History of Chautauqua County, New York, and its people, Volume I, Part 31

Author: Downs, John Phillips, 1853- ed. [from old catalog]; Hedley, Fenwick, Y., joint ed. [from old catalog]
Publication date: 1921
Publisher: Boston, New York [etc.] American historical society, inc.
Number of Pages: 649

USA > New York > Chautauqua County > History of Chautauqua County, New York, and its people, Volume I > Part 31

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Rev. Jay Tryon Badgley, born in Blenheim N. Y., December 30, 1863, removed in 1871 with his parents to California, where he was educated in the public schools of San Jose unti prepared for college. He entered Hamiltor College in 1884, graduating in 1889, serving as. principal of Madison Academy, 1889-91; he entered Auburn Theological Seminary in 1891 and graduated in 1894. The same year he wa' called to the pastorate of the First Presby terian Church of Dunkirk, N. Y., continuing in this office for twenty-five years, resigning in 1919, when he enlarged his field of activity b:

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accepting the position of executive manager of the Chamber of Commerce of the city of Dunkirk. Mr. Badgley was married, in 1889, to Nellie Allen, of Clinton, N. Y. Children : Ralph A. Badgley, New York City representa- tive of Sherwin-Williams Company ; Mrs. Ben- jamin L. Jenks, New York City ; Mrs. Clyde R. Elms, Philadelphia, Pa .; Dr. Carl E. Badgley, instructor in surgery and anatomy, Michigan University, Ann Arbor, Mich .; J. Willard Badgley, with Atlas Crucible Steel Co., Dun- kirk, N. Y.

A Methodist Episcopal class was formed about 1833. The service was first held in the school house, later, over Parson's wagonshop. Before the Civil War the ministers were Revs. Wright, Johnson, Osborne, Warren and Tib- bitts. Under the latter a church was built in 1858. This was the forerunner of the present First Methodist Episcopal Church, now located at East Sixth and Washington streets.

Dunkirk now had reached the highest degree of prosperity that it was to enjoy for many a year, chiefly due to one able, self-reliant and unassuming citizen who never held a public office higher than pathmaster. Walter Smith did more in his day to build up his town and promote the prosperity of the county than any other citizen. Of him it has been said that "no man in the State was his superior in plan- ning, forecasting and executing grand busi- ness operations." He died September 21, 1874.

Jamestown at this time depended upon its lumber and other manufactories for its impor- tance ; Fredonia upon its trade and mercantile advantages ; while the expectations of Dunkirk were based upon its harbor, the commerce it was to bring, and the great railroad soon to terminate there.

In 1836 an act was passed authorizing a loan to the Erie Railroad Company of $3,000,000. The comptroller was directed to issue State stock to that amount. Judge R. P. Marvin, a nember of the Legislature, took an active part n securing the assistance of the State. This arge sum was expended, yet the road was not Completed and work had to be suspended. Fourteen miles were graded from Dunkirk rasterly, extending south of the present line nto Arkwright. Relics of these wasted efforts nay still be seen in the remains of cuts and ills that mark the heavy grades of the old oute up the ridge to reach the headwaters of he Conewango. Walnut creek still flows hrough an old and substantial culvert at a place in Arkwright called the Abbey, built early seventy years ago. Six or eight miles of rails were actually laid on this track from

Dunkirk along Railroad avenue. Long before the whistle of a locomotive was heard in the county, this piece of road was made itse of by Dunkirk excursion parties. Flat-cars provided with extemporized brakes, hauled up by horses to its termination, would run back to Dunkirk of their own weight. Two cars provided with temporary seats were filled with Dunkirk peo- ple on the Fourth of July, 1845, and the day enjoyed in this unique way. The ties at length went to decay and the track was abandoned.

The long delay in the completion of the Erie road of itself would have most disastrously affected the prosperity of Dunkirk, even had not a still greater calamity befallen it. The period immediately previous to 1837 had been one of apparent prosperity, and business men of the country had traded extensively upon credit. People of all classes had embarked in wild speculations, particularly in real estate.

