A history of St. Lawrence and Franklin counties, New York : from the earliest period to the present time, Part 65

Author: Hough, Franklin Benjamin, 1822-1885
Publication date: 1853
Publisher: Albany, N.Y. : Little & Co.
Number of Pages: 750

USA > New York > Franklin County > A history of St. Lawrence and Franklin counties, New York : from the earliest period to the present time > Part 65
USA > New York > St Lawrence County > A history of St. Lawrence and Franklin counties, New York : from the earliest period to the present time > Part 65

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

A Rail Road began to be discussed in 1829, and a full meeting was held February 17, 1830, at Montpelier, for promoting a rail road from Ogdensburgh, and by way of lake Champlain and the valleys of Onion and Connecticut rivers, and through Concord and Lowell to Boston. A committee previously appointed, reported favorably on the plan and its

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advantages, and estimated that passengers and heavy freight could be taken over the whole route in 35 hours. They further predicted that 15 miles an hour would hereafter be performed by locomotives. On the 17th of March, 1830, a similar meeting was held at Ogdensburgh, and a committee of 12 appointed to collect information and report to a future meeting. Application was also made to congress for aid in constructing the work, but this failing, petitions were next forwarded to the state legislature, and a convention met at Malone, December 17, 1831, to pro- mote this object. This failed, but was prosecuted until May 21, 1836. The lake Champlain and Ogdensburgh rail road was incorporated with a capital of $800,000. S. Gilbert and S. Stilwell, of St. Lawrence; B. Clark and J. Stearns, of Franklin, with two from each of the counties of Clinton and Essex, and James H. Titus, of New York, were empowered : to open books for receiving stock. Some declining to act, a law of May 16, 1837, appointed Wm. H. Harrison, of New York, Wm. F. Haile, of Clinton, D. L. Seymour, of Franklin, and J. L. Russell, of St. Lawrence, in their place. About this time the plan of a rail road from Ogdensburgh directly through to Albany, was discussed. A convention met February 27, 1837, at Matildaville, for this object. The moneys subscribed for the road to lake Champlain, were first reloaned and afterwards refunded to subscribers. This company failing to organize, a convention met at Malone, August 8, 1838, and persons appointed to collect statistics. These show that there then existed in St. Lawrence county 8 iron fur- naces, yielding 3,790 tons; 7 founderies, yielding 785 tons of castings; 8 trip hammers; 63 asheries, yielding 1,815 tons of pot and pearl ashes; 6 merchant mills; 42 grist mills; 3 lead mines, yielding 1,673 tons; 1. lead pipe factory ; 1 copperas and alum works; 2 plaster mills and quar- ries, (the latter proving to be nothing but steatite, or soap stone); 4 mar- ble mills; 137 saw mills, 11 of which make 717,700 pieces of lumber annually ; 2 distilleries; 1 brewery and 2 sattinet and woolen mills. 571 tons of butter and cheese were made annually, and the whole amount of freight from the county was estimated at $117,294. In Franklin county were 6 iron works; 1 cotton factory; 17 grist mills; 49 saw mills; 2 woolen mills; 18 asheries; 12 tanneries; 3 trip hammers; 2 distilleries, and other works, yielding $23,181 worth of freight. These measures led to an act of April 18, 1838, authorizing a survey, which was executed by, Edward F. Johnson, and the expense was limited to $4000. On the 14th of May, 1840, commissioners were appointed to survey and estimate the cost of a rail road by the several routes, and the public documents of 1841 contam the results. Both of the lines surveyed passed south east through the county and penetrated the wilderness. The Port Kent route passed up the valley of the Ausable, and down the St. Regis, and thence by way of Parishville and Potsdam, to Ogdensburgh. Length, 131 miles; summit, 1,733 feet above tide; cost, 2,714,003-89; maximum grade, 95 feet going east, and 90 feet going west; least radius of curve, 800 feet. The Plattsburgh route led to Malone and Moira, whence a route by Norfolk and Columbia, and one by Potsdam, was surveyed. Summit, 1,089 feet; distance by Norfolk, 120 and by Potsdam, 122 miles; cost of the Norfolk line, $1,778,459.24; of the Potsdam route, $1,923,- 108.09; of both maximum grade, 40 feet; least radius, 1,300 feet. In connection with this report was given the probable cost of improving the nivers and Natural canal, the aggregate of which was $305,982. A con- vention met at Malone, December 22, 1840, who, through a committee, memorialized the legislature, and procured the opinions of several mili- tary men on the importance of the route as of national use in case of war.

