History of Chautauqua County, New York, Part 89

Author: Edson, Obed, 1832-; Merrill, Georgia Drew, editor
Publication date: 1894
Publisher: Boston, Mass. : W.A. Fergusson
Number of Pages: 1068

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yet is, making its mark in the history of Jamestown, not alone for its increased valuations of real estate but its many new and spacious business places.

BROOKLYN, for many years prior to 1883, had assumed an encouraging aspect, more especially for manufacturing. At that time, where now stands the new Gifford block, was the aged wooden Ford block, in which were sev- eral small stores on the ground floor, and manufacturing establishments above. This building will be remembered as the old " Allen & Grandin " woolen factory. Years and years ago Augustus F. Allen and Daniel H. Grandin operated this building as their woolen factory, and, in connection therewith, had a small boarding-house that stood on the ground now occu- pied by the armory. These things were long prior to 1883, but we refer to them to arouse recollections of "long ago." At the period referred to (1883) the Warner block, standing near the outlet, and where the Henry Baker saw- mill used to cut up logs into lumber, had not been erected. This lot was then vacant, but, as now, possessed a history replete with interest for our aged inhabitants. The changes that have occurred within the 25 years last past would constitute a lengthy narrative, were they all written out for perusal. Even the memory of these things photographs realities of other days, that not only awaken pioneer respect, but brings unbidden the tear of regret at time's unwelcome flight.

PIOUSVILLE, so named for its devotional character, it may be, or, as some call it, " Sash factory," possessed Wilson's mill and office, Allen, Preston & Co's woolen factory, Breed & Co's furniture shop, Shaver & Hall's stave manufactory, and many other smaller establishments. At the time referred to Piousville was not a place of very great notoriety, but was of considerable note. In common with other parts of our village, it had its " ups and downs," with an occasional outburst that indicated its internal commotion for pre-eminence in the manufacturing world. In speaking of the

BOATLANDING, we can say it was a kind of hiding-place for our boys and girls, and at the time referred to, was regarded as being rather out of the way for daily observation, except during the summer season, when the Outlet was active with pleasure-seekers, and the boats made their daily trips through the Outlet to various places on the lake. But little building was going on here in 1883, nor was there any stir that indicated very rapid advance in the growth of the village, or advance of real estate in that locality. Judge Mar- vin was still at work on the " Marvin Flats," lying on the easterly side of the Outlet, while Jones & Gifford were eagerly striving to bring their swamp lands on the opposite side of the Outlet into market. Both of these localities had been possessed of " hopes long deferred," but their respective owners hung to them with a commendable tenacity, trusting to " luck " for reward of long patience and hard labor. Indeed, the " boatlanding " was not regarded

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as a desirable place to either live or have business locations, for the reason its inducements were meager and prospects unincouraging.

DEXTERVILLE, then a part of our village, lived in anticipation. It had a small store where groceries might be had ; an axe-factory, sawmill, grist- mill, and one or two other small establishments where candy and trinkets were on sale. In times past the lumber business had given it a growing impetus ; but this had ceased and in 1883 Dexterville was a quiet locality. There was scarcely any building going on, and real estate was very low in price, ranging from $500 to $1,000 per acre. The lands lying outside the cluster of a few dwellings, were regarded as farming lands, there being 110 sale for lots. We can truthfully say that there was a quietus over Dexter- ville. Passing on easterly beyond the limits of the village we come to Fal- coner. Here was a postoffice and two or three stores of comparatively small importance. Falconer's mill was here, and also a place where bee-hives were made. Building was of rare occurrence, and, so far as thrift was con- cerned, the place was regarded as dead. The distance from Dexterville to Falconer is about 11/2 miles, and was then regarded as a farming district, waiting and praying for something to turn up, nobody knew what. Any- thing that would give life to the people and inspiration to industry, would have been acceptable.

CHAPTER LXVII.

JAMESTOWN STREET RAILWAY.

BY C. R. LOCKWOOD, EsQ.

