The growth of a century: as illustrated in the history of Jefferson county, New York, from 1793-1894, Part 68

Author: Haddock, John A., b. 1823-
Publication date: 1895
Publisher: Albany, N. Y., Weed-Parsons printing company
Number of Pages: 1098

USA > New York > Jefferson County > The growth of a century: as illustrated in the history of Jefferson county, New York, from 1793-1894 > Part 68

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A poem on Odd Fellowship was then read by Mrs. E. R. Hatch, of Garland Rebekah Lodge, which was followed by an address by brother Past Grand John Nill, who impressed on the brothers and sisters that the perman- ency of the order could be insured only by strict adherence to its principles and to the promises made under solemn covenant. The principles and the object of Odd Fellowship are not new, but an application under a new method, easily acceptable to the masses, of the same principles that have been advocated by the oldest nations of the world. The earliest secret order recorded in history was Brahminism, which afterwards developed into a priesthood, and was the source from which sprung the secret order and priesthood of Medianites, extending over the desert of Arabia and other parts of Africa, including Egypt, whence it was taken by Moses and formed into the secret ruling of Judaism. The symbols of these great institutions of an- tiquity differed very little, and the aim and object of all of them, as well as later Free Masonry and Christianity, was the universal Brotherhood of Man. History tells us how these great institutions of the past, founded

for the uplifting and the fraternization of mankind, failed in their grand and beneficient aim, and sunk into decay when they lost sight of the original purpose, and degenerated into exclusive casts and creeds. Thus we learn that the universal law of justice laid down by the Supreme Ruler of all for a uni- versal brotherhood of man, permits of no de- parture from the original plan, and only through the faithful observance, in thought and deed, of our principles, can we perpetu- ate our noble order and accomplish the desir- ed end-living in an earthly Paradise, worthy subjects of Him in whose image we were formed.

Past District Deputy Grand Master W. E. A. Faichney made a short address, replete with plensant reminiscences, and Brother Robert J. Buck, of Corona lodge, was intro- duced. He delivered a short but interesting address in which he said: " We are met to- night to celebrate an important event in Odd Fellowship, and I want to say to you, brothers. that the 500th anniversary of this order will be celebrated; yes, it will have celebrations until eternity, because it is founded upon principles that are eternal."

Rev. D. L. R. Libby made an interesting address, which was greatly enjoyed by the audience. He said that the first note of Odd Fellowship was sung by Jesus Christ, the sweet singer of Galilee, who, in perfect, glorious manhood uttered and exemplified the first principles of Odd Fellowship, himself the minister of Friendship, Love and Truth. The speaker paid a glowing tribute to the aims and noble purposes of Odd Fellowship,

Sister Mrs. E. S. Allen, District Deputy Grand Master of the Daughters of Rebekah, then reviewed the history of her order, which was founded in 1851, largely through the in- strumentality of Hon. Schuyler Colfax, of Indiana At first merely an honorary degree was conferred on the wives of brothers who had attained the scarlet degree. The order has progressed and developed until it has now its regular lodge and annual State conven- tions, and all positions in the order are filled by women. Sister Mrs. J. Nutting, of Gar- land Rebekah Lodge, then recited a poem dedicated to the principles of Odd Fellowship.

The closing address was then delivered by brother Rev. W. H. Bown, pastor of Grace Church, and was one of the most pleasing efforts of the evening. The reverend gentle- man stated that some one had said to him to "cut it short," and that he had heard so much of that about sermons that he was sick of it. Continuing, he said, " Why should we cut it short? We arc Odd Fellows, and we can stay out all night if we want to; we have been waiting 50 years for this occasion, and why should we be in such a hurry to get out of this building to-night."

The choir then sung the closing ode, and after the benediction by Rev. Mr. Libby, the audience dispersed, and a memorable day. marking the termination of 50 years of the dif- fusion of the principles of Odd Fellowship in Jefferson county, was brought to a close.