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HISTORY OF ST. LAWRENCE

This measure failed to become a law. Nothing discouraged, the friends of this improvement continued active, and finding it impossible to obtain assistance from the state began to importune for the privilege of helping themselves ; and here they were met by the powerful opposition of the friends of the central routes, which was conciliated by their being them- selves brought to the necessity of feeling the want of votes to carry one of their measures. In the session of 1845, Messrs. Hiram Horton, John L. Russell and Asa L. Hazelton, representing these two counties, a bill was introduced and early passed the assembly, but was delayed in tlie senate till near the close of the session. At this time not less than four- teen rail road bills were before the legislature, among which was one for increasing the capital of the Syracuse and Utica road. It was partly through the influence of the friends of this road who found themselves forced to help in order to be helped, that the bill finally passed, receiving the governor's signature but twenty minutes before adjournment. This act passed May 14, 1845, incorporating the NORTHERN RAIL ROAD, for fifty years, with a capital of $2,000,000, in shares of $50, and naming David C. Judson and Joseph Barnes, of St. Lawrence; S. C. Wead, of Franklin, and others from Clinton and Essex counties, and New York, commissioners to receive and distribute stock.

Measures were taken to raise the means for a survey, and in the fall of 1845, a delegation visited Boston, to induce capitalists to undertake the work. They were advised to return and raise along the road as much as possible first, which was done; but in their absence about $10,- 000,000 of rail road stock had been taken, and their chances for success were much lessened. To set forth the advantages of the route, Mr. James G. Hopkins, of Ogdensburgh, in 1845, published a pamphlet, con- taining many documents and statistics relating to the matter. It is but justice to state that not only these estimates but those that preceded them, were so far as relates to the resources of the country, far below what time has developed. The Burlington people and those interested in the lines of New England roads connecting with. Lake Champlain, early perceived the advantages that would ensue from a line which would turn a portion of the resources of the great west through their channels. In July, 1846, Mr. James Hayward, an experienced engineer, who, since 1828, had had his attention directed to this route, was employed to sur- vey the route, who did so and reported.

In June, 1846, a company was organized at Ogdensburgh, having George Parish, president; J. Leslie Russell, of Canton, Hiram Horton, of Malone, Anthony C. Brown, of Ogdensburgh, Lawrence Myers, of Plattsburgh, Charles Paine, of Northfield, Vt., S. F. Belknap, of Windsor, Vt., Isaac Spalding, of Nashua, N. H., and Abbot Lawrence, J. Wiley Edmonds, Benjamin Reed, T. P. Chandler, and S. S. Lewis, of Boston, directors; S. S. Walley, treasurer; and James G. Hopkins, secretary. In the fall of 1847, a contract was taken by Sewall F. Belknap for the portion east of Malone, and by Chamberlain, Worral & Co., to be com- pleted within two years. Work was begun in March, 1848, at the deep cutting in Ogdensburgh, and in the fall of that year was opened to Cen- treville from Champlain river. Late in 1849, it had reached Ellenburgh ; in June, 1850, Chateaugay; October 1st, Malone; and in the same month through; the last work being done near Deer river bridge, in Lawrence.

The following are the distances between intermediate stations, in miles and hundredths: Ogdensburgh, 8-62 to Lisbon; 8.52 to Madrid; 7.48 to Potsdam; 3.00 to Knapp's Station; 7-60 to Brasher Falls and Stock-

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Grain Elevator. Ogdensburge R. R.

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nolm; 5-74 to Lawrence; 5-79 to Moira; 2.35 to Brush's Mills; 5.70 to Bangor; 6.00 to Malone; 7.37 to Burke; 4.50 to Chateaugay ; 7.50 to the Summit; 8.50 to Ellenburgh ; 8.00 to Chazy, W. S .; 5.50 to Centreville; 3.31 to Moore's (junction of Montreal and Plattsburgh rail road); 7.29 to Champlain; 4.39 to Rouse's Point. Total 117.16 miles.

