"As early as 1816, the necessity of connecting the waters of Lake Erie with those of the Ohio River, by means of a navigable canal, was assented to, and a correspondence upon that subject was had between Hon. Ethan Allen Brown, of Cincinnati, and DeWitt Clinton, then canal commissioner of the state of New York. An act of the Ohio legislature was passed in February, 1820, authorizing the appointment of three commissioners to locate such a canal. The act also proposed to ask of the general government a grant of one or two million acres of land, the proceeds of which were to be applied to the construction of the canal. For some reason the commissioners were not appointed and no survey was made. In 1821-22, the subject of canals was again revived in the Ohio legislature, and on the 31st of January, 1822, a bill was passed authorizing an examination into the practicability of constructing a canal from Lake Erie to the Ohio River. Seven commissioners were chosen for that purpose, and competent engineers were appointed to make surveys, examinations, and estimates. Four routes were taken into consideration. The first from the Ohio River at Cincinnati to the Maumee River, and from thence to the lake; the second from Sandusky Bay to some point on the Ohio; the third to Traverse, up the Cuyahoga River, and then cross to the navigable waters of the Muskingum, thence down that stream to the Ohio; the fourth route was by way of the Grand and Mahoning Rivers. The Cuyahoga and Muskingham River route won the prize, and the Ohio and Erie Canal was constructed theron. In 1824, however, a survey was made of the Miami and Maumee River route, and an estimate of the probable cost of constructing a canal upon it was reported to the Ohio legislature at its session of 1824-25.

M. T. Williams, a member of the state board of canal commissioners, directed this survey. Samuel Forrer was the chief engineer, assisted by J. L. Williams, Francis Cleveland and Richard Howe. A great portion of the survey was through an unbroken wilderness. From where the town of St. Mary's now stands to the Auglaize River, a distance of about forty miles, no signs of civilization were visible. On the banks of the Auglaize a squatter, named Thomas McClish, had made a small improvement. Here the party had an encampment, and also at Oquanoxa's town, an Indian village, which stood up the present site of Charloe. The surveying of the Wabash and Erie Canal was commenced in 1826, but no finally completed until the autumn of 1828.

In 1827, Congress made a land grant to the state of Indiana, of one-half of the public lands on each side for a distance of five miles, of a proposed canal that would connect Lake Erie with the waters of the Wabash River. The Indiana terminus of the canal, and also of the grant, was at the mouth of the Tippecanoe River, 213 miles from the lake. The canal was constructed to Evansville, Indiana, a distance of about 500 miles from the lake.

In May 1828, Congress made a similar grant to Ohio, to aid in the construction of the Miami canal from Dayton to the lake; and also in the same act authorized the state of Indiana to convey to Ohio the right to all public lands lying within the limits of that state, upon such terms as might be agreed upon by those states. Accordingly commissioners were chosen from both states - one from each - who met at Zanesville, Ohio, in October, 1829, where Indiana, through her commissioner, agreed to surrender all lands within the limits of Ohio to the latter named state, on condition that she would construct the canal from the state line to Toledo, and give to the citizens of Indiana all the rights and privileges that were granted to the citizens of Ohio. Although the Miami canal was the first to be surveyed, yet the Indiana people were the first to begin their portion of the work.

The first ground of the Wabash and Erie was broken at Ft. Wayne in the spring of 1832. The work progressed slowly, and by the middle of 1835 only thirty-two miles had been completed. In 1840 the canal was opened between La Fayette and the east line of Indiana. Ohio was slower than Indiana to appreciate this needed channel of navigation, and Indiana, disappointed at this tardinesss, in 1840 sent their chief engineer to Columbus to urge upon the legislature of Ohio the speedy fulfillmentof their portion of the canal contract. The Ohio people commenced work immediately, and, in 1843, the final completion of the Wabash & Erie canal took place. The event was celebrated at Fort Wayne on the 4th of July of that year, and was participated in by citizens from both states, who listed to an able oration, delivered upon the occasion, by Gen. Lewis Cass.

The Miami canal was not comleted until 1845. These two canals, of which a brief history has been given, pass through Paulding county; the Wabash and Erie enters the county on the west side and passes through the northern tier of townships; the Miami enters on the south and has a course through the eastern tier of townships. They unite at the village of Junction.

The Indiana portion of the Wabash & Erie canal was entirely abandoned about the year of 1870. This, rendering worthless that portion of it between the state line and Junction, was also abandondoned by an act of the Ohio state legislature in 1888, further mention of which will be made later on under the head of "Reservoir War." The Miami is yet navigable through the county and is in a tolerable state of repairs. That these canals have been of great benefit to the county cannot be gainsaidor questioned. When in full operation, they were the great navigable lines between Toledo and Evansville, a distance of over 500 miles; and between Toledo and Cincinnati, a distance of 242 miles. Upon them was conveyed - as freight - grain, lumber, and every other commercial commodity. A daily line of packets was established for the conveyance of passengers and the United States mail. These packets were drawn by three horses, driven on a brisk trot, and changed at relays ten miles apart. The schedule time to be made was six miles an hour. Doyle & Dickey were the proprietors of the best line of packets ever established upon these canals. Junction was then the best place of transfer for the southern and western branches of the line. Once at that place, while the Wabash packet was waiting for the one from the south, its horses were all stolen, while the driver was regaling himself in a neighboring restaurant. After some inconvenience and a short delay a new team was promptly purchased and the swift gliding craft proceeded on its way. The proprietors threatened to prosecute that horse thief for obstructing the United States mail, but he was never caught. The through lines of packets were abandoned about the year of 1852, as the age of steam had at that time gained a firm footing, and railroads afforded a much more rapid transit."