61. Randolph County Trivia

Randolph County Trivia


Journal Herald, May 22, 1948
First Television Set In Union City Is Purchased By Music Concern

The first television set in the Union City community has been purchased by Brenton's Music store, 207 North Columbia street, and will be put into operation as soon as adjustments can be made.
The set is a Belmont television receiver and arrived at the Union City business on Tuesday. A large aerial previously had been installed on top of the firm's building.


Following adjustments the set will be put in a location inside the store where there is the least interference with static.

The set cost $249.50 and its installation will be an additional $100.
John Brenton and his son, Robert, owners of the business, are now testing to see if the reception will be good enough for home use in Union City.
Technically, television can only be transmitted 40 miles with good reception. Since Union City is 71 miles from Cincinnati by air the closest city with a telecasting station, the Brentons are wondering how successful their receiver will be. They have reports that television out of Cincinnati has been received from locations 84 miles away, and Tuesday evening they were able to receive television from Cincinnati two different times.
For the present only station W. L. W. T., Cincinnati, can be received; however, telecasting stations are now being installed at Dayton and Indianapolis. In addition station W. L. W. T. is installing a booster station in Dayton, thus giving good reception to receivers in this area.
One advantage to be found in Union City is the fact that the town is on one of the highest levels in Indiana, and transmission of television is made much more receptive.


Journal Herald, June 1946
Beeson Golf Club

  Claude Barnes while playing Saturday evening on the Beeson course teed off on No. 4, his ball hit a tree and vanished. He and his party gave up the search and began play on No's. 5 and 6. Claude then discovered he had made a "hole-in-one" by shooting off No. 4 into the No. 6 bucket.
  There are witnesses to verify the truthfulness of this story.


Journal Herald, June 29, 1948
Excavating for Lynn Community Building Finished

Work is progressing rapidly on the new American Legion community building at Lynn, excavating being completed last week. All materials for actual construction have been ordered.
The structure, which will be built across the street from the school building, will be 46 feet wide and 120 feet long. First floor will be devoted to space for meeting rooms and dining room, while upstairs will be finished suitable for a skating rink.
Work is being done by Howard Marquis, Lynn contractor, who also aided in designing the building. Construction will be of Snarr blocks framed with steel.
David Clark, post commander, stated that when excavating started there was much soil to be disposed of in a short space of time and that it was sold to Lynn property owners at a nominal price per load, resulting in quite a sum of money to help pay for the digging.
The building is being constructed with funds raised by the Lynn Legion through popular subscription and from proceeds of various projects of the organization.
The Lynn post will meet July 13 at 8 p.m. in the K. of P. hall to elect officers.


Journal Herald, August 1942
Relic of 1918 to Go on Active Duty

A field gun that probably saw duty in the First World War is going back to work in World War II, but this time it may be used as part of a tank, or ship or a truck.
The gun, sent to the Spartansburg Cemetery association by the government in 1931, was sold last week as scrap and eventually will be converted into a war weapon for the present conflict.
Back in 1928 the Cemetery association bought a tract of land adjoining the cemetery, had it surveyed and set aside a plot 80 feet square for the erection of a soldiers' and sailors' monument.  Three years later the monument was completed and Ed Chenoweth of the association wrote to the government inquiring about the donation of a cannon to place on the monument.
After checking a list of available field pieces sent by the government, a cannon then in Illinois was chosen and the request was sent to the government.
When the cannon came, the committee was disappointed to find it could not be unmounted and, since it could not be mounted in such a way as to add to the beauty of the monument, it lay unused for 11 years.
The group had several opportunities to sell the cannon but since it was government property, they refused. Finally it was sold to a Winchester junk yard to be converted into scrap for armaments for the present war.
The gun was evidently made of cast iron with a brass jacket, according to the purchasers, and weighed just five pounds less than half a ton.


