Saturday, October 6, 2012

Utica Division, Lackawanna Railroad

 Notes on the History of the Utica, Chenango & Susquehanna Valley Railroad
                           Compiled by Richard F. Palmer

Sherburne News, Thurs., Jan. 23, 1868

Utica, Chenango & Susquehanna Valley Rail Road.

          President Lawrence has just issued his Annual Report of the
condition of our Road, of which the following is a condensation:
"The amount of Capital Stock now subscribed  is $1,316,000. At the present date the Treasurer has received $978,134.25, and $871,178.20, for which we have a little over 21 miles of road in good running order, one and one half miles of branches, three first-class engines, three first-class passenger cars, one baggage, fifteen platform, and ten box cars.
"We have at Utica a good engine-house, with capacity for four engines, with a machine and repair shops attached, 250 feet long by 34 feet wide, all of brick; also a good freight house and office 110 feet by 20 feet. Thirty feet of the east end of this building is two stories high, the upper story being fitted up for our Chief Engineer.
"At Clayville we have a good passenger and freight house, 25 feet by 100 feet, nearly completed - a small one at Cassville; also two that we are now building, at Chadwick's and Sauquoit - two turntables, at Utica and Waterville, and about two-thirds of the road between Utica and Waterville fenced, and lumber enough on the road to finish the whole to the latter place.
"About 16 miles of the 21 between Waterville and Sherburne is graded ready for the iron, and 4 miles of the 16 the iron is laid and partly ballasted, and iron enough on hand to lay eight miles more. The right of way is all secured and paid for with the exception of a few instances.
"The road from Utica to Waterville has been an expensive one to build. We have a heavy piece of pile and trestle bridge commencing at the New York Central and extending about 1/2 mile, to Schuylere St. Also nine Howe Truss bridges, from 30 to 120 feet in length.
"The grading has not all been of the smoothest kind. We have had to wind around hills and through them, and fill valleys to reach the head of the Sauquoit Creek at the summit.
"As we leave the summit above Cassville, we follow down the Oriskany Creek to Waterville and then cross over rivers and ravines to the south for about two miles, when we strike the head of what is called the swamp, at the head waters of the Chenango River. After passing this swamp, which is about seven miles long, we have comparatively smooth sailing.
"This branch of our road we are in hopes to have finished through to Sherburne by the 4th of July next. Then the Directors are in hopes that the people along the line of the Chenango Valley, between Sherburne and Chenango Forks, will see it for their interest to have the road extended to the latter place.
"Our Susquehanna branch, which leaves the present road a little east of Cassville, and runs through Bridgewater, Winfield, Columbia, richfield, and so on down the west side of Schuyler Lake to Colliersville, on the Albany & Susquehanna R.R., we are in hopes of getting well under way the coming season. The Directors are only waiting for the required assistance from the towns along the route and which we believe will soon be furnished. When this is done, that branch will be put under contract at once.
"As to what was said in my first annual report about this road being a paying one, I will again said I have had nothing to change my opinion and everything to strengthen it. I believe the stock of this road will in time
be one of the best paying stocks in this part of the State, and a stock that
will be sought after by capitalists, that is, if the road is managed as it
should be, in building and running the same.
"Our business since the opening of the road to Waterville, which was about the middle of November, has exceeded the most sanguine expectations of all. We have carried over the road more than an average of 350 passengers daily, and our freighting has been all that the Company has had means to carry.
                                   Lewis Lawrence, President."
The Report is highly satisfactory in every particular; showing a careful disbursement of funds and an energetic pushing forward of the work.

(Note: All news items in this paper have the headline "Utica, Chenango & Susquehanna Valley, so I will not repeat this with each item).
 Sherburne News, Thurs.,  Jan. 30, 1868

Our Branch R.R. - The Cooperstown Journal of last week says: -"The Directors of the U.C.& S.V.R.R. Co., have let the  contract  for building the Road, to Mr. James Keenholtz, an experienced contractor.  He agrees to grade the road to Burnside's, a distance a little inside of sixteen miles, and to build four bridges for $127,000; leaving one $3,000 bidge for the Company to build. Eight miles are to be lad ready for the track-layers by the 1st of October. The Directors expect to run the excursion train over the Road in December next.

Sherburne News, Thurs.,  Jan. 2, 1868

  The final survey for grading was completed to the terminal end of the Road in our corporation, on Friday afternoon last. Workmen are now grading this side of the Road running East and West above the old burying-ground North of the Quarter.  Immense stone for abutments are passing through the village almost every hour of the day, for the construction of the bridges North of here. Though it is approaching mid-winter, the work goes steadily forward all along the line. Keep your eyes cocked when Spring opens.

Sherburne News, Thursday, Feb. 6, 1868

        On The Line.
It is surprising to see how the work is progressing in the very middle of Winter. The other day we noticed that ground had been broke South of the cross road North of the Quarter. today the grading through what was formerly the Newton meadow, is completed down to the Handsome Brook, except a little on either side of the road, where the men are now at work. It is expected that section 41 will be completed within a fortnight, when ground will be broken South of Handsome Brook, by the Blanchard Sash Factory; and judging from the past, short work will be made with the last Section, No. 42.
Sweet & Wilber are probing the hills upon Sec. 38, and will soon connect with Shannon, who, it will be remembered, has Sections 33-4-5-6 and 37. Business permitting, a more full account of what Sweet & Wilber and Shannon are doing, and how the rails are progressing, will be given in a week or two.

Sherburne News, Thurs., Feb. 13, 1868

                                    Hubbardsville, N.Y., Feb. 8. '68
Friend Raymond: - Your note of the 7th inst. is before me. In answer to  your inquiries I  will say, that on the 1st day of Feb. a special meeting of the town of Hamilton, was held at the ouse of D. Richmond, in Poolville, for the purpose of taking measures to prevent the bonding of said town for the "Utica, Clinton & Waterville" or Natural Canal Route R.R.; and also choose or elect a Committee to act in the premises. The Committee were duly elected by more than 375 votes. The Committee consists of Messrs. O.B. Lord, Esq., Daman Richmond, and Horatio G. Shales. 
A petition to our legislature was also put in circulation, and signed by more than 300 voters, praying said Honorable Body to pass no more laws relative to the bonding of our town, or legalizing any bonding which has been attempted heretofore. Also, a remonstrance against the dividing of our town into two election districts, was forwarded to the Legislature with more than 300 names.
You have no doubt heard that the people of Hamilton village have petitioned the Legislature to assist them in the matters above, bonding and dividing the town. I have also been informed that the people of Hamilton village have petitioned the Legislature to enact a law for them to bond the Corporation of their beautiful village, for their pet scheme; but we of East Hamilton care but very little about this last petition.
The  track of the U.C. & S.V. R.R., is laid and ballasted to within two miles of Hubbardsville, or 13 miles of  Sherburne. The work has been suspended for the two days past, in consequence of the inclemency of the weather, but will be resumed again Monday.
The Depot at Sweet's Corners, or North Brookfield, was raised today. In fact, everything seems to work in our favor. The Ridge Pole route goes ahead.
  Yours truly,                      U.N.R.

Sherburne News, Thurs., Feb. 13, 1868

              A New Engine, No. 4, - the "Devillo White!"
     The Rails Within  Twelve Miles, and Clanging 
            Nearer Sherburne Every Sunset!

     The Ridge  Pole Looming Upward!
The Latest Intelligence.
The fourth engine for our Rail Road, arrived in Utica on Friday last, and is named after our Director, the "Devillo White." TheDoctor will surely be called upon to make a speech on that next Fourth.
Of the calibre of the engine, not having seen it, we are unable to state; but if it partakes of the qualities of whom it is named, there is no question of efficiency.
Folts & Graham are briskly at work upon the last half mile of Sec. 31, and will be through in a few days.
Shannon has no less than three quarters of a mile of light grading upon the last of his five Sections, No. 37.
Sweet & Wilber at work upon their last 200 feet of Sec.  38, and will finish by Saturday night.  They have drawn the waer from the canal preparatory to the laying of the abutments for the bridge over the canal, which they can easily complete in fifteen days.
There are 200 feet of bed to finish upon Sec. 41. The ground will not be broken South of Handsome Brook, upon Section 42, till after we have a thaw, when short work will be made of it.
As will be seen elsewhere, the trackmen are clanging the rails and driving the spikes at the doors of Hubbardsville. Comment as to the progress of the enterprise is unnessary - it speaks for itself without any particular "Resolves."

Sherburne Home News, Feb.. 27, 1868

To the Editor of the Sherburne Home News:
      Hubbardsville, N.Y., Feb. 2d, 1868
  Dear Sir: - Yours of the 21st is before me, having just arrived. In answer to your inquiries I have to say that the work of laying track has been suspended for the present on account of taking so much labor to shovel the snow from the grading - I understand the work of laying the rails will be resumed again, however, as soon as the favorable.
They are progressing favorably with their depot at North Brookfield and the freight train is run there every day from this date onward. I traveled over the Ridge Pole twice last week, and found it runs well, and is THE route, and only route, that seems to progress through this valley. President Lawrence was on the train from Utica to Waterville and occupied a seat with me. He says that everything is going on about to his wishes.
As to the matter of bonding of our Town for the Utica, Clinton & Chenango Valley R.R., I have but little to say. "Whom the gods destroy, they first make mad." The town of Hamilton is not yet bonded for said road. The town of Madison is in hot water about her bonding. The Railroad Commissioners had an injunction served on them last week, for which the friends of the road give the Hubbardsville folks one terrible damning, but we don't seem to be much frightened thereat.
You will no doubt hear soon all about the troubles, trials, vexations, perplexities and wants of our friends in Hamilton village. It is honestly thought by some that they will have to bond their Corporation to get their railroad. What an awful disappointment if they should fail to get it after all! Well, they have one great consolation, and  I do not envy them; they have all the legal talent, with the great Madison University Insti-tooshun to boot; and if they can't bond the Town for a railroad, who can?
I am actually ashamed of them, to think they have to be classed with me in the category, and I must take them in, as no more than equals, is degrading enough. God pity them!  I expect you will hear before long that they are in for the Midland Railroad. The providential route itself is all right, but it certainly needs a different population on the route to build it.
We propose to keep cool, and see "Whom the gods will destroy." Our village friends have not succeeded as yet to divide the town into two election Districts; and finally, they have no succeeded in anything to my knowledge, and I reckon they never will. 
You may expect to hear from me again after town meeting.
Yours for the Ridge Pole, U.N.R.

Sherburne Home News, March  12, 1868

             Our Rail Road
To the Editor of the Sherburne Home News:
     Farmers, Mechanics, and Rail Road men : -
As the completion of our Rail Road is becoming more and more apparent every day, the question naturally arises, where are we to have our Depot?
It is generally understood now, that the intentions are to run the railroad across the road running east and west, and use the lower part of the steam mill as a sort of freight house or depot. Purchasing three, four, or even five acres, as necessity may require, of the meadow owned by Mr. Race and paying the exorbitant price of $500 per acre; that being the compensation demanded by the holders of  this land.
Now the idea of running the railroad across the highway at the point at which it will have to cross, so near to our village, where a hundred teams or more are crossing every day, should not be done, as it would be nothing but a nuisance, and if a vote could be taken of the village of Sherburne; yes, even of the whole town, whether the railroad shall cross the highway or not, it would be found by a large majority, that the railroad ought to and should stop on the north side of the road.
the land on the north side of the road may not be quite as convenient to prepare for a depot, turn-table, and side tracks, which are necessary for a railroad, as the land on the south side of the highway, but it can be purchased at  price enough less to more than overbalance the extra labor, thereby obviating the necessity of teams going to and from the village, especially those upon he west side of the river, of cross the railroad.
To our railroad directors I would say, let them take everything into consideration before they locate the exact terminus of our road, and if it can be done as advantageously on the land above the highway, let it be done by all means, and thereby save an extra expense of some number of thousand dollars, and by so doing give more universal satisfaction.
      Yours, &c.,       FARMER

Sherburne Home News, Thurs., March 19, 1868

                     A Pleasure Excursion.
    Our Railroad Formally Opened to within twelve miles of Sherburne!
 The Ridge Pole Marching On!
Rail Road Matters at Waterville.
          From  Our Own Correspondent
                                       Waterville, May  16, '68
Last Saturday afternoon we had a pleasure excursion on the U.C.& S.V. R.R., from Waterville to the present terminus of the rails, about 8 1/2 miles from this village. The excursion train consisted of one of our beautiful passenger coaches, drawn by the locomotive No. 4, the "Devillo  White."
The coach was filled to repletion with invited guests from Utica and Waterville, and a happier company it would be hard to find. The afternoon passenger train from Utica arrives at the depot; one of the coaches is detached, the engine snorts, and puffing fire, away we whirl for the "swamp." We thunder across the trestle bridge over the gulf, and in three minutes reach Sangerfield Center, one mile  below Waterville.
Seven miles farther, as straight as an arrow, and we are at North Brookfield, having passed through the historic battlefields of the Loomises. Arrived at the end of the track, a mile and a half farther, the iron horse comes to a halt for thirty minutes. Those inclined, step out and view the surroundings, congratulating on the progress made and the encouraging prospects of the future. President Lawrence and Vice president Goodwin are in excellent spirits, gratified with the results of their labors.
Again the whistle sounds, and the excursionists are returning. Starting from North Brookfield at 3:55, we reached Waterville in thirty minutes; each one pleased with the occasion they were privileged to enjoy. The train stops at the depot a short time and then starts for Utica. We are in hopes that the next excursion will be the opening of the road to Sherburne.
      Yours truly,                         G.S.B.

Sherburne Home News, Thurs., April 16,  1868

There is not much of special interest to record at present in connection with our road, but as copies of The News circulate throughout the County this week, we will say a word. They have not commenced to extend the rails from Hubbardsville as yet, but will in a very few days if the weather is favorable. A double force is to be put on - one to lay the rails and the other to ballast.
Sweet & Wilber have the east abutment of their bridge over the canal about two miles north of here, completed, and have received the commendation of Chief Engineer Spencer. Of course, they are doing well.
the piles are all driven across the Handsome Brook at the Quarter.
Six thousand five hundred ties have been contracted for by Director White,  at this end, a part of which are already delivered a few rods west of the canal bridge, south of the highway, upon the site of the depot. Three thousand ties have been engaged at Poolville. Grading will be commenced without our corporation within a few weeks.

(Note: This photograph is depicted in Thomas Taber's  "The Delaware, Lackawanna  & Western Railroad in the 19th Century."

Sherburne Home News, April 30, 1868

Thanks. - Our friend, "G.S.B." of Waterville, (who is proving himself to be a friend indeed,) has placed us under obligations by forwarding us a large photograph of a train of our cars upon the great trestle work at Utica, headed by the "D.B. Goodwin." The likeness is of course perfect, and the execution well done; reflecting credit upon the enterprise and skill of the Artist, I.H. Nolan, of Waterville. The picture will be framed in a few days, when it can be seen at The News office.

Sherburne Home News, Thurs.,  May 7, 1868

           On the  Line
   Worked on Our Road Again Commenced!
The Rails Again Crawling  Down the Valley, towards Sherburne!
Work to be Commenced at The Quarter, Monday next.
Everything Working well with The Ridge Pole.
   Latest Intelligence.
We made a flying trip on the Ridge Pole Tuesday afternoon, and found everything highly satisfactory. 
Sweet & Wilber completed their bridge over the canal three miles north of here, last week Saturday.  It is quite an imposing structure, the high framework reminding one while yet at a distance, of like railroad bridges elsewhere. For some reason, after inspection by the State Engineer, the bridge had to be raised a foot or more, making extra grading. But they have all their work done except a few small places to be leveled up.
Bradley or Shannon, (the copartnership seems to be rather mixed,) has had a deep excavation to make east of Earlville, but that will be done Saturday night. They commenced to extend the rails from the place where they stopped last winter, about 12 miles from here, on Monday last, and it is the intention to reach Hubbardsville Saturday afternoon of next week, the 10th inst. Grading will be commenced south of the handsome Brook at the Quarter, upon the last half of Section No. 42, Monday of next week.

Sherburne News, Thurs., May 28, 1868

Ground Broken Within The Corporation.
    All The Grading  Nearly Completed!
      Finished Except at this End!
  The Head Center of the Ridge Pole, Waiting  for the Rails!
       On The Line!

We have the gratifying intelligence that  ground upon our railroad was broken  within our corporation, across the line of what is known as the marsh farm, nearly west of the old Presbyterian Church, north of the village, Friday morning last, and that "Gid-dap!" "Whoa!" (not often the latter,) and other like expressions, are now echoed within our streets. It will be recollected that the road runs parallel with the canal, from the Quarter here, and a few rods west of it.
The recent heavy rains have made it very wet in some places, which it has been found necessary to pass by for a few days, but Saturday night next will find it looking very much like a railroad from this village to the Quarter. Let it be understood that all the grading is done, except this easy half mile - the road is waiting for the rails.
Sweet & Wilber finished their labors upon Friday lst, and have left the line We had the pleasure of a ride over the road Monday last, and must confess that "J.B." was about right in saying that Sherburne people do not yet feel the half of what there is in store for them.
The 'Devillo  White" - a very giant engine -puffed hard at times, with his sonorous lungs, till the summit was scaled, and then we whirled down to Waterville with a "click, te click; te-click-e-te-click --e-te-click," that was really charming. It's enough to make one's mouth water to think of, but our readers will shortly - sooner than they now realize - have an opportunity to see and feel for themselves, with far better satisfaction than reading about it.
Mr. Graham, of Folts & Graham, who has charge of the track-laying, was upon the stage, and from him we learned that it was the intention to have commenced extending the rails Monday of this week, but the rain prevented. However, he said they proposed to commence today, Thursday.
The ties are distributed upon the road from this place where they stopped last fall, to Hubbardsville, a distance of two miles. We would here state that a few weeks since we made that statement that they had commenced to extend the rails, but said it prematurely, tough upon the assurance from reliable sources, that it was the intention to commence on the day stated, reached Hubbardsville as advertised; and as it was impossible to go up there for personal assurance, a liberty was taken, and thus fell into the error of saying they were again laying the rails.
For some good reason, no doubt, this was postponed at that time, but if the weather permit, which there is now every reason to believe that it will, there can be no reason to doubt that Hubbardsville will be reached early next week.
Mr. Graham says that after they got started, aside from the two days delay allowed upon small bridges, they will lay one half mile of track every day. The News will endeavor to give full particulars of the progress of the work, till the happy day arrives.

Sherburne (N.Y.) News, Thursday, June  4, 1868

Utica, Chenango & Susquehanna Valley Rail Road.
The Road Pushing Forward.
 The Rails Being Extended!
Clanging Nearer The Queen Village Every Sunset!
The "Lewis Lawrence" Snorting in the Swamp!
The Road to be Completed to Hubbardsville by Saturday Night Next.
One Hundred Men on the Ridge Pole!
      On The Line.
A personal inspection from the terminus in our village, to the "swamp," two miles above Hubbardsville, reveals everything working very satisfactory with the U.C.& S.V.R.R.
Monday last a special trip was made to the place in the swamp where they ceased laying rails last Fall. It was not surely known whether they had commenced to extend the rails again that day morning, but as a point in the wagon road Above Hubbardsville was reached, a charming view of the famous Ridge Pole, for nearly nine miles  - straight as an arrow, away up towards Waterville.
And right down at this end of the swamp, perhaps 75 feet blow us and a mile away, - surely there was the iron horse heard so much about, and a large swarm of men; while the tumbling rails and whanging sledges echoed the glad news that the day of extending the rails towards Sherburne had surely arrived. 
Pausing but a moment to drink in the sight, a short ride and a walk up the Road-bed, brought us to the scene of active operations - the clanging of rails and driving of spikes.
This is how the work is done: First, a line is stretched upon one side of the graded road-bed; then two men grasp a tie and lay it cross-wise the road, and in line with the cord, (laying them about 1 foot apart;) and son on. - This is their work. Next, up rolls a hand-car upon the track already laid, loaded with T rails. Men upon each side grasp a rail, two 
others grasping the same rails at the other ends; march forward and drop them upon the ties. Others slide a 'chair" - (A sort of iron shoe, perhaps twice the breadth of the rails and a foot in length, closely fitting the bottom of them,) - upon the ends of the rails, projecting half their length to receive the ends of the two next rails.
A rough gauge is laid across, the rails placed in position by moving the chairs upon the tie, and down go the spikes, bringing the track 22 feet nearer to Sherburne. But this is not all.  Next come the spikers, "Sending home" the rough wrought nails with the heads clinging to each side of the T upon each  tie, upon both sides of the rail. Their work is done; up rolls the hand car, and off tumbles 22 feet more, and so on.
Following this squad of 20 men under charge of David Bryant, hotly come 25 more with bright shovels, under charge of B. Plumb. This is the 'facing," or leveling up and ballasting squad. The Superintendent places a water-level and sight gauge across the rails; two men pry up the spiked track to the proper level; the gravel is "chucked" under to hold it in place, and then all set out to work with a will, filling in the dirt to a  level with the ties - and the work is done.
Then the "Lewis Lawrence" slowly moves forward with "puff! puff!' like a thing of life;  feeling the way cautiously like some monstrous mastodon; carefully lest the whole give way, and he tumble into the marshes of the treacherous swamp. Following, trumble a half dozen cars loaded with dirt and gravel, speckled with 40 men, under charge of the gentleman overseeing the whole work. Mr. Hall, of new Hartford - the Trackman. Coming to a halt, off flies the dirt, and away they go up the  swamp, towards Waterville for another load, spinning a trail of sparks and smoke.
It will be seen from this that one-half of the men are required upon the gravel train, but this will only be necessary till the swamp is passed, which is probably today. Laying the rails is necessarily slow there, but as soon as the hard bed is reached, with gravel near by to ballast, there will be no trouble in laying one-half mile of track each day, with so large force. Mr. Bryant said his present squad could easily spike a half mile a day, and his force was to be increased Tuesday.
As Hubbardsville is only two miles from the starting place, and as the swamp does not extend more than half the distance, it seems very reasonable to expect the rails to reach there by Saturday. And they do not propose to stop there even "20 minutes for refreshments," but will push on for Sherburne.
Depots are in course of construction at Poolville and East Hamilton. Timbers  are delivered at all the small bridges on the line. Folts & Graham are constructing the pile bridge across the Handsome Brook at Quarter. This is quite an extensive affair, but the workmen informed us Tuesday, that they would have it nearly finished Saturday night next. 
As to the final grading. Ground was broken in the meadow south of the highway running west of the village, Friday morning last; and a squad of men in charge of Stephen Nicholson, brother of the contractor, are busy at work, and expect to have all the grading south of the highway - switches, and about the engine house and turn-table sites - completed by Saturday night.
Bradley & Nicholson are doing finely, and will have the road bed finished nearly, by Saturday night. This done, everything is complete except eight or ten days of filling in, one place just above Handsome Brook.
Thus the work goes encouragingly forward, with every prospect of an early completion. Speed the day!