N THE summer of 1883 our local condition seemed favorable for the con- struction of a street railway. 'We were fairly prosperous and gradually increasing in population. Manufacturing industries were on the increase and merchandising "holding its own." Our religious and educational advantages were flourishing ; the generally good condition of our surround- ings evidenced that we were approaching the time when we should change our village for city municipality. Indeed the younger class of individuals was working for this event, while the older inhabitants, feeling more the effects of years of industry, were content " to rest on their oars," preferring to live and sec rather than to do. We had those who yet remembered our pioneer industry, with some of whom there was a kind of penurious economy which obstructed progress and was characterized "old-fogyismn." There

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were others who could not endure neighborly prosperity and would shut their eyes to all things that did not contribute to their advantage, while a few others yet lived who were disposed to "grumble " at every stroke of advancement that incurred expense, or seemed to pave the way to municipal enlargement. In the main, however, our people were full of enterprise, and preferred to go ahead as rapidly as circumstances warranted ; and were ready to welcome any movement freighted with benefits and that promised success.

The idea of a street railway had years before been suggested, and ineffec- tual efforts made to start one; but the right force had not yet seized the helin of progress, and time dragged along, laden, as it were, with a kind of guaranty that at some time in the indefinite future it would be accom- plished. Among us were also men who realized the importance of this work ; and local pride, stimulated by a kind of jealousy at the success of others, was spurred on with the resolution that if ever the proper time did come the effort would be made. Our best citizens really believed that in the accomplishment of such an enterprise Jamestown would be greatly bene- fited. In the latter part of July, 1883, the writer chanced to meet Messrs. John T. Wilson and Charles L. Jeffords, men connected with Jamestown's industries, on the south side of East Second street, not far west of the new opera house block, and accosted them with : " How about our street railroad ? " Then and there occurred a conversation which resulted in an arrangement by which certain others were to be seen, and all to meet on the next Satur- day evening in Lockwood's law office in the opera house block, compare notes and go ahead if things looked favorable. This meeting was held as arranged, and everything seeming well, articles of incorporation were pre- pared, dated August 1, 1883, and subsequently signed by the requisite 13, and on August 25th, 1883, filed in the office of the secretary of state, in Albany, and thereupon was incorporated Jamestown's first street railway company. The 13 directors were : Reuben E. Fenton, Lucius B. Warner, Charles L. Jeffords, Willis Tew, John T. Wilson, Oscar F. Price, Winfield S. Cameron, Frank F. Gifford, Wm. C. J. Hall, Orsino E. Jones, Jolin Langford, Robert Newland and Win. T. Falconer, all residents of Jamestown, except Mr. Falconer who resided at "Falconer." The name adopted was the "Jamestown Street Railway Company." A narrow guage was agreed upon, and the route was to commence at or near the railroad crossing at Falconer, and from thence continue westerly to the boatlanding, round by Steele street, through Brooklyn to and along Winsor street, and there interseet with the East Second street line, the whole distance being about six miles. These routes have been retained, except that West First was changed for West Second street. At no place, except going to Falconer, did the line of the road extend beyond the village limits. The capital stock agreed upon was $50,000 to be divided into 1,000 shares of $50 each, and the length of the

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charter 99 years. 964 shares of the stock were readily taken, and the meet- ing of the directors for organization was held at C. R. Lockwood's office on the evening of August 25th, 1883. Ex-Gov. R. E. Fenton was chosen tem- porary chairman, and ourself secretary. After the necessary preliminaries were arranged the meeting proceeded to the election of officers for the first year, which resulted in the choice of Jolin T. Wilson for president, Chas. L. Jeffords for vice-president and Jolin Langford for treasurer. Ourself was appointed secretary and attorney and Geo. W. Jones engineer. Thus organ- ized, the announcement was made through our local prints and otherwise, that Jamestown proposed to have a street railroad.