Journal Herald, August 1937
Winchester Youth Center

  Due to the philanthropy of Mr. and Mrs. Ed Goodrich, the youth of Winchester and vicinity will within the near future have access to what may be termed a "youth center" or community house.
  Announcement of a gift from the Goodrich's to the city of Winchester was made Sunday by Mayor John P. Clark, which when all details have been worked out and the building ready for occupancy will furnish a meeting place, under careful supervision, for the youth.
  Mr. and Mrs. Ed Goodrich recently purchased the Harry Magee property at 119 North Meridian street, just north of the Winchester Daily News and Journal-Herald offices, and will deed this property to the city as quickly as a few details have been worked out, probably this week.
   The Goodrich's have always been interested in youth, Mr. Goodrich being one of the prime movers of Boy Scout activities in Winchester and a liberal contributor financially.
  Along with the property will be donated money enough to remodel the building, the second story to be used for the caretaker's quarters, the first floor for a meeting and assembly room and the basement for recreation.
  The two-story brick building is 90 feet long and 45 feet wide, the lot being 156 by 82 1/2 feet.
  The city will file for a WPA project for complete remodeling.
  The city council in special meeting a week ago accepted the gift and a community house fund was added to the proposed 1938 budget, asking for a 3-cent levy for maintenance. Possession is expected to be taken October 1.


Journal Herald, January 17, 1948
Union City Man is Harness maker for 54 Years

It has been nearly 54 years ago since George (Bud) Schricker, of Union City, got his start as a harness maker. He is believed to be one of the few remaining men in the harness making business today.
Mr. Schricker is a man with plenty of experience in the art of making all types of harnesses. He has spent most of his life in Union City, where he formerly operated a shoe repair and harness shop, and for many years resided in Kalamazoo, Mich., working in leather and uniform factories. For the past few years he has been serving as a foreman at Birck's Hardware store, 611 Main street, Richmond, Ind.
The veteran harness maker started to work for his father, the late Henry Schricker, in Union City when he was still in knee pants.
"I was about 14 years old at the time," he said.
Harness for sulky race horses are now his specialty. He has worked for many years, however, making leather boots, leggings, both for policemen and soldiers, doctor's kits, medical satchels and leather parts for the now forgotten buggy.
At the factory in Kalamazoo, Schricker worked on a $25,000 order for the Ringling Borther-Barnum and Bailey circus. He also can remember working on the harnesses for the New Orleans Mardi Gras many years ago.
As one watched Mr Schricker make a harness for a horse which will trot around a track at some distant county fair, the process seems simple. Yet, after he begins to explain the methods used, one becomes more and more amazed. The art of making a harness is far from that which meets the eye,
As told by Mr. Schricker, this is the procedure in making an average harness:
"The leather is shipped to the store from Buffalo and Chicago tanneries. All harness leather comes from Buffalo while calf skin is shipped from Chicago.
"The leather comes bundled and is laid out on a bench.
"It is then cut into strips for the straps of the harness. Some of the leather is 'blocked' for making the saddle."
"After the strips have been cut, the leather is then blackened with an ink called 'harness ink.' This ink is rubbed into the leather by hand.
"The buckles and the hardware come next and then it is ready to be sewn into shape.
"The thread is made of nylon and is oftentimes colored to add beauty to the harness. Some parts of the harness have more strain than others. They require heavier thread.
"After the pieces of the harness have been sewed, only the finishing touches are needed.
"The buckles are shinned and more blackening is applied to make the finished product more attractive," he said.
According to Schricker, one need not worry whether the harness will fit the horse. Adjustable straps take care of that.
"They will fit any race horse," he explained.
One difficult part of making the harness is the fact that the saddle must be sewn partly by hand. Mr. Schricker also does this job.
The saddle is that piece which goes around the horse's body. It holds the loops for the straps and sulky prongs.
Schricker is kept busy. One entire side of the rear of the Richmond hardware store is devoted to making harness and other leather goods.
The old-timer in harness making ranks is well-known to many Union City people. Way back at the turn of the century, he was busy working for his father in this city. Later he operated the Schricker Shoe Repair and Harness shop on West Oak street, where the Quick Cleaners and Shoe Rebuilding store is now located. He maintains his residence on West Hickory street, but has been staying in Richmond since his employment is there.


