Our county and its people. A descriptive work on Jefferson County, New York, Part 28

Author: Emerson, Edgar C., ed
Publication date: 1898
Publisher: [Boston] Boston History Co.
Number of Pages: 1368

USA > New York > Jefferson County > Our county and its people. A descriptive work on Jefferson County, New York > Part 28

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The French road, so called, was perhaps the first highway in the county, and was constructed soon after settlement began, by Rudolph Tillier, agent for the proprietors of the Chassanis tract. It began at High Falls, east of the river, and run thenee to the great bend, opposite the extreme north part of Champion, and from that point continued a nearly direct course to the present village of Clayton. The old road, however, eventually passed out of existence when more convenient highways were built.

The Oswegatchie road was the result of an effort looking to that end which was begun in the latter part of 1499, although not until several years later was the road in fact built, and then not on the route at first proposed. Judge Nathan Ford was the prime mover of the enterprise, and he hoped to connect Oswegatchie with the Mohawk valley, afford- ing easy communication with Albany.

On March 26, 1803, the legislature authorized a lottery scheme for the purpose of raising a fund to construct roads in the state, chiefly in the Black river country. One of them was to extend from Rome to Brownville, and thenee to the St. Lawrence, and another from near Preston's tavern, in Steuben, to IHigh Falls, and thence through Turin, Lowville, Champion, Rutland, Watertown and Brownville, and inter-

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sect the other road between Brownville and the south bounds of great lot No. 4 of Macomb's purchase. Jacob Brown, Walter Martin and Peter Schuyler were appointed under the act to locate the road through the Black river valley, which was built at a cost of $30,000, and was known as the "State Road." The commissioners who laid out the second road were Henry McNiel, George Doolittle and Bill Smith, who were appointed March 26, 1803.

An act of the legislature passed April 8, 1808, authorized Augustus Sackett, David I. Andrus and John Meacham to lay out a four rods wide state road from some convenient point in either Brownville or Hounsfield, as the judgment of the commissioners should determine, and to extend thence to unite with the road leading from Rome to the St. Lawrence.

An act of the legislature, passed April 2, 1813, authorized the sur- veyor-general to dispose of certain unappropriated lands of the state, and thereby create a fund of $4,000 to construct a road from Sackets Harbor to the village of Rome, and appointed as commissioners to supervise the work Henry Huntington, Clark Allen and Dan Taft. This thoroughfare when finished was made a stage road and one of the chief routes of travel to and from the region. Its necessity became apparent to the state authorities during the war then in progress.

The Salt Point or state road between Salina (Syracuse) and Smith's Mills (Adams), was authorized by an act passed April 1, 1814, and was laid out by William Smith, George Brayton and Benjamin Wright. The road was built with a $5, 000 fund derived from duties on salt and a tax on the land benefited. From the fact that the road was in part paid for with salt duties, and also led direct to the salt region, it was afterward known as the "Salt road." It was soon afterward continued to Dexter.

In pursuance of an act of the legislature passed April 17, 1816, com- missioners Robert McDowell, Eben Lucas and Abel Cole laid out a state road from Lowville to Henderson Harbor, which was built in part but not fully, as the region through which it was to be run was not well settled, nor were the lands of such a character as would justify the ex- pense. However, the town of Pinckney was greatly benefited by this road.

A road between French creek (Clayton) and Watertown was antho- rized by an act passed April 1, 1824, and Amos Stebbins, Azariah Doane and Henry H. Coffeen were directed to supervise its construc-

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tion and lay it out in such manner as would best serve the public in- terests.

The first principal highway between Antwerp and Canton, which was paid for by tax on lands benefited, was built in pursuance of an aet passed April 18, 1828.

On April 19, 1834, the legislature authorized a new road between a point on the Lyme and Clayton town boundary and extending thence to Chippewa bay, in Hammond; to be built at a cost of not more than $100 per mile, and paid for by tax on adjoining lands. The commis- sioners were Loren Bailey, Azariah Walton and Eldridge Merrick, but the road was not completed until several years afterward, and the limit within which it was to be built was extended three times.

A state road between the village of Carthage and Lake Champlain was authorized by an act of the legislature passed April 1, 1811 ; but the enabling aet was amended in 1813, 18H and again in 1842. It was soon afterward surveyed and opened, and was a highway of great im . portance for many years although built through a then uninhabited and almost wilderness region.

