USA > New York > Jefferson County > A history of Jefferson County in the state of New York, from the earliest period to the present time > Part 36
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At an early stage of these movements, an anxiety was felt in the towns of Brownville and Lyme, then including Cape Vin- cent, to secure the continuation of the road, and on the 13th of May, 1836, an act was passed, incorporating the Watertown and Cape Vincent Rail Road, with a capital of $50,000, and the following commissioners were named to receive stock, and organize the company: Jerre Carrier, Henry Ainsworth, Roswell T. Lee, Samuel Lockwood, Edmund Kirby, George C. Sherman, Isaac H. Bronson, and John Williams; who, in the fall of the same year, also employed Mr. William Dewey to survey the line. This was accomplished with the aid of Robert F. Living- ston and L. N. Bowlsby, and estimated as feasible at $65,429.29 for grading, by the cheapest route, and the total cost of grading and superstructure was placed at $145,965.88. Grades were found, not exceeding thirty-three feet per mile, and the distance surveyed, twenty-five miles and nineteen chains. Stock to the amount of the capital was nominally subscribed, mostly in the localities to be directly benefited, but nothing further was done, and this project, as distinct from the former, was allowed to expire.
In 1835, a charter was granted for a rail road in Canada, from Hamilton to Sandwich, and from Toronto to Sarnia, but both charters expired, and in 1845 both were renewed. In Septem- .
327
Watertown and Rome Rail Road.
ber, 1845, Sir Allen McNab, procured, in London, subscriptions to the former, of $5,500,000, of which $750,000 were paid down. This was the beginning of that system of Canadian rail roads, which may be said to form a connecting link with this, by lines of steamers, and to constitute a part of the same system.
.
In the spring of 1844, at a time when the attention of the pub- lic was not directed to this object, and it had apparently been forgotten, Mr. Dewey, who had taken an active part in the form er surveys, began writing articles for the Black River Journal as communications or editorials, and in some cases by quoting from exchange papers, extracts elucidating the advantages of railroads, he endeavored to revive the public interest in this mea- sure. In July, 1844, two thousand copies of a pamphlet entitled, " Suggestions urging the construction of a Rail Road from Rome to Watertown," were printed and distributed by him .* The sub- ject gradually became the topic of conversation, and early in 1845 a meeting was held at Cape Vincent, which, on the 1st of May, was followed by one at Mechanics' Hall in Watertown, upon a call of eighty-six citizens, at which a committee of cor- respondence was chosen, and the delegation from the county in the Legislature were instructed to use their influence in securing a renewal of the charter. Meetings were soon after held at other places, which passed strong resolutions, and numerous com- mittees were appointed to excite public attention to the object. On the 2d of August a meeting was held at Rome, and at Water- town on the 29th; a large assemblage from Oswego, Jefferson and Oneida Counties met at the Agricultural Hall and passed strong resolutions in favor of immediate action towards the con- struction of the road. On the 19th of September, pursuant to a call signed by two hundred influential citizens of Kingston, a meeting was held in that city, at which the Mayor, Thomas H. Robinson, presided. The proposed railroad to Rome met with the cordial approbation of the meeting, and a proposition was entertained for procuring a charter for the Wolf Island, Kings- ton and Toronto Rail Road to form with one from the latter place to Sandwich a continuous line to Detroit. The subscriptions to stock having amounted to $925,000, and as the charter of the road would expire in May following, the commissioners issued a circular December 26th, 1846, calling upon stock holders for authority to transfer their subscriptions to sections Nos. 1, 3, 2, from Cape Vincent to Salmon River, not with a view of con- structing these first, but to enable the company to organize and choose directors, by whom the affairs of the road could be more effectually managed. No intention was expressed of commencing work on the road until enough was se ured to complete it.
*See note in the appendix.
328
Watertown and Rome Rail Road.
On the 10th of February, 1847, a numerous and enthusiastic rail road meeting (having been several times adjourned) met at the Universalist church, Watertown. The Hon. William C. Pierrepont presided, O. V. Brainard, S Buckley, Jerre Carrier and John Whipple, were chosen vice presidents; John A. Sherman, J. H. Fisk, J. N. Rottiers, and John Binsse, secretaries. Spirit- ed addresses were made, and a series of forcible resolutions passed in favor of the speedy commencement of the work.
In March, 1847, it was announced that a sufficient amount of stock had been taken, or transferred, to build section, one and two, and on the 6th of April the stockholders completed their organization by electing the following persons directors, viz: S. N. Dexter, Charles Rice, William C. Pierrepont, Robert B. Dortater, John H. Whipple, Orville Hungerford, Norris M. Woodruff, William Smith, S. Buckley, Edmund Kirby, Jerre Carrier, Theophilus Peugnet, and Clarke Rice.
