Landmarks of Albany County, New York, Part 11

Author: Parker, Amasa Junius, 1843-1938, ed
Publication date: 1897
Publisher: Syracuse, N.Y. : D. Mason
Number of Pages: 1374

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The period from 1826 to 1836 was one of general prosperity through- out the country. The success of the canals that were actualy built led to the formation of scores of companies, with capital stock ranging from $3, 500 to $550,000, and canals were projected in all directions; but most of these were never even commenced. Meanwhile rumors of a strange and mighty rival of the canal in the freight and passenger traffic had come from the southward, and before the canals had reached the height of their prosperity, a steam railroad, the first one in this State, was in active operation between Albany and Schenectady. Prominent Albany men were actively interested in the development of the new mode of transportation. What was known as the Quincy Rail- road was built in Massachusetts in 1826, for the transportation of gran- ite from the celebrated quarries, but it was only four miles in length and the motive power was horses. In April of the same year the New York Legislature chartered the Mohawk and Hudson River Railroad Company, to construct a railroad between Albany and Schenectady. This was the first chartered company in the Union authorized to carry on a general transportation business. This was the first season that the Erie canal was used throughout its full course, yet the conviction was, even then, becoming prevalent that at an early day a railroad would extend along its course as a competitor for traffic. As business in all its various channels rapidly increased, demanding greater activity on the part of merchants and manufacturers, the element of time be- came a more important factor in every man's business and had a distinct effect upon his profits and losses. Shrewd men realized that this line across the Empire State was the natural course for through trade, as it is now termed, and busy minds were speculating upon ways and means and possible results of building railways that would, at least, divide the

traffic of the canal and the stages and prove a profitable investment. The capital of the Mohawk and Hudson Company was $300,000, with the privilege of increasing it to $500,000. In the mean time and before work on this road was begun, railroads in other States were com- menced, finished and brought into use, with locomotives propelled by steam. The Auburn and Syracuse road, chartered in May. 1834, was first operated by steam in 1839. In August, 1830, about twenty months before the expiration of the six years in which the road was to be built, the work of construction on the line from Albany to Schenectady be- gan and was pushed forward with such energy that in October, 1831, it was fully completed and was carrying on an average about 400 pass- engers daily. This, the first railroad in the State, was crude in plan, imperfect in construction and expensive in operation. The road bed was mostly of solid stone, forming an unyielding foundation, that acted as an anvil, upon which rolling stock pounded like hammers, battering and wearing out the timbers, cross ties and rails. The cost of the road was $68,000 per mile.

During the ten years subsequent to the date of the charter of this first railroad, the Legislature granted charters for building other roads in various parts of the State. The success of the road from Albany to Schenectady, such as it was, served to inspire confidence in more ex- tensive and better railroads and taught many lessons that later engi- neers were not slow to adopt. The project of connecting Albany with New York by a railroad along the Hudson was agitated at an early date, and in 1832 a number of prominent men obtained a charter for a railroad for this purpose authorizing a capital of $3,000,000. This ef- fort was a little premature and sufficient stock was not subscribed for. Regarding the probable profits of this line the railroad commissioners of 1833 reported as follows:

That it would accommodate a large number of the population in the vicinity of the route ; that the amount of transportation charges which would be paid to the road by this population, on produce, minerals, manufactures and merchandise would amount to $350,000, to which was added a larger sum to be received from travelers and light freights between Albany and New York, especially in winter; that the annual income of the road would be $852,000. " This railroad will connect at Albany with the grand chain of railroads now in progress or contemplated from Albany to Buffalo, viz. ; the Mohawk and Schenectady, completed; Utica and Schenectady in progress ; Syracuse and Utica, contemplated ; Auburn and Syracuse, stock subscribed ; Auburn and Rochester, contemplated; Tonawanda, contemplated, from Rochester through Batavia to Attica."

The practical consummation of all these grand projects was not, how- ever, realized until May 12, 1846, when a new charter was granted to the Hudson River Company with the result that, on October 3, 1851, the road was opened from New York to East Albany. On November 1, 1869, this company and the New York Central Company were con- solidated, the latter company having been organized April 2, 1853, for the consolidation of the following companies: Albany and Schenectady, Schenectady and Troy, Utica and Schenectady, The Mohawk Valley, The Syracuse and Utica, the Syracuse and Utica direct, Rochester and Syracuse, Buffalo and Rochester, the Rochester, Lockport and Niagara Falls, and the Buffalo and Lockport. This entire combination passed to the new company August 1, 1853. Previous to this consolidation the Troy and Greenbush road, which was chartered in 1845, was leased to the Hudson River Company, June 1, 1851, for seven per cent. on $276,000 stock, and passed under control of the consolidated company above described.

