THE TUMBLE – NOVEMBER 2024

John F. O’Neal And The W & E Canal At Newberry

By Carolyn Schmidt

Most of the first settlers of Indiana arrived by rivers and settled near them since there were few roads and those were barely passable. Settlers from the south came up the Wabash River, entered the White River south of Vincennes and then followed its west branch at Petersburg to go to Greene County where the town of Newberry was later platted.

John O’Neal, the uncle of our subject John Frost O’Neal, arrived in Indiana and settled just east of Newberry in early Indiana. He was an old Friend Quaker preacher, who earned the distinction of being called “Old John O’Neal” by his neighbors. They loved his strong personal magnetism and the rude eloquence of his sermons. He entered the most land, built a farm, and his house became a home to all the old Indians and a stopping place for all the judges, lawyers, preachers, prophets and disciples no matter their religion at that time.

Among the other earliest settlers of the area were the Richeys, the Bynums, Benson Jones, Peter R. Lester, the Slinkards, Robert Clark, Abner Bogard, Samuel Ewing, the Lyles, Nathan Chandler, Joseph Beals, Mr. Howell, and Dr. Dennis. Many of them became prominent citizens.

In 1822 old Newberry was laid out on the land Old John O’Neal owned and was named for the Newberry District in North Carolina. John Ritter was its first settler and opened the first store. The town grew and moved their goods on the White River by flatboats. A new plat of the town was filed in May 1830.

Plat of the town of Newberry the lots containing about ft. 6 inches or 1½ chains 10 links square and the streets ½ chain or 33 feet wide having streets marked as the above plat Represents—Laid of the day of May 1830 by a Resurvey to by me.

H. _ O’neall (underlines unreadable)

Old John somewhat paved the way for his brother Henry F. O’Neal and his family to move to Indiana in 1832.

Henry Frost O’Neal and his wife, Mary Miles O’Neal, were also Quakers. They had a total of 14 children, some of whom died when very young. After Henry was ‘disciplined’ by Quaker members for keeping slaves in South Carolina he moved his family to the Skomp place in Greene County, which he probably purchased from Isaac and Sarah Skomp.

John Frost O’Neal (spelled O’Neall on his tombstone) was the 4th child of Henry F. and Mary O’Neal. He was born in Lauren’s or Newberry District, South Carolina on September 30, 1804. He grew up on their farm. His childhood friends were his brothers and sisters and the children of the slaves on the “plantation.”

John F. married Anne Chandler on December 23, 1823. He, Anne, and their children William Chandler O’Neal, Mary Ann O’Neal and Sarah Ford O’Neal accompanied his parents, Henry F and Mary O’Neal, and moved to Greene County in 1832. He and Anne later had three more children in Indiana—Elizabeth Frances O’Neal, Rhoda O’Neal and John Henry Benton O’Neal.

Life in Indiana was good for John F. and his family. Newberry was a town of about 20 families. It had blacksmiths, carpenters, coopers, tanners, shoe-makers, etc. John was a farmer and with being brought up in a Quaker family was a man of strong faith. He became a Methodist minister traveling around Greene and Daviess counties on Sunday to preach. He became a well-liked individual and an influential man. He was active in politics and was a Greene County Commissioner and a Justice of the Peace. Although he ran unsuccessfully for the United States Congress, he served several terms in Indiana’s State House of Representatives in the 1840s. During his 1840-1842 terms he was instrumental in getting the Wabash and Erie Canal located through Greene County, which was extremely important in developing western Indiana.

The Wabash & Erie Canal had reached Lafayette, Indiana by 1840. In 1847 it had reached Coal Creek at Lodi, Indiana. There a dam had to be built across the creek to create a pool of slackwater for a canal boat to pass from the canal into the pool and then re-enter the canal on the opposite side. Newberry had a similar problem for canal boats to cross the White River. Building the dam and related structures would bring many laborers to the area and the transportation of goods and people by canal boat would make Newberry an important canal port.

A survey for the canal was made in the fall of 1848. The engineers were Whittle, Pope, Burdan and Hutchison. The location of the dam at Newberry was selected by Jesse Lynch Williams and W. H. Ball, chief engineer of the Wabash & Erie Canal. On November 15, 1848 contracts were let at Point Commerce for 17 miles of canal from Point Commerce to Newberry. The survey and letting of contracts were great events. Large crowds gathered to hear the news and bidding. Those receiving contracts were Joseph Knight, Hugh Stewart and Alonzo Knight. Their contract comprised the feeder dam, the guard bank, the locks and five miles of excavation above, the estimated value of the contract being $140,000. They hired Irishmen and others to do the earth work., which was almost totally done with spades, shovels, picks, wheelbarrows and one-horse drawn carts with a slip scoop being used at times.

Just as soon as the results of the survey were announced, the town of Newberry began to grow as John F. had anticipated. Businesses in the town multiplied with more merchants, mechanics, livery stables, butcher shops, barbers, and carpenters. In the winter of 1848, the town was again re-surveyed by Benjamin F. Cressy. There was a public sale of lots the following spring.

Contractors began their work following the plans of the architects, one of whom was James Rouguet. Owen and Bynum were treasurers and John F. Slinkard was the clerk for the Trust. A large store was kept at Newberry expressly for the workmen on the canal, who numbered about 150. The work was overseen by skillful Superintendents. All this activity infused life into all branches of business according to the History of Greene County & Sullivan Counties, State of Indiana published in 1884 by Goodspeed Bros. & Co. Publishers.

On June 27, 1849 contracts were let for continuing the Wabash & Erie south for 23 more miles from the dam at Newberry to Maysville, Indiana. The canal through Greene County was completed during 1849-1850. It entered the county at its north end near Johnstown; thence down to Worthington; thence along the west side of the river to Newberry, where the dam was built and the river crossed; thence southwestwardly into Daviess County.

The dam at Newberry across the west fork of White river was to be 425 feet long and 11 feet high, with a river lock constructed on the south side of the dam to avoid any impediment to the river trade. The river lock was to be 105 feet long and 21 feet wide. It could accommodate flatboats and rafts of logs but not steamboats as contracted. The dam was to be both a feeder and a crossing for the canal to the eastern side of the river. After crossing the river, the pool of the dam was to be the Canal, and the river bank the towpath down to Newberry. A distance of four miles before re-entering the canal. On this portion of the line there were five lift locks, one guard lock at Newberry, two culverts, three towpath bridges, one of which was for crossing of White River; and the feeder dam at Newberry. A report written in 1852 by William Ball said, The works about Newberry have been finished in a substantial manner. The dam, 12 feet high above the extreme low water, and 444½ feet long is ….the best in the State.” It seems that Jesse William had suggest this modification of plans to avoid difficulties from drift-wood and undermining at the lower end of the foundation.

