Our county and its people : a memorial record of St. Lawrence County, New York, Part 16

Author: Curtis, Gates
Publication date: 1894
Publisher: Syracuse, N.Y. : D. Mason
Number of Pages: 1328

USA > New York > St Lawrence County > Our county and its people : a memorial record of St. Lawrence County, New York > Part 16
USA > New York > St Lawrence County > Our county and its people: a memorial record of St. Lawrence County, New York > Part 16

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

The Northern Transportation Company .- On the completion of the Ogdensburg and Lake Champlain Railroad it formed with others a through line to Boston, greatly stimulating the traffic on the lakes. This led to the formation of the company in 1855 under the laws of the State of New York, styled the Northern Transportation Company. It was reorganized under the laws of Ohio in 1862. This company oper- ated two lines of propellers, the boats of one company plying between Ogdensburg and Lake Erie, and those of the other between Lake Erie and Lake Michigan. Fifteen boats were at first employed on the line, and the number was soon afterward increased to twenty-one. At that time the boats on the upper lakes were much larger than those of the N. T. Co, and could not pass through the Welland Canal as it then existed. A scheme was started in 1868 to increase the capital of the

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INTERNAL IMPROVEMENTS.

company to $100,000, in shares of $100, Philo Chamberlain being pres- ident of the company. Flaming hand- bills were distributed in city and village, " From Boston via Ogdensburg to the most distant port on the route." The bills contained a fabulous account of the earnings of the line, thus preparing the way for what was to follow. The claim was made that more boats were required to carry the grain and the flour from the west and the merchandise from the east. The New England business passed mostly by the way of Ogdensburg, therefore an increase in this line would greatly benefit all places on the route, and especially this port. The company owning the Marine Railway here and one in Cleveland, was prepared to build or repair their boats at a nominal cost. All of this had the appearance of prosperity. The additional stock was taken by parties who were eager to benefit the places in which they lived as well as their own pockets, hence certificates were issued by the company from half a share up to any amount called for, to be paid by installments. The company continued its business on the same plan as before for a few years, without any apparent increase, while the new stock was being paid in ; but meantime no dividends were declared. In 1875 the company collapsed. The property went into the hands of a receiver, was leased to the Central Vermont Line in 1876, and was run under the management of that company about three years; but they could not make that class of small boats pay in com- petition with the larger ones that were fast coming into use, and there- fore gave them up. The whole outfit of the company was then sold to Philo Chamberlain, who resold the boats to various parties in 1880, thus closing the legitimate business of the Northern Transportation Company.

The managers of this company, not being satisfied with the amount already swindled from the people, made an attempt to collect the face of the certificates issued in December, 1868, to increase the stock. claiming the right to do so under the laws of Ohio. Some of the more timid ones settled these claims, while others were sued. When the hungry attorneys saw there would be no more money voluntarily paid them they proposed to settle the claim in each case for a portion of their legal fees. This proposition was accepted and the disgraceful affair closed. For six or seven years after the closing up of the old

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HISTORY OF ST. LAWRENCE COUNTY.

Northern Transportation line there was no American line of propellers in operation, except that occasionally a few boats were "run wild," as the sailors would say.

The Ogdensburg Transit Company .- In the winter of 1886-7 the managers of the Ogdensburg and Lake Champlain Railroad obtained the privilege by act of Legislature of building and running a line of boats on the river and lakes in connection with the road. A company was formed with the above title, and several boats were purchased or leased and put in operation. This company made an agreement with the Detroit Dry Dock Company to build them three boats. The first one, named Governor Smith, was delivered and made a trip, arriving at Ogdensburg September 12, 1889. This boat is 254 feet over all, forty- two feet beam, sixteen feet eight inches depth of hold, and can carry 2,250 tons. She is equipped with all the latest improvements; has steam windlass, capstan and running gear, and the rooms are heated by steam. She has compound fore-and-aft engines, cylinders thirty-eight by fifty-two, with forty inch stroke and two Scott boilers. She makes twelve to fourteen miles an hour, and carries 200 tons of coal. Her load was 70,000 bushels of corn and 250 tons of deck freight. The other boats are to be built after the same pattern. These boats can carry about four times as much as the old style propellers, at about the same cost.