The highways which were surveyed and built under the immediate authority and in whole or in part at the expense of the state were gen - erally called state roads whether they were or not such in fact. The roads to which reference has been made in preceding paragraphs were chiefly of this character, and were constructed whenever the persons most interested had sufficient influence with the legislative power to secure them. However, private enterprise on the part of agents of the several land companies operating in this part of the state caused the construction of many of the best early thoroughfares in the county; but roads laid out under this direction were built wholly to suit the interests of the proprietary, and without regard to the general wel- farc.

There were also the turnpike companies, all of which performed their work in pursuance of acts of the legislature. The government, too, had a part in highway construction in Jefferson county. This was done to connect the military stations along the St. Lawrence from Lake Ontario to Lake Champlain. The work was done during the years 1818 and 1819, the route in this county being from Sackets llar- bor through Brownville, Pamelia Four corners and Redwood to llam- mond. This was the afterward known " Military road." In the same manner a brief reference may be made to some of the more important 33

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turnpike companies whose roads were factors in the early history and development of our county.

Turnpikes .- The Oneida and Jefferson turnpike company was incor- porated by an act of the legislature passed April 8, 1808, the corpor- ators being Nathan Sage, Peter Colt, Augustus Sacket, Jacob Brown, David Smith and Eliphalet Edmonds. Capital $4,100, in $25 shares. The company was authorized to " make a good road from near the house of James Tryon, in Rome, to Redfield; to the south branch of Sandy creek, in Malta; to Putnam's ferry on the St. Lawrence." On March 3, 1834, another comany of the same name was incorported with a capital of $20,000. The charter was amended in 1835 but the com- pany never accomplished their proposed work.

The St. Lawrence turnpike company, organized April 5, 1810, was for more than fifteen years one of the important corporations of the county. Its leading spirit was James Le Ray, who was associated with about thirty land proprietors in northern New York for the purpose of building a highway from a point about five miles north of Carthage to Bangor, in Franklin county. Russell Atwater was in charge of the work of construction, the cost of which was paid by subscription. The corporation was dissolved in April, 1822, upon which the road was abandoned to the public.

The Ogdensburgh turnpike company was organized June 8, 1812, just previous to the outbreak of the war. In the company and the work accomplished by it David Parish was a controlling factor, and expended largely of his own means to build the highway from Carthage to Ogdens. burgh, through the towns of Wilna, Antwerp, Rossie and Morristown. James Le Ray was also prominently counected with this road. In 1826 the road lost its corporate character and was surrendered to the public use.

The Black River and Sackets Harbor turnpike company was organ. ized under authority of the legislature (by an act passed March 30, 1811), for the construction of a road from Lowville, by way of Mun ger's mills (Copenhagen) and Watertown, to Brownville. The members of the company were Daniel Kelley, John Paddock and John Brown. The road, however, was not built, nor was the companion highway constructed by the Sackets Harbor turnpike company, extending from Munger's Mills to Sackets Harbor. The proprietors of the latter com - pany were Elisha Camp, Corlis Hinds and Thomas Converse; capital $20,000.

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The Cape Vincent turnpike, as it was commonly known after its com pletion, was built by James Le Ray during the years 1815-16. On February 12, 1812, Mr. Le Ray had petitioned the legislature for per- mission to build a highway from Black river, opposite Watertown, to the St. Lawrence river, but the state of war then existing delayed the measure, and not until March 31, 1815, was the enabling act passed authorizing the worthy proprietor to build and maintain a turnpike road between Cape Vincent and Perch river. Commissioners Elisha Camp, Musgrove Evans and Robert McDowell laid out the road, but the pro- prietor was not compelled to build the bridge across Chaumont river.' On April 12, 1816, authority was given to extend the road to Brown- ville. On April 21, 1831, this road shared the fate of its predecessors and was surrendered to the public.

Plank Roads .- The constitution of 1816 forbade special legislation, and provided for general laws under which corporations should be or- ganized. One of these was "an act to provide for the incorporation of companies to construct plank roads and turnpikes." Under the provi- sions of this act, and between 1848 and 1852, several hundred corpora- tions were formed and several thousand miles of plank road were built in the state, of which at the present time less than one per cent. is in use, having been abandoned and divided into road districts as public town highways. The companies were required to report to the state but generally neglected to do so.

The first board of " plank road inspectors " in this county comprised William Wood, Samuel Boyden and Walter Collins, appointed Nov. If, 1812. From that time the incumbents of the office were kept very busy in performing their duties in the county, where during the years 1819 51, many plank roads were built. However, it can hardly be consid- ered within the proper scope of this work to refer at any length to the many highways opened and plank roads built under the provisions of the law as it then stood, but a mere mention of each, with date of or- ganization, will suffice for our record.