There was a great demand for corner lots and favorable sites. Cities were laid out along the lake wherever there was a harbor. Almost every village was affected. As Dunkirk was to be the termination of the Erie railroad it be- came an unusually promising field for specu- lation. The crisis came in the spring of 1837. All the banks in New York and in the whole country suspended specie payment. Upon Dunkirk the calamity fell heaviest. The town seemed prostrated beyond all hope of recov- ery. The credit of almost every business man was blasted. Walter Smith, upon whom the fortunes of Dunkirk rested, was overwhelmed in the common fate. Fifteen notices of mort- gage foreclosures appeared in the "Fredonia Censor" of November 8, 1837, and twenty-nine filled the columns of the "Dunkirk Beacon" of March 30, 1841, evidences of the reckoning that followed the speculations of 1836. From this period forward until the Erie railroad ap- proached completion, but little effort was made in Dunkirk to recover its prestige. Its com- merce nearly left it. Steamboats only stopped there to wood up. The docks and warehouses went out of repair, their planks and timbers rotted. Dwelling houses became dilapidated ; the doors and windows of the vacant ones broken. For thirteen years the great unfin- ished Loder House was the home of bats and owls. Long piles of steamboat wood lined the road and loaded the wharves of Walter Smith and John Beggs.

In 1844 such promise existed for the future business of the town that the first bank was opened, a bank of issue, established by A. J. Webb.

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CHAUTAUQUA COUNTY AND ITS PEOPLE

been divided into shares among its owners in 1838. Of the proceeds one-fourth was to be given to the New York & Erie Railroad, pro- vided the road should be built in six years. The company failed in this, notwithstanding the time had been twice extended. When it became certain that the road would be com- pleted, the proprietors of the land made a dona- tion to the railroad company of forty or fifty acres for a depot and other purposes. Mr. Smith, after he bought out the Townsend Com- pany, purchased for the association about six hundred acres of additional land. After the railroad was completed, the property was sold and the proceeds divided among the pro- prietors.

September 22. 1841, the Erie road was opened from Piermont to Goshen, and June 7, 1843, to Middletown. In 1845 the State released its lien and authorized the original stockholders to surrender two shares of old stock and re- ceive one share of new. The road was opened to Port Jervis, January 6, 1848, to Bingham- ton, December 8, 1848, to Owego, June 1, 1849, to Elmira, October, 1849, and to Corning, Janu- ary 1, 1850, and now Horatio G. Brooks, tipon whom the destinies of Dunkirk had so often rested, risen from the position of fireman to the rank of engineer, brought his engine, No. 90, built in Boston by Hinckley & Drury, by way of the Erie Canal and Lake Erie to Dun- kirk, January 3, 1851. As if to announce his coming to cheer the hearts and retrieve the for- tunes of the people of Dunkirk, he blew the first blast of a locomotive whistle ever heard in the county of Chautauqua. May 14, of the same year, the road was opened to Dunkirk, and the New York & Erie railroad completed. We continue the story as written many years ago by Mr. Obed Edson :

The great enterprise which the people of Dunkirk had so anxiously awaited through long years of doubt and despondency was at last consummated, and a great highway of travel opened from the ocean to Lake Erie. It was the longest railroad in the world. The opening of the Pacific railroad produced no greater sensation, and was relatively an event of no greater importance than the opening of the Erie road at that time. A great celebration was held in Dunkirk to commemorate the event. Considering the interest of the occasion, the number of people assembled, the distinguished per- sons present participating in the ceremonies, the inter- esting character and the magnificence of the display, it has never been equalled by anything of the kind held in Chautauqua. President Fillmore and his cabinet and many other distinguished citizens of the nation were to be present.

The distinguished party arrived in New York from Washington, May 13, 1851, and in the evening at- tended a banquet at which Mr. Loder, the presi- dent of the Erie road, presided. At eight o'clock in the morning of May 14 a train consisting of twelve

passenger cars left New York City having on board, besides the eminent party, a host of railroad officials. It was divided into two sections, an hour apart. It was the first long excursion train that had ever run on a railroad in the world. The road was four hundred forty-five and one-half miles long. It was the first great trunk line in the United States, and the first to join the Great Lakes with the ocean. Everything was provided for the comfort and pleasure of the excur- sion party possible at that day. An observation car was made of a flat car which Daniel Webster used as a rostrum for the delivery of speeches at the stations as they came to them, and from which he viewed the scenery of the road while seated in a rocking chair provided for his comfort. The excursion was a trium- phal procession all the way. Crowds of people along the line flocked to witness it. The train stopped at Elmira over night and did not leave until ten o'clock the next morning. It was in charge of Engineer Charles H. Sherman, who at the time of his decease, and for many years before was a resident of Dunkirk. The time made for so long and so new a road is not much exceeded by the speed of trains at the present time. Between Port Jervis and Narrowsburg the re- markable run of thirty-four miles was made in thirty- five minutes. The two sections, just before they reached Dunkirk, were made into one.