Sherburne News, Thurs., June 11, 1868

      Our Railroad Celebration.
Though it is yet too indefinite to fix the day, yet the hour we celebrate is fast drawing near; in which Old Sherburne will don her happiest and most graceful colors, to welcome the thousands who will here gather to witness and take part in the day we celebrate.
Though the day cannot yet be fixed with certainty, yet it is high time we reminded ourselves that it is coming - one day nearer every sunset - and commence our preparations for it. Time that the fair daughters of Sherburne, rich none the less in those rare personal graces which make up the Woman, than in the more common acception of the term, should be reminded how much the success of the effort will depend personally upon them, and of the places they alone can fill.
All who attended the celebration at Waterville - thousands in number - testify to the cordiality with which they were received there, and returned with reluctance to their several homes, comforted alone by the thought of the opening of the road to the Queen Village, and - Celebration No. 2.
The elite of Utica are today anxiously waiting, and will surely come down by thousands. And then our country cousins, too, will swell the number.
From this immense congregation, generous, whole-souled provision must be made. Our farmers will no doubt soon be called upon to contribute supplies, and every single man in the town of Sherburne, should feel a personal pride in the success of the celebration, and make a generous response. Let there be a spontaneous outburst of generous, whole-heartedness, thus reflecting real credit on the place. A public meeting will probably be called in due season, and a committee appointed, of which timely notice will be given.
The rails were laid to Hubbardsville, Wednesday noon of this week. The road is now graded across the highway, just over the canal bridge, west of our village, which is the first real evidence we have had of our railroad. Many are constantly visiting the scene of grading, which is now nearly finished at the end, though there are several days of grading above the Quarter, yet. The bridge over the Handsome Brook is nearly done, and looks like business. 
The railroad is having three passenger coaches built at Troy. Besides
these, they ordered a new baggage car, and five new box cars, which have already arrived at Utica. The three new coaches are expected soon. This show plainly enough that business is on the increase. The number of box and  and platform cars now on the road is 55; of coaches there are soon to be six; and of baggage, there are two. 
           Four handsome and powerful engines are also on the road. As soon as the road is opened through to Sherburne, these cars and as many more new ones will be needed, as it is likely there will be two or three additional trains put on the road. The track between Waterville and Utica is all fenced in. Proposals are being received by the Company for the erection of the roundhouse at Sherburne.

Sherburne News, Thurs., June 25, 1868

From Our Own Correspondent.
                   Utica, N.Y., June 22, 1868
A Trip on the Railway
At the solicitation of our excellent President, a portion of the Directors, members of the Common Council and a few invited guests, took a pleasant ride south on the Utica, Chenango 7 Susquehanna Valley Railway, last Saturday, and a pleasant ride it was, too. We started at 9 A.M., with a passenger car and a baggage car, comfortably filled with chairs, a table, and other fixings, propelled by the "D.B. Goodwin."
Passed up the Saquoit Valley, - one of the most beautiful valleys this time of year the eye can look upon - till we arrived to within about 1/4 of a mile of Cassville, where we halted a few minutes to inspect the place where the road branches off, which is being built on the Richfield Springs route, to Cooperstown. At this place we found Mr. Shannon, the Contractor, with men and teams busy at work excavating and working through  hill some 40 or 50 feet high, toward Bridgewater.
By the way, I am told Mr. Shannon is one of the most energetic Contractors on the Road. he has some 5 or 6 miles to grade, within the next year, and he will easily do it. We then steamed on to Waterville, where we took on board a few more friends, the whistle blew, and away we went on the new made Road toward old Sherburne, passing Sangersfield Centre, the whistle blew again, which brought men, women and children to the doors of heir dwellings to see for the first time, a passenger car pass their doors.
We then ran through the swamp, and found as good a Road as could be built on this earth, and as straight as an arrow for 8 or 9 miles, then diverging off to the right a little.  In a few minutes we found ourselves at Graham's Corners, so-called, near Hubbardsviille. Here we stopped for a moment, but all on board desired to see the Southern terminus of the road on the track. way we went again, and soon arrived at East Hamilton, where we found Messrs.. Folts & Graham, two other Engines, about 50 workmen, four boarding houses on wheels, and everything about was looking like building railroads.
Here we alighted and just as we were leaving the cars, the engines commenced screaming - such a noise as they made I never heard in the Chenango Valley before. You must certainly heard it at Sherburne, I am sure there was not a person within the limits of Hamilton, but must have heard it.
Here we took a tour of inspection with the contractors; we found the railroad in fine order to this place, and ready for the train to start this morning, I suppose it did according to the timetable, which you have in your paper.
The iron is laid to the bridge over the east branch of the Chenango River at this place. The bridge is erected and the ties laid a short distance south of it, and strung along on the road as far as I could see. The contractors informed me that if nothing extraordinary happened, they should lay the iron to Poolvlle this week. They are at work with unexampled energy, and will reach Sherburne Village in a very few days.
After remaining in this place about 1 1/2 hours, we started on our return, came back to Graham's Corners, and there was supplied with a lunch of good things, by our worthy President and his associates, when we walked over to Hubbardsville to view this place, had several impromptu speeches, and returned. I must not forget to say that I met my old friend, Dr. White, one of the Board, at East Hamilton, who accompanied us to Graham's Corners, and  seemed to enjoy the interview.
Between 2 and 3 o'clock we started home, where we arrived at 5 P.M., having enjoyed one of the most beautiful rides I ever took in my life,  as it carried me so near my old home, the scenes of my boyhood. The day was fine, and all seemed satisfied with the ride.

Sherburne News, Thurs.,  June 30, 1868

Utica, Chenango & Susquehanna Valley Rail Road

Another visit was paid to the scene of operations, Thursday last, when the rails were about 1 1/2 miles above Poolville. They arrived at that place Wednesday night of this week - just eight miles from Sherburne.
For certain reasons the rails have not been extended very fast for a few days, but the cause of delay were removed yesterday, (Wednesday), and there will now be some quick work.
As to the grading;  it has been quite generally circulated by the Press, that it is all done. This is an error. The grading will hardly be done in two weeks, though Bradley & Nicholson are rushing matters. The grade just above the highway north of the Quarter, where the Road psses between the canal and river bridges, was recently raised 3 feet for quite a distance; and the grade farthr up, near the old woolen factory, and below, towards Handsome Brook, was also raised above one foot for several hundred feet. However, the track-layers will not be hindered a momnt, as the grading force will be increased if necessary.

Sherburne News, Thurs., July 2, 1868

Utica, Chenango & Susquehanna Valley Rail Road

Another visit was paid to the scene of operations, Thursday last, when the rails were about 1 1/2 miles above Poolville. They arrived at that place Wednesday night of this week - just eight miles from Sherburne.
For certain reasons the rails have not been extended very fast for a few days, but the cause of delay were removed yesterday, (Wednesday), and there will now be some quick work.
As to the grading;  it has been quite generally circulated by the Press, that it is all done. This is an error. The grading will hardly be done in two weeks, though Bradley & Nicholson are rushing matters. The grade just above the highway north of the Quarter, where the Road psses between the canal and river bridges, was recently raised 3 feet for quite a distance; and the grade farthr up, near the old woolen factory, and below, towards Handsome Brook, was also raised above one foot for several hundred feet. However, the track-layers will not be hindered a momnt, as the grading force will be increased if necessary.

Sherburne News, Thurs., July 6, 1868

Utica, Chenango & Susquehanna Valley Rail Road
Trains commenced running regularly from Poolville, starting from there instead of East Hamilton, Monday of this week. This is 8 miles from Sherburne. It is expected that the rails will be laid to Earlville, Wednesday of this week, and that cars will run from there Monday of next week - eternally; or so long as railroads are necessary.
All the grading upon the utica, Chenango & Susquehanna Valley Railroad, was completed Wednesday night of this week.  The turntable, or the mason work for it, is completed.
Chief Engineer, Spencer, was down last week, and put matters through the high pressure principle. Spencer is the right man in the right place.  He thoroughly understands his business, and is not the least modest about tucking his pants inside his boots, and giving practical shape to his ideas. While placing the stone work for a small bridge over a creek, a few rods north of the Burch foundry, last Thursday; as help was short, Spencer jumped into the work with a will; the fever circulated to others, and even the old Doctor, Director White, for once caught a fever, and aided in building the "rip-raps." Stephen Lobdell rendered efficient volunteer service, while Will Davis illustrated practical masonry.
This is to give an idea of how earnest every one is to do something to help the work. the engineer laid out the depot grounds on Thursday, and at night-fall the holes for the foundation piles, or posts, were dug. it is to be the largest depot upon the whole line. It will be 200 x 20 feet, not including the awning, and will extend along the track just south of the highway facing west.
John A. Folts, of Folts & Graham, of Herkimer, personally superintends the bridge building, the depot, and foundation for the turntable, and is an efficient overseer. This will be seen that everything is working well with the glorious old Ridge Pole.

Sherburne News, Thurs., July 23, 1868

Utica, Chenango & Susquehanna Valley Rail Road
         Glorious Intelligence.
  The Cars to Run from Earlville - five miles from Sherburne - Monday next!
  The Rails in Chenango Co. and Town of Sherburne!
   Creeping into the Valley of The Chenango!
   Let the Hills Echo the Glad Tidings!
   Diary from Our Own Correspondent  On the Wing.
    Redemption Neareth!
We have the most gratifying news from the Utica, Chenango & Susquehanna Valley Rail Road.
Saturday morning last we paid a visit to the scene of operations, for a special purpose - even the laying of the first rail into Chenango County and the town of Sherburne. After an hour or more of waiting, a squad of sturdy workmen grasped the hand car and  slowly pushed it, with the T rails, up to the end of the rails already spiked, not quite to the North fence of the road running East from the village of Earlville, and about half a mile from that thriving settlement, the road being the dividing line between the counties of Madison and Chenango, and towns of Hamilton and Sherburne.
Trackman Hall and Contractor Graham gave directions, while Bryant, who has charge of the spikers, and the writer hereof, grasped the iron band that was to bind the two counties and towns together, and marching forward, assisted by the willing hands of a half-dozen more familiar with the work, at word "Down!" it clanged top its position, and the deed was done; the moment had come when Sherburne would have her first link of Rail Road. And the time, - 1:33 P.M., July 18, 1868.
So far, though called "Chenango," not a rail had been laid in our Valley. They had not till then entered the Valley of the Chenango. Would today that they came down the Valley of the Oriskany, for we are wedded to it by years of association, and that is the natural route! {Is this treason?] But churlish Hamilton village  decreed otherwise, and we shall soon be familiar with the new route.
The work is now being pushed with vigor, and Wednesday night the rails were within four miles of Sherburne! Notice of the Celebration day may be given in The News next week. 
Thus our hopes, and heretofore prospective desires, assume tangible shape; and graduate from thinks hoped for to things possessed.
           By Telegraph.
  Trains to Run from Earlville on Monday.
Special Dispatch to The Sherburne news:
                                            Utica, N.Y.,}
                    Wednesday, 3 P.M., July 22.}
Regular trains on the Utica, Chenango & Susquehanna Valley Rail Road, will run from Earlville Monday next.
                                 L. Lawrence, President.
It will be noticed that the time is not stated, but as the trains now leave Poolville, three miles north of Earlville, at 7 in the morning, and arrive at 7:35 P.M., the time will probably not vary much from that.
We understand, (but have no authority) that Mr. Truesdell, the stage proprietor at Norwich, proposes to run a line of stages from Norwich. Our stage will not start so early in the morning as heretofore, and will arrive earlier in the evening. Till now, it has continued to run to East Hamilton, 10 miles, on account of the mails.
Surely our redemption draweth near! The 40 miles of staging is now reduced to 5! We are beginning to reap the fruit of our years of labor and $170,000 of money.
We congratulate our friends of Earlville; of Poolville, East Hamilton and Hubbardsville, upon their redemption. Happy day for us when the compliment can be returned!
     Utica, Chenango & Susquehanna Valley Rail Road
                        On The Line
From Our Own Special Correspondent on The Wing.
                                          Boarding House Barracks,
                                                  Poolville, N.Y.,  1868.
Ed. News. - Dear Sir: - In response to your invitation, I will endeavor to keep a diary for The News, till we reach Sherburne.
Friday, July 11. - Yesterday, while the men were ballasting up the track, James Balton was accidentally hit upon the top of the head with a pick, cutting  gash in the scalp about an inch in length, slightly fracturing the skull.
Saturday, 18. - The first rail was laid into Chenango County and Sherburne, about half past 1 P.M. The first train of dirt cars ran into the deep cut just North of the county line, where the Earlville depot will be, about 11 o'clock; the "A.J. Williams," No. 8, engine. This engine and a box c and a box car crossed into Sherburne about 5 o'clock. About 300 feet of rails were laid into Sherburne today. We ballasters are about half a mile in the rear.
There are lost of berry bushes near, but if we get any we have to "take 'em on the fly!' We ride up to Poolville to our "boarding house,"  for meals, and at night. Contractor Graham treated some of the boys to 'cider" on the strength of getting to the county line. Hot railroading! - It makes us about the color of Indians. All are glad tomorrow is Sunday.
Monday, 19. - We have raised and "tamped" up 70 lengths of rails - about 1,500 feet. There are 88 rails (double,) or about 2,000 feet spiked into Sherburne tonight.
Tuesday, 20. - The spikers have been at work on the "branch"  depot track all day, but will "swing out" for the terminus tomorrow, intending to reach the bridge over the canal, four miles from Sherburne, Thursday. We, when I speak of "we," I mean the ballasters, who finish the track, ready for the ties,) had to raise the grade about 1 foot in the "cut," but the main track is all ballasted tonight up to the highway (county line,) and the "branch"  laid, but will probably take till Thursday night to ballast it, when we shall also swing out for Sherburne with a will, for we feel you are very anxious down there.
                 Yours truly,             WINGLETS.

     The "Rival" Rail Roads.
The recent  Clinton  visit gave occasion for a trial of the "rival"  Roads, as our Norwich friends are pleased to call them. Let it not be understood that in speaking of the "dummy Road"  we would cast the least possible reflection upon Clinton. Far be it from us. But if there are any pleasant passages-at-arms, it is with the Hamilton Village people. They have been the trouble and nuisance in the Valley for the while, with some noble exceptions.
Clinton was of course bound to have Rail Road connection with Utica, and a steam connection with the horse car Road at New Hartford seemed the speediest relief, and such connection was promptly made. But something better should soon be done. It is sadly jarring to fine sensibilities, and those not so fine, to make that change at New Hartford. The very "train" we were unfortunately aboard, had a car run off the track just before connecting with the locomotive, and a car load were compelled to sit in the sweltering sun a plump half hour! It was simply wretched, and the ill-fated passengers would much rather have helped make a bon-fire of the car than to have placed it on the track.
` We are pleased to learn that it is the intention to make connection with the Ridge Pole, shortly, which can be done by building one mile of Road at New Hartford. The Clinton Road rides capitally, and the "tea-kettle" story must be a hoax!
But what of the Ridge Pole? At 5;30 the train moved from the central depot, in charge of the popular conductor, S.W. Baker, when a very novel thing occurred; even a race between three trains! One on the Central, Black River, and ours, Curious sensation. The cars were surely going, for everything sped past on the one side, and yet on the other side we seemed to be standing still, for the Central cars were moving with us, almost within hand-shaking reach. It was brief, and the Ridge Pole was the winner, as we rushed up over the trestle, to the South-West, the Black River cars curving off to the North-West, and the Central directly West. It was a sight not soon forgotten.
At Cassville we were kindly given a seat in our favorite place upon the locomotive, through the courtesy of the Engineer, Andrew Wiley. Did the reader ever ride upon an engine? This is the best place upon the whole train! (though there might be a difference of opinion,) but how different from the velvet seats of the coaches!
There is real enchantment about it, but the care-warn face of the Engineer tells the tale of enchantment worn off many years since. Well, here we go; as Wiley pulls a lever, and this leviathan gives a "puff!"  "puff!" as if half dreading the journey. But that matters not; he is our perfect captive.
Away we go, slowly and then faster, till with another touch of the lever our pet lays himself to the work, and up we shoot towards the summit, and over it leap with a rush like the wind; Hewitt feeding the monster. On we speed. We mind not the trees, fences, farm houses, broad fields of grain, or even hills, though half conscious of their fleeting past us, or we them; but the eye is instinctively drawn down and riveted upon those two long, slender lines of iron, glistening in the sun-light, till they spin out to very needles; and yet over them we reckless sweep with our steel ribbed horse of 30 tons, surging and plunging like some monster mastodon; at times fairly leaping 'to the air; but yet we have no thought of fear. - He has been tried, and with the master-hand of one more wily than he, grasping the reins, he can neither burst from us or relax his speed, however, much he may fret and pant, and shoot over abrupt curves.
How like very lightning his arms do work! with great steam-drops of sweat rolling off his ponderous sides, His cocked eye; (or ours,) spies a spot upon the rails, way yonder - and what a thunderbolt rolls out before us, and snaps its echoes on the Ridge Pole hills! But yet that thing stirs not, except as we now see it raise the head and mutely stare at us.
Another and repeated warning bulges out with force enough you'd think to knock it over, but the thing stirs not till the very "catcher"  had almost caught her, and our fleeting flight quite brought to an inglorious stand-still. "D - that cow! the helmsman involuntary says, and would not you, or I, dear reader, "Darn her!" at least throw stones at her with all our fingers.
Little do they feel, who sit languidly upon the velvet cushions, the ceaseless toil of that dusky vigil upon the locomotive, by day and by night; in whose ever watchful eye often rests the safety of a whole train-full.

       U.C. & S.V.R.R. Time Table
No. 1  Leave at............7 A.M.
No. 4 Arrive at............7:35 P.M.
 No. 3.  Leave at.........2:30 P.M.
No.  2.  Arrive at........1:30 P.M.

No. 2.  Leave at..........11:35 A.M.
No. 4.  Leave at .........5:20 P.M.
No. 1.  Arrive at.........9:25 A.M.
No. 3.  Arrive at.........4:10 P.M.
                  Lewis Lawrence, President.
       The Stages.
Morning from Norwich, arrives at 8 1/2 o'clock. Makes a change of horses and starts for Hamilton, and the Utica, Clinton & Oriskany Valley R.R.
        Stage No. 2 starts from the Medbury House at 5 A.M. for the Ridge Pole, connecting with the train at Poolville.
Returning, the former is due at 4 1/2 P.M., and the latter at 10 o'clock.            

