386 - HISTORY OF TUSCARAWAS COUNTY.

CHAPTER, X.

CANALS AND RAILROADS.

EARLY LEGISLATION-SURVEYS AND ROUTE OF THE OHIO CANAL - ITS

CONSTRUCTION THROUGH TUSCARAWAS COUNTY - CONTRACTORS - ABRAM GARFIELD - EFFECTS IN STIMULATING AGRICULTURE - MANAGEMENT OF THE CANAL -THE SANDY AND BEAVER CANAL AND ITS FAILURE - THE STEUBENVILLE & INDIANA RAILROAD - THE CLEVELAND & PITTSBURGH RAILROAD - THE CLEVELAND, LORAIN & WHEELING RAILROAD-THE MARIETTA & PITTSBURGH RAILROAD - THE WHEELING & LAKE ERIE RAILWAY - THE VALLEY ROAD - THE CONNOTTON VALLEY RAILROAD.

THE importance which was attached to the building of canals a half century ago can scarcely be appreciated to-day, when they are regarded by most people as little else than the relics of a former slow-moving period of the country's development. Canal construction was one of the first great measures to which the State gave attention. As early as January, 1811, a resolution on the subject of canal navigation between Lake Erie and the Ohio was introduced into the Ohio Legislature. In 1822. a bill was passed authorizing a survey to ascertain the practicability and comparative expense of four several routes, namely, from Sandusky Bay, from the Maumee River, from the mouth of the Cuyahoga, or Black, River, by the Muskingum, and from the mouth of Grand River, by the Mahoning, to the Ohio. At the next session, the Canal Commissioners reported either route practicable, and requested further time to ascertain the comparative advantages of each. At the session of 1823-24, the route through the upper part of the Muskingum, the Licking, and the lower part of the Scioto Valleys, was recommended by the Commissioners. They also called attention to the advantageous route by way of the Miami Valley. In the summer of 1824, two lines of canal were located, one from Cincinnati to the Maumee, and one from the mouth of the Scioto to Coshocton, and thence by one of three different routes to the lake. The cost of the former was estimated at $2,502,494; of the latter, from $2,026,571 to $2,934,024, according to the route selected from Coshocton to the lake. Definitive action was taken by the Legislature, February 4, 1825, by the passage of an act authorizing a Board of Canal Commissioners, consisting of seven members, "to commence and prosecute the making of a navigable canal on the Muskingum and Scioto route so called, from the Ohio River at or near the mouth of Scioto River, by the way of the Licking Summit and the Muskingum River, to Lake Erie, commencing at the most eligible point on Licking Summit and such intermediate point or points between said summit and Lake Erie and said Summit and the

HISTORY OF TUSCARAWAS COUNTY. - 387

Scioto River as in the opinion of said Commissioners will best promote the interests of the State," also authorizing them to begin work on the Miami line. A canal fund was created. to consist of all lands, properties and moneys devoted to the object of the act. To manage this fund, a Board of "Commissioners of the Canal Fund " was established, consisting of three members, with authority to borrow money and superintend its application. Provision was made by the same act for the regular payment of interest and the final redemption of the stock to be created. Money was borrowed and the work was commenced and prosecuted with energy. The canal received the name of the Ohio Canal, and the line from Coshocton to the mouth of the Cuyahoga, by the way of the Tuscarawas, was fixed upon. It was completed about 1830, and, including feeders, is 333 miles in length and cost $4,244,539.

The Commissioners gave notice to all parties concerned throughout Ohio and the adjoining States that a commencement of the excavation would be made at Licking Summit July 4, 1825. The invited guests included many notables of the State and nation. Gov. De Witt Clinton, of New York, raised the first spadeful of earth, and ex-Gov. Morrow, of Ohio, the second.

The scene was one of great excitement and confusion; an immense crowd had gathered. The people shouted themselves hoarse, and the feeling was' so great that tears fell from many eyes. Hon. Thomas Ewing, of Lancaster, was the orator of the occasion.

