A Centennial Memorial History of Allegany county, New York, Part 14

Author: Minard, John Stearns, 1834-1920; Merrill, Georgia Drew
Publication date: 1896
Publisher: Alfred, N.Y., W. A. Fergusson & co.
Number of Pages: 1102

USA > New York > Allegany County > A Centennial Memorial History of Allegany county, New York > Part 14

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" This Tract of Land contains 100,000 acres, and is situated on the Genesee River, 22 miles south of Williamsburgh, 100 east of Presque Isle, 8 north of the Pennsylvania line, and 16 west of the navigable waters of the Susquehannah. *

* * The proposed State Road from Catskill to Presque Isle and New Connecticut is now opened as far as this tract, upon which a settlement was made in October, 1802 (Angelica), since when a store has been estab- lished, " etc.

As early as 1803 some settlements had been made in Caneadea, and a road opened down the river from where the road before spoken of struck the river, to the settlements. It was from this road that the first road leading over to Friendship from the river to the Tucker place was made in 1806. At what we now call the Transit bridge a road was opened from this river road to Franklinville in 1805, pursuing a very direct course to the Ischua, crossing White and Black and Oil creeks. It was known as the " Ischua road," and has long since been abandoned. The Holland Land Company early opened a road from Leicester to Olean Point, which came to be called the " Allegany road." This entered the county at the northeast corner of Centerville, passed through that town to Rushford, thence on the valley road to Oil creek and Olean. A branch left this road at the center of Cen- terville passing out of the county at Fairview. A road of the rudest possible character passed up the river from the extreme northern limits of the county substantially following the Indian trail to Caneadea. As early as 1809 a road of the simplest and roughest kind was opened from Angelica to Olean, but it was almost impassable except in winter. In 1819 a commis-

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sion consisting of Moses Van Campen, Joseph Ellicott, Robert Troup, Charles Carroll. Philip Church, Dugald Cameron, Seymour Bouton, Sylvanus Rus- sell and William Higgins was appointed to lay out a road from Angelica by way of Van Campen's Creek to Hamilton (Olean). The "Bath and Olean Turnpike " was soon after constructed substantially covering the road already referred to, and, with a small state appropriation, was speedily com- pleted and opened as a toll-road. Over this road passed a great amount of travel from the east and southeast to Olean.

While these enterprises were being prosecuted, there were other forces at work destined to work a revolution in transportation. In 1807 Jesse Hawley discussed in the Ontario Messenger over the signature of Hercules, the feasibility, propriety and practical importance of a canal to connect Lake Erie with the Hudson. Public attention was drawn to the project, and meet- ings were held along the route of the proposed "commercial artery." The legislature was beseiged with petitions asking state aid for the enterprise; surveys were authorized, the work was put under contract, and in 1826 the completion of the Erie canal was celebrated with imposing ceremonies. This canal turned the tide of travel from Philadelphia and Baltimore to Roches- ter and York Landing, bringing the settlers of Allegany considerably nearer to the base of supplies, and affording a nearer and more stable market for their products. If a country so remote from the Erie canal could be bene- fited so much as Allegany seemed to be, the reasoning was conclusive that a canal through her territory, emptying into her lap the stores and supplies her people so much needed, and bearing upon its bosom to the seaboard her tall pines and sturdy oaks, would greatly enhance the value of her forests and promote the material interests of her people. And so the matter was talked up, and after a while meetings were held to discuss the possibility, feasibility, practicability and commercial and financial importance of a canal connecting the Erie canal and the waters of the Allegany. It is claimed that the first meeting where the project was publicly discussed was held at Cuba; that John Griffin, Daniel Raymond, Simeon C. Moore, Calvin T. Cham- berlain and Samuel Morgan, and others from Allegany and Cattaraugus counties attended. At what date the meeting was held I have been unable to ascertain. Judge Church doubtless was present, for he was one of the earliest promotors of the enterprise, although it should be mentioned that he favored the construction of a railroad instead of a canal. In this he was overruled, but the sequel proves his sagacity and wonderful foresight.