Sherburne News, Thurs., July 30, 1868

      By Telegraph.
The Celebration to be on Wednesday,  Aug.  19.
Special Dispatch to The Sherburne News:
                                         Utica, N.Y.,}
                Wednesday, 1 P.M., July 29.}

  L. G. Raymond - Dear Sir: - I have concluded that our work on the Rail Road will be so far advanced that we shall be ready to declare the Road opened to Sherburne on WEDNESDAY, AUG. 19, and am  arranging matters accordingly.
                           L. Lawrence, President.
As it is the hour we go to press, nothing can be added. the telegram speaks for itself. Thrice welcome day!
         The programme will be published in The News.
Utica, Chenango & Susquehanna Valley Rail Road.
Every day do we feel that our redemption is drawing nearer. This Thursday night the rails will be spiked to within nearly two miles of our village, and ballasted, ready for the cars, to within less than three miles. We can safely expect the rails to be ballasted to our depot by Saturday of next week, August. 8.
In the interim we can afford to wait patiently. For many long weeks (so long ones!) we have been nervously restive.  It has been quite impossible to be otherwise.  But redemption so near - almost within the grasp - we can afford to wait. never again can Sherburne have so Great Expectations as in the fleeting ten days coming. This waiting is in fact a rare luxury, and one of a life-time. It is like a hungry man snuffing the pantry; a bride-groom waiting the hour of nuptials. Hasten the day? With it so near we would not hasten it one hour. Rather let it come slowly, while the bugle snort of the iron horse hourly whets the appetite!
   Utica, Chenango & Susquehanna Valley Rail Road.
                        Boarding House Barracks,}
                                 Earlville, N.Y., 1868. }
                             On the Line
From Our Own Special  Correspondent  on The Wing.
Wednesday, July 22. - This morning, at 20 minutes past 7, engine No. 3,  the  "A.J. Williams," Mr. Gray, Engineer, crossed the line with a gravel train, into old Chenango. We have raised and tamped  100 lengths of rail today. at 25 minutes of 10, we crossed the County line and commenced raising and tamping track. Yesterday there were 100 lengths of rail laid.
Thursday. - We raised and tamped 30 lengths of rails. Rather a small amount. We were busy in the forenoon of the day finishing up the branch. The gravel  train was hauling gravel  for the lower end of the branch. Between nine and ten, foreman Plumb, with his gang of 20 men, began raising and tamping track in old Sherburne. He is pushing his work in good earnest. It his intention to push boss Bryant hard. Or, in other words, chase him up and keep him on the trot until he gets to the end of the Road!
Friday. - Today we have tamped 40 lengths of rails. there have been 80 rods of iron laid today. At 10 minutes past three, Roadmaster hall, with his iron and sill train, engine No. 1, "Lewis  Lawrence,"  Same Lane, engineer, was the first to cross the canal bridge.
Saturday. - Foreman Frisby was as busy as usual with his sturdy gang, hauling and gravel for the track-raisers, in order that Plumb, with his fearless gang, may push the work on to completion; that we may all participate in the coming celebration!
The evening train from Utica arrived a few minutes behind time, with three carloads of excursionists from Waterville, accompanied by the Hamilton band. discoursing quite a lively time at Poolville station.
Monday. - The spikers get down near Foster Anderson's tonight. There has been a great deal extra labor for us ballasters at Earlville, laying the branch, - and we have not made much progress from there as yet.
Tuesday. - Bryant's squad have been laying a temporary branch today, near S.A. Benton's, about 3 miles from Sherburne, for our boarding house train. They have spiked across the road a few lengths. We have not got ballasted down to the bridge over the canal - slowly but sure we come.
Wednesday. - Our boarding house train moved down to the switch prepared for it, this morning. We are making progress, but should have more men ballasters. The spikers have to keep back, and ae red-hot to rush into Sherburne! The village people are beginning to visit us, and seem much interested in our movements.
   Yours truly,                             WINGLETS.

The Celebration. - We understand the Committees are meeting with generous responses. Every day brings news of a preparation, far and near, to attend or celebration en masse! Let everybody come and bring his neighbor, if he wishes. Sherburne will gladly welcome all.
The Stages. - Sherburne is now now blessed with all the traveling facilities, other than by rail, which can be desired. A stage comes up from Norwich in the morning, connecting with the train at Earlville. A stage also starts from here at 5 A.M., connecting with the same train; but owing to the mail arrangements, it goes to East Hamilton, and does not return till the train comes down at night, when it returns to Sherburne, though it must of course be minus passengers; arriving here about 11 P.M. 
The only profit we can see to this line is the carrying of the mail between Earlville and East Hamilton, and what passengers it may have from here to Earlville in the morning. This line will probably be discontinued. Another stage coms up from Norwich at half past 8, and runs through to Deansville, (thirty five miles!) connecting with the Clinton Road.
Returning, the first Norwich stage is due here from Earlville at 9:30 P.M. The East Hamilton stage arrives as above; and the Deansville, or regular old line mail stage, for Norwich, is due at 4:30 P.M.
When our cars run from the terminus, a double line of stages from Norwich, is to be run, and a line should be started from Sherburne to New Berlin.

Sherburne News, Thurs., Aug. 6, 1868

  Rail Road Matters at Waterville
          From Our Own Correspondent.            
                                   Waterville, July 26, 1868
I have the pleasure of thus informing you that another pleasure excursion on our railroad, from this village to Poolville, took place last Saturday evening. The party was composed chiefly of the teachers and scholars of our district school, and filled three coaches. The engine selected for the occasion, was the 'Devillo White,"No. 4. The excursion train left Waterville immediately after the arrival of the evening train from Utica. From East Hamilton to Poolville and return, we had the company of a brass band, which enlivened the occasion by discoursing some very fine music, both on the road, and while we were stopping at Poolville.
Our train went no farther down than Poolville, and after a stop of about half an hour, we were on our way to Waterville.    The children were all highly delighted with their ride, and I am gratified to add that the greatest care was taken to prevent any accident that might have taken place; and this care proved not to be in vain, for none of the children were injured in the least. The train arrived at Waterville at 9:20.
The coming Celebration is the topic of the day here in our village, and our citizens are looking forward to it with more than common interest.
                  Yours truly,    G.S.B.

Sherburne News, Thurs., Aug. 6, 1868

   Utica, Chenango & Susquehanna Valley Rail Road
                        Boarding House Barracks,}
                        Earlville, N.Y., 1868.          }
From  Our Own Special Correspondent on The Wing.
The following diary from "Winglets," will enlighten all concerning what is being done upon the Road:
Thursday, July 30. - Raised and tamped 40 lengths of rail - rather a small day's  work; yet, considering the badness of the grade, we got along very well. In the afternoon, President Lawrence and Vice President Goodwin, with a few invited guests, ran down to where we were ballasting, the train consisting of only the engine and one passenger car. Mr. Lawrence inquired of Plumb  (who has charge of the ballasting squad,) if he was looking for Bryant, - Supt. of the spiking squad. Plumb quickly replied that he was at present engaged in "looking up a grade
to surface the track on!"
Friday, 31. - Finding the grade some better, (and perhaps stimulated by the query of Mr. Lawrence) we rushed matters, ballasting over 1/2 mile - 123 lengths of rail.
Saturday, Aug. 1. - Ballasted another half mile. The contest between the spikers and ballasters is waxing hotter!
Monday, 3. - We raised and "tamped" two hundred and ten lengths today, lacking only ten miles of a mile! We are after the spikers red-hot!
Tuesday, 4. - Lest we should run down the spikers, we have slacked our speed. Night finds us by the old Woolen Factory - about 1 1/2 miles from Sherburne. The rails are spiked to within 4 lengths of the cross road, by the river and canal bridges, North of the Quarter. The rails may be spiked into Sherburne by Saturday, but we can hardly ballast there, owing to the want of gravel.
      Yours truly,                  WINGLETS

Sherburne News, Thurs., Aug. 16, 1868

         Utica, Chenango & Susquehanna Valley Rail Road.

The rails were laid into our corporation Friday night last, the workmen and many volunteers worked till half past 8! Saturday was a lively day, and the rails were spiked down to the highway running est from the center of the village. There were so many volunteer helpers, that it is quite impossible to mention all, and the conscience of duty, or at least privilege, done, must be the reward. Suffice it to say that large crowds were upon the track all day, and ties were laid and spikes whanged home by others than the regulars.
Monday was also an exciting day, the ballasting and iron trains making frequent trips. In fact, everybody in Sherburne is happy. It is a rich treat to see so many smiling and enthusiastic  faces. That whistle makes Sherburneites feel good all over!
The depot, engine house and turn-table have arrived, and everybody is pushing towards completion.
The first passenger train ever within the bounds of our village, arrived about 9 o'clock Saturday evening last. it was known that Conductor Baker proposed coming down, bringing his family, preparatory to establishing his headquarters in Sherburne. The streets were merry at night with hundreds of happy voices, while clamoring drums and fifes enlivened all. though looked for long, 'twas a novel sight to see that head-light or locomotive "bull's-eye," push into our village suburbs.
We were not aboard of the "first train, " but the (d----) boy was; with many other esthetic youths, who caught the train "on the fly." A general idea of the excitement may be had from the otherwise insignificant incident that said boy's "position" on the train was, hanging upon the railing, knees upon the bottom step, and with the head between a gentleman's legs! - (who proved to be Director White). The following Sherburneites were among the passengers:
Dr. White, Walter Elsbre, Elisha J. Pratt and lady, Capt. Ira Garland, of New York, and E.H. Purdy, of the Oneida Dispatch. 
J. Marsh, H. Hopson, and Asa Foote were among the passengers as it returned Monday morning. 
There will probably be another train Saturday night, and regular trains forever after next Wednesday!

Sherburne News, Thurs., Aug. 13, 1868.

                  Celebration Programme

The following is substantially the programme for Wednesday next, which is as near correct as is possible to  make it at the hour of going to press. Whatever slight changes there may be, will be corrected in the programme circulars which will be published before the exercises:
Train will be arrive as follows:
No. 1 - at 9 a.m.; No. 2 at 9:35; No. 3 at 10; No. 4 at 10:30;  No. 5 at 10:45; No. 6  at 111 a.m.
The Utica Citizens Corps will be received on their arrival (train No. 4) by the 103 Regt. Col. L. A. Rhodes.
The  Knights Templars (train No. 60) will be received by Sherburne Lodge of F. and A. Masons, No. 444, on the Academy grounds.
The President and Directors, Mayor and Common Council of the City of Utica, and other invited guests, (train No. 6) will be received by the Officers of Sherburne.
Directly after the reception the guests will be escorted to the field, where a procession will be formed under the direction of Gen.  H. Rowland, Marshal-in-Chief, and his Aides, in the following order:
Marshal of the day and his Aides, mounted.
Police Department of Utica, Music, Gen. Petrie and Staff, 103d Reg.N.G. Col. Rhodes, Music, Knights  Templars, mounted, Z.C. Priest, Commander, F. and A. Masons, Music, Sherburne Police, Committee of Arrangements, President, Vice President and Directors of the U.C.& S.V. R.R., Chief Engineer and Corps., Contractors, Commissioners of the several  towns, Employees of Road, Music, Clergymen, Press, Distinguished Guests, Mayor and Common Council of Utica, President and Directors of the Midland, Music, Car illustrating Science, Labor, Agriculture and Commerce,  Invited Guests, Music, Stage Coach illustrating the olden time, Citizens generally.
The procession will march through the principal streets to the place prepared for the collation, after which all will assemble to the speaker's stand, where congratulatory addresses may be expected.
The day will open with a cannon salute at sunrise, and one gun will be fired upon the arrival of each train. the last train will be the signal for a spontaneous outburst from every cannon, followed by the ringing of  all the bells and screeching of every steam whistle in Sherburne, including the six locomotives, and the echoes from fifteen thousand throats!

Sherburne News, Thurs., Aug. 17, 1868

Rail Road Matters at Waterville.
          From Our Own Correspondent.
                       Waterville, Aug. 10, 1868
An excursion - or a "half fare ride," to Poolville, from this village, on the U.C.& S.V. Rail Road, came off last Saturday evening. At 7 o'clock the three coaches and a baggage car, drawn by No. 2, moved away from our depot. in the forward coach were passengers for Sherburne, Earlville, and other stations. the second coach was reserved for passengers at stations below us, and the third coach contained Watervilleians, being in charge of Vice president Goodwin. Several New York Central officials, Chief Engineer Spencer, and others, being of the number.
Our train swept over the trestle bridge and we were soon at Sangerfield Center, one mile below Waterville. Here we were greeted by upwards of 60 persons, who were soon aboard, and the train moved on. At North Brookfield we took aboard a number, and were soon on our way again. Two miles below this point we came to the end of the long straight track, and passed around a curve to the right. here is the end of the end of the "swamp," and it is up grade most of the way to Hubbardsville; the track passing through a number of cuttings, over bridges and upon heavy fills.
We passed Hubbardsville and East Hamilton, taking in and leaving passengers at both places. Our three coaches and even the baggage car, were crowded, but our engine made no extra effort, and we went along the rails at an easy rate. We reached Poolville soon after leaving East Hamilton. The majority of our passengers got out and took a view of the surrounding country.
We also went through the new hotel building which stands near the track, facing north. On the branch track were the "shanty cars," or "portable boarding houses," in which the laborers are lodged and fed. The track curves around to the left as it leaves Poolville, and is down grade. Our train stopped here nearly half an hour, and at 8:25 we started on our return to Waterville, where we arrived safely at 9:10;  all highly delighted.

Sherburne News, Thursday, Aug. 20, 1868

            Great Rejoicing.
The Largest Assembly Ever in Chenango County!
15,000 at the Terminus!
Our Opening Rail Road Celebration A Complete Success
   Sherburne Reconstructed!
The long looked for day - the day of Sherburne's redemption - has rolled upon us, and we today rejoice in the full pleasure of grasping hope deferred; and who shall dare to chide us if we do not seem too happy?
A more auspicious day never dawed than jpon Wednesday, and from early dawn till noon, every road and by-way was looded with  a moving mass of humanity, all surging toward the grand central point of interest - Sherburne, the terminus of the Ridge Pole. fiftenn Thousand is a low estimate of the number assembled.
For years have we of the valley been striving for the one central object which is so fully realized in our midst today;  and this final possession seems half a dream. When the writer hereof was a mere three-foot stripling, fifteen years ago, he well recollects wondering what that long line of stakes meant which them speckled our meadows;  and some may yet remain imbedded as monuments of the failure of '53 a history of which is given in The News today.
That effort failed, but it was simply impossible to long delay trhe successful completion of the object, as those iron ribs bear witness today.
The railroad excitement which culminated Wednesday, received its impetus in the Fall of '65, when Utica became agitated and sent a committee of her citizxens, to spy out the twin Vallys of the Unadilla and Chenango. The first movement in Sherburne was made by Alex. White, T.H. Matteson and L.N. Smith, who mutually spoke of the matter in the Post Office a a casual meeting, and who had some notices printed, calling a meeting of those interested, at White's Hall, Wednesday Eve., Oct. 11, 1865.
The large attendance at that meeting, indicated that Sherburne people generally were as much interested. Great unaminity prevaled; and the expression of that meeting in a set of resolutions unnimously passed, was to bond the town to any reasonable amount, "and in all other ways cooperate with other localities in the valley, to secure a Rail Road.: This is italicised, to make it more noticeable that from the very first, Sherburne showed a thoroughly earnest and yielding disposition; to do anything and everything possible, either alone or in harbony with other towns, to secure the desired end.
Sherburne has reason to be rather sensitive upon this point, for it has been frequently said of her by persons unacquainted with the circumstances, that she has been obstinate, and desired the present route in preference to any other. Surely she is perfectly satisfied now that the matter is settled. But all who will take a file of The News, and refer back to the time when this subject was first agitated, tracing to the present time, cannot fail to be wholly convinced that Sherburne has acted honorably, and after doing everything possible to have the road built by way of Hamilton village, chose the present route as the only alternative.
The Utica committee arrived in Sherburne Oct. 18, 1865. T.H. Matteson and A. White met them in Utica, Oct. 24, following, when the matter of a railroad was finally settled. The Utica committee of 25 rendered their report at the Council room, Nov. 29. Waterville ratified the raising of her money, Nov. 28. A petition to bond Sherburne in the sum of $100,000 for the road was first circulated the last week in December, 1865. The Utica committee reporter her $200,000 subscription raised, May 1, 1866, which secured the road.
The committee appointed to secure the bonding of Sherburne after some reason did not meet much success, and the interest seemed to drag through the season of 1866, and the Midland subject was agitated, a public meeting being held Sept. 1, 1866, which was largely attended, and addressed by Littlejohn and others.
As Chairman of the committee appointed at that meeting, Mr. Matteson reported to the Midland Directors at Syracuse, Oct. 3, that Sherburne held herself in readiness to bond for the said Road in the sum of $150,000!
Meanwhile the Road was let to Waterville, June 18, 1866, and ground broke ad Sauquoit, by Farrel & Heath, July 1, 1866.
A preliminary survey of the proposed road from Waterville, was made to Sherburne on Friday Oct. 26. The appearance of the stakes revived the flagging interest, and on Saturday Nov. 17, 1866 the question was bodly put in flaming handbills: "Shall we have a Rail Road?" The meeting that evening was a complete success. It was unanimously resolved to bond the town to the amount of $145,000, for the "Utica, Chenango & Susquehanna Valley Rail Road," and a committee appointed to canvass the town for that object, which was accomplished on Wednesday, Dec. 12.
At this day mention will not be made of how Hamilton had her folly revealed to her in March '67, and what effort was then made - after the eleventh hour. We regret the whole matter.
The road was located from Waterville to Sherburne on Tuesday, April 30, '67, and the final survey completed May 13. 
The first iron upon our Road was laid Saturday, June 29, and the Directors, with a few friends, took the first ride over 100 rods of rail, that evening. The Road was contracted from Waterville, Thursday, July 12, and ground broken in the swamp on Tuesday, July 23, and in Sherburne, Tuesday, Sept. 24, '67; all the grading being completed, Wednesday, July 15, '68.
The track layers reached Waterville, Oct. 19, '67, and the Road opened to that place on Thursday, Nov. 19. The rails crossed into Chenango County at 1:33 P.M., Saturday, July 18; were laid into our corporation Friday evening, July 7; and the last rail laid Tuesday evening last, Aug. 18 - 416 days from the laying of the first rail. 
Thus the great work is complete.
               Roll of Honor 
          The following comprise the names of those Sherburnites who are deserving of especial credit in coming nobly to the front and subscribing  for $25,000 stock at the last trying moment. There are doubtless others who would have been of the number if they had felt able to do so, yet it cannot be denied that many of abundant means would not. One hundred dollars constitutes a share, and the number following each name designates the number of shares taken:
A. Adams 2, H. Alfrey 1,  S Aldrich 1, W F Blanchard 5, A R Bryant 1, F Balcom 1, E Benedict 1, J Bellinger 1, G Brooks 1, D C Buel 1, J H Benedict 1, M O Buell 1, A Beebe 1,  D Bennett 1, Wm Cook 5, F B Coats 1, J M Colwell 1, D Cook 1, R W Carrier 1, A Cook 1, Calvin Coe 1.
C E Davison 1, H T Dunham 1, E Davis , E S Dart 1, S T Dart 1, d Dart 1, W Elsbre 10, D Elsbre 5, C L Easton 1, T A Fuller 3, Asa Foot 1, W Furman 1, P Finks 1, U Follett 1, C A Fuller 1, E Freeman 1, A R Gladwin  5, A D Gorham 2, C W Goodrich 1. U T Harvey 2,  C Hart & Son 1, L R Hopson 1, J L Howard 1, A J Howard 1, T J Howard 1, Hinckley & Wilcox 1, L D Hopson 1, G I Jenks 1.
Kinney & Manwarin 2, A S Kinney 1, E S Lyman 2, H Lobdell 1, R H. Lee, 5 shares conditional, G Medbury 5, T H Matteson 1, G C Miller 1, Ste Medbury 1, C D Mattesn 1, W Moak 1, A McKay 1, P M Newton 2 I C Owen 2, J Pratt Jr., 20, J M Pudney, 1, E Purdy 2, I. Plumb 1, D Palmer 1, Lewis Purdy 1, H Ross 5, H Rowland 4, D Reynolds 1, C H Race 1, W Ramsdall 1, L Ray 1, C H. Rosebrooks 1, L G Raymond 1.
T Steere 1, C H Sanford 1, T Swan, 1, F A Sexton 1, A M Starr 3, H Tillotson 1, C Todd 1, N W Upham 1, Fort VanKuren 1, Devillo White 50, A White 5, C B Weaver 5, E G Whitney 1, A Whitford 1, G S Waters 1, E W Walker 1,  J Woodard  1, E R Westcott 1, A B Westcott 1, H. Wakelee 1, O Wilkinson 1.
The following subscriptions are from Columbus, and reflect credit:
H Holmes 1, H Gritman 1, O Myers 1, C W Spurr 2, E C Bryant 2, Hubby 1, N Richer 1, D Blackman 1, H Simmons 1, D G Spaulding 1.
`The name of Shepardson, Sweet and Wilber, are very creditably connected with the raising of $9,000 in Smyrna, for which amount our Smyrna friends deserve full credit.
Again would we give credit to those who have so nobly worked at East Hamilton.
               Stations, Distances and General Statistics 
The following is a table of the stations and distances from Utica, also of other interesting statistics:
Utica, 0; New Hartford, 4; Washington Mills, 5 1/2; Chadwick's, 7 3/4; Sauquoit, 9 1/4; Clayville, 11 1/4; Palmers, 12  3/4; Cassville, 14; Marshall, 18 1/2; Waterville, 29 1/2; Sangerfield Center, 22 3/4; North Brookfield, 27; Hubbardsville, 31; East Hamilton, 32; Poolville, 35 1/2; Earlville, 37 1/2; Sherburne, 42 3/4.
Length  of Utica trestle work, 1/2 mile; grade of Utica trestle work, 66 feet; maximum height, 28 feet; curve radius, 1,433 feet; length of Clayville trestle, 150 feet; height of Clayville trestle, 26 feet; trestle beyond Cassville, 125 feet;  height of same, 30 feet; number of bridges, 11; longest (including approach), 120 feet; shortest, including approach, 50 feet; maximum grade between Utica and Waterville, 84 feet; maximum grade between Waterville and Sherburne, 50 feet; distance to summit from Utica, 17 miles;  elevation above the New York Central, 1,014 feet; average grade, 59 11-17 feet; distance from summit to Waterville, 4.14 miles; elevation above Waterville, 186 feet.
Maximum grade  between summit and Waterville, 78 feet; average grade between summit and Waterville, 45 feet; radius of sharpest curve, 1,360 feet; fall between summit and Sherburne, 376 feet; Sherburne higher than Utica, 638 feet; Approximate number of square yards excavated, 653,000; number of square yards in heaviest cut, 27,491; largest tangent (in the swamp) 6 3/4 miles.
The Howe Truss bridge of 80 feet span, over the canal about 2 1/2 miles north of Sherburne, is the best constructed one upon the Road. The superstructure was built by R. Cummings of Troy; and the cut stone and masonry basement was under charge of Sweet and Wilber.
    Rolling Stock
The rolling stock consists of four first-class locomotives, weighing about 30 tons each, and costing $56,172.80; five passenger and two baggage cars, costing  $21,546.74; fifteen box cars, costing  $16,963.45; thirty-five platform cars, costing $$30,531.75; six handcars, $678; six rubble cars, $420;  one snow plow, $113.77. Total cost of rolling stock, $125,926,51.
The engines were made at the Schenectady Locomotive Works, and the cars by Gould & Son of Troy. The latter all have the Jones patent truck, (or brake) which is the best.
Buildings - Depots
Three buildings are erected at Utica, a freight house, machine shop,  and round house. The freight house, including a two-story addition for offices on the eastern end, is 110 feet in length by 30 feet in width. the machine shop is 250 feet in length by 36 in width. The round house, the most westerly building, has accommodations for "stabling" four locomotives. All three of the buildings are substantial brick structures, so situated relatively as to secure the greatest convenience and most economy of room. 
The turntable is exceedingly simple in structure, being a suspension truss. A similar turntable has been placed at this end of the road. Also an engine house for two locomotives the same as at Waterville.
Substantial depots are built, or in course of building, at all the stations except Palmer's, Marshall's, Sangerfield, Poolville and Earlville. Sherburne people are especially pleased that the Company have favored them with so good a depot. But yet it may not be larger than will be necessary, or the place deserves.
       Along the Route
It would be a hard matter to find a more romantic route than that lying upon the line of our road. It is hedged in by hills, while babbling brooks dance merrily here and there, large streams spinning out from the many artificial lakes which abound in the manufacturing valley of the Sauquoit.
At New Hartford is a grist and sawmill; at Washington Mills is Holmes & Kemans woolen  factory, and Brown, Babcock & Co.'s fork factory. A mile farther south, at Willow Vale, are extensive iron works. At Chadwick's, is a large cotton factory. At the flourishing village of Sauquoit, 9 miles from Utica are Rowland & Shepardson's and Brownell's cotton factories and Savage & Moor;s paper mills. Clayville boasts two Empire woolen mills and there is also the large Paris furnace, and Millard's furnace. 
One and one half miles farther south, we come to the village of Cassville, 14 miles from Utica, with stores, churches, public houses, &c. and here is the junction of our roads, one leading to Sherburne and the other to Colliersville, upon the Albany & Susquehanna R.R.
Where is the "branch" railroad that can show so thriving  manufacturing district as this, within the space of eight miles? The flourishing village of Waterville is the next noticeable station, and is the most thriving place upon the rod.
A short distance below Waterville the road plunges boldly into the famous swamp, and shoots for 9 miles, straight as an arrow, away through the giant swath of hemlocks, cedars and pines, for the Valley of the Chenango, which it does not reach, however, till within 5 miles of the terminus, when the spindling rails creep out from behind a bluff and bind the Chenango with the Sauquoit Valley.
As Sherburne is neared, the more convincing does it become that nature had conceived it for a terminus. Girt about with the seven hills, looming upward on every side, the modest village nestled under the Mountain upon the East, the beautiful winding Chenango, rivaling in its romantic loveliness and beauty of any river in the State, skirting the great basin up on the West, creeping here and there about the hills; thus lies Sherburne, a fitting terminus of the "Utica, Chenango & Susquehanna Valley Rail Road."

