Cowan Seminary, Old Central
School, First Passenger Station, Old Cemetery are resurrected
by Local Historian
by Edwin C. Aborn
[Your Daily Times is greatly indebted to its former and long-time
employee, Edwin C. (Toby) Aborn for this page of most interesting
local historical data and pictures of same supplied by him.]
When I remember all
The Friends so linked together
I've seen around me fall
Like leaves in wintry weather,
I feel like one who trads alone
Some banquet hall deserted,
Whose lights have fled, whose garlands dead,
And all but he departed
-Thomas Moore
It has been quite frequently said that youth seems to look constantly
into the future, while age appears to live to a great degree in
the past. Regarding the truthfulness of this assertion all will
doubtless agree. When a man has passed three score and ten milestones
on the rugged highway which leads to Life's terminal on this terrestrial
sphere, he frequently, in a more or less passive mood lapses into
retrospection, regardless of the fact that he may have been guilty
of numerous and imprudent acts and violated some of the speed
ordinances of the established moral code. Of course the above
statement is the opinion of but one individual, but doubtless
voices the sentiment of all fairminded persons who have fought
the battles of life for more than three-fifths of a century.
A Morning Stroll
On a recent bright morning, when Dame Nature seemed to be putting
forth her very best efforts to lure lazy humanity into the great
outdoors, the writer became inoculated with an urge to indulge
in a solitary ramble 'midst scenes of long ago.
Accordingly a trip was made through the southeastern part of the
city. While Warsaw has perhaps not made as rapid [the] strides
in growth as have some of its sister cities; but my how it has
changed! Few of the old landmarks remain.
The Old Cemetery
The old cemetery on Smith street, where many of the early residents
and members of their families who passed away were laid to rest,
has long since been abandoned. A portion of the tract is now used
by the gas plant of the Northern Indiana Public Service Company
for its supply tanks and coal docks. The remainder has been for
the past few seasons plowed up and converted into a vegetable
garden. Many remains were exhumed when the tract ceased to be
used as a burial ground and were reinterred elsewhere, principally
in Oakwood Cemetery, but quite a number are still buried there
and doubtless will be for evermore.
Early records tell us that on March 9, 1848, Richard L. Britton
deeded to the commissioners of Kosciusko county a tract containing
two acres, "For the purpose of providing a public burying
ground near the village of Warsaw for the accommodation of the
citizens of said village and adjacent territory." The first
person buried there was Mrs. Vica Webb, wife of Daniel Webb, on
June 12, 1837, age 36 years.
The old cemetery ceased to be used as a burial ground in 1874,
when Oakwood Cemetery was made ready as a last resting place for
the departed. It is a fact worthy of note that the first burial
in Oakwood was that of Dr. Jacob Boss, the former owner of the
land on which Oakwood is located. He was a prominent citizen of
Warsaw and the father of Mrs. Wilbur Maish, Sr. His burial to
place on August 6, 1874. Oakwood Cemetery has the reputation of
being the most beautiful Necropolis in the Central West.
Metamorphosis of the
Landscape.
The late Earl D. Conrad's factory now occupies the site where
formerly was located an extensive lumber yard. Westward across
the Big Four tracks were the stockyards where a great volume of
live stock was kept, loaded into cars and shipped to the Eastern
markets daily. A number of comfortable homes now cover this tract.
Where now stands the factory building of the Warsaw Cut Glass
Company and some attractive residences and the city's storage
buildings was known as Hays' Field, where baseball and other athletic
events took place every day in season.
A stroll north on Detroit Street led past the old Bradford Cosgrove
tract, now covered with residences and a grocery store, with the
yards of the Arnold Coal Company on the northeast corner. The
entire block extending from what is now Winona avenue northward
to the Pennsylvania railroad was the location of the Cowan Seminary,
a large two-story frame structure which occupied the center of
the tract. It was conducted by Mrs. Jane Cowan, grandmother of
Mrs. H. J. Kutz, of the Kutz Coal Company. The seminary was destroyed
by fire in the year 1884. Many of Warsaw's older residents received
the greater portion of their schooling at this seminary.
Jane Cowan and her husband, Robert, arrived in Warsaw from Logansport,
via horse and wagon, on May 5, 1851, five years before the Pennsylvania
railroad was built. They first open school in a frame building
which stood on the southeast corner of Buffalo and Jefferson streets.