That portion of the canal through Tuscarawas County was built from the north, southward. Alfred Kelley, of Cleveland, was the acting Commissioner who managed the construction of the northern division of the canal. Contracts were let by sections of a mile or half a mile in length. Many of the contractors were Eastern men, familiar with canal work, who came West with this business in view. In quite a number of instances, the contractors, before completing their work. would abandon it under an apprehension of loss, Ninety per cent of the contract price was paid as the work progressed, and in cases of abandonment men could usually be found to complete the work at the original price, together with the withheld 10 per cent of the work already done. Mr. Elisha Janes, now one of the oldest residents of New Philadelphia, completed several contracts of this kind, two near Zoar, one at Canton Ford, near new Philadelphia, and one at Red Bank, several miles below. Walter M. Blake, of New Philadelphia, Samuel Shane, of Dover. and other citizens of Tuscarawas County were contractors on the canal. Another contractor on the canal was Abram Garfield, the father of our late martyred President. His section of about a half mile lay between Port Washington and Newcomerstown, and he was there engaged about a year in its construction. Mr. Thomas Moore, one of the oldest and most highly respected citizens of New Philadelphia, and one of the lessees of the canal, was a laborer for Mr. Garfield at $10 per month. John and Lewis Pearse, formerly extensive farmers of near Port Washington, also worked for him. Mr. Garfield employed about twenty hands. Their "boss" was James Ballou, Mr. Garfield's brother-in-law. Mrs. Garfield, the venerable mother of James A., boarded the hands at their

388 - HISTORY OF TUSCARAWAS COUNTY.

log cabin. She was a sweet singer, and in the evening, after her day's work was done, used to charm the weary laborers with her enchanting songs. Mr. Garfield is remembered as a thorough, energetic man. Robert Nugen, late of Newcomerstown, was also a contractor. He built the State dam at Trenton and was from that time on closely identified with the canal. At the time of his decease he was the Superintendent for the lessees.

The laborers were usually farmers and their sons, in the vicinity of the work. Money was extremely scarce, and one of the greatest problems for the early settler to solve was how to procure a sufficient amount of money to pay his taxes. Produce was in little or no demand. and when disposed of was usually bartered or exchanged for other commodities: but the building of the canal offered an opportunity of acquiring the necessary cash. The wages were from $7, to $10 per month and board, twenty-six working days from sunrise to sunset constituting; a month. The hands were well fed and lodged in shanties.

The effect of the construction of the canal in developing the agricultural resources of the country was wonderful, and the price of grain rose almost instantly from 25 or 30 cents per bushel to more than double that amount, and soon reached $1. Previously. a bushel of wheat could scarcely be exchanged for a pound of coffee, but the "Grand Canal," as it was first called, effected a complete revolution in the demand for wheat and corn. Grain and produce merchants established business houses at every port along the canal, and were prepared to furnish ready money for all the grain presented for sale. Most of it was shipped east by way of Cleveland and Buffalo.

The canal was operated by the State from the time of its completion until 1861. John Moffit was the first resident Superintendent of the canal in this county, and served in that capacity until his death. The first boat that passed over the canal was the " Union," of Dover. Its passage through the county was attended and cheered by large crowds that gathered along the banks. Gen. Harrison, in 1840, when a Presidential candidate, passed through this county on a canal boat.

In 1861, the canal was leased by the State for ten years to Joseph Cooper, of Cincinnati, William J. Jackson, of Piqua, Col. A. Medberry, of Roscoe, Thomas Brown, of Dayton, Thomas Moore, of New Philadelphia, and Kent Jarvis, of Massillon, for $20,075 per annum, payable semi-annually in advance. This action was taken by the State for the reason that the management of the canal had for several years been attended with great expense. In 1871, the lease was renewed for ten years to the same company and upon the same terms, but in 1878 the company abandoned the lease and in 1879 the State again took possession. The canal is now again controlled by the State, and is under the immediate supervision of the Board of Public Works, who appoint officers and have entire charge of its affairs. "It is divided into three divisions, each of which is in charge of a chief engineer, who looks after repairs and other matters and makes a yearly report to the Board. Collectors are stationed at various places along the canal, whose business is to collect toll

HISTORY OF TUSCARAWAS COUNTY. - 389

and water rent. A specified amount of toll is paid by those who run the boats, both upon the boat and cargo, the rate depending upon the value or quality of the cargo. It varies from 2 or 3 mills to 2 or 3 cents per mile. The boats are owned by private individuals, who have the use of the canal by paying the tolls. Before the clays of railroads, these boats did a through business, and some of there were ' passenger packets.' which were lightly and neatly built, and arranged for carrying passe ngers, and made much quicker time than the freight boats. Since the advent of railroads, however, this class of boats has, of course, disappeared, and those carrying freight now do only a local trade, the railroads doing all through business. The boats will carry from fifty to eighty tons and draw from two to three feet of water. Their principal business now is to transport coal, wheat, building stone. and any freight that does not require quick transportation."

