History of Monroe county, New York with illustrations descriptive of its scenery, Palatial residences, Part 16

Author: McIntosh, W. H. cn; Everts, Ensign, and Everts, Philadelphia, pub
Publication date: 1877
Publisher: Philadelphia : Everts, Ensign and Everts
Number of Pages: 976

USA > New York > Monroe County > History of Monroe county, New York with illustrations descriptive of its scenery, Palatial residences > Part 16

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The year 1812 was marked by road improvements, and by the construction of the first bridge at Rochester. Its completion give direction to roads eentering at this point, and called attention to the locality. The construction of the bridge at the falls drew attention to the Ridge road, one of the best of natural highways, and, in 1813, five thousand dollars was granted by the legislature for cutting out the brush and bridging the streams along this causeway from Rochester to Lewis- ton. This route, unknown and impassable, was then developed, and multitudes poured along its line and settled upon either side. Lateral roads struck out towards the lake aud southward, and a mania for turnpikes began to rage. Io 1810 the nominal stock in turnpike and toll-bridge charters was over eight mil- lions. All along the old Albany road were heavy wagons drawn by several teans and carrying enormous loads of grain ; eastward with produce. westward with emigration, two loog processions continued to travel. There was originated and carried forward to completion that then erowning achievement of an energetic and patriotie people,-the inauguration of the canal system by the construction of the Erie canal. The improvement of inland navigation was discussed as early as 1725, but no action was taken till 1791. when an art was passed directing an ex- ploration of the waters between Fort Stanwix and Wond creek. Two companies were created by act of March 3, 1792. One of these, the " Western Tuland Navigation Company," was incorporated on March 30, following, for the purpose of opening the lock navigation from the navigable waters of the Hudson to Lakes

Ontario and Seneca. General Schuyler was chosen president, and by 1797 the work was completed. Work began at Little Falls, in 1793. The canal, three miles in extent, had five locks ; chat at German flats was a mile and a quarter long, and from Mohawk to Wood creek, a mile and three-quarters, -- a total of six miles. The first boat passed November 17, 1795. Iu 1796 boats reached Oneida lake. The work had cost four hoadred thousand dollars by 1797, aud tolls were made so high that land carriage was preferred. The company sold its rights west to Seneca lake in 1808.

The idea so far had been to improve natural channels, but in 1800 the possi- bility of a canal from Lake Erie to the Hudson was presented by Governor Mor- ris. He spoke of the plan, in 1803, to Simcon De Witt, who, in turn, communi- cated with James Geldes, a land surveyor of Onondaga county. Mr. Geddes occupied the summer of 1808 in examinations of all the route, save that portion lying between the Genesve river and the head-waters of Mud 'creek. We quote his language : " In December, 1808, I again left home, and after discovering at the west end of Palmyra that singular brook which divides, running part to Os- wego and part to Irondequoit bay, I leveled from this spot to the Genesee river, and, to my great joy and surprise, found the level of the river so far elevated above the spot where the brooks parted, and no bigh land between. But to make the Geaesce river run down Mud creek, it must be got over the Irondequoit val- ley. After leveling from my first line one and a half miles up the valley, I found the place where the canal is taken ( by embank ment and culvert) across that streamo." No further action was takea till 1810, when Thomas Eddy, a hearty worker for internal improvement, consulting with Jonas Platt, of the senate, induced him to prepare a resolution for the appointment of seven commissioners to explore a canal route through the State. The resolution passed both houses, and Messrs. Eddy and I'latt designated Gouverneur Morris, De Witt Clinton, Stephen Van Rensselaer, Simeon De Witt, Benjaniin Walker, Peter B. Porter, and Thoumas Eddy. Wil- liam North was substituted for Mr. Walker. The route was explored during the onmmer nf 1810. and the first report was made to the legislature in 1811, and promptly followed by a bill to increase the commissioners to nine by adding Robert Fulton and Robert R. Livingston. A second report was made in 1812, followed by an act authorizing a loan of five million dollars to construct the canal. The war with Great Britain came on and engrossed attention. There were many who believed the work too great for the State, and, in 1814, the authority to contract a loan was withdrawn.