The New York and Harlem Railroad was chartered in April, 1831, and work on it was begun in February of the next year. This com- pany was authorized in May, 1840, to extend the road north of the Harlem River to meet the New York and Albany road at such point as might be agreed upon, and to continue to Albany in May, 1845. It was leased to the New York Central in 1873.

The construction of these railroads involved the building of costly bridges across the Hudson at Albany. The first bridge in this vicinity was completed in December, 1804, at Waterford. In January, 1814, the project of building another bridge at Albany was discussed, but received intense opposition at Troy, the claim being put forward that it would obstruct navigation. The contest was carried into the Assem- bly, where a heated controversy was held. On March 11, 1814, Har- manus Bleecker, from the special bridge committee, reported adversely on the project, and the subject was not brought up again unlil 1831, when it met a similar fate. On February 4, 1835, a meeting was held at the Eagle Tavern to consider the subject, and a committee of thirty was appointed to prepare a petition, but nothing further was then done. On February 11, 1836, another meeting was held in the city hall at which Erastus Corning presided, but against all the influence that was brought to bear in favor of a bridge, the Assembly committee reported adversely in March. The subject was a fruitful source of public and private discussion until January 30, 1841, when another meeting was

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held in the Young Men's Association rooms, the mayor presiding and addresses being made by John V. L. Pruyn and Samuel Stevens, but at- tempts to secure favorable action in the Legislature met the usual opposition from Troy and Albany ferry companies. The Assembly again reported adversely March 26, 1841, so that, though it was in the face of great necessity and the powerful influences working in favor of the undertaking, a bridge was not built until 1856, when, on April 9, the Hudson River Bridge Company was incorporated. The site of the bridge was to be determined by commissioners, among whom were Moses H. Grinnell, of New York, J. D. Monell, of Hudson, Palmer V. Kellogg, of Utica, Jacob Gould, of Rochester, James W. Wadsworth, of Geneseo and Albert H. Tracy, of Buffalo. It is worthy of notice that on February 2, about two months before the passage of the in- corporating act, a remonstrance against the proposed bridge was sent to the Legislature which was signed by more than 4,000 citizens of Albany. The capital stock of the company was $500,000. The act ordered the bridge to be erected at least twenty-five feet above common tide water and to be supplied with a draw of sufficient width to admit the passage of the largest vessels navigating the river. The New York Central Railroad Company, the Hudson River Railroad Company, and the Boston and Albany Railroad Company were stockholders in the bridge company. This first bridge was superseded by the present middle bridge under an act passed April 28, 1868, authorizing the dem- olition of the old one as soon as the new one was finished; and that be- fore the commencement of the new bridge, the railroad companies above mentioned and the bridge company should "jointly and severally execute and deliver a bond to the Mayor, Aldermen and Commonalty of the City of Troy, and the same Board of the city of Albany, in the penalty of at least $600,000," for the proper fulfillment of their obliga- tions under the act. Work on the new bridge began in May, 1870, and it was opened in 1872, and it is little more than half a mile in length.

Brief mention of the other existing bridges may be made here, al- though it is out of the chronological order. The upper bridge was opened February 22, 1866, and is now used exclusively for freight and foot passage. Its cost together with the necessary purchases of real estate was $1,100,000. The lower bridge, at South Ferry street, was built by the Albany and Greenbush Bridge Company, incorporated April 18, 1872. The site was selected by Commissioners Thomas W. Alcott, Charles Van Benthuysen, Volkert P. Douw, of Albany; James

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M. King, of Greenbush; Alexander Morris, J. T. Davis, and John H. Pratt, of East Greenbush. Work on this bridge was commenced in 1876, but progressed very slowly, so that it was not opened for teams and foot passengers until January 24, 1882.