Journal Herald, October 1954
Court House News

If you believe things aren't tough all over, take a trip to the Randolph county courthouse. The court room and judge's chambers are floating in water coming through the unfinished roof recently torn off the county building.
The county agent's office also tusseled with the unwanted shower yesterday, but now has things fairly well under control.
At 10 a.m. Tuesday, the News and Journal Herald office received a call from the county extension office saying the judiciary department was knee deep in water, using mops and buckets to try and stop the flow from draining through the floor into the lower offices.
The statement proved to be true as Judge John W. Macy, Deputy Clerk Phyllis Gray and Courtroom Bailiff George Helms were slaving away with bucket and mop and Prosecuting Attorney Zane Stohler making a hurried exit from the room upon sighting the news photographer.
For some unknown reason, tragedy was averted in the library next to the judge's chambers as water came through the ceiling on all sides of it but failed to damage any of the valuable volumes.
As in all unpleasant happenings, some fun can be had and the work of cleaning up was progressing in a happy but determined manner. Judge Macy had his work interrupted at 10:30 o'clock as court was held in the library but he quickly dispensed with the legal duties and returned to mop and bucket.
One of the biggest laughs of the affair for visitors stopping in was Deputy Clerk Phyllis Gray with mop in one hand, bucket in the other and no shoes on. It was learned through Judge Macy, the young lass had the choice between dignity or ruining a good pair of footwear. She quickly chose the barefoot role.
With threatening skies and reports of more rain on the way, the officials of the mop and bucket are wondering if they are in for a night of it. Twenty-two buckets are now placed under various dripping spots, although it is not immediately in danger, the ceiling could buckle under an intense downpour of rain.
Anyone with an extra mop or a few old buckets can surely get work without much trouble at the courthouse. Just swim into the judge's chamber and apply.


Journal Herald, March 1948
Winchester Airport is Open on Road 32; Coxey's Airport Closed

Coxey's airport is no more! That is, by that name and location.
The new operation--known as the Winchester airport--is located three miles east of Winchester on state road 32. Coxey's airport east of town on the Greenville pike is closed.
But Everett Cox still is on the job as manager.
The new airport is approved by the civil aeronautics administration as Class I and is approved by the veterans' administration for private and commercial flight training.
Private flight training of all types up to instrument rating will be given.
Mr. Cox is licensed to give C.A.A. written and flight tests for private license. William Turner is employed to assist and is licensed by the C.A.A. to give single and multi-engine training.
The new airport has sufficient length runways to accommodate twin-engine aircraft. The shop is suitable for complete aircraft maintenance and services. A competent A.E. mechanic is employed at all times.
Hanger space is provided for twelve planes and more hangers will be constructed as they are needed. The main building is equipped with modern office and rest room facilities.


Winchester Journal Herald, October 1942
Kelly Tool Co. In WW II

  An infant Winchester industry, The Kelly Tool Company, has moved from the old interurban car barn at the west side of town to a new location on Railroad Avenue at North East St., and was turning out 800 to 900 finished parts weekly to keep the Army, Navy and Air Corps. in the thick of  the fight.
(While located at the car barn the company was also known as the Kelly Gunsight Company and made parts for bomb sights. Ralph "Rudy" Litschert made lenses in his own shop for these bomb sights.)

60. WW II Japanese Bombing Of USS Marblehead - Ernest "Tag" Huffman

WW II Japanese Bombing Of USS Marblehead - Ernest "Tag" Huffman

Winchester Journal, May, 1942

Ernest (Tag) Huffman, U.S. Navy


  "I'd rather look back on it than have it coming up."

