USA > New York > Jefferson County > History of Jefferson County, New York, with illustrations and biographical sketches of some of its prominent men and pioneers > Part 31
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HISTORY OF JEFFERSON COUNTY, NEW YORK.
the inconvenienco and risk of crossing Lake Ontario,-a navigation by no means safe, especially in open boats ; that in case the said road was so improved that it could be safely and conveniently passed by horses and carriages at all seasons of the year, the public conve- nience as well as the settlement and cultivation of that part of the country would, in the opinion of your petitioner, be greatly pro- moted.
" Your petitioner thereforo humbly requests your honorable body to authorizo him, by law, to make a turnpike road from tho village of Chaumont, in the town of Brownville, to the village of Cape Vin- eent, on the River St. Lawrence, and from the Black River, opposite the village of Watertown, to intersect the St. Lawrence Turnpike Road at or near where the same crosses the Indian River, in the town of Le Ray ; upon such conditions and under such limitations and re- strietions as you, in your wisdom, shall think fit to impose. And he, as in duty bound, will ever pray, etc.
" JAMES LE RAY DE CHAUMONT, " By his Attorney, V. Le Ray de Chaumont."
The war which soon ensued diverted attention for a time from this improvement; but, on March 31, 1815, an act was passed, empowering Le Ray to build the Cape Vincent turnpike from that place to Perch River. Elisha Camp, Musgrove Evans, and Robert McDowel were named commis- sioners for locating it in such a manner as to best promote the public interests ; the usual provisions were made, as with companies, to obtain the right of way, and Mr. Le Ray was not compelled to build a bridge over Chaumont river. On the 12th of April, 1816, he was allowed to ex- tend the road to Brownville village. By an act of April 21, 1831, this road was surrendered to the public, and witlı it ended the era of turnpikes in Jefferson County.
PLANK-ROADS.
Measures were taken for building plank-roads soon after the passage of the general law. The first one built was from Watertown to Sacket's Harbor, which was completed in 1848. The company had been formed August 7, 1847. The first plank-road inspectors were appointed Novem- ber 17, 1847, and were William Wood, Samuel Boyden, and Walter Collins.
During 1849-51 numerous roads were constructed, which will be named in the order of their connection and locality. The " Lowville and Carthage Plank-Road," inspected Au- gust 4, 1849. The " Carthage and Antwerp Plank-Road," inspected November 13, 1849. The "Sterlingbush and North Wilna Plank-Road," just built, and connecting the last road with the village of Louisburgh, or Sterlingbush, in Lewis county,-the articles of association dated May 10, 1853. The " Gouverneur, Somerville, and Antwerp Plank- Road ;" five miles, seventy-two chains, and seventy links of this road in this county ; inspected November 14, 1849. A continuous line of plank-roads conneet this with Ogdens- burgh, Canton, and the depot of Canton and Madrid, on the Northern railroad. One mile from Antwerp village this road connects with the " Hammond, Rossie, and Antwerp Plank-Road," which was formed January 23, 1850 ; seven miles in this county; inspected October 24, 1850; length twenty miles, passing through Rossie village, and connect- ing with the village and port of Morristown. Several very expensive gradings and rock-cuttings occur on this road. At the village of Ox Bow, in Antwerp, it connects with the " Evans' Mills and Ox Bow Plank-Road," seventeen iniles long ; completed in June, 1852. The " Pamelia and
Evans' Mills Plank-Road" continues this route to Water- town, nine and three-fourths miles long ; completed June 15, 1850. Antwerp is connected with Watertown by the fol- lowing roads : The " Antwerp, Sterlingville, and Great Bend Plank-Road," twelve and three-eighths miles long; completed August 27, 1849. The " Watertown and Great Bend Plank Road," ten miles ; completed late in 1849.
This passes through the villages of Black River and Felts' Mills. At the village of Great Bend this and the former road connect with the "Great Bend and Copen- hagen Plank-Road," of which nine miles are in the county ; completed November 31, 1849. This road passes throughi Champion village, and connects with the "Rutland and Champion Plank-Road," seven miles seventy-one chains long, which is laid on the former main road between Copenhagen to Watertown, to the line of the latter near the " Big Hill," three and one-half miles from Watertown vil- lage; completed August 30, 1849. By the " Watertown Plank- and Turnpike-Road" this line is continued to Watertown village. This road, three and one-half miles long, was completed September 11, 1849. The " Water- town Central Plank-Road," two miles long, completed August 11, 1849, was at first designed to connect with other roads, forming a line of plank-roads to Syracuse, but the completion of the railroad has indefinitely postponed this plan. The " Adams and Ellisburg Plank-Road," through these towns, was inspected June 17, 1849. It is continuous of roads to Syracuse, Oswego, etc.