The Watertown and Sackets Harbor plank road company was the pioneer of its kind in the county, and was organized August 2, 1812; inspected June 13, 1848. Next came the Antwerp, Sterlingville and Great Bend plank road company, formed December 5, 1848, followed,

I An act of the legislature passed March 12, 1513, authorized Vincent Le Ray de Chamtoont and his associates to build a toll bridge over Chaumont river at " the place where the Cape Vin- cent turnpike crosses."

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OUR COUNTY AND ITS PEOPLE.

about in the order mentioned, by the Lowville and Carthage, organized 1848: inspected 1849; the Carthage and Antwerp, organized 1849, road finished November, 1849; the Governeur, Somerville and Antwerp, 1849; the Pamelia and Evans Mills, 1849; the Watertown and Great Bend, 1849; the Great Bend and Copenhagen, 1849; the Rutland and Champion, 1849; the Watertown plank and turnpike road, 1849; the Watertown Central railroad, 1849; the Adams and Ellisburgh, 1849; the Dexter, Brownville and Pamelia, 1849; the Dexter and Limerick, 1849: the Dexter and Hounsfield, 1849; the Theresa and Alexandria Bay, 1849; the Theresa, and Clayton, 1849; the Hammond, Rossie and Antwerp, January 23, 1850; the Evans Mills and Ox Bow, 1852; the Theresa plank road, 1852.

Canals .- The Jefferson county canal company was incorporated by the legislature April 15, 1828. The act authorized Vincent Le Ray, Philip Schuyler, Egbert Ten Eyck, Elisha Camp, Jason Fairbanks, Levi Beebe, Arthur Bronson, John Felt and Joseph Kimball " to make, con- struct and forever maintain a canal of suitable width and dimensions from a point at the long falls, on Black river (Carthage), thence on the most eligible route through the village of Watertown to Sackets Har- bor, on Lake Ontario." The capital of the company was $300,000, and the time within which the canal was to be completed was five years.

This proposed waterway was never built. The Black river, between Carthage and High Falls, was declared a public highway by an act passed March 16, 1821, and on March 28, 1828, the Black river canal company was incorporated, but many years passed before the canal was in fact opened for traffic, or before the river was used as a highway for common carriers; therefore, the construction of the local canal was im- practicable. The effectual act by which the Black river canal was finally built was passed April 10, 1836, and work was begun the follow- ing summer. In 1856 the state abandoned its plans for improving the channel of Black river by wing dams and piers, and ordered a dam lock to be built at the mouth of Otter creek; and later on another dam was built and has since been maintained at Carthage. The " Black River company," which was incorporated April 17, 1832, was authorized to connect by railroads or canals, the Eric canal, at or near Rome or Iler- kimer, or both of them, with waters flowing into the St. Lawrence at Ogdensburgh, which are or may be rendered navigable, with the St. Lawrence at Cape Vincent, and with Lake Ontario at Sackets Harbor; and also to so improve Black river between High Falls and the village

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of Carthage as to render the same navigable." The company carried forward the river improvement, and in 1832 built the " Cornelia" at Carthage, but the work of canal building fell upon the successor com- pany, and was not finished until about twenty years later. In 1837. soon after the canal was begun, the people of this county seriously dis- cussed the project of continuing the water course from Carthage to Og- densburgh or to some other available point on the St. Lawrence: and during the years 1834, '38 and '39 meetings were held in several of the central and northern towns to interest the inhabitants in the scheme. On May 2, 1839, the legislature authorized a survey of the region, and Edward 11. Broadhead did the work during the summer. He reported to the legislature in 1840, and provision was made for the selection of one of the several routes suggested, but about that time the change of policy by the state so affected the project that it was finally abandoned.

Railroads .- The Watertown and Rome railroad company and the Black river company were brought into existence by separate acts of the legislature, both passed April 12, 1832, and each contemplating the construction of a railroad in this county over what was substantially the same course, although the Black river company had the option of building either a railroad or a canal. The aet which incorporated the distinctively railroad company provided that Orville Hungerford and Ilenry H. Coffeen, and such others as should become stockholders in the company, "shall be a body corporate and politic, by the name of ' The Watertown and Rome Railroad Company,'" authorized to build a road from Rome to Watertown, and thence to the St. Lawrence river or Lake Ontario, Capital, $1,000,000. Work was to begin within three years and be completed within five years. Henry H. Coffeen, Edmund Kirby, Orville Hungerford and William Smith were appointed com- missioners to receive subscriptions to the stock. The work, however, was neither begun nor completed within the required time, and on May 10, 1836, it became necessary to revive and amend the charter by leg- islative action ; and still again on May 6, 1831, when the line of the road was divided into three separate sections, either of which was permitted to be built under the amendments, but the sum of $10,000 was required to be expended within two years and the entire road fin- ished in six years. Even this was not done, and on May 17, 1845, and again on April 28, 1848, recourse was had to the legislature for exten - sions of time. Work on the road was begun in 1848 (Nov. ) at Rome, and it was opened to Camden in 1849; to Pierrepont Manor in May.

