Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations, Part 227

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888
Publication date: 1886
Publisher: New York, W. W. Munsell & Co.
Number of Pages: 1452

USA > New York > Albany County > Albany > Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations > Part 227

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By the 25th of July, 1831, twelve months from the time when the ceremony of breaking ground was performed, the road was completed from the junction of the Western turnpike and Lydius street, Albany, to the brow of the hill at Schenec- tady, a distance of twelve and a half miles. Some defects in the first locomotive used, called the De Witt Clinton, prevented a trial before the 3d of August. On this day a trip was made in one hour and forty-five minutes, and on the 10th they ran two trains each way, with coke as fuel, making a part of the trip at the rate of thirty miles an hour.

The passenger cars were simply stage coach bodies placed upon trucks for temporary use, affording seats for fifteen or eighteen persons. August 13 a large company assembled to take a trip on the railroad, but the De Witt Clinton engine, built at the West Point foundry, in New York, proved de- fective in her boiler, and was returned for repairs. At this trial, and in previous ones, coal or coke had been used for fuel, but wood was finally adopted. On the 9th of September the De Witt Clinton was again put upon the rail, and succeed- ed in drawing a train over the road in forty-five minutes. It was not till the 22d of September that the directors advertised to take passengers, although city officials and other dignitaries had passed over the road both by steam and horse power early in Angust. The road was still uncom- pleted and used only from the junction, as it was called, two miles from the foot of State street, in Albany, from where passengers were taken to the train by stage coaches. The other terminus of the road was still at the bluff overlooking Schenectady, where passengers were again transferred to stages. The distance traversed was less than thirteen miles.

The precise time when the directors of the road felt prepared to crown the success of their labors by a grand excursion, was the 24th of September, 1831. To this demonstration, by invitation, came the State and city officials and a number of emi- nent citizens of New York. The train, drawn by the De Witt Clinton, started off with three cars and returned with five cars, making the return trip in thirty-five minutes.

In Jannary, 1832, the company reported to the Legislature that the amount actually paid and dis- bursed in the construction of the road was $483, - 215, and that $156,693 would be required to com- plete it.

In the spring of 1832 the road was completed throughout its whole line, and the inclined plane being in working order, another grand excursion was given on the 14th of May, extending from the foot of Gansevoort street, Albany, into the heart of Schenectady. The cars were drawn up the in- clined plane by means of a long rope attached to them and to a stationary engine at the top, the whole steadied and balanced by a car loaded with stone descending on the opposite track. This same ceremony was observed at both terminations of the road, occupying much time. The same style of coaches were still used. In the fall of this year a new pattern of car was built at Schenectady, more nearly like those now in use, the architecture of which was modeled from Dr. Nott's parlor stove, and was called the Gothic car.

In 1841 the inclined planes at both ends of the roads were done away with, and locomotives were used on the whole length of the road. The suc- cess of this road, and the advantages of this means of communication, although rudely constructed at great and much needless expense, became so ap- parent, that within three years railroads, duly char- tered by law, were projected in every part of the State.

The next railroad built in this section was called the Saratoga and Schenectady Railroad, and ran from Schenectady to Saratoga. This company was formed February 16, 1831, and the road was com- pleted and in operation in 1832. This road is now leased and operated by the Rensselaer and Saratoga Railroad.

In 1835 the Utica and Schenectady road was constructed, and in 1843 the Schenectady and Troy branch was built.

It will be seen at this early date in the history of railroads in this country that Schenectady enjoyed facilities for communication by rail equal to, if not surpassing, any place in the State.

In 1853 a company was formed by consolidating all the railroads then in operation, and some pro- jected roads between Albany and Buffalo, called the New York Central Railroad. This consolida- tion included the Mohawk and Hudson, the Sche- nectady and Troy, and the Utica and Schenectady Railroads. The act allowing the consolidation was passed April 2, 1853, and carried into effect May 17, 1854. This road runs from Albany to Buffalo. It was finished and in operation in 1855.

In 1869 this company consolidated with the Hudson River road, running from Albany to New York, under the corporation name of the New York Central and Hudson River Railroad, thus opening a road, under the management of one company, extending from the great lakes to the Atlantic seaport.

In 1874 this road from Albany to Buffalo was increased from two tracks to four, making it the only four-track road in the United States.

Reseller

FERRIES.

In 1869 the Schenectady and Duanesburgh road was incorporated, with a capital of $150,000, and completed 1873. It runs from Schenectady to Quaker Street, and connects at the latter place with the Albany and Susquehanna road.