Port of Transfer .- The large boats employed by the Ogdensburg Transit Company in connection with the Vermont Central Elevator (the new one of 1,000,000 bushels capacity finished in July, 1890; the old elevator was burned in the fall after), makes Ogdensburg preferable to Kingston for transferring grain. The freight rates from the various ports in the west to this place are nearly as low as they are to Kingston, while the barge rates from the latter place to Montreal are much higher than from Ogdensburg; besides, grain can be stored at the Vermont Central Elevators and await the arrival of foreign vessels at Montreal, to be met by barges on short notice. Hence the new export route has caused some sharp bidding as to rates for large lots of grain seeking a foreign market, which proves advantageous to Ogdensburg.

Northern Railroad .- The opening of the State road through to Al- bany, and a stage route established to Canton and Plattsburg, afforded

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INTERNAL IMPROVEMENTS.

great relief to the little settlement at Ogdensburg at that early day ; but as population and business increased, a still greater want was felt for a direct communication between the navigable waters of the St. Lawrence and the seaboard, but more especially so after the steamboat lines were in successful operation. The railroad system was being gen- erally discussed about this period, when a large and representative meeting was held at Montpelier, Vt., February 17, 1830, to consider a plan which had been favorably reported upon by a committee to build a railroad from Ogdensburg via Lake Champlain through to Boston. A similar meeting was held in Ogdensburg, March 17 following, and a committee of twelve appointed to collect certain information, and an application was also made to Congress for aid in constructing the work, which failed. A petition was next forwarded to the State Legislature, but this also failed. Another enthusiastic meeting was held at Malone, December 17, 1831, to promote the object in view. Meetings of this kind were continued at stated periods until May 21. 1836, when "The Lake Champlain and Ogdensburg Railroad Company " was incorpo- rated with a capital of $800,000, and a commission named to open books for subscription to the stock ; but this movement failed by limitation. At a convention which met at Malone, August 8 1838, a committee was appointed to collect statistics in order to show the necessity and uses for a road. The reported freight tonnage that would seek an out- let over this road of produce from the farms and various factories of St. Lawrence county, as given by this committee, would amount to nearly $118,000 annually, which estimate was considered by some very ex- travagant ; but it was proved to be far below the actual facts. The other two counties exhibited similar probable results. To further strengthen the cause, the opinion of military men was procured as to the importance of the road to the nation in case of war. All these measures failed, as they were met by the powerful opposition of the friends of the Central route. Still courageous, at the session of 1845, a bill to incorporate the Northern Road was introduced and passed the Assembly, but was delayed in the Senate till near the close of the ses- sion, as four other similar bills were then before the Legislature; but through the influence of friends of one of these bills (desiring similar aid), the Northern Road was incorporated for fifty years with a capital

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HISTORY OF ST. LAWRENCE COUNTY.

of $200,000, in shares of fifty dollars, which received the governor's signature only twenty minutes before adjournment. In May, 1845, several commissioners were named (D. C. Judson, of Ogdensburg, being one), to receive stock, when great efforts were made to secure pledges to the same, there being at that time upwards of $10,000,000 railroad stock on the market. In June, 1846, a company was organized in Og- densburg, with George Parish president, to let contracts for grading and building the road bed. Work was commenced in March, 1848, at the deep cut at this end of the route, which is 239 feet above tide-water. The summit below Chateaugay is 1, 146 feet, and at Rouse's Point eighty-four feet above tide-water. The work was pushed with vigor, and by fall a portion of the road was opened. In the spring this work was continued with the same energy for about two years to its comple- tion, when the first train of cars passed over the entire road September 20, 1850, arriving at Ogdensburg at 4 P. M., John Scharier being the engineer. This was followed by the accommodation train, which ar- rived about eight hours later, J. R. Ames being the engineer.

Word has been passed about the village that the first through train with the officers and distinguished guests aboard, would come through to Ogdensburg on the 20th, but the hour of arrival could not be given. In absence of a telegraph the following plan was adopted to notify the people in time to assemble and view the arrival of the first train of cars to reach Ogdensburg. A cannon was stationed on the hill above the depot, a second one some three miles below on the road, and a third one (Long Tom) was sent on a platform car down to Lisbon Center. When the train came in sight Long Tom was fired, then the second and third guns were discharged, then the people in the place, many of whom were from the country and Prescott, assembled at the depot as the cars arrived, covered with bunting, amid the waving of flags, shouts of joy, ringing of bells, bands playing and firing of cannon. A procession was formed and marched through the principal streets, with music and waving banners. A supper was served free to all who desired it. In the evening speeches were made and congratulations extended, during a beautiful display of fire-works. This was truly a gala day for the people of Ogdensburg and vicinity. The opening of the Northern road, connecting with others reaching to the seaboard, was of greater benefit

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INTERNAL IMPROVEMENTS.

to this section of country than all other improvements that came either before or since. Property in many instances advanced 500 per cent. and farming lands at least 100 per cent.