318

THE GROWTH OF A CENTURY.

INTERNAL IMPROVEMENTS.

IN 1791, even before the Chassnais pur- chase, the State made its first attempt to im- prove the facilities for travel into the Black River country. In that year, Arthur Noble and Baron Steuben, who had land north of Utica, in Oneida county, petitioned the Legis- lature for a road "from Little Falls, on the Mohawk river, to the falls on the Black river, which runs into Lake Ontario " The com- mittee in the Legislature to whom the petition was referred, reported in favor of the pro- ject, hut we have not been able to ascertain that anything further was accomplished. Many of the first settlers found their way into the country by using the navigable chan- nel of Black river from the High Falls to the present village of Carthage, and by the tedious journey through an almost trackless wilder- ness, on sleds, drawn by oxen.

THE FRENCH ROAD .- In anticipation of settlements, Rudolph Tillier, agent of the French Chassnais Company, had caused to be opened a route from the High Falls, east of Black River, to near the Great Bend, from which it continued in a line nearly direct to the present village of Clayton. A branch from this diverged from the head of naviga- tion on Black River Bay, but these roads, though cleared, and the stumps removed, had no bridges, and consequently were of imper- fect use to the early settlers. This road fell entirely into disuse, and it is doubtful whether a rod of it is now travelled.

THE OSWEGATCHIE ROAD .- The first travelled road in the county north of Black river, owes its origin to Judge Nathan Ford, of Ogdensburg. The road extended from Ogdensburg to Turin, in Lewis county, and thence to Albany. It entered Jefferson county at the Ox Bow, in the town of Ant- werp, where it met the Black River road, on the opposite side of the river. Judge Ford, in a letter to Samuel Ogden, announced "having finished cutting the road, and all the logs turned, excepting about eight miles, and the party gocs out to-morrow morning to finish that; after which, I think, the road may be said to be passable for sleighs, although there is considerable digging yet to be done, as well as crossways."

The road was first opened by a subscrip- tion among the landholders, and its continu- ation through Lewis county was long known as the Oswegatchie road. The sums raised hy these means proved inadequate to build the road of the character which the country demanded, and narrow, sectional, and local jealousies were found to embarrass the enter- prise.

It was next attempted, with success, to ob- tain State patronage for this work, and on April 9, 1804, a lottery was created for the purpose of raising the sum of $22,000 to con- struct a road from Troy to Greenwich, and "from or near the head of Long Falls, in the county of Oneida, to the mills of Nathan Ford, at Oswegatchie, in St. Lawrence

county." The latter was to be six rods wide, and Nathan Ford, Alexander J. Turner and Joseph Edsell were appointed commissioners for making it. Of the above sum $12,000 was appropriated for this road. The summer of 1805 was devoted to the location and open- ing of the road, and on October 26, 1805, Judge Ford wrote; "I have just returned from laying out the State road between Ogdensburg and the Long Falls, upon Black river, and I am happy to tell you we have made great alterations (from the old road) for the better also, as well as shortening the dis- tance."

STATE ROAD .- An act was passed March 26, 1803, for opening and improving certain great roads of the State with the proceeds of a lottery, to be drawn under the supervision of Philip TenEyck, Thomas Storm, William Henderson, Matthias B. Tallmadge and Jacobus Van Scoonhoven. The fund so raised was intended to be chiefly applied to the opening of roads in the Black River country, and was limited to $41,500. Nathan Sage, Henry Huntington and Jacob Brown were appointed commissioners for opening a road from Salina, and thence through Red- field to Champion and St. Lawrence county, and these were, by an act passed April 9, 1804, authorized and empowered to make such deviations on said route as they deemed proper, notwithstanding the provisions of the original act.