Former Rail Road Projects down The Chenango Valley.
                     From Our Own Correspondent.
                                                Utica, August 18.
To the Editor of The Sherburne News;
Dear Sir: - As the good people of Sherburne and vicinity now enjoy the pleasure and satisfaction of a Railway from Utica to your pleasant village, making a connection with the New York Central Railway for all coming time, it may not perhaps be uninteresting to the many readers and friends of your paper, to be informed of some of the efforts made in former years to build a Railroad from this city to some point south.

It is now a matter of surprise to many of our citizens, that a railroad has not been built long before this time, running through the rich, pleasant, and fertile valley of the Chenango, filled with a population of enter, rising and intelligent inhabitants. In answer to this, we can only say it has been left to the present corporations, the "Utica, Chenango & Susquehanna Railroad Co.," to accomplish this most desirable end.

I will not proceed to give you what information i have in relation to former projects of building a railroad from this city southerly, pointing to some termination on the line of the great New York & Erie railroad running from New York to Dunkirk, in the county of Chatauqua.

The first project that I now recollection was in the winter of 1832. the Legislature in that year passed an act, entitled, "An act to incorporate the Utica & Susquehanna Rail Road Company," making Gardner Avery, Sauquoit; William Crafts, Samuel R. Clark, Chas. C. Broadhead,  Henry Green and Joseph C. Bloomfield, Utica; Joshua Lamb, Columbus; Joseph Morse, Augustus C.  Welch, New Berlin; R. Morris, Otsego Co.; Levi Bigelow, Bainbridge; corporators, with power to organize and build a railroad from Utica to some point on the Susquehanna River, evidently, with a view of constructing the road, at that early day along the valley of the Unadilla, as you will see those gentlemen were residents along in that valley, except those who resided in this city.
      Although the gentlemen above named were strong influential men, I am informed by Mr. Henry Green, who I think is now the only survivor, that but very little was done under that organization, and the project was finally abandoned. the next organization we hear of, was in the year 1853. On the 27th of April of that year, a meeting of friends in favor of a railroad in the Chenango Valley, was held at Sherburne. Col. Joseph Juliand, of Greene, was made chairman, and J.W. Tower, of Waterville, secretary.

At that meeting, it was resolved, unanimously, that the people of the Chenango Valley required a railroad connecting said valley with the Central line, and they also resolved said road should be built. At that meeting a large committee of correspondence was appointed and the meeting adjourned to meet at Norwich, the 18th day of May succeeding, at 12 o'clock.

The adjourned meeting was held at Norwich, and on the 18th of May, and was largely attended, and at that meeting a committee was appointed to draft Articles of Association. The committee made their report, and subsequently, and on the 15th day of June thereafter, a company was organized by the name of the "Utica & Binghampton Rail Road Co.," with a capital of $1,000,000, and with the following Directors, viz:

Alfred Munson, John Butterfield, Wm. Crafts, Wm. C. Churchill, Abijah J.  Williams, Martin Hart, Utica; Wm. C. Young, New York;  David Griffing, Norwich; Charles Kinney, Edward Tompkins, Cyrus Strong, Binghamton; Joseph Juliand, Greene; Joshua Pratt, Jr., Sherburne. Alfred Munson, Esq., was made president, Edward Tompkins, Esq., was made vice president, and J.W. Tower, secretary. This Board, who were composed of thorough businessmen, resolved that whenever the subscriptions for said Road amounted to $8,000, they would put on a competent corps of Engineers and survey the different routes proposed, and obtain estimates for the construction of the Road. Afterwards the Board of Directors employed James Hall, Esq., as their chief engineer, who, with a corps of men, made a survey of the canal and swamp routes, so-called, and made his report to the Board of Directors, on the 7th day of June, 1854.

The Board finally adopted the canal route, so-called, and ordered the subscriptions of the different towns through which the Road was to be constructed, to be handed over to the Board, together with the 10 per cent, to be paid in to the end that the work for the construction of the road might be commenced. About this time, the president of the company, Hon. Alfred Munson, died; which sad event delayed the operations of the Company for a time.

Subsequently, on or about the 15th of August, 1854, A.J. Williams, Esq., of this city, was chosen president instead of Mr. Munson, deceased, and Dr. Devillo White, of Sherburne, vice president; he having been before that time elected Director. From the time of the death of Mr. Munson, the company seemed to relax in their efforts; the subscriptions from the different towns were not handed in, the 10 percent was not paid, nd, finally, on the 25th of March, 1859, by an order of the Supreme Court, the Company was dissolved, a Receiver appointed, and the affairs of the Company adjusted and closed.

In my judgment, if Mr. Munson had lived, the Company would have been continued, and the Road built, although he left behind him, in the direction, men of great energy, will and perseverance; yet his large means, his great energy and perseverance, gave a zest and confidence to all interested, that could not be sustained after his death, and the project failed. Although we were unsuccessful then, I am thankful I have lived to see the day when a Rail Road is completed, which connects Utica with old Sherburne.
         Yours truly,                                          J.B.

Sherburne News, Thurs., Aug. 28, 1868

(This is a continuation of the article sent earlier, of the same date regarding the opening of the Utica, Chenango & Susquehanna Valley Railroad  to Sherburne, Aug.  19, 1868).

                   Arrival of Trains
The trains arrived on time, and one extra train from Utica; 7 in all' bringing 4,000 people.  If there was any miscarriage, it was that the bells and whistles did not greet the arrival of the last train. the forest-bared hills should have been made to echo with one grand echo with one grand outburst of enthusiasm.
                    The Reception.
Upon the arrival of train No. 6, at 11 o'clock, containing  the President, Vice President, Mayor and Common Council of Utica, with other invited guests, they were escorted to the field selected for the festivities of the day, where they were received by our City Fathers, and T.H. Matteson, as President of the corporation, delivered a speech of welcome.
                   The Provisions.
The following comprises a partial list of the provisions contributed, of which there was an abundance for all, from roast pigs and sheep to chickens; and mammoth pot pies to apple dumplings:
Rose pigs, 12;  boiled ham, 17; chicken  pies, 175; quarters of lamb, 191; pounds of beef, 178; pans of pork and beans, 97; bushels of pickles, 8; rice puddings, 10; gallons of vinegar, 10; bushels of doughnuts, 30; pounds of butter,163; pounds of cheese, 287; loaves of bread, 301; pies, 1,115; cookies, 5,650; biscuits, 17,000; sandwiches, 650; roast turkeys, 28; eggs for decorating meats, 377; pounds of coffee, pounds of sugar, 300.
The different towns contributed about as follows:
Earlville and vicinity - roast pigs, 3; biscuits, 1,075; pans of pork and beans, 8; loaves of bread, 76.
Poolville - loaves of bread, 100; cakes, 31;  quarters of lamb, 14.
East Hamilton - 1,325 biscuits; 40 chickens, 7 turkeys.
North Norwich - quarters of lamb, 22; biscuits, 1,30; turkeys, 2.
Lebanon - Biscuits, 530;  lamb quarters, 9.
Smyrna - Biscuits, 100; lamb quarters, 4.
The preparations for feeding the assembled multitudes were on a grand scale. there wee three large tents, covering 23 tables with a superficial area of 3,500 feet, and sufficient to make one continuous table 1,500 feet in length. Over 11,000 places for crockery were spread upon the boards, which were filled to overflowing with delectable eatables. I.R. Palmer, popularly known as "Dolph," of Oxford, presided as Head Centre  of the Bread and Butter Brigade, with an efficient army corps of assistants.
Congratulatory Addresses.
After the rich repasts, which all seemed to partake of in right earnest, congratulatory addresses were delivered by the following gentlemen:
T.H. Matteson, Pres. Lawrence, Gov. Seymour, Judge Bacon, and others. A spicy poem was delivered by Theodore F. Cook, of Utica. Lack of time and space forbids further mention.
In conclusion, we would say that Sherburne is now in a peculiar sense "reconstructed."  The name "Sherburne," in the past has been associated with stability, but slowness of action. This is all changed today. the name "Sherburne"  will hereafter be associated with not only sterling virtue and ability to do, but eminently with live enterprise and perseverance. The thousands here gathered - the elite of Central New York - will carry back a good report of the place, and the day we so happily celebrated, will long remain a cherished one in memory.

Sherburne News, Thurs., Aug. 27, 1868

    A Relique. - Eureka!  The News Sanctum boasts the possession of the Pioneer Track Gauge, or "Rubble car Bunter"  which has been the leading (or pioneer) gauge upon our railroad from Utica to Sherburne. It has been jealously eyed for many weeks, and was happily secured after the laying of the last rail, through the kindness of the spiker Superintendent David Bryant, of Sangerfield Center; who, by the way, broke the first ground in the swamp, south of Waterville, July 23, '67. The relic is not for sale!
     White & Lobdell made their first shipment of coal upon the cars, Wednesday of this week, consisting of 70 tons. It was for Peck & Putman, Waterville.

Sherburne News, Thurs., Sept. 3, 1868

     The Stages. - As the stages have now adopted their regular times, it will be of interest to travelers to know what those times are:
Brownell and Butterfield have a two-horse stage running between Smyrna and Sherburne, connecting with all the trains both ways. This is a great accommodation to our Smyrna friends.
The old regular four-horse mail coach from Norwich, R.A. Goodrich, proprietor, arrives at 7: 30 A.M., connecting with the 8:15 train;  goes to Hamilton with two horses; and returning at 4 P.M., connects with the 8 o'clock evening train with four horses.
Another Goodrich four-horse line leaves Oxford at 8 A.M., connecting with the 1 P.M. train, and returns, carrying passengers who arrived on the 11:00 train from Utica.
Brownell & Butterfield have a four-horse stage from New Berlin, connecting with the noon trains both ways.
Simmonson & Babcock also run a two-horse coach from New Berlin, connecting with the noon trains.
We should suppose a better arrangement would be for one of these stages to run in connection with the morning and evening trains.
If our exchanges will publish this stage time-table, they will confer a favor upon the traveling public.

Sherburne News, Thurs., Sept. 3, 1868

   The Trains. - S.W. Baker, the popular Conductor, who has charge of the passenger trains upon our Road, has well earned that position. He has been upon the mixed trains of freight and passenger, since the opening of the road; and now that trains are running regularly from here, he has one of the most desirable positions for a Conductor.
   His trains, Nos. 1 and 4 drawn by the Lewis Lawrence locomotive; S. Lane, Engineer, and - . Rogers, Fireman. Headquarters, Sherburne. A.L. Lucas has charge of the freight and passenger trains, Nos. 2 and 3; D.B. Goodwin, locomotive; Andrew Wiley, Engineer, and L.F. Hewitt, Fireman. Headquarters, Utica. 

Chenango Union, Mon., Jan. 20, 1869

New Cars. - President Lawrence, of the Utica, Chenango & Susquehanna Valley Railroad, has added three new passenger cars to the rolling stock of the Company. The cars are of the usual first class pattern in size and finish, and were made by Gilbert, Bush & Co., of Troy. They cost about $4,500 each. They will be needed as soon as Spring opens to meet the increasing demand fo traveling facilities.

Sherburne News, Thurs., Aug. 4, 1869

     Utica, Chenango & Susquehanna Valley R.R.
            The Extension
The afternoon of Thursday last was eventful in the passing of an excursion car from Utica to the end of the rails upon the extension containing the following gentlemen:
President Lewis Lawrence, Directors Thorn, Foster, Comstock and Griffiths;  U.S. Senator Roscoe Conkling, Hons.  Ward Hunt and Ellis H. Roberts, of The Herald;  Mayor Chamberlain, Recorder Clark, Post Master Hopkins, E.H. Brayton J. Benedict, Esq., Chas. Butler, S. Collins, Sherwood M. Southworth, and J.B. Cushman - Utica. Director N.W. Moore - Sauquoit. Vice President D.B. Goodwin, Director Conger, C.C. Bacon, A.O. Osborn, J. Candee, Dist. Atty. Ball, E.H. Lamb, S. Gridley, E.H. Mott, and R.S. Ballard of The Times - Waterville. A few were added to the number at Sherburne.
The President had provided a sumptuous repast, which the guests did justice to during the brief stoppage here.
 The "D.B. Goodwin" engine, switching and backing the car down, with all its honored passengers the train was an exceedingly modest one - "Very backward about going  foreword."
A halt was made exactly upon the boundary line between Sherburne and North Norwich, about 1 mile from the junction with the Midland. Here the party marched to the cut which is being made through the hill near the junction, halting on top of which, a fine view was had of the rich farming country lying at the Four Corners. A little farther on the Midland could be seen, the rails upon our junction being lade in connection a short distance south of the hill, the only gap being in the cut, where work is progressing with vigor.
It is expected that our branch will be completed by Tuesday next, Aug. 10, which will allow the Midland Co. the use of their engine now waiting in Sherburne, to ballast. The Midland rails now extend from the junction to within 3 miles of Norwich, and they are spiking the rails nearer the place hourly.
After strolling about, pitching quoits, with other amusement, the party returned to the car - and Utica.

  Utica Morning Herald, Monday, Sept. 6, 1869

         Richfield Branch of the U.C.& S.V. R.R.
           P R O G R E S S  O F  W O R K.
          T h e  C u t  A t  C a s s v i l l e.
Saturday morning a special train ran over the Utica, Chenango and Susquehanna Valley Railroad, carrying Hon. Lewis Lawrence, President of the road, A.J. Williams, Esq., A.B. Buell, Esq., Horace Barnard, Esq., and a number of other gentlemen, mostly directors or stockholders of the road. The object of the excursion was to visit the Cassville cut, lately completed, after over a year of hard and expensive work.
The road to Richfield Springs branches off from the main road about half a mile this side of Cassville. At the junction the company have erected a turntable and enginehouse, and here will also be located the depot for the Richfield Springs road. Instead of a depot, one of the portable lodging cars - not palace cars exactly, is now located there, in which seventy men do their sleeping and eating. 
Track laying from this point began about two weeks ago, and the road is now laid through the cut beyond, about two miles farther on than that. Just before reaching the cut the road ascends a grade of from ninety to one hundred feet to the mile, which continues for some distance through the cut. This cut, which has been the greatest difficulty in the way of the completion of this branch of the road, is a triumph of engineering skill and individual perseverance. It is over a mile in length, running through the farm of Mr. Tuckerman, in the town of Bridgewater.
The excavations in many places reach a depth of from forty to fifty feet. The most of the distance is through a hard and rocky bed of gravel; through which layers of sand are scattered at intervals. As the engine ran up the cut, the shriek of the whistle echoed strangely from the high banks on either side but it was a whistle of satisfaction over the completed work. A large force of men have been engaged in digging through this mountain for over a year. They have had snow banks and rain storms to contend with continually, and the directors of the road, had they been like many other man, would have long ago given the work up in despair.
The satisfaction with which they rode for the first time over the work that has cost them so much trouble and expense, can therefore be better imagined than described. About half way through the cut, the engineers discovered a spring of water, which bubbles up from the earth directly between the rails, as clear as crystal. it is the same spring which, formerly through another outlet lower down, forms the water power for several of the manufactories and mills in this vicinity. Beyond the cut the road is laid for a mile and a half to the farm of Mr. Pierce, near North Bridgewater, and a large force of workmen are rapidly lessening the distance to the Springs.
This distance is about eighteen miles, most of which is already graded. The ties and iron for the track are all on hand, and it is hoped that the road will be ready for travel by the last of December. From North 
Bridgewater the route of the road runs parallel with the old Cherry Valley turnpike, to West Winfield in Herkimer county, thence to East Winfield, thence crossing the county line of Otsego, thence to South Columbia and then sweeps around to Richfield Springs. The people of these villages and along the route, watch as anxiously as to do the directors for the early completion of the road.

Sherburne News, Thurs., Sept. 30, 1869

     First Trip to Norwich. - We understand Conductor Baker, with Engineer Van Loon and Brakesman Plaice, recently made the first excursion trip to Norwich, upon a hand car. Of the "Adventures" by the way, and general diversion of the raid, carrying the 500 lb. car around construction trains , and of "Jack's" narrow escape, the actors can most laughably tell. 