In the fall of 1815, Messrs. Clinton. Eddy, and Pratt sent cards of invitation to one hundred persons of influence in New York city to meet at the City Hotel. On organization, William Bayard was chosen chairman. and John Pintard secre- tary. The plan of an inclined plane was abandoned, and that of following the undulations of surface adopted. A memorial from the peu of Mr. Clinton was , published with beneficid result. A large meeting was held at Canandaigua on January 8, 1817, to press the construction of the canal. Colonel Troup was ap- pointed chairman, Nathaniel Rochester was chosen secretary. Gideon Granger, late postmaster-general, ably and eloquently addressed the meeting. Myron Holley drew up several important resolutions, which were presented by John Greig, and passed by a unanimous vote. An act was passed April 17, 1816, by a majority of seventy-three in the assembly and thirteen in the senate, to provide for a definite survey. Five commissioners were appointed, -Stephen Van Rens- selaer, De Witt Clinton, Samuel Young, Joseph Ellicott, and Myron Holley. This board was given the right to select engineers, and twenty-nine thousand dollars were appropriated for the survey and for preliminaries. Mr. Clinton was chosen president, Mr Young, secretary, and Mr. Holley treasurer. The line was divided into three sections,-the eastern, middle, and western. The eastern extended from Albany to Rome, the middle from Rome to Seneca river, and the western from the river to Lake Erie. Engineers were appointed for each division. The report to the legislature, early in 1817, was that five million dollars would be required for the work. Micajah Brooks in vain sought aid from Congress, and. without prospect of aid, a majority of the people desired the work to be done, and twelve thousand men of wealth and respectability petitioned. for the canal. An act passed by large majorities in both branches of the legislature in April 15, 1917, authorized the beginning of the canal. The same commissioners were re- tained, and their first meeting to receive proposals and make contracts preliminary to actual commencement was held at I'tica, June 3, 1817. Samuel Young and Myron Holley took charge of the millle section, and the work was begun at Rome on July 4. The section was navigable in the fall of 1819, and the first boat passed from Utica to Rome on the 22d of October. A strong party existed whose efforts were directed to check work on the west section, and, passing from the middle gretion the Oswego, and side-cut around the Niagara Falls, to lesen the expense of the work. Engineer White made survey from Montezuma to Rochester, seleered a crossing at the latter place, drove stakes, and divid .- l the distanco into sections ready for contract. A meeting was held in October, Is19,

HISTORY OF MONROE COUNTY, NEW YORK.

by the commissioners at Utica. Myron Holley moved " that all the line cast from Rochester, located and prepared, should be, as soon as practicable, let out to con- tractors and put in course of actual construction." The motion prevailed. Twenty- six miles of canal fiom Rochester, eastward, were let , and by the time the legis- lature met in January, 1820, a god share of the work had been done. It had been proposed to levy local tax along the line, hut the general good to be realized defeated the attempt. The opposers of the project were strongly represented in the legislature, and with much wartuth sought to put a step to farther westward progress. A ennal committee way mai-ed in the assembly, and George Hunting- ton, of Oncida county, was chosen its chairman. The views of the commis- sioners were requested by this committee. Myron Holley prepared an article with great care and ability. The committee were led to report against interfering with the work, and so the legislature decided.

. The present line was the final choice of several routes. The eut at Lockport was made advantageous from the ability to supply lake water eastward to the Cayuga marshes. The route had been originally suggested by Jesse Hawley in articles published in 1807 at Canandaigua, in the Genesce Messenger. In March, 1819, Henry Seymour was appointed to fill the place vacated by the resignation of Joseph Ellicott, and William C. Bouch took the place of De Witt Clinton, removed. The chief engineers were Juines Geddes, of Onondaga county, and Benjamin Wright, of Rome, who performned their task without a precedent, and with ooly the knowledge gained from lund survey. Other engineers were Canvass White, David Thomas, Nathan S. Roberts, David S. Bates, Charles C. Broad- head, Valentine Gill, and Isane Briggs. This corps of engineers, self-taught, honored themselves and their State by the perfection of their work. In 1821, from the Genesce to the Tonnewanta was put under contract, and so rapidly had the work progressed on the extreme sections that boats could pass fro 2 Rochester to Little Falls.