" The Dexter, Brownville, and Pamelia Plank-Road," five miles twelve chains long, connects Pamelia village with Dexter. It was finished October 5, 1850. It is continued by the " Dexter and Limerick Plank-Road" to the town-line of Lyme, towards Cape Vincent ; completed in May, 1850. It also connects with the " Dexter and Hounsfield Plank- Road," which runs from Dexter to the Watertown and Sacket's Harbor road, near the latter place. It was in- spected August 13, 1849.
A line of roads from Alexandria Bay to Watertown was projected, and mostly finished, consisting of the " Theresa and Alexandria Bay Plank-Road," twelve miles long; com- pleted December 5, 1849, and the " Theresa Plank-Road" towards Evans' Mills, of which about four miles were com- pleted July 6, 1852. The " Theresa and Clayton Plank- Road," between these places, was completed June 25, 1850. This road passes through La Fargeville.
The completion of these roads has contributed much to the prosperity of the country, although some of them have not met the expectations of those who invested money in them. The railroads, finished and in progress, will so en- tirely supersede the use of several that they will never be rebuilt. As a general average they have cost about one thousand dollars per mile, and the companies have been formed in the localities directly interested in their con- struction.
The plank-road epidemic seems to have at one time and another afflicted nearly every portion of the Union ; but, like many other really impracticable schemes, has generally had only a short existence. The system has been entirely abandoned in Jefferson County, and most of the lines have been transformed into graveled or ordinary turnpikes. They
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HISTORY OF JEFFERSON COUNTY, NEW YORK.
served a useful purpose for a time, no doubt, but improved turnpikes, and, finally, railways, have superseded them, and they are only remembered as things of the past.
Here and there a piece of scantling or a broken plank re- minds the traveler of their existence, as he rolls smoothly along in a comfortable carriage, or whirls swiftly by in the luxuriantly upholstered railway coach.
RAILWAYS.
The history of railway enterprises, connected with the region of northern New York, dates back to the very com- mencement of the system of steam land transportation in the United States, and forms an interesting chapter to all who take an interest in the improvement and progress of the country. The following, upon the railways of the county, is mostly made up from Dr. Hough's history, and the pamphlet, edited by Hon. Charles R. Skinner, descrip- tive and statistical, of Watertown.
The people of Jefferson County early caught the spirit of improvement, of late years so strikingly evinced in the construction of railroads ; and that from Albany to Sche- nectady, the first one in the country, had hardly got into successful operation, when the project of gaining an access to market by this means was brought up for discussion ; and on the 17th of April, 1832, an act was passed incor- porating the
WATERTOWN AND ROME RAILROAD,
which act was never allowed to expire, but was revived re- peatedly by the legislature, and, after years of patient and persevering effort, this truly beneficial road was opened. The company was clothed with powers to build a road from Rome to Watertown, and thence to the St. Lawrence, or Lake Ontario, or both, with a capital of $1,000,000, in shares of $100. Work was to commence within three, and end within five years. The commissioners named in the act were Henry H. Coffcen, Edmund Kirby, Orville Hungerford, and William Smith, of Jefferson County ; Jesse Armstrong, Alvali Sheldon, Artemas Trowbridge, and Seth D. Roberts, of Oneida ; and Hiram Hubbell, Ben- jamin H. Wright, Caleb Carr, and Elisha Hart, of Oswego, who were to receive stock and appoint a meeting for the choice of thirteen directors. On May 10, 1836, this act was revived, and its duration extended the original term ; a new commission named, which, with the addition of George C. Sherman, was, for Jefferson County, the same as before, and a clause inserted requiring $25,000 to be expended within two years, and the work to be finished in four years. The provisions of the Attica and Buffalo railroad charter were made applicable to this. On May 6, 1837, the charter was revived and amended, by dividing into sections, of which the first extended from the lake or river to Watertown; the second, from Watertown via Adams to Salmon river; and the third, to Rome. The sum of $10,000 was required to be expended within two years ; within four years, one sec- tion ; within six years, the whole road was to be done. Clarke Rice, Hermon Cutler, and Alvah Hazen were added to the commissioners. On May 17, 1845, the last two acts were extended, and the charter continued for the original term ; $25,000 were required to be spent within two years,
and the whole to be finished within four years. On the 28th of April, 1847, the former time was extended one year, and the latter two years. The capital was extended $500,000, for the purpose of laying a heavy iron rail of at least fifty-six pounds to the yard. Having given a brief synopsis of the legislation concerning this road, we will now relate the progress of organization, surveys, and con- struction.