The era of prosperity during which many of these public improve- ments took their inception, received a disastrous check in the financial crisis of 1836-38, which followed closely upon the ravages of the Asiatic cholera which are described in Chapter XIII. The causes of that panic had their beginning in the very foundation of the govern- ment finances as laid down by the policy of General Jackson, which was in antagonism to the policy of the United States Bank and its con- nections. While the tide was rising banks multiplied in various parts of the country and their managers, who had become able to control large resources in depreciated currency, engaged in real estate and other speculations, indulged extravagantly in the purchase of luxuries and aided in turning the heads of their more conservative neighbors. Prices of lands and of all merchandise were greatly inflated, money was plenty, easily obtained and readily spent. Usurious rates of interest prevailed, money frequently commanding from three to five per cent. a month, with an active demand even at those rates. This apparent anomaly is explained by the fact that many persons were led into bor- rowing at enormous rates of interest, in the hope that by the tempo- rary use of money they could realize the same large profits that were being made by their neighbors, so that almost all communities, particu- larly the cities and villages of later growth than Albany, were drawn into the whirlpool and an era of speculation followed such as the country has never since experienced. All classes became involved, and thus, when the disaster drew near, though some persons foresaw it and escaped, yet large numbers became bereft of ordinary judgment and clung to the last to the impossible belief that money could be actually created by such operations, and were finally overwhelmed in the final crash. This was precipitated by Jackson's "specie circular," and the withdrawal of deposits from the United States Bank.

The Mexican war, as it is generally termed, was caused by conflicting claims about the territory of Texas. The American government claimed it as a part of the Louisiana purchase of 1803, but did not press the claim until later, so that when Mexico became a republic in 1824, Texas

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was made one of the States. Meanwhile the territory had been considera- bly settled by Americans. Finally Texas rebelled against the govern- ment of Santa Anna and on March 2, 1836, declared itself an inde- pendent State, though this independence was not admitted by Mexico. On the 4th of July, 1845, Texas was, with its own consent, admitted into the Union. Here was the immediate cause of the war that was promptly declared. General Zachary Taylor was sent into Texas with an army of occupation, and on the 24th of April, 1846, the first blood was shed. The contest was not long continued, but was fought with valor and de- termination, under such American leaders as Taylor, Scott, Wool, Worth, and others. Its principal events have long been overshadowed by the great struggle of 1861-65 between the North and the South.

Under the act of Congress authorizing the raising of fifty regiments for the Mexican war, seven were assigned to the State of New York, but only two of these were furnished. The first was raised by Colonel Stevenson in 1846 and contained one company of eighty men recruited in Albany, which was commanded by Capt. John B. Frisbie and Lieut. Edward Gilbert. The regiment was sent to Mexico by a sailing vessel around Cape Horn and joined General Scott's forces, participating in his arduous campaign. The second regiment, raised in the fall of 1846, was commanded by Col. Ward B. Burnett, and contained an Albany company of which the captain was Abraham Van O'Linda, and the lieutenant, Addison Farnsworth. This regiment also constituted a part of Scott's army and served with honor until the close of the war. The act of Congress of 1847 calling for ten regiments of infantry from this State, was promptly responded to. The tenth regiment raised un- der this call is credited to Albany and contained many volunteers from this county. It was commanded by Col. Robert E. Temple and Lieut. - Col. James McGown. The regiment joined General Taylor's forces and shared his campaigns until the war ended. Gen. John E. Wool and Gen. William J. Worth, were former residents of Albany county, and were prominent in the struggle that gave Texas to the Union. The war ended September 13, 1847.

The middle of the present century found Albany county with a popu- lation of 93,279, of whom 50,763 were resident in Albany city. The growth from 1830 (when the population was 53,520) to 1840 carried the figures to 68,634, and during the succeeding ten years they reached the number above stated. Later chapters of this work show that the ad-

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vancement and growth in other directions corresponded with the in- crease in population.

CHAPTER X.

The general history of this county during the past forty-five years, as far as it is not included in later distinctive chapters of this volume, may be briefly written. While it has been a period of prosperity and growth, it has at the same time been devoid of events of great histor- ical importance. The population of the county rose from 93,279 in 1850, to 113,917 in 1860, and to 133,052 in 1870, while that of the city of Albany increased from 50,763 in 1850, to 62,367 in 1860, and to 69, 422 in 1870. Transportation facilities were improved by large railroad ex- tensions and consolidations, and many institutions of a public character were founded. The Albany and Susquehanna Railroad Company was incorporated April 9, 1851, and was opened for traffic from Albany to Central Bridge (35 miles), September 16, 1863. Its construction con- tinued and it was opened throughout its entire length to Binghamton on January 14, 1869. The property was leased in February, 1870, to the Delaware and Hudson Canal Company for the term of its charter, at a rental of six per cent. on the Albany city bonds; seven per cent. on the first, second and third mortgage bonds and first consolidated mortgage bonds, and the capital stock, and $1,000 for maintaining the organization. A payment of $5,000 semi-annually is made by the lessees to the trustees of the sinking fund of the city of Albany, and is invested in certain ways for the ultimate payment of the Albany city bonds. The amount of these city bonds was originally $1,000,000. While this road has been a costly one to the county, it at the same time opened a section of the country for trade with the city that has been of great benefit.

