The wretched creature was acquitted, but he was thoroughly frightened. He made his escape from his guards, and took to the woods, where he was some time in hiding. When he came back to the believers, he had bated nothing of his claim to divinity, but he was no longer so bold. He now told them that the New Jerusalem would not come down at Leatherwood Creek, but in the city of Philadelphia, and he departed to the scene of his glory. Three of the believers followed him over the rugged mountains and through the pathless woods, finding food and shelter by hardly less than a miracle; but they did not find the New Jerusalem at their journey’s end. Dylks had told them that where they should see the heavenly light the brightest, there they should behold the beginning of the New Jerusalem; but they nowhere saw this light, though they walked the streets of the earthly city night and day. Two of them were substantial farmers, and when they had lost all hope, and had lost even Dylks himself (for he soon vanished), they pledged their tobacco crops and so got money enough to come home, where they lived and died in the full faith that Joseph C. Dylks was God Almighty, though he never did anything to prove it but snort like a startled horse, wear long hair on foot and a halo on horseback, and fail in everything else he attempted. The third of this company of his followers, a young minister of the United Brethren, did not return for some years; then he came, well dressed and looking fat and sleek, and preached to the people on Leatherwood Creek the faith in which he had not faltered. He accounted for the disappearance of Dylks from the eyes of his other worshipers in Philadelphia very simply: he had seen him taken up into heaven.
But the people had merely his word for the fact; Dylks never descended to earth again as his apostle promised, and the belief in his divinity died out with those who first accepted him.
XX. WAYS OUT.
In 1893 Jacob S. Coxey, a respectable citizen of Massillon, started a movement in favor of good roads which took the form of a pilgrimage to Washington to petition Congress for its object. Several armies, as they were called, from different parts of the country, met in Massillon, and under Mr. Coxey’s leadership, set out on a long and toilsome march over the Alleghanies to the capital, living by charity on the way. Many of the soldiers of these armies might well have been idle and worthless persons; there were doubtless others who were sincere and sane in their hope that the representatives of the people might be persuaded to do something for bettering the highways; but the affair was so managed as to meet with nothing but ridicule, and in trying to force a hearing from Congress Mr. Coxey and some of his followers were arrested for trespassing on the Capitol grounds, and were sentenced to several weeks in jail. This ended the latest crusade for good roads from Ohio; but there is no Ohio idea more fixed than that we ought to have good roads, and this was by no means the first time that Ohio men had asked the nation to lend a hand in making them. The first time they succeeded as signally as they failed the last time; but that was very long ago, and it may surprise some of my readers to know that we have a National Road crossing our whole state, which is still the best road in it.
Almost as soon as the Western people had broken into the backwoods it became their necessity to break out again, to find and to make roads between them and the civilization they had left. The ways of the different emigrations in reaching Ohio were: for the New Engenders, through New York state to Lake Erie, and westwardly along the shore of that water; for the Pennsylvanians, through their own state to the headwaters of the Ohio, and then down the river and inwardly from it; for the Virginians, Marylanders, and Carolinians, the valley of the Shenandoah and the mountain gaps to Kentucky, and so into Southwestern Ohio. At first the white men came by the streets, as the pioneers called the trails that the buffalo and deer had made; but they soon cut traces through the woods, and later these traces became wagon roads. Of course they used the rivers wherever they could and traveled by canoe, by flatboat, by keelboat, and by ark; and there grew up on the rivers a wild life which had its adventures and heroes like the Indian warfare. The most famous of the boatmen was Mike Fink, who drank hard and fought hard, and was a miraculous shot with his rifle. He was captain of a keelboat, which was the craft mostly used in ascending the river. The flatboats were broken up and sold as lumber when they had drifted down to their points of destination on the lower rivers, but the keelboat could make a return trip by dint of pushing with a long pole on the shore side and rowing on the other; sometimes even sails were used, and then the keelboat sped up stream at the rate of fifty miles instead of twelve miles a day.
But these means of traffic and travel soon ceased to suffice. Then the Ohio people felt the need of getting out with their increasing crops, their multiplying flocks and herds, and they made their need known to the nation, to which they were everywhere akin, and the nation answered through Congress by beginning, in 1806, the National Road, which was finished by 1838, from Baltimore as far as Indiana. This road first opened the East to Ohio; then in 1811 a steamboat made its appearance on the Beautiful River, and after that steam commanded all the Southern and Southwestern waters for us, as well as those of the inland seas on the North. Then, that all these waters might be united, the state began in 1825 to build a system of canals, from Cleveland to Portsmouth and from Toledo to Cincinnati. When these canals were completed, with their branches, they gave the people some nine hundred miles of navigable waters within their own borders. The main lines were built, not by companies for private profit as the railroads have since been built, but by the people for the people, and it may be said that the great prosperity of Ohio began with them. Wherever they ran they drained the swamps and made the land not only habitable but beautiful. They were dug by Ohio people, and the sixteen millions of dollars that they cost came back into the hands of the men who gladly taxed themselves for the outlay. The towns along their course grew, and new towns rose out of the forests and prairies.
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.