Nothing was attempted towards effecting the objects for which the company was chartered till near the time when it would have expired by the limitation of the act.
A numerous and respectable meeting of citizens, from Jefferson and Oswego counties, was held at Pulaski, June 27, 1836, and a committee appointed to address the public on the subject of the Watertown and Rome railroad. The principal object of this address was to impress upon the public mind the importance of immediate action and effi- cient exertion, with a view of sccuring these permanent advantages, both individually and collectively, to the country. A belief of the impracticability of the work had become prevalent, to refute which the following facts were adduced, which are instructive as showing the progress that had then been made in this line of engineering :
"1st. Upon the Paterson and Jersey City Railroad, sixteen miles long, a train, with one engine, had drawn forty passengers around eurves of 400 feet radius, and up grades of forty-five feet to the mile, at the rate of twelve miles an hour. 2d. On the Camden and Amboy Railroad the daily ears carried from fifty to one hundred and fifty passengers from twelve to fifteen miles an hour up grades of forty to fifty fect. 3d. On the Baltimore and Ohio Railroad, an engine weighing seven and a half tons had drawn two ears, caeh thirty feet in length, and containing fifty passengers each, up grades of forty- five feet. 4th. It had been aseertained from experiment that a Balti- more engine weighing eight tons would draw fifty tons on a grade of fifty feet at the rate of ten miles an hour. 5th. An elevation of two hundred and fifty-three feet per milo had been overcome by a loeo- motive drawing a ear of thirty-three passengers."
A subscription was in circulation at this time to secure a preliminary survey ; a concession of the right-of-way was solicited, and the public generally was invoked to lend aid to this measure, so indispensable to the prosperity of the country. The committee were : William Smith, G. C. Sherman, and I. H. Bronson, of Watertown ; J. H. Wells, of Pulaski; and Lemuel Freeman, of Williamstown, who employed Mr. William Dewey to make a survey from Watertown to Rome, which was done with the aid of Robert F. Livingston and James Roberts, and the results reported in September, 1836. The distance of the line surveyed, which passed through Pulaski, was seventy-six miles, forty- five chains; the cost, with the strap-rail then used, was estimated at $6460.29 per mile, and the whole cost, with nine turn-outs, $512,615.95. There was no estimate made of station-houses and other appendages. On August 22 an informal meeting was held at Watertown to report the progress of the survey and raise means to complete it. The press, in reporting these proceedings, awarded especial and merited praise to Mr. William Smith for the energetic and disinterested manner in which he was engaged in this measure. The report of the engineer was received at Pulaski September 22, and a committee of three in each town appointed to solicit subscriptions. The zeal and ability with which Mr. Dewey performed this survey deserve
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HISTORY OF JEFFERSON COUNTY, NEW YORK.
cspecial commendation ; but the projeet was destined this time to fail in achievement, and the crisis in the money market, which followed in the wake of speculation that ensued, preeluding all idea of progress, the railroad project was allowed to slumber for nearly ten years.
At an early stage of these movements, an anxiety was felt in the towns of Brownville and Lyme, then including Cape Vineent, to seeure the continuation of the road, and on May 13, 1836, an act was passed, incorporating the " Watertown and Cape Vincent Railroad," with a capital of $50,000, and the following commissioners named to re- ceive stoek and organize the company: Jerre Carrier, Henry Ainsworth, Roswell T. Lee, Samuel Loekwood, Ed- mund Kirby, George C. Sherman, Isaac H. Bronson, and John Williams; who, in the fall of the same year, also em- ployed William Dewey to survey the line. This was aecom- plished with the aid of Robert F. Livingston and L. N. Bowlsby, and estimated as feasible at $65.429.29 for grading, by the cheapest route ; and the total cost of grading and superstructure was placed at $145,965.88. Grades were found not exceeding thirty-three feet per mile, and the distance surveyed, twenty-five miles and nineteen chains. Stoek to the amount of the capital was nominally subseribed, mostly in the localities to be directly benefited, but nothing further was done, and this project, as distinet from the former, was allowed to expire.