Orville Hungerford was chosen president; Clarke Rice, secre- tary, and Orville V. Brainard treasurer.
Immediately after their election, the directors proceeded to obtain a renewal of the charter, with leave to increase their cap- ital for the purpose of laying a heavier rail than was originally intended. A committee was sent to Boston and New York to solicit stock, but mostly without success, and a new effort was made at home. The proposed advantages of the road to the country were eloquently set forth in a circular, by the directors, da- ted August 20, 1847; and an urgent appeal made to the public for aid. The sum of $150,000 was at this time needed. A suf- ficient sum having been subscribed to save the charter, a meet- ing of the stock holders was held at the Court House, on the 21st of March, 1848. After several addresses by those who had been actively engaged in prosecuting the work, among whom were O. Hungerford, Clarke Rice, William Smith, William Dewey, L. J. Goodale and others. Mr. Lord, from the committee on reso- lutions, reported as follows:
" Whereas, subscriptions for stock in the Watertown, Rome and Cape Vincent Rail Road have been obtained, sufficient in amount to authorize the organization of the entire line, thus dis- pensing with the division into sections; and whereas, the stock- holders consider this contemplated improvement of vital import- ance to the northern section of the state, through which it will pass, and that the business from the country, from the lakes and from Canada, which will be drawn to it, must render the stock valuable; therefore:
Resolved, That the entire line of the road, from Rome to Cape Vincent, be considered one and indivisible, and that the faith of this company is pledged to use all lawful and proper means for
329
Watertown and Rome Rail Road.
its speedy completion, and that the directors be, and they are hereby requested to pass a resolution, fixing the northern termi- nus of the road at Cape Vincent, and enter the same in the books of the company.
Resolved, That the directors proceed without delay to the speedy construction of said road, as indicated by the charter, from Rome to Cape Vincent.
Resolved, That we, will sustain said directors, in prosecuting such project, to our utmost liabilities, and with all our influence, and that we will exert every effort in our power to aid them in procuring the balance of means requisite to the full accomplish- ment of said object.
Resolved, That in commencing a work of such magnitude, in anticipation of the great benefits which must result to our agri- cultural, manufacturing and other interests, we should not hesi- tate nor permit seeming difficulties to retard our progress, but PERSEVERE, until all obstacles are overcome and the road com- pleted."
These resolutions were enthusiastically passed.
On the of 24th April, 1848, the directors employed Isaac W. Crane, of Troy, a civil engineer, to re-survey the route, who, the same day, organized three parties, under the charge of Charles F. Smith, Octave Blanc and Henry Van Vlect, and about the middle of July the field work of the survey was completed. The summit was found to be only 190 feet above Rome, the heaviest grades towards the south being thirty, and towards the north thirty-five feet per mile. The estimated cost of superstructure was $6,062.40 per mile, and the total of grading, bridging and fencing, $442,940.62. The entire cost of the road, including engines, cars, depots, land, damages, &c., was estimated at $1,250,620.
The viewing committee of the County Agricultural Society, in their report of September, 1848, say of the vast importance of this road :---
" The farming and other interests are at this time making vigorous efforts to raise funds to construct a rail road from Cape Vincent to Rome. We are fully satisfied of its practicability, and feel safe in saying, that now is the time to put forth united efforts for securing this all-important object. We are too apt to act as though our influence was of no account in the accom- plishment of great public improvements. Is it estimated that there are 720,000 acres in the county of Jefferson. It is not a low estimate to make the benefits of the road, if it were construct- ed, to reckon the increased value of the products of the soil for the first five years at $1 per acre? Is it too much to calculate that by the first five years operation of the road, the value of the
330
Watertown and Rome Rail Road.
soil will be increased $1 per acre? Now add the increased value of the first five years products of the soil ($720,000), to the increased value of the soil (720,000), and we have $1,440,000, an amount sufficient to construct the entire road. But it is thought, by those competent to judge, that if $500,000 were subscribed in this county, the remainder could be easily obtained in the cities. Farmers of Jefferson! can we long slumber when such high interests are at stake, and neglect to come forth with united strength and reap the golden harvest that already waves in the breeze! Already a favorable charter is secured; capable and faithful officers are elected; over $300,000 of the stock is taken in the county. All we now lack is at once to take an amount of stock equal to the direct and immediate benefit we shall receive, and its speedy construction is rendered certain."
