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Indianapolis Led the Modernization of the National Road

3/30/2018

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By Larry Messing
The National Road played an iconic role in the westward expansion of the United States.  Starting from its origin in Cumberland, MD (Hence, it’s alternative name of the Cumberland Road.) and blasting toward the west coast, the road’s construction ended in Vandalia, IL where it succumbed to the growing popularity of rail travel (which made the road’s construction not worth the cost).
 
The National Road began as the historic Braddock Road in the mid 1700’s, where it was built by the Ohio Company, a land speculation company of the day.  In 1806, President Thomas Jefferson authorized further expansion of what became the Cumberland Road, which would replace the old wagon trails and foot paths of the old Braddock Road.
 
Construction of the National Road in Indiana began in Indianapolis in 1828 and expanded east and west simultaneously toward Richmond and Terre Haute, respectively.  Because federal funding was never allotted to fully grade and gravel, the road could often become a sloppy mess causing stuck cars on rainy muddy days.
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Photo Credit: the Alan E. Hunter Collection
Some of that began to be addressed in 1917, when a three-mile section running east from what was then the city limits was made into a hard-surfaced road.  This section was the first segment of the National Road that was surfaced as such and was celebrated with a huge ceremony in September of that year.
 
According to an Indianapolis Star article, “The eyes of Indiana and the nation were upon Marion County yesterday afternoon, when three miles of the National Old Trails Road, east from the city limits to the county line, were formally given to the city.”

Dignitaries from the day included Lt. Governor Edgar D. Bush, Judge J. M. Lowe (President of the National Old Trails Association) and Indianapolis Mayor Joseph E. Bell.
 
The event marked a momentous occasion in the modernization of the country.  As noted by Lowe, “Indiana has struck fire here and the sparks have fallen into other states and fired the hearts of the population to good roads.”

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A clipping from the September 16, 1917 Sunday Edition of the Indianapolis Star. Judge J.M. Lowe of Kansas City, Missouri addresses the crowd during the dedication ceremony.
During the ceremony, a banner, which was labeled “Bad Roads”, was stretched across the road and cut to symbolize the end of bad roads in Marion county.
 
Preceding the dedication ceremony was a parade starting from the Capitol, which included streamers and cars draped with American flag.
 
The National Road still plays a large role in the history of Indianapolis.  These days, the segment in the city is known as Washington St and serves as one of the main east-west arteries in Indianapolis. 
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An aerial view of Washington Street looking west taken sometime in the 1920s.Monument Circle and the Indiana State House can be seen in the upper right corner. (Photo credit: Indianapolis Public Library-Warren Branch)
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The National Road, Cars, and The Daughters of the American REVOLUTION

8/31/2016

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​The National Road, known by most as US 40 or Washington St. in Indianapolis, is one of Indiana’s most historic transportation routes. The National Road was first commissioned by Thomas Jefferson’s administration in 1806 as the first federally funded interstate highway. The goal of the road was to connect the eastern ports to the western territories. As a major east to west route it saw heavy traffic, and was influential in the development of states it passed through. The road was intended to stretch from Cumberland, Maryland to the Mississippi River, but the route terminated at Vandalia, Illinois when Federal funding ceased in 1838.

​Despite difficulties and slow construction the road had a major impact on the development of Indiana. In 1827 the National Road was surveyed across the state of Indiana by Jonathon Knight. The following year construction started in Indianapolis and would expand both east and west simultaneously. At the time the road was finished it stretched from Richmond in the east to Terre Haute in the west, passing right through the young state capital of Indianapolis. The road not only brought settlers into Indiana but it was a major trade route. Towns were founded along the road because of the commerce and opportunity it provided. A good example is Knightstown, named after Jonathon Knight and platted in 1827 along the route of the National Road.

Despite heavy traffic seen in the 1830s and 1840s, the road would enter a period of decline. Railroads took the majority of the travel by the 1850s. Without federal funding the road was also never fully graded and graveled in areas leading to muddy paths with large wagon ruts. Counties, towns, and even private companies were charged with the maintenance of the road. They often did not have funds or policies in place for proper road maintenance. It was not until the mass production of automobiles in the early 20th century that much needed improvements were made to our nation’s roads.
Below: A view of road conditions that car traveler's may have faced in the early 20th century. 
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Automobiles afforded a personal freedom and an exciting experience that trains could not. In early 1900s roads were not well suited for car travel. Poor roads conditions led to the Good Roads Movement, which advocated for the establishment of better road conditions nationwide. In addition to spotty road conditions there was a lack of marked routes for navigation. A number of trails associations were created to promote and create navigable routes for motorists. Signs and logos were painted on telegraph and telephone poles to help travelers find their way.  The National Road received support and promotion during this movement.