As early as 1827 Governor Clinton recommended a survey of the Gene- see Valley to ascertain the difference of elevation, the structures necessary to build, and obstacles to be overcome in constructing a canal. In 1828 a survey was made under the direction of Judge Geddes, whose report demon- strated the feasibility of the scheme; but the public did not seem ready to embark the state in the enterprise. Revolutions do not go backward, neither do projects for internal improvements. What had already been done had enlisted public attention. Enterprising and speculative men were encour-

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aged thereby to visit the region which the proposed canal was to traverse, and to view the prodigious growth of the vast forests on either side of the upper Genesee, survey the rich flats along its course, and form opinions as to the importance of the canal to this region. And so, at last, after some had even despaired of success ever crowning their efforts, the work of years of toil in bringing the matter before the public brought forth good fruit in 1834 when an act was passed authorizing a more complete survey of the proposed route, which was made under the direction of J. C. Mills, and, in May, 1836, an act was passed authorizing the construction of the Genesee Valley canal. The work was at once put under contract, and in 1837 active operations commenced. Such scenes of activity as were soon presented along the line of the proposed canal, were never before witnessed in Alle- gany. Contractors, sub-contractors, foremen, bosses, engineers, put in their appearance. Hundreds of Irishmen fresh from the "old sod," Ger- mans from "faderland," and brawny laddies from the land of Burns and Ossian, were all seen along the line in quest of work. Shanties went up, - blacksmith shops, public houses (generally of quite rude construction); quarries were opened to procure stone for aqueducts, locks and bridge abutments. Everywhere was life and activity, money was plenty, and a good market right at our doors was opened for all the farmer had to spare, making better times than have perhaps ever been experienced here before or since. Fifty-two miles were completed as early as 1840, bringing Dans- ville and Mt. Morris into close connection with Rochester and the Erie canal.

In 1842, owing to a change in the state administration, work was sus- pended, and for a few years dull times followed. The half-completed bridges, locks and aqueducts, the partially-excavated ditches and lock-pits, and here and there a section substantially finished, caused the line of the abandoned works to present a strange appearance, and covered the faces of many of our people with dismay and apprehension. In 1847 or 8 however, work was resumed, after paying large amounts in damages to contractors, in some cases (it has been estimated) enough to have completed the work, and in 1851 the canal was finished to Oramel. The work was finished to Belfast in 1853, to Rockville in 1854, and to Olean in 1856. It passed through Hume, Caneadea. Belfast, New Hudson and Cuba, and was mainly used for the transportation of lumber and shingles from Allegany and Cattaraugus coun- ties. Soon after its opening to Oramel a packet-boat, the "Frances," made regular trips from Mt. Morris and return; but it did not prove a paying investment, and was soon abandoned. Too much time had to be spent in passing the locks, and so the stages soon had it all their own way again. This canal was not a paying investment of itself, yet it contributed to largely swell the receipts of the Erie canal, and aided in converting the pine forests of Allegany into improved farms, and enriched its people. Considering the fact that the people of Allegany had been taxed for years for the construc- tion and support of the Erie canal, while the benefits received were in com-

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parison quite trifling, it was perhaps only evening up things to tax other portions of the state for the construction and maintenance of this lateral canal, which was, in the fall of 1878, abandoned to give way to the Buffalo, New York and Philadelphia railroad.

NEW YORK AND ERIE RAILROAD. About the time the practicability of railroads became an established fact, and even before, the visions of water communication with Baltimore, began to vanish like the cloud phantoms of a dream, the outlet to which the settlers of southern and central Allegany had looked for their surplus products began to close, for when compared with the great artificial waterway, "Clinton's Ditch," as the Erie canal was called by some, it was soon relegated to the rear. The Erie canal had been completed, and put into successful operation. Its effect was soon felt and seen in the thriving villages and cities, which, magic-like, sprang into exist- ence along its line, in the beautifully improved farms, which spread for miles in either direction, the great impetus which was given to agricultural pursuits and industries, the building up of new enterprises and a generally improved condition of things social as well as material. Then came the con- struction of railways in the valleys of the Mohawk and Hudson, pushing on toward Buffalo, increasing the facilities and lessening the tedium of travel, infusing more ardor, more life and animation to the people. During all these long years the people of the southern tier of counties, taxed for the construction and maintenance of the Erie canal, from which they received no apparent benefit, were groaning under what they considered unjust bur- dens, a real load of oppression, and the illusions of former years, in the way of schemes for "down river navigation," having been dissipated, had be- come restive and discouraged. Their immense pine forests were still standing, deer were still roaming its vast solitudes, and bears and wolves were yet undisturbed except by the enterprising hunter. Their eyes were strained with eagerness to discern some way of solving this great question which laid so near and affected so directly their material interests. It was a time for men of genius, of sagacity, of discernment and enterprise to come to the front. Nor did they long have to wait. Among the first in this part of the state to appreciate the importance of a railroad were Judge Philip Church, of Belvidere, and F. S. Martin, of Olean. It was at the suggestion of Judge Church that the call for the first public meeting for the promotion of the enterprise was held. This met at the court house in Angelica on the 25th day of October, 1831.