  So said Ernest "Tag" Huffman, son of Mr. and Mrs. O.M. Huffman, who yesterday was interviewed at his home south of  Winchester.
  "Tag" a member of the crew of the U.S.S. Marblehead, came home Sunday, arriving from an eastern port where the badly damaged cruiser was docked for repairs after a sensational 13,000 mile voyage following the Battle of Macassar Straits with the Japanese last February.

  Here is Tag's story as told to this writer:
  The day before the battle, a group of Japanese bombers enroute on a mission of destruction had sighted U.S. warships while they were returning to join a group of Dutch based boats after encountering a superior enemy force the day before. Knowing too well something was going to happen, everyone on the Marblehead was ready, so said Tag.
  Twenty minutes before the attack, reconnaissance planes notified the coming of the Japanese and every man was at his gun, waiting.
  As soon as the enemy planes were spotted we started firing plenty soon, but our anti-aircraft guns were to small-although we forced them to make three runs at us before they could make a hit.

  The speed of the ship and the clever maneuvers under command of the captain caused them a lot of trouble in hitting their mark. There were 37 Japanese "Betty" high-level bombers in the attack force, four groups of nine each and the leader. A smoke screen was thrown up to make them think the whole ship was on fire and thinking it was doomed they dropped no more bombs on the Marblehead, although the formation passed back and forth over it while bombing other ships.
  When asked how they felt when the bombs hit, Tag said it gave you the most helpless feeling when they never even broke formation and just kept coming on with bombs falling like someone throwing sand at you.
  In these simple words Tag made this reporter feel the utter helplessness and hopelessness of that crew of sailors on board, fighting against such great odds.

  Two direct hits were made on the Marblehead, one well forward and one at the stern. A close hit damaged the side to such an extent that upon reaching dry docks, workers worked from the hole in the side like it was a large door. The hole was approximately 12 feet across the bottom of the ship, although they did not know this until reaching Java. The only inkling of so much damage was the fact that instead of drawing the usual 18 feet of water, they were drawing 27 feet.
  The forward hit was the one which damaged the 'sick bay' where Tag was stationed. Whether it was psychic or an act of providence, it will never be known why the idea struck the third class pharmacist mate (Tag) to clear the hospital of patients. He and the other helpers got their patients out on deck and in the passageway and along with them, lay down on their stomachs.

  In describing the wreckage of the sick bay, Tag said the hospital beds, made of 2-inch pipes, were twisted and wrapped as though they were made of little wires. All of the medical supplies were lost, but for just such emergencies these supplies are set up in various points on the ship so no lack of medical care resulted. As for casualties, five sailors were killed outright from shrapnel, 11 men died from burns and concussion injuries and two died from the effects of lethal gas caused from the fires.
  Tribute to these last two who gave their lives was given by Tag for their bravery. They were ship fitters and after the bombing were checking for leaks in the smoke and water filled bottom of the ship. After the first one fell, on going down in the bottom, the other man thinking he had just tripped, followed him down and was also killed by the gas.

  Of unusual interest was the description of the damaging of the ship's rudder. The direct hit had jammed the rudder, which made it impossible to steer the ship. One of the ship fitters went down into the wreckage and with an acetelyne torch cut it loose, so that with clever manipulation it might be guided. This ship fitter, Aschenbrenner, was to have been awarded the distinguished medal of honor, but tragedy intervened as he was one of the two men who died later from the lethal gas.

  The ship was in drydock in Tjclatjap, Java for one and a half weeks and it was here the wounded were taken ashore, the more seriously wounded to a hospital up in the mountains, the less seriously to a local hospital. The latter, 17 in all, were later returned to the ship before sailing and the rest were rescued and sent to Australia before the Japanese came.
  From Java the ship sailed to Tricomola, Ceylon, where beams that had been damaged were reinforced. Due to the rough passage they knew would be between Ceylon and South Africa, this was necessary or the boat, in it's present condition would have broken in two.