The National Old Trails Association was formed in 1912 to support the creation of an “ocean-to-ocean” highway. The route ran from New York to Los Angeles, and much of the eastern portion followed the path of the Historic National Road. Elizabeth Gentry, a member of the National Society of the Daughters of the American Revolution (NSDAR) and Missouri Good Roads Committee, was influential in the creation of the National Old Trails Association. Gentry inspired local and state NSDAR chapters to support the highway. Many chapters of the NSDAR supported the creation of the Old Trails Highway and the historic significance of the National Road. “Markers” or monuments were erected by various NSDAR chapters in many places along the National Road.

Two prominent National Road monuments exist in Indianapolis dedicated in 1916. The Caroline Scott Harrison chapter of Indianapolis dedicated a memorial on the lawn south of the Statehouse. The location was chosen to honor the original alignment of the National Road which ran through the Statehouse's current location. Interestingly enough the memorial originally functioned as a drinking fountain. This memorial recognizes the significance of the National Road, Indiana's Centennial, and the impact the NSDAR has had on preserving our state's great history. 

A second Indianapolis monument is located at the intersection of Washington St. and South Eastern Ave. The Cornelia Cole Fairbanks chapters of the NSDAR dedicated an obelisk to honor Indiana's Centennial, the Historic Michigan Road, and Cornelia Cole Fairbanks, a prominent NSDAR member.  Cornelia Cole Fairbanks campaigned for women's rights, education, and worker's rights in Indiana. The Historic Michigan Road is one of Indiana's earliest state highways. The monument also marks the crossing of the Michigan Road and the National Road.

The NSDAR is also famous for the creation of the Madonna of the Trail statues. These statues honor the pioneer women that traveled our nation's historic routes. The state chapters of the NSDAR funded the statutes and are responsible for their maintenance. 12 Madonna statues were dedicated in total. There is one for each of the 12 states that the National Old Trails Road ran through. Indiana’s is located in Richmond at Glen Miller Park.


​Indiana’s centennial also proved to be a historic year for our nation’s roads. Congress passed the 1916 Federal Aid Highway Act due to the efforts of the Good Roads Movement, the DAR, the American Automobile Association, and various trails associations. The act gave federal matching funds to the states for road improvements. The National Road received needed repairs and improvements as a result. The National Road’s role as a major east to west route was acknowledged further in 1926 when the historic route was included in the designation of US 40.

Today the National Road is one of seven State Scenic Byways in Indiana, a National Scenic Byway and designated an All-American Road. These designations honor the significance that the National Road played in our national and state history. The Indiana National Road Association promotes travel, tourism, and communities along the byway. The NSDAR also continues to support the historic significance of the National Road through the restoration and care of their monuments. 
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The National Road memorial funded by the Scott Caroline Harrison Chapter of the Daughters of the American Revolution. 
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The Madonna of the Trail statute located in Richmond, Indiana in Glen Miller Park.
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The obelisk monument dedicated by the Cornelia Cole Fairbanks chapter of the NSDAR at the intersection of Washington St. and Southeastern Ave. The monument marks the crossing of the Historic Michigan Road and the National Road. 
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Indiana's City of Brotherly Love

5/1/2015

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By Raina Regan:

If you’ve ever traveled the National Road from Greenfield to Indianapolis, perhaps you’ve noticed a sign or two marking the community of “Philadelphia.” Drive 9 minutes east of Cumberland or 6 minutes west of Greenfield and you’ll pass through Philadelphia. This small hamlet certainly owes its brief history to the development of the National Road, but owes its ultimate decline due to the waning mill industry of Hancock County. Let’s take a brief look at the history of Philadelphia, Indiana.
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Sugar Creek Township was one of the first three townships established when Hancock County was organized in 1828. The National Road, which was surveyed across Hancock County in 1827, and opened in the north half of Sugar Creek Township in 1835, increased the settlement and development in the areas surrounding the Road. The community of Philadelphia was laid out on April 11, 1838, no doubt in response to the National Road traffic, with inns and taverns as one of the early businesses of the community.

On page 292 of J.H. Binford’s History of Hancock County, Binford notes:

“Philadelphia, named in commemoration of the city of brotherly love, is located four miles west of Greenfield, on the National Road. The P., C. and St. L. R. R. runs by it. It contains a two-story public school building, one saw-mill, a flouring mill, post-office, express office, daily mail, druggist, grocer, merchants, mechanics, physicians, and other necessaries to a village of her dimensions.  Philadelphia was laid out by the records fail to show whom, on the 11th day of April, 1838, being about six months prior to the laying out of New Palestine.”

The construction of the Indiana Central railroad (later, Pittsburgh, Chicago, and St. Louis railroad) through Hancock County and Philadelphia in 1851 helped provide a second influx of commerce to the community during the 1870s and 1880s. The 1887 Atlas of Hancock County includes a map of Philadelphia at the height of its prosperity; most buildings are situated along Main Street (National Road, now U.S. 40), with one or two blocks of buildings located directly north and south of Main Street. The town remained relatively unchanged from its original plat, with only one addition by Clark in April 1864, located directly south of the original plat.