During the forenoon of May 15, ten large steamers arrived loaded with passengers. Among them was the United States warship "Michigan," the steamers "Queen City," "Empire State," "Empire" and Key- stone State." Cannon were fired on the arrival of each. On the arrival of the "Michigan," one hundred guns were fired for the Union. The harbor was filled with shipping, and presented the appearance of an important maritime port. Dunkirk was filled with .people. Every arrangement that was possible in a town of its size and circumstances had been made for their comfort and entertainment. Private houses were thrown open. The railroad depot, then a covered build- ing extending over the present tracks of the Erie and Lake Shore roads, which at that time was three hun- dred feet in length, was devoted to the occasion, and the Loder House, an unfinished hotel of large propor- tions, was filled with tables loaded with eatables. Flags and streamers were string across the streets, decorated the hotels and nearly all the private houses. Upon the depot above the flags of France and England floated the Stars and Stripes. There were archways of roses and evergreens-a grand archway spanned the rail- road track, through which the train was to pass. Gov- ernor Hunt, who had arrived from Buffalo on one of the boats, held a reception at the American Hotel. The train from New York, which was expected at 1 p. m., was delayed. It consisted of twelve passenger cars, and bore besides a host of railroad officials, Millard Fill- more, the President of the United States, Daniel Web- ster, and other members of the Cabinet-the president and directors of the Erie, and many distinguished in- vited guests. It was decorated with one hundred ban- ners, each bearing an appropriate motto which had been presented by the towns and villages along the line. The train had been preceded by the locomotive "Dunkirk" as pioneer half an hour in advance. They stopped long enough at Forestville for Stephen A. Douglas and John J. Crittenden and others to make some brief remarks to the people that had assembled there. As Daniel Webster rose to speak, the dazzling sun, blazing full in his face, seemed to suggest the thought. He pointed to that orb, and in true Web- sterian phrase, commenced: "My friends, you have as beautiful a country here as yon bright sun ever shone

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upon." As the president and directors of the road stepped from the cars, the ladies of Dunkirk presented them with a banner, and Benjamin Loder made an ap- propriate reply. A procession was then formed under the direction of Noah D. Snow, marshal, led hy Dods- worth's New York Cornet Band, and marched to the depot, where tables and provisions had been prepared for the masses-two oxen, eight sheep, fifty pigs roasted whole, four loaves of bread containing five barrels of flour, twelve barrels of hot coffee, three hundred plates of sandwiches, besides a large quantity of other provi- sions were ready in the depot as a free lunch for the thousands in waiting.

The procession soon returned to the Loder House, where an excellent collation was served to the officers of the road; there the tables were beautifully decorated and the viands most inviting. Hon. George W. Pat- erson made a speech appropriate to the occasion, which ie concluded by introducing President Fillmore, who congratulated his hearers upon the completion of the road and said it was an undertaking greater in extent ind of more importance than that which had been accomplished by any private corporation in the world. He gave as a toast in conclusion: "The New York and Erie Railroad-the greatest private enterprise of the ge. All honor to the men whose enterprise has accom- ›lished this great work."

Benjamin Loder responded by giving a full history i the road, and said it was the longest ever built under me charter in the world. He was followed by other peakers, among them Stephen A. Douglas in a very loquent speech, Senator Daniel S. Dickinson of New Tork, Governor Hunt and others. The last speaker ras Dr. Peter Wilson, the educated and talented chief f the Cayuga nation of Indians. He made one of the host eloquent speeches of the occasion, eliciting great pplantse. Dr. Wilson then presented Mr. Loder a anner of the Cayuga tribes, upon which was inscribed ne pipe of peace, their national emblem.