Sherburne News, Thursday, Oct. 14, 1869

    Through To Norwich - Great Excitement. - The first regular passenger train over the Utica, Chenango and Susquehanna Valley Railroad, arrived in Norwich at 9 P.M. yesterday. The residents of that place turned out en masse to do honor to the occasion, and with a fine band, and cheers and smiles, welcomed the visitors on the train.
Three rousing cheers were given for President Lawrence, three more for the railroad, and three more for Conductor Baker and thus Norwich rejoiced over its connection with Utica.
                                                                     --Utica Herald
     Mr. Baker, Conductor on the U.C. & S.V.R.R. has removed his family to Norwich.

A special train consisting of twelve cars of the Utica, Chenango & Susquehanna Valley Railroad went over the Midland branch to Norwich on Friday, the last day of the fair; conveying over one thousand passengers. President Lawrence, Vice President Goodwin, Director Comstock and others, whose names we have not been able to learn, attended the train, and were active in providing for the comfort of the passengers.
Two or three thousand persons were assembled on the arrival of the train at Norwich. Well! We are not disposed to laugh at our Norwich friends for their enthusiasm; we have been troubled with the same weakness ourselves; and now that we have got nearly over being "tickled," we can look upon their exhibitions of delight with complacency.
About 100 additional passengers came up from Norwich on the return, to go back on the regular evening train.
         On the return trip of the excursion train to Norwich, the last day of the fair, some delay occurred at the junction on account of the high grade and the immense number on board. In the emergency, one well meaning individual got off as he said, "to east the train," but, as he was left behind, he declared he'd  "be gol-darned if he'd ever help the Railroad in that way again." The last seen of him, he was pulling his "stove-pipe" over his eyes and taking the "accidental express" on foot, towards East Hamilton.

Sherburne News, Oct. 14, 1869

            "Requiescat in Pace"
The glory of the valley has departed! Our venerable and respected friend, the Stage Coach, is dead and  "the mourners go about the streets." Its wheels are silent; the  oily tears that fell  from its groaning hubs are forever dried; its end is reached; its lamps ae extinguished; but we must put the brake on our emotions, for it would be bootless to disturb the repose that has settled over its venerated body.
Like an aged invalid, long lingering on the verge of the grave, it passed away so peacefully that few of our citizens knew when the sad event occurred. It has gone, let us hope, to a better land, where no heavy lading, no fractious horses, and no independent drivers can ever break its rest.
The shrieks of the locomotive, nor the rattle of the rail cars, will ever deface the pleasant recollections that cluster around its venerable form; the many times it has borne us upon its back; the many pleasant acquaintances formed through its introduction; the social companionship we have all enjoyed in our easy journeys of the road; the ecstasy with which, when a boy, we hung by its straps, whence the driver strove vainly to dislodge us by a "whip behind!" 
      The anxiety with which we have, in later years, watched its approach to the village; the enthusiasm inspired by its dash when it entered the village; as if to satisfy its waiting admirers that it could be lively on occasion; the interest with which we scanned its contents for the face of a coming friend.
How well we remember its dignified pace, so evenly regulated that the patient traveler found abundant time for careful observation, and leisure to become familiar with every turn, and every object on their side of the way, from Utica to Binghamton.
Out of respect for its age and public services the department continues to send the mail from Hamilton to Norwich in a humble way; but even that little tribute to its memory will soon be neglected, and all traces of its former existence will pass away. The sober, steady going representatives of the past, endeared to us by early recollections are laid aside, their places are filled by the inventions of this fast and furious age; and the brain of the oldest inhabitant is dazed by the whirl of events going on around him. As the lamented Artemus Ward feelingly remarks, "Sich is life."

Utica Morning Herald, Wed., Oct. 6, 1869

   By Rail to Norwich.
The  long expected result is achieved. Connection between utica and Norwich is Consummated. After many annoying delays the track is so far ballasted and completed as to permit the running of trains. The turn-table at Norwich is not yet fitted in its place, and some other matters of detail remain to be perfected. But the cars will commence running regularly between Utica and Norwich, today.
For the present a single train will run each way. The first regular passenger train to Norwich and intrmediate stations will leave Utica, this afternoon, at 5 o'clock. A train will leave Norwich at 7 o'clock tomorrow morning. This will be the regular time for a brief period. But a single train a day will not meet the requirements of the business and travel of the Chenango valley, and as soon s the southern portion of the road is brought fully up to standard, at least two trains a day each way must be put on.
Now for the opening of the railroad to Richfield Springs. And then for further extensions to the coal mines on the one hand, and to New York on the other!

Sherburne News, Thurs., Oct. 7, 1869

The Hub Delivered! - First Passenger Car in Norwich! - U.C.& S.C. R.R. No. 4, at 12:35 Tuesday, Oct. 12 - Train  to Run Regular from Wednesday Night! - The Chenango Valley, New York and Oswego Midland Rail Roads Shake Hands.
It is with much pleasure that in this, our last No., we are able to chronicle the  fact that the cars are now to commence running to Norwich; and that already has enjoyed the first ride in a passenger car into Norwich.
The special car containing President Lawrence, Vice Pres. Goodwin, Messrs. Foster, Williams, and others, arrived at 11:30; and to the No. was added at Sherburne, D. White, E. S. Lyman, Wm. Cook, W. Elsbre, T.H. Matteson, and the writer.
The Midland engine, with Pres. Littlejohn and Treasurer Conkey, was met below the junction, (1) and as they wished  to take the noon train, the special passed on without them, after hand-shaking by the Presidents and a union of the hands of Engineers Brown and Crain, of the U.C.& S.V. R.R. and the N.Y. & O. Midland. Norwich was reached ar 12:35, being the first passenger car ever there: No. 4 of our Road.
The party took dinner at the Houghson House, after which the President perfected arrangements for the regular running of our cars to that place. The evening train ran down Wednesday night, and from Norwich thereafter, leaving at 7 in the morning and arriving at 8:45 at night. The noon train will not run there at present.
Friday an extra train will run down, arriving at Earlville at 8 in the morning; those wishing to attend the County Fair at Norwich from places above here, being accommodated at an earlier hour. The train will leave Sherburne at 8:30 A.M. and returning, it will leave Norwich at 4:30 P.M.  So Norwich is at least in the happy realization of its Sometime, this Thursday, October the seventh, '69.
The Cassville Branch. - The West Winfield Standard Bearer sas: The track on the Utica, Chenango & Susquehanna Valley Railroad comes  along slowly. The track-layers are this side of Bridgewater and expect to reach West Winfield in about three weeks.  We learn that it is the intention of the Co. to run a passenger car to Bridgewater next Monday, but do not vouch  for the truth of it. We hope it is so.

The Midland. - The Telegraph says: This work, in our vicinity, is surely approaching completion. The ballasting  from here to Sherburne junction is nearly done; workmen are putting in the turn-table at this place;  at Lyon Brook the masonry on both sides will be completed this week, while the workmen are putting up the iron, some eight or ten bents being already erected. Both north and south the work is going on, but little tracklaying being yet to be done on the north - on the other side the track is extended to Lyon Brook bridge, and will soon reach there. From thence the grading is well under way, and track laying is in progress in this direction from Sydney.
The Clinton R.R. - The work of repairing that "Connection"  or present disconnection at New Hartford is being done, with the expectation  of wearing the rust from the rails, sometime. The dirt upon the Hamilton extension is flying at a rae astonishing to the Natural antediluvians.

Sherburne News, Thurs., Oct. 7, 1869
Matters at Earlville
>From Our Own Correspondent.
Earlville, Oct. 4, 1869
Earlville lies on both sides of the line which divides the towns of
Sherburne and Hamilton, and the counties of Chenango & Madison, and is
conceded to occupy and the pleasantest portion of Chenango valley. The
distance to the village of Sherburne is 5 1⁄2 miles, and to the village of
Hamilton 6 miles, the U.C.& S.V. R.R. runs on the east of us, 5/8 of a mile
from the center of the village, on the west, just by the limits of the
village runs the Midland R.R.
>From a hill near by, it would be hard to find a more beautiful scene than
our village, and the surrounding country presents, the fringed-sided hills,
coming closer together above and below; the two branches of the Chenango,
with their silvery brightness, winding their ways as if guardians, on either
side of the village itself, not too compact, but spread out just enough to
have a rural look; the white farm houses scattered in every direction
around, and last, but not least, the cemetery, where rest the remains of may
of our forefathers who caused the wilderness to blossom like the rose; with
its hundreds of silent watchers o?er  the dead,  all go to make a picture
that has been admired by critics,  and praised by hundreds.
Earlville has 405 inhabitants, 231 in the town of Hamilton, and 174 in the
town of Sherburne. Of this number 313 are adults, 140 males, 178 females,
and 92 children. The number of dwelling houses is 92, 55 in Hamilton, and 37
in Sherburne. Whole number of families 108, 65 in Hamilton, 43 in Sherburne.
Whole number of families 108, 65 in Hamilton, 43 in Sherburne.  Of this
number of families 22 are living retired lives, 24 rent, 10 are without male
members, and 16 are childless. We have 30 young men, 36 young ladies, 8
marriageable widows and 6 marriageable widowers.
As near as I can learn, the oldest inhabitant is 88, and the youngest, about
3 months.
The business portion of our village consists of four stores, 2 dry goods, 1
drug, 1 hardware; 2 millinery stores are also in operation through the
millinery season, 1 ware-house, forwarding and commission business in
connection, 1 merchant, tailor?s shop, 2 tannery, employing 6 hands, with a
capacity of turning out 30,000 calf skins per annum, heavier work in
proportion, 2 hotels, 1 grist mill, 1 saw mill, 2 harness shops, 2 wagon
shops, 2 blacksmith shops, 4 boot and shoe shops, 1 barber shop, and 1 gun
As regards occupations we have 18 farmers, 12 common laborers, 7 merchants,
4 clerks, 1 physicians, 2 ministers, 2 wagon makers, 2 harness makers, 2
bartenders, 1 barber, 2 hostlers, 1 dentist, 1 jeweler, 3 blacksmiths, 2
painters, 1 tailor, 7 tailoresses, 4 dress makers, 2 milliners, 4
carpenters, 1 speculator, 2 cooper, 1 horse dealer, 2 professional
musicians, 2 more in addition who teach music, 1 lock tender, 1 gun smith, 3
apprentices, 2 boatmen, 2 agents, 1 peddler, 1 miller, 1 teamster, 1 tinner,
(also ranked as a merchant,) to justices, 1 butcher, and 1 constable.
The G.T. Lodge has about 90 members, and is claimed to be in a flourishing
In the summer one, and in the winter term, two teachers are employed in our
village school; last winter 58, and last summer 60 names were recorded on
the school rolls.
Of the adults of our own inhabitants, 8 ladies and 7 gentlemen have received
an academic, 1 gentleman a collegiate education.
Our merchants do a fair, and our hotels a thriving business. There is always
plenty of work for our mechanics. In size our village is gradually growing,
and business would increase more rapid was not the capital of the village so
much "bottled up."
O.M. Miller has sold to Amos Campbell, of Syracuse the farm of 60 acres, now
occupied by J.G. Reese, and formerly owned by Miss Skinner, for a fraction
over $166 per acre.
A.R. Nash has returned from a six weeks? trip through the west. he has high
praise to bestow upon Missouri.
Mr. Nevins McMaster has died since my last communication, aged 82. For more
than two years previous to is death he was confined to his bed. In his
younger days he was one of the staunch men of the town.
John Torry, who about one year ago went to Illinois, in search of health, I
learn as recently died.
Mr. S. Mead has painted his shop which adds much to its appearance.
they are working with an engine on the Midland track opposite our
village. It is pleasant to hear the whistle on both sides of us.
Truly,       Dick Ditson.

Utica Morning Herald, Friday, Oct. 8, 1869

Through to Norwich - Great Excitement. - The first regular passenger train over the Utica, Chenango and Susquehanna Valley Railroad, arrived in Norwich at 9 P.M. yesterday. The residents of that place turned out en masse to do honor to the occazsion, and with music by a fine band, and cheers and smiles, welcomed the visitors on the train. Three rousing cheers were given for President Lawrence, three more for the railroad, and three more for Conductor Baker, and thus Norwich rejoiced over its connection with Utica.

Chenango Telegraph, Wed., Oct. 13, 1869

            The Cars at Last!
   Regular Trains to Norwich!
Norwich is at last connected with the outer world by a railroad, and the cars are running regularly to and from this village. Thanks that the good time has come at last!!
As we had barely time to say last week, over that Tuesday the first passenger train came down on the Sherburne and Midland to this place, bringing President Lawrence, Vice President Goodwin, Director White of Sherburne,  and a large number of distinguished guests, and officers of the road from Utica and Sherburne and the intermediate places.  They stayed with us for several hours, and had full and free conference with the officers of the Midland who were here, and with our citizens, relative to the running of regular trains direct between Utica and Norwich, resulting in an arrangement to run their late train to this village, and their early one from here, commencing on Wednesday last, and continuing till the completion of our turntable and the track is ballasted, when all their trains will run between here and Utica.
It not being certainly known that this Tuesday train would come in, or at what hour, no preparations had been made by our citizens for the reception of our distinguished guests. Nor could an elaborate reception be then prepared for the Wednesday evening arrival. But what it lacked in other respects, it fully made up in its enthusiasm and heartiness, and the numbers who gathered together.
The train was expected at 8:45  P.M. Long before that time, a large crowd of carriages and on foot, with Jacob's fine band had gathered at the depot grounds waiting patiently for the glorious event. Nor was it long delayed. At a little after 9 o'clock the first whistle was heard, and then, in a few moments, the train, under charge of conductor Baker, with two cars filled with passengers, slowly, but grandly moved into sight and stopping at East main Street, were greeted with the shouts and applause of at least 1,500 of our citizens who were there to meet them.
As the cars stopped cheers were given, with a hearty will, for President Lawrence, for his railroad, for Conductor Baker, and for the Midland, and then the large crowed, reinforced by the passengers, passed up East Street and into the village, each  with congratulations and sincere pleasure at the happy issue, and over the first regular railroad train to Norwich.
Since then the cars have run regularly, taking from us and bringing to us large and increasing loads of passengers and of freight as well. We understand that the first freight was consigned to Mr. J. Wrightson, the worthy proprietor of the new Flour and Feed Store on Lock Street.
The last day of the Fair - Friday - was the crowning success of the railroad. With a pleasant thoughtfulness on the part of both President Lawrence, nd the Managers of the Fair, an extra, half fare train was run down from Utica on that morning, returning at 5 o'clock P.M. Such a sight as that train, was never seen in Norwich before. it was made up of 12 passenger and one platform car, completely crowded, every inch of them with passengers, which must have number 800 to 1,000 souls! They came from all parts to the north of this village. Their smiles and greetings showed they were as glad to get to Norwich, as we are to have them come to us or to have a chance to get to them.
The Midland carpenters worked with a will all that day to complete the turntable. By extra exertions it was got ready for use so as to turn the engine of the extra train in time for its departure. With its head then turned to the northward, and its large and precious freight behind it, at 5 o'clock P.M., it gave its last whistle and speeded its way towards Utica.
As to the Midland proper, we have but little to say; but that little is all satisfactory. The track is laid to or near the old Willcox place; the Lyon Brook Bridge lacks but little for the completion of its masonry and there are more of the iron braces in place;  while every where else the work passes on to its completion. In the advent of the Utica trains light breaks upon us. Speed the time when the full day will have come.

Chenango Telegraph, Wed., Nov. 10, 1869
Anoher Train. - President Lawrence has added still more to th obligations of the Norwich people by giving us another train. he now runs two trains each way daily. the first leaves here at 7:20 A.M. and returns at 8:15 P.M. the second reaches here at 11:15 A.M., makes a stop of half an hour, and returns at 11:45 A.M. Passengers by the first train leave here at 7:20 and arrive in New York at about the same time in the evening. Passengers by the the second train arrive in New York at about eleven o’clock the same evening. The first train is under direction of conductor Baker, whom everybody knows to be one of the most polite and attentive and at the same time faithful of his class. The second is under charge of conductor A.G. Lucas who is in every way the peer of Mr. Baker. He will be remembered by our citizens as a former express agent through the Chenango Valley, when we relied upon “Butterfield’s fast coaches,” as a means of transit.

Utica Morning Herald, Sat., Nov. 17, 1869

Utica, Chenango and Susquehanna Valley Railroad - The Richfield Springs Branch - Formal Opening to West Winfield.
At 9 A.M. yesterday, a locomotive, baggage car, and passenger coach backed into Utica depot, and the coach was soon  occupied by the gentlemen named below:
       Mayor Chamberlain, Aldermen Everts and Yates. City Surveyor John R. Baxter, President thorn, of the Black River Railroad Company, John Griffiths, Russell Wheeler, J. H. Marlove,  Lewis H. Lawrence, E. W. Badger of Fly Creek,  President Lewis Lawrence of the Utica, Chenango & Susquehanna Valley Railroad Company;  Directors Thomas Foster, M.C. Comstock, and Daniel Crosse.
These gentlemen had been invited by President Lawrence to take seats in the special car which was to make an excursion trip over the newly opened route to West Winfield. A happier lot of mortals are seldom congregated.
Time, tide, and the Susquehanna Valley Railroad Company wait for no man, and when the time specified for the start came, the train started, although several of the invited guests had not yet made their appearance at the depot. At Chadwick's the party was reinforced by Geo. W. Chadwick and Nathaniel Douglas, at Sauquoit by N.W. Moore was welcomed,and at Clayville, S.J. Loak received the right hand of fellowship. Each newcomer brought  an  addition to the fund of good humor, and as each one had to be told all the good things that had already been said, and was thereby reminded of several other amusing occurrences, there was unlimited enjoyment.
Below Clayville, and about three quarters of a mile northwest of Cassville, the party halted at a point hitherto unknown to fame, but hereafter to  be known in history as Cassville Junction. The Norwich trains approach the junction, over a high embankment, and the Richfield Springs branch comes through the center of a hill,  so that the prospects of a dense population in the immediate vicinity of the junction are not  encouraging.
The hill has already been dug away, and the embankment widened sufficiently to afford room for an engine house, turn table, and necessary  side tracks and switches and still farther territory is being rapidly added by filling in with gravel.  Here let it be mentioned that the supply of gravel  along the newly opened branch road is apparently inexhaustible. 
The new engine,"George W. Chadwick," which drew the excursion train - was supplied with water at the junction from a huge tank enclosed in the engine house. The Norwich train with a curious head thrust from every window passed the junction before the excursionists left and further additions were made to the party. The recruits being  Dr. White of Sherburne, M.L. Conger of Waterville, E. Beers of Brookfield, Stephen Thomas of Cassville,  and E. J. Mott  of Sangerfield.
The Big Cut, a mile long and from ten to fifty feet feet deep has already been fully described in these columns. The difficulties in the way of completing the road through it are greatly increased by a quicksand in one place that threatens to engulf and overload the track, and requires constant labor. Passing through the cut and over Monroe Flats, on a track remarkable even for a new road the party gave the flag station of North Bridgewater the go-by, and stopped at the next depot at Bridgewater station, five miles from the junction. Here the number of excursionists was again increase by Luke Horn of Brookfield and Newton Sholes of Bridgewater.
The Bridgewater depot is 110x30 feet upon the ground. It is divided into ladies; and gentlemen's waiting rooms, ticket office and freight room. The latter occupies fully two thirds of the floor and was filled with freight of almost every description. The connection of Bridgewater with the rest of creation was indicated by a freight car marked Boston and Albany, which was sanding partially unloaded before the depot.
At Unadilla Forks, the rails from the junction, W.L. Brown and B. Smith enlisted for the excursion. The depot at the Forks is of wood, as is the one already described, and its dimensions are 60x30 feet. Here, too, considerable freight attested that business over the road was already an established fact.
The depot at West Winfield, eight miles from the junction, is not yet completed. In material and style, it resembles the two preceding, and it covers 120x30 feet of Herkimer county. A large representation of the residents of the vicinity stood ready to shake hands with the visitors, and loudest among the voices that bid them welcome was that of Gen. Johnson, of Richfield Springs, who eagerly anticipates the day when the cars shall run to his place and promised to honor the occasion by  dinner for all Utica.
At West Winfield Capt. Joseph Eels got aboard the train. Capt. Eels has been a resident of West Winfield for seventy-one years and is believed to be the author of the newspaper sayings of the famous "oldest inhabitant." He has never been upon a steam train or canal boat and yesterday took his first ride upon the cars. He was a soldier in 1812, and has voted more times than any other man now living there. He still performs some manual labor, enough he says to keep him out of mischief. With him came upon the train Alonzo Willard, Rev. Mr. Reese, T.W. Marsh, C.J. Wheeler, Dr. Walker, Gen. Johnson of Richfield Springs, Geo. S. Weeks and Walter Palmer.
Swelled by this time to the dimensions of a small county, the party proceeded, still by steam past the engine house, turn-table, two story moveable boarding house, to East Winfield, where Messrs. Saunders, Dodge and Emory Bartlett, were taken on board. Still on by steam until the worthy Mayor straightened himself up to see if he could catch a glimpse of the spires of Richfield Springs. The train finally stopped, where the track layers were at work in the township of Columbia, 4 1/2 miles beyond West Winfield. Just beyond the last rail, a monumental horse stood, a crumbling momento of the numbered days of slow travel between that country and Utica.
Some of the more enthusiastic of the part tramped away down the graded way for two miles farther, while the remainder sat in the car and indulged in pleasant anticipation of the coming dinner.
Upon the return of the party Morgan Bryan, of Richfield Springs, was initiated. The initiation ceremony being conducted by Mr. Foster, who  inculcated much useful information, under cover of funny stories.
The citizens of west Winfield had with malice aforethought, killed the fatted calf, and a whole poultry yard of fowls, and had incited Mr. Robert Clark, the keeper of a hotel, to stew, and bake, and boil, and manufacture, and mix sundry oysters and meats, and vegetables, and sauces, and pies. Up to this array the party marched with unflinching determination.
Uticans will be proud to hear that the representatives of the municipal government were especially zealous, and brave upon this occasion. Of speeches, none were inflicted. President Lawrence told a story, and several other gentlemen began to do the same, but the occasion demanded deeds, not words, and few stories were finished until after dinner.
After dinner was concluded, and one gallant alderman had become convinced that it was not necessary for him to get the recipes for cooking everything he had seen upon the table (the cooking had been superintended by the ladies of the house,) the part took a stroll through town, looking at the little stone bank the office of the Standard Bearer, and the academy, where they were welcomed by an exceedingly intelligent and amiable dog; the churches, and at the people, who appeared to be most desirable neighbors, and finally, very reluctantly, took the train for Utica, (a good enough place until one has dined at West Winfield,) where they arrived at about five o'clock last evening.