  In South Africa, the important stop for repairs was made. This took three weeks, but from there they were on the last lap headed for South America. By that time they were all ready to get their feet on terra firma, so two days were spent there so that everyone might have a few hours leave.
  They came into the Port of Pernambuco, or what used to be called the Port of Recife.

  From there they were headed for the land of the free and in every word this reporter could feel the relief and happiness on reaching home port.
  Asked why the ship took the route half way around the world, Tag said that it was not only to fool the Japanese, who thought the Marblehead had gone down, but because it was the least infested waters. In all the trip, their only time of sensing danger was the spotting of three submarines, but enough so that the ship could be turned toward them and there was nothing else for them to do but submerge. The speed of the engines was exceptionally good and the submarines did not bother much as it is the slower ships which usually become the prey.

  Most of the injury to the men under Huffman's care was from burns. Most of these were more serious because of the light, tropical uniforms worn by the crew. As Tag said: "It was a lesson learned-whenever we are in action again we will put on all the clothes we can find. The heat and quickness of combustion of the bombs cause the first degree burns suffered."

  Of course this reporter was interested in what was done for hospitalization after the sick bay had been so badly damaged, but again the keen-minded men in command of the ship took care of that. The hospital was set up in the torpedo work shop, according to Tag, where just across was a room full of bunks, four deep.
  "It was bad," Tag said, "all the bunks were filled: they were lying on tables and even on the deck. But if you could have seen the reaction of all on board when the call came! We needed blankets and other supplies. Everyone gave more than his share. And talcum powder. We sent out a call for that and everyone on board, I believe, had some. I never saw so much at one time.

  Tag paid high tribute to his captain when he said:
   "He wasn't afraid of anything. He challenged every ship and well knowing the crippled condition of the Marblehead, he wouldn't run."
  Tag is now a pharmacist mate third class and will, after his furlough has expired, enter a naval hospital training school for advanced medical training.
  He is the son of Mr. and Mrs. O.M. Huffman, south of Winchester, and is now home on a thirty-day furlough, the first since August of 1939.

59. OUT FISHING!

Not really, though I bet Mr. Mick wishes he was out fishing. He's been a little busy the past couple of weeks and his audience has suffered. The Randolph County Historical Society has been ripping apart the museum, scrubbing and cleaning artifacts, and using Mr. Mick's skills shamelessly.

He's amazing, as I'm sure you've all learned. An absolute fount of knowledge in all things Randolph County so he's been helping with placement of artifacts in the new layout at the museum. He's also a master carpenter so we've had him building shelves and repairing pictures frames. The man has not had any time to do his research and I imagine he's about ready to kill us.

But the annex is done. Everything cleaned, everything in its new home.

So Mr. Mick will be back and running at full steam in the next week or so. Stay tuned and keep an eye out for more Randolph County history and the illustrious Mr. Mick.

58. Randolph County Trivia 11/6

Randolph County Trivia

1943.

  Crime Does Not Pay- Zaltsberg, Passmore, Cole, Friend, Hawley;
  "It sounded like a good idea at the time, but we don't think so much of it now," the five industrious Winchester High School pupils agreed Thursday a few minutes before the above picture was taken of them removing paint from the walk in front of the Union City High School.
  The sixth member of the group, J.R. Zaltsberg, also of Winchester, "came along just to see that the others got the job done satisfactorily." He is pictured at the extreme left wielding a big stick in the Simon Legree role. The others who are removing a bright blue "Yea, Yellow Jackets-'43" from the walk with the aid of paint remover and brushes are Sonny Passmore, Jim Passmore, Bob Cole (it was his idea), Frank Friend and Harold Hawley.
  According to our own report, the boys drove to Union City Monday night where they adorned the old bell mounted in the school yard and the school walk with various inscriptions lauding the Yellow Jackets. "This definitely was a mistake because on Wednesday night we met defeat for the first time this season....our fifteenth game," Sonny Passmore said.
  The boys were apprehended by police in Winchester after being reported by someone who saw them placing their empty paint cans in a refuse container in the uptown district. The police traced the car license number, because the person who reported them thought they had been stealing gasoline. The rest is pictorial history.
  Oh, yes! The boys wanted it mentioned that they will have to do time-and-one-half at school today for the studies they missed Thursday. School on Saturday!