In 1835 a charter was granted for a railroad in Canada, from Hamilton to Sandwich, and from Toronto to Sarnia, but both charters expired, and in 1845 both were renewed. In September, 1845, Sir Allen MeNab proeured, in Lon- don, subseriptions to the former of $5,500,000, of which $750,000 were paid down. This was the beginning of that system of Canadian railroads, which may be said to form a eonneeting link with this, by lines of steamers, and to eon- stitute a part of the same system.
In the spring of 1844, at a time when the attention of the publie was not directed to this object, and it had appa- rently been forgotten, Mr. Dewey, who had taken an active part in the former surveys, began writing articles for the Black River Journal, upon the advantages of railroads ; he endeavored to revive the publie interest in this measure. In July, 1844, two thousand copies of a pamphlet entitled " Suggestions urging the construction of a Railroad from Rome to Watertown," were printed and distributed by him. The subject gradually became the topie of conversation, and early in 1845 a meeting was held at Cape Vineent, which, on May 1, was followed by one at Mechanies' hall, in Watertown, at which a committee of correspondenee was chosen, and the delegation from the county in the legisla- ture were instrueted to use their influence in securing a re- newal of the charter. Meetings were soon after held at other places, which passed strong resolutions, and numerous committees were appointed to excite publie attention to the objeet. On the 19th of September, pursuant to a eall signed by two hundred influential citizens of Kingston, a meeting was held in that city, at which the mayor, Thomas H. Robinson, presided. The proposed railroad to Rome met with the cordial approbation of the meeting, and a proposition was entertained for procuring a charter for the Wolf Island, Kingston and Toronto Railroad, to form, with
one from the latter place to Sandwich, a continuous line to Detroit. The subseriptions to stoek having amounted to $925,000, and as the charter of the road would expire in May following, the commissioners issued a cireular, De- cember 26, 1846, ealling upon stockholders for authority to transfer their subseriptions to sections Nos. 1 and 2, from Cape Vineent to Salmon river, not with a view of construet- ing these first, but to enable the company to organize and choose directors, by whom the affairs of the road could be more effectually managed. No intention was expressed of eommeneing work on the road until enough was seeured to complete it.
On February 10, 1847, a numerous and enthusiastie rail- road meeting met at the Universalist church, Watertown. Spirited addresses were made, and a series of foreible reso- lutions passed in favor of the speedy commencement of the work.
In March, 1847, it was announced that a sufficient amount of stock had been taken, or transferred, to build seetions one and two, and on April 6 the stockholders completed their organization by electing the following per- sons direetors, viz. : S. N. Dexter, Clarke Riee, William C. Pierrepont, Robert B. Doxtater, John H. Whipple, Orville Hungerford, Norris M. Woodruff, William Smith, S. Buek- ley, Edmund Kirby, Jerre Carrier, Theophilus Peugnet, and Clarke Riee.
Orville Hungerford was chosen president, Clarke Rice secretary, and Orville V. Brainard treasurer.
Immediately after their election, the direetors proeceded to obtain a renewal of the charter, with leave to inerease their capital, for the purpose of laying a heavier rail than was originally intended. A committee was sent to Boston and New York to solicit stoek, but mostly without sueeess, and a new effort was made at home. The proposed advantages of the road to the country were. eloquently set forth in a eireular by the directors, dated August 20, 1847, and an urgent appeal made to the public for aid. The sum of $150,000 was at this time needed. A sufficient sum having been subseribed to save the charter, a meeting of the stock- holders was held at the court-house on March 21, 1848. After several addresses by those who had been actively en- gaged in prosecuting the work, Mr. Lord, from the eom- mittee on resolutions, reported as follows :
" Whereas, subscriptions for stock in the Watertown, Rome and Cape Vincent Railroad have been obtained, sufficient in amount to authorize the organization of the entire line, thus dispensing with the division into sections ; and whereas, the stockholders consider this contemplated improvement of vital importance to the northern section of the State, through which it will pass, and that the business from the country, from the lakes and from Canada, which will be drawn to it, must render the stock valuable ; therefore,
" Resolved, That the entire line of the road, from Rome to Cape Vin- cent, be considered one and indivisible, and that the faith of this company is pledged to use all lawful and proper means for its speedy completion ; and that the directors be, and they are hereby requested to pass a resolution, fixing the northern terminus of the road at Cape Vincent, and enter the same in the books of the company.