Sherburne News, Thurs., Dec. 2, 1869

Rail Road Opening. - The eastern branch of the Utica, Chenango and Susquehanna Valley Rail Road was formally opened to West Winfield at 9 A.M. on Friday last. A merry party of special guests consisting mainly of officers of the road, made an excursion to that point, where, if we are to give credit to the enthusiastic encomiums of the Utica Herald, a sumptuous dinner was provided for the guests; and we are bound to accept the editors judgment, for editors are famed for a liquorice tooth the world over. We congratulate our West Winfield friends on being let "out of the woods."

Sherburne News, Thurs., Dec. 2, 1869

     Midland Opened To Norwich. - The first passenger car passed over the Midland Rail Road, from  Oswego to Norwich on Thursday last. The train was detained for three or four hours about one mile north of the Pratts Hollow Station, by an unfinished embankment, and did not reach Norwich until about 5 o'clock P.M. the excursionists dined at the Hughson House and had a very jolly time; one hundred guns were fired on the occasion. Norwich now has a road of its own;  the inhabitants have worked hard for it, contributed largely towards it and richly deserve their success.

Sherburne News, Thurs., Dec. 2, 1869

A little accident occurred on the U.C. & S.V. R.R. on Saturday last. Henry Sterling, section master,  and two hands started up the road on a hand car; about three miles above Sherburne they heard a train approaching around a curve, and leaped from the car. Mr. Sterling  succeeded in getting one end of the car from the track when the locomotive dashed it in pieces and passed on its way safely. It proved to be an extra coal train; no notice of its approach had been received.

Chenango Telegraph, Dec. 22, 1869

     U.C. & S.V. R.R. - The annual meeting of the stockholders of this company was held at the company's office, in Utica, on Tuesday of last week. President Lawrence read his annual report. The amount of subscription to the stock during the past year has been $3,300. One year ago the amount subscribed to the capital stock was $1,654,400, and of this $1,452,341.44 has been paid into the treasury.
     The company had then paid out for various expenses connected with the construction of the road, and for rolling stock, freight-houses, &c., $1,136,819.42. There remains still uncollected $57,778.05, and the Treasurer has expended a total of $1,627,700. The company has built 56 miles of road, on which trains are running. The receipts of the road during the past year have been $165,793.73; the expenditures $88,602.80. 
     Dividends have been paid to the amount of $91,040.19. The document also gives an encouraging report on the affairs of the Richfield Springs Branch. The Board of Directors of last year  unanimously re-elected as follows: Lewis Lawrence (President), D.B. Goodwin, John Thorne, Daniel Crouse, A.J. Williams, Thomas Foster, John Griffiths, M.C. Comstock, N.W. Moore, George Chadwick, Daniel Conger, Devillo White, M. Bryan.

Oxford Times, Wed., March 28, 1870

                 The Valley Railroad

The surveyors of the Utica, Chenango and Susqujehanna Valley Railroad from Norwich to to this village are on their way to Greene. This survey is on the east side of the river, and strikes our village just west of the fairground, running across main Street near the Stone Black Smith Shop and thence straight through Mechanic Street where it strikes the river flats and continues on to Greene. A survey will probably be made of the west side and as the road is a sure thing, the most feasible route will be adopted.

Sherburne News, April 1, 1870

Railroad Leased. - The Utica, Chenango & Susquehanna Valley Railroad Compamny have leased the road for 99 years to the Delaware, Lackawanna & Western Railroad Company for six percent annual interest on the Capital Stock. The capital is to be increased to three millions, and the Scranton Company agree to extend the road to Greene, to connect with the road from that point to Chenango Forks; making a continuous road to the coal mines.

Utica Morning Herald, Wed., April 13, 1870

To The Coal Mines and New York.
Utica and the district of country tributary to it, have, long been struggling for immediate connection with the coal mines, and for a competing route to New York. This was the purpose in view when the Utica, Chenango & Susquehanna Valley Railroad was organized. That purpose has been secured beyond peradventure. The method used by which it has been guaranteed, is different from what we had anticipated.
But our citizens may rest assured that before another winter, the wealth of the Scranton coal beds, will be connected with Utica by rail, and competition in freight to and from New York will be provided.  Next winter Utica will be made one of the largest coal depots in the State, and instead of being dependent on Syracuse for fuel, as now, our city will be the center from which coal will be sent north and east and west, while the region southward will be directly supplied by rail.
The Delaware, Lackawanna & Western Railroad Company, has undertaken to supply Utica and its vicinity with those advantages. That company is one of the two largest producers and carriers of coal in the country. It has a capital of $15,000,000, mainly held by some of the richest capitalists of the metropolis.
That company has by lease obtained control of the Utica, Chenango & Susquehanna Valley Railroad, and will at once extend the road to Chenango Forks, connecting  there with the rails of the company running direct to Scranton and the coal mines, and by way of the  Morris and Essex Railroad to New York City.
The lease bears date April 9, but was not perfected until the 12th inst., and will endure during the term of the charter. Under it, the Delaware,  Lackawanna & Western company will take possession of the road on the first of May, 1870. The Utica, Chenango and Susquehanna Valley Company will complete the road to Richfield Springs before the first of June, when that also will pass under the provisions of the lease.  
The Delaware, Lackawanna & Western company is bound by contract to hasten the extension to  Chenango Forks, thirty-seven miles, and to complete the necessary connections, at the earliest practicable time. Its capital is abundant for the purpose, and its interests will forbid any delay in the work.
The consideration of the lease is the payment semi-annually in May and November, in New York, of six percent, on the capital stock of the Utica, Chenango and Susquehanna Valley company. Thus this arrangement secures beyond risk regular dividends on the stock, and besides guarantees  cheap coal and competition in freight. These local benefits are very great, and will be appreciated by our people.  Six percent, regular dividends are higher than stockholders had of late regarded as practicable in view of the competing southern routes. The close connection with the coal mines, and the new routes to new York by the Delaware, Lackawanna and Western road, as well as by the Erie and binghamton, accomplish results for which all of Central New York has long struggled.
The  company with which we are thus brought into intimate relations is the sam which had previously leased the Syracuse and Binghamton and the oswego and Syracuse roads, and  has furnished those cities with abundant fuel. It controls the Scranton mine, and can supply largely increased demands for coal.

Sherburne News, Thurs., April 21, 1870

  Railroad Lease.

The important intelligence that the Utica, Chenango and Susquehanna Valley Railroad was leased to the Delaware, Lackawanna and Western Railroad Company, which took our citizens so entirely by surprise last week, reached us too near the time of going to press for extended comment.  No event of a public nature has transpired, aside from the construction of the road itself, which has given such general and complete satisfaction to the people of Sherburne as this crowning act of the sagacious board of directors.
Its importance to our home interests can hardly be over-estimated. It relieves us largely from the burden of local taxation, gives us facilities to travel and transportation through the entire length of the valley, shortens the route to New York materially, and opens a direct communication with the coal regions of Pennsylvania.
The terms of the transfer are favorable to the towns that have bonded themselves for the construction of the road and for the stockholders generally, beyond what the most sanguine friends of the road had hoped of late, in view of the numerous competing roads springing up in various directions; and it will be seen in time that this road, when completed will possess peculiar advantages over all competitors.
Under the lease, which extends over the entire charter, a period of ninety-six years, the D.L.& W. Company will take possession of the road on the 1st of may next. The U.C.& S.V. Company will complete the road to Richfield Springs by the 1st of June,  when that branch will also be included in the provisions of the lease.
The D.L.& W. Company is bound by contract to hasten the extension from the point of junction with the Midland road to Greene, where it will connect with the road already in course of construction to Chenango Forks, a distance of 37 miles; the necessary connections to be completed at the earliest practicable time. The company has a capital of $15 million, mostly held by some of the wealthiest capitalists in New York; it is one of the largest producers and carriers of coal in the country; therefore no fears need to be entertained that it will fail to fulfill the conditions of the lease.
The consideration of the lease is the payment, semi-annually; in May and November, in New York, of six percent of the capital stock of the leased road. This arrangement secures beyond all risk or outlay regular dividends on the stock; and will have a tendency to cheapen fuel in our market by furnishing facilities for a uniform supply throughout the year. The stock of the U.C.& S.V. road, being  free from taxation, will henceforth,  be fully equal in value to a mortgage at seven percent interest. It has already advanced over 20 percent, since this arrangement was completed, and there is every probability that it will go at still higher rates, when the advantages of an investment  come to be fully understood.
Croackers who have been predicting that our road would ultimately be a heavy burden upon the town may now dismiss their apprehensions the trifling tax of one percent will be more than compensated in various ways; besides, the town can dispose of its stock at any time it sees fit for a good share of the amount of its investment.
We shall thus have secured, after  a brief delay, the shortest route to New York; and that, too, without the danger that is beginning to frighten and discourage some of the neighboring towns, that have invested in other roads, of having the whole amount of our bonds to pay, and nothing left to shoe for it in the end. It will be, in fact, the :Midland Road,: and it is destined to become one of the important, if not principal thoroughfares of the State.

Utica Daily Observer, Wed., April 31, 1870

           Cheap Coal In Utica!
       Direct Communication Between Utica and the Coal Mines!
   Lease of the Utica, Chenango & Susquehanna Valley Railroad 
   to the Delaware, Lackawanna and Western Railroad Company 
    A Competing  Route to New York!
The fact that the Utica, Chenango & Susquehanna Valley Railroad has been leased to the Delaware, Lackawanna  & Western Railroad Company will be learned with surprise by our citizens, to whom the progress of the negotiations tending thither was unknown, but will be accepted with high satisfaction when the advantages of the arrangement are comprehended.
Of the various considerations which opened the purses of our citizens that the Utica, Chenango & Susquehanna Valley Railroad might come into existence, two were more potent  than all others: 1, the possibility of obtaining direct supplies of coal by rail; and 2,  the desirability of another route (competing with the Central) to New York City. These considerations chiefly impelled the tax-payers of the city to vote to take half a million of the stock of the company.
If any have feared that these advantages were being too slowly or imperfectly secured, their fears may now be put to rest. If any have believed that the city would get no return (other than the increase of its business) from its investment, they will be pleased with the agreeable disappointment of their expectations.
The lease of the Utica, Chenango & Susquehanna Valley Railroad to the Lackawanna Company secures beyond doubt cheap coal for Utica, a competing route for freight to New York and a regular six percent dividend upon all the stock of the leased road!
The Delaware, Lackawanna & Western  Railroad Company has a capital stock of $15 million; and among its managers are Samuel Sloan, President, Moses Taylor, W. E. Dodge and other large New York capitalists. The lease taken by this powerful Company extends over the entire period of the charter of the lease Road, now ninety-six years. Although perfected only yesterday it bears date of April 9th. 
Possession is given May 1st, but the Utica, Chenango & Susquehanna Valley Railroad Company has yet to complete the Richfield Springs Branch, which it will do by the 1st of June. The Delaware, Lackawanna & Western Company, in order to establish the proposed connection between Utica and Scranton and the coal mines, will have to construct thirty-seven miles of road to Chenango Forks; and that this extension will be speedily completed we need no assurance beyond the ability of the Company and the fact that its interests will tolerate no delay. When this is accomplished, Utica will have realized all that was anticipated  and labored for during the years which have followed the inception of the Utica, Chenango & Susquehanna Valley Railroad enterprise.
The Lackawanna Company, as the consideration of the lease, pays semi-annually, in May and November, six percent on the capital stock of the Utica, Chenango & Susquehanna Valley railroad. This gives to the city and to the city and to all stockholders a regular dividend, and a higher one than its friends, in view of competitions and combinations affecting their interests, have of late been confident of realizing.
Utica has become, under this arrangement, a great coal center; it s to supply all surrounding regions with coal, as well as gain  its own supplies at cheaper rates than heretofore. Near the trestle, in West Utica, where special conveniences exist, a coal depot will be established. It is also understood that large machine shops are to be erected here by the Lackawanna Company.
It may be that, to secure this, it will be necessary or advisable to increase the capital stock of the Utica, Chenango & Susquehanna Valley Railroad from two and a half to three millions of dollars; and we understand a meeting of the Directors of this road will be held on the 19th of May to consider the subject.
We do not doubt that our citizens will thank President Lawrence nd the Directors for their action. The arrangement seems to us to confer  immense benefit upon Utica, to secure perfectly all the advantages we have sought by the extension of railroad communication southward; and to have in it the seeds of other advantages which will yet become obvious.

Chenango Union, Wed., May 11, 1870

 Delaware, Lackawanna & Western Railroad
The extension surveys of the Utica, Susquehanna and Chenango Division of the Delaware,  Lackawanna and Western Railroad are progressing finely, the road having been located between Norwich and Oxford, and substantially to Chenango Forks.
Starting at a point near the roundhouse, where the Valley road is to connect for the present with the Midland, the line runs on the west side of the river three miles below Norwich, when a crossing is effected, thence continuing to a point some three miles below Greene, when the Chenango is again bridged.
Through Oxford village, the route is established nearly mid-way between Fort Hill and Washington Squares, intersecting Main Street west of the rear lot of St. Paul's Church, crossing also Merchant's Row and Water Street.
The depot will be centrally located and conveniently near the business portion of the town, which mainly is on the west side of the river. The right of way through Oxford is mostly secured, and in the other localities good progress has been made toward effecting negotiations with landlords along the line.
The enterprise is being pushed with an energy only equaled by the ability of the company to perform. Within sixty days they propose to have some portion of the road ready for the ties.
As the extended operations of the Delaware, Lackwanna and Western Railroad Company are but imperfectly known, doubtless, to many of you readers,  we give a few facts and figures touching the various avenues of trade, reserving for another occasion, perhaps, a sketch of the immense traffic carried on. 
The Northern division, which was the nucleus, extends from Scranton Great bend, a distance of 48 miles. The southern division extends from Scranton to a connection at Washington with the Morris and Essex, and at Hampton Junction with the Central of New Jersey, embracing 82 miles.
The Morris and Essex division, which has several branches  leading to different points on the line, from Easton to New York, is 84 miles. The Lackawanna and Bloomsburg division, from Scranton to Northumberland, is 80 miles. The Valley road, from Great Bend to Binghamton, is 14 miles. The Syracuse and Binghamton, and Oswego and Syracuse roads, from Binghamton to Oswego, is 116 miles. The Cayuga and Susquehanna division, from Owego to Ithaca, 34 miles.
     To this may be added the Utica, Susquehanna and Chenango division, containing, complete and in process of construction, some 85 miles of road. 
      It may not be generally known that one of the leading members of this company first saw sun light in the valley of Chenango. Hon. John Brisbin, counsel and general adviser of the corporation, is a Chenango county man, born in Sherburne in 1818.

Oxford Times, Wed., May 11, 1870

        The Valley Railroad
    The survey has been  completed through this village and the Surveyors are on their way to meet the survey that has already been completed from Greene to Chenango Forks.
    The line through our village was altered slightly.  Instead of passing  through Mechanic Street, it runs back of the residences on the East side of said street, most of the inhabitants giving the right of way across their gardens, rather than have the railroad in the street.
    The line runs through the Emigrant House nd the residence of mrs. Rhoda Smith on Main Street, takes out the houses of Mr. Coville and Mrs. Aylesworth on Merchant's Row, and also takes out a house on Water Street owned by H.D. Mend.
    The Railroad Company have purchased the residences paying good fair prices, and we believe, have requested the occupants to vacate by the 15th of June next, which would infer that they are to commence work soon.
           Upset - Seriously Injured

    Late Friday night last, Mr. Buell of the firm of Webb & Buell, proprietors of the Chenango House Livery in this village, started to carry the Engineer party to Greene. When near the house of Mr. Cummings on the East side of the river, one of the party dropped a lantern and got out to get it, the horses were restless and commenced backing, the night was very dark and the party could not see where they were, and before Mr. Buell could stop them they back the wagon down a steep embankment, throwing the men out and running over Mr. Buell.
    The horses got loose from the wagon and ran up to the Washington Square Hotel in this village, and were secured. The wagon was somewhat broken.


       Local Correspondence
                    ________         HILLTOP, May 9th, 1870.
    Mr. Editor: - It's an age since you heard from me, and like as not you thought I was dead or gone West, but it's not so. I'm  as fresh as the first dandelion and as spry as a cricket on the hearth, and read your paper through the week, specially the "locals." Once in a while my boys and I wonder what somethings mean, but they say "It's some of the D's nonsense, or sly cuts,"  and we wait till we find out.
    Being remarkably pleasant weather last week, I went to town to trade, and see the folks and fashions, and wasn't I just in tome for that fuss about the new railroad? I am a remarkably quiet woman, not used to fidgeting about worldly matters, except when butter comes down and sugar goes up, but all of the tempests in a tea-pot I ever saw, this beat the Dutch. Everybody seems "narvous". - Everybody (which of course includes women) wanted the railroad, but they wanted it to disburb somebody else, and leave them alone. To be sure some of them had swampy places at the back of a lot, which were good for nothing but for frogs to give serenades in, and the railroad might go there, but as to cutting up my garden or moving my barn or hencoop, it couldn't be done anyhow, at all events the Engineers ought to lay out the road so that nobody should suffer.
    If it went in the street children would be killed, and if it went crosscuts it was worse.
    I tried to talk to Mrs. L., a good sensible woman, asked her the price of a new de laine, and where she bought it? "On our street the Engineers and Surveyors shall give us all damages," said she, as she put sugar on the steak and salt in the sugar bowl. I went out on the street to settle my brains, and the men were as wild as the women, and that's curious as they are the stronger sex. It was "our side" and "your side," up street by the shop and down street by the school house, till the poor worried railroad men were almost lunatics by the clatter.
    But it's settled, and I'm so glad for my grandson goes with these Engineers occasionally to assist them.  I don't believe their brains were much more upset when they went flying out of the livery wagon, than they were trying to please everybody.
    The only trouble I hear of now, is "what dreadful time there will be while the road is building, with so many men, and all of them going out nights hooking garden sass, you know." Didn't that tickle one who never lost a thing while the Midland was being built across out land.
    I told them it would be worse than that when the road was completed, for the telegraph line would go right by the track, and then as the old lady said, "nobody could scold Monday mornings, or spank the children, but what them pesky telegraph wires would tell it all over creation, sure s preaching." Yours truly,
                                                   AUNT HETTY

Oxford Times, Wed., May 19, 1870

             The Valley Railroad.

    The survey is progressing finally, one paty are on the way to Greene, and another are between this place and Norwich straking out the line ready to work. We learn the work from this village to Norwich is already let, and that it is calculated to have the cars running here somethime in September.
    Oxford is going to patronize this road, though it ain't  going entirely back on the Midland.

Utica Observer, Saturday, May 28, 1870

                NEW NEIGHBORS
   Introduction to Richfield Springs
              Notes By The Way
      Another Railroad Wedding! Utica, that wicked old Mormon, takes unto herself Miss Richfield Springs. The ceremony occurs on Monday May 30th, next. Squire Iron Horse cements the union. Lewis Lawrence and Morgan Bryan are groomsmen. No cards but Time cards.
                 At Last!
At last Richfield Springs and Utica are united. The last rail is laid. The last spike has found its place. The last tie is in position. On Monday next the promises of years will be redeemed. It will be a day never to be forgotten by the people of Richfield Springs. And we are sure its importance will not be overestimated by the citizens of Utica.

