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The Ohio people had the impulse to this great work from the New York people, who had built the Erie Canal from Albany to Buffalo, and whose governor, De Witt Clinton, had urged forward that work. Now, when our whole state was ablaze with joy at the action of the legislature in providing for the work, Governor Clinton was invited to come and first strike the spade into the earth in digging the new canals. He arrived by steamboat at Cleveland, where the people received him and his train of distinguished New Yorkers with rejoicings worthy of the great event. He took stage for Newark, and on the 4th of July, 1825, when our state had just come of age, in the presence of all the Ohio magnates and dignitaries, and a mighty throng of citizens, he lifted a spadeful from the ground on the Licking Summit. Governor Morrow of Ohio lifted the second spadeful, and then followed a struggle among the distinguished men as to which should lift the third. New Yorkers and Ohioans vied in filling a wheelbarrow with successive spadefuls, and a happy citizen of Chillicothe had the honor of wheeling it away and dumping it over a bank. He was the captain of a company of militia, and the crowd was so great that a squadron of cavalry had to keep a space for the speakers in the midst of their hollow square. Thomas Ewing delivered the oration, and men all round him wept for joy.

There were like scenes when the canals were completed. Multitudes gathered to see the water let into the channels which to their impatience had been so long in digging, and they took hopefully the disappointment of having it sink into the gravelly beds, before it could slowly fill the banks, instead of rushing like a flood to their brims. At Dayton, 1829, when the first fleet of three canal boats arrived from Cincinnati, it was greeted with the firing of cannon and the shouts of an immense crowd lining the canal banks. This was as it should be, and will be wherever a great work is done for the common good; and it ought never to be forgotten that the canals of Ohio were dug by Ohio men that all Ohio men might freely prosper more and more, and not that a few rich men might get richer.

After the National Road, which was our first way out, came the steam navigation of the lake and the river, and after that came the railroad, which will be our main reliance for getting back and forth over the state and to and from it, till some of the many schemes of travel through the air are realized. We cannot tell how far off the event may be; but in the mean time it is curious, if not very flattering to our Ohio pride, to learn that the first railroad enterprise within our borders was fostered by Michigan. The legislature of that state granted the charter of the Erie and Kalamazoo Railroad, which opened in 1836. The line ran from Toledo to Adrian, thirty-three miles, but when it was projected the matter was so far from serious with the legislature which authorized it, that it was granted because it was “merely a fanciful scheme that could do no harm, and would greatly please” certain citizens of Toledo; just as now a balloon line might be laughingly authorized. It was entirely successful, however, as far as the running was concerned, though the road was so hampered by the cost of fighting enemies and the expenses of building that it was seized for debt seven years later.

This has been the history of many railroads since in Ohio, and if we could read between the lines that now cobweb the map of the state, we should come to know many tales of broken fortunes and of broken hopes. The railroads are no different in this from other business enterprises, but they are different from the canals. These, as we have seen, were the work of the state for the advantage of the whole people, while the railroads were from the beginning private schemes for making money. Each kind of highway came in its time, and each in its way served the purpose of Ohio. At the time the companies began to build their railroads, the state system of canals was in its highest usefulness, and it is no wonder that the people should have regarded the railroads as fanciful schemes. No one could then have dreamed how rapidly they would increase and multiply, and that in less than fifty years they should so far surpass the canals in service to the public that some of these would be abandoned by the state, and become grass-grown ditches hardly distinguishable in their look of ancient ruin from the works of the Mound Builders. At the most there were once nine hundred miles of canals in Ohio, and now there are twelve or fourteen thousand miles of railroads. Yet the canals were a greater achievement for Ohio in 1837 than the railroads are in 1897.