Length in the several towns, in miles and hundredths: Oswegatchie, 1.97; Lisbon, 11-61; Madrid, 5.48; Potsdam, 5.98; Norfolk, 0.97; Stock- holm, 9.77; Lawrence, 7.70; Moira, 6-64; Bangor, 6-32; Malone, 8.66; Burke, 4.99; Chateaugay, 5-71; Clinton, 9-87; Ellenburgh, 3.92; Chazy, 9.49; Moore's, 9.71; Champlain, 8.23.

Height of stations above tide, in feet : Ogdensburgh, 239; Lisbon, 320; Madrid, 309; Potsdam, 320; Knapp's, 339; Stockholm and B. F., 311; Lawrence, 329; Moira, 363; Brush's Mills, 425; Bangor, 565; Malone, 703; Burke, 862; Chateaugay, 950; Summit, 1,146; Brandy Brook. 935; Ellenburgh, 892; Chazy, 573; Centreville, 378; Moore's, 243; Champlain, 130; Rouse's Point, 84. Least radius 3,000 feet, except in the village of Malone, at which all trains stop, where it is 2,000 feet; highest grade per mile going east, 27 feet; going west, 40; west of Summit no grade either way more than 27 feet.

From their report of 1852, it is learned that this road has cost, includ- ing fixtures and equipment, $5,022,121-31, and possesses very ample facilities for the transaction of the immense amount of business in the freight department. Amount of land owned in July, 1851, 30773 acres, exclusive of road way. Its buildings at that date were as follows; Wharves, docks and piers, at Ogdensburgh 4,534 feet ; at Rouse's Point, 165 feet wharf, and a pier of 1,650, which has since become a part of the bridge across Lake Champlain. Freight and passenger station at Ogdensburgh, 305 by 84 feet. One freight house at ditto, 402 by 82 feet ; fire proof engine house for six locomotives, and numerous other build- ings, the present dimensions and location of which may be seen by re- ferring to the plan of the depot grounds on our map of St. Lawrence county. Among these, the grain warehouse and elevator, shown on the opposite page, deserves notice. It is built on piles in 14 feet water, and contains 42 bins, each 30 feet deep and capable of holding 4,000 bushels each, or 12 tons of wheat. All these delivered their grain on one tract by spouts, and each can load a car with 10 tons in eight or ten minutes, the load being weighed on a platform scale in the track. The elevators are driven by a steam engine of 15 horse power, and raise daily, 16,000 to 18,000 bushels, which is weighed as received in draughts of 30 bushels, and spouted into cars or raised into the bins if stored. The cars are sent in on one track and out on another, being changed by a traverse table. Vessels laden with grain on the upper lakes, are here un- loaded with great facility, and the establishment is found to be eminently useful in promoting the business of the road. It was erected by N. Taggert, after plans by F. Pelletier the draftsman of the company, who has kindly furnished the above data. At Lisbon, Madrid, Potsdam, Stockholm, Lawrence, Moira, Bangor, Champlain and Hoyle's Landing, are depots, 50 by 100 feet : at Brush's Mills, 80 by 35 feet; at Chateau- gay, 200 by 55, a passenger station 37 by 26, and a wood and water station, 330 by 35 feet; at Rouses Point a passenger and freight house, 500 by 104 feet, a station house and hotel, 78 by 50, repair shop, 175 by 80 feet; and numerous other buildings. Since the date of the last report before us, depots have been built at Knapp's, Burke, Malone, and other places.

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HISTORY OF ST. LAWRENCE

Much opposition was met from the efforts made by the company to procure the right of bridging Lake Champalain, to enable it to connect with the eastern roads, and in the sessions of 1850, a special committee consisting of Wm. A. Dart, George Geddes and Robert Owens, Jun., was appointed, who in the recess of the legislature visited the locality and reported. An attempt was made to excite the jealousies of New York, against Boston, but an expression was obtained from the leading interests of that city disclaiming this, and concurring in the proposed im- provement, and among the objections urged, were the obstruction to navigation, the division from the trade of the canals, and consequent loss of revenue to the state, and the obstruction it would be to the fortress of the United States government, north of the road and near the boundary. This matter has been since decided, and a floating draw bridge con- structed so that trains pass freely over without hinderance.

