the contracts for the land were secured and the preliminaries for putting the machinery in working order were being made, but previous to a legal adjustment, the question arose as to who should have the special management of the iron works. This matter appears to have been with the parties one of financial interest and qualifica-

PICTURE OF WILLIAM DAVIS

INTERNAL IMPROVEMENTS AND RIVER NAVIGATION - 137

tion. Mr. Gibson claimed the disposal of it for and to Mr. Whetstone, who was the engineer in the location of his road, and based his claim on the large cash investment he had made and Mr. Whetstone's honesty and capability. Mr. Parrish predicated his claim as the projector of the scheme. Mr. Peacock conceded the legitimacy of Mr. Gibson's claim and the propriety of Mr. Whetstone’s appointment. This at once produced rupture of the relations between him and Mr. Parrish, in which the bandying of acrimonious epithets was freely indulged, much to the disgust of Mr. Gibson, who came to the conclusion that there was more truth than poetry evolved, pro and con, in the tempest of vituperation, withdrew from the contest and the company, and demanded a settlement for the money advanced in the purchase of the land. This was not then practicable, but was afterward made by arbitrators, who awarded all contracts to Mr. Gibson except two is that had been paid for, which were given to Mr. Parrish as a compensation for his services.

Soon after Mr. Parrish sold out his interest in the road, and Mr. Peacock was elected president and took hold of the matter with apparent energy and a determination to have the road built.

In February, 1853, by provision of the charter and permission of the court of common pleas of Guernsey County, the directors ordered an increase in the capital stock of $20,000, and an extension of the road to Cumberland, in that county.

The company having on the 1st of March accepted the provisions of the law in the premises, the court of common pleas of Guernsey County on the 4^th of April authorized and decreed a change of location, with the western terminus at Cincinnati and the eastern at the Ohio River, opposite the northwest corner of West Virginia, adjoining Pennsylvania, and changed the name of the corporation to " The Pittsburgh, Maysville & Cincinnati Railroad Company ;" also extending the time for building ten miles of road until March, 1856, and increasing the capital to $12,- 000,000.

In the meantime a Mr. MacLeod an engineer of established reputation, had been employed to examine the entire route from Steubenville to Maysville. His report to the president on the 4th of April was of the most favorable character as to the building and location through a fertile country with an unequaled deposit of mineral wealth, especially of iron and coal, making a more direct and shorter route between the cities of the East, South and West than any other then projected.

At a meeting of the directors on the 6th they pledged themselves to locate the road immediately and to put it under contract from McConnelsville to Cambridge by the 4th of July, provided that $300,000 of stock was subscribed within thirty days. Of this amount Morgan County was to furnish $150,000.

On the 8th a meeting was held at the courthouse in McConnelsville, and after MacLeod's report was read and a few speeches made $22,300 was subscribed, and at an adjourned meeting at 7 p. m. an addition of $9,930 was reported.

On the 7th of May Mr. Linn, from the committee to solicit subscriptions, reported the number of shareholders, shares and amount subscribed from each township in the county, viz :

138 - HISTORY OF MORGAN COUNTY, OHIO

On the 9^th of May Cambridge reported a subscription of $25,000 (The commissioners afterward transferred the county stock of the Central Road, $10,000.) On the 21^st of May the engineers commenced the survey of the route from the river to Cambridge, and on the 4^th of June Mr. McLeod advertised that proposals would be received until the 20^th of July for grading and masonry for that distance this line into thirty-five sections, to be put under contract. On Thursday November 17, O.H.P. Scott and M. Seaman, who had contracted for sections 1 and 3, commenced on section 1 a short distance above where is now the sash and door factory. The location was at the base of the hill near the mouth of Salt Run, whence it ascended the hill almost due north. There, as well as elsewhere in the county, some of the masonry and grading can still be seen.

On the 15^th of September the treasurer, E. E. Evans, called for a second installment of $5 on each share on or before the 20^th of October, a third on or before the 30^th of December, 1853. This was the first general notice for the payment of installments, and although the work was progressing a Doubting Thomas was frequently met with, and the newspaper of the day and the speakers at the meetings were urging promptitude on the part of the stockholders and an increase of subscriptions.

At the annual meeting, March 7, 1854, three of the directors elected were from this county, viz. : James A. McConnel, William Hawkins and Milton Sesman, and Allen Daniels, treasurer.