The Newberry Dam also provided valuable water power. It was sufficient to propel not less than three run of 4½ feet millstones, and also the power necessary for either one or two saws for lumbering. The minimum annual rent for each run of stones was fixed at $100, if a Breast wheel was used, and $150, with a reaction wheel; and for each saw driven by a reaction wheel $150 below which rates it cannot be leased.

The remains of this dam were seen in March 1998 on the Canal Society of Indiana’s “The Final Link” tour.

In March of 1852 59 miles of canal was finished from Terre Haute to Newberry and opened for navigation. The division from Newberry to Maysville, a distance of 23 3/4. was prepared for navigation in June 1852. A great deal of shipping was done once the canal was finished. Even steamboats came up the river for cargoes. Large warehouses were built by Morse and J. Slinkard. Most of their grain or produce was shipped from the warehouses to New Orleans requiring about a six week journey. The town was very prosperous from 1848-1858. However, in April 1852 the trustees of the Wabash & Erie Canal were indicted by the grand jury for being an alleged nuisance. “This alleged nuisance was the erection and maintaining a dam across White river at Newberry, and thereby backing the water over the lowlands adjoining the river.” At the court trial the case was “held under advisement” until the September term of the Indiana state legislature. The defendants were found guilty and each of them was assessed a ten-dollar fine that September. They appealed their case to the supreme court and the decision was reversed.

About 1859 the canal was mainly abandoned through Greene County. From time to time, it was revived until about 1862. Since it could not be depended on it was regarded as a nuisance and an eyesore.

During the 1850s, John F. O’Neal served in the local militia as Captain of the 47th Regiment. He was among Greene county’s leading politicians. He is remembered for changing his vote during the Abraham Lincoln presidential campaign in 1864 when Col. John C. Fremont was the Abolitionist candidate. His vote for Fremont was the only vote cast for Fremont in Cass township, Greene County. John O’Neal had joined the Democratic Party, but he was at times a Republican as in this instance.

John Frost O’Neal and his wife Anna were both taken sick, likely from a fever. He passed away on October 19, 1865 at the age of 61. At that time the Civil War was raging and was constantly in the news. On November 2, 1865 the will he had written earlier was filed. He was not a wealthy man at the time of his death.

John F. O’Neal’s Last Will

Be it remembered that on the 2nd day of November 1865 the following will was filed in the office of clerk of the common court of Common Pleas to wit :

In the name of the benevolent father of all I, John F. O’Neal of Green County in the State of Indiana, do make and publish this will and testament hereby revoking and making void all former wills by me at any time heretofore made.

Item 1st As I have heretofore given to my son William C. O’Neal eighty acres of land it is my will that his heirs shall take nothing of my estate except that I will and bequeath to my grandson William C. O’Neal the saddle and razor that formerly belonged to his father.

Item 2nd I have heretofore given to my daughter Mary A. Bogard more of less of my goods but I hereby give and bequeath to her children Frederick O. Bogard, William C. Bogard, and John M. Bogard one hundred dollars to be equally divided between them.

Item 3rd I will and bequeath to the heirs of my daughter Sarah F. Slinkard deceased to wit John F. Slinkard, Andrew P. Slinkard and Mary A. Slinkard to be equally divided between them one hundred dollars.

Item 4th I give and bequeath to my daughter Rhoda Jamison four hundred dollars.

Item 5th I give and bequeath Rosline Lowe one horse worth one hundred dollars in cash or one hundred dollars as she may elect and the side saddle, bed and bedding called hers.

Item 6th I will and bequeath to my son John H. B. O’Neal all my other goods, chattels, rights, credits, moneys, and chases in action upon the express condition that he shall and does well and faithfully find and provide for my beloved wife Anna good and sufficient food and clothing and everything else fit suitable and convenient for a person of her age and circumstances in life during all the days of her life. But if by reason of the death of my said son or from any other cause he shall fail to find and provide for my said wife as aforesaid then and in that case I will and bequeath to my said wife all my goods, rights, credits, moneys and effects not otherwise specially bequeathed to others than my son John H. B. O’Neal.

Anna Chandler O’Neal died only 48 hours after her husband of 42 years. She was age 65. Both Anna and John Frost O’Neal were laid to rest in Gilbreath-Calvin Cemetery, Newberry, Greene County, Indiana. Their last name on their tombstones is spelled O’Neall. John H. B. O’Neal inheritance did not have to be spent on his mother Anna as Item 6 of John F.’s will stated.

Genealogy for John Frost O’Neal’s Family

John Frost O’Neal (O’Neall)
B. 30 Sept 1804, South Carolina
M. 23 Dec, 1823
D. 19 Oct 1865 age 61
Burial Gilbreth-Calvin Cemetery, Newberry, Greene County, Indiana

Memorial #12893060

Parents
Henry Frost O’Neall (1776-1852)
Mary Ann Miles O’Neall (1782-1845)

Spouse
Anna Chandler O’Neall
B. 1 April 1800
M. 23 Dec. 1823
D. 21 Oct 1865
Burial Gilbreath-Calvin Cemetery, Newberry Greene County, Indiana.

Children
William Chandler O’Neall (1825-1853) m. Alicy Jamison
Mary Ann O’Neal Bogard (1828-1861)
Sarah Ford O’Neal Slinkard (1830-1858)
Elizabeth Frances O’Neall (1833-1836)
Rhoda O’Neall Jamison (1835-1901)
John Henry Benton O’Neall (1839-1906) m1. Susan Dyer, m2. Arlena Carroll

CSI Director David Kurvach of Newburg made videos (linked below) at the Newberry Dam location and slackwater that show and explain what can still be seen at these locations.

Bibliography

• On the internet:
  • Ancestry.com: John Frost O’Neall, Anna Chandler
  • Find-A-Grave: John Frost O’Neall #12893060
  • Greene County Indiana History 1884 http://www.millersofwashingtoncounty.org/Greene/Greene-Ch18.html
• History of Greene & Sullivan Counties, State of Indiana. Chicago, IL: Goodspeed Bros. & Co. Pub., 1884.
• Hunt, Union B. Biennial Report of Union B. Hunt, Secretary of State of the State of Indiana For The Two Years Ending October 31, 1902. Indianapolis, IN: Wm. B. Burford, Contractor For State Printing And Binding, 1902.
• Schmidt, Carolyn. “The Final Link.” Ft. Wayne, IN: Canal Society of Indiana, 1998.