Jacob Brown, Walter Martin and Peter Schuyler were appointed under the act of March 26, 1803, to locate the road through the Black River valley, which, for a long time, was known as the " State Road," and $30,000 was expended under that act. Silas Stow acted a short time as one of the com- missioners, both on the Black river and the Johnstown sections, with Brown, Martin and Schuyler. By an act of April 8, 1808, Augustus Sacket, David I. Andrus and John Meacham were empowered to lay out a public road four rods wide, "commencing at such place in Brownville and Houndsfield as shall, in the opinion of the commissioners, best unite with the great road leading from Rome to the river St. Lawrence at Putnam's ferry, and pursuing such route as in their opinion shall best accommodate the public in general, to the village of Salina."

By an act of April 2, 1813, the surveyor- general was " authorized and required to sell and dispose of so much of the unappropriated lands of this State, on a credit of twelve months, lying in the county of Oneida, called the Fish Creek land, as shall raise the sum of $4,000; and the same is hereby appropriated for improving the road from Sackets Harbor, on Lake Ontario, to the village of Rome, in the county of Oneida, being the road hereto- fore laid out by commissioners appointed by the State, and pay the same over to Henry Huntington, Clark Allen and Dan Taft, who are hereby appointed superintendents to take

319

INTERNAL IMPROVEMENTS.

charge of the expenditures of said sum, for the objects aforesaid."

An act was passed April 1, 1814, appoint- ing William Smith, George Brayton and Benjamin Wright to lay out a road from Salina to Smith's Mills (Adams), to intersect at that place the State road from Rome, through Redfield and Lorraine, to Brownville, The road was completed to Adams, and was long known as the "Salt Point Road." In 1816 a State road was directed to be laid out from Lowville to Henderson Harbor, which was surveyed, but the whole of it was not opened. A road from French Creek to Watertown was, by an act of April 1, 1824. directed to he made under the supervision of Amos Stebbins, Azariah Doane and Henry H. Coffeen. By an act of April 18, 1834, Loren Bailey, Azariah Walton and E. G. Merick were appointed to lay out a road along the St. Lawrence, from near the line of Lyme and Clayton, to Chippewa Bay in Hammond. The cost, not exceeding $100 per mile. to be taxed to adjacent lands; and 1836, 1838 and 1839, the act was amended and extended. April 4, 1841, a State road was authorized to he laid out from Carthage to Lake Cham- plain, which was subsequently surveyed and opened the whole distance.

The enterprise of individual proprietors led, at an early day, to the opening of ex- tended lines of roads, among which were the Morris and Hammond road, the Alexan- dria road, etc. The tour of President Monroe in 1817, probably led to the project of uniting the two prominent military stations of Plattshurg and Sackets Harbor by a mili- tary road, which was soon after begun. A. report of John C. Calhoun, then Secretary of War, dated January 7, 1819. mentions this among other national works then in progress. The labor was done by relief parties of soldiers from these garrisons, who received an extra allowance of 15 cents and a gill of whisky daily. The western extremity, from Sackets Harhor, through Brownville, Pamelia Four Corners and Redwood, to Hammond, and from Plattsburgh to the east line of Franklin county, only were completed. The care of the general government ended with the opening of these roads. and the portion in this county has been maintained as a town road.

TURNPIKES. - The Oneida and Jefferson Turnpike Company was incorporated April 8, 1808, for the purpose of making a road from Rome via Redfield and Malta (Lorraine) to Putnam's ferry, on the St Lawrence. The persons named in the act were Nathan Sage, Peter Colt, Augustus Sacket, Jacob Brown, David Smith, and Eliphalet Edmunds; capi- tal, 4,700.shares of $25 each. A company with the same name and a capital of $20,000 was chartered May 3, 1834, but never got into efficient operation. The commissioners named were Elisha Camp, Thomas C. Chitten- den, Clark Allen, Ira Seymour, Nelson Dar- ley and Alanson Bennet.

