The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1900-09-02

Pardon the digi 1ssion. but wish my b.
cyclist to know the dual life these pion-
GERS led. first serving interests that per-
tanned 10 the public. next those pertaining
TO themselves. The labor OF the three gen.
erations I'm roadmaking I class as fol-
lows: To the frst eener alton the locat-
ing and clearing the timber from the roads
as have described. The wet places would
become mirey and were repaired by the
use OF adjacent logs whole and split. placed
at right angles with the line Of road. This
was called corduroy, which IL was
temporarily secure and always rough.
The roots and stumps caused many
holes. called chuck holes. which were
repaired by using brush and cast
ing dirt thereon-with the uniform re-
suit that at each end of the corduroy or
brush repairs, a new mud or chuck hole
would be formed, in time: and thus until
timber and brush became exhausted did
the pioneer provide the way. for the pub
lie and himself, 10 market, 10 court and
to elections
The second generation discovered value
in the inexhaustibe beds Of gravel in the
rivers and creeks. as well as beneath tbs
soil. and made free use OF the same. Road
thus formed contributed TO sound wheeling.
Well distributed gravel perfected the same.
Legislation tempted capital to invest in
such work, and tollgates sprang Up along
our highways, until the third generation
removed them and assumed the burden Of
large expenditures from public funds for
public benefit
And thus have passed away the night
mare OF the farmer. the traveller, the mover
and the mail carrier-a nightmare that pre-
vailed nine months of the year Central
Indiana claimed but three months OF pass
able roads One month, during the winter.
of solid frozen dirt, generally rough, and
two months scattered through the spring.
summer and fan. according to dry periods.
There were places where dust never dis
turbed and where the chorus or frogs never
ceased-where the endless corduroy was the
terror of all compelled to- pass that way.
Such localities now boast the best roads
and the most fertile lands of the State.
A few more years and the counties OF
the State responding 10 the needs and
wishes of their citizens will have built
good turnpikes OF durable character.
These conditions will still leave ample
field for the exercise of ali the surplus
energy the cyclists may have in construct
ing pleasant paths here ard there for per
haps the most invigorating recreation
known.
1 bring to an end these desultory remarks
by suggesting that We return to the hog
wallow roads of half century ago rather
than ask our fully employed Uncle Sam TO
make roads for Us.
NOTES ON EARLY ROADS.
Lon the s1st OF December. 1871. an act OF
forty sections was passed by the Legisla-
ture appropriaring 100000 to be used in the
construction OF twenty-five roads. the most
of which ran from the east. south and west
lines of the State to indianapolis. and to
and from towns in the southern part of the
State. No point north OF Indianapolis is
named in this act, that region being a will
derness. Again, on the I'd Of January, 1879.
an act was passed providing for commits
sioners to locate thirty-six different roads
and to take charge of the construction and
repair of roads in different parts of the
State, and appropriating $4,000 for the
work. A very few of these roads were
located north Of line drawn east and west
through Indianapolis.
u.-An experience of trip from Indian
apolis TO Chicago in March, 1885, by mail
stage. is pertinent. II took the first twenty
four hours to reach Kirklin, in Boone coun-
ty. the next twenty-four to Logansport,
the next thirty-six hours to reach South
Bend A rest then of twenty-four hours
on account of high water ahead; then thir-
ty-six hours to Chicago-five days Of hard
travel in mud or on corduroy, or sand. the
whole way. There was. at that time OF the
year, no direct route from Indianapolis to
Chicago. The Kankakee was impossible.
except at the extreme headwaters between
South Bend and Laporte. Lemons bridge
over the Kankakee between Logansport and
Chicago was inaccessible on account OF
water. In the summer passenger coaches
went through, but when wet weather came
the mud wagon was used TO carry passen-
gers and mail, and when the mud became
too deep the mail was piled into crates. can
vas covered. and hauled through. This was
done also on the National the Madison. the
Cincinnati. the Lafayette and the Bloom
ington roads.
III.-Corduroy roads were made by grad
ing the soft earth. then laying a floor OF
poles or rails about twelve feet long across
string pieces Of larger size. which ran
lengthwise with the road, and upon this
was put a coating Of dirt. 1t was a muddy
bridge. several rods In length; for instance
the road between Indianapolis and Frank
lin was more than one-third corduroy; and
between Indianapolis and Crawfordsvills
about fourth corduroy. The National and
Shelbyville roads were not much better.
Hastily made on a spongy bed the roads
soon became very rough
Iv.-About the years ls4s. so and 81 some
plank roads were made in various places.
but no general system was adopted. and
they soon rotted and went into disuse. and
the gravel road became the permanent
highway everywhere on all important
thoroughfares.
Vim 1899 the postmaster general. Amos
Kendall, established the Express Mail"
daily, from the west end OF the Meadow
turnpike OF the National road. I'm Ohio. 10
St Louis. This express consisted OF ore
horse. saddle bags and rider. Only high
priced postage letters were carried.
The rider was 10 go In a gallop for a
stretch OF some eight or ten miles. This
was continued a few years. and until rail-