1970.

  A landmark of the Ridgeville community, the former A & C Stone Quarry, will be officially opened May 30, 1971, under the name of Lake Campeinnelle, according to plans of the new owners, Mr. and Mrs. John N. Laymon of Indianapolis.
  The Laymons purchased the 65-acre stone quarry tract, located one mile east of Ridgeville, several months ago. The grounds include a 22 acre lake where quarry operations were carried on for about 40 years.
  The original quarry site contained 40 acres of the Riddlebarger estate, when operations began in 1903 under the name, A & C Stone Quarry. In 1937, the year of Ridgeville's centennial, the pit was estimated as one-fourth mile long, one-eighth mile wide and 75 feet deep. The pit area increased during the five years of operation after 1937, especially in depth.
  In 1937, the quarry employed 40 men and was running day and night. Steam power had recently been replaced with diesel engines at an installation cost of $30,000. The quarry was producing 100 tons of crushed stone per hour and in the same length of time manufacturing about 10 tons of dust.
  Laymon plans to retain as much of the area's natural wooded beauty as possible in his 10-year plan for establishing Lake Campeinnelle (incorporated under the name of Surrey, Inc.). Old stone structures, once a part of the quarry buildings, will be renovated for use as shelter houses. They will also house art and craft festivals.
  Early next year, construction will begin on a bell tower at the park entrance, housing offices and chimes. All buildings will be constructed in Tudor (Old English) style architecture, including the Laymon home to be built on the north side of the lake.
  Chimes in the bell tower will play on the half hour and hour and on holidays there will be special music. Beaches and swimming facilities will be improved, including building of some shallow swimming areas. There will be no autos or other motorized vehicles allowed in the park. These will be put in an outside parking lot. Transportation in the park will be solely on foot and by horse-drawn vehicles. Tours are planned for visitors during the first year of the park's operation.
  Other plans include a shopping center on the southeast side to contain around 40 buildings, all in Old English style and to be known as Surrey Downs. Bleachers will be erected on the northeast side to command a view of the entire lake area. Also, picnic grounds will be established in this same area.
Written by Lucille Thomas.

1919.

  May 27 has been set aside as "Rat Day" in Randolph County. The Goodrich elevators of the county and the Union City elevators have offered prizes for the boy or girl who will catch the most rats and prizes for the boy or girl who will catch the biggest rat. The judging will be done by boys and girls chopping of the rats tails and taking them to the elevators where they were killed and the amount and size will be judged there.
 Cash prizes will be given. A county prize will be given the youngster who catches the most rats.
 Boys and girls, get busy and kill all the rats and mice you can!

1962.