From 1879 to 1881, the receipts ;largely exceeded the expenditures, but during the past year the damage done to the canal by the high waters has required such an expenditure for repairs that the balance has been adverse. P. Calahan, of Lockport, is the present Superintendent of the subdivision ex tending from Bolivar to Roscoe. The only collector's port in this county is at Dover.

The amount of business now transacted on the canal in this county may be seen from the following statement of the port at Dover for the last two years: (CHART NOT INCLUDED)

390 - HISTORY OF TUSCARAWAS COUNTY.

The following is a statement of the shipments and receipts at the port of Canal Dover for the year ending November 15, 1850: (CHART NOT INCLUDED)

PAGE 391 - PICTURE OF JAMES M. BURT

PAGE 392 - PICTURE OF MRS. MARY ANN BURT

(PICTURES IN MY COPY HAS THE PICTURES BETWEEN PAGES 488-489

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THE SANDY & BEAVER CANAL.

The project of connecting the Ohio Canal with the Ohio River at the mouth of Little Beaver in Columbiana County, was agitated by citizens along the proposed route soon after the Ohio Canal was started. As early as 1826, the Sandy & Beaver Canal Company was incorporated. In 1830, the act of incorporation was amended, and in 1835 the Legislature passed another amendment. Capitalists at Philadelphia and Pittsburgh interested themselves in the matter, surveys and estimates were made, and, about 1834, work was commenced. Not until after $1,500,000 were spent and a large portion of the work completed, did the impracticability of the route become apparent. Sufficient water could not be obtained to operate it. Work had been done all along the line, but aqueducts, culverts, etc., had not been constructed. Boats were run on twenty miles of the western end for several years, but the revenue did not equal the expense of repair, and the entire line was abandoned. At present the State occupies three and a half miles and keeps it in repair at a considerable outlay as a feeder to the Ohio Canal. The canal started in Lawrence Township, opposite Bolivar, and thence proceeded eastward through Lawrence and Sandy Townships and Stark and Carroll Counties.

RAILROADS.

The Steubenville & Indiana Railroad Company was incorporated by the Ohio Legislature February 24, 1848. The line of road it was authorized to

394 - HISTORY OF TUSCARAWAS COUNTY.

construct was from Steubenville either by way of Conotten or Stillwater Creek to Mount Vernon, Ohio; thence to the Indiana State line at any point between Willshire and Fort Recovery.

The above act was amended March 12, 1849, authorizing the company to construct a branch road from Coshocton to Columbus by way of Newark or Mount Vernon. This amendatory act further authorized towns, townships and counties along the route to subscribe stock and levy a tax to pay it, the question of subscription to be determined by a majority vote at an election held in the district which it was proposed to tax. Under this amendment a convention of the friends of the project met at Steubenville April 20, 1840, and committees were appointed to solicit subscriptions along the route. A railroad convention of the Tuscarawas County citizens was held at New Philadelphia June 2, 1849, which made a warm demonstration in favor of the enterprise. It was resolved, among other things, that the Commissioners of the county be requested to give notice to the voters that a vote would be taken on the second Monday of August next for or against the subscription by the county of $100,000 to the road and to determine whether the road should pass through New Philadelphia or Uhrichsville. June 26, the. Commissioners issued the necessary notice for an election to be held on the second Saturday of August for the above stated purpose.

Under the fear of an adverse result and from the averred fact that the surveys were not complete, the Commissioners on request postponed the day of election to the first Saturday of November. They afterward withdrew that part of the notice relating to the route and submitted only the question of subscription. The vote resulted adversely-for subscription 890; against subscription, 1094. The whole number of votes polled was 2,457; but several hundred had conditions attached. The remote townships were mainly opposed to the subscription.

This vote having failed, the township of Goshen nest held an election for or against a township subscription, which resulted as follows: For a subscription of $50.000, 320 votes; for a subscription of $20,000, 2 votes; against subscription, 20 votes.

The Steubenville & Indiana Railroad Company was organized early in the spring of 1850 by the election of a President-Hon. Daniel Kilgore-a Board of Directors and other officers. At this time, $500.000 of available funds had been subscribed, which was afterward increased. The Directors promptly employed a corps of engineers, at the head of which was Jacob Blickensderfer, Jr., and during the following year the necessary surveys were made.