In the meantime a meeting was held in the open air, ·here the multitude was addressed by speakers from platform on the north side of the Loder House. resident Fillmore was introduced by the Hon. G. W. atterson, and briefly addressed the people. He was allowed by Governor Washington Hunt, William A. raham, the Secretary of the Navy, and John J. Crit- nden of Kentucky, Attorney-General, who made a ery eloquent speech. Joseph Hoxie, of New York, ldressed the people in a humorous way, and was fol- wed by Senator William H. Seward. Soon after the mmencement of the speechmaking, calls were made r Daniel Webster, which were persisted in until he peared. Many other distinguished men were present :sides those that have been named, among them Wil- im L. Marcy, the Secretary of War in Polk's ad- inistration during the war with Mexico, Nathan L. all, Postmaster-General, Senator Fish, and Christo- ter Morgan, Secretary of State of New York. The 'eakers, among whom were many from the South, in le course of their remarks betrayed their concern for le stability of the nation-they showed that they were onscious that grave questions were beginning to treaten it. They often referred to the importance of te Union of States, and the value of the Erie road as a Ind of union between the East and West. They ex- lessed the hope that other railroads would be built Inding the North to the South, and the whole Union tgether in iron bonds. There were there on that (casion many representative men, both from the North ad the South, who a little later were leaders upon te opposing sides in the great Civil War that soon ¿ erwards desolated the land. (This was on the 15th

of May, 1851; on the 15th of April, 1861, Fort Sumter fell, less than ten years later.)

The evening was occupied by the firing of cannon, ringing of bells, bonfires and illuminations. A grand display of fireworks such as had never before been be- held in the county, and music by Dodsworth's New York Cornet Band, entertained the people to a late hour. No accident or other occurrence marred the good feeling, or interrupted the festivities of the occa- sion. Different estimates have been made of the num- ber of people present on that day. None goes lower than fifteen thousand, while many estimate the num- ber as high as thirty thousand. The President and most of the visitors left Dunkirk on Friday, the day after the celebration. Mr. Webster, however, remained until Saturday, when he left for Buffalo. Before his departure he addressed the citizens of Dunkirk at some length, mainly upon the subject of internal improve- ments.

Before the month in which occurred the great rail- road celebration was over, the New York & Erie rail- road commenced running five passenger trains from Dunkirk to New York daily: three were first class, and two were second class trains. The fare to New York by the former was eight dollars, by the latter five dol- lars. The gauge of the road was originally six feet, which was supposed at the time to give an advantage over a narrow-gauge in the shipment of freight. Par- ticular attention was given to the transportation of stock. The fine steamers "Niagara." "Queen City" and "Detroit" commenced to navigate Lake Erie in connection with the railroad to Cleveland, Toledo and Detroit. The fare for a passage to the latter place was four dollars. The arrival and departure of these large boats and of others of less importance gave the harbor a maritime appearance that it has never since equalled.

Within a year after the New York & Erie railroad was completed to Dunkirk, another important railroad was in operation which gave increased importance to the place. The Buffalo & Erie Railroad Company was organized as early as April 14, 1832. The route was surveyed and located nearly all the way to the State line, but as work was not commenced upon it within four years as required by its charter the enterprise failed. This attempt to build a road along the shore of Lake Erie was followed by the incorporation of the Buffalo & State Line Railroad Company, June 6, 1849. The road was in a great measure originated by the enterprise of the people of Fredonia, and a large por- tion of its stock subscribed by them. It was at first located through that village and considerable grading was done on that route, but it was at last decided by the directors to build the road by the way of Dunkirk. On the Ist of January, 1852, this road was opened from the State line of Pennsylvania to Dunkirk, and on February 25th to Buffalo, with a gauge of four feet, eight and one-half inches. The railroad that at this time was being built from Ohio to meet this road was being laid with a four-foot ten-inch gauge. This led to a strife for the point where the gauge of the roads should change. The people of Erie made a strong effort to have the six-foot gauge extended to Erie. As it would involve a reshipment of freight it was thought that the point where the gauge should change would be of great business importance.

The struggle resulted in what was called the "Har- bor Creek War," and the tearing up of five or six miles of track in that town in Erie county, Pennsylvania, by a mob. The war ended, however, without bloodshed. The road being completed from Buffalo to Erie, no longer was the traveler obliged to journey along the

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CHAUTAUQUA COUNTY AND ITS PEOPLE

sandy beech of the lake, or plod through the "Four Mile Wood" or the "Cattaraugus Swamp" to reach Chautauqua county from the east. By the subsequent consolidations of the various roads between Buffalo and Chicago the Buffalo & State Line railroad finally became a part of the Lake Shore & Michigan South- ern railway.

After other branches of the Erie railroad were completed, the line of the road to Dun- kirk became of minor importance, and the Erie line of lake steamers was withdrawn, this greatly reducing the importance of Dunkirk as a lake port.