In 1866 a road called the Athens Branch was constructed. It runs from Athens to Schenectady, and is now owned and operated by the New York, West Shore and Buffalo Railroad.

In 1883 the New York, West Shore and Buffalo Railroad was constructed, and runs through the western portion of Schenectady County, having a station at "South Schenectady," about two and a half miles from the city.

This completes but a necessarily brief account of the railroads in Schenectady County, which to- day form the most important business interest of this city, which can almost lay claim to the proud distinction of having been the birth-place of the great railway system of the world.

REUBEN S. ALLEN.

REUBEN S. ALLEN, the hale and hearty old gen- tleman whose features are shown in the accom- panying engraving, was born in Burlington, Vt., in 1823. When a young boy he was apprenticed to Gay & Edwards, of Winouski Falls, to learn the machinist's trade, and readily grasped the details of the business. When he was about seventeen, he was sent by Mr. Gay to Canada, to ride for a month on a locomotive engine plying on a rail- road from St. John to La Prarie, to study its work- ings. This attracted his attention to locomotive engineering, which he was destined to make his life work. At the time Mr. Allen began learning his trade, the science of steam motive power had progressed so little, that there was scarcely a steam engine in the State of Vermont, and during suc- ceeding years, Mr. Allen set up many stationary engines in Vermont, New York State and else- where, in the meantime spending one year on the steamer "Dodger," then plying on Lake Cham- plain. On March 11, 1846, he became a locomo- tive engineer, running an engine on the Whitehall and Saratoga railway. In 1850 he relinquished his place for a similar one on the N. Y. Central road, which he has kept ever since. During this time he has run engines named after every president of the road, beginning with Erastus Corning. In this long period Mr. Allen has never been injured, nor has a brakeman or passenger on his train re- ceived a scratch. Many notable persons have been carried by him, both on his regular trips and spe- cials. About twenty-five years ago he took the Russian fleet from Albany to Niagara in six and a half hours, the first time an engine ever ran so long a distance without long stops. In 1881, he ran William H. Vanderbilt's special train from Syracuse to Albany in the remarkable time of two hours and fifty minutes. Mr. Allen now runs the "flyer," which leaves Albany daily for the West at 12:15 P. M. In 1844, Mr. Allen married Miss Irene Taylor, and their union has been blessed with six children-five of them daughters. All these have

married, and twenty-three little ones say "grand- father " to the subject of our sketch. Mr. Allen has always had good health, and still possesses an iron constitution. His present home is in Sche- nectady. When he retires, as he expects to do March 11, 1886, the fortieth anniversary of the be- ginning of his life on the locomotive, he intends to publish a book relating his varied experiences among railroad men and others. After that is finished, Mr. Allen says he "will go fishing ten years," after which he will be ready to go "over the river." The veteran often receives letters from young engineers asking for advice, which he is al- ways ready to impart in his genial, whole-hearted way.

THOMAS Cox, son of Hugh Cox and Elizabeth Muir, was born in Schenectady, December 14, 1818, his parents having come from Scotland two years previously. He is one of the oldest locomo- tive engineers in the State.

EDWIN WEMPLE was for many years one of the most trusted and skillful engineers of the New York Central Railroad, and is now retired from active service with a competency.

FERRIES.

The first ferry was established, at a very early date in the history of Schenectady, at the north end of Washington street, and continued there to 1768. Some time after it was removed to the north end of Ferry street, which, at the first, terminated at the fort, but this street was afterward carried through to the river, and was called New street. This latter ferry was owned by the Borough of Schenectady, and, as far back as 1795, was leased to Abram Oathout for £50 per year.

In 1790 there was a ferry at the foot of Ferry street, then recently opened to the river, as appears by a mortgage given by Sybrant Van Schaick to Adam S. Vrooman.

In the year 1797 there were three ferries in Schenectady. The first, called the Upper Ferry, was at the foot of Washington street, and kept by Jan Bapt. Van Eps. The second was called the Middle Ferry, was one mile below the Upper Ferry, and kept by Volkert Veeder. The third was called the Lower Ferry, situated a few rods below the Middle Ferry, and was kept by John Bapt. Van Vorst.

The individuals who laid claims to the revenue received at the Upper Ferry were : Jan Bapt. Van Eps, who owned the land on both sides of Washington street ; John Sanders, who owned the opposite bank; and Joseph C. Yates, who owned the land below Van Eps on the same side.