Later the seminary was built at the location of South Detroit
Street, between Jefferson and Winona avenue. Mrs. Cowan passed
away in the fall of 1876.
Across the railroad tracks to the block now occupied by the modern
plant of the Little Crow Milling Company stood a row of unattractive
frame buildings, one of which had originally been the old Methodist
Church, a frame structure moved from the corner of Market and
Indiana streets in 1868 by A. T. S. Kist to make way for the erection
of a brick church building, which in turn was replaced in 1915
by the present attractive edifice. The old frame church was converted
into a grain elevator and warehouse and was used as such for many
years.
Northward across Market Street, on the opposite corner, stood
St. Andrew's Episcopal church, a brick structure, later purchased
and transformed into a modern dwelling by the late Selden Webber,
who for many years conducted a hardware store in Warsaw.
Big Four Railroad
Turning the corner east on Market street, the writer came to the
passenger station of the Big Four railroad. A glance at the train
board disclosed that the north-bound passenger train would arrived
in about half an hour. Why not wait for it? The morning was an
ideal one and here was an inviting seat on a bench under the awning
at the south end of the station.
Scarcely had the writer anchored his anatomy on said seat when
a double-header express train on the Pennsylvania line catapulted
over the railroad crossing at a speed one might surmise would
tear the steel mechanism known as "frogs" from their
moorings.
That railroad crossing-ah, yes! A retrospective haze seemed to
mementarily envelop the scene, and a panorama of the past began
to unfold. Many years ago, about 1871, the very spot where now
stands this passenger station was occupied by a large bridge-like
structure upon which lomotives were turned--a turn-table. The
road was then called the Warsaw, Goshen & White Pigeon railroad
and Warsaw was the southern terminus.
First Passenger Station
A couple blocks north, on the southwest corner of Center and Hickory
streets, a frame house, now remodeled, the residence of Mrs. Lulu
Stouffer, was the passenger station. The house was then owned
by Mrs. Levana Ludy, who resided in the west part of the building,
the railroad company using the east side. An addition on the south
side housed a small lunch room where Mrs. Ludy dispensed coffee,
sandwiches, pies and cakes to waiting passengers and tired trainmen.
The freight house and office were located in the old warehouse
referred to above. A. T. S. Kist was the agent.
Train Service
Every week day a train consisting of an engine, four or five freight
cars, a combination mail and baggage car and a passenger coach
would depart about 8 o'clock a.m. for Goshen, arriving on the
return trip about 4 p.m.
John Henry Porter was the first engineer; Walter Scott the first
fireman; Joel Fessenden the first conductor; Mason Wells the first
brakeman and baggageman. Captain Samuel Boughter was really the
first conductor, but he was for the most part kept in charge of
the construction train.
Engines Given Names
In those days it was the custom to name railroad locomotives as
well as to provide them with numbers. On this new line-the W.,
G. & W. P.- there were but three locomotives. Engine No. 1
bore in lettering beneath its cab windows the name "A. G.
Wells," the contractor who built the line from Goshen to
Warsaw; Engine No. 2 was inscribed "Warsaw," while Engine
No. 3 was called "Goshen." The foregoing is a recital
of occurences that took place in the early 1870's. The first train
left Warsaw for Goshen August 9, 1870.
The original survey brought the line into Warsaw from the north
on the north side of Center Lake, thence turning southward and
traversing the full length of West street. It was then the plan
of the promoters to intersect the tracks of the P., F. W. &
C. near the old passenger station on the latter road at Union
street near the passenger station and freight yards. However,
for some reason long ago forgotten, the survey was changed and
the line constructed over the present right-of-way.
Southern Extension.
In 1872 a company was organized to extend the road southward and
the name Grand Rapids, Warsaw & Cincinnati was agreed upon.
The intention was to build to Peru, there, to form a connection
with a line already in operation from that place to Indianapolis.