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Philadelphia plat in 1887 Atlas of Hancock County
Binford (p. 294) also notes about Philadelphia: “Prior to the construction of the old Indiana Central R. R., there was a vast amount of travel and moving to the west in wagons, on the National road, and for a number of years the Dayton and Indianapolis stage passed east and west daily through this little burg, at which time the chief business of the place, like others of its kind along this main line of travel, was inn or tavern keeping. Relics of these old buildings, where the westward bound, weary traveler was nightly found, still remain, tottering, but telling monuments of an earlier stage of civilization.”

Early settlers relied on the Blue River, Sugar Creek, and other creeks and rivers to power mills throughout the county. The Indiana Gazetteer from 1833 noted the following about Hancock County: “The county is advantageously situated for mills; the streams passing through it afford a number of excellent sites for water works: it is also well supplied with springs of the purest water.” The earliest mill on Sugar Creek was founded in 1828, north of New Palestine, and consisted of a simple water mill. Dozens of saw and grist mills operated in the township throughout the nineteenth century, but most of these closed by the turn of the century. The mills played an integral role in the prosperity of Philadelphia and Sugar Creek Township during the nineteenth century. Several mills were opened and operated along Sugar Creek from New Palestine to Philadelphia, dating from the 1850s through the 1890s, relying on the railroad through Philadelphia for shipping. Philadelphia primarily served as a railroad town, with the height of business during the 1870s and 1880s. As the mill industry waned, so did the development of Philadelphia. In the 1916 history of Hancock County, author George Richman made the following observation of Philadelphia:

 
“…very few improvements have been made in the town during the past fifty years
and the older citizens tell us that it remains very much as it was from their earliest
recollection.”

Today, not much remains of 19th century Philadelphia. If you hop of US 40 to the north or south, you’ll see a few architectural reminders of this National Road community. A historic schoolhouse is to the north. To the south, the recently National Register of Historic Places listed Rufus and Amanda Black House is an excellently preserved Italianate farmhouse. This is the first and only property in Philadelphia listed on the National Register of Historic Places.
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Rufus and Amanda Black House
This blog post includes research completed for the National Register nomination for the Rufus and Amanda Black House.

Bibliography:

Binford, J.H. History of Hancock County Indiana from its Earliest Settlement by the “Pale Face,” in 1818, down to 1882. Greenfield, IN: King and Binford, 1882.

Griffing, C.E., B. N. An Atlas of Hancock County, Indiana, 1887. Repr. Kokomo, IN: Selby Publishing, 1999.

Richman, George J. History of Hancock County Indiana, Its People, Industries and Institutions. Greenfield, IN: WM. Mitchell Printing Co., 1916.

Scott, John. The Indiana Gazetteer, or Topographical dictionary: containing a description of the several counties, towns, villages, settlements, roads, lakes, rivers, creeks, and springs, in the state of Indiana. Indianapolis, IN: Douglass and Maguire, 1833.

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February 27th, 2015

2/27/2015

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Sam's Drugstore in Cambridge City

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Sam Hoshour's store located in Cambridge City, circa 1880s.

By Bob Hunt:
Cambridge City, Indiana was founded on the National Road in 1836, but in 1846, everyone was focused on the newest transportation system that had just arrived in town. This innovation was already widespread in the East, and promised to revolutionize the movement of goods and commerce. No more reliance on the old horse and wagon, and bumpy roads. The new way would be smooth, carry heavier loads than the traditional wagons could ever imagine, and (for Cambridge City) was directly linked to the busy city and strategic shipping point, Cincinnati.

The Whitewater Canal system ultimately never lived up to the hype and promise, but at this moment, Cambridge City enjoyed the optimism of being hooked up to not one, but two major transportation systems, a major competitive advantage. In the short term, it only got better. In 1849, with the discovery of gold in California, the largest land migration in the history of the United States moving West along the National Road was only getting bigger.

Historic situations like Cambridge City in the late 1840’s and early 1850’s drew people to take large financial risks to try and cash in for the future. Sam Hoshour was one of those individuals. Hoshour wanted to open a drugstore in Cambridge City to take advantage of the large numbers of travelers and burgeoning commerce. In order to insure success and competitive advantage in a city he felt was on the cusp of huge growth and success, his drugstore would be the finest and fanciest Indiana had ever seen. His business would impress customers with magnificent special made cabinetry from the finest woodworking artisans in Cincinnati, whose work could rival their peers in New York City and the elsewhere in the East.