In November, 1823, Rochester hnats entered the basin at Albany simultaoe- ously with the first hoats from the Champlain canal, just completed. The western section, from Buffalo to Montezuma, is one hundred and fifty-eight mafles long, has twenty-one locks, and a fall of one hundred and six feet ; the middle section bas n length of ninety-six miles, eighty-one locks, and a rise and fall of ninety-five feet; and the eastern one hundred and ten miles extent, eighty-four locks, and four .. hundred and seventeen feet fall. The Rochester level is five hundred and six feet above tide. The entire length of the canal is three hundred and fifty-two miles, and the whole expense of constructing the Erie and Champlain canals was reported in 1820 at $10,731,594. The tolls for 1830-32 were 83,185,469, and at redneed rates, from 1833-35 inclusive, were $4,209.601.

A " grand canal celebration" announced the completion of the canal eight years and four months from the date of commencement. All along the hoe, at inter- vals, heavy cannon had been planted, and setting forth at Lake Erie, festivity and enthusiastic demonstrations greeted the triumphal progress of the flotilla from Jake to ocean. Jesse Hawley -represented Rochester at Buffalo, and delivered there an appropriate address. On the day of the celebration at Rochester, con- siderable rain fell, but when at twenty minutes past ten o'clock on the morning of October 26, 1824, the low, deep swell of a distant guo broke silence, the roar of a cannon at Rochester replied ; and soon was heard the boom of the Pittsford piece, conveying the tidings eastward that the flotilla were on the way. All was enthusiasm and excitement ! At two P.M. of the next day, eight companies of militia turned out, and a vast crowd assembled. The companies marched out upon the tow-path, formed in line, and greeted the western boats with a fusillade of musketry. As the boats entered Childs' basin, they were greeted with a salute from heavy artillery under command of Captain Ketchum, and from field-guns commanded by Captain Gould. "The Rochester and Canandaigua committees of congratulation then took their places under an arch surmounted by an eagle, and the 'Sencea Chief,' having the committees on board, being moored, General Vincent Matthews and John C. Spencer offered the congratulations of the eiti- zens of the respective villages. Appropriate reply was made, aod theo, disem- barking, a procession was formed, and marched to the First Presbyterian church, where Rev. Joseph Pemey offered prayer, and Timothy t'hilds, Esq., pro- nounced an able aod eloquent address." The company then marched to the Mansion House, kept by Christopher, and enjoyed a sumptuous dinner. General Matthews presided, assisted by Josse Hawley and Jonathan Childs, Esqrs. Among excellent toasts were the following: By his excellency-" Rochester,-in 1810 I saw it without a house or an inhabitant. In 1825 I see it the nucleus of an opulent and populous city, and the central point of numerous and transcendant blessings." And by the lieutenant governor-"The village of Rochester .- it stands upon a rock, where the most useful of streams laves its feet. Its age promises to attain the acme of greatness."

At half-past seven .he visitors re-embarked, and the squadron departed. Among citizens of Rochester who went on board the " Young Lion of the West," as a

committee for New York, were Elisha B. Strong, Levi Ward, Wm. B. Roche-ter, Abelard Reynolds, Elisha Juhuson. General E. S. Beach, Rufus Beach, A Strong, aod B. F. Ilurlburt. Over a half-century has gone by, and but one of all named in this connection is alive, and he is the venerated Abelard Reynolds. A " graud canal ball" and a general illumination closed the eventful day.