In November, 1848, work was commenced at Rome, and soon after at other important points, and the road was so far completed, as to allow the passage of trains to Camden, in the fall of 1849. On the 10th of April, 1851, the Hon. Wm. C. Pierrepont, was chosen president, in place of Orville Hungerford, deceased, and on the same day a resolution was passed for extending a branch of the road, from the located line up the river bank, into the village of Watertown.
On the 28th of May, 1851, the road was completed to Pierre- pont Manor, and a large party from Watertown, Rome, and other sections, assembled to celebrate the era of the entrance of the first rail road train into Jefferson County. The occasion passed off much to the enjoyment of all parties, which was greatly en- hanced by the elegant hospitality of Mr. Pierrepont, the president.
The first engine reached Watertown, September 5, at eleven o'clock in the night, and on the 24th of the same month, its completion to that place was again celebrated with festivities, which, in their profusion, evinced the cordiality with which the citizens of that thriving village, welcomed the completion of this long desired improvement. On the 20th of November it was finished to Chaumont, and in April, 1852, to Cape Vincent; the cars commencing regular trips on the first of May.
The contract for building the road, was taken by Phelps, Matoon and Barnes, of Springfield, Massachusetts. The rails are from the manufactory of Guest & Co., Wales, and not a single bar has broken. since the road has been in operation.
The company, to obtain the means of completing the road, has issued three classes of bonds, the first on the 1st of July, 1850, for $400,000, payable from 1858 to 1868, at the rate of $40,000 a year; the second, July 1. 1851, of $250,000, one half of which has been converted into stock; and the third, of $200,000, which was soon after converted into stock.
331
Watertown and Rome Rail Road.
The following statistical table gives the principal data con- cerning this road. It is derived from the official map, deposited in the state-engineer's office.
Length in miles.
Length in miles of grades.
Towns.
Main track.
Straight Curved Line. Line.
Total Acres.
Level.
Ascent | Descent South.
South.
Cape Vincent.
5.9826
5.2224
.7602
65.856
.9585
3.1582
1.8659
Lyme,
7.2674
7.2138
.0536
68.205
1.9928
2.3356
2.9390
Brownville,. .
8.6799
7.4589
1.2210
77.475
2.0114
4.5242
2.1443
Pamelia, ..
1.7879
1.0248
.763i
26.120
.7218
.8765
.1896
Watertown,. ..
6.8843
5.2210
1.6633
84.590
1.8875
4.2754
.7214
Adams,
7.1212
5.0422
2.079
83.890
1.1811
4.5329
1.4072
Ellisburgh, ...
9.4591
8.2610
1.1981
87.240
1.0991
3.5837
4.7763
Sandy Creek, ..
5.2793
4.6973
.5820
45.160
1.2905
.7538
3.5360
Richland, .... Albion, . .
7.5227
5.1516
2.3712
77.610|
1.0112
3.8688
2.6427
Williamstown,
7.6720
5.0993
2.5727
75.816
.1360
2.8831
4.6529
Amboy,
·4839
.2112
.2727
4.895
..
. .
.
.4839
Camden,
11.1428
7.8447
3.2981
96.120
2.7678
1.6706
6.7044
Annsvillle, .
5.3244
3.5449
1.7795
65.566
1.0252
1.6010
2.6982
Rome, .
8.5360
7.0822
1.4538
100.965
3.4259
2.7974
2.3127
..
..
2.5818
2.3773
.2045
25.490
.0922
1.4292
1.0604
Total
95.7253 75.4525.20.2728 1188.997 19.6012 38.2904 37.8339
Elevations above tide .- Rome, 442 feet; Annsville, 430.24; Fish Creek (bridge), Taberg Station, 416.44; McConnelsville, 482; Camden, 523.5; West Camden, 538; Williamstown, 682.86; Kassoag, 625 36; Sand Banks, 530; Pineville, 546; Centreville, 552.2; Richland Depot, 524.3; Sandy Creek, 556.9; Pierrepont Manor, 587.8; Adams, 596; Centre, 600; Watertown, 409-8; Black River, Bridge, 401; Brownville, 327.5; Limerick, 322-3; Chaumont, 289-2; Chaumont Bridge, 269; Three Mile Bay, 306.3; St. Lawrence River, at Cape Vincent, 250 feet. The lat- ter is derived from the survey of the engineer of the road, and differs from other measurements, several feet. Upon Burr's State Map, the elevation of Lake Ontario, above tide, is stated to be 234 feet, while the recent Canadian rail road surveys make 238} feet.