The advent of the Northern road corrected a great evil by doing away with the barter exchange which had been in vogue since Nathan Ford opened a store in the old barracks. Farm produce was exchanged principally for dry goods and groceries ; all classes of labor were paid in "store pay ; " and the young men who could gather a dollar or two in change for a Fourth of July celebration were considered lucky. The farmer who did not begin early in the year to save dimes against tax gathering was not considered wise. Black salts, or potash, was legal tender in those days and with West India pipe staves were the only produce that would command part cash in payment. The railroad brought the cash system and a seaboard market to the farmer's door, and whatever he had to dispose of brought cash. Therefore, the men, such as Judge Anthony C. Brown, and a few others who labored under the trying and discouraging circumstances for a series of years to ac- complish the opening of this thoroughfare, may be truly called bene- factors.

R. W. and O. Railroad .- It has been said that the extension of this road from Watertown to Norwood originated principally through the dissatisfaction felt by the people of Potsdam and Canton with not hav- ing the Northern Railroad pass through their villages. Be this as it may, at this period all railroad lines felt more or less the necessity of extending or building branches as feeders to increase their business. The difficulty of obtaining a charter for a road at that time has been very much lessened.

At a meeting of the friends of this road held at Gouverneur January 3, 1852, a favorable report of a survey having been presented, a com- pany was organized under the general law. From this time vigorous efforts were made to secure sufficient stock, $5,000 per mile according to a special act passed April 7, 1852, to commence grading the road. In October of that year, the necessary stock having been taken, the con- tract for the completion of the road called " the Watertown and Pots- dam branch " was given to a Massachusetts company, the contract stipulating that the road should be finished by July 1, 1854. This

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HISTORY OF ST. LAWRENCE COUNTY.

extension completed a line from the New York Central at Rome to Watertown, Cape Vincent, Canton, Potsdam and Norwood, connecting at the latter place with the Northern road. Although the road passed through a fertile country, which furnished a large freight and passenger patronage, it soon became evident that for the interests of the road, a branch should be extended to Ogdensburg. The construction of this latter branch having been decided upon, it was finished in September, 1862, thus making a southern outlet, which proved a great convenience to the country along its line and especially to Ogdensburg. The sev- eral lines north from Rome were consolidated under the name of " The Rome, Watertown and Ogdensburg Railroad."

Utica and Black River Railroad .- A portion of the line of this road between Carthage and Morristown was first finished and called the " Black River and Morristown Railroad." It was subsequently con- solidated with the Utica and Black River Railroad, and under the man- agement of the last named company it was found necessary to extend the road to Ogdensburg, where a better winter ferry could be secured, and the latter extension was finished in the summer of 1878, forming a second southern outlet for the city of Ogdensburg. This road then came into direct competition with the Rome, Watertown and Ogdens- burg road, causing not a little strife in securing freight and passengers for two years, when the two lines entered into an agreement and pooled their earnings. In 1885 the Utica and Black River road was leased on a long term to the Rome, Watertown and Ogdensburg Company and has been run under their management up to the leasing of the same to the New York Central Railroad Company. The interest of the Rome, Watertown and Ogdensburg Railroad, also of the Utica and Black River and Morristown Companies, was transferred to the New York Central Company, who took possession of the property March 14, 1891, and have since been under the control of that organization.