F. W. Wood, D. B. Linn and F. Rea were appointed to examine the books, and reported all correct and satisfactory, giving the amount of expenditures from the commencement of operations until the 3d inst., $33,529.06, which was expended as follows :

Paid for instruments - $1,516.93

Furniture - 19.45

Engineering prior to location - 11,380.62

Rents, stationery and incidental expenses - 312.54

Right of way, wagons and horses -

Salary of officers and superintendence. - 7,471.03

Total expenditure prior to construction. - $20,760.57

Paid for engineering on construction - $2,927 20

To contractors for construction, cash - $7,380 60

To contractors for construction, stock - 2,460 60

Total - 9,841 29

Total expenditure on construction - 12,768.49

Total disbursements as above - $33,529.06

They also reported that the whole line of road had been surveyed from Aberdeen to Steubenville, a distance of 240 miles.

INTERNAL IMPROVEMENTS AND RIVER NAVIGATION - 139

In October Mr. MacLeod resigned, and Thomas E. Peverly was appointed.

Some other financial items and the condition of the road were given at the annual meeting of the stockholders in March, 1865, in Mr. Peacock's report, in which he says : "The estimates of the owrk done have varied from something less than ten thousand dollars to a little over thirty-five thousand per month. Twenty miles of roadway between Cumberland and the National almost ready for the superstructure,” and that the means of the company applicable to the construction of 49 miles of road from McConnelsville to Antrim are :

Stock subscriber by the company - $479,850 00

Central Ohio Railroad stock. - 100,000 00

Total - $579,850 00

“The expenditures of the company to this date are as follows :

For grading etc. - $225,000 00

Engineering - 30,000 00

All other expenses, including right of way and fencing - 46,000.00 301,000 00

Leaving - $278,600 00

under lithe control of the board of directors toward the future prosecution of the work of the company." He was “confident that the prompt payment of the uncollected stock subscriptions would secure the prompt and vigorous prosecution of the work the coming season.

In the fall of 1855 the court, on petition, granted a further extension of the charter.

The annual meeting in March, 1856, was held in Cambridge, and not in McConnelsville, as advertised, on the 11th. At this meeting Eli Shepard and J. A. McConnel were elected directors, and

H. Dunsmoor treasurer and secretary. The report was somewhat lengthy and apologetic, and attributed the company's embarrassments to an inability to make its assets immediately available, to the stringency of finance matters generally, and "the want of confidence in all public improvements. The total capital stock issued and subscribed $431,350, of which amount there was yet due $60,000. Increase of estimates for construction during the past year, $68,570. Outstanding bills payable and orders drawn on the treasurer, $31,000."

The stock of the Central Ohio subscribed by Guernsey County being of no value, the question as to the payment of contractors and the prosecution of the work was referred to the commissioners.

The importance of completing a stated number of miles of road was recognized, and an assurance given that it would be done in a given time.

At the meeting of the stockholders in McConnelsville, March 3, 1857, the following-named persons were elected directors : John Fordice, William Lawrence, Harrison Seacrist, Samuel Stranahan, Joshua Davis, Joshua Gregg and T. W. Peacock, the latter elected president, and H. Dunsmoor secretary. No report was published. This was the last official meeting of the Pittsburgh Maysville & Cincinnati Railroad, and the end of the famous " Calico " line, of which Morgan County, after an investment of thousands of dollars, has nothing to show but a hole in the ground.

CINCINNATI, WHEELING & NEW YORK.

In 1871 an action was commenced in the court of common pleas of Morgan County by William Lawrence, trustee,

140 - HISTORY of MORGAN COUNTY, OHIO.

for the sale of the road, and such proceedings had that the line from the Panhandle Railroad to McConnelsville was sold to Isaac Morton, and at the June term the sale was confirmed. On the 29th of July, 1871, Isaac Morton conveyed the property to Francis Rea, Bennett Roseman and James A. McConnel, trustees, for themselves and forty others, who became liable to Isaac Morton for the purchase money. In February, 1875, the trustees conveyed that portion of the line between Cumberland and Washington, Guernsey County, to W. H. and C. B. Stevens, on certain conditions to be reconveyed: The Stevens brothers completed the line between Cumberland and Point Pleasant, and operated the same until the fall of 1882, when they sold their interest to a company known as the Atkinson syndicate. About the same time this company arranged with F. Rea, B. Roseman and others for the purchase of the residue between the Panhandle Railroad and McConnelsville. By these contracts the Atkinsons became the owners of the old Pittsburgh, Maysville & Cincinnati Railroad, and afterward organized a company known as the Cincinnati, Wheeling & New York Railroad Company, proposing to complete a road from Cincinnati to Wheeling, to make, in connection with the Southern Pennsylvania Railroad—another great road still uncompleted—a through line to New York.