The St. Lawrence Turnpike Company, formed April 5, 1810, of 29 leading landhold-

ers of Northern New York, headed by J. D. LeRay, built in 1812-13, a turnpike from a point 512 miles north of Carthage to Bangor, Franklin county. They were, in 1813, re- leased from completing the termini, which 'had originally intended to be the Long Falls and Malone. The road was opened under the supervision of Russell Attwater, and huilt from the proceeds of lands subscribed for its construction along the route. During the war it was a source of great profit, but after- wards fell into disuse, and the company was, by an act of April, 1826, allowed to abandon it to the public.

The Ogdensburg Turnpike Company, formed June 8, 1812, capital $50,000, and mainly sustained by David Parish, soon after built a turnpike from Carthage to Ogdens- burg, by way of Antwerp, Rossie and Morris- town. This was also, by act of April, 1826, surrendered to the public. By an act passed March 30, 1811, the Governor was to appoint commissioners to lay out two turnpikes. One of these was to pass from Lowville, hy way of Munger's Mills, to Sackets Harbor.

On February 13, 1812, James D. LeRay asked permission of the Legislature to make a turnpike road from Chaumont, in the town of Brownville, to Cape Vincent, and from the Black river, opposite the village of Water- town, to intersect the St. Lawrence turnpike road at or near where the same crossed the Indian river, in the town of LeRay. The war which soon ensued diverted attention for a time from this improvement; but in March, 1815, an act was passed empowering LeRay to build the Cape Vincent turnpike from that place to Perch River. On April 12, 1816, he was allowed to extend the road to Brownville village. By an act of April 21, 1831, this road was surrendered to the public, and with it ended the era of turnpikes in the county.

PLANK ROADS .- The first plank road in the county was completed in 1848, and extended from Watertown to Sackets Harbor. The Lowville and Carthage plank road was in- spected November 13, 1849. The Sterling Bush and North Wilna plank road, connect- ing the last road with the village of Louis- burg, or Sterlinghush, in Lewis county, was finished about 1854. The Gouverneur, Somerville and Antwerp plank road was in- spected November 14, 1849. A continuous line of plank roads connected this with Ogdensburg, Canton, and the depots of Can- ton and Madrid on the Northern Railroad, and one mile from Antwerp village with the Hammond, Rossie and Antwerp plank road, inspected October 24, 1850, 20 miles in length, passing through Rossie village, and connect- ing with the village of Morristown. At the village of Ox Bow it connected with the Evans Milis and Ox Bow plank road, 17 miles long, completed in June, 1852. The Pamelia and Evans Mills plank road, con- tinuing this route to Watertown, was com- pleted in June, 1850. Antwerp and Water- town were connected by the Antwerp, Sterlingville and Great Bend plank road, com- pleted in August, 1849, and the Watertown

320

THE GROWTH OF A CENTURY.

and Great Bend plank road, completed late in the same year. The latter passed through the villages of Black River and Felt's Mills. At the village of Great Bend, this and the former road connected with the Great Bend and Copenhagen plank road, completed in November, 1849. This road passed through Champion village, and connected with the Rutland and Champion plank road, which ex- tended from Copenhagen to within three and a half miles of Watertown village, and was completed in August, 1849. This line was continued to Watertown village by the Watertown plank and turnpike road, which was completed in September, 1849.

The Watertown Central plank road, two miles long, completed in August, 1849, was at first designed to connect with other roads, forming a line of plank roads to Syracuse, but the building of the railroad necessitated the abandonment of the plan. The Adams and Ellisburgh plank road was completed in June, 1849, and connected with roads to Syracuse, Oswego, etc. The Dexter, Brown- ville and Pamelia plank road, connecting Pamelia village with Dexter, was completed in October. 1850. It was continued by the Dexter and Limerick plank road to the town line of Lyme, towards Cape Vincent, com- pleted in May, 1850. It was also connected with the Dexter and Houndsfield plank road, which ran from Dexter to the Watertown and Sackets Harbor road, near the latter place. A line of roads from Alexandria Bay to Watertown was projected, and mostly finished, consisting of the Theresa and Alex- andria Bay plank road, 12 miles long, com. pleted in December, 1849, and the Theresa plank road, towards Evans Mills, of which about four miles were completed in July, 1852. The Theresa and Clayton plank road, between these places, was completed in June, 1850. This road passed through Lafargeville.