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OUR COUNTY AND ITS PEOPLE.

1851; to Watertown in September, 1851; to Chaumont in November of the same year, and to Cape Vincent, May 1, 1852.

The Watertown and Cape Vincent railroad company was incorporated May 13, 1836, with $50,000 capital, to build a railroad between the county seat and Cape Vincent; but as a separate organization nothing further than surveying was done, and the road when finally built was the property of the Watertown and Rome company.

The Trenton and Sackets Harbor railroad company was incorporated May 15, 1837, with $600,000 capital, and authorized to build and oper- ate a railroad detween Trenton, Oneida county, and Sackets IIarbor. However, under the charter nothing was done and it remained for the successor, the Sackets Harbor and Ellisburgh company, to do whatever was accomplished. The subject was one of discussion only from 1848 to 1850, and in the latter year a new organization was perfected. Work was soon begun and on June 1, 1851, the road was opened, connecting Pierrepont Manor with Sackets Harbor. It was abandoned in 1862.

The Sackets Harbor and Saratoga railroad company was chartered April 10, 1848, with $2,000,000 capital, to build a road between the points mentioned. The road was partly graded, but little else was done before the name was changed to Lake Ontario and Hudson rail- road, the latter having been incorporated April 6, 1851. No part of the road was ever completed.

The Ogdensburgh, Clayton and Rome railroad company was incor- porated February 19, 1853, to build a road between the villages men- tioned. The capital was $2,000,000, but after the work was partly done the enterprise was abandoned.

The Potsdam and Watertown railroad company was organized Jan. 8, 1854, with $2,000,000 capital, to build a railroad between Potsdam and Watertown. Work was at once begun and on April 1, 1857, the company was ready for business. In 1860 the company consolidated with the Watertown and Rome railroad company. This road is now a part of the system which extends throughout this county and is op- erated by the Central- Hudson Company, of which mention will be made on a later page.

The Sackets Harbor and Watertown railroad company was incor- porated August 25, 1855, with $110,000 for the purpose of connecting the county seat with the leading lake port in the county or region. The line of the proposed road was surveyed but nothing further was done in the work of construction by that company.

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INTERNAL IMPROVEMENTS.

The Black River and Utica (commonly called the Utica and Black river) railroad company was incorporated January 29, 1853, opened their road to Trenton, January 1, 1855, and to Boonville on December 18 following. In 1868 the line was extended to Lowville, and in 1872 opened to Carthage, for it was the original intention of the company when formed to operate a continuous line of road from Utica to Clay- ton. While the main line from Utica was being extended to Carthage an affiliated company (the Carthage, Watertown and Sackets Harbor) was organized and built a road between the points named, and when completed to Carthage, in 1822, it was merged in the Utica and Black river system. The Clayton and Theresa road was finished in 1843, and in 1875 became a part of the Utica and Black river road. In 1871 that part of the C., W. & S. H. road between the harbor and the county seat was completed and with the other part of the line passed under the control of the U. & B. R. company.

The Black River and Morristown company was incorporated March 22, 1870 (capital $600,000), to build a railroad from Philadelphia, in this county, to Morristown, in St. Lawrence county, a distance of thirty- seven miles. The road was completed between Philadelphia and The- resa in December, 1872, and when all was nearly finished, on October 29, 1873, it was leased to the U. & B. R. company on condition that the lessee finish and operate it. Indeed, by these negotiations the road virtually passed into the hands of the U. & B. R. Co. The road was completed to Redwood in November, 1821, and just one year later was entirely finished, The lessces connected the line with Ogdensburgh and operated the entire road as a part of their system until it finally passed into the hands of the R., W. & O. company.