The Albany and Vermont Railroad was chartered October 17, 1857, and was permanently leased to the Rensselaer and Saratoga Rail- road Company in June, 1860, and is now operated by the Delaware and Hudson Company. The main line from Albany to Waterford junction extends for twelve miles in this State, and has been of considerable benefit to the city.

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The New York, West Shore and Buffalo Railroad was chartered June 14, 1881, to extend from New York city up the west bank of the Hudson River to Athens, in Greene county, and thence diverging to the westward and continuing directly across Albany county to Rotterdam. From there it passed on westward to Buffalo. It was built as a com- peting line to the New York Central. The work of construction was pressed with such energy that the road was opened from Weehawken to Syracuse October 1, 1883, and to Buffalo January 1, 1884. On the 2d of October, 1885, judgment and foreclosure of sale of the road was entered in the Supreme Court of this State, and on the 8th of Decem- ber it was sold at auction and transferred to the purchasers, J. Pier- pont Morgan, Chauncey M. Depew, and Ashbel Green, as joint tenants. The road was then leased to the New York Central.

The country at large was now upon the eve of momentous events. The sectional antagonism between the North and the South which had been growing through many years; jealousy in the South of the rapid material progress and prosperity of the North; the determined efforts of Southerners to farther extend slavery and of the Northerners to prevent it; in short, the "irrepressible conflict" reached a crisis in the election of Abraham Lincoln to the presidency of the United States in 1860, and led to the opening of the guns of Charleston upon Fort Sum- ter on the 11th of April, 1861. Four days later, on the 15th, the presi- dent issued a call for 75,000 volunteer militia to suppress the rebellion. The response was astonishingly prompt throughout the Empire State and no where more so than in Albany county. On the 18th of April the Legislature passed an act authorizing the enrollment and equip- ment of a State militia and providing for the public defense. Within one week 155 companies were recruited in this State and ready for service. Public meetings were held, relief associations organized, and funds liberally provided for the families of volunteers, and Albany again and for the last time became the centre of a scene of military activity.

The first regiment to respond to the call for militia in Albany county was the 25th New York State militia, which left the city for Washing- ton on the 22d of April, 1861, officered as follows: Michael K. Bryan, colonel; James Swift, lieutenant-colonel; David Friedlander, major; John M. Kimball, adjutant; Cornelius B. O'Leary, surgeon ; captains, Co. A, Jacob Fredendall; B, Timothy McDermott; C, John Gray; D,

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Frank Marshall; E, J. J. Huber; F, M. H. Kenneally; G, H. Mulhol- land; H, - Godfrey; K, Hale Kingsley; L. F. Newdorf. With 479 men the regiment reached Washington on the 29th, served its term of three months on Arlington Heights, where it built Fort Albany; re- turned home, and on May 41, 1862, was again mustered into service for three months and was ordered to Suffolk, Va. At the expiration of its term, Colonel Bryan and many of his men entered the army again as volunteers. Colonel Bryan at a later date raised the 175th Regiment of Volunteers and died at the head of his command on June 14, 1863. He was a brave and capable officer.

The 3d Regiment New York State Volunteers was organized in Al- bany May 7, 1861, and five of its ten companies were recruited from Albany county, as follows: C, captain, E. G. Floyd; E, captain, J. W. Blanchard; F, captain, H. S. Hulbert; G, captain, J. H. Ten Eyck, jr .; I, captain, E. S. Jenney. On May 8 Frederick Townsend was elected colonel of the regiment; S. M. Alford, lieutenant-colonel; George D. Bayard, major; Alexander H. Hoff, surgeon; Jonathan O. Moore, ad- jutant. The regiment left Albany May 18 with 796 men, participated in the battle of Big Bethel, and during the remainder of its term of nine months was stationed at Fortress Monroe. On May 8, 1863, it entered service as a veteran organization and later was consolidated with the 112th. It took part in engagements at Fort Wagner, Charles- ton, Bermuda Hundred, Petersburg, Fort Gilmer, Fort Fisher, Wil- mington and others of minor character. Colonel Townsend resigned July 2, 1861, taking up his residence in Albany, and the regiment passed under command of Colonel Alford and was mustered out in Au- gust, 1865.