A compromise was effected in this manner : Sanders collected all tolls from the country to the city, and Van Eps and Yates collected from the city to Glenville. There were two boats : one from foot of Washington street, owned by Van Eps, and the other from Governor's lane, owned by Yates. By compromise, the ferry rights of all persons were obtained by the Bridge Company,

HISTORY OF THE COUNTY OF SCHENECTADY.

when the Mohawk Bridge was constructed. In 1805 this ferry was called "Van Eps' Ferry."

The "Middle "ferry was discontinued about 1804, as the charter of the Mohawk Bridge Company passed the Legislature about this time, and provid- ed that no ferry should be within one mile of the bridge.

The "Lower Ferry," being without the limits pro- vided in the bridge charter, was continued in various

hands until some time in 185-, or until Volney Freeman built a bridge across the river at this point.

The most western ferry in Schenectady County was established by Harmanus Vedder, twelve miles west of the city. It was called Vedder's ferry until 1835, when it was bought by John Hoffman, and the name changed to Hoffman's ferry. It has borne this name ever since, and is still in operation.

OLD MOHAWK BRIDGE.

BRIDGES.

Probably the first bridge in Schenectady was the bridge over Mill (or Sand) Kil, on Water street. It was called the "Town Bridge" as early as 1701. It is doubtful if there was any bridge over this creek in Washington street until long after.

As early as 1716 there was a bridge across the Sparrebangh (or Sand Kil), three miles south of Schenectady, at or near the Brandywine Mill, on the old road to Albany. It was known as the Sparrebaugh Bridge.

In 1736 there was a bridge over Poenties Kil, on the " Bouwland," about two miles west of the city, called Johannes Teller's Bridge. In some old deeds it was also called the "Third Bridge."

In 1767 there was a bridge across the Cowhorn Creek, on Albany (now State) street. This was called John Baptist's Bridge. About this same date there was a bridge over Hansen (or Simon Groot's) Kill, on Wart (now Romeyn) street.

But the first bridge of importance and worthy of much note was an elliptic or arched one, built at the foot of State street over the Mohawk. It was begun in 1797, and when nearly completed, the winter following, was upset by the wind, taken down, and rebuilt on piers in 1803.

In 1808 was erected the original Mohawk Bridge across the river at the foot of Washington street. This was a suspension bridge of elegant proportions, built of wood, 900 feet in length. It was designed by the celebrated bridge architect, Theodore Burr, and was pronounced his best effort. Its comple- tion December 6, 1808, was the occasion of a

grand celebration in honor of the event. Gov. Tompkins, State Comptroller, and many other prominent men participated.

This bridge, as remembered by most of our citi- zens, gives no idea of its early appearance of sym- metry and beauty. Its subsequent disfigurement by the addition of several piers, and an unsightly covering over the whole, may have added to its solidity and ultimate preservation, but certainly destroyed all its original elegance of design and execution.

The cut we insert of this bridge was produced from a photograph taken a short time before it was taken down, in 187 -. to make room for the present structure, which spans the river on the same piers, with but little alteration, upon which stood the old bridge, which had become for many years previously an object of curiosity to travelers and tourists, and the last of its kind in the United States. The present bridge was finished in 1874, at a cost of about $60,000, and is owned, by the town of Glenville, toll being collected of all non- residents.

In about 1855, as previously stated, Freeman's Bridge was erected by Volney Freeman, who shortly after its construction became sole owner. Since the first bridge was built two other structures have been erected on the same site, caused by the destruction of the original bridges, either by natural decay or in consequence of floods. The present bridge was built in 1879-80, at a cost of $20,000. In 1875 the Freeman Bridge property was pur- chased by the town of Glenville, and is still owned by this town.

BOROUGH TOWN OF SCHENECTADY.

The aqueduct bridge, crossing the Mohawk at Rexford's Flats, was built by the State shortly after the construction of the canal aqueduct over the Mohawk at this place, about 1825. It was afterward purchased by the Rexford's Flats Bridge Company, and is still owned by this company. A new iron bridge is at present in course of construc- tion on this site.

BOROUGH TOWN OF SCHENECTADY, 1765-1798.

The inhabitants of the township of Schenectady for more than a hundred years from its first settle- ment had enjoyed no civil privileges or political rights other than those appertaining to other towns in the province.

During and subsequent to the French war, the town made rapid growth in population and impor- tance.