In 1881 the Atkinson syndicate finished the road from Point Pleasant to Senecaville, Guernsey County, and began running cars between Senecaville and Cumberland, Ohio. Subsequently the road was extended to Campbell's Station, where it forms a junction with the Baltimore & Ohio.

In 1883 the people of Morgan County were confident that the Cincinnati, Wheeling & New York road would be built through the county during the year. And if promises would have built it they would not have been disappointed. Early in the year the proposal was made that the road would be built if aid was pledged to the extent of $5,000 per mile through the county. The requisite amount was subscribed by early spring, and surveys were made. All looked promising; the officials visited McConnelsville, remained for some time, .and talked encouragingly. But after they left for their homes nothing was heard from them; railroad talk subsided, and the "great through line " yet

remains in statu quo.

THE FERRARA MINERAL RAILROAD.

The Muskingum & Ferrara Mineral Railroad was incorporated January 23, 1872, under a general law of the State (1852), for the purpose of constructing a railroad from Malta to or near the village of Ferrara in Perry County, "the eastern terminus being on the Muskingum River, and the western terminus on the line of the Atlantic & Lake Erie Railway," with a capital stock of $250,000 divided in shares of fifty dollars.

The incorporators were William P. Brown, John Hall, W. W. Wood, Joshua Davis, James Manley, H. Dunsmoor, C. L. Hall, J. M. Rogers, G. L. Corner, Alexander Finley and A. L. Miller. On the 9th of May, on notice from the incorporators, the stockholders met for organization and elected William P. Brown, J. M. Rogers, C. L. Hall, J. J. Stanbery, Alexander Finley, Louis Schneider and James Taylor, directors.

INTERNAL IMPROVEMENTS AND RIVER NAVIGATION - 141

The directors organized and elected W. P. Brown, president ; James Taylor, vice-president; Newell Corner, secretary, and W. W. Wood, treasurer.

The secretary was "directed to procure for the use of the company certificates of indebtedness redeemable in stock or receivable for stock, in convenient sums, ranging from one to ten dollars, and an aggregate not to exceed two thousand dollars to be delivered to parties for money paid by them toward defraying surveys and other incidental expenses."

It was also provided that "no work on grade shall be commenced until the company is in possession of resources equivalent to $10,000 per mile applicable to grading and masonry on the entire length of the road between Malta and Ferrara. And if the surveys now ordered show that $10,000 per mile is insufficient for that purpose, then that the residue be secured before the commencement of such work."

In order to keep on the mineral track it is necessary to switch off on the side track of a law "to authorize counties to build railroads and to lease and operate them" (called the Beosel Bill), passed April 23, 1872.

In order to obtain the advantages of this law a meeting waS held in McConnelsville on the 10th of May, 1872, at which the commissioners were requested to order a special election and submit to the voters of the county the proposition to levy a tax not to exceed three per cent on the valuation of the taxable property of the county for investment in railroads as provided by the law having special reference to the expenditure o the funds thus raised in the completion of the Eastern Ohio (previouSly the P., M. & C. Railroad) and the construction of the Muskingum & Ferrara Mineral Railroad within the county. The fund to be equally divided between these roads, as per section 2 of the law.

Forthwith a written request by more than one hundred taxpayers was made to the commissioners, and on the 5th of July a proclamation was published for a vote on the question, which was held on the 13th of August, and the proposition adopted by more than a two-thirds vote, as proposed by the law.

At this time the company was sanguine of success in the completion of the road, yet was disposed to permit all interested in it to assist by small contributions and share in its advantages. October 4, at a meeting of the directors, arrangements were made that " in case the county tax should be made available the subscription of stock should be surrendered," and for that purpose, on that contingency the books were placed in charge of a special committee to make the surrender.