The visit of' La Fayette was a notable event conoceted with the Erie canal. This noble Frenchman, nursed in the lap of luxury, had periled his life and be- stowed of his means to secure American Independence. An invitation to re- visit the land for which he had done so much was accepted. and his journey through the country was a thrilling pageant. Fires blazed from the hill-tups. can- non thundered from village and city, banners waved, and processions escorted him from point to point. Old soldiers rushed, weeping, into his arms and told the story of former days of danger. The geoeral arrived at King's basin. in Greece, on June 7, 1825. A deputation of eighteen leading citizens bad met him at Lockport, and at Rochester all was bustle. expectation. and preparation. At six A M. a flotilla of twelve boats, npon which were flags and bands of music, ad- vaoced to meet the general The day was fine. the proceedings impressive. The escort divided, half led, the others followed; La Fayette upon the central boat. The bridges, houses, and banks of the canal were all crowded. aod from eight to ten thousand people were assembled. A stage was erected over the centre arch of the aqueduct, fruin which ao address of welcome was delivered by Honorable W. B. Rochester, to whom the general made the following reply : " Sir. when about ten months ago I had the happiness to revisit the American shore, it was on the hay of New York, and within the limits of her vast and flourishing emporium of cum- merce that I made a landing. . . . On this western frontier of the State, where I am received in so affectionate and gratifying a manner, I enjoy a sight of works and improvement equally rapid and wonderful, chief among which is the Grand canal, an admirable work of science and patriotism. whereby nature has been made to adorn and serve as seen in the striking spectacle which is at this moment pre- sented to our view." A salute was fired as he landed. In company with Colonel Rochester, he rode through the streets to Colonel Hoard's, where took place a meetiog with veterans of the Revolution. Theoce the general was escorted to the Mansion House, where at a repast full two hundred were present. At four P.M. the general set out for Canandaigua, where he ledged.

Among the great public works which have special interest to the citizens of Monroe is the Erie canal enlargement and the rebuilding of the great aqueduct across the Gencsce at Rochester .. A meeting was held September 21, 1835, at the court-house in Rochester, where Jacob Gould, mayor, presided, and E. D. Smith was secretary. A memorial and resolutions were drawn up by Myron IIol- ley, and expressed the desire of the citizens along the canal to have it eulargeJ. Again a meeting was held. this time December 30, 1836, " to consider the subject of the enlargement." James Seymour, Esq., was chairman, and S. G. Andrews secretary. The mectiog was addressed by Messrs. Brown, Gould. and O'Reilly. In pursuance of arrangements a convention way hehl at Rochester, January 18. 1837, to urge the procurement of a loan anticipating the canal revenue. Nathan Dayton, of Lockport, presided, assisted by Messrs. Seymour, Hawley, Trowbridge, aod Ayrault. Samuel G. Andrews, Theron R. Strong, James L Bartoo. and A. H. MeKinstry were secretaries. Among many speakers at the convention were Mat- thew Brown, F. Whittlesey, E. D. Smith, II. L. Stevens, Orlando .Ilastings. Elisha B. Strong, Joseph Strong, Alexander Kelsey, S. G. Andrews, and others, of Roch- ester. The effort to secure aid from the legislature was successful. and ao anunal appropriation of four millions was authorized to enlarge the canal. The princi- pal feature in the Rochester section was the new aqueduct, constructed at a cost of six hundred thousand dollars. The engineers were Nathan S. Roberts and M. MI. Hall. Captain Buell was engaged with a large force to blast rock from the river-bed, and Messrs. Kasson and Brown, with a heavier force, were employed at Onoodaga and elsewhere cutting stone. The following items are given : Rock blasted, thirty thousand cubic yards; masonry in aqueduct and weigh-lock, twenty- six thousand three hundred and eighty cubic yards. The dimensions are as fol- lows: The truok of the aqueduct, exclusive of the wings and weigh-lock. is four hundred and forty-four feet long. and including the wings at the east end and the weigh-lock at the west end of the trunk is eight hundred and forty-eight feet long. The parapet walls forming the sides of the trunk are ten feet thick at coping, and eleven feet and ten and a half inches thick at the water-table, and are covered with a coping a foot thick and eleven feet wide. The width of the water-way of the trunk at the top water-line is forty-five feet, and at the bottom forty-two and a half feet. The structure is supported on seven arches; the chord of each is fitty-two feet, and the versed sine ten. Abutments and piers are ten feet wide at their base. From the base of the piers to the top of the water-table is eighteco and a half feet, and from the top of the table tu that of the coping is eight and a half feet, giving a total height of twenty-seven feet. The length of each pier on its foundation is seventy-tive and a half feet. The width uver the coping is