It is less the amount of travel over this road than that of freight, that gives it importance. Being remnote from the great lines of travel, it as yet, has not generally attracted that notice which it deserves, but when its advantages come to be known and appreciated, it can not fail of draw- ing a considerable amount of New England travel going westward. The officers of the Northern Rail road, can boast of one fact which few other roads would be able to do, viz : that they have never caused the death or in- jury of a passenger who has entrusted himself to their charge. This ex- emption from accident is not due to chance, but mainly to the admira- ble precision with which the trains are run, and it is doing injustice to no one to assert, that this is principally due to the talents and ability of the chief engineer Col. CHARLES L. SCHLATTER, who has from the be- ginning had the management of the road. Every employee is instructed in his duties, and no excuses are received for any violation or neglect of them. This inexorable rule has its advantages, which are felt and ap- proved by all concerned, and it is said that men can be employed in running grains at less wages on this than on many other roads, from the feeling of security, resulting from these arrangements.

The officers of the company as given by the last, are T. P. Chandler, R. G. Shaw, Benj. Seaver, H. M. Holbrook, H. G. Kuhn, of Boston; Isaac Spaulding, of Nashua, N. H .; G. V. Hogle, of Champlain; Hiram Horton, of Malone; John Leslie Russell, of Canton; Geo. N. Seymour, and H. Van Rensselaer, of Ogdensburgh, James H. Titus, and Samuel J. Beals, of New York, directors. T. P. Chandler, president. James G. Hopkins, of Ogdensburgh, secretary. Wm. T. Eustis (office No. 14 Merchant's Exchange, Boston), treasurer. Chas. L. Schlatter, of Malone, superintendent.

The Potsdam and Watertown Rail Road originated from the dissatis- faction felt by Potsdam and Canton, in not having the Northern R. R. pass through their villages. Soon after the Rome and Cape Vincent rail road was opened, the want of a connecting link with the Northern road began to be felt, and it became an object of importance to decide whether this should connect at Ogdensburgh and run along the St. Lawrence or at a point east of this and through the interior of the county. In July 1851, a convention met at Watertown, and persons ap- pointed to collect the means for a survey ; Mr. E. H. Brodhead employed, and at a meeting held at Gouverneur, on the 8th of Jan. 1852, this re- port and survey were rendered, and a company formed the next day, under the general law of the state. In no place will the route vary three miles from a direct line; the grades will not exceed 36.96 feet to the mile, and with one exception, the shortest radius of curve does not

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exceed 2000 feet. Length 69 miles, estimated cost $293,721-50, for grading, bridging, and besides $6000 per mile for superstructure. A route was surveyed to Sackett's Harbor in connection with this.

From this time vigorous efforts were made to secure a sufficient amount of stock to commence the construction of the road, and by an act passed April 7, 1852, the company was authorized, whenever the subscription to the capital stock should amount to $5000 per mile, to exercise the powers, rights and privileges usually possessed by a company incorpo- rated under the general act. This act was considered necessary in this case, in order to secure the rights of way, and made contracts for the same. In October 1852, the sum of $750,000 having been subscribed, the directors felt themselves warranted in entering into a contract for the making of the road, and accordingly contracted with Phelps, Matoon, and Barnes, of Springfield, Mass., by which the road was to be com- pleted July 1, 1854. It will be one of the cheapest roads in the state, and must add immensely to the prosperity of the already rich and popu- lous country through which it passes. Its present officers are O. V Brainard, Eli Farwell, Hiram Holcomb, Wm. McAllaster, Wm. E. Sterling, Edwin Dodge, Barzillai Hodskin, Orville Page, Zenas Clark, Samuel Partridge, Joseph H. Sandford, Wm. W. Goulding, A. M. Adsit, directors. Edwin Dodge, president. Zenas Clark, vice president. Daniel Lee, treasurer. H. L. Knowles, secretary.