The Steubenville Messenger, of May 31, 1851, contained this announcement: "The route of the Steubenville & Indiana Railroad, after careful surveys, has been determined upon. Its location was decided at the last meeting of the Board of Directors. It leaves Steubenville through the Cross Creek Valley, thence by way of Uhrichsville to Coshocton."

The citizens of New Philadelphia, or a part of them at least, having lost the road, desired a branch. A public meeting was held at the court house,

HISTORY OF TUSCARAWAS COUNTY. - 395

July 5, 1851. at which Col. E. Janes presided. It was resolved that the Trustees of Goshen Township be requested to call an election at which the: electors should vote for or against the subscription of the stock $50,000, previously subscribed to the road, to the construction of the branch. The Steubenville Herald said in its issue of November 3, 1851: " The entire road from Steubenville to Newark, a distance of 116 miles, has been contracted for. The necessary turnouts and branch roads to Cadiz, New Philadelphia and Dresden are also provided for. The entire work from Steubenville to Newark is to be in complete and full operation in two years from the first day of January nest."

Will, Salem, Clay and Oxford Townships subscribed largely for its construction. The road from Steubenville to Newark was opened for traffic in April, 1855. "The delay in building the road to Pittsburgh, the want of proper connections east and west and the unfinished and poorly-equipped condition of the road gave insufficient earnings to pay current expenses; the company became greatly embarrassed and fell in arrears to laborers and for supplies, and was annoyed and perplexed with suits and judgments which it was unable to fund or pay, and finally proceedings were commenced in the Court of Common Pleas of Harrison County, Ohio, for the foreclosure of mortgages and sale of the road, and Thomas L. Jewett was appointed Receiver on the `?d day of September, 1859. On the 1st day of October, 1864, the Receiver in behalf of the company purchased an undivided half of that part of the Central Ohio between Newark and Columbus for $775,000, thus giving the, company an independent outlet and direct communication with railroads running west from Columbus. Meanwhile the work on the Steubenville & Pittsburgh road was rapidly pushed forward to completion, and on the 1st of October, 1865, the Receiver concluded an arrangement with the lessees of that road for opening the whole line from Columbus to Pittsburgh. The road received the name of Pittsburgh, Cincinnati & St. Louis, and December 28, 1867, it was re-organized under the name of Pan Handle Railroad. Upon completion, it was leased to the Pennsylvania, Railroad Company, by which it is now operated. The construction and equipment of this road cost in round numbers $20,000,000."

The Cleveland & Pittsburgh Railroad Company was first chartered March 14, 1836, but so little was done under this act that an act of revival and amendment was passed March 11, 1845. An act was passed February 16, 1849, authorizing the company to construct branch roads within the limits of any county through which the road passed, and March 9, 1850, an act was passed which contained this clause: " And said Cleveland & Pittsburgh Railroad Company are hereby authorized to extend an arm of said Cleveland & Pittsburgh Railroad down the valley of Sandy so far south as to intersect the Steubenville Railroad." Under this authority, the Tuscarawas branch was built, extending from Bayard, Columbiana County, to New Philadelphia, a distance of thirty-two miles.

A public meeting was held at New Philadelphia June 27, 1851, to con-

396 - HISTORY OF TUSCARAWAS COUNTY.

sider the ways and means best adapted to secure the branch. Judge Patrick was Chairman and B. B. Brashear, of Dover, Secretary. Mr. Farmer, ex-President, and Mr. Prentiss, President of the road, were present and addressed the meeting. Committees were appointed to solicit subscriptions. Dover, too, held enthusiastic meetings, and within a short time subscribed $20,000.

The completion of the main line from Cleveland to Wellsville was celebrated at the latter place March 4, 1852, and early in that year the survey of the Tuscarawas branch was made, and during the summer, work on the branch was commenced and pushed vigorously. The excavation of the tunnel twelve miles north of New Philadelphia delayed the completion, and it was not un til December, 1854, that trains were running from Now Philadelphia.

The Ohio Democrat of Thursday. December 7, 1854, said: "The long expected event of the final completion of this road to our beautiful town has at last arrived. On Monday last the regular daily passenger and freight train commenced its trips between New Philadelphia and Bayard. The occasion was not signalized by any formal demonstration, yet a large and respectable crowd of our citizens congregated at the depot to welcome the iron horse on this, his first regular visit..

The company have erected a fine depot building and engine house here, which give a new and animated appearance to the east side of North Broadway street."