Accordingly a preliminary survey was hurriedly made and right-of-way
in this immediate vicinity obtained for the extension. In those
days it was the custom to subsidize railroad construction by holding
special elections in the various townships through which the projected
line was scheduled to pass, on the question of voting a special
tax for the enterprise. So sanguine were the promoters in the
belief that financial aid would be voted along the proposed route
that the work of grading was started. The survey cut through the
Seminary grounds, as well as the Bradford Cosgrove estate, and
took a slice of about sixty feet off the old cemetery. Proceeding
southward it invaded tracts owned by the late Elijah Hayes, Colonel
C. W. Chapman and Presley Boydston. Then the route entered the
Shaffer woods, where the big curve that turns the road to a southerwesterly
direction is still in existence. When the grade had been completed
to a point a short distance beyond the County Farm road, the promoters
were informed that a canvass among the voters in townships along
the proposed route disclosed that the project would doubtless
be overwhelmingly defeated, as the people appeared to be much
opposed to voting a subsidy. The work of grading was thereupon
abruptly stopped, and the promoters held up proceedings for quite
a while, pending some sort of reorganization.
Formation of New Company
For several months following the bursting of the Peru bubble,
railroad talk lapsed into a more or less dormant state. However
a number of Wabash citizens became interested and were instrumental
in infusing new life into the movement for a southern extension
of the line. Hence a new company was formed, called the Cincinnati,
Wabash & Michigan Railroad Company. Petitions were circulated
in the townships through which the line was projected and elections
held to determine the question of a subsidy. The proposition carried
in practically all of the townships, and thus the extension was
assured.
That Big Curve
The new survey southward was begun at the end of the grade already
constructed to the point west of the County Farm road which had
been built that distance on the former survey to Peru. The new
surveyors made an abrupt turn to the south in the establishment
of the new route, thereby salvaging the grade already constructed.
This information is given for the benefit of numerous persons
who have expressed wonderment concerning the construction of that
great curve through the Shaffer woods by a railroad planned to
run in a direct north and south direction.
(The line was finally built to Claypool, Silver Lake, North Manchester
and Wabash. Later it was extended to Marion; then to Anderson.
The first through train was run from Anderson to Goshen on May
21, 1876.)
Railroad Crossing
In the meantime work was underway in preparation for the installation
of the crossing mechanism over the track of the Pittsburgh, Fort
Wayne & Chicago railroad (now Pennsylvania), which at that
time was a single-track line. Four giant steel castings, called
"frogs," had already arrived and were a great source
of wonder to the youngsters of the neighborhood who had frequently
heard about one railroad crossing another, but had never had an
opportunity to witness such an arrangement.
A Memorable Occasion
One morning in the early 1870's the announcement was made that
on that day the crossing would be installed. As a consequence
the youngsters were all worked up into a pitch of excitement to
witness the operation.
The old schoolhouse then stood on the corner of Market and Detroit
streets, which most of the children of that neighborhood attended.
With dismissal of school at the noon hour on the day in question,
four boys ranging in age from eight to ten years hurriedly scampered
over to the scene of the proposed crossing and made inquiry as
to the exact time the work of installation would take place. The
workmen replied, "Right after dinner." Whereupon the
lads hastened home, swallowed their dinner at one gulp, so to
speak, and rushed back to the scene, arriving there before the
men had returned. That group of boys consisted of Frank Upson,
Charlie and Ted Piper and the writer of these lines. The workmen
soon returned and proceeded to get in readiness to cut the rails
and place the steel "frogs" in position.
Justifiable Cause for
"Hookey"
But then-what a calamity! The school bell began to ring, causing
a quartet of juvenile hearts to drop to several degrees below
zero. An emergency had arisen. The lads immediately got into a
huddle. It was moved and seconded and unanimously carried to remain
on the scene and witness this auspicious event regardless of consequences.
Men Who Performed the
Task
As the writer recalled, some of those who participated in the
work were Timothy Leighton, John Hannagan, Michael Anglin and
William Deneen, for the P., F. W. & C.; and Captain Samuel
Boughter, Patrick Moore and Elias Crist for the C., W. & M.
When the "frogs" had been spiked down and the rails
connected, Engine No. 2 (the "Warsaw"), of the new road
with John Henry Porter at the throttle, crept cautiously over
the crossing, back and forth several times, until O.K.'d by the
inspectors.
Upon completion of the railroad crossing, the Warsaw, Goshen &
White Pigeon and the Grand Rapids, Warsaw & Cincinnati companies
were consolidated under the name of the Cincinnati, Wabash and
Michigan, by which name the road continued to be known until its
absorption into the Big Four system in the 1890's. When the late
Norman Beckley became general manager of the line in 1880 he had
an extension built from Goshen through Elkhart and Niles, to Benton
Harbor, Mich. For some reason, unknown to the general public,
the Big Four management a few years ago ceased to operate said
extension, and has now turned the line over to the Michigan Central,
which, like the Big Four, is a unit of the New York Central system.