Judge Church presided at this meeting, and Asa Allen and Daniel Mc- Henry were the secretaries. Resolutions strongly favoring the enterprise were adopted, and a committee consisting of Hon. Philip Church, Gen. S. S. Haight, J. B. Cooley, Ransom Lloyd and John Collins was appointed, and instructed to enter into communication with the people of the other coun- ties interested, and a delegation was appointed to attend a railroad conven- tion, to be held at Owego in December. A committee of three from each town was appointed to confer with the committee on correspondence, circu-

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late petitions, and do any other acts considered important to the furtherance of the enterprise. The town committees were: Angelica, Andrews A. Nor- ton, Charles Davenport, Ithamar Smith; Almond, Stephen Major, Jesse Angel, Hiram Palmer; Alfred, John B. Collins, Samuel Russell, Joseph Good- rich; Andover, Sidney Frisbee, Sheldon Brewster, Elijah Hunt; Amity, A. E. Parker. B. G. Crandall, John Simons; Allen, James Wilson, J. W. Stewart, Chester Roach; Burns, William Welch, H. Halliday, J. H. Boyland; Birdsall, J. B. Welch, J. Whitman, A. C. Hull; Belfast, S. Wilson, E. Reynolds, R. Renwick; Bolivar, L. Leonard, T. Richardson, L. Evans; Cuba, John Griffin, John Bell, H. Brasted; Centerville, O. Pell, B. Bryan, William Freeman; Caneadea, A. Burr, E. Burbank, James Caldwell; Eagle, J. Grover, J. Wart. J. Wing; Friendship, S. King, William Colwell, E. Griswold; Grove, J. S. Wright, E. Smith, J. Van Ostrand; Genesee, J. S. Crandall, B. Maxson. Hiram Wilson; Hume, S. H. Pratt, C. G. Ingham, C. Mather; Haight, T. Mc- Elhney, William Andrews, J. Westfall; Independence, Q. S. White, Samuel Maxwell, S. Leonard; Rushford, M. McCall, A. J. Lyon. Lyon J. Young; Scio, J. Middaugh, B. Palmer, Asa Parks.

Quite a number of meetings were held at the larger places along the line of the proposed railroad, and public feeling in the southern counties was wrought up to a high pitch of excitement. The legislature was flooded with petitions from the people in the Southern Tier, and every inducement which could be brought to bear upon the members of both houses was resorted to, which resulted in the passage of an act of incorporation April 24, 1832 which was amended April 19, 1833.

On the 9th of August. 1833, a board of directors was elected. A pre- liminary survey had been made in 1832 by DeWitt Clinton, Jr., under direc- tion of the state authorities. In 1834, by direction of the Governor, Benja- min Wright, assisted by James Seymour and Charles Elliott, surveyed the route, beginning the work May 22d, and finishing it late in the fall. A re- organization of the company was effected in 1835, and the forty miles west from Piermont, N. J., opposite New York city, was placed under contract. The state was appealed to for aid, and in 1836 the comptroller was directed to issue $3,000,000 of state stock and take a lien on the road to that amount. It was indeed an immense undertaking. The difficulties encountered in its construction seemed at times almost insurmountable. The faint hearted despaired, the brave and determined summoned more courage, and put forth still greater efforts. The commercial revulsions and financial disturbances of 1837 had a depressing effect in retarding the prosecution of the work, if not entirely arresting it.