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Canal Notes #16: Inns And Outs

By Tom Castaldi

In the mid-1800s, it took a Wabash & Erie Canal boat days to go the 100 or so miles from Fort Wayne to Delphi, Indiana. Packet passengers could overnight on the boat since canal travel was a five mile an hour leisurely made trip. Once travelers passed a town, there were precious few inns along the way for dining or sleeping. Each inn has its unique story to tell, in the days when population was sparse and accommodations were austere.

Between Fort Wayne and Roanoke, the Vermilyea House stood as a veritable palace and can be seen to this day from Redding Road. From its old canal landing, passengers walked up to the house to secure food and lodging. Built in 1839 by Jesse and Maria McTaggert Vermilyea, they opened their mansion to travelers during the years he served as either canal surveyor, road builder, bank director, mill operator or postmaster.

Lambdin P. Milligan’s house, west of Huntington, across U.W. 24 from Victory Noll was another stop for canal travelers. Condemned to hang for treason by a military tribunal, Milligan appealed his post-Civil War era case to the U.S. Supreme Court resulting in a landmark decision. His victory ensures that civilians cannot be tried by military court martial while civil courts are open and protects your rights to this day. Back then, it saved Milligan’s neck from being stretched.

Many of these old structures can be seen in quiet out-of-the-way places where little attention is paid to a colorful canal past. Yet in their day they were eagerly awaited-for respites of Hoosier hospitality and comfort by travelers in and out of a wilderness country.

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Canal Era Causes of Death

By Cynthia Powers

During canal days and before vaccinations, antibiotics, transplants, clean water, etc. the following causes often led to death:

The canal diggers along the line were especially susceptible to Ague, Cholera and Malaria. They lived under poor conditions with tainted water, insufficient food, extreme heat and cold, and were poorly treated. When they died they were far from home and were buried near the canal or in a large common grave such as the marl beds at Maysville, Indiana on the Wabash & Erie Canal.

Once the canal was completed drownings occurred at the locks or along the watered canal. Many times, alcohol led to the drownings.

The Evansville Daily Journal, Volume 9, Number 4, Evansville, Vanderburgh County, Indiana carried the following notice from the Washington Telegraph on August 1, 1856:

A gentleman by the name of M. S. Foster was drowned in the [Wabash & Erie] canal south of this place [Washington, Indiana] on last Tuesday afternoon. It seems he was a hand on a canal boat which had started for Evansville, that the break in the canal had left them aground, and while out in the water he got into a deep hole and was drowned ere any assistance could be rendered.

Sometimes people living in towns caught diseases from travelers on canal boats passing through their towns. At times almost an entire village was wiped out.

There was little medicine available. If a doctor was found, he had very limited training. All kinds of treatments were tried to cure Cholera. It wasn’t until much later that mosquitoes were found to carry
malaria.

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Riley Trail Under Construction

From Sam Ligget

An announcement was made of August 10, 2024 that construction had officially started on the first phase of the Riley Spur Trail construction from Louisville Road to Lama Road in Vigo County, Indiana. After grading the trail crews began laying down a gravel base over which they then laid asphalt. According to Mike Morris, Vigo County Commissioner, the goal is to eventually connect Rea Park and Terre Haute to the Riley area. The first phase was to be completed by Wednesday August 14, 2024.

The project is part of a state-wide initiative to improve county parks and attract visitors to the region for outdoor recreation. Both visitors and residents will benefit from this project.

Morris said that Vigo County has received nearly 2 million dollars as part of a grant from Next Level Trails from the state. The state wants to incorporate more rails to trails to combine communities.

Later, on August 25, 2024, Sam Ligget reported that the trail from Riley to Terre Haute was mostly complete and open to the public. This completed stretch is about 1.5 miles long extending from where Lock #49 once was and ends at Lama Road. None of this part of the trail was part of the canal. The next phase of the trail going west will be all along the canal right-of-way. It is scheduled to be completed in the summer of 2025.

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CSI Directors Meeting Scheduled

The Board of Directors of the Canal Society of Indiana will meet at the Vigo County Historical Museum, 929 Wabash Avenue, Terre Haute, Indiana at 11 A.M. on Saturday, November 16, 2024. We will be discussing potential changes and future plans for tours, symposiums, signage, educational programs and our expanded website. Parking is avail beside or behind building or on the street.

Please let CSI headquarters know if you and/or a guest are planning to attend: indcanal@aol.com

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“Towpath & Warpath” Tour Recap

By Carolyn Schmidt

Photos by Jerett Godeke & Bob Schmidt

Heavy rain on Thursday night August 16, 2024, caused Jerett Godeke, “Towpath & Warpath” tour organizer, to update his tour guide on Friday morning avoiding road closures due to high water. The tour was through the old Black Swamp area and the soil does not drain easily. Luckily the rain had basically passed through by Friday and the tour only experienced a few sprinkles in the afternoon.

Members of the Canal Society of Indiana were guests of the John Paulding Historical Society, which was celebrating another of its anniversaries by having this tour of the Wabash & Erie Canal through their county as well as a seeing portion of the Miami & Erie Canal that joined the W & E at Junction, Ohio. They went out of their way to have canal items displayed in the museum, canal signs placed at each lock, their society’s new logo printed on bags in time for the tour, a tour guide printed for every attendee that included Jarett’s speech, furnish beverages for everyone and had the county mow the areas at Six Mile reservoir and at Junction.

Attendees arrived at the John Paulding Historical Society before the appointed time to register; sign up for a door prize drawing; receive a goody bag assembled by Kim Sutton, vice-president of the Historical Society; and pick up Jarett’s tour guide for the day. After the 56 people registered, they were seated in the museum’s program area where Jarett explained that they had about an hour to tour the 3 museum buildings and gift shop. They were encouraged to especially note the newly created map showing the two canals, the old slip scoop that was found in the bed of the Miami & Erie Canal, and the brass canal boat bell. In the large equipment building they could see the machinery used to lay tile to drain the Black Swamp.

The time allowed for touring the museum also gave participants time to review the tour guide and maps, see what was in their goody bags, and renew old friendships or make new ones. Those who wanted to carpool had time to decide who would go with them and get orange ribbons to tie to their cars.

Promptly at 11 A.M. Melinda Krick, President of the John Paulding Historical Society, welcomed everyone and talked about the museum. It is one of the largest history museums in Ohio having 30,000 square feet in three buildings. With over 12,000 donated historical artifacts and books from history.

The society has a new logo with tree rings; a tree for the timber that was removed from the Black Swamp; a canal boat for the two canals that were the interstate travel of the day; an arrowhead for the Native Americans who hunted, fished and lived there; and a windmill representing the county’s enduring agricultural heritage. Receiving money from the county’s windfarm mitigation funds, they worked with the Paulding County Engineers to design, produce and install two-sided signs to place at Wabash & Erie Canal lock sites. The six signs were installed in time for our tour and could easily be seen from a distance. Brian Santo built a temporary way to display the Reservoir War historical marker, which accidently had been damaged.