Dunkirk, which had been the smaller of the leading villages of the county, began to take higher position in business and in public affairs after the completion of the Erie railroad. One of the earliest industries to settle there was the making of candles, a business established by Wilson and Harmon Camp, who moved from Sinclairville about 1848 and built a much larger factory and engaged extensively in the manufacture of candles. In addition to new industries, men of strong and enterprising character came, mechanics and professional man, founders of later well-known Dunkirk families. In 1858 the Armory, which later be- came the City Hall, was built by the State, and in 1859 the town of Dunkirk was set off from Pomfret. Prior to this action there had been no town meetings held in Dunkirk vil- lage, although efforts had been made to that end. Seldom was a supervisor selected from that part of the town of Pomfret, and the fric- tion between the villages of Fredonia was in- tense. Finally, Dunkirk's annual demand for the town meetings and the expense incurred in some Dunkirk improvements, caused Fredonia to assent to the creation of the new town.

Soon after the completion of the Erie rail- road, the population of Dunkirk greatly in- creased, people of many nationalities becoming permanent residents. The Irish came first, closely followed by the Germans, and with them came a new religion, the opening of the railroad practically introducing the Catholic faith into Chautauqua county. Prior to 1851 there had been no resident Catholic priests, and no Catholic church in the county. When their numbers were sufficiently increased, the Bishop sent a missionary priest who would gather around him the Catholics in some farm house and hold religious services. In 1851 Rev. W. Lannon purchased a small frame building for divine services, and in July, 1852, a site was chosen for a church. The church opened for divine service March 17, 1854, and in November it was dedicated by the Rt. Rev.

Bishop Young, of Erie, Pennsylvania. Its first pastor was the Rev. Peter Colgan, who for nine : years ministered to the wants of the congre- gation, identifying himself with it in all its spiritual and temporal prosperity. In 1858 the Sisters of St. Joseph were brought to Dunkirk : by Rev. Father Colgan to take charge of St. Mary's School and Orphanage, and May 26, 1861, the monastery was established.

Many German Catholics at first worshipped with St. Mary's congregation. In 1857 they organized a society and built St. George's, a frame church. A separate parish was formed in 1874, when Father Kolb took charge and the church of the Sacred Heart was built at a cost of $20,000.

Not all, however, who came with the new influx of population were Catholics. The Prot- estant churches of the village received many new members, and an Episcopal Society was organized in 1850 by Rev. Charles Avery. Two years later a church building was erected, and in 1867 a lot was purchased at the corner of Eagle and Fourth streets, and a church erected at a cost of $12,000. St. John's German Evan- gelical Church was organized in 1850 by Rev. Voight, of Buffalo, and a church edifice erected in 1852, the first pastor Rev. Strauss.

The Zion Evangelical Association was or- ganized in 1865 and a church edifice erected the same year, Rev. J. J. Bernhardt, pastor.

In 1861 came the Civil War. Dunkirk was among the first localities in Chautauqua county to be seriously admonished of its coming. Feb- ruary 16, 1861, the train which bore Abraham Lincoln on his way to the capital for inaugura-, tion, stopped at Dunkirk, and Lincoln from his car, which halted west of the Erie depos and just east of the center of Lion street, made a short speech, in which he impressively re ferred to the gathering storm about to burs upon the country. Dunkirk may also be said to have been a witness to the last great traged: of the war when the body of Lincoln was being borne to its final resting place after his assassi nation. As the train paused at Dunkirk at mid night of the 27th and 28th of April, 1865, for moment, to receive a solemn reception amids the firing of minute guns, dirges of music, tol ing of bells, and in the light of funeral torche: a deep and lasting impression was made upo the people there assembled. These impressiv incidents, the great railroad celebration and th debarkation of Lafayette at the harbor of Dui kirk in 1825, are the most important histor events in the annals of Dunkirk.

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History of Chautauqua County, New York, and its people, Volume I, Part 31

Author: Downs, John Phillips, 1853- ed. [from old catalog]; Hedley, Fenwick, Y., joint ed. [from old catalog] Publication date: 1921 Publisher: Boston, New York [etc.] American historical society, inc. Number of Pages: 649

Author: Downs, John Phillips, 1853- ed. [from old catalog]; Hedley, Fenwick, Y., joint ed. [from old catalog]
Publication date: 1921
Publisher: Boston, New York [etc.] American historical society, inc.
Number of Pages: 649