  A Winchester business which for 41 years has been operated by the same family is being sold, bringing to an end a continuous line of development that began as almost a pioneer effort.
  Frank Metz, who will be 80 years old on October 9, explains that he founded the Winchester Oil company in 1921 as a bulk plant wholesaling and retailing oil products. The company is situated just east of the north end of Jackson street at the railroad, and Metz recollects that the site was "a mudhole" when he first began operation.
  He started with one 12,000 gallon tank and gradually over the next few years added four more, including both fuel and gasoline tanks and later a tank of marine gasoline for outboard motors.
  In 1944, Metz's son Carl (Slim) and his wife Myrtle (Mert) took over the bulk of the operation, and the family is selling out now largely because Carl has been in poor health. Metz has also built and operated a number of filling stations, the first three-pump station in Winchester, on West Washington street when Ind. 32 was first completed, built in 1926; he also built Fountain Park station, the first two-bay three-driveway station in Winchester in 1936. Metz's other son Dale helped with early filling station operations.
  For eight years, in the early days of Funk's Speedway, Metz attended with a tankload of gasoline for the race cars, but abandoned that project when a careening racer narrowly missed his fuel truck and caused him to jump a fence to avoid being run over. Although Dale and Carl helped at first with the filling stations, Dale, now a post office employee, has for years had no part in the company business. . The Metz family also built a filling station in Ridgeville in 1930 and have operated, until now a filling station on West Washington street, Winchester.
  Gasoline was scarcely the booming business it is now, in 1921 when Metz first began. However, he remembers that as the operator of onestop improvements had been added over the years, Mr. Metz was obviously sad at leaving a business which occupied half his lifetime. "I have had very loyal patrons," he said, thinking back. "I want to express thanks on behalf of myself, my son Carl and my daughter-in-law Myrtle, to those people for their loyalty over the years."

1948.

Georgetown. Situated one mile south of Farmland on the Winchester-Windsor turnpike was the village of Georgetown, platted in 1835 on land owned by John McNeece. At one time there were six dwellings there, also a tavern or hotel, a doctor's office, a general store, a blacksmith shop and a toll gate. For probably two or more decades this village had a lucrative business catering to the emigrants using this road.
  In early spring hundreds of mover's wagons with their livestock traveled this road, some caravans not stopping, others pausing long enough for some repairs at the blacksmith shop and some loaves of bread, and again some would stop for a few days on account of sickness or to rest their jaded teams and foot sore cattle.
  Always on Sundays there would be several emigrant wagons under the trees along White River for very few of these caravans traveled on the Sabbath day. Usually there were religious services of some kind.
  Sometimes these emigrant trains consisted of half a dozen or so wagons, then again there would be as many as twenty-five or thirty wagons, several fitted for comfortable traveling and others loaded with feed for the horses and cattle and others with farming implements, tools of all kinds, seeds, such as corn, oats, potatoes, etc. There would be coops of chickens, ducks and geese. The sheep and cattle were driven but the hogs were hauled.
  The tavern or hotel was for several years under the management of Henry Huffman.
  Dr. Keener was the physician, as history records it, but much of the time there were two doctors here.
  The blacksmith shop was a busy place. Many times the smithy and his helpers worked all night setting tires, welding chains and shoeing horses so the caravan could hurry on.
  At daylight there would be the smell of wood smoke, meat cooking and coffee boiling. Soon the teams would be harnessed, wagons loaded and the emigrant train would be on its way. For some reason they usually sang when they began the days journey and many times their voices would be heard long after they were lost to sight in the morning fog along Cabin Creek.
  Many times whole families from grandparents to tiniest of grandchildren, uncles, aunts, cousins and many neighbors were going west where land was cheap and easily tended, glad to leave their small rocky farms in the eastern hills not realizing how terrible droughts, prairie fires and grasshoppers could be, but the new countries were settled with brave pioneers like these.
  As these people made good, soon there were great droves of cattle being driven east to market, sometimes hundreds of them passing Georgetown in one day.
  These hoofs churning the wet roads into knee-deep mire in early spring and in dry weather great clouds of dust followed along the way.
  Many discouraged homesick people came, caravans of them, with gaunt teams of oxen or horses, going back east to their old homes, hungry for the wooded hills, the sight of old neighbors and a good cold drink from the well at home.
  When the Indiana and Bellfountaine railroad was put through in 1852 it was a bitter disappointment to the people of Maxville, Georgetown and Windsor that it bypassed. Each year there were fewer caravans with the outfits moving west and fewer droves of cattle, hogs and sheep being driven to eastern markets. Every year more and more traveled by rail and livestock was freighted to their destination, so at last Georgetown was no more.
  Probably the toll gate was the last to go and it has been gone for sixty or seventy years.