But this arrangement was thwarted by the decision of the Supreme Court, May, 1873, that the law was unconstitutional.

May 21, 1873, the stockholders met and elected directors, and held occasional meetings until the fall of 1877. Colonel Yeoman, of Washington C. D., Fayette County, was induced to consider the project of a narrow-gauge railroad to the mineral regions of Perry County, and on investigation, ascertaining that the Mineral Company had maintained their organization, proposed to construct a road on what was termed the Oil Spring route, by a transfer of their organization and right of way in Morgan County, and a subscription of $60,000. But although about

142 - HISTORY OF MORGAN COUNTY, OHIO.

$55,000 was raised and two-thirds of the right of way secured, after two or three agreements and disagreements on his part the proposition failed.

In June, 1878, the firm of Gifford, Donaldson & Wolf proposed to build this road, and the company agreed to transfer to A. L. Miller as trustee all rights of way in the possession of the company, and all subscriptions, the proceed to be by him paid over to them on the completion of the road in accordance with the stipulations in the subscription notes. This stipulation was to pay to the contractors a certain per tentage on each five miles of the road when finished and furnished with cars.

The firm commenced work about the 1st of July with carts,. scrapers, shovels and from 150 to 200 men, and graded two or three miles. When at the expiration of thirty days the workmen expected their wages, the contractors being unable to pay them, they threw down their implements and paraded the streets of Malta and McConnelsville, much to the annoyance and alarm of the citizens, who raised by subscription a sum sufficient to enable them to seek, other fields of more successful culture, as did also Gifford, Donaldson & Co.

One other meeting of the directors was held on the 5th of November; 1878, with an adjournment sine die.

And here ends a trip more lengthy than is interesting over two of the railroads of our county, but with compensating memory of the eloquence, the music, instrumental and vocal, which during these years echoed through the hills and dales of the townships. Nor should the exertions of the stratagetical railroad-builders at either end of our river be forgotten.

NEW ROADS PROJECTED.

In 1882-83 no less than four railroads were built (on paper) having either McConnelsville or Malta as important stations upon their routes.

In the fall of 1882 survey was made for a narrow-gauge road along the Muskingum from Marietta to Duncan's Falls, and to connect with the Zanesville & Caldwell. General R. R. Dawes and Hon. W. P. Cutler, of Marietta, were the projectors.

In the summer of 1883, when the C., W. & N. Y. was considered a "sure thing," the Columbus & Eastern extension from Roseville to Malta was built—on payer.

The latest railroad project for Morgan County's benefit had its inception in May 1883, when Colonel E. A. Boone, of Washington City, representing a syndicate of eastern capitalists, proposed to build a road from Zanesville to Marietta on the western side of the river. In June follOWing the "Black Diamond" Railroad Company was organized, viz.: Directors—W. A. Graham, Thomas Griffith, James Buckingham, George M. Jewett, John W. Pinkerton, A. W. Train, Perry Wiles, W. S. Harlan and A. E. Boone. A. E. Boone, president and general manager; George M. Jewett, vice-president and treasurer; W. S. Harlan, secretary. In December, 1885, the requisite amount having been subscribed in Morgan and Muskingum Counties, the railroad was put under contract, to be completed as far as Malta before October, 1886.

BRIDGES.

For years the building of a bridge across the river from McConnelsville to Malta had been a topic of conversation and newspaper paragraphs, especially

INTERNAL IMPROVEMENTS AND RIVER NAVIGATION - 143

when the river was high, or a break-up of heavy ice occurred, and it is said that the first Step toward supplying this "long-felt want" was produced by the anticipated results of the river improvement.

In 1837 a company was chartered by the legislature to build a bridge, but as is not uncommon the act was permitted to remain on the statute books as a dead-letter, and in 1850 another company for a similar purpose was incorporated, with a similar result. Notwithstanding both failures, the agitation of the subject continued, and various opinions were advanced as to how or by whom the bridge should be built, and who should furnish the funds. .On the latter subject the pocket argument was apparent, as some suggested that it should, like the bridges over the small streams in their vicinity, be built by the county; others were disposed to be more generous, and proposed that the county should furnish one-third while two-thirds Should be raised by subsciption. Still others favored a joint-stock company.