Sam opened his store in 1852, with the large cabinets from Cincinnati delivered by none other than canal flatboats. The beautiful woodwork did not disappoint, it was indeed the finest, best appointed drugstore in all of Indiana. The furnishings were stunning, and Sam’s store was a hit. Stories of the day reported that the solid walnut and ash cabinets with beautiful striped ash/walnut countertops were even complimented by matching floors. Local legend has it that Sam would watch and chase the cowboys out of his store whenever they came in wearing spurs, because they caused scratches. Pretty fancy for a business located virtually on the frontier.

For a time business was good in Cambridge City. In just a few years though, the railroad also came to town, and with it, major changes. The canal was quickly relegated to the past, and transportation by traditional horse and wagon along the National Road was no match for the new “iron” horse. Sam’s Drugstore, for all its finery, was in the same situation as all of the other businesses in Cambridge City. Everyone suffered, because travelers and commerce could now travel straight through from the East headed to Indianapolis and points west. People on the trains didn’t have to stop every few miles to rest as they had with the horses and wagons. Cambridge City would never grow into the large metropolis that Sam and his fellow businessmen had once imagined.

Despite the advent of trains and fewer travelers, the drugstore continued on. First under Calloway, Sam’s partner, and then ownership was eventually transferred to the Grigsby family. The Grigsby’s sincerely appreciated and protected the particular unique elegance of the drugstore, and especially the cabinets. Over the years some changes were inevitable, but kept minimal. Finally, in the 1960’s Rolla Grigsby had to move Sam Hoshour’s magnificent cabinets out of the store forever, to make way for the modern age.

Today, it’s tempting to try and imagine what Sam Hoshour’s Cambridge City drugstore on the National Road must have looked like back in its heyday. Buildings are emptied and re-used over time however, and indeed, the original building that housed the drugstore in Cambridge City is an antique store today. Although a very nice antique store, no visible evidence of the magnificent business that Hoshour once operated there remains.  

How grand it must have been to walk into that wonderful space, with the finest apothecary cabinets money could buy. Surrounded by glistening glass doors, hundreds of apothecary jars, and every kind of fascinating advertising posters. Shelves were filled with showy and outlandish patent medicine and cures, and candy beckoned everyone to spend a few cents for something sweet. The store would have also sold from a large inventory of non-medicine items including household cleaners, curtain hangers, tobacco products, dental hygiene, reading glasses, paint, you name it. In many ways, not all that different from their modern equivalents.

Once the cabinets had finally exhausted their commercial usefulness, and were removed to storage, there were collectors and antique dealers interested in acquiring them. Grigsby was approached several times, but always resisted selling. One particularly persuasive party however heard about the cabinets, and made his way to Cambridge City. He was the one who finally struck a deal with Grigsby to purchase the entire interior of the old drugstore from the barn where it was stored.

Because of this remarkable buyer, and his plans, the story of Sam Hoshour’s National Road drugstore and its magnificent cabinets was not destined to end in Grigsby’s Cambridge City barn, but would be re-born. The purchaser was August Hook, and his family happened to control one of the largest and most successful drugstore chains in the United States in the mid 1960’s, Hook’s Drugstore Inc. Hooks was founded in 1900 by John Hook, on the near Southeast side of Indianapolis, and had grown from a single location, to a large and dominant regional chain of several hundred stores, centered and headquartered in Indianapolis. Hook’s Son August (Bud), and some of his senior management had developed an interest in historic pharmacy, and they had an idea for a company sponsored promotion to help celebrate the Sesquicentennial (150 year anniversary) of Indiana Statehood in 1966.

With the cooperation of the Indiana State Fair Board, Hook struck a deal to utilize an underused smaller building on the grounds for a temporary 3 month exhibit of historic pharmacy featuring the re-assembled interior of Hoshour’s drugstore as its centerpiece. The exhibit was in fact a smash hit at the 1966 Fair. It won the Governor’s prize for best corporate contribution to the Indiana sesquicentennial, and drew huge crowds. Visitors loved the old drugstore, whose cabinets had been filled with authentic antiques, and placed in a space that closely approximated the size and feel of the original. People loved the “old drugstore” so much, that Hook’s decided to keep it open indefinitely, and use it as an ongoing company promotion.