A renewal however, of popular meetings or conventions along the line was inaugurated, at which the propriety and justice of the state assuming control and paying the expense of building the road was urged with no little show of reason and plausibility. One of the most notable of these was held at Cuba, Feb. 1, 1839. It was composed of delegates from Allegany, Living- ston and Cattaraugus counties. The late General Micah Brooks of Living-

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ston county, ever awake to the social and material improvements of the age. was early in his enlistment in the cause of the people of the Southern Tier, attended the Cuba convention and was called to preside. Judge Alson Leavenworth of Cattaraugus. Hon. John Griffin and Gen. C. T. Chamber- lain of Allegany. were vice-presidents, and John G. Collins of Allegany and F. S. Martin of Cattaraugus were secretaries. 105 delegates took seats in the convention. In addition to the remarks of General Brooks upon assum- ing the chair the convention was addressed by Hon. J. Griffin, C. T. Cham- berlain, F. S. Martin, D. C. Woodcock, S. M. Russell. A. Leavenworth, J. G. Collins, L. Brooks and D. C. Bryan. Of the entire number whose names occur in the printed proceedings of this important meeting, it is safe to say, after careful inquiry. that only one survives, Hon. S. M. Russell of Cuba. The proceedings of this convention were published by the Olean Times of Feb. 9, 1839, and General Brooks' address appeared in an "extra " of the Livingston county Republican of February 28th.

For the purpose of conveying to the reader a correct impression of the condition of carrying trade at that time we give a few extracts from this address of Gen. Brooks.

The growing demand for increased facilities for transportation is attracting attention The Erie canal, the pride of the state, is not sufficient to supply the margin of the upper lakes, and any attempt to increase its dimensions cannot satisfy the demands of the west. As evi- dence of this fact, I will call your attention to an extract from the Detroit Free Press of May 9, 1837. "If the merchants of Baltimore and Philadelphia do not see the importance of mak- ing energetic efforts to establish a railroad communication between their own cities and Cleve- land, they must be blind and dull indeed to their own interests." Thus we see the people of Michigan calling to the cities and states of the south to extend their railroads to the shores of the lakes, while we also see a rapid transit of goods and merchandise by way of Philadelphia and Pittsburgh to Cleveland, from the 11th of February, 1837, to the 27th of May, near three months before any departure from the Erie canal by way of Buffalo. * * * The amount of goods shipped from Philadelphia by Pittsburgh to Cleveland may be estimated in some degree by the tonnage of Cleveland in the navigation of the lakes being greater than that of Buffalo. The indifference of the state of New York to any other channel of communication seems to have attracted the notice of other states. The Baltimore Register in 1836, uses this language : " The state of New York seems not to have profited by her own experience, and has made no effort to secure to herself the commerce of the valley of the Ohio, and when Baltimore and Philadelphia shall have extended their works to Pittsburgh, New York can never regain the trade of the western states." Has the city of New York no interest in an easy access to the forests of this state? Has the southern tier of counties no claim upon the distribution of justice of the state in extending to them the facilities of an intercourse with the city of New York, while our northern brethren are so highly favored ? To perfect our system of internal improve- ments, and to place the state of New York in that commanding attitude which she has the power to assume, it will be necessary to improve the Allegany river, which, connected with the Genesee Valley Canal and the New York and Erie Railroad, will open to us the boundless val- leys of the western states. Here we see the Allegany, a branch of the Western waters, far extended into the interior of our state, as a stretched-out arm, inviting the eastern states to its downward current, through the center of that extensive region which will soon hold the balance of power in the Union, and which the census of 1850 may transfer the seat of government from Washington to Cincinnati. Look at the valley of the Ohio. and what do we behold ? See

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Pittsburgh with her 50,000 inhabitants, building in one year and navigating on the Ohio forty- six steamboats, a number greater than floats upon the upper lakes, while Cincinnati, in one one year built thirty-eight. The whole number built on the Ohio being eighty-five in one year, and in all other parts of the United States only forty-nine. The daily arrival of steamboats at Cincinnati being about ten in number during the most part of the summer. When we look at the merchandise of Cincinnati, we see her made a depository of the manufacturers of the east- ern states. Carriages, harness, shoes and fabrics of every description being sent from Boston and New York by way of the Atlantic, Florida Cape and the up-stream navigation of the Mis- sissippi, to the Ohio valley, while by this channel of the Allegany may be had more easy and safe access, with half the expense. Cotton may be obtained at Pittsburgh cheaper than at New York, and here may a greater reward be given to the laborer than can be given in the New England states, and when we have the assurance of the war department that the Allegany may be so improved for half a million of dollars, as to render it navigable to Olean for steamboats of 100 tons, have we no inducement to ask from Congress that appropriation? When the dis- tributive justice of the state shall be fully extended to us, then, placed as you are at the source of the principal streams, through their gentle current may descend to every part of the Union the products of your industry. Then will the depressed condition of this section be changed, and this territory become elevated to an equality with the most favored portions of the state, and never, until these objects can be affected, shall the duties we owe to ourselves and to pos- terity be fully discharged.