February 3, 1866, "in pursuance of public notice a meeting was held, where it was resolved that a bridge would be a great convenience, and that it should be built and owned by a joint- stock company, with a capital of not less than $75,000, in shares of $50." A committee was appointed to confer with the commissioners to ascertain what "assistance, if any, could be obtained from the county," and after resolving the width for teams and foot passengers, and the number of piers and abutments for a " substantial structure" and locating it "so as to touch the east bank of the river at a point not north of Center street or south of Center street, in said town of Malta," the meeting adjourned to the 3d of March.

Meantime a certificate of incorpora tion under the general bridge law of the State was obtained, and permission of the board of public works, and the councils of the two villages.

At the meeting on the 3d of March, $18,000 was subscribed by ten individuals, and the " Morgan County Bridge Company " was organized. Officers were elected and the capital stock fixed at $100,000.

Afterward some of the points designated at the February meeting were examined. The river was found to be four hundred and eighty feet wide at one point; at the other five hundred and twelve, and the depth seventeen and eighteen feet, with a solid rock four feet belOW the debris or deposit.

At the March meeting Mr. Alfred Wilkin submitted a plan and estimate for the work, at a cost of $40,000, covering all contingencies. At the same time William King, of Cleveland, suggested that an iron bridge could be built for $27,000.

In. May the contract for laying the foundations and building four piers, two abutments and the column for the turntable of the draw was let to MesSrs. Whitsel and Evans, and about the same time the iron structure was awarded to a Cleveland firm, the entire work to be completed by the 15th of December, 1866.

Under ordinary circumstances this might have been accomplished, but "Old Probabilities" had not been consulted. The unusual quantity of rain in August and a continuation with an increase in September produced a rise twelve feet from the 19th to the 21st.

144 - HISTORY OF MORGAN COUNTY, OHIO.

This rise, at the time, was supposed to have had a. damaging effect on the bridge, and one of the newspapers said that the pier next to the Malta abutment, on which was six courses only, of huge blocks of stone, was swept off, and that others had received such damage as would require their removal and rebuilding; but in a 'short time it was ascertained that the Malta pier was in situ, and that two others from the pressure and wash of the current had inclined somewhat east of a perpendicular, without any movement at the base; and under the supervision of the treaSurer (Mr. H. M. Cochran) were restored to their original position without the removal of a block of stone.

On the completion of the piers the iron contractors were on hand, ready to place in position the different sections of the bridge. In this they were much aided by the early and hard freezing of the river, and there was a probability of the completion of the bridge before the breaking up of the ice, which occurs usually about the 1st of March. This breaking up, from the large body of ice already formed, would require a continuance of moderate weather with slight rainS, or else a rise of twelve to fifteen feet fo take it out. In the latter event the result was expected to be sufficient to test the permanence of the bridge. But the "breakup" came sooner than usual. For two months previouS the snows on the hills and valleys and the ice in the streams throughout the wide range which constitutes the headwaters of the Muskingum had been accumulating. All began to yield to the heavy rains and warmth of the last six or eight days of January, 1867. When the half melted snow and ice was crowded into the river the result was the formation of gorges at the short bends or narrow places, throwing back the water, ice and drift on the adjacent low grounds. These appearances set the bridge- builders at work with redoubled diligence, and bars and bolts were put in position and screws applied to make all secure.

During the day, although the gorge two miles above was almost momentarily expected to break, and although we had been patronizingly advised from the head of navigation to look out for the Licking ice, eight feet thick, and half an acre wide, that was coming, as the gorges were giving way, pedestrians were continuously on the tramp from either side over the loose boards on the bridge center a few minutes preceding the crash. At 5.30 p. February 3, 1867, the Salt Run gorge broke, and with accumulated force dashed against the apparently frail structure. The rather sudden increase of the shock was withstood until the surging mass arose above the level of the piers then a short vibratory motion like a slight rebound—then a loud, long clang and crash above that of the crashing, grinding ice accompanied by constant, vivid electric flashes, and the two spans connected with the Malta abutment sank beneath the flood, or were carried by the heavy ice miles belOW, where parts of them were found. The loss was estimated at $12,000 to $14,000, but who sustained it is not generally known.

The Subject appeared to have a rest until a meeting of the stockholders May 25. During this time the iron contractors had proposed to finish it for $10;000 in addition to the original contract price.