The next presentation was given by John Nemcik, Section Supervisor for the Buckeye Trail Association, Inc… He explained the order in which the 1,400-mile-long trail, linking the four corners of Ohio through 47 counties, was developed. Looking at the map you can see that the Miami & Erie Canal on the western side of Ohio and the Ohio & Erie Canal on its eastern side were ideal for scenic views along the trail. Besides following the canals, the trail follows wooded footpaths, historic railroad corridors, rivers and lake shores, country roads, and multi-purpose trails. The North Country National Scenic Trail of 4,600 miles follows 900 miles of the northern portion of the Buckeye Trail and the American Discovery Trail of 6,800 miles follows 300 miles of the Buckeye Trail. In 2000 the Buckeye Trail was designated Ohio’s Millenium Legacy Trail.

Jerett Godeke then spoke about the Wabash & Erie Canal, how it was built first in Indiana and later through Ohio to Toledo. The canal prism from Fort Wayne to the state line was 60 feet wide and 6 feet deep feet. From the state line to Junction the prism was 50 feet wide and 5 feet deep. Then at Junction, Ohio it changed back to 60 feet wide and 6 feet deep all the way to Toledo, Ohio. This wider and deeper prism required more water to float the canal boats. A reservoir was built at Antwerp on six-mile creek. The creek water was insufficient to feed the canal so during the spring freshets, the excess water came all the way down the canal from the St. Joseph Feeder Canal at Fort Wayne, Indiana and was stored in the reservoir until needed.

Depending on the time of year and the amount of rain, the reservoir covered 2,000—3,600 acres (roughly 4 square miles) and, when flooding occurred, it could flow over 10,000 acres. It varied in depth from the shallowest end on its southwest side to the deepest on the northeast side. An embankment was built along its north and east sides with sheet planking inside it to prevent rodents from burrowing through and allowing water to wash the soil away. This sheet planking was made of oak, cut two-inches thick, laid edgewise and encased in clay that was soaked in water and then allowed to harden to create a water-resistant wall. The sheet planking was as tall as the reservoir’s waterline. A roadway was built across the eastern embankment and today is called the High Road.

In 1887 frustrated locals destroyed the Six-Mile Reservoir when legal efforts to close it failed. It had become a stagnant breeding ground for mosquitos. Attempts to abandon the canal and reservoir had failed because it was being used to float logs to Defiance manufactures. On April 25, 1887, about 200 men calling themselves “The Dynamiters” carried a banner that read, “No Compromise! The Reservoir Must Go!” They overpowered citizen guards at the reservoir, gouged its banks, dynamited the bulkhead and lock, and burned down the lockkeeper’s house.

General Henry Axline and several companies of militia from Toledo were dispatched by Ohio’s Governor Foraker to the site. The set-up Camp Dynamite to protect state property and preserve peace. By then, “The Dynamiters” had dispersed and citizens flocked to see the Gatling gun and mingle with the soldiery. The troops were recalled after a week. The conflict’s only casualty was Private Fred Reeves, who died of an accidental self-inflicted gunshot wound. Governor Foraker visited the site a month later and was convinced of the citizens’ grievances. A bill for the abandonment of the reservoir and canal passed in the Ohio legislature and became law on April 12, 1888. On July 4, 1888, the citizens of the county, joined by troops who served at Camp Dynamite, celebrated in nearby Antwerp. The Dynamiters were never punished.

More about the Reservoir War can be found in Jarett’s book “The Reservoir War: A History of Ohio’s Forgotten Riot in America’s Gilded Age, 1874-1888” on Amazon. More about building the Wabash & Erie Canal in Paulding County can be found in the tour guide “Towpath & Warpath” that is now on the Canal Society of Indiana website at indcanal.org. Look under Wabash & Erie Canal and then look by county to find Paulding County, Ohio.

Bob Schmidt, President of the Canal Society of Indiana, presented a Wabash & Erie Canal sign to Jerett for erection along the canal somewhere in Paulding County. He also gave the John Paulding Historical Society a contribution from the Canal Society to help them continue their mission to educate others about the county’s history and the history of the canals. He conducted a drawing for door prizes.

It was time for lunch. Attendees opened their sack lunches and enjoyed talking about history and the canals to those seated at their tables. When finished with lunch they could drive individually to the canal sites following the tour guide or go as a group with the car caravan. About 30 people took the tour with about half of them taking the car caravan.

Following the tour guidebook, we saw the location of the Wabash Railroad Bridge but did not stop due to dangerous conditions created by the rainstorm the night before. This bridge interfered with the water supply to Six-Mile Reservoir from Six-Mile Creek once it was built in 1855. Because it was built on a slight grade in order to go over the canal west of Antwerp, about “one half” of the water supply from the fifteen miles to the west of the reservoir was cut off. Ditches were also dug along its right-of-way and conveyed under the canal through a culvert near Antwerp and on to the Maumee River. This resorted in the St. Joseph River at Fort Wayne being the reservoir’s sole contributor of water from 1855 onwards.

Continuing on to the east we saw the new double-sided sign for Doering Lock #13, the first lock east of the Indiana/Ohio state line. The lock lifted or lowered canal boats only 3 feet. The next sign was at Payne Lock 12 that had a 5-foot lift. We wound our way through Antwerp to Six-Mil Reservoir.

We traveled down the road that ran through the center of Six-Mile Reservoir, turned left on the High Bank Road and drove to its northeast end. Jarett was there to answer questions, talk about the Ohio State Format Marker that had been damaged while mowing the canal banks for our tour, had been temporarily set up, and would be sent in for a replacement the following Monday.

To the west of the reservoir was Banks Lock #11 the most unique Wabash & Erie Canal lock in Paulding County. It was the location of a tumble wall that fed Six-Mile Reservoir. The lock with its 5-foot lift would hold back water to the height of 5 feet and then any excess water would bypass the lock into the reservoir rather than continuing downstream or exiting via a nearby waste weir. Unfortunately, it was graded down for farmland in the mid-1950s and only a new double-sided sign marked its location.

However, a short distance down the road to the east that ran parallel to the reservoir marker, we saw the first new double-sided sign where we could safely stop and take pictures. It was at the location of Hutchins Lock # 10, which had a 6-foot lift. It was the first lock beyond the reservoir and acted as a dam for the end of the canal after 1888. It was abandoned on June 1, 1891. Nothing remains.