Down to this time the quiet manner in which things had been kept had afforded but little information as to what was going on. Some objected to this secrecy, claiming that a mass-meeting ought to have been called and all our people invited to participate, but the result proved the wisdom of the course pursued, and now every thing being ready all persons were invited to join. As usual there were suspicions of corporate aggrandizement by per- sons who seemed to fear the whole of Jamestown was to be "gobbled up" by these railroad " sharks," and some fancied they knew of two or three of the directors who would make of this scheme a kind of " claptrap " into which the innocent would tumble greatly to their detriment. As an excuse for not taking stock and to bolster up personal penuriousness, this might be talked, but sensible persons were not captured by it and with but little oppo- sition progress was made. Things soon assumed their proper level, and the peo- ple at large were pleased at the idea that we were to be blessed with this street convenience. When they considered the men who had hold of it (than whom no better could be found), and that their whole interests were in the prosperity of Jamestown, the better element ruled the day, and, knowing the dispositions and financial ability of these directors, the honest and thought- ful set it down as a foregone conclusion that a railway having been resolved upon, it would be built.

On further consideration it was believed that the gauge was too narrow and the capital stock too small, and the wide gauge was chosen and the stock fixed at $100,000. To accomplish this new articles of incorporation were drawn up, signed and filed October 18, 1883. At a meeting of the directors the next evening the old corporation was dissolved, and a reorganization had. Every thing that had been done by way of contemplated work and prepara- tion was ratified by the company, so that nothing was lost from the change. The same officers were continued and subscription books were opened. Our office had been made the office of the company, a corporate seal was ordered, and an air of business was evidenced. Under the law it was necessary to secure the written consent of the owners of the majority valuation of land along the proposed routes, as well as that of the public highway authority

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in both village and town, in order to vest in the corporation the right, or franchise, to operate a railway along our streets and highways. By vigilant effort this was soon accomplished, and the proper consent and papers placed on file in our county clerk's office. But slight objections were made to grant- ing consent, except that occasionally some one desired a free pass for himself and family in consideration of the right to cross his lands. These privileges could not be given, and the franchises were obtained without them. The season was too far advanced to think of laying any track that fall, and it was resolved to commence as early as possible in the spring. During the inter- mediate time things progressed finely, the people were anxious for the work, and great expectations were based upon the operations of the road. It was creditable and is worthy of remembrance that our local journals did all in their power to encourage this enterprise, nor was it until after the company had secured a substantial position, and was looking forward to the time when financial profits would, in part at least, afford rewards for outlays made, that an opposition appeared.

The company was now an established entity, the owner of valuable fran- chises, which it proposed to operate and use for public and private benefit, and began to look around for some one to engineer the work. April 18, 1884, it was decided to first lay the track along the route commencing at the intersection of Chandler with East Second street (near the I. C. church) and proceed from thence along the street to the boatlanding, without definitely determining how or where the company would get west of Fairmount hill. Before this, one Henry McHenry, of Horseheads, had been solicited to take charge of the work, and an agreement was made with him to do so by the day on or about April 21, 1884, and arrangements were so perfected that work actually commenced at the place determined upon on or about May 2, 1884. The height of and difficulty in passing over Fairmount hill induced the arrangement to run around it. To accomplish this certain lands were purchased from Mrs. Stella Lowry, and other parcels were donated by Hon. R. P. Maryin and John Langford. Having these lands it was thought pru- dent and generous by the company, that the public should have the right of travel around the hill, and with the view of thus accommodating, it was sug- gested and the company agreed that a highway might be laid out, and for the purpose of so doing a jury was called on to examine the way and report. After an examination of the route the jury decided against the application, and thus defeated it to the disappointment of the masses. It afterwards be- came quite evident that "spite " against the railway company, and not public consideration, probably determined the impropriety of their opening a highway. It is now conceded that a nice, wide thoroughfare in this level locality would be of usefulness to the city and public. This result, although different from what the directors expected, has proven fortunate for the company, as the

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locality has been and yet is, under its control, without highways to keep in repair, horses to kill, or vehicles to break.