PICTURE OF JOHN BUCK

INTERNAL. IMPROVEMENTS AND RIVER NAVIGATION - 145

This meeting of stockholders was represented by $30,000, and it instructed the directors to reject the proposition and to immediately contract for the building of a wooden bridge.

The instructions were promptly complied with, and J. W. Fouts and C. M. Grubb were in a brief period on hand with men and material. To meet contingencies the stockholders were notified that 10 per cent of stock from the 1st of August must be paid every thirty days until all was paid. This indicated promptitude, but at what price the community were not told, nor as to the time when the advantages might be practically appreciated, but about the 1st the papers announced that it would be finished by the 10th of September, and that S. C. Beckwith was collector.

In looking over the map of the county and ascertaining the number of streams, large and small, that have their course in and through the rich valleys, and then observing the number of roads that crosS them at convenient localities, one cannot but be satisfied that the advantages of bridges for the last fifteen or twenty years have been fully appreciated. A reference to the tOWnship maps will show the number of bridges in each, viz.:

at an average cost of about $500. In addition, about twenty-five culverts or small bridges, costing an

average of $200.

This comparative expenditure of the fridge fund had occasionally produced 901330 dissatisfaction with those not in the immediate vicinity of its advantages, and the annual increase had attracted the notice of local boards of equalization, who suggested its practical application to the river bridge. "Free Bridge" was a subject which at once addressed itself to the pocket of every taxpayer who had assisted in building a large bridge over a small stream in a distant part of the county. The interest on the subject continued to increase in conjunction with other propositions until 1878, when the matter was directly brought to the attention of the commissioners by 845 tax-paying petitioners for a free bridge and 172 remonstrants. (A large majority of the latter were credited to Centre Township.)

Propositions were made by the commissioners, and the bridge directors after a given time for consideration offered to " take 75 cents on the dollar of all the stock of the company," making the price $37,500.

On January 6, 1879, the commissioners appointed Davis Scott, Arthur Pond and George Whitsel, to " examine the condition of the bridge in all particulars, and to ascertain the probable cost of erecting a bridge between the two towns, and give an approximate worth of the present bridge."

This examination was made when the river was frozen over, and on the 3d of March they " reported the worth of the present bridge, $19,500."

In 1882 the commissioners purchased it for $33,000.

EARLY MILLS.

In the early settlements, after the hand-mill, the horse-mill furnished the prepared material for the staff of life. Dr. Hildreth says the first mill with wa-

146 - HISTORY OF MORGAN COUNTY, OHIO.

ter for a motive-power within the limits of Ohio was built at Waterford, Washington County, in 1789 ; but so far as can be ascertained from the " early settler" the first mill in this county was built by Samuel Smith and Jacob Hummel, on Wolf Creek, one mile below the west fork. John Harris says that his father, Isaac HarriS, wagoned the stones from Flint Ridge, in Licking County. In 1823 Joel Reese moved it a mile dOWn the creek, and, with the same millstones, it was used until 1830. It is now owned by a Mr. Green, and has three runs of stones.

In 1823 John and H. K. White built a mill with two runs of stones at Big Ludlow six miles below McConnelsville. By a wing-dam the current was concentrated on a reaction wheel for each run, and on one for a carding machine, which was kept in operation for a year or two. The mill was occupied until the improvement of the river, or until about 1838 or 1840.

About the same time or prior to 1826, on Island Run, were Moore's and Campbell's mills. As competitors their relations were not of the most amicable character. On Oil Spring Run, one half mile from the river, was James' mill and distillery, and on Wolf Creek, in Deerfield Township, Crawford's grist and saw mill. Those on Island and Oil Spring Runs were called " thundergust mills," as they were dependent on the rains sufficient to turn their " overshot" wheels. They were, however, of great convenience, making a fair article of flour and meal, particularly James Campbell's, which at regular intervals furnished flour and meal to the citizens in town from a canal at the river.