In connection with this road, and in a measure forming a part of it, is the project, now nearly completed, of con- structing a canal across a narrow part of Wolf, or Long Island, between two bays that form deep indentations upon its opposite sides, and which will afford a communication, nearly direct, be- tween Cape Vincent and Kingston, by which canal boats and small craft from the Rideau Canal, and Bay of Quinte, can pass at all times when the navigation is open, without encountering the risks of weathering the exposed points at the head of the
22
332
Watertown and Rome Rail Road.
island, which, from being opposite to the open lake, are liable to accident in rough weather. The contract was let for £14,000, to Joseph Millner, and the stock is said to be principally owned in Kingston.
In our account of Cape Vincent, page 115, we noticed the extent and number of warehouses, &c., appertaining to this road. There are also depots, built in a substantial manner, at Three Mile Bay, Chaumont, Limerick, Brownville, Watertown, Adams Centre, Adams, Pierrepont Manor, and Mannsville, in Jefferson County ; Sandy Creek, Richland, Sand Banks, Kassoag, and Williams- town, in Oswego County; and West Camden, Camden, McCon- nelsville, Taberg, and Rome, in Oneida County. Those at the two extremities of the road, and at Watertown, are of ample size; and additions are, from time to time, made to the others, as the wants of the road require. At Pierrepont Manor, an exten - sive eating house has been fitted up, affording the usual refresh- ments served at restaurants, except spirituous liquors. Over a mile of depot ground has been secured on the Erie Canal, at Rome, for lumber yards and other purposes. Since the road was first completed, in May, 1852, trains have been run daily (Sundays excepted) with great precision, and hitherto without accident resulting in loss or injury to the person of a single passenger. The directors of the road, in their report of 1852, mainly attrib- ute this regularity, and exemption from accident, to the energy and ability of J. L. Grant, assistant superintendent, and master mechanic; to which may be added, that the arrangements adopted by the late Robert B. Doxtater, the first superintendent, which have been ably continued by Mr. J. Collamer, his succes- sor, have done much to secure these results. The engineers, conductors, and others in the employ of the company, have evinced a care and interest, in the discharge of their duties, that entitle them to especial commendation.
It would be a delicate and invidious task, to particularize those who have evinced an early and abiding interest in the suc- cess of this improvement. Many we have mentioned in connec- tion with the above account, some of whom pledged large subscriptions, when the profits of the investment were uncertain, and others, without the means of aiding, pecuniarily, were not the less serviceable by the zeal with which they labored to excite and maintain that interest in the improvement, so essential to its ultimate success. The result has justified the most sanguine anticipation of its friends, and added immensely to the wealth of the country through which it passes. Few roads in the country, of the extent and cost of this, will compare with it in the value of its stock, or the success which has attended its operations.
833
Watertown and Rome Rail Road.
The following are the statistical returns of this road for the year 1852 and 1853, ending September 30. Of the former year but four months are embraced:
Capital stock, as by charter, . $1,500,000
Amount of stock subscribed and paid, September 30, 1853,
1,346,075
Amount of funded debt, 514,000
· Amount of floating debt, 234,518
Cost of grading and masonry to September 30, 1853,
701,346
Bridges,
42,150
Superstructure, including iron,
587,249
Passenger and freight stations, &c.,
98,991
Engine and car houses, shops and fixtures,
41,222
Land, land damages and fences,
160,229
Locomotives and fixtures, and snow plows,
113,528
Passenger and baggage cars,
28,033
Freight and other cars,
192,230
Engineering and agencies,
43,013
Total cost of road
$1,957,992
Length of road,
96 miles
Length of double track,
8%
Weight of rail per yard on main track,
56 lbs.
Number of engine houses and shops, ;
5
Engines, ·
18
1852.
1853.
Miles run by passenger trains,
131,672
155,251
Freight trains,
51,834
85,788
Number of passengers carried in cars,
123,982
172,500
Carried one mile,
3,940,965
5,328,273
Tons of freight carried in cars,
60,949
107,801
Carried one mile,
3,604,084
6,683,662
Average speed passenger trains, including stops, per hour,
22
In motion,
27
Freight trains in motion,
15
Average weight of passenger trains, exclusive of passengers and baggage, in tons,
66
Average weight of freight trains, exclusive of freight in tons,
200
Product of the forest in tons,
41,868
Animals,
11,950
Vegetable food,
19,425
Other agricultural products,
4,142
Manufactures,
10,570
Merchandize,
12,748
Other articles,
7,098
Expense of maintaining road,
$30,402
$40,418
Expenses of repairs of machinery,
11,862
24,233
Expenses of operating the road,
66,181
97,157
Receipts from passengers,
110,635
145,392
From freight,
104,497
179,827
From other sources,
8,260
9,682
Payments for transportation expenses,
108,446
161,808
Interest,
23,680
41,519
·Dividends,
81,513
127,609
334
Sackets Harbor and Ellisburgh Rail Road.