These roads generally contributed much to the prosperity of the country for a time, until the railroad was completed, when the system was abandoned, and the lines transformed into graveled or ordinary turnpikes. Nothing now remains to remind the traveller of their cxistence.

RAILROADS .- The Watertown and Rome Railroad was incorporated April 17, 1832. The company was empowered to build a rail- road from Rome to Watertown, and thence to the St. Lawrence River or Lake Ontario, or both, with a capital of $1,000,000, in shares of $100. The charter, which was repeatedly revived and amended, was never allowed to expire and after years of patient and persever- ing effort, the road was opened. Work was commenced at Rome in November, 1848, and soon after at other important points, and the road was so far completed as to allow the passage of trains to Camden in the fall of 1849. May 28, 1851, the road was completed to Pierrepont Manor, and a large party from Watertown, Rome and other sections, assem- bled to celebrate the era of of the entrance of the first railroad train into Jefferson county. The first engine reached Watertown, Septem-

ber 5, at 11 o'clock at night, and on the 24tlı of the same month. Its completion to that place was again celebrated with festivities. On November 20 it was finished to Chaumont, and in April, 1852, to Cape Vincent. The first officers were Orville Hungerford, Presi- dent; Clark Rice, Secretary, and Orville V. Brainerd, Treasurer. Mr. Hungerford died before the road was completed, and on April 10, 1851, Hon. William C. Pierrepont was elected president. The total length of the line was 9712 miles, and its total cost $1,957,992.

In January, 1852, a company was organ- ized to construct a road from Watertown to Potsdam Junction, a point on the Vermont Central Railroad, which latter extends from Ogdensburg to Rouse's Point, at the foot of Lake Champlain. The Potsdam branch, 76 miles in length, was completed in 1854, and up to 1860 was called the Potsdam and Watertown Railroad, when it came into the possession of the Watertown and Rome Rail- road Company. In 1861-62, the latter com- pany put down a track from De Kalb Junc- tion, a point on the Potsdam and Watertown road, to Ogdensburg, a distance of 19 miles, and the roads were consolidated and the names changed by the Legislature, to the Rome, Watertown and Ogdensburg Railroad Company.

In 1866 the Oswego and Rome Railroad, ex- tending from Oswego 29 miles to Richland, was put in operation and leased to the R., W. & O. The Syracuse Northern Railroad, ex- tending from Syracuse to Sandy Creek Junc- tion, on the R., W. & O. R. R., was com- pleted in 1870, and in 1875 was consolidated with the latter. The Lake Ontario Shore Railroad, running from Oswego west to Charlotte (Rochester's port of entry), and to its western terminus at Niagara Falls and Suspension Bridge, on the Niagara River, 150 miles, was also merged in the R., W. & O., in January, 1875.

The Utica and Black River Railway was opened from Utica to Boonville, Oneida county, a distance of 35 miles, in 1855. In 1868 the line was put in operation to Low- ville, Lewis county, a further distance of 24 miles. In 1872 it reached Carthage, 16 miles farther. The original plan to construct a line to Clayton, Morristown and Ogdensburg, on the St. Lawrence River, was not immedi- ately carried out. While the division be- tween Lowville was in course of construction a company was organized in Watertown, under the title of Carthage, Watertown and Sackets Harbor Railroad Company, and a

road coustructed. in 1872, from Watertown to Carthage, 18 miles, which was completed about the time the Utica and Black River Company reached the same point. Upon the completion of the road from Watertown to Carthage, it was leased to the Utica and Black River Company.

In 1873 the Clayton and Theresa Railroad was completed, and in 1885 was consolidated with the Utica and Black River system. In 1874 the Carthage, Watertown and Sackets

ROME WATERTOWN AND OGDENSBURG RAILROAD.