Today, more than 160 years after their construction, Hoshour’s original vision in ornate drugstore cabinetry for Cambridge City, Indiana, is operated as Hook’s Drugstore Museum and Soda Fountain. The museum has even outlived the 1994 demise of benefactor and supporter Hook Drugs Inc., and gone far beyond its original 3 month plan. The fixtures and furnishings are today owned by a non-profit group whose mission it is to continue the legacy of this Indiana icon which has become an institution at the Indiana State Fair. Dedicated volunteers, donations and modest profits from sales of ice cream sodas, candy, and nostalgic gifts allow this venerable museum to continue forward on its improbable journey, much to the delight of more than 60,000 annual visitors. Hoshour’s fine cabinets from his Cambridge City drugstore are still recognized as the keystone part of one of the best exhibits of its kind anywhere in the nation. Since being installed at the Fairgrounds, well over 2 million people have visited this remarkable re-creation of a 19th Century Indiana Drugstore, more than any other collection of this type in the world. You may have even visited the Hook’ Drugstore, but never knew the Indiana National Road connection, most people don’t. The next time you come in, just imagine a time before even railroads crossed the State, when Indiana was still very young. High-tech transportation was a flat boat towed by mules on an elaborate (but slow) canal system. It’s not even hard to imagine Sam Hoshour coming around the corner at any moment, just in case some cowboy comes in off the National Road and fails to remove their spurs. Woe be unto them!

Hooks Drugstore Museum at the Indiana State Fairgrounds is open during the Indiana State Fair, during selected events during the year, and by special appointment or reservation.  http://www.hooksmuseum.org



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Future Preservation: a quick look at historic preservation

2/18/2015

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Old German Church, Cumberland, Indianapolis. Currently threatened with demolition.

By: Joe Frost
Historic Preservation. These two words together describe a very active and, in most cases, successful movement. A movement that includes many subfields; advocacy, real estate development, architecture, community development, building trades, job creation, the list goes on and on. But for some, historic preservation is perceived as a negative. It conjures up misconceptions; fear of government intervention, an outright determination that nothing should stand in the way of progress, and the ultimate fallacy of “who cares, it should be torn down anyways.” But, what is historic preservation? What does it really do?

Entire conferences and graduate level courses are devoted to answering the question, “what is historic preservation?”  Simply put, preservation is a toolbox for economic development. It’s a development approach that takes into account the existing built environment; buildings, neighborhoods, or business districts, and adapts them for present and future needs. This approach rehabilitates historic resources by bringing them into an entirely new use or an old use brought back to life. A historic building or district is one that has been designated historic or is eligible for historic designation. Historic designations come in many forms; local, state, or national designations.

Local designation by a historic preservation commission via a municipal ordinance – a resource can be designated as an individual site or as a contributing building within a district (neighborhood or commercial district.) State historic designation – Generally 50 years old or older and have historical or architectural significance. The National Register of Historic Places, generally 50 years old or older and significance in at least one of four criterions; Events, Significant persons, Architecture, or Archeology.

In the cases of State and National designations these are more like honorary titles, but with designation come the opportunity for tax credits, or grant monies, provided certain qualifications are met. These designations are tools in the preservation toolbox to build awareness, and provide incentives for following the Secretary of the Interior Standards for Rehabilitation. State or National designations do not allow government intervention in regards to design or demolition, nor does designation require the property be opened to the public.

Local historic preservation commissions and ordinances are the hammer in the preservation toolbox. They act similarly to municipal planning and zoning commissions. They have the authority to designate properties and districts, the responsibility of design review (materials, paint, etc.), and have legal footing on what can be demolished and what is constructed. A historic preservation commission interfaces with property owners, community leaders, government officials, preservation advocates, and residents to promote a viable community. Their efforts are not meant to be an obstruction to progress, but enhance the quality of progress. The makeup of historic preservation commissions must be residents of the municipality in which they serve. These commissioners are members of the community who want to see the best for it, and the historic resources within.

Historic preservation, however, is more than designations. As I said before, historic preservation is a toolbox for economic development, but it can be more than even that. Historic preservation is often viewed as an opportunity to “save history.” And while history is important to the significance of historic buildings and communities, saving history isn’t the end goal. The goal is to better our communities through the reuse of our existing resources. As community leaders, and preservationists, we need to think about preserving the built environment for the future. Future Preservation! After all, historic preservation is saving existing historical and architecturally significant resources for the future use. Once a building or neighborhood is demolished, it is gone forever. Preservation is the ultimate recycling. Rehabilitating our existing buildings, neighborhoods, and communities ensures growth and progress.

The Indiana National Road Association’s mission is to Preserve, Protect, and Promote  Indiana’s section of the Historic National Road. We fulfil this mission by advocating for historic properties along the corridor, and at times, by taking on active preservation projects. Of course, we can't save everything, but by actively advocating for the historic resources along the corridor we can ensure a strong future for the Historic National Road.

If you know of a historic preservation concern in your Historic National Community, gives us a call, we will be happy to assist.
If you like our content, and support our mission, please join the effort! Become a member today. By visiting our “Join Us” page.