HISTORY OF MONROE COUNTY, NEW YORK.

sixty-nine and oursixth feet. The material is gray limestone. The stones are of large dimensions, and cut tu patt ras so exaet that, when baid, no joint was more than one-eighth of an inch thick.

The first canal-boat loaded with flour left Hill's basin, on the east side of the Genesee, nt Rochester, for Little Falls, on the Mohawk. on October 29, 1822. The first boat-load of flour that crossed the old aqueduct from the western side was shipped from the warehouse of Daniel P. Parker, who also received the first consignment of merchandise from the east over the same work. The first cargo of wheat from Ohio to Rochester was brought in 1831 by the old Hudson and Erie line, on consignment to Harvey Ely. On the opening of navigation in the spring of 1823, there were shipped during the first teu days ten thousand barrels of flour from Rochester eastward. As evidence of the business transacted on this grent artificial water-way, the following amounts of toll are given for the years designated : To and including 1823, $199,653 08; in 1=25, 8492,664.23; 1830, $943,545.35; 1835, $1,375.673.12; 1440. $1,507,331.46; 1845, 82.361.884 - 24; 1849, $2,962,132.09; 1850, $2,933.125.93; 1835, 82,489,272.27. The Genesee Valley canal connects the Erie canad at Rochester with the Allegany river at Olean. The length of the route is one hundred apd seven miles. The summit leve! is eleven and a half miles long, and nine hundred and seventy-nine feet above the Erie canal at Rochester. The lorkage is one thousand and sixty- four feet, overcome by one hundred and six locks. A survey was recommended by Governor Clinton in 1824. One was made in 1828, under direction of Judge Geddes. By act of 1834 a survey was anthorized, and was made during the senson under charge of F. C. Mills. The estimate of cost was $1,890,614.12. The Rochester engineers were Frederic C. Mills, Henry S. Dexter, J. B. Stillson, Daniel Marsh, S. V. R. Patterson, George D. Stillsou, Burton W. Clark, and Daniel MelIenry. The canal was authorized by the legislature on May 6,-1836, but no contract was let until June, 1837, when two miley were let. In Novem- ber, twenty-eight miles were put under contract. From the junction to Rochester, and the Dansville side-cut, a distance of fifty-two miles, was completed in 18+0. By 1851, thirty-six miles farther to Oramel with the Genesee feeder were finished. There were finished in 1853, to Belfast, two miles; in 1854, to Rockville. three miles ; in 1856, to Olean, twenty-four miles. Repairs were contracted for five years from 1855, and, from beavy freshets, the contractor abandoned the work in June, 1857.

The canal is located along the west side of the Genesce river, through the towns of Chili and Wheatland, and has done considerable business. Although the canals are not as of yore, yet they are much in use, and the Erie has by no means become antiquated.

CHAPTER XXI.

THE FIRST RAILROADS THE. TONAWANDA RAILWAY-TRE AUBURN AND ROCHESTER RAILROAD-OTHER ROADS TRAVERSING MONROE THE CEN- . TRAL DEPOT-THE NEW YORK . CENTRAL, ITS CONSOLIDATION AND ITS STATISTICS IN 1874.