In 1842, yielding to adverse circumstances and conditions, work was suspended, as was the case with most projects for internal improvements. In 1849 active operations were resumed with a maturity of judgment and engineering skill, and pushed with remarkable energy all along the line to its completion in 1851. New routes were in some places adopted, even after a large outlay of work, as in Almond, in the interest of better grades and easier and better operation. In the prosecution of the work a large quantity of rails were transported by wagons from Mt. Morris to Cuba and other points, a thing which in the light of modern railroad construction would not be entertained for a moment. As the completion of the great work drew near the excitement along the route was intense. The public mind was wrought up to such a degree that nothing short of a celebration commensu- rate to the importance of the event could be thought of.

Most elaborate preparations were made. An excursion train left Pier- mont to make the entire length of the road. Among the invited guests were President Fillmore, Daniel Webster, John J. Crittenden and other national celebrities. The coaches were profusely decorated, and nearly every place, however obscure, or hamlet-like in its pretensions, was approached amid the roar of cannon, with flags flying and banners streaming, while bands of music gave expression to the people's joy. Music and dancing, banquets and speeches, were the order of the day. And who can feel to blame them? They were really celebrating their liberation from a long bondage. That triumphal excursion train was the " proclamation of emancipation " which conferred the freedom of the world upon the people of the Southern Tier, and well might they rejoice !

When the train arrived at Belvidere it was hailed with rapture by an immense throng. Judge Philip Church presented a large flag upon which

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was represented on engine drawing a large cannon and sheaves of wheat in an open car; an Indian in ambush, with a look of surprise upon his features and his bow and arrows apparently falling from his grasp; also a startled deer running away. Beneath was this inscription:

BELVIDERE STATION. ENERGY AND SKILL.

Where the fierce redman trod his pathless way,

In search precarious, daily food to slay ;

Or hid in ambush, sprung upon his foe, Striking unseen the unexpected blow ;

Now Steam, resistless, spreads his fiery wings ;

Where want depresses, wished for plenty springs ;

Or ponderous weapons to our border draws ; Or writes on ocean waves Columbia's laws.

Boast not, proud white man, in arts of peace and war,

Look up to Heaven, and see how small you are !"

At Cuba a great crowd cheered the train as it slowed up at the station. President Fillmore, after the applause had somewhat subsided, said, " Much has lately been said about the annexation of Cuba. I should think from the great crowd of ladies and children present that Cuba had already been an- nexed." John J. Crittenden then spoke a few words and the signal was given for starting, whereupon a number of railroad men, among whom I understand was David Kirkpatrick, threw a lot of ties across the track, thus protesting most emphatically against any further progress of the train un- til the great and only Daniel Webster had been heard from. Mr. Webster appeared and amid vociferous cheering "assured the people of Cuba that this was peaceable invasion." The embargo was then removed and the train again started on its triumphal march. (It has been claimed that Mr. Webster upon that occasion was in a certain sense almost "too full for utterance.")

During the building of the road great trouble was experienced from riotous demonstrations, especially in the vicinity of Cuba. A steam ex- cavator was put in operation. This excited the ire of the shovelers as it did the work of many men. Its destruction was threatened, and to save it from the mob a guard was placed over it. On one occasion the military were called out, and a cannon was loaded and placed to command the entire main street of the village, and by such means the disturbance was quelled.

Buffalo could not rest satisfied without tapping this great western thoroughfare, and had for years been scheming for that purpose by encourag- ing the organization of the . Attica and Hornellsville Railroad Company, which was incorporated May 14, 1845, with a capital of $750,000. April 11, 1849, it procured an extension of time for completion and an act was passed April 19, 1851, allowing other roads to take stock. The capital was increased, and the corporation was allowed to purchase the Buffalo and Rochester railroad from Attica to Buffalo, and to change its name to Buffalo and New York City railroad. The construction of this road involved a large outlay

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A Centennial Memorial History of Allegany county, New York, Part 14

Author: Minard, John Stearns, 1834-1920; Merrill, Georgia Drew Publication date: 1896 Publisher: Alfred, N.Y., W. A. Fergusson & co. Number of Pages: 1102

Author: Minard, John Stearns, 1834-1920; Merrill, Georgia Drew
Publication date: 1896
Publisher: Alfred, N.Y., W. A. Fergusson & co.
Number of Pages: 1102