Prior to the inauguration of the double-track system by the Pennsylvania
in 1900 the railroad crossing was guarded by large gates painted
a brilliant red, called targets, which were swung across the tracks
of both roads, and opened by the watchman only when a train wished
to cross. All trains were required to come to a dead stop until
the gates were opened. The first watchman at the crossing was
Robert McNeil, an old employee of the Pennsylvania who was brought
to Warsaw from Pierceton. "Uncle Robert," as he was
familiarly called, was a great favorite with the trainmen as well
as the youngsters of the community who made his shanty headquarters
for their assemblages. He was an ardent Christian and permitted
no profanity or obscene talk, using every effort to teach his
juvenile friends the importance of morality and uprightness. Upon
his retirement the duties at the crossing were assumed by Michael
Anglin, another old employee, who served until the installation
of the present interlocking system.
A Popular Engineer
John Henry Porter, the pioneer engineer above referred to, was
regarded by the youngsters of that day as a wonderful person -
"a mighty man was he." In those days the locomotives
burned wood. The wood yard and water tank for this locality were
situated north of town, a short distance from what is now Lakeside
Park. Occasionally John Henry would permit a few kids to ride
out on the engine when he went for wood and water. On one memorable
trip he permitted the writer to ring the bell and blow the whistle,
which afforded a thrill that tingled and will ever remain a bright
spot in memory. Mr. Porter re-signed his position with the road
soon after its completion and entered the employe of a Western
line. After a number of years he returned and again accepted a
position on the road as a freight conductor, which job he held
until he reached the age of retirement.
Scene of Great Activity
Back in the 1880s and early '90's the old C., W. & M. passenger
station and the freight house where adjoined it, were doubtless
the busiest places in Warsaw, at least for two or three hours
in the mornings and an equal length of time in the afternoons.
The north and south-bound passenger trains met here twice daily,
besides they were met at the adjoining junction by the Fort Wayne
accommodation train on the Pennsylvania line. The consequent activity
resulting from transfer of passengers and baggage created an atmosphere
of activity not unlike that experienced in the union stations
of the larger cities.
A Lone Survivor
All the individuals mentioned in the recital of the foregoing
railroad episode, with the single exception of the writer, have
passed into the Great Beyond-"that bourne from whence no
man returneth." Is it any wonder a feeling of loneliness
creeps over one after a retrospective review of this character?
The only person now living who was an eye-witness to the installation
of this railroad crossing and the movement of the first locomotives
over the same. Alone! All are gone! But-
Holy smoke! What's that? The reverie is broken by a noise not
unlike an approaching Kansas cyclone. Oh, yes! It's the northbound
train being towed by that new-fangled contraption which generates
a volume of snort and sneeze, spit and sputter, blow, blare and
blubber sufficient to cause a Chinese jumping-jack to become animated,
leap into a hole and try to pull the hole in after him. Just what
the correct name for this motorized mechanical monstrosity may
be is unknown to the writer but it is a fact that many residents
along its route of travel referred to it by various names, some
of which would not look well in print.
John W. Chapman Recalls
John W. Chapman, a native of Warsaw and son of the late Colonel
C. W. Chapman, who now makes his home in North Mancheser, was
in the days referred to a youth full of ambition and of a decidedly
inventive turn of mind. He designed and constructed a hand-car
which he and his associates were permitted to propel up and down
the track in the evenings when trains had ceased operations for
the day. Mr. Chapman delivered the Memorial Day address at Oakwood
Cemetery on May 30 last. In conversation with the writer after
the ceremonies he referred to those days of long ago when the
Warsaw, Goshen & White Pigeon railroad first came into being.
 Engine No. 2, the "Warsaw" of the Warsaw, Goshen & White Pigeon Railroad, first locomotive to cross the tracks of the Pennsylvania Line when the road was extended southward from Warsaw as the Cincinnati, Wabash & Michigan. |
 The Cowan Seminary, on South Detroit Street in center of block between Winona Avenue and Jefferson Street. |
|
Dispatcher's tower at railroad junction from which operated the interlocking mechanism and semaphore signals for mile distant. |
House at southwest corner of Center and Hickory streets, first Warsaw passenger station of what is now the Big Four R. R. |
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