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Oasis (Plainfield) Diner being moved last summer along the Historic National Road. Indiana Landmarks assisted with preservation efforts of this National Road gem. INRA assisted with a feasibility study a few years ago to get the project rolling.
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Hiding in Plain Sight: uncovering a National Road log cabin

1/30/2015

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Family in front of Historic National Road home during the early 1900s.
By: Bob Hunt

Sometimes we see something many times, but don’t really know or appreciate what we are looking at. With all of the modern improvements that surround and engulf us in daily life, the past seems so very far away, almost like it never happened. Today, we know that the National Road was once but a rudimentary, rutted and difficult passage in the 1830’s, decades before trains crossed the State. We also know that early settlers lived a very Spartan and challenging life along the road, with virtually none of the comforts we take for granted today. Those early times, and original homes (at least along the National Road), are long gone. Even the simplest small dwelling back then could require herculean effort and sacrifice to build for those first inhabitants who wrested a life and living from recent wilderness. We know about all of this of course because of the stories in books, and can even “Google” stories and pictures from the internet as we whiz along in air-conditioned comfort with our cruise control on. As the landscape flies by, we might notice that some of the buildings seem a bit older than others, but for the most part, the long past first few years of the roads existence have been efficiently and inevitably erased forever from our vision and consciousness.

Literally millions of cars had driven past the modest old frame farmhouse on the Southside of the Indiana National Road in Cumberland over the years without their passengers ever guessing the secret it held. So long, and so well had the past been buried, that even the current owner of the property was unaware. There was literally nothing about this old farmhouse to differentiate it from the thousands of others that dot the road from Ohio to Illinois, until that fateful day in 2001.

On that day, a fire ravaged the old farmhouse. The entire second story of the structure was lost to the blaze before it was extinguished, with only a portion of main floor remaining. Within the smoking remnants however, was the remarkably intact, and well hidden original 170 year old core of the home, a one-room log cabin.

Property owners Ron Sanders and his Wife Jennye could have easily taken a few pictures at that point, saved a log or two, and then gone ahead and finished what the fire had started. Certainly no one would have ever questioned or blamed them for that decision. Conventional wisdom and logic would say it’s a shame, but, the thought of reviving such a fragile fragment of the long distant past was far too difficult, expensive and complicated to contemplate. But where ordinary people saw only a hopeless and irretrievable wreck, Ron and his family found the opportunity of a lifetime. They decided to bring back a stunning piece of Indiana National Road history, so long in plain sight, but hidden from view.

Ron credits that through thru prayer he felt God had a plan for him to preserve the historic structure, and so work began.  With the help of several family members including his sister Jeannette, and brother-in-law Wayne, the restoration and re-building took place. Ron’s step brother, Richard Harris completed the beautiful roof you see today. During re-building, the foundation was repaired, and chinking was completed. Authentic replacement period doors and windows were not simply found, but painstakingly hand fabricated in Ron’s restoration shop business (The Shambles) right on the grounds, just feet from the cabin. Ron had not only the will and desire to salvage and restore the long hidden cabin, he also possessed unique skills and experience from a lifetime of working to restore and build furniture which proved invaluable in the final stunning result you see today.   

More recently, Ron has learned interesting facts and clues about the cabin’s construction and who might have built it from a log cabin expert, Steven Lalioff. Lalioff shared that the structure has what is referred to as “Steeple Notch” construction to the top notches of the logs.  This method is usually associated with Germanic cultures, and its use had begun to fade by the mid-19th Century (1800’s).  The lower notches of the logs are referred to as “Half-Dovetail” notches.  This method was the most prominent notch method in used during the mid-19th Century to assemble log cabins.  The Half-Dovetail method was also the one most commonly used by those of British background.  Builders of this method generally came from the Carolinas and Kentucky.  In researching the Eastes family and related families members who owned the land in 1831, Ron found they did indeed originate from the Carolinas.  

Ron notes that most people today have romanticized notions about living in log cabins, possibly due to Hollywood nostalgia, or stories about Daniel Boone’s adventures in the wilderness.         

In fact, many folks living in that era would not have been very proud about such a home. They would have strived to replace or update it with a more modern abode as soon as possible, another reason they are so scarce today.  With this in mind, the builders would have logs hewed flat on the inside and outside, so the owner could place attractive siding on the outside and plaster on the inside as soon as funds became available.  While demolishing the surrounding home around the cabin core, several different layers of siding materials leading to the logs were removed.  It was suggested to Ron at one point that he might leave a section showing every layer as part of its history, however this was not practical. 

As Ron and his family restored the cabin structure, they discovered numerous fascinating artifacts in the surrounding grounds, dirt floor of the basement and within its structure dating across the entire existence of the home.  Coins were found at the front doorstep.  An amber beer bottle from the Terre Haute Brewing Company was unearthed.   Several “Bitters” (medicine) bottles were discovered hidden in various nooks and crannies in the attic and basement.  Even papers from a local school dating to the 1920’s turned up.