We then headed down the road and saw the new double-sided sign for Tate’s Lock #9 that had a 4-foot 9-inch lift. This lock was burned and dynamited as part of the Reservoir War. It was rebuilt shortly thereafter with two men assigned to guard it from further depredations in the summer of 1887. It was abandoned in 1891. The floor of the lock is still in the ditch, but anything above it is gone.

We passed the new double-sided sign for One-Mile Lock #8 that had a 5-foot lift. It was located exactly one mile from Junction, our next stop. It too was burned and dynamited during the Reservoir War. This is where Worden Sperry was recognized as part of the dynamiters when his mask fell revealing his gold tooth. This was the last lock to be abandoned on the Wabash & Erie Canal on March 31, 1902.

John Nemcik was at the Junction, Ohio State Format Marker to answer questions about the two canals and the Buckeye Trail. There was a large basin where the Miami & Erie Canal joined the Wabash & Erie Canal. The Miami & Erie ran behind the sign and parallel to it. The Wabash and Erie ran on the left side of the picture. The Buckeye Trail followed the Miami & Erie.

Junction, created in 1842, sitting at the junction of the Wabash & Erie and the Miami & Erie Canals was thought my many to have the potential of becoming the region’s economic center. Dana Columbia, of Fort Wayne, was so certain this would happen that around 1846-47 he actually moved to Junction. Since it was a “clearing house” for canal traffic going in all directions, others followed him and eventually the town had a brewery, a distillery, five warehouses, grist mill, nearly a dozen stores, a post office, hotels, churches, schools and saloons. The record for the most boats docked in Junction at one time was reportedly sixty-five. Its population eventually peaked at 300 individuals. It never lived up to its expectations.

From Junction we followed the Miami & Erie Canal to see the stone arched culvert at Little Flat Rock Creek that carried the canal water over the creek. We talked about what it would have been like to see a canal boat cross the creek high above the culvert. We noticed that some of the stones of the arch are missing endangering the culvert. We also noted how the roadway had really dipped down to almost the creek level, but the canal continued at the same level as seen at Junction.

Vial’s Lock # 32N on the Miami & Erie Canal was the only lock that was seen that day with its walls still standing. At some time, it was converted to a concrete and wood lock. It had nothing to do with the Reservoir War. Today the spalling lock walls still stand, but there are no lock gates. Water, an old tire, and brush can be seen at its bottom.

From there we headed back to the John Paulding Historical Museum, taking a short drive through the Black Swamp Nature Center, where some of our group wanted to hike the birding trails. The museum remained open until 4 P.M. for those who wished to see more of the exhibits.

On our way back to Ft. Wayne, we passed back through Antwerp and took the recommendation from the tour guidebook to stop at a former classic A & W drive-in, now called “The Root Beer Stand.” It is for sale. We hope its new owner will keep it going. It still has the old speakers where you drive up, call in your order, and have it brought out to you. Floats, malts, cones, hamburgers, etc. can be enjoyed in your car or taken to an area near the parking lot where tables and benches sit under a tree canopy. What fun to bring a group of kids after a ball game.

The tour was very successful and a learning experience for all. We certainly thank the John Paulding Historical Society for inviting us. We encourage others to visit their museum and take the tour using the guidebook on the Canal Society website noted earlier.

Special thanks to Jerett Godeke for documenting this important history of the Reservoir War, creating the tour guidebook, working with the historical society to place signage, and conducting this tour. Jerett, a graduate of Bowling Green State University in 2022, spent two and a half years researching and writing his book for his master’s degree in history. He is director on the Board of Directors of the John Paulding Historical Society and well as
a director of the Canal Society of Indiana.

“Towpath & Warpath” Tour Attendees

“Towpath & Warpath” Tour

August 17, 2024, 10 A.M.—4 P.M. John Paulding Historical Museum, 600 Fairground Drive, Paulding, Ohio CSI guests of John Paulding Historical Society

Tour planners: Jerett Godeke, Melinda Krick and others from the John Paulding Historical Society who made a map of the canals, created a new logo for the society, set up a canal exhibit, and arranged for new double-sided signage at the locks.

Tour route and guidebook: Jerett Godeke

Lunch: Sack lunch with beverages provided by John Paulding Historical Society

Speakers: Melinda Krick, President John Paulding Historical Society; John Nemcik, Buckeye Trail; Jerett Godeke, Reservoir War

CSI Registration, name tags, caravan ribbons: Bob & Carolyn Schmidt

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Ohio Needs Six-Mile Reservoir

By Robert Schmidt

In the May 2024 issue of “The Tumble” I wrote an article entitled “Determining the Canal Routes in Indiana.” Portions of the article discussed the route of the Wabash & Erie Canal from Taylor’s Lock on the eastside of Fort Wayne to the Ohio state line. Lazarus Wilson studied two routes. A lower level route along the Maumee, which would provide for an additional feeder, or the higher level route, which meant that the St Joseph Feeder would be the sole water supplier into Ohio. The cost comparisons favored the higher level and finally Ohio’s Engineer, Samuel Forrer stated in a September 8, 1836 letter that they would be using the higher level. Indiana proceeded with the higher level, began construction in 1837 and completed the canal to the state line by 1840. Williams’ understanding was that Forrer planned to use a reservoir somewhere near the state line for Ohio’s water supply. I am including two letters on this subject from the 1839 Documents of the Indiana Senate.

Jesse Williams, Chief Engineer of the Wabash & Erie Canal, received the following letter of July 10, 1839 from Acting Ohio Commissioner R. Dickinson questioning the earlier discussions and asking if the St Joseph Feeder could supply the Wabash & Erie Canal to Junction without a reservoir. Ohio was getting ready to re-let contracts for construction and they needed William’s input.

LOWER SANDUSKY, July 10, 1839

.JESSE L. WILLIAMS, Esq.—

In the year A. D. 1836, Messrs. L. Ransom and S. Forrer were authorized by the Board of Public Works of Ohio, to make arrangements with those who had in charge the public works of Indiana, for each supply of water as could be furnished for that portion of the Wabash and Erie canal in Ohio, which lies between the Ohio and Indiana line, and the junction of the Wabash and Erie canal with the Miami canal, a distance of about eighteen miles.

Mr. Ransom is unable to inform me, what arrangements, if any, were made in this matter. It is important to us to ascertain the quantity of water that can be furnished through your canal to supply our canal from the State line to the junction.

With the present location I deem it impracticable to supply this line by means of a reservoir, and a change of the location, at a considerable additional expense, would only enable us to supply about twelve miles.

I will be much obliged to you to inform me what arrangements were made in relation to the water to be furnished, and the probable amount.

I presume you are at this time able to form a pretty correct judgment of the amount furnished by the Little St. Joseph river, and the amount that is and will be expended on your portion of the canal.