In 1828, Isaac Baker, a resident of Malta, projected a mill on two boats, the motive-power being a wheel between them somewhat like the stern-wheel of a steamboat. The boats were anchored in the river at the foot of the ripple below where the dam is, and the force and quantity of water diverted to the wheel by a slight brush wing-dam. A platform or pathway of boards at either end connected the boats, and on the larger boat were the mill-stones (one pair) but from a deficiency of bolting apparatus the mill could only grind corn or other grain not requiring it. This mill, at the time was supposed to be an original idea with Mr. Baker ; but Dr. Hildreth's "Pioneer History," p. 375-6, published in 1848, describes one on the Ohio, at Belpre; then called Farmer's Castle, built by Captain Jonathan Devol and Griffin Green prior to 1795—the latter having a few years previous seen in France and Holland mills of a similar kind.

After the failure of Mr. Baker's mill, " Father" Lippit, a whilom Methodist preacher, projected another arrangement for the use of the ripple. The building for his mill machinery was directly at the edge of the water. The motive-power was a perpendicular revolving shaft, through or to which were annexed horizontal arms, and to them, boards or planks, by means of hinges, so arranged that when traverse to the current on one side of the shaft they presented their broad or perpendicular surface to the force of the diverted current, and when this was passed floated up horizontally to the original position. This motive Shaft had the necessary iron gudgeon and socket in a timber well secured to the rock bottom, and posts or perpendicular timbers on either Side connected by a plate parallel with the base, through which the upper gudgeon of

INTERNAL 1MPROVEMENTS AND RIVER NAVIGATION - 147

the shaft passed, on the terminus of which was the cogwheel or trundle- head connected with the machinery in the building.

The movement of the wheel was regular and slow, and the power deceptive. This was illustrated by an incident at the mill. A young man from " down the river," somewhat erratic, though verdant, with the consequent self-conceit, was one day engaged in an examination of a part of the machinery. He came to the conclusion that the power was feeble, and that his strong arm was competent to check the motion. The result was the employment of a tailor for his coat sleeve, and the services of a surgeon for his arm.

" Father " Lippit's was an improvement on the Baker Mill, and was used until 1830, when, by authority of the legislature, Robert McConnel built a brush dam across the river immediately above it, which, of course, obstructed the current, and as the grant to McConnel recognized no right or privilege which Lippit may have had or could claim his mill was useless. As the Baker and Lippit mills were failures, they were the precursors of the Malta Mill.

When the locks and darns were being built by the State at the abutment of the dam on that side an aperture was made for the outlet of the water, which by a short canal was nearly connected to the place which had been occupied by the Lippit Mill. There Captain Jackson and William McAvoy erected a flour-mill and saw-mill, under lease of water power from the State. The saw-mill was subsequently removed, and the flour-mill, after having several owners, is now the property of the farmer lessees of the public works, through a failure to pay rent for the water power furnished.

When Robert McConnel was granted permission to make the brush dam he was required to build a stone lock, of sufficient capacity to pass steamboats at ordinary stages of water, which he was to keep in good order and furnish competent assistance for that purpose. For this the State guaranteed him for all time a sufficient amount of water to keep in operation ten runs of millstones and the requisite machinery. With the improvement by the State. was a larger lock and permanent dam, and the retention by McConnel of the privileges previously granted, with the exemption of assistance to boats in passing the lock. On this acceleration of water power his mill was enlarged and improved, and after his death, under the control of his son James other additions and improvements were made. After his death it was sold by the heirs to Carlos Shepard, who in a short time resold to two of them, who have since sold to E. M. Stanbery, and under the supervision of G. A. Vogle, aided by increased facilities and modern improvements, the products of the mill are unsurpassed by any elsewhere.

After the completion of the locks and dams, James Doster, when doing business as a merchant on a part of the Morris Block lot, built a large frame mill below the lock, at McConnelsville, and for years, while under his control, and afterward that of Eli Shepard and Edward Martin, it manufactured as much flour for the Eastern market as any mill on the river. For a time Austin Dickey and C. Shepard successfully managed it, but now only the millstones on the bank of the river mark the place where it stood,

148 - HISTORY OF MORGAN COUNTY, OHIO.

An early mill in Meigsville Township was built at Unionville by a Mr. Taylor. Only corn was ground prior to 1827, when Absalom Craig improved it so flour could be made. Other mills will be mentioned in connection with the townships in which they are located.

MORGAN AN COUNTY AGRICULTURAL SOCIETY.