The Gouverneur and Oswegatchie Railroad .- This branch road is the outcome of an agitation which began several years ago by Robert Dodge and others interested in the talc mines and mills along or near by its route. In the fall of 1891 the firm of Moffett, Hodgkins & Clarke of Syracuse, through the encouragement of the New York Central peo- ple and the right of way guaranteed by the friends of the road, began

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INTERNAL IMPROVEMENTS.

to grade the bed along the route over which it was to pass to Edwards village. The road was finished and turned over to the New York Cen- tral, August 1, 1893. The first regular train, consisting of two passen- ger coaches and four freight cars, left Edwards at seven o'clock A. M., and arrived at Gouverneur at nine o'clock, making the trip in two hours including the stops on the route. The Edwards Cornet Band was aboard and discoursed music along the way. People from Fine, South Edwards, and the neighborhood surrounding Edwards, and the places along the road, took advantage of the long looked for opportunity to go to Gouverneur by rail.

Street Railway .- Only one street railway has been put in operation in the county, and is located in Ogdensburg. A company was organ- ized by outside parties who secured the right of way from the Common Council; also the consent of the freeholders living on its line in the win- ter and spring of 1886. Work was begun on the track on the Ist day of July following. when a few rods were laid on the upper end of New York avenue in order to hold the franchise. The project then rested for a time, as a hitch occurred between the company and a few citizens of the place concerning the amount of stock they were to take. The outcome was the formation of the Ogdensburg Street Railway Com- pany who purchased from the projectors their entire interest in the road. The work of construction was then pushed with vigor and a por- tion of the road, from the ferry dock to the cemetery on the Heuvel- ton road, was finished that fall, and the remainder, from the upper end of New York avenue to the railroad bridge on Ford street, was com- pleted in the early part of 1887. Branches were laid to the R. W. & O. Railroad depot ; also to the L. C. & O. depot. It is also intended by the company to extend the track in the near future to the hospital grounds.

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HISTORY OF ST. LAWRENCE COUNTY.

CHAPTER XIV.

THE PATRIOT WAR OF 1837-40.

Cause of the Uprising -- Meetings, Open and Secret-Seizure of the Sir Robert Peel- The Two Mysterious Schooners-Connection of the United States with the Affair-Her Seizure-Arrival of United States Troops-Statement of Stephen S. Wright -- Futile Attempts of Ogdensburgers to Relieve the Patriots-Their Surrender -- Animosity of the Canadians-The Affair of the Schooner G. S. Weeks.

T HIS unhappy episode which occurred in the vicinity of Ogdens- burg deserves more than a passing notice, although it was not wholly enacted on American soil. It caused more excitement in Og- densburg than at any other point on the frontier. The presence and prompt action of the governor of the State of New York, and such of- ficers as Gen. Winfield Scott, Col. W. B Worth, with a few influential citizens on the American side, and of Governor Arthur, Colonel Young and others on behalf of the British government, checked the reckless people of both nationalities, and happily averted a storm that might have otherwise involved the most serious consequences.

The cause which led to this trouble in Canada sprang principally from the different views strenuously held by the political parties. For sev- eral years in the Canadian provinces the Reform party labored to extend the elective franchise and to procure a responsible elective council. This aroused a bitter feeling, and in November, 1837, the press of the reformers was destroyed by a mob, which only increased the excite- ment and at length necessitated calling on the military and the arrest of certain prominent leaders of the Reform party. The prisons were filled with persons charged with treason ; martial law was proclaimed in the lower Provinces and numerous instances of wanton violence on the part of the soldiers occurred. Numbers fled to the States for an asylum, and the popular riots that ensued were only aggravated by the efforts made to suppress them. How much justice there may have been in the claims of the reformers we will not attempt to state, but their demands

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THE PATRIOT WAR OF 1837-40.

were met with tyrannical treatment. This was seized upon as a pre- text by a certain class of citizens and refugees in the States, who took advantage of the opportunity to put forward their own private schemes. They planned enterprises for their personal aggrandizement and pecun- iary gain, which they had neither the honor nor the courage to sustain, when personal danger threatened.

Refugees from the provinces were scattered through the Northern States, who related in exciting language their version of the troubles, and with many others concurring, they inaugurated movements, having for their avowed object the independence of the Canadas.