Telegraphs .- Northern New York was first brought into direct com- munication with the great cities in 1849, by means of the Canadian line of telegraphs, operating on the Morse principle. A station was estab- lished at Brockville, and another at Prescott. The New York State Line extended a branch from Watertown to Ogdensburgh, by way of the Old Military road, in the summer of 1850. The only station in the county is at Ogdensburgh. In the summer of 1851, the Vermont and Boston Line originally intended to extend only as far as Burlington, was continued on to Rouse's Point and Ogdensburgh, partly along the line of the rail road, and partly along the highway. It has stations for receiving and transmit- ting intelligence at Ogdensburgh, Canton, Potsdam, North Potsdam, Ma- lone, and Chateaugay. Both of these lines are operated on the principle of Bain's electro-chemical telegraph, and sufficient stock was taken up along the routes to defray the expense of erection.

Steam boat navigation was first attempted on the great lakes, by the building of the Ontario, in 1816, by Charles Smyth, David Boyd, Eri Lusher, Abram Van Santvoord, John I. De Graff, and their associates, who in February 1816, made an unsuccessful attempt to secure an in- corporation as the Lake Ontario Steam Boat Company, with a capital of $200,000. In their memorial before us, they state that they had pur- chased of the heirs of Robert R. Livingston and Robert Fulton, the right to the exclusive navigation of the St. Lawrence. Their steamer, which is shown at the head of this chapter, is engraved from a drawing, by Capt. J. Van Cleve. The boat was 110 feet long, 24 wide, 8 deep, and measured 237 tons. She had one low pressure cross-head engine, of 34 inch cylinder and 4 feet stroke. The latter was made at the Allaire works, New York. She was designed to be after the model of the Sea Horse, then running on the Sound near New York, and was built mainly under the direction of Hunter Crane, one of the owners. The first trip was made in 1817, and her arrival was celebrated at all the ports on the lake and river with the most extravagant demonstrations of joy, and hailed as a new era to the commerce of our inland seas, In every vil-

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lage that could muster a cannon, and from every steeple that had a bell, went forth a joyous welcome, and crowds of eager citizens from the adjoining country, thronged the shores to salute its arrival. Bonfires and illumi- nations, the congratulation of friends and the interchange of hospitali- ties, signalized the event. The trip from Lewistown to Ogdensburgh required ten days. Fare $16. Deck fare $8. Master, Capt. Mallaby, U. S. N. The Ontario continued till 1832, seldom exceeding five miles an hour, and was finally broken up at Oswego. The Frontenac, a British steamer, at Kingston, and the Walk-in-the-Water. on Lake Erie, followed soon after.

The Martha Ogden, was built at Sackett's Harbor, about 1819, with Albert Crane, managing, owner the first season. She was lost in a gale off Stoney point, and the passengers and crew saved by being landed in a basket, drawn back and forth on a rope from the wreck to the shore. No one was lost, and the engine was recovered and placed in the Onta- rio. The Sophia, originally a schooner, was fitted up as a steamer at S. Harbor, at an early day. The Robins, was another small schooner built over, but never did much business. The Black Hawk, built at French Creek, by G. S. Weeks, and owned by Smith, Merrick & Co., was used several seasons as a packet, and afterwards sold to Canadians, and the name changed to The Dolphin. The Paul Pry was built at Heuvelton, in 1830. by Paul Boynton, for parties in Ogdensburgh, and run some time on Black lake to Rossie. About 1834, she was passed into the St. Lawrence, at great delay and expense, and used as a ferry until from the affair at the Windmill, in 1838, she became obnoxious to the Canadians, and was run on Black river bay afterwards. The Rossie, a small steamer, was built near Pope's mills, about 1837, by White & Hooker, of Morris- town, and ran two seasons on Black lake. This was a small affair and proved unprofitable.

An act of January 28, 1831, incorporated the Lake Ontario Steam Boat Company ; capital, $100,000; duration till May, 1850. The affairs were to be managed by fifteen directors, and the office to be kept at Oswego. This company built the steamer United States, which was launched in November, 1831, and came out July 1st, 1832, under the command of Elias Trowbridge. Length, 142 feet; width, 26 feet beam, 55 feet over all; depth, 10 feet; engines, two low pressure ones of 40 inch cylinder and 8 feet stroke. Cost, $56,000. This steamer, so much in advance of anything that had preceded it on the American side, run on the through line till 1838, when, from having become obnoxious to the Canadians on account of the use made of her at the affair of the Windmill, she was run upon the lake only afterwards, and was finally broken up at Oswego, in 1843, and her engines transferred to the Rochester. This was the first and only boat owned by this company.