The precise date of construction and original occupancy of the log structure has been lost to the mists of time, however it’s believed the cabin may have been an early provision stop for stagecoaches and their passengers around the time the Road first opened in Cumberland, in the 1820’s.  Ron does know that in 1831 the property was owned by Jane Eastes and her husband, William Harvey.  Jane’s brother John Eastes was mentioned in Hancock County history as operating a grocery store in Western Sugar Creek Township on the National Road.  Although that tidbit of information isn’t precise in dating the structure, it’s a reasonable guess. John is also listed as a prominent early settler of the county and the first Trustee of Buckcreek Township of Hancock County.

Above is the earliest photo Ron has showing the structure after wood clapboard siding was applied to the log exterior, probably around 1900.  He arrived at this calculation using the birthdates of the younger people in the picture.  This is the Meyer family.  Henry Meyer is an individual who did major construction to the structure,  building it out in 1927 to what was then considered a modern home, and the general form it had just prior to the fire in 2001. 


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2001 fire that reviled the existence of the hidden log cabin.
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Cabin during restoration.
There is even a story that the famous evangelist and orator Henry Ward Beecher once stayed overnight in the cabin. Beecher was a preacher in Indianapolis, and later in Brooklyn, New York. He was an outspoken abolitionist and a brother to Harriet Beecher Stowe, author of the famous Story, “Uncle Tom’s Cabin.”  Beecher was a colorful orator and historical figure of considerable influence in early America.  John Brown, the radical Abolitionist upon receiving a shipment of Springfield rifles, reportedly called them “Beecher Bibles”, in reference to Beecher’s fiery sermons against slavery. A Beecher connection to the cabin is plausible, given that he would have been in the area when traveling to his family’s home in Cincinnati, and options for overnight housing would have been limited in those early days.                                           

Today, thanks to the hard work and perseverance of Ron and his family, the circa 1820’s cabin on the National Road in Cumberland is no longer hidden in plain sight, but once again fully revealed to modern travelers. The stone fireplace is beautifully restored and fully functional, and the cabin even features a modern heating and cooling system. A  comfortable shady porch complete with rocking chairs adorns the East, North, and South side, and an authentic cedar shake roof once again shelters the structure from weather. The best part is, you don’t have to “Google” a faded image from a computer of this wonderful piece of the past or read about it in a book to try and imagine early pioneer life on the Road, its right here in full life, for all to see, and experience.

If you drive by, the cabin is located just about a ½ mile East of the small town of Cumberland. on the Southside of the National Road. Ron and Jennye’s business, “The Shambles” furniture restoration is right next door, their home is also on the same lot.

Today, the cabin is available to be rented to small businesses as opposed to being used as a living quarters. Its unique appearance and charm make it an easy destination for customers and clients to spot. At the moment, it’s currently available, having been recently used as an office, photography studio, music store, and more.

If you would like to contact Ron for more information, he can be reached by cell phone at (317) 502-4050, or by email, at: sandfam@ameritech.net

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Ron Sanders, Cabin today! Fully restored and available for rental.
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George's Greenfield Barbershop

1/20/2015

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Gooding Tavern, circa 1900. Southwest corner of State Road 9 and US 40 (Historic National Road). George Knox's Barbershop was located here.

 By: Bob Hunt,
After the war, George was looking for a place to settle down and call home. Despite growing up in the South, he found himself driving a horse and wagon for the Union Army as a Teamster during the conflict. By the end of the war, he had seen quite a bit of the country, and yearned to start a new life in the North, where he sensed there was greater opportunity for the future. But where to go? One local lore has it that during his travels, George met men who came from all over, but after knowing some soldiers from Indiana, he thought that they were some of the nicest fellows, and so decided to cast his lot there. He lived first briefly in Indianapolis, then helped to start a barbershop in Kokomo, before moving to Greenfield to start his own business. The bustling commerce and growth of communities along the National Road undoubtedly played a large role in his decision.

George had very limited means, and not unlike many of the time, he could neither read nor write much beyond his own name when he arrived in Greenfield. Nonetheless, he was very ambitious, and hopeful for the future. Despite humble origins and the devastations he had seen on the battlefront, George envisioned a great future for himself and his family. He believed that hard work and determination would be far more important for his future than current limitations, or the past. Had George been someone who relied on conventional wisdom, or lived his life according to expected social norms, he never would have come to Greenfield, or started his own business, but George was a different sort of man.

George started his business in an old tavern building right on the Historic National Road, near the intersection with today’s State Rd. 9, across from the courthouse. Today there is little documentation of how well George cut hair, or shaved his customers, however we do know that his barbershop in Greenfield was indeed a success. Although we can’t pinpoint all the reasons, we can infer that a significant factor was his personality. In an age before anyone could dream of Social Media, the neighborhood barbershop was the place for men to spread the news, rumors, and network, all mediated through the barber. By all accounts George had a way with people that led to success and influence throughout his life.