The firing of the steamer Caroline, moored at her dock at Schlosser, below Buffalo, the murdering of her crew, the cutting the steamer adrift and sending her over the falls of Niagara on the night of December 29, 1837, by a party of Canadians, increased the excitement to an extra- ordinary degree. Public meetings were held throughout the country to express the honest indignation of the people at this outrage and to in- voke the executive power of the government to protect the rights of citizens. In this movement there was no sectional or political feeling. The subject became the all-absorbing topic of the press, and every mail was eagerly awaited to learn the news from the seat of the disturbance. On the 12th of February, 1838, William McKenzie, a prominent leader of the Canadian Reform party, addressed the citizens of Ogdensburg upon the Canadian question, and on the evening of the following day a cannon was fired several times, ostensibly to honor the speaker, but with the effect of assembling crowds of excited citizens. That evening several persons from Prescott came over to ascertain the cause of the firing, met a company of patriots (so called) and were arrested by the latter and detained until morning. This illegal proceeding irritated the Canadians and increased the growing hostility.

On thef8th of February, 1838, the State arsenal was robbed. Active measures were taken to assemble arms and munitions of war along the frontier, and secret organizations styled "Hunter's Lodges " were soon formed in each large village to organize plans of resistance and to cir- culate early intelligence of new movements.

On the night of the 29th of May, 1838, the British steamer Sir Robert Peel, while taking fuel at Wells Island on her passage up the

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HISTORY OF ST. LAWRENCE COUNTY.

lake, was boarded by a company of armed men, the crew and passen - gers driven on shore and the steamer set afloat and burned. The next day the steamer Oneida took the nineteen passengers off the island and conveyed them to Kingston. An outrage so flagrant as this could not pass without notice of government, and the most prompt and decisive measures were adopted by the authorities on both sides of the St. Law- rence for the arrest of the perpetrators of the act. June 10 William Johnson as commander-in chief of the naval forces of Upper Canada in the patriot service, issued a proclamation acknowledging the act of burning the Sir Robert Peel and stated his motives for so doing.

About the Ioth of November it was noticed that two schooners were being freighted at Oswego from canal boats that had arrived from Syr- acuse under suspicious circumstances. After being laden they left the harbor taking a northerly course. The steamer United States was in port at Oswego undergoing repairs, which were not completed until Saturday, the 10th. The United States left Oswego at nine o'clock Sunday morning following and continued on her trip down the lake. She took about 150 passengers, nearly all of whom were without bag- gage, except small budgets, and two or three had trunks. A nail keg on board accidently broke open and its contents proved to be lead bul- lets, which rolled about the deck. The steamer arrived at Sackett's Harbor about 2 o'clock in the afternoon and took on board about thirty additional passengers. At Cape Vincent she took on eleven more. On reaching a point near the foot of Long Island the two schooners that had left Oswego on the 10th were discovered, and Captain Van Cleave, by request of a passenger, who represented that the vessels belonged to him, and were freighted with merchandise for Ogdensburg, consented to take them in tow. The steamer touched at French Creek (now Clayton) a few minutes and received seven or eight men on board. Soon after leaving that port the nature of the business of the passengers became evident, and swords and pistols were openly taken from boxes on board the steamer and the boxes were transferred to the schooners, which were lashed to the sides of the steamer, and a large number of men came on board the latter from the other vessels.

A consultation was now held between the captain, two of the owners of the boat, and Mr. Denio, one of the bank commissioners, who was a

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THE PATRIOT WAR OF 1837-40.

passenger, to determine the best course to pursue. It was decided to stop at Morristown and send a messenger to the marshal at Ogdens- burg, informing him of the condition of affairs and the character of the passengers. Just before the steamer reached Morristown about half of the passengers, by direction of one acting in capacity of an officer. entered the schooners, when the latter were cut loose from the steamer and dropped astern and were seen no more by those on the boat until their arrival next morning at Ogdensburg. It now became certain that Prescott was the objective point of the expedition. The steamer United States, after stopping a few hours at Morristown, resumed her course towards Ogdensburg, where she arrived about 3 o'clock Monday morning. November 12, 1838. As usual, the fires were immediately put out on entering the port and the crew, with the exception of the watch, retired. The schooners, which had been dropped above Morris- town, reached Prescott during the night. They contained, as has been inferred, a military armament under command of Gen. John W. Birge, but ostensibly commanded by one Von Schoultz, a Polish exile of mili- tary fame.

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Our county and its people : a memorial record of St. Lawrence County, New York, Part 16

Author: Curtis, Gates Publication date: 1894 Publisher: Syracuse, N.Y. : D. Mason Number of Pages: 1328

Author: Curtis, Gates
Publication date: 1894
Publisher: Syracuse, N.Y. : D. Mason
Number of Pages: 1328