" Resolved, That the directors procced without delay to the speedy construction of said road, as indicated by the charter, from Rome to Cape Vincent.
" Resolved, That we will sustain said directors, in prosecuting such project, to our utmost liabilities, and with all our influence, and that we will exert every effort in our power to aid them in procuring
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HISTORY OF JEFFERSON COUNTY, NEW YORK.
the balance of means requisite to the full accomplishment of said objoct.
" Resolved, That in commencing a work of such magnitude, in an- ticipation of the great benefits which must result to our agricultural, manufacturing, and other interests, we should not hesitate nor permit seeming difficulties to retard our progress, but PERSEVERE until all obstacles are overcome and the road completed."
These resolutions were enthusiastically passed.
On April 24, 1848, the directors employed Isaac W. Crane, of Troy, a civil engineer, to re-survey the route, who, the same day, organized three parties, under the charge of Charles F. Smith, Octave Blanc, and Henry Van Vleck, and about the middle of July the field work of the survey was completed. The summit was found to be only one hundred and ninety feet above Rome, the heaviest grades towards the south being thirty, and towards the north thirty-five feet per mile. The estimated cost of superstruc- ture was $6062.40 per mile, and the total of grading, bridging, and feneing, $442,940.62. The entire cost of the road, including engines, cars, depots, land, damages, etc., was estimated at $1,250,620.
The viewing committee of the County Agricultural Society, in their report of September, 1848, say of the vast importance of this road,-
" The farming and other interests are at this time making vigorous efforts to raise funds to construct a railroad from Cape Vincent to Rome. We are fully satisfied of its practicability, and feel safe in saying that now is the time to put forth united efforts for securing this all-important object. We are too apt to act as though our influ- ence was of no account in the accomplishment of great public im- provements. Is it estimated that there are seven hundred and twenty thousand acres in the county of Jefferson. It is not a low estimate to make the benefits of the road, if it were constructed, to reckon the increased value of the products of the soil for the first five years at one dollar per acre. Is it too much to calculate that by the first five years' operation of the road, the value of the soil will be increased one dollar por acro? Now add the increased value of the first five years' products of the soil ($720,000) to the increased value of the soil ($720,000), and we havo $1,440,000, an amount sufficient to con- struct the entire road. But it is thought, by those competent to judge, that if $500,000 were subscribed in this county, the remainder could be easily obtained in the cities. Farmers of Jefferson ! can we long slumber when such high interests are at stake, and negleet to come forth with united strength and reap the golden harvest that already waves in the breeze ? Alroady a favorable charter is secured ; capable and faithful officers are elected; over $300,000 of the stock is taken in the county. All we now lack is at once to take an amount of stock equal to the direct and immediate benefit we shall receive, and its speedy construction is rendered certain."
In November, 1848, work was commeneed at Rome, and soon after at other important points, and the road was so far completed as to allow the passage of trains to Camden in the fall of 1849. On April 10, 1851, the Hon. Wm. C. Pierrepont was chosen president, in place of Orville Hungerford, deceased, and on the same day a resolution was passed for extending a branch of the road, from the located line up the river-bank, into the village of Watertown.
On the 28th of May, 1851, the road was completed to Pierrepont Manor, and a large party from Watertown, Rome, and other sections, assembled to celebrate the era of the entrance of the first railroad train into Jefferson County.
The first engine reached Watertown, September 5, at eleven o'clock in the night, and on the 24th of the same monthi its completion to that place was again celebrated
with festivities. On the 20th of November it was finished to Chaumont, and in April, 1852, to Cape Vincent; the cars commeneing regular trips on the 1st of May.
The contract for building the road was taken by Phelps, Matoon, and Barnes, of Springfield, Massachusetts. The rails are from the manufactory of Guest & Co., Wales, and not a single bar has broken since the road has been in operation.
The company, to obtain the means of completing the road, has issued three classes of bonds, the first on the 1st of July, 1850, for $400,000, payable from 1858 to 1868, at the rate of $40,000 a year; the second, July 1, 1851, of $250,000, one-half of which has been converted into stock ; and the third, of $200,000, which was soon after converted into stock.
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