Although he never ran for any political office, George eventually became a formidable political force in Greenfield. So powerful was his network, and great his influence that he is credited with helping to get the very first Mayor elected when Greenfield became a city in 1876. This was no small task given that his chosen candidate was a political dark horse, who was initially not given much of a chance. George was determined that his candidate would carry the day however, because this person had done George a big favor, the only one in town willing to do so.

Of course, not all was serious business and politics in George’s barbershop. A large part of the social experience and appeal at barbershops of the day was a place to exchange jokes, tell stories and tall tales, and generally have a good time. George had a good friend who spent a lot of time at the barbershop, a young sign painter he called “Bud”. Bud’s Father had come home wounded from the war, both physically, and psychologically. He had provided a good living for his family before the war, but was never able to fully recover afterward, and the family’s finances spiraled steadily downward until they lost their home, and ended up in severe financial difficulties. George liked Bud, and gave him the opportunity to come into his shop and make pocket money painting shaving mugs for customers. At that time, each customer needed their own personalized shaving mug, to prevent the spread of skin diseases like “barbers itch”. Bud was a lot more than just a shaving mug and sign painter though. He had a real gift for telling stories and jokes, keeping the customers (and likely George) entertained for hours. During the times when there were no customers in the shop, Bud loved to make fun and imitate some of the more colorful local folk, making up outlandish stories and telling them in a voice that copied various dialects and mannerisms of their favorite customers. George would play along and pretend to interrogate Bud as to all the “facts” of his made-up stories, until they would tire of the game, or collapse in mutual laughter.

George’s accomplishments and influence in Greenfield were all the more remarkable, given that he frequently went strongly against the grain of popular public opinion and thought. More than just his relationship with Bud, George developed a reputation as a strong supporter of the disadvantaged, and the oppressed. In the years after the war, there were large numbers of African Americans attempting to migrate to northern states for a better life. Not infrequently trains would arrive in Greenfield with dozens of ex-slaves, who had boarded with almost no money, little food, and inadequate clothing, just hoping that they could find some opportunity in the North. George’s support for these travelers was well known, and when such trains arrived, word would quickly reach the barbershop that help was needed. George spent his own money, and also solicited the sympathies and support of other locals and businesses for his humanitarian missions. To say that his mission to help feed and clothe the traveling migrants on the train was unpopular in Greenfield is a huge understatement. One local grocery owner famously suffered a mysterious and devastating fire the very night after he provided free provisions to a large group that George was trying to help. Many others reportedly refused to get involved, based on threats and peer pressure.

George’s story didn’t end in Greenfield. Ever the forward looking and ambitious individual, he eventually left his Greenfield barbershop on the National Road for the big city of Indianapolis. There, he started an even larger and better barbershop, eventually owning an entire chain. In the process, he became very wealthy, and expanded the political influence and leadership he had first wielded in Greenfield on a much larger stage. In addition, he not only learned to read and write, but became so proficient and passionate about the power of the printed word, that he bought a newspaper, and turned it into a large regional publication with a national reputation and following.

Bud’s story didn’t end in Greenfield either. He eventually left George’s barbershop on the National Road to travel with a medicine show. His ability to entertain and attract potential customers with clever chalk drawings on the side of wagons, story-telling, and fiddle playing earned him the nickname of “The Hoosier Wizard” from his employer. He also enjoyed writing, and eventually found enough success that he was able to go back and re-purchase the Greenfield homestead on the National Road that his parents had lost to default years before. It would never be his primary residence, but forever a sanctuary and temporary respite from the pressures of life in Indianapolis, and the only property he ever owned. Bud was just his nickname of course. His Father named him after his most admired person, an early Governor of Indiana, James Whitcomb. Today, you probably know him better by his full given name, James Whitcomb Riley, the most celebrated and famous poet of the 19th Century in America.

As for George, his full name was George Knox. Knox was African American, and enslaved in Tennessee, until he was able to cross over the lines during the war and reach the Union side. There he found employment as a teamster until the end of the war. It was Knox’s wife who eventually taught him to read and write. In 1884 he moved to Indianapolis and opened the first of his eventual chain of barbershops. In 1892 he purchased the Indiana Freeman newspaper, the first illustrated newspaper in the country owned by an African American. Under his ownership and leadership, the paper went from a Democratic leaning publication to one that strongly supported and advocated Knox’s Republican causes. The paper under Knox achieved a national circulation and won critical acclaim for its stories and publications until its demise in the 1920’s. In his 1896 autobiography, published as a series of articles in the paper in 1896, George Knox advocated hard work and dedication as the way to achieve success. He became one of the wealthiest entrepreneurs of his day in Indianapolis, and a leading figure in the Republican Party until his death in 1927.






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George Knox, date unknown. A self made man.
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"Bud"...James Whitcomb Riley, Circa 1870s.
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