The Oswego was built at that place in 1833; of 286 tons; was used for several seasons on the through line, but after running six years, the en- gines were taken out and placed in the steamer St. Lawrence. She was changed to a sail vessel and lost. The Brownville was built on Black river, below the village of that name, in Jefferson county. In going down the St. Lawrence, she took fire and was burned to the water's edge, but was run on an island, and her crew saved. She was afterwards rebuilt, and run awhile with the former name, and subse- quently lengthened at Sackett's Harbor, and her name changed to the William Avery. The engines, built by Wm. Avery, of Syracuse, which had previously been high pressure, were changed to condensing. With a few minor exceptions, there are at present no high pressure engines

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employed on the lake or river, except in propellers. In 1834, the Wm. Avery was run between Ogdensburgh and Niagara, with W. W. Sher- man as master. She was dismantled in 1835. The Charles Carroll was built at S. Harbor, and run from Kingston to Rochester, in 1834. After- wards she was rebuilt and lengthened at Sackett's Harbor, in the summer of 1834, and her name changed to the America. Her engine was high pressure. The America, with D. Howe master, was running from Og- densburgh to Lewiston late in the season of 1834.

The Jack Downing was a very small steamer built by P. Boynton, at Carthage, Jefferson county, in 1834; drawn on wheels to S. Harbor, launched, fitted up, and intended as a ferry at Ogdensburgh; but used for this purpose a short time at Waddington, and afterwards run from Fort Covington to Cornwall. Her engine was in 1837, transferred to the Henry Burden, a boat on a novel principle, being supported on two hollow cylindrical floats and the wheel between them. It was afterwards taken by the Rideau canal to Ogdensburgh, and used a short time as a ferry.

The Oneida, of 227 tons, was built at Oswego, in 1836. A. Smith was her first master. Her owners were principally Henry Fitzhugh, of Os- wego, E. B. Allen and G. N. Seymour, of Ogdensburgh. In 1838, and during some part of 1840, she was in the employ of government. With these exceptions, this vessel made regular trips from Ogdensburgh to Lewiston, until 1845, when her engine was taken out, and she was fitted up as a sail vessel. The engine of this boat is now in the steamner British Queen, one of the American line of boats from Ogdensburgh to Montreal. Lost as a sail vessel on Lake Erie. The Telegraph, a steamer having 196 tonnage, was built near Dexter, Jefferson county, and first came out in the fall of 1836. She was owned by parties in Utica, Water- town and Sackett's Harbor. Sprague was her first captain. She was in the employ of government in the fall of 1838, the whole of 1839, and some part of the spring of 1840. Changed to a sail vessel and burnt on Lake St. Clair. The Express was built at Pultneyville, Wayne county, H. N. Throop, master and one of the owners, about the year 1839. It was used on the through line for several years, and afterwards ran from Lewiston to Hamilton. It was finally laid up in 1850. The Saint Law- rence, 402 tons, was enrolled at Oswego in 1839, the engines being the same as those which had been used in the Oswego. In 1844, it was rebuilt, and the tonnage increased to 434 tons. Her first trip was per- formed in June, 1839. Cost about $50,000. It was run till 1851, most of the time as one of the through line, when it was dismantled at French Creek. This is said to have been the first steamer on this lake, that had state rooms on the main deck. Length, 180 feet; beam, 23 feet; hold, 11 feet. In 1839, she was commanded by John Evans; in 1840-6, by J. Van Cleve. Her place on the line was supplied by the Cataract.

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A history of St. Lawrence and Franklin counties, New York : from the earliest period to the present time, Part 65

Author: Hough, Franklin Benjamin, 1822-1885 Publication date: 1853 Publisher: Albany, N.Y. : Little & Co. Number of Pages: 750

Author: Hough, Franklin Benjamin, 1822-1885
Publication date: 1853
Publisher: Albany, N.Y. : Little & Co.
Number of Pages: 750