The commercial business, as has been stated, at this period had grown to immense proportions, bringing a large influx of foreign people to the town, and to properly rule and govern the place a stronger government was needed. The magis- trates and people were anxious to secure an in- dependent government, and in 1764 applied to Gov. Monckton for a city or a borough charter.

In accordance with this petition, Lt .- Gov. Colden, on the 22d of October, 1765, granted the inhabi- tants a borough charter, the second granted in the province. It was fashioned after an English model, with great care, formality and minuteness, worthy to be called a city charter.

Schenectady was thus created a borough town, under the corporate title of the " Mayor, Aldermen and Commonalty of the Borough Town of Sche- nectady.

The following is a list of the first officers named in the charter : Isaac Vrooman, Mayor ; John Duncan, Recorder ; Jacobus Van Slyke, John Glen, Jr., John Sanders, Daniel Campbell, John Visger and John B. Van Eps, Aldermen ; Garrit Lansing, Rynier Myndertse, Ryer Schermerhorn, Tobias Ten Eyck, Cornelius Cuyler and Hermanus Bradt, Assistants ; Thomas McIlworth, Town Clerk ; Christopher Yates, Treasurer or Chamber- lain ; Isaac Marselis and Isaac Swits, Assessors ; Barent S. Veder, Collector ; Richard Collins, High Constable ; Thomas Murray, Hermanns Terwilliger, John Van Voast, Charles Dennison, James Dunlop and John Wasson, Jr., Sub-Consta- bles; and Alexander Campbell, Sergeant of the Mace. The mayor, recorder and town clerk were to be appointed, and were removable by the Governor and Council ; the aldermen and assist- ants, assessors, collectors and constables were elected by a plurality of votes of the freemen as- sembled yearly for that purpose on the feast day of St. Michael the Archangel ; the high constable and chamberlains were named by the mayor and common council and the sergeant of the mace.

The mayor or recorder, with three or more alder- men and three or more assistants, by the name of the "Common Council of the Borough Town of

Schenectady," were to have power to make laws, ordinances, etc., for the good rule of the borough aforesaid, and the trade carried on there; for regu- lating the watermen and ferriage; for the preserving and selling the lands of Schenectady, etc., to re- main in force for twelve months. The freemen of the borough were to be such persons of lawful age as had been born therein, or such as had resided therein ten years previously, or such as had that privilege granted by the common council; and none but freemen were allowed to use any art, trade or mystery, or to expose for sale any manner of goods or wares at retail, under penalty of five pounds.

It is doubtful if this very elaborate charter was ever carried into effect ; it was altogether too com- plicated a piece of machinery for the simple-minded burghers of Schenectady. The mayor, recorder, aldermen and assistants were called together the following December to hear it read and take their official oaths ; whether they ever met again or per- formed any acts under it is not known, no records being now extant of their doings.

A fatal defect of this charter was, that it did not finally dispose of the dispute about the management of the common lands ; the trustees appointed under Arent Bradt's will did not relinquish their office and power to the new common council ; they still held and managed all the property of the town.

Soon after this charter was granted, the contest for independence began with the mother country. All local differences were merged in this, and it was not until some years after the war closed that the dispute about the public lands of the town was settled and a new city charter obtained.

GEORGE WASHINGTON.

The " Father of Our Country" visited Schenec- tady at three different times. The first occasion was soon after the revolutionary war, in the interest of the defence of the frontier. He was the guest of John Glen, who was then quartermaster of the department. The second occasion was by invitation of the citizens of Schenectady. He, in company with Gen. Philip Schuyler, rode in a carriage from Albany, on June 30, 1782. He was received with great honor by the civil and military authorities, and a public dinner given him at a hotel then situated on the south corner of State and Water streets, one of the houses spared in the great fire of 1690. It was kept at the time by Robert Clinch, formerly a drum-major under Gen. Braddock, and well known to Gen. Washington. The principal citizens of the place dined with him.

An address was made to Washington, to which he wrote the following reply :

" To the Magistrates and Military Officers of the Township of Schenectady .

"GENTLEMEN -- I request you to accept my warm-

est thanks for your affectionate address. In a cause so just and righteous as ours, we have every reason to hope the Divine Providence will still continue to crown our arms with success, and

HISTORY OF THE COUNTY OF SCHENECTADY.

finally compel our enemies to grant us that peace, upon equitable terms, which we so ardently desire.

"May you, and the good people of this town, in the meantime be protected from every insidious and open foe ; and may the complete blessings of peace soon reward your arduous struggles for the establishment of the freedom and independence of our common country. GEORGE WASHINGTON.