              The Trip.

All aboard for Richfield Springs! That's what you'll hear at the Central Depot on Monday next. Running along by the Sauquoit creek you glide off on to the branch track at Cassville, and then shoot south to Bridgewater. The stations from this point of the route are West Winfield, East Winfield, Cedarville, Miller's  Mills, Youngs, South Columbia and Richfield.
     Stepping from the cars you have no time to spend in admiration of the surrounding scenery. Right before you is the conveyance of the veteran A.A. Goodale. You will require just a small extract of horse power to reach the Springs, for the village lies over the hill, and these horses will save some time and more climb. The first impressions of the village gathered from the summit of this hill are only ordinary. If the famous little settlement has extraordinary attractions they are hidden beneath the green mask of foliage. Descending we find that the leafy disguise is gradually penetrated. Handsome stores, large houses and tidy grounds, buildings stamped with modern impress, commodious hotels and shady walks reveal themselves as you jaunt on through Main street.

      The Village.

Richfield Springs has a population  of about 1,200 souls. During the past ten years it has grown more rapidly in favor than any other sulphur watering place in the North. Only five years ago 20 out of 15 went to Sharon to avoid the longer stage jaunt to Richfield. Sharon is now the choice of few. The water there is not so powerful as a medicinal drink, while its offensive odor increases from year to year. Concerning the properties of the principal spring at Richfield we may properly print prof. Reid's
       Analysis of the water.
Bi-carbonate magnesia            per gallon,   20 grains
Bi-carbonate lime                            "          10    "                  
Chloride sodium and magnesia       "          15    "
Sulphate magnesia                          "           30    "
Hydro sulphate magnesia and lime "           2     "
Sulphate of lime                              "           20    "
Solid matter                                    "          152.5
Sulphurated hydrogen gas               "        20.6 inches
                        It Cures.
     This water has a magical effect on some. The rheumatics drink it as  a substitute for crutches. The afflicted ones come  limping and go away feeling like "the man on the flying trapeze." Old Dr. Manley (the "Sum Lincoln" of Richfield Springs) delights to tell a story about sawing up a half a cord of discarded crutches only last season. The venerable Doctor is now 80 years of age. His memory is extremely good. He cast his first vote along with Greenman, Barnard and Davies, in 1819.

Richfield Springs is about  1,500 feet above the level of the sea. The air may well called pure and invigorating. Combine he effect of the water with reasonable exercise in this beautiful latitude, and the result will, in most cases, be truly gratifying. the baths ae highly recommended. We are glad to notice that the bathing  accommodations here are decidedly superior to those at Sharon Springs. There the invalid recommended to the baths is dragged a quarter mile down a steep hill. Here the bath houses adjoin the principal hotels. The "American" has a spring  tubed in the basement.  The  proprietors of the "Spring House"  furnish capital accommodations for bathers, keeping the rooms tidy and scrupulously clean.

If the census man happens to strike Richfield Springs some time next August, he can count around 3,000. Everything in the place carries double during the summer months. Visitors flock in from Southern, Eastern and Northern cities. For nearly four months this beautiful little village is gay. Here you will find the latest fashionable freaks in dress, word and deed. Here you will find the quiet and intelligent ladies and gentlemen of leisure. People of the latter class are in the majority here. With comfortable incomes and ability to  gratify their longings for country life, they select Richfield and her surrounding delights  for their rural vacation day.
                         Round About.

For it must not be supposed that the boundary line of the village shuts in more than one half the enjoyment to be had in this section. J. Fenimore Cooper has immortalized Otsego Lake. to the latter day tourist, it is the most enchanting body of water in New York State. It is but six miles  distant from Richfield - just an easy drive. This summer a steamer will run up to the head of the Lake, making a charming little ten mile trip, a temptation perfectly irresistible to excursion lovers.

              The Lakes.

Otsego  Lake is ten miles in length and two miles wide. For bold, striking scenery Lake George may rival it. But Otsego is more accessible, more civilized - and about 150 miles nearer Richfield Springs. the country abounds in Lakes. The "Twin Lakes"  are only three miles distant. Allen's  Lake lies away not quite so far. Schuyler Lake is reached in less than half an hour. An easy drive takes you to Summit lake. From this last named reservoir the water runs both north and south, discharging down both slopes. One stream runs to Fort Plain, emptying into the  Mohawk. the other  empties into Otsego Lake - the head waters of the Susquehanna river. All of these lakes have distinct beauties and are separately calculated to interest and entertain. We could write columns in their praises. "Leatherstocking Cave"  is pointed out to every tourist, and it is but one of a thousand romantic spots made memorable by the imagination of the novelist and the realities of history.
                        Back to the Hotels.

However, we can't wander long in this region without a landlord. A great many who come to Richfield report to Gen. W.P. Johnson, the proprietor of the "American." This is the largest hotel in the place. Viewed from the front exterior, it reminds the traveler of Leland's  old Union Hall at Saratoga. An acquaintance with the interior admirably sustains the impressions formed outside. Gen. Johnson is a self-made man of large wealth and a Democratic corner-stone in Otsego county. Years ago he purchased land in this neighborhood for $20 per acre. Some of this same land has since sold for $4,000 an acre. Altogether he owns over 2,000 acres. During the past winter he has added to the American a large wing comprising 70 rooms, and the hotel entire will now accommodate 500 to 600 guests. Mrs. Johnson, the General's wife, personally superintends the kitchen, laundry, dining-room work, &c. She is a pleasant and valuable hostess.

                           The Spring House.

Morgan Bryan and N.K. Ransom are the owners and managers of the "Spring House," the pleasant hotel with grounds opposite the "American." Mr. Bryan is somewhat generally known among the railroad men of this section.  He was a Director in the Board of which Lewis Lawrence was President, and has been one of the foremost in capturing and training the Iron Horse for a daily performance to and from Richfield Springs. Messrs. Bryan & Ransom are at the head of a handsome hotel. They possess undoubted ability to entertain and the proprietorship of the principal sulphur springs enables them to offer special inducements.
                        Canadarago House.

Those who have visited Richfield  before will, this summer, fail to recognize the Canadargo House. The proprietor has improved, modernized and enlarged the establishment, and with a large wing, Mansard roof, and long and shady piazzas, the house presents an elegant  exterior. The owner is Mr. Frederick Stanton, a man of travel and observation, who has figured very successfully in the hotel business. the location of the Canadarago House is within two minutes' walk of the renowned sulphur spring within twenty rods of the four principal bathing houses.
                          The National.

Mr. A. Barrus, the proprietor of the "National," has excellent facilities  for the accommodation of those visitors in search of comfort and quiet. His hotel is not only one of the largest, but it is well planned and finely adapted to the requirements of the general public.  We not surprised to hear that it is crowded every year. Indeed, so are they all. This season, however, what with the additions, and twenty-eight private houses to receive boarders, the supply ought to equal the demand. Wait and see.
                      The International.

Mr. Wm. E. Darrow is proprietor. He has a well kept larder, and is noted for furnishing capital gam suppers. No better restaurant will be found in a long day's journey.
                     Stanton Hall.
Here the proprietor is Mr. F. Stanton. At this watering place, as in all others, ladies and gentlemen take to bowling for amusement and exercise. The accommodations are found at Stanton Hall. The second story contains seven billiard tables.
                   Metropolitan Flavor.

With crowded hotels and overflowing boarding-houses the summer season at Richfield is a live period. It gives to the residents a metropolitan  flavor which remains with them the year round. It gives to the village its newspaper, the Mercury, conducted by R.W. Ackerman. This is a well edited and comely issue, which makes its weekly appearance from a well arranged office, and is every way creditable to its young editor. It is strictly non-partisan and hence a general favorite.


The President of the village is Isaac Ford, Esq. Prominent among the citizens are James L. Davenport, Senator Elwood, Morgan Bryan, N.D. Jewell, A. Barrus, J.R. Young and E.A. Hinds.  The last named is the Postmaster.  He is related to the well known hop buyer, Mr. Joseph R. Hinds. On Thursday last, Mr. James Young, the Superintendent of the Cherry Valley branch of the Albany & Susquehanna Railroad, visited Richfield, and was entertained by the leading railroad spirits of that place. Our reporter accompanied the party to the site for the new depot, and learned much that was interesting concerning the present and prospective railroad advantages hereabouts. A proposition is under consideration to build a line that shall connect with the road at Cherry Valley. It seems that the country about Richfield forms a sort of triangular center for three roads.  Utica is the first to enter the triangular boundary, and the inlet and outlet afforded is timely. Considerable work yet remains to be performed by
                     The Stage Coach.

Four separate lines will run during the summer, connecting with Cherry Valley, Herkimer, Mohawk, Little Falls and Cooperstown. Each line is managed by Mr. A.A. Goodale.  Over ten years ago this gentleman drove into Richfield and there established stagecoach headquarters. Since that time he has had sole conduct of the heavy staging traffic. He is well a well informed and obliging gentleman. He has had stage coach relations with Theodore S. Faxton and the late John Butterfield.

This Season.

The season at Richfield will open about the 10th of June. the hotel men are now completing preparations for the reception and care of the coming crowds. Messrs. Davenport and Jewell have spent several thousand dollars in beautifying their respective houses. Both receive private boarders.
Did time permit, our installment of Richfield discourse would be continued into one of Dr. Manuel's characteristic narrations.  The visit was made in anticipating of the Railroad opening Monday, and having performed a hasty ceremony of introduction, we urge our citizens to cultivate the neighborly acquaintances sketched in the foregoing. The distance is but about thirty miles.  The ride is through a handsome, fertile country. On and after Monday next trains will run as follows"
Leave Richfield Springs at 6 A.M., arriving at Utica at 8:40 A.M.
Leave Utica at 10:10 A.M. ,  arriving at Richfield Springs  at 1:05 P.M.
Leave Richfield Springs at 1:45 P.M., arrive at Utica at 3:45  P.M.
Leave Utica at 4:50 P.M., arriving at Richfield Springs at 7:10 P.M.
This running arrangement is not calculated to be permanent. Manager Lawrence designs to make better time than that calculated above.  Of course he will connect with the fast trains both east and west.


Utica Morning Herald
Monday, May 29, 1870

      Narrow Gauge of the Delaware, Lackawanna & Western Railroad - A Difficult Task Successfully Accomplished - How the Work Was Done - Trains Running Regularly Saturday
A few years ago the Delaware, Lackawanna and Western Railroad Company changed the gauge of the Utica and Norwich  division from four feet eight and one-half inches to six feet, in order that it might conform with the broad gauge of the min  line, and save the expense and trouble of transferring passengers, freight and coal. the change was an expensive one, but it worked very well for a time, and probably answered the purpose for which it was made.
Recently, however, the company has been looking beyond its present limits in the direction of the far West, so s to have a through route to New York, Philadelphia and Baltimore. in order to make such a route successful it was necessary that the gauge should be uniform to save the expense of transfers.  The election of Sam Sloan as president of the Michigan Central Railroad is one of the points in the plan in completing the through route.
The company now has western connections from Hoboken, Philadelphia and Baltimore via Binghamton, Syracuse, Oswego and Utica via the Rome, Watertown and Ogdensburg and Lake Shore roads to the Niagara River, and Canada at Lewiston. When the through connections are perfected the Delaware, Lackawanna and Western road expects to enter the field in competition with the present trunk lines.
   The Change of Gauge
Preparations  for narrowing the gauge were commenced several months ago. it involved an expenditure of over $1,500,000 for labor, new rails, changing the running gear of the thousands of coal jimmies, gondolas, freight and passenger cars, locomotives, switches, main and side tracks, etc. A large amount of new iron and steel rails was distributed over the road. The work on the rolling stock has been going on at the company's shops in Scranton, and much more remains to be done. Five wide gauge locomotives and a number of coaches and cars remain in this city where they are to be narrowed. This will give employment to a large number of men.
In preparation for Saturday's task Superintendent Christman, of the Utica division, arranged to have the necessary number of new rails cut, fitted and distributed along the line of the road as early as possible. The task of changing the gauge of the Richfield Springs branch was commenced and nearly completed Friday. al the work would have been done in one day of some of the men had kept up their ends.
                 Saturday's Work.
All of Friday was spent by Superintendent Christman in distribution of men and tools over the route. The Utica and Black River, Rome, Watertown & Ogdensburgh, Albany and Susquehanna roads loaned the D.L.& W. Company gangs of experienced tracklayers, who did excellent work, Saturday. The accident at the Oriskany Falls bridge, and a broken axle on another train, Friday, delayed the distribution somewhat. Superintendent Christman was expected to reach Utica at 3 a.m., with the last wide gauge train, but the mishaps mentioned above delayed him until 5 a.m., when his train and Major Everts, both wide gaige, steamed into the Utica yard, the last over the six feet track.
                   Lively Spike Pulling.
Immediately afterward, Engineer Johnson and the "Chenango,' with four narow-gauge coaches, one tool car, Superintendent Christman, Conductor Adams, and a Herald reporter and a number of men, rode out of the yard, the first narrow gauge train on the route. The first obstruction was the switch at the Midland crossing on Schuyler street. Here Foreman Frank Eberle, with a gang of xperienced men, were found completing the last blows on the switch connections and it was quickly finished. Then the men pushed on to the canal branches where harder work was in store, owing to the misfit of some of the rails at the switches. the men went to work with a will and shortened the rails, making the iron chips fly lively.
About four miles of new iron had been laid in advance between the rails of the broad gauge, but the switches could not be changed until Saturday. As fast as posible the inside spikes were drawn nd replaced 7 1/4 inches inward on both sides and the rails were pushed against them, leaving the outside line of spikes untouched for the present. The New Hartford switches were found all changed, Foreman Brown with another gang of excellent trackmen met this side of Washington Mills, and the party of 32 men under the direction of Superintendent Christman pushed on.
Work was continued at and near Washington Millsuntil noon, when the laborers were provided with an excellent lunch, milk and sweet cider. The day was quite warm and work on the track was particularly hot, but this party took pride in its work and did not lose a minute.
                       A Pleasant Variation.
Track laying becomes monotonous after a time and the variation anxiously looked for by our reporter, came in the form of a very agreeable young lady. She had walked three miles to Washington Mills, with the hope of getting to Sauquoit by railroad, from which point she had two and a half miles farther to walk. The lady was not disappointed, although the train moed ahead rather slowly. A lady's voice is agreeable at all times, but in contrast to the sounds made by the cutting of rails, driving  of spikes,  whistling and exhausting of the locomotive, nothing more harmonious could be imagined. As a model of patience this fair companion on the first narrow gauge train cannot be forgotten.

The Delaware, Lackawanna and Western RR was completed to this village the first of June, 1870. The terminus was then three quarters of a mile west of the place, near the black bridge over the Otskonoga. The next
July, passengers were landed at Lake street station.  p 63 of Henry A.
Ward's Annals of Richfield.

The station opened in July 4th, 1871 was built by the DL&W because the new location was considered more convenient. p.72-73 of W.T. Bailey's
Richfield Springs and Vicinity. 1874.

Utica Herald, Monday,  May 30, 1870

                  Visitors from Richfield Springs!
                THROUGH IN TWO HOURS!  
              Two Car Loads of Excursionists!
This morning, long before six o'clock, there was a bustle in the pretty village of Richfield Springs which had peculiar significance to the citizens of that favorite watering place. On Saturday evening, at half-past seven o'clock , the first train went through to the Springs. A mammoth crowd turned out to welcome it!
The road has been ballasted nearly to the end of the route, and the work of another half day will take the trains to the end of the line and on to the site of the proposed depot.
Early this morning a committee appointed for the purpose  went to  that section of the track where the engine was standing (the D.B. Goodwin) and proceeded to decorate the locomotive in a style expressive of the satisfaction which is occasioned by the appearance of the iron horse. With flowers, evergreens and ribbons, they disguised the Goodwin and then fell to trimming both the engineer and fireman.
      A.A. Goodale had three coaches on the road for the accommodation of the passengers for Utica. A pleasant trip was made, the excursionists arriving here about eight o'clock. They were met at the depot by Manager Lawrence and others, and cordially welcomed.
Among the excursionists were James S. Davenport, of the "Spring House," Morgan Bryan, Augustus R. Ellwood, State Senator, Dr. Norman Getman, R.W. Ackerman, of the Mercury, N.D. Jewell of the "Tuller House," George Tunnnicliff, Manager of the "American Hotel," A. Barrus, of the "National," Alonzo Getman and others.
The excursionists have passed the day visiting acquaintances here, and express themselves highly satisfied with their newly acquired neighbors of Utica. They look for an early return of neighborly attentions.

Utica Herald, May 30, 1870

Goodly Sized Stations - In our mention of the recent trip to Richfield Springs, the allusion to Bridgewater, the principal stopping place between Cassville and West Winfield, was not what is due to that thriving station. Bridgewater is an important point for this branch road. The country immediately surrounding is rich, and the residents are well to do, and in every respect exemplary farmers.
Here the railroad will obtain much Southern freight traffic. From Morris, Oneonta, Edmeston and Leonardsville the farmers bring in produce. Bridgewater is also the northerly terminus of a well sustained stage line, and the quota of passengers here obtained makes no insignificant item amount the receipts. From Cassville to Bridgewater the course is southerly, but leaving the last named point the road takes an easterly direction, skirting the counties of Madison, Herkimer, Oneida and Otsego.
West Winfield, in Herkimer county, is the leading station as we advance. Mills, hotels, churches, and that unmistakable evidence of progress, a printing office, are to be found in West Winfield. Into the newspaper office our Reporter naturally strayed. Brother Ackerman has what printers term  "a paying concern." His paper, the "Standard  Bearer," enjoys a first rate circulation, and deserves all its popularity. In the conduct of this sheet, as well as the one which he owns in Richfield, he is materially assisted by his sons.
The section about Winfield turns out good butter and cheese, while the hop crop is a feature worth considerable attention. Three years ago the coming 4th of July the citizens of Winfield raised a beautiful monument to the memory of the soldier dead from that section.
There is a good water power in the village and it is fairly improved. The distance from West Winfield to Richfield is about 13 miles by rail. The track is in fine condition and the run is made with speed and ease. East Winfield is a scattered settlement "all along and no wide." The grade is medium all the way to the Springs and there are no steep embankments, few bridges and no great curves. The route is a natural one and its facilities have been well improved.

Chenango Union, Norwich, Wed., June 15, 1870

     The Valley Railroad. - Workmen were on hand a week ago, to commence operations upon the extension of the railroad south from this village; but the right of way not having been fully settled, ground has not been broken in this vicinity. We learn that a new survey was made  through the village last week, the line crossing  East Main Street just east of the Piano Building, taking out the residents of H.N. Walter and N.P. Wheeler. The first line surveyed, west of the round house, will have to be changed in any event, the Midland Company having laid out the grounds for a large machine shop in that locality.
     (Since the above was in type, we learned that the road has been located on the east side of the Midland round house.)
     Ground has been broken at several points between this village and Oxford, and the  dirt flies lively.
     In Greene, ground was broken on Monday of last week, on the farm of E.S.D. Spencer, on which occasion guns were fired, and other demonstrations of joy indulged in. Mr. Brisbin is busily engaged in securing the right of way, and meets with good success. 

Oxford Times, Wed., June 15, 1870

          The Valley Railroad.
Work on this road in this vicinity is progressing fast. More men and tems arrived this week and we understand that the men are to occupy vacant houses owned by the Company, on Merchants Row.
Ground was broken at Greene last week amid the roar of the cannon and shouts of the citizens.
Work has actively commenced near Norwich by a gang of 25 men, under Col. Pratt.
Work has commenced on the flats of Henry Lobdell and Abijah Cummings, in this town. 
Ties and other material in large quantities has been distributed along the line of the road.

Oxford Times, Wed., June 22, 1870

         The Valley Railroad.
On Tuesday last a gang of men commenced grading in this village, back of the Emigrant House, and have already made considerable progress.
At the feeder dam above this village there is a heavy cut - 30 feet or more - where the men have made a good show, though it will take some time to complete it. All along the line gangs of men are at work and new gangs are put on every day.

Oxford Times, Wed., April 20, 1870

    The Valley Railroad
It is to be Extended this Summer. - Its Benefits

The Delaware, Lackawanna & Western Railroad Company, who control the Scranton coal mines and have a capital of $15 million, have leased the Utica, Chenango & Susquehanna Valley Railroad and are to extend the same from Norwich (passing through this village) to Chenango Forks, connecting there with rails of the company direct to the coal mines, by  way of the Morris & Essex Railroad to New York City.
The Delaware, Lackawanna and Western company take possession may 1st, 1870, and ae bound by contract to hasten the extension which is only thirty-seven miles, and to complete the necessary connections at the earliest practicable time. The consideration of the lease is the payment semi-annually in May and November, in New York, of six percent on the capital stock of the Utica, Chenango and Susquehanna valley company.
The benefits of this extension ae great and will be more clearly seen and appreciated by the citizens of the Chenango Valley, when this road is in running order.
The close connection with the coal mines will give us cheap coal, and plenty of it. Then a new route is opened to New York via the Delaware, Lackawanna & Western road, and again the connection at Binghamton with the Erie for points east and west, will make a competition in freight and fares.
As the distance is short and the capital abundant, the extension will soon be completed after work is once commenced.