The Advocate of December 8, in noticing the event, said: " We can now take the cars and visit Cleveland, Pittsburgh. or any other of our principal towns and cities, East or West, without. being exposed to the inclemencies of the weather at this unpleasant season of the year. The completion of this road will be of great advantage to the farmers in the Tuscarawas Valley. During the winter season, they will Hereafter have an outlet for their agricultural products. Already we feel the benefits of this road. Wheat, flour and corn are now being shipped in large quantities-in fact, it has so far been impossible to get cars enough to take away the freight. A large number of hogs has also been sent East to be slaughtered. Although we expected this road to be completed ere this, yet. we have no right to complain because it was not finished at an earlier period. The tightness of the money market is a sufficient apology for the company. When we find railroad bonds tumbling from $1 to 51 cents, and when money is worth two per cent a month in New York, it is evident that it is almost impossible for railroad companies to procure money to complete their works. This extensive road cost not less than $250,000 the tunnel alone cost $90,000. The amount realized along the road was, perhaps, not more than $50,000, leaving $200,000 to be raised by the main road."

The Lake Shore & Tuscarawas Valley Railway Company organized by filing the required certificate with the Secretary of State, July 2, 1870, to build a road from or near Berea to Mill Township, Tuscarawas County, on the line of the Pittsburgh, Cincinnati & St. Louis Railway, with a branch from Elyria to a convenient point on the main line in Medina County. The

HISTORY OF TUSCARAWAS COUNTY. - 397

road was constructed from Elyria via Grafton, Massillon and New Philadelphia, to Uhrichsville, and completed in August, 1873. October 30, 1872, the company purchased the Elyria & Black River Railroad, eight miles in length, thus forming a continuous line from Uhrichsville to Lorain on Lake Erie.

March 5, 1873, the Lake Shore & Tuscarawas Valley Railway Company filed a supplementary certificate to extend its line from Uhrichsville to and into Washington Township, Harrison County.

Owing to a failure to pay interest coupons, in July. 1874, suit was brought for foreclosure of the first mortgage, and E. B. Thomas was appointed Receiver. Under suit brought for foreclosure of the second mortgage, the road was sold January 26, 1875, subject to the first mortgage of $2.000,000, and the mortgage of $180,000 on the section from Elyria to Lorain. The sale was made for $1,000,000.

February 5, 1875, the Cleveland, Tuscarawas Valley & Wheeling Railroad Company filed its certificate of incorporation, as purchasers after judicial sale of the above road. It was completed to Wheeling and operated by this company until 1882, when it again went into the hands of a Receiver, Oscar Townsend, of Cleveland, and was afterward sold to the Cleveland, Lorain & Wheeling Railroad Company, now in possession.

The Marietta & Pittsburgh Railroad Company was organized September 29, 1868, to build a road from Marietta to Dennison, through Washington, Noble, Guernsey, Harrison and Tuscarawas Counties. A supplementary certificate was filed August 7, 1872, to construct five branches, one from a point near Liberty Township, Guernsey County, to Mansfield; a second from Point Pleasant, Guernsey County, to McConnellsville; a third from Salem Township, Washington County, to near Stafford, Monroe County; a fourth from near Dexter Station, Noble County, up Buffalo Run to Enoch Township; and a fifth from Marietta Township, Washington Count,, to Harmar, same county. These branches have not been constructed.

In June, 1871, twenty-five miles had been constructed from Marietta, northward, and two years later nearly ninety miles. A decree of the Washington County Common Pleas Court, at the October term, 1873, filed in the Secretary of State's office, December 9, 1873, changed the name of the company to the Marietta, Pittsburgh & Cleveland Railway Company. The original route of the road had been changed, and June 30, 187, the company reported the main line laid from lfarietta to Dover, a distance of ninety-eight miles. This line was in operation during the year ending June 30, 1875. The traffic was light and damages caused by floods embarrassed the company so that August 5, 1875, Gen. A. J. Warner, the President of the company, was appointed Receiver. The road was sold by him for $200,000, June 13, 1877 to a party consisting of bondholders of the road. May 1, 1880, it was transferred by deed to the Cleveland & Marietta Railway Company, a corporation composed of certain bondholders of the Marietta. Pittsburgh & Cleveland Railroad. The road has recently been sold, and is now operated by the Wheeling & Lake Erie Railway Company.

398 - HISTORY OF TUSCARAWAS COUNTY.