"SCHENECTADY, June 30th, 1782."

The third visit was in 1786, when Washington made a tour with Gov. George Clinton, Gen. Hand, and many other officers of New York as far west as Fort Stanwix. In passing through Sche- nectady, he stopped at the same hotel as on his former visit.

THE BOARD OF SUPERVISORS.

The office of Supervisor in the State of New York is of very ancient origin. It existed in the Colonial period, during which time the duties of the office were confined to auditing the ac- counts brought against the county by town officers and others, electing County Treasurers, Law Officers and a Clerk-very ancient offices in this State. The Boards of Supervisors in the different counties are now legislative bodies, having the same relation to the counties that the Assembly has to the State. From time to time, since the organization of the government, their powers have been extended over local matters, until many im- portant local laws touching the interests of their re- spective counties had, and still have, their origin in them.

The first Board of Supervisors met in the City Hall, situated on the corner of Union and Ferry streets, on the site of the present dwelling house of H. S. Barney. This building was owned by the city, and used for city purposes, till the or- ganization of the county, when suitable quarters in this building were given the county for the transaction of county business. The Board con- tinued to meet here until 1816, when the City Hall was sold to Union College, and a room was pro- vided in the present Union School building, then purchased by the city. Here the Board contin- ued to meet till the completion of the present Court House, in 1833, from which date the meet- ings of the Board were held in this building, till the present commodious quarters were provided in the County building on Union street in 1871.

THE FIRST BOARD OF SUPERVISORS for the coun- ty of Schenectady of which there is any record, met at the Court House in the city of Schenectady, on Tuesday, October 3, 1809, under the pro- visions of the Act of the State Legislature, passed March 7, 1809, forming Schenectady County, which gave to this county all the rights, powers and privileges enjoyed by the other counties of the State.

The Supervisors elected for this year were as fol- lows : Maus Schermerhorn, for First and Second wards ; Alexander McMichael, for Third ward (now Rotterdam) ;" James Boyd, for Fourth ward (now Glenville) ; William North, for Duanes-

burgh ; Lawrence Vrooman, for Niskayuna ; Alexander Murray, for Princetown. William North was chosen Moderator, Abraham Van Ingen Clerk, and Cornelius Z. Van Santvoord, County Treasurer.

The salaries of Clerk and Treasurer were fixed at fifty dollars per annum.

The following appears in the record of this year :

"Resolved, that a reward of ten dollars be al- lowed for each and every wolf which shall be killed within this county, to be paid to the person or persons producing satisfactory proof to this Board that he or they have killed the same as aforesaid."

We find in the record of proceedings for this year, and for a number of years following, that consid- erable money was paid to different persons under the provisions of this resolution.

The contingent expenses this year were $361.21; $947. 32 were returned to the city of Schenectady for repairs to Court House and Jail. The total tax levied was $2,417.11. The total valuation of real and personal estate of the county was $1, 841,- 728.

1810 .- Supervisors - Simon A. Groot, First and Second wards ; Jacob Mabie, Third ward ; John A. Vrooman, Fourth ward ; John Young, Duanesburgh ; S. J. Van Antwerp, Niskayuna ; Alexander Murray, Princetown.

The Board met April 28, at the Court House, and elected Alexander Murray, Moderator; and at the first meeting of the annual session, Oct. 2, Harmanus Peek was chosen Clerk, John Yates, County Treasurer, and Alexander G. Fonda, Coun- ty Physician. The latter appointment was the first ever made to this position.

The total amount of tax levied this year was $3,393.25.

1811 .- Supervisors-Maus Schermerhorn, First and Second wards; Jacob Mabie, Third ward ; John A. Vrooman, Fourth ward ; John Brown, Duanesburgh ; S. I. Van Antwerp, Niskayuna ; William Templar, Princetown. Tuesday, October I, Maus Schermerhorn was elected Moderator, Abraham Van Ingen, Clerk, and Cornelius S. Van Santvoord, Treasurer.

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Bi-centennial history of Albany. History of the county of Albany, N. Y., from 1609 to 1886. With portraits, biographies and illustrations, Part 227

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888 Publication date: 1886 Publisher: New York, W. W. Munsell & Co. Number of Pages: 1452

Author: Howell, George Rogers, 1833-1899; Tenney, Jonathan, 1817-1888
Publication date: 1886
Publisher: New York, W. W. Munsell & Co.
Number of Pages: 1452