THE packets traversed the ennal, and the Albany turnpike became deserted. A new method of locomotion had later arisen, destined in its turo to eclipse the splendors of the canal and lake navigation, and to carry through the forests out into the plains the agencies of civilization. That method was the employment of steam in railway locomotion. The introduction, in August, 1829, of a loco- motive to America from England, by Horatio Allen, marked the inauguration of' an inland growth which is a marvel in extent and without a precedent. Where the cough of the lucoinotive is hcard. there see towns platted and upbuilt, lands enhanced in value, and the dawn of a permanent prosperity. The first mailway in the United States was two miles long, and was located between Milton and Quincy, in Massachusetts. It was in operation in 1326, and the cars were drawn by horses.

The first passenger railway in America was the Baltimore and Ohio ; the road was built in 1830 a distance of thirty miles. A locomotive built by Davis, of York, Pennsylvania, was put on the track in 1831. The first charter authorizing the construction of a railroad in New York was granted by the legislature to the Mohawk and Hudson River Railroad Company. It was limited to fifty years, and allowed the State to become its purchaser on the expiration of its charter. Although rode in construction, and involving excessive expense, its ad- vantages were appreciable, and served to encourage the establishment of a transit system, swift, safe, and expedient. A commencement was made in 1830, and

during the following year the road was completed. The road lay between Albany and! Schenectady, a distance of sixteen miles. Its speedy accomplishment was owing to its superficial character. Rails were of' woud. Cars were drawn by horses, Stationary engines on hill-tops were used to pull up or let down cars, to which, for that purpose, strong ropes were attached. Brakesmen used hand-levers, bolted to the truck, and operated by pressing downward with the hands. During the year 1830 an engine was imported from England, and in 1831 the first stram railroad passenger train in America was run over the road. The engine was mamned the " John Bull," and weighed but four tons. The engineer in charge was Jolin Hampsen. The first passenger coaches were modeled after the old- fashioned stage-coach bodies. They were hung upon leather thorough braces over the truck, with seats inside and outside. The initial train had two of these enarhes and fifteen passengers.

The Auburn and Rochester railroad was chartered in 1836, and the right of way having been obtained over a greater part of the route, ground was broken and work begun at Slab Hollow, near Fisher's station, during 1838. The hill authorizing the construction of this road originated in the assembly, aod passed that body on April 27, 1836, and met the like favorable result in the senate, where it was brought to a final vote and passed early in May. The estimate by Robert Higbam, the well-known engineer and commissioner of the road, was sub- mitted in December, 1836. Length of road. ninety-two and a half miles. Tutal cost of construction, fences, depots, rolling-stock, etc., was estimated at $1,012,783. Books for stock subscription were opened August 2, 1836, at villages along the line. Prompt and liberal subscriptions were taken, and the following exhibit made : Rochester, 853,000 ; Canandaigua, $141,700 ; Geneva, 8109,500 ; Seneca Falls, $122,900 ; and this added to others.gave a total of $595,600. A meeting of stockholders was held at the Franklin House, Geneva, on March 19, 1837, on which occasion a board of directors was appointed. During 1836, a meeting was held at Lyons to take into consideration the project of a railroad through Palmyra, Lyons, Clyde, etc., to Syracuse, and in the same year a locomotive made its first trial trip from Buffalo to Niagara Falls. About the same time a heavy train of freight cars passed over the Utica and Schenectady railroad, from the latter place to Johnsville. Books were opened for subscriptions to stock for building the Utica and Syraense road, and a survey of the Erie route was begun.

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History of Monroe county, New York with illustrations descriptive of its scenery, Palatial residences, Part 16

Author: McIntosh, W. H. cn; Everts, Ensign, and Everts, Philadelphia, pub Publication date: 1877 Publisher: Philadelphia : Everts, Ensign and Everts Number of Pages: 976

Author: McIntosh, W. H. cn; Everts, Ensign, and Everts, Philadelphia, pub
Publication date: 1877
Publisher: Philadelphia : Everts, Ensign and Everts
Number of Pages: 976