Prior to this time, director Win. C. J. Hall had been instructed to pro- ceed to Philadelphia and contract for cars, iron, etc., and March 22, 1884, he reported that he had contracted for four cars, including one actually pur- chased for $440. A resolution was passed directing Mr. Hall to complete the purchase for the whole number, two to be each twelve feet in length. April 18, 1884, Mr. Hall reported that he had complied with their request and the cars were to be fitted up and in readiness in the early part of the next June. It was at this meeting of March 22, that the first call for (10 per cent.) of the stock subscriptions was made.

By this time the " Jamestown Street Railway Company " had grown to be a thing of substance. It had its franchises, work was well begun, material outfit had been purchased and actual arrangements made for operation. The work around Fairmount was vigorously pushed and the track laid along West and East Third street, so that June 19, 1884, the first horse-car drawn by one span of horses, was run from the Sherman House to the Boatlanding. This car was filled with the directors and invited guests. The running of street cars in Jamestown, thus dates from June 19, 1884, an event memorable in its history ; and one that in after years, when the then and now living shall have passed hence, will be referred to as the culmination of resolution, per- severance, and hard work in substantiated success. Then was the company congratulated, and Jamestown, as never before, elated over what prophesied in the indefiniteness of time to reward in many fold for all anxiety and expense. True there was no firing of cannon or loud speeches, but, in the silent meditation of the public heart, our worthy men, who had seized upon and pushed to comparative success this enterprise, were the objects of unex- pressed gratitude and unnumbered thanks. From that day Jamestown has had its street cars and, with slight exceptions, public and private wants have been reasonably accommodated.

At the election of directors for the second year there was but a slight change, the old ones, except Robert Newland, Willis Tew and C. L. Jeffords, being retained and J. H. Clark, R. N. Marvin and A. N. Broadhead substi- tuted in their places. October 16, 1885, the number was reduced to 7 and that year but 7 were elected, which number has since been retained. From the commencement of operation, the effect upon our village was very per- ceptible. On the proposed routes, especially where cars run, the rise of real estate was evident, and building to quite an extent was visible. This was more particularly the case outside the business streets, as access to and from homes was made convenient by the cars. As time passed on and the effects were noticed from year to year, it became apparent that prices of land were more favorably affected away from our main streets than in their immediate

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vicinity, as these distant places had been brought into demand because of the ready access by the street cars. Homes, too, at considerable distances from places of trade lying on these lines, could be procured at comparatively small prices, thus enabling traders to devote more of their means to their business. This convenience also brought us in close connection with our lake traffic, as never before our steamboats and land transporation were made a single and continuous line. In fact this railway traffic began and has continued to weave its threads of help and convenience into the business operations of Jamestown to that extent that we are unable to measure the worth of the enterprise, except possibly by contrasting the present from what we may reasonably suppose we should have been without it.

At the legislative session of 1885-6, an act was passed incorporating the city of Jamestown, the first municipal election to be held in April, 1886. The village had been governed by six trustees, but this change substituted a common council, composed of a mayor and ten aldermen. In the transition from village to city the rights of the company remained undisturbed. At this time about four miles of track had been laid, over which the cars were regularly run. * The Sherman House had become the principal transfer point on the road, and the traffic in that locality had so increased it was actually necessary for the convenience and safety of the people that a switch should be laid, and the directors regarding it as of their right to so do, April 16, 1886, ordered one, to extend eastwardly from Cherry to Main street, to be located south of the then present track. At this time our village had become a city, with Oscar F. Price, former director of the company, mayor, and the required number of aldermen, who constituted its local authority. This action was regarded by the council as an infringement upon public rights, and proceedings were initiated to prevent the laying of the 'Sherman switch," and then commenced a railroad war which created considerable disturbance. Suffice it to say the " switch " lived, and became an indispens- able link in railway traffic, remaining until a double track was constructed along West Third street. Thus admonished the company appreciated the fact that it had a new body to deal with, and must be cautious as to " whose toes were trod upon." The council, also, were admonished that the railway had come to stay ; and thus, each growing suspicious of the other, respective rights were watched with special care.