If we can be furnished with a sufficient quantity of water without resort to reservoirs, it will relieve us from much perplexity. We are under the necessity of re-letting a portion of our line, and the sooner we ascertain the supply we can obtain from you the more convenient it will be for us.

Respectfully your,

R. DICKINSON,

Acting Commissioner.

Williams replied with calculations showing that of the 4,100 cu feet of water flow available through the St Joseph Feeder 1,312 feet was required for locking 100 boats per day. That left 2,788 available to fill the prism from the state line to the Wabash feeder at Huntington or 54 miles.

St Line to Huntington = 45.0 miles

St Joseph Feeder = 6.5 “

Huntington to Forks = 2.5 “

Total Miles = 54.0 “

Williams goes on to say that he was disappointed in the delays in Ohio’s inability to supply their portion of the canal with water using a reservoir, but that Indiana would certainly agree in the wetter months to divert some water into their reservoir to build up the supply for the drier summer months. Dickinson had implied that Ohio’s current plan for a reservoir (Six Mile Reservoir) would still leave about 6 miles for Indiana to fill from the state line as Ohio’s water inflow would be located at the northeast corner of the reservoir about 12 miles above Junction.

Jesse Williams concluded his response to Dickerson by saying he was sure Indiana’s portion of the Wabash & Erie Canal would be fully functional by next year’s season – 1840.

INDIANAPOLIS, Aug. 1, 1839.

R. DICKINSON, Esq.,

Acting Com’r Ohio Div. W. & E. Canal:

SIR:—Your communication of the 10th ult., in relation to the supply of water for the Wabash and Erie canal in Ohio, is before me. An absence from my office of more than three weeks’ duration, must form my apology for the delay in furnishing the information requested in regard to this important subject. In the month of September, 1838, the St. Joseph river was carefully gauged by my direction, at the head of the summit feeder, and the following is the result obtained, to wit:

Total discharge of the stream, 4,250 ft. per minute.

Leakage through the dam, about 150 “ “ “

Quantity flowing into the feeder 4,100 “ “ “

During the dry season of 1833, I gauged the stream at the same point with about the same result.

With this quantity of water we have to furnish a supply in the first place, for the lockage through the summit level, which, allowing 50 boats to pass daily in each direction, or 100 passages in all, with locks of 7 feet lift will require 1,312 feet per minute, leaving 2,788 ft. per minute, applicable to the leakage and evaporation. The whole length of canal between the east line of the state, and the first feeder west of the summit from the Wabash river, is 54 miles, nearly, the whole of which, in dry seasons, is entirely dependent upon the St. Joseph’s feeder, which, after deducting the necessary lockage water as above, can furnish about 52 ft. per minute, per mile, for leakage and evaporation.

This statement of facts, you will perceive, forbids the expectation that any water can be furnished from our feeder for the canal in your state during the dry season. The amount of available water, as here shown, when confined to the canal west of the state line, is considerably less, as you are aware, than the customary allowance, and in fact would be inadequate, were it not that a portion of the canal is so situated as to expend much less than the usual quantity. By puddling some of the most porous places, and husbanding the water in the most careful manner, we believe that the canal in Indiana can be supplied by the St. Joseph’s feeder, but are sure that it will not be in our power to furnish any water, in dry seasons, for the line in Ohio. This opinion, I am confident, would be sustained by the experience of all who were engaged in the navigation of the canal during the last summer and fall.

I may remark here, that this view of the case is the same that has heretofore been presented by those in charge of the canal in Indiana. In all my communications, either written or verbal with Mr. Forrer or Mr. Ransom, as well as in my official reports, copies of which have been forwarded to the Ohio Board, I have uniformly stated that the supply of water which could be introduced from the St. Joseph feeder, would be exhausted by the time it would reach the state line. And in accordance with this settled and uniform expectation, a line was run in our preliminary surveys, upon the plan of taking a feeder from the Maumee at the Bull rapids, five miles above the state line, as will be seen by the report of the Commissioners of the 19th of December, 1835. The Ohio Board of public works, however, at a subsequent period, determined to adopt the high level for the line in your state, as we were advised by Mr. Forrer’s letter, dated 8th Sept., 1836, which decision, rendered a feeder from the Maumee, at any point below Fort Wayne, wholly impracticable.

In conversation with Mr. Forrer on the subject, I understood, that, in recommending the high level, his plan was to supply from the state line to the junction by a reservoir to be formed near the state line, for the construction of which he was of opinion that the level country south of the canal, afforded ample facilities. And until the receipt of you letter we had supposed that the construction of this reservoir, which had been viewed as an essential appendage to your division of the canal, was progressing simultaneously with the canal. We were of course surprised to learn from your letter, that, “with the present location, you deem it impracticable to supply the line by means of a reservoir,” and “that a change of location at a considerable additional expense, would only enable you to supply about 12 miles,” leaving still some six miles without a sufficient supply of water. This state of things is certainly to be regretted, as it must augment the expense to be incurred by Ohio, in furnishing the supply of water which it be necessary for her to provide; and more especially so, if the change of location, which you seem to consider necessary, should delay the completion of the canal, the speedy opening of which is so important to the interests of the whole country. I trust, however, that you may yet be able by some means to provide the water required without serious difficulty or delay.

If I understand Mr. Forrer, he designed forming a reservoir near the state line, perhaps in connection with the canal in such manner as to admit of its being filled during the wet season, with the surplus water of the St. Joseph feeder, passed through the Indiana division of the canal. Should you conclude to adopt this plan of constructing the reservoir, with the necessary provision for passing the water to it, I presume Indiana will not object to take upon herself the care and responsibility of filling it.

It is only necessary that your reservoir should contain water sufficient, after making due allowance for the depression of its surface by evaporation and leakage, to supply the canal during the season of low water, say 120 days. For the remainder of the year, our feeder will supply the whole line to the junction.

I would thank you to advise us as soon as convenient, of your final arrangement of the canal and reservoir. Should you adopt Mr. Forrer’s plan, and rely upon us to fill the reservoir, we should know it, that the sluices at our locks may be constructed so as to pass the additional quantity of water.

I have just passed through the whole length of the Wabash and Erie canal in this state, and feel confident that we can pass boats from Lafayette to the state line by May or June next.

Very respectfully yours, &c.,

J. L. WILLIAMS.

Our CSI Board member, Jerett Godeke has written “The Reservoir War” and covers this period. He also prepared a tour guide “Towpath & Warpath” for our recent August 2024 tour that is now posted on the CSI website under Paulding County on the Wabash & Erie Canal. You also might want to go the our Biographies section for Wilson, Forrer and Williams. Go to: indcanal.org

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Moving West By Canal

My* great-grandfather, Albert Chapman Ellithorpe, was born July 9, 1824, at St. Albans, Vermont. He left Vermont when he was 15 years old and worked his way to Chicago. I have included Chapter 5 of his privately printed autobiography telling about his coming to “the West.”