This society had its inception in 1852. In that year, under the date of February 2, there was published a notice requesting all those "having sufficient interest in promoting the cause of agriculture in Morgan County " to meet at the courthouse in McConnelsville on the 14th of February, 1852, for the purpose of considering the propriety of forming a county agricultural society. The meeting was held at the appointed time, and organized by making Hiel Dunsmoor president and Joshua Davis secretary. James A. Adair then Stated the object of the meeting, and moved that a committee be appointed to draft a constitution for the propoSed society. Messrs. Adair, McCarthy and Hanna were appointed as the committee, and reported the follOWing constitution, which was adopted :

"PREAMBLE. The object of this society shall be to promote the beSt interests of agriculture by disseminating useful information on that subject, securing funds and distributing premiums in accordance with the provisions of an act entitled an act for the encouragement of agriculture,' passed February 27, 1846.

"ARTICLE 1. This society shall be knOWn as the Morgan County Agricultural Society.

"ART. 2. The officers shall consist of a president, vice-president, treasurer, secretary and five managers [afterward modified], who together shall constitute a board of directors for the general management of the affairs of the society. They shall be elected annually by the members of the Society and shall hold their offices until their successors are appointed.

"ART. 3. Any reSident of Morgan County may become a member of this association by subscribing to the constitution and paying annually the sum of one dollar to the treasurer.

"ART. 4. Competitors for premiums must be members of the society."

After the constitution had been adopted the following were chosen officers of the society: William Sherwood, of Malta, president; W. C. Shugert, of Morgan, vice-president ; F. W. Wood, of Morgan, secretary ; Joshua Davis, of Malta, treasurer; John Pierpoint, of Marion, George Parsons, of Union, Allen Daniels, of Malta, Joseph Sigler, of Meigsville, and Andrew Kohler, of Morgan, managers. Committees of three members in each township were then appointed to canvass their respective townships to secure members. The following were the township committees :

Bloom-Richard McElhiney, S. McCune and John Reed.

Bristol—Ezekiel Devol, Samuel Atwood and John E. Langley.

Centre—Samuel Morgan, William Kirkland and Stephen Hill.

Manchester—Isaac Robinson, Samuel Reiner and William Bell.

Meigsville—James Neely, Joseph Sigler and Lewis Bevan.

Windsor—H. P. Dearborn, D. Smethurst and D. C. Walker.

Penn—William H. Manly, William Foulke and Robert Simpson,

149 - INTERNAL IMPROVEMENTS AND RIVER NAVIGATION.

Marion-E. Fawcett, T. E. Vanlaw and Samuel S. Moore.

Homer—Elijah Elliott, William Munroe and Eli Alderman.

Union—Israel Parsons, J. W. Williams and George Davis.

Deerfield—J. K. Jones, Thos. Byers and William Berry.

Malta—A. Daniels, John Patton and William Massey.

York-John D. Stinchcomb, John Morgan and Samuel Pletcher.

Morgan—Andrew Kahler, R. W. P. Muse and George Johnson.

With the exception of one year the society has held each year since its organization an exhibition in which much interest has been manifested by members of the association and citizens of the county generally. Most of these fairs have been successful, well attended and with creditable exhibits. The society owns the buildings and grounds, and the property is worth at least $5,000. The grounds consist of twenty- seven acres, situated a short distance below McConnelsville. The society has

but a small indebtedness, which will doubtless soon be paid.

The presidents of the society have been William Sherwood, 1852; B. W. Conklin, 1853-57; William Sherwood, 1857; B. W. Conklin, 1858-59; J. B. Stone, 1860-66 ; F. W. Wood, 1866 ; H. Dunsmoor, 1867; A. S. Dickey, 1868- 69 ; James A. MacConnel, 1870; Edwin Sherwood, 1878; James C. Loughridge, 1872-73; Edwin Sherwood, 1884; A. J. Lawrence, .1875; E. S. Fawcett, 1876-77 : C. B. Bozman, 1878; J. A. C. Leland, 1879-80; John G. Walker, 1881-85 ; Eugene R. Swayne, 1885.

UNION FAIR.

The union fair of Washington, Morgan and Noble Counties was' organized at Beverly, July 6, 1878. E. S. McIntosh was elected president of the association; William Buchanan, vice- president, and D. C. Staley, secretary. Twenty directors were also chosen.

The association leased grounds on the Marietta road below Beverly, where an excellent site was secured, and has since held very successful fairs each year.