The Wheeling & Lake Erie Railroad Company filed its certificate of organization April 6, 1871, to build a road from a point in Pease Township, Belmont County, to the corporation line of Wheeling, W. Va., to Toledo, Ohio, a distance of 198 miles. By a supplementary certificate, filed March 26, 1874, a partial change of route was made, so a to pass through Lorain County in order to avoid difficult curves, rides, etc.. the distance being 210 miles. The right of way over most of the line has been donated, together with necessary grounds for depots, shops, sidetracks, etc. A charter for constructing a branch from near Milan, Erie County, to the Government pier at Huron, same county, was dated December 16, 1875. This road is still in process of construction. It was completed from the north to Zoar Station in the summer of 1882, and in August of that year trains began running ;over this part of the road. The road is graded from Zoar Station eastward a considerable distance, and at this writing it is believed work will soon be resumed and rapidly pushed to completion as far as Wheeling.

Upon reaching the Tuscarawas branch of the Cleveland & Pittsburgh road at Zoar Station, a lease of the right of way over this road from Zoar Station to Dover, a distance of eight miles, was effected. and the Wheeling & Lake Erie road about the same time purchased the Cleveland & Marietta road, extending from Dover to Marietta, and now operates this road with the eight-mile lease, from Zoar Station to Marietta, as a branch of the Wheeling & Lake Erie.

The Valley Railway Company was organized by filing its certificate of incorporation August 21, 1871, to construct a road from Cleveland to Bowerston, Harrison County, through the counties of Cuyahoga, Summit, Stark, Tuscarawas, Carroll and Harrison. The line, by a decree issued from the Cuyahoga County Common Pleas Court in May, 1873, was authorized to be extended to Martin's Ferry, Belmont Count, a proposed length of 130 miles. The road was completed from Cleveland to Minerva City in Sandy Township, and thence to Zoar Station or Wheeling Junction in the summer of 1882. Regular passenger trains commenced running in July, 1882.

The Connotton Valley Railroad (narrow gauge), which has been constructed through the western portion of Tuscarawas County during the past year, and is now completed to Coshocton, is the outcome o f many railroad enterprises. The Carroll County Railroad Company was chartered by an act passed March 9. 1850, and was authorized to build a railroad from Carrollton to a point on the Sandy and Beaver Canal. The road was constructed from Carrollton to Oneida, Carroll County, a station on the Cleveland & Pittsburgh road, twelve miles, laid with strap iron, and was opened for business in 1854. It was sold in 1859, and after operating it several years the purchasers permitted it to run down until 1876, when they organized the Carrollton & Oneida Railroad Company, taking these two points as the termini. In 1872, the Ohio & Toledo Railroad Company was organized to construct a road from St. Clair Township, Columbiana County, to Toledo. August 1, 1873, it acquired the Carrollton & Oneida road, and in consequence of this acquisition changed

HISTORY OF TUSCARAWAS COUNTY. - 399

its course entirely by proposing to build a road from Cannonsburgh, Carroll County, to Youngstown. It was completed from Oneida to Minerva. Stark County, a distance of five miles, and grading was done a considerable distance further toward Youngstown. The Youngstown & Connotton Valley Railroad Company was incorporated to build a road from Bowerston, Carroll County, to Youngstown. It purchased the Ohio & Toledo road, then constructed from Dell Roy to Minerva, after it was sold at judicial sale and changed its route and terminus, making Canton the northern terminus instead of Youngstown, and by decree of court the name was changed to the Connotton Valley Railroad Company. The Connotton Northern Railway Company was incorporated to build a railroad from Canton north to Fairport Harbor, but the northern terminus was afterward changed to Cleveland. When the Connotton Valley road was completed from Minerva to Canton and the Connotton northern road partially constructed, these two roads consolidated, October 25, 1880, assuming the name of the Connotton Valley Railroad Company.

The Massillon & Coshocton Railroad Company was incorporated in 1874 for the construction of a road from Massillon to Coshocton. Subsequently its name was changed to the Cleveland, Canton, Coshocton & Straitsville Railway Company, and its route was changed so as to pass through Canton, and Cleveland was made its northern terminus. In June, 1881, Athens was made its southern terminus and the name changed to Connotton Valley & Straitsville Railroad Company. This road and the Connotton Valley Railway Company have consolidated under the name of the Connotton Valley Railway, and the road from Canton to Coshocton, through Tuscarawas County, is known as the Straitsville Branch.