*Frances A. Hyde (May 22, 1915-April 12, 1992) was a founding member of the Canal Society of Indiana and served as its treasurer from 1982-1986. Article from Indiana Waterways, Vol. 4, Winter 1985

Brief Record of the Life of A. C. Ellithorpe by Himself.

Chapter 5

During the Spring of 1838, I commenced preparation to migrate to the West.

Having acquired a fair knowledge of mechanics, I applied myself to the Carpenter and Joiners Trade, generally taking small jobs, such as casing doors, windows, making sashes, blinds, laying floors, etc. You may think that a boy not fifteen years of age was rather presumptuous in asking for a contract to do and perform any of the above named work. I did it, “just the same,” and I know of no instance where I failed to give good satisfaction, and made from $1.75 to $2.50 per day.

You will bear in mind that in those days there were no planning mills, no boring machines, no morticing machines; all lumber came in the rough, and had to be worked to the sizes by hand tools. Most of my fancy tools I made myself.

This schooling gave me a general use of all kinds of tools for the working of wood.

The wood-turning lathe I was quite expert at, all of which I found beneficial in later years. I continued at my mechanical work through the summer, and divided my time through the winter at work and reviewing my school studies.

About the 1st of March I was ready for my journey. Having accumulated a sufficient amount of money, clothing, etc. with my full kit of tools, two rolls of home made woolen cloth (gray, two shades), each containing about twenty five yards, yard wide, all made in our own home, with an assortment of buttons, thread, needles, etc.

I also shipped, by freight, an improved fanning mill of the Livingston Patent**, as a model from which to construct others.

**The Livingston Patent for a fanning mill refers to a specific design and improvement in the construction of fanning mills, which are used for cleaning and separating grain. One notable patent related to fanning mills is US231624A, granted on August 24, 1880, to Hurlbert H. Seeley. This patent describes a fanning mill with unique features such as double fans arranged to create an airspace between them, which helps in more efficient separation of grain from chaff and other impurities.

I left St. Albans, Vermont I think, on the 20th day of February, 1829 on a Steamer for Troy [New York] the following day. I stayed in Troy three days before I found a favorable chance to ship for Buffalo [New York]. I was fortunate in finding a [canal] boat that wanted a steersman. I hired for the voyage at two dollars a day. I was reasonably expert in handling the helm of almost any craft.

The boat was a common liner on the {Erie} Canal, and freighting with merchandise for Buffalo, Milwaukee and Chicago. We were among the first boats passing through the Erie Canal to the West. This voyage was made without any incidents of note, and I enjoyed the trip.

We carried on board two span of horses, and two boy drivers, which furnished us our motive power. Each team, six hours on and six hours off. In addition to steering the boat, we had each one to care for his team, assisted by the driver.

We arrived in Buffalo on the 20th of March, where I found a steamer, the “Globe” ready to sail for Chicago [via the Great Lakes]. The next day I boarded the steamer to secure my passage, and to my pleasant surprise, I found a cousin of our family, John Tuttle, the First Mate of the boat. He knew and accosted me first; taking me by the collar of my sheep’s gray coat, saying “Young man, what are you doing here, where are your going and who it with you?”

To which I replied, “I am going to Chicago, and nobody is with me.”

He replied, “I think you are running away, as your brother Steve did.”

I replied, “No, I am not.. Mother and Father knew of my coming away.”

“Where is your luggage?”

“On board the line boat ‘Emmer’” said I.

“Go bring it aboard,” said he.

“What is the fare to Chicago?’ I asked.

“That’s all right my boy,” said he.

My luggage was soon on board. I then asked him if I could not work my passage.

“No,” he replied. “I will give you $1.25 per day,” he said., “if you want to handle wood.”

We put out that night about 8 P.M. The second day out one of the men landed a stick of wood on my
let foot and bruised the instep badly, which disabled me for further duty on the entire trip.

John took care of me, nursed and doctored my game foot, made me mess with him and sleep in his
cabin. When we arrived in Chicago, he paid me in full, $1.25 per day, amounting to $12.20.

Arrived in Chicago April 1st.

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Celebration of Franklin County Canal Signage

On Wednesday, October 2, 2024, the Canal Society of Indiana held a program celebrating the signage it has placed in Franklin County, Indiana at the Brookville Public Library. Everyone was given a program with an example of the signs placed along the Whitewater Valley Railroad route.

There were 14 participants. Dignitaries attending was Bridge Hayes, President Brookville Council; Richard Whitaker, Brookville Council; Rebecca Hamilton, Brookville Redevelopment, Ron Yurcak, President Whitewater Canal Scenic Byway; Shirley Lamb & Tom Cooney, Whitewater Canal Trail directors; and Cassie Roty, Whitewater Publications. CSI directors* and members present were John* & Judy Hillman, Dr. Ron Morris, Bob & Carolyn* Schmidt, and Ron & Candy* Yurcak.

CSI director Dr. Ron Morris was the Master of Ceremonies. After welcoming everyone he read the following letter from Indiana’s U. S. Senator Mike Braun:

Dr. Morris then introduced Bob Schmidt, President of the Canal Society of Indiana, who spoke about the society and its programs over the past 40 years and its goals and challenges today to get members around the state to work together. He said our current goals could be easily remembered by S.E.W.— Signage, Education, Website.

CSI has placed over 100 signs at canal sites throughout Indiana and have helped to fund Whitewater Canal Scenic Byway signs. He contrasted the Indiana State Format markers with the CSI signs saying our signs are to attract the attention of hikers/bikers, passing autos and trucks, or those riding on the train and hope they try to find out more about the canals. We plan to place more signs but need the help of others getting permission from landowners or the State to place them. We provide the signs free of charge and they are erected by others.

CSI conducts symposiums and tours of canal sites as part of its education program. Under Dr. Morris we will have a grant program for schools to have a first-person canal interpreter speak to their students. We are also looking into having a train tour of the Whitewater canal locks for a school group.

Almost all of our publications for the past 40 years have been placed on our website Indcanal.org. It has biographies, charts, diagrams, maps, pictures, videos, etc. listed by canal or county, and links to other canal related sites. It is constantly having new information added to it by our webmaster Preston Richardt.

The Canal Society hopes to “S.E.W.” all its members throughout the state together to work in keeping canal history alive.

John Hillman, Vice-President of the Whitewater Valley Railroad, was introduced and spoke about growing up in Brookville, what the canal meant to him, his past years as president of the railroad, and how the railroad has “The Canal Route” on its logo.