In the summer of 1851, the project of a rail road from Water- town to Potsdam being under discussion, it was agreed by the Watertown and Rome Rail Road Company, that if the new route would be undertaken, they would construct a branch from their present depot, up into the central part of the village. The lat- ter was commenced in 1853, and is so far advanced that it will be in use early next season. The right to taking private property . for a road way, as is enjoyed by new roads, was confirmed by an act of the session of 1853, and the requisite permission has been granted by the village authorities. A depot is to be constructed adjacent to the Woodruff House, when this work, and the Pots- dam and Watertown roads are completed.
Sackets Harbor and Ellisburgh Rail Road .- As early as May 15, 1837, a company was chartered, styled the " Trenton and Sackets Harbor Rail Road Company," capital $600,000, in which James Hough, Herman Terry, Luther Guitteau, Elisha Camp, M. K. Stow, Thomas S. Hall, Jason Fairbanks, Platt Williams, Ashley Davenport, Chester Buck, Samuel Allen, Noah M. Harger and Arphaxed Loomis were named commissioners to receive subscriptions for stock, but effected nothing. In the fall of 1848, the present road began to be discussed, with a view of connecting with the Watertown and Rome Railroad, at Adams or Pierrepont Manor. The opinion was expressed, that if the road from the harbor to one of these points was opened by the time that the other had reached it from Rome, the latter would not be continued to Watertown and Cape Vincent. Acting upon this belief, strenuous efforts were made to secure the means for prosecuting the work, and May 23, 1850, the organization was completed, and Willard Dodge, Jesse C. Dann, Samuel T. Hooker, Augustus Ford, Marcellus R. Patrick, David Hunter, C. C. Symonds, Elisha Camp, Dyer N. Burnham, Samuel Hack- ley, Green Packer, F. Wooley, and Henry Green, Jr., were cho- sen first directors. A survey had been made by Bryant C. Tilden, in 1840, and an act procured April 9, of that year, declaring the work of sufficient public utility to warrant the taking of private property for its construction, and the company was empowered to consolidate with any road with which it connected, on such terms as might be agreed upon. Soon after the company was formed, the present connection with the other road was decided upon, and a contract made with Thomas Stetson, of Boston, to build the road for $150,000-one-third in cash, one-third in stock, as the road progressed, and one-third in cash when the work was done. The road was re-surveyed by Calvin Brown, and work was begun; but the contractor failed to complete his agreement, and the work was let to Barker and Hoes, who did likewise. The company, after spending several thousand dol-
.
335
Potsdam and Watertown Rail Road.
lars in small jobs of grading, subsequently let the work to Phelps, Matoon and Barns, of Springfield, the builders of the connecting road, by whom it has been completed. By a resolution of the board of directors, passed August 20, 1850, bonds, to the extent of $150,000, were directed to be issued, redeemable in 1862, with semi-annual interest. On the 14th of November, 1850, ten miles had been graded, and on the 18th of January, 1851, but three miles of grading remained. In the returns to the state- engineer, dated December 24, 1852, $201,319.62 are reported as expended, and three-fourths of a mile of track laid. The road was finally completed with a heavy rail, and opened for the regular passage of trains on the 1st day of June, 1853. The capital of the company is $175,000. Length, eighteen miles; least radius of curve, 1,910 feet; highest grade, forty feet per mile. Trains pass over the road twice daily in each direction, in connection with the trains going south, on the Watertown and Rome Rail Road, and with the steamers of the Ontario and St. Lawrence Steam Boat Company, both up and down Lake Ontario and the St. Lawrence. An act passed by the late Con- gress, granting for the rail road the privilege of extending a wharf from the present depot, at Sackets Harbor (at the steam boat landing), in front of Madison Barracks, to the U. S. Hos- pital, that will afford, when completed, abundant facilities for transferring lumber and freight from vessels to the cars.
Sackets Harbor is acknowledged to possess the best harbor now in use on the lake, always safe and easy of access, and sheltered from storms; and an inspection of the map will show that this rail road affords a communication about twenty-five miles nearer to Rome than by way of Cape Vincent. Smithville, Hen- derson and Belleville are stations on this road. The project is now in discussion of continuing the line to Pulaski and Syracuse. Some knowledge of the commerce of Sackets Harbor, for a few years before the completion of this road, from the records of the Custom House, which show that during 1846 the exports coast- wise amounted to $1,106,986.75, and abroad to $75,345.80. The imports coastwise were $1,550,909, and abroad, $1,851.67. The aggregate tonnage, December 31, 1846, was 4,99433, and had increased in 1846, 1,66932 tons.
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