Wer

EASTERN LIVISIGN OF THE ROME, WATERTOWN & OGDENSEURG RAILROAD.

321

INTERNAL IMPROVEMENTS.

Harbor Company completed a road from Watertown to Sackets Harbor, which was the same year leased to the Utica and Black River line.

The Black River and Morristown Railway filed articles of incorporation with the Secre- tary of State, March 22, 1870. The capital stock was fixed at $600,000, and Philadelphia, in Jefferson county, and Morristown, in St. Lawrence county, were made the termini of the road. The length of the proposed line was 37 miles. The railroad was opened from Philadelphia to Theresa, a distance of eight miles, in December, 1872, and by October, 1873, the work was nearly completed. On October 29, 1873, the company contracted with the Utica and Black River Railway Com- pany to complete the road, giving that com- pany the use of the road for eight years, and transferring to them the unexpended balance of $500,000 in bonds issued by the Black River and Morristown Company. Under this contract the road was completed and opened to Redwood in November, 1874, and to Morristown in November, 1875. Connec- tion was soon after made to Ogdensburg. It remained under the control of the U. & B. R. R. R. until the latter was leased to the R., W. & O.

On April 15, 1886, the Rome, Watertown and Ogdensburg Railroad leased the lines of the Utica and Black River Railroad, and since that time the lines have been under one management, the system being known as the Rome, Watertown and Ogdensburg Railroad Company.

In 1892 still another change in ownership was made, the New York Central becoming lessee and manager of all the railroad systems that traverse Jefferson county in any direction. But the organization in this county, and its connectiona to Utica and Rome on the south, and Ogdensburg and Potsdam Junction on the north, and Oswego and Rochester on the west, are still recognized as the Rome, Water- town and Ogdensburg system, with head- quarters at Watertown, and operated by the following named officials:

Theo. Butterfield, General Passenger Agent; E. G. Russell, Superintendent; W. J. Wilgus, Engineer; J. D. Shultz, Roadmaster; P. E. Crowley, Trainmaster; F. L. Wilson, Aasist- ant General Freight Agent; J. C. Webb, Supervisor of Bridges and Buildings; B. F. Batchelder, Locomotive Foreman.

THE CARTHAGE AND ADIRONDACK R. R.

This road now forms a part of the R., W. & O. system, owned and operated by the N. Y. C. & H. R. R. R. Co. Trains began run- ning to Benson Mines under their direct pub- lic management, May 1, 1893.

The inception of this enterprise waa un- questionably due to the active mind of Mr. George Gilbert, for many years, up to the time of his death, a prominent lawyer of the village of Carthage. Mr. Gilbert was second- ed and greatly aided by Hon. Joseph Pahud, an esteemed citizen of Harrisville, Lewis

county. Indeed, but for Mr. Pahud's efforts, it is doubtful whether the road would have been completed. In the fall of 1866 pre- liminary surveys were made between Car- thage and Harrisville, Lewis county, N. Y., 22 miles distant, and a report showing the feasibility of the route and reaources of the country was made and published. The Legislature of that year had authorized the formation of a company to construct the con- templated road, but actual work was not commenced until April 29, 1869.

The plan at that time was to build a road from the Black river at Carthage to intersect iu the town of Russell, St. Lawrence county, with another road then under construction by the Clifton Mining Company, extending from their property in the town of Clifton, St. Lawrence county, to De Kalb Junction.

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The growth of a century: as illustrated in the history of Jefferson county, New York, from 1793-1894, Part 68

Author: Haddock, John A., b. 1823- Publication date: 1895 Publisher: Albany, N. Y., Weed-Parsons printing company Number of Pages: 1098

Author: Haddock, John A., b. 1823-
Publication date: 1895
Publisher: Albany, N. Y., Weed-Parsons printing company
Number of Pages: 1098