He said the railroad was the first to receive the CSI signs, how they have helped the docents on the railroad point out the location of the Whitewater Canal locks, aqueducts, culverts, basins, and feeder dams and how the signs have withstood the passage of time. He has had to replace only two signs. The Nulltown one that the railroad had placed at Nulltown was stolen and will shortly be installed again and the sign at the Berlin lock for which CSI provided a replacement.

He spoke about the success of the railroad, how it is debt free and said that the Polar Express train is always sold-out way in advance. He is very appreciative of the signage and hopes to continue to work with CSI in installing more.

The third speaker was Tom Cooney, a director of the Whitewater Canal Trail.

Tom has been with this trail group since its earliest days. He provided everyone with a trail brochure that included the map above, a short history of the Whitewater Canal, and said that when the trail is completed it will be nearly 14 miles long.

He remembered that in the early days of the trail, hikers/bikers would often just pass by the remains of the canal structures while just enjoying the beautiful sights along the trail. Sometimes he would stand by one of these canal’s remains and explain to the people what they were seeing, how they operated, and how the canal helped develop the Whitewater Valley. Now with signs having been erected to point out these sites and the excellent trail map to show where they are, he now sees people standing in front of the sites and having their picture taken. It’s like a scavenger hunt for them that he can tell they enjoy by the smiles on their faces.

Whitewater Canal Trail has recently put up CSI signs at Butler Run Culvert, the Brookville Boat Basin, and just a few days before the celebration, a sign at Laurel Lock #30.

The Whitewater Canal Trail is used by local people and visitors from near and far. It not only provides recreation, but it’s also now educating others of their canal heritage.

Candy Yurcak, Whitewater Canal Scenic Byway, was the fourth presenter. She said that even though her organization was the new kid on the block, they were active in promoting the Whitewater Canal. She was one of several people who spearheaded the Whitewater Canal Byway Association in 2006 to support the byway, which in 2008 was designated a state byway. Two years later three loop routes were added, the first of its kind in the United States. In 2010 the group purchased the 33-acre Maclynn Campground in Metamora for their headquarters and named it Whitewater Valley Gateway Park. In 2021 the byway was designated as Indiana’s fourth National Scenic Byway.

The old railroad depot in Gateway Park has been flooded over six times the past few years when the Whitewater River backed up into Duck Creek. This has been an ongoing battle to scoop up all the mud that gets inside the building and restore the walls. They are hoping to get an Oprah grant to raise the building above flood level. Also, Duck Creek aqueduct has been endangered by the floods and recently by a tree falling onto it. Temporary repairs have been made to its roof, but something must be done to shore up the entire structure before it is washed away.

Candy said the CSI signs are a great help when visitors come to the WCBA Visitors Pavilion to see what there is to do in the area. They are directed to the canal sites, the Whitewater Canal Trails tour guide, the Whitewater Valley Railroad, and the shops in Metamora as well as following the Whitewater Canal Scenic Byways signs along the road. The group has allowed some CSI signs to be placed below their byway’s signs. She hopes to continue working with these groups to promote canal history.

Dr. Morris told how he became interested in the Whitewater Canal as a boy. He had followed markers put up by boy scouts on trees to create a trail. Some of these markers are still in place. He really enjoys walking the trails that have been made by Whitewater Canal Trails, seeing the river, canal remains, signage, peace and quiet.

He thanked everyone for coming and seeing the groups willing to work together toward a common goal. He told them to help themselves to the cookies and water provided by CSI and to pick up canal information on their way out.

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Liggets Present Canal Information to Students and Parents

Sam, CSI vice-president, and Jo, CSI financial treasurer, Ligget spent three days at Mini-Pioneer Days on Tuesday September 24-Thursday September 26 in Terre Haute. There were supposed to be 942 students and 45 teachers for the 4 days plus about 30 parents and students from home schools. However, the event scheduled for Friday had to be postponed until October 13, 2024, due to high wind warnings.

_{Angelica, the photographer, writes: Thank you for the tour and the great time travel through your sharing’s today at the Pilgrims tour.}

They used a map of Indiana and a triptych with a map and canal pictures to point out to attendees the route of the canal and show its structures and remains while telling the history of Indiana’s canals. They stood near the entrance of the 1845 Irishman’s covered bridge over Honey Creek that is now in Fowler Park.

The Vigo County Parks & Recreation Department held its 52nd Annual Pioneer Days in the Pioneer Village at Fowler Park on October 5 & 6, 2024 for the general public. Sam & Jo set up a display of maps and pictures at the shelter where some of the timbers are stored from the Little Honey Creek Culvert 151. They talked to over 80 people about the Wabash & Erie Canal and handed out about 60 CSI QR cards.

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Anne W. Whiting

Anne Watts Whiting (98) of Lawrenceburg, Indiana was born in Harrodsburg, Kentucky to Floyd and Myrtle Lee (Watts) Baker on October 7, 1925 and passed away on August 12, 2024. She developed a love of horses as a young girl on her family’s farm in Salvisa, Kentucky and always celebrated the Kentucky Derby with a mint julep. She was chosen a “Southern Belle” to greet FDR when he came to Harrodsburg to dedicate the George Rogers Clark Memorial. After graduating from Kentucky Wesleyan College she became a social worker in Covington, Kentucky. There she met Charles (“Chuck” or “Bud”) Whiting, Jr. (February 26, 1927-June 12, 2020). They were married in Harrodsburg on September 3 1947, lived in West Lafayette, Indiana, in New Kensington, Pennsylvania, and in Lawrenceburg, Indiana. They had 3 children during their 72 years together.

Anne and Chuck loved to travel. She also loved to play bridge and golf, volunteered at the Cincinnati Museum Center and was a member of Trinity Episcopal Church in Lawrenceburg. She and Chuck attended many CSI tours as Chuck was a CSI director. He was responsible for getting the two-sided Indiana Historical Format Marker place at West Harrison for the junction of the Whitewater and Cincinnati-Whitewater Canal and helped on canal tours.

Her husband Charles Whiting Jr., their sons, Charles Mark Whiting and James Harton Whiting, and their grandson Jason Watts Whiting preceded Anne in death. She is survived by her daughter Susan Anne (Whiting) Steigerwald, son-in-law David Lawrence Steigerwald and her grandchildren Peter and Jane Anne Steigerwald.

A funeral service was held at the Spring Grove Cemetery, 4521 Spring Grove Ave, Cincinnati, Ohio on
Thursday August 15, 2024, at 11 a.m. followed by burial in the cemetery.

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From all of us at the Canal Society of Indiana,