The president issued another call for troops on May 3, 1861, under which, and acts approved July 22 and 25, 500,000 men were required, and under this call New York State furnished 120,231 volunteers. The 43d Regiment was organized at Albany and mustered into the service between August 25 and September 21, 1861. The following were the commissioned officers:

Francis L. Vinton, colonel; Charles H. Pierson, lieutenant-colonel; Benjamin F. Baker, major; James H. Thompson, surgeon; James H. Bogart, adjutant. Captains: Co. A, John Wilson; Co. B, I. R. Van Slyke; Co. E, E. Cass Griffin; Co. D, Charles H. Clark; Co. E, Jacob Wilson; Co. F, James C. Rogers; Co. G, William H. Mathews;

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Co. H (Yates Rifles), Edwin C. Drake; Co. I, George W. Reed; Co. K, Harvey S. Chatfield; Captain Charles B. Mitchell, 1862; Captain John L. Newman, 1862; Cap- tain David Burhans, 1862; Captain James D. Visscher, :862.

The regiment left Albany on the 16th of September with 706 men. It received during its service 1,621 recruits and returned in July, 1865, with 290 men and thirteen officers. It was distinguished for brilliant deeds in battle and participated in actions at Lee's Mills, Warwick Creek, Siege of Yorktown, Golding's Farm, The Seven Days battles, Antietam, Fredericksburg, Marye's Heights Salem Church, Banks's Ford, Gettysburg, Rappahannock Station, Locust Grove, Mine Run, Wilderness, Spottsylvania, North Anna, Cold Harbor, Petersburg, Fort Stevens, Charleston, Fisher's Hill, Cedar Creek, and others. Among those in this regiment who lost their lives, were the following : Major (afterwards Colonel) James Henry Bogart, killed while advanc- ing with his regiment at Port Hudson, June 14, 1863. Captain (after- wards Colonel) John Wilson, a native of Albany, died May 8, 1864, from amputation of leg for bullet wound. Captain (afterwards Major) Will- iam Wallace, native of Albany, was confined at one time in Libby prison, was exchanged, and was shot while leading a charge in the bat- tle of the Wilderness. In the same engagement, Lieutenant-Colonel Fryer was mortally wounded. Captain David Burhans, a native of the town of Bethlehem, fell at the front in the engagement at Po river May 10, 1864. Captain (afterwards Colonel) James D. Visscher, born in Al- bany, served three months with the militia at the beginning of the Re- bellion, killed at Fort Stevens, July 12, 1864. Capt. Douglass Lodge, born in Albany, rose from the ranks to captain, planted the colors of his regiment on Marye's Heights May 3, 1863, and received a mortal wound on the following day.

The Tenth Regiment, National Guards, was organized in Albany in the early months of the war and performed guard and other duty at the call of the governor. For the third time it tendered its services for nine months and took the field November 21, 1862, with 864 men, and the following officers: Ira W. Ainsworth, colonel; Frank Cham- berlain, lieutenant-colonel; David M. Woodhall, major; Richard M. Strong, adjutant; William H. Craig, surgeon. 3 Captains, Co. A, Lionel U. Lenox; B, Charles E. Davis; C, Stephen Bronk; D, James Dodds; E, James McFarland; F, James R. Harris; G, Morgan L. Fil- kins; H, Harmon L. Merriman; I, E. H. Tomlinson; K, William H.

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Brandenburg. The regiment was numbered the 177th N. Y. V., and was ordered to the Department of the Gulf, under General Banks. Its principal service was in the engagements from New Orleans to Port Hudson, suffering severely at the latter place. At the close of its term of nine months the regiment returned home and resumed its original place as part of the 9th Brigade, National Guard. The regi- ment suffered much from sickness while in the far South. Among those who died while in the field were Adj. Richard M. Strong, born in Albany, died in Louisiana May 12, 1863; he had studied law and been admitted to the bar, with bright prospects. Lieut. John Peter Phillips, died September 4, 1863. Sergt. Charles H. Frederick, a native of Albany, died of fever in Louisiana March 10, 1863. Sergt. Joseph C. Vanderhoop, born in Albany, died of fever in Louisiana. Sergt. William Crounse, born in Guilderland, died in Louisiana June 28, 1863.

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Landmarks of Albany County, New York, Part 11

Author: Parker, Amasa Junius, 1843-1938, ed Publication date: 1897 Publisher: Syracuse, N.Y. : D. Mason Number of Pages: 1374

Author: Parker, Amasa Junius, 1843-1938, ed
Publication date: 1897
Publisher: Syracuse, N.Y. : D. Mason
Number of Pages: 1374