The Carthage and Adirondack railroad company owes its existence to the efforts of George Gilbert, a lawyer of Carthage, and Joseph Pahnd of Harrisville, who urged the construction of a line of railroad between these points as early as 1865. In 1866 surveys were made and in the same year the legislature authorized the incorporation of the company, but that was not in fact accomplished until the early part of 1883. The work of construction was begun, however, in 1869, and the roadbed was practically completed as far as Natural Bridge, then aban- doned, and was only resumed with the organization of the Carthage and Adirondack company in the spring of 1883. In the meantime, the Clifton mining company proposed to build a road from their property to De Kalb Junction, to connect with the other line, and in 1868 the

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OUR COUNTY AND ITS PEOPLE.

Black River and St. Lawrence railroad company was organized for that purpose. In 1883 this road consolidated with the C. & A. com- pany's road, and when finally completed they became a part of the R., W. & O. system.

The Rome, Watertown and Ogdensburgh railroad company, to which frequent reference has been made, was incorporated January 11, 1875, under the general laws of 1850 (relating to such corporations) for the purpose of acquiring by lease, purchase or construction railroad proper- ties and appurtenances, and operating them according to the laws of the state.

On April 15, 1886, the company leased for a term of years all the lines of railroad formerly occupied by the Utica and Black river com- pany in this county (and elsewhere as well) and managed them as a consolidated system until March, 1891, when they were leased to the New York Central and Hudson river railroad company, thus becoming a part of the great Central- Hudson sytem; a system almost complete so far as management is concerned; but of doubtful benefit to Jefferson county from the fact that it has no competing lines of railroad, and all shippers and travelers are subject to the possible exactions of a single corporation, which in the absence of opposition may become oppressive.

Post Routes1 were laid out and established through various portions of the county as follows: April 21, 1806, from Harrisburgh through Williamstown (De Kalb), Ogdensburgh, Potsdam, Chateaugay, to Plattsburgh ; also from Rome through Redfield, Adams (by Smith's Mills), to Sackets Harbor, and thence to Chaumont. April 28, 1810, from Utica, via Whitestown, Rome, Camden, Adams and Sackets Har- bor to Brownville; from Utica, via Trenton, Steuben, Leyden, Turin, Lowville, Harrisburgh, Ox Bow, De Kalb, Canton, Ogdensburgh, Lis- bon, Hamilton (Waddington), Madrid, Potsdam, Chesterfield ( Lawrence), Malone and Chateaugay to Plattsburgh; from Harrisburgh, by Cham- pion, Watertown and Brownville, to Port Putnam (below Cape Vincent). April 30, 1816, from Williamstown, by Richland, Ellisburgh and Hen- derson, to Sackets Harbor; from Brownville to Cape Vincent. April 20, 1818, from Denmark, by Le Raysville, to Wilna. March 3, 1821, from Turin, by Harrisburgh, Copenhagen, Tylerville, Pinckney and Rodman, to Adams; from Watertown, by Le Raysville to Antwerp. May 8, 1822, from Champion to Alexandria, via Felts Mills, Le Rays- ville, Evans Mills, Theresa and Plessis. March 3, 1825, from Water-

| Hough.

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town, by Adams and Mannsville, to Sandy Creek and thence by Rich- land to Syracuse. March 2, 1822, from Ellisburgh, by Smithville, to Sackets Harbor. May 21, 1828, from by Evans Mills, Philadelphia, Antwerp, Gouverneur, De Kalb and Heuvelton to Ogdensburgh. June 15, 1832, from Watertown, via Brownville and La Fargeville, to Cor- nelia (Clayton), at the mouth of French creek; thence by Depauville, to Brownville; also from Heuvelton, by De Peyster to Ox Bow. July 22, 1836, from Watertown, by Burr's Mills to Rodman; from Carthage through Great Bend, Le Raysville, Felt's Mills, Lockport ( Black River) and Huntington's Mills to Watertown; from Theresa, via the Glass works ( Redwood) and South Hammond to Hammond. July 2, 1838, from New Haven, by Port Ontario and Lindseyville, to Ellisburgh. Ang. 31, 1842, from North Adams through Fiekl's Settlement to Water- town. March 3, 1815, from Wilna by Natural Bridge to Diana. March 3, 1812, from Antwerp via Shingle Creek, Fowler, Fullerville, Edwards and Russell to Canton.

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Our county and its people. A descriptive work on Jefferson County, New York, Part 28

Author: Emerson, Edgar C., ed Publication date: 1898 Publisher: [Boston] Boston History Co. Number of Pages: 1368

Author: Emerson, Edgar C., ed
Publication date: 1898
Publisher: [Boston] Boston History Co.
Number of Pages: 1368