Mr. Wilson remained president for two years, during most of which time he acted as superintendent. October 26, 1885, his office terminated, and Robert N. Marvin was chosen to fill the vacancy. The board reluctantly relieved Mr. Wilson, and when it did so, a unanimous vote of thanks was tendered him for his faithful service. . Mr. Marvin held the office to April 10, 1886, when he resigned and J. B. Ross was chosen to fill the vacancy. Mr. Ross was acting as president during the " switch " controversy, and thus

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continued until November 26, 1889, when director A. N. Broadhead was elected president, which office he has since held. The offices of vice-president and treasurer were respectively occupied by different persons, L. B. Warner being the last vice-president and Shelden B. Broadhead the last treasurer, both of whom yet remain in office. Ourself remained secretary down to about 1890, and to the present we have been the attorney and counsel of the company. The organization has been kept in substantial order; nor has there ever been any lagging in the performance of duty. Perfect harmony, with a slight exception, has ever existed. In October, 1883, Mr. Win. Broadhead was chosen director, and in November, 1890, Mr. Shelden B. Broadhead. Down to this time the management of the road has been under an almost unbroken direction, and nearly all of the present members of the board were among the corporators.

Electricity had been and was making rapid strides towards supplanting animal as motive power on street railways ; and the uneven condition of our routes and seeming appropriateness of its application to this service, induced the Jamestown company to make the change. It was well understood that this change would be attended with heavy expense, and that he, or they, who assumed the work, must do so with a firmness that should know no retreat- ing, as success would depend upon the strength that should shoulder the responsibility. The situation was peculiar. While the company had per- served with wonderful energy, and was substantially fortified with financial strength, its investments were many thousands ; but the profit from opera- tion had not yet reached a paying basis. At this time it had on hand 13 horse-cars and 42 horses ; but about four miles were in running order ; horse barn and other necessaries in good condition. Its capital stock had become largely invested and the road was incumbered by several thousands of dol- lars. The proposed change would work a great revolution, and the then uncomprehended new equipments to be obtained would, of necessity, cost a large amount of money, at that time incapable of estimation. The question as to who would undertake this responsibility was difficult of solution, but that the party or parties willing to do so, thereby staking financial fortunes, and, through the problems of the effort, life's energies, would have to be armed with uncommon courage. To continue horse-power was out of the question. The cable system had been investigated and decided against, and there appeared to be no other course than for some one to make this venture, trusting to the "fortunes of war" for the outcome. The enterprise was emphatically of home creation and to this time had there been fostered and maintained. To now solicit foreign assistance to come in and confiscate the corporation was an unwelcomed consideration, and the people hrad great pride in having it retained as a domestic entity. William, Shelden B. and Almet N. Broadhead, comprising the firm of Win. Broadhead & Sons, were residents

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of and leading manufacturers of our city. Here they had gained large means and substantial reputations as citizens and business men. They were men of energy and integrity and possessed the commendable qualification of having made a success of their own business. They were already interested in the company as stockholders and two of them as members of the board of direct- ors, Almet N., also being president of the company. They resolved to under- take this work, the younger son, Almet, to assume personal charge of the labors, and push ahead. In view of the requirements of the company, its capital stock was increased from $100,000 to $250,000, and the stock sub- scriptions were so concentrated as to contribute to the greatest good. Though extensive street extensions were in view, the proposition was at first to apply for the privilege of changing the motive power on the franchises already owned by the company, over the streets and ways named in its charter. As the law then existed the consent of local highway authority was not neces- sary to authorize this, only that of the owners of a majority valuation of the land lying along the route, and of the board of railway commissioners of the state. This was not only enunciated by statute, but had been so decided by our courts. To perfect new extensions consent of local authority must be obtained in addition to the former, not, however, for change of motive power, but for grant of the franchise to run along the newly obtained highways.

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History of Chautauqua County, New York, Part 89

Author: Edson, Obed, 1832-; Merrill, Georgia Drew, editor Publication date: 1894 Publisher: Boston, Mass. : W.A. Fergusson Number of Pages: 1068

Author: Edson, Obed, 1832-; Merrill, Georgia Drew, editor
Publication date: 1894
Publisher: Boston, Mass. : W.A. Fergusson
Number of Pages: 1068