Oxford Times, Wed., April 27, 1870

Engineer's Office.
The Engineer Corps of the Utica, Chenango & Susquehanna Valley Railroad, under Chief Engineer T.W. Spencer, have leased rooms in the Lewis Block over Gillman's saloon, and are to make this village their headquarters during the extension of this road. They take possession on Thursday of this week.
Work on the extension will commence as soon as the survey is finished, which will be in a short time.

Oxford Times, Wed., May 25, 1870

      Business is Business
Work commenced on the Extension of the Valley Railroad! - Things     to be Pushed.
Last week a large boarding-house, blacksmith shop, barn and other "shanties" were erected near the feeder dam on the farm of Mr. Oliver Rhodes, about two miles above this village. The men and teams are on the spot and by this time the dirt is flying and work commenced on the extension! this shows that the Company mean what they say - the road is to be completed to Chenango Forks by the first of January next!

Chenango Telegraph, Norwich, Wed., May 25, 1870

           The Extension Certain.

Several weeks since we had the satisfaction  of announcing arrangements for the extension of the U.C.& S.V. railroad from the Junction in North Norwich to Chenango Forks, by which there would be a railroad under one management from Utica to Binghamton, and in fact to New York by way of the Delaware, Lackawanna and Western Railroad. An effective step has now been taken towards a realization of these anticipations, by the letting of contracts for the necessary work. 
The Utica Herald learns that the roadway is to be finished in season to permit the iron to be laid and the road to be opened and operated on or before the first of January next. The large wealth of the company and its obvious interest in this early connection, justify the belief that no delay will occur.
At the meeting of the stockholders on the 18th, held at Mechanics Hall in Utica, the action of the Directors  of the U.C.& S.V. road was unanimously endorsed by resolution. A vote was also taken upon increasing the capital stock $3,000,000, with the following result:
Votes representing 23,441 shares, or $2,344,100 were cast for increasing the capital stock to the required amount. Votes representing 1,559  shares were cast “against increasing the capital stock.”
` Work upon the extension has already begun at Oxford. There is every reason to expect that the operation will be pushed as rapidly as any other equal length  of road ever constructed in this State.

Chenango  Telegraph, Wed., May 25, 1870

Refrigerator Cars.
Another  convenience resulting from  our railroad connections and one which  will particularly  commend itself  to the farmers of this  county is found in the fact that Mr. George Stephens, of  Albany, has commenced running Ice cars from this village. A car leaves regularly every Tuesday morning, connecting  with the butter  and cheese express, at Utica, and arrives in New York, so that  butter and cheese sent by it can be delivered to any portion of the city by eight o’clock the next morning. The  cars are so inlaid with ice that butter  arrives in New York precisely the same, or in an improved condition from which it left the maker’s  cellar. The  expense  is only one half additional to the ordinary freight rates, and is we believe much less than express rates.
Mr. Stephens has been a forwarder for many years and his great  experience  in the business, and well-known  responsibility ensure accuracy and safety in the transmission of anything  entrusted to his charge. This arrangement will prove of especial benefit to our farmers and dealers generally, who desire to ship butter and cheese to New York during the summer months, and we have no doubt, the enterprise of Mr. Stephens will be liberally sustained by our citizens having occasion to avail themselves of such transportation. It  certainly deserves it.

Oxford Times, Wed., June 8, 1870.    

                     The Valley Railroad.
Laborers on the Valley Railroad "broke ground" last Thursday on the Harrington farm in this village, and Saturday night had 25 rods graded.
At the feeder dam, where there is a large "cut," the workmen have already made a good beginning. Things move, under the reign of the popular contractors, Messrs. Clapp & Page.

Oxford Times, Wed., June 15, 1870

        The Valley Railroad
    Work on this road in this vicinity is progressing fast. More men and teams arrived this week and we understand that the men are to occupy vacant houses owned by the Company on Merchant's Row.
 Ground was broken at Greene last week amid the roar of cannon and shouts of the  citizens. work has actively commenced near Norwich by a gang of 27 men, under Col. Pratt.
Work has commenced on the flats of Henry Lobdell and Abijah Cummings, in this town. Ties and other material in large quantities has been distributed along the line of the road.

Oxford Times, Wed., June 22, 1870
         The Valley Railroad
On Tuesday last a gang of men commenced grading in this village, back of the Emigrant House, and have already made considerable progress.
At the feeder dam above this village there is a heavy cut - 30 feet or more - where the men have made a good show, though it will take some time to complete it. All along the line gangs of men are at work and new gangs are put on every day.

Chenango American, Greene,  Oct. 13, 1870

Railroad Matters. - The ties and rails are now down on nine miles of the Valley Road. The longest  stretch of continuous track is from Chenango Forks to the Chenango bridge, to which trains ran on Saturday last. The whistle of the locomotive can be plainly heard in our village. The bridge is near completion, and is a splendid structure.
The knowing ones assert that the locomotive will be in this village next week, on which occasion a little noise may be expected. Track is being laid from Wheeler's Plaster Mill to the village, and the boys are enjoying the luxury of riding on the cars.

Oxford Times, Wed., Oct. 5, 1870

   The Valley Railroad

A water tank is to be built on the flat owned b Deacon York about half a mile above the village, and to be fed from his spring, which the Company have leased. The trench for the pipe has been dug and stone for the foundation is being drawn.
Track-laying was commenced on the Valley Railroad last week Monday near Norwich. At Chenango Forks the track is laid for a considerable distance and a construction train is running. Hurry up.

    The Utica Branch south of Norwich

Chenango American, Greene,  Oct. 13, 1870

Railroad Matters. - The ties and rails are now down on nine miles of the Valley Road. The longest  stretch of continuous track is from Chenango Forks to the Chenango bridge, to which trains ran on Saturday last. The whistle of the locomotive can be plainly heard in our village. The bridge is near completion, and is a splendid structure.
The knowing ones assert that the locomotive will be in this village next week, on which occasion a little noise may be expected. Track is being laid from Wheeler's Plaster Mill to the village, and the boys are enjoying the luxury of riding on the cars.

Oxford Times, Wed., Oct. 26, 1870

   The Cars Run into Greene!
On Saturday night last a locomotive and three or four platform cars ran into the village of Greene for the first time, amid the firing of cannon, martial music, and hurrahs of her citizens. A large crowd was ot to see the welcome sight and the rejoicings of the people were great.
The track is now laid through our village reaching nearly four miles south and two north. Monday track-laying was commenced at East Greene.

Chenango American, Greene, Wed., Oct. 27, 1870

Railroad Matters. - On Monday morning of this week, a large party commenced laying track in this village, working towards East Greene. We understand that another party commenced laying iron at East Geene on Tuesday morning, and will probably meet the party who left this village sometime during the week. The road is being ballasted below, and will  probably be ready for heavy trains in about three weeks.
The Railroad Company have purchased a gravel bank opposite the cut on Orrin Carter's farm just above this village. They are going to put a steam shovel to work in this bank immediately, for the purpose of procuring gravel to ballast a portion of the road with.
We now have three trains daily passing through this village, which go loaded with material necessary for the completion of the road. Activity and energy are displayed along the entire line, and not many weeks will pass before the whole road will be completed.

Chenango Telegraph, Norwich, Wed., Nov. 2, 1870

     The Chenango American chronicles the arrival in Greene of a traom pm the D.L.& W. Railroad, on Saturday, Oct. 22d. It was drawn by the locomotive "Plymouth," and had a car with a large number of ladies and gentlemen from the Forks. At the rear approach of the train, our six pounder boomed forth its loud roar of welcome, amid the huzzas of the people, the screaming of steam whistles, and the music of the band, the conductor brought his train to a halt, with the announcement of "Greene, two hours for refreshments!" The train returned at 10 o'clock P.M. The railso are also goind down between Oxford and this village.

Chenango American, Greene, Thurs., Nov. 3, 1870

             Grand Excursion to Greene.
A correspondent of the Broome Gazette, at Chenango Forks, speaks as follows of the late excursion to this village:
The U.C. & S.V. Railroad is now completed as far as Greene village.  At 4 p.m. on Saturday last, the track was connected and through the kindness of Mr. J.R. Keely and engine, the "Plymouth," and several cars were furnished, and having received an invitation from Mr. K., and about two hundred of our citizens, a large portion of them being ladies, assembled at the appointed place, all anxious for a ride on the first train to Greene, and all got aboard the train, ourself among the number, and with many cheers started over the new road for that beautiful village eight miles distant.
About three miles of the track had been ballasted, and over this we sped; passing over trestle work, culverts, and magnificent bridges, constructed under the supervision of Messrs. Henderson and Keely, men who have had long experience in the business. Soon we strike out on track but recently put down, and which had never before felt the tremendous weight of an engine, with its cargo of human freight.
Our engineer well knows his business, he slackens our pace, so that now we but slowly move along. some of us, more timid than the rest, here express our fears, but as we safely ride along all thoughts of danger leave us. Now we are nearing  the lovely village of Greene. A loud and prolonged whistle from our engine rings out on the night air, informing the people of our approach, which is immediately answered by the firing of cannon and the sound of the foundry whistle. 
As our train comes to a standstill we are greeted with music, and stepping once more on terra firma we march to the Chenango House, escorted by a large procession with torch lights, and headed by a band of music. At the hotel we are welcomed by Mr. M. Birdsall, to whom the people of Greene should feel under everlasting obligations for his untiring and successful efforts as President of the Greene & Chenango Forks Railroad Company, for the wise judgment displayed in placing this branch of so  important a thoroughfare in the hands of a company so eminently able to fulfill the cherished wishes of its early projectors, and so soon placing it in successful operation.
We were also greeted by Mr. R. P. Barnyard, and many others whose names we know not. After a social time at the Chenango House, at the invitation of Mr. Frank Amsbry, we adjourned to his residence, and there Mrs. A. treated us to a bountiful supply of refreshments, while Frank served the champagne. While we were being thus highly entertained, a large crowd was assembled at the Chenango House, all jubilant over the progress of the new railroad.
Surely this was a happy time for the people of Greene. Soon will the road be completed to Norwich, the trains running regularly through Greene, and then can they dispense with the stages, and employ the modern mode of travel, the railroad.
After the jolly good time which we had at Amsbry's, we once more boarded the train, and after many cheers, and congratulating the people of Greene on their prospect of having one of the best railroads in the state, we started homeward, with the stars gazing down upon us, where we arrived highly pleased with our trip.
At the depot three hearty cheers were given for the Greene Railroad, when by invitation of the proprietor we adjourned to the Tioughnioga House, and after a pleasant call there, we all sought our respective homes, satisfied that our starlight excursion will be long remembered.

Chenango American, Greene, Thurs., Nov. 10, 1870

         Railroad Excursion to Oxford
It being known that the track of the Valley Road would be finished between this village and Oxford on Saturday of last week, and that a train would leave this place for our sister village at five o'clock of that day, some of the prominent citizens of Oxford extended an invitation to the principal business men of this village to make them a call.
Accordingly, at the hour above mentioned, our excursionists assembled at the point designated for the start, and after being delayed sometime the train finally started up the valley with a large number of our people and gentlemen connected with the road on board. The night was exceedingly beautiful, the moon shining ot in all its autumnal splendor, and the air cool and bracing.
We rode along over the smooth iron bed at a moderate rate, and finally reached East Greene, the citizens of which had turned out en masse to receive us, a large number of whom accompanied us to Oxford. Many people also joined us at Robinson's  Mills, and when we arrived at the Stone Quarry we found a delegation of the citizens of Oxford who had come to escort us into town.
As we neared Oxford we observed that all was life and animation. The different houses along the line for some distance before we reached the village were splendidly illuminated, and the inhabitants were out along the entire route welcoming us with shouts of joy and gladness.
Finally, the village of Oxford suddenly burst upon our view, and we at once observed that it was alive to the occasion. As the train came to a halt, thousands of voices raised their cry of welcome to the first locomotive that ever entered the corporate limits of that village. Nearly all the houses were brilliantly illuminated; the bells were peeling forth their joyous sounds; the cannon was booming out a welcome salute, and the Oxford brass bands, with that of the martial band of East Greene, which accompanied us, were discoursing fine music, which wafted its sweet notes on the still air of that lovely evening.
We will not undertake to estimate the number of those who were there to receive us, but there were many hundreds, and each seemed to vie with his or her neighbor in their shouts of welcome. We at once disembarked, and joined in the torch-light procession, while to the music of the bands we marched to the Rogers House, where we were most cordially received and entertained by the solid men of Oxford. The principal topic of conversation was, of course, the railroad.
After visiting an hour or so, we were invited by our entertainers to sit down to one of the finest suppers that we have had the good fortune to enjoy in many a year, and one which would have done honor to the prince of  caterers.  The bracing air of the night had given most of our party a keen relish for the sumptuous repast which was so bountifully spread before them.
Having refreshed the inner man, speech-making  was the order, which was opened by J.W. Glover, Esq., who eloquently discussed the benefits were to derive from this new chain of iron running through our beloved Chenango. He was followed by R.P. Barnard, of this village, who replied in his usual happy manner. These gentlemen were followed by S. Bundy, Esq., of Oxford, and Dr. W.D. Purple, of Greene, both of whom made eloquent and appropriate remarks relative to the past and future of our valley, and the great blessings to be realized by this iron band which so lovingly entwined itself around the necks of our beautiful villages, and whose course is by the silver stream of our noble river.
After supper was over the company quietly withdrew  to the parlors of the hotel where we renewed our visit an hour longer, and finally, at 11 o'clock, we headed our iron horse, the "Plymouth," toward Greene, which we reached in an hour's time.
Our citizens could find no words to express the satisfaction derived from this visit, and the kindness manifested toward them by the people of Oxford. We do not remember of ever meeting with people who seemed to exert themselves to make their guests welcome as did the citizens of Oxford on this occasion, and those who visited them will ever remember it as one of the green spots of their lives, and cherish the hospitalities of that night as something noble in human nature, and worthy of a heart-felt reciprocation.

Chenango Telegraph, Norwich, Wed., Nov. 16, 1870

    The Valley Railroad.

The iron upon the Valley Railroad is all laid, and work trains have been run from Binghamton to this place, stopping a short distance below the village where the turntable is located. The work of ballasting is yet to be completed, and will be prosecuted without any delay. Two steam shovels are to be at work with an adequate force of men, cars, &c.
It is expected that the officers of the D., L. & W. Railroad Company will leave New York on the morning of the 27th, remain over night at Scranton, and on the 18th arrive in this village and remain over night. This will give them adequate opportunity to pass over the entire line in the day time. It is now anticipated that regular trains will commence running between New York and Utica early in December, but of the precise date we are not advised, but probably before the middle of the month.
Since the leasing of the valley road to the D., L.& W., the work between this place and Chenango Forks has been prosecuted with greater energy, and it is safe to anticipate that the future management will be characterized by the same thoroughness which its officers have shown in the past.

Chenango Telegraph, Wed.,  Nov. 16, 1870

        Celebration at Oxford.
     On the evening of the 5th the first train over the Delaware, Lackawanna and Western Railroad came up to Oxford, and the occasion was duly observed by the citizens of that village and many from out of town. The train was met at South oxford by a committee of citizens and two bands of music, from whence all returned. All along the route peoplw ere by the track and dwellings were illuminated, heart cheers being given and returned. After the arrival at Oxford, as we learn from the Times, a large procession was formed, and with 200 thorches the visitors were escorted to the Rogers House where a supper had been provided. In the happy feeling which prevailed the election was forgotten and men, women and children heartily joined in celebrating an event which has been looked forward to with great interest.
The locomotive was the "Plymouth," Mr. Lewis engineer. The cars subsequently came farther north and it will not be many days before "through trains: from Utica to New York will be running.
The Chenango American also refers to this pleasant excursion and entertainment, and says: (quoting the above article)

Oxford Times, Wed., Nov. 16, 1870

 The Valley Railroad.
The Utica, Chenango & Susquehanna Railroad Company have purchased the house and lot owned by John Beardsley on mechanic St. They have also purchased Wesley Washburn's house on Merchant's Row.
The depot will be on Merchant's Row, and we understand that measures have been taken to commence erecting the buildings at once. There is to be two buildings, a freight house and a passenger depot.
The passenger depot will stand very near Mr. Beardsley's land, and by taking out his house the depot can be approached from either street. The switch on Mr. Harrington's flat is to be nearly a mile long. But twelve or fifteen hundred feet will be completed this fall.
The tank above the village is so that the locomotives slack their thirst. The road is nearly ballasted below us and a construction train is to be put on in this vicinity this week. We learn that the 10th of next month is the time set for the opening of the road.

Chenango American, Greene, Thurs., Nov. 21, 1870

The depot in this village is to be located on the lot formerly owned by George Benton. The building is to be 38x100 feet.
The steam shovel is again at work in the Carter bank just above this village, and attracts many visitors.

Oxford Times,  Wed., Nov. 30, 1870

A Tour of Inspection.
Today (Tuesday,) the President and Directors of the Delaware, Lackawanna & Western Railroad together with other officers of the Company will pass over the Valley road, in a special car on a tour of observation.
They will arrive here at 12:30, stopping but a short time. During their stay they will be entertained at the Washington Square Hotel by our citizens.
The foundation walls for the passenger depot on the D.L.& W. Railroad in this village are now being laid. The depot is quite small - 20x30 - but we are in hopes that business will demand an enlargement in the Spring.
Nothing has been done to the freighthouse - which is to be  20x40 feet.

Chenango  Union, Norwich, Thurs.,  Dec. 1,  1870

The Valley Road. - Hundreds of our citizens  daily visit the grounds in the south part of our village, where the D.L.& W. R.R. are completing  their  works. The turn-table attracts much attention, and the workmanlike manner in which the whole is done - particularly the stone work - is duly admired. With its permanent  walls and its massive iron table, no  fear of trouble in that quarter need to be apprehended.
A large water tank, enclosed in a suitable building, has been erected near the bridge which crosses the Canasawacta, and a powerful engine and pump, for raising water from a well dug in the bank of the stream, is on the ground.
A few rods north of this, between the main track and the river, piles are being driven and an elevated track constructed for dumping coal. Meantime, the work of ballasting the track is going steadily forwarded, and the whole is rapidly approaching completion. 

Chenango American, Greene, N.Y., Thurs., Dec. 1, 1870

      Excursion Train up the Valley
The President and Board of Directors of the Delaware, Lackawanna and Western Railroad passed over the Valley Road on Tuesday, on a special train, on a tour of inspection. they passed here at 11 A.M., and were joined by a few of our citizens.  the following is furnished us by a gentleman who accompanied the party:
The road from here to Oxford was found in excellent order, and quickly run over. At Oxford the public spirited citizens of that enterprising village offered an excellent collation, which was partaken of, and toasts given and replied to. After a stay of half an hour we sped onward to Norwich, where a band of music sounded the welcome, and at the depot Isaac Newton, Esq., made the welcome address. 
A procession was formed, and marched to the Eagle hotel, where a sumptuous repast was spread. After a hearty meal, brief speeches were made by President Sloan and Messrs. Wm. E. Dodge, Moses Taylor, Brisbin, Phelps, and Scranton of the D.L.& W. RR, who all expressed themselves highly pleased with our valley. Remarks were also made by R.P. Barnard in behalf of the invited guests from Greene; by J.W.  Glover, for the Oxford delegation, and Mr. Thorn of Utica. The Directors of the D.L. & W.., then proceeded on to Utica, and a train brought homeward the Oxford and Greene delegations.
The running time from Norwich to Greene was but a few moments mover an hour. The road is nearly ballasted and will soon be ready for regular trains. Everything seems built in the most substantial manner. At Norwich a turn-table is nearly completed, and the arrangements for the transfer of coal from the broad to the narrow gauge are well under way.
The citizens of our valley may well rejoice that our Railroad is in such excellent hands, and there can be no doubt but that within a few years this line will be pushed onward to the Canadian frontier, and our valley be traversed daily by trains passing  from the Ocean to the Lakes.

Chenango American, Greene, N.Y., Dec. 5, 1870

We are happy to announce that our worthy townsman, Curtis Winston, is to have an important position on the Valley road. He is to be Baggage Master on the lower division, and will run over the road between Norwich and Binghamton four times a day.  He has lately been running on the D.L.& W. R.R., for the purpose of getting an insight into his new business. Curt will make a first class railroad man, and we consider the company fortunate in securing his services. We hope to see him have charge of a passenger train at no distant day. Good luck attend you, Curt, is the wish of the American.
On Monday next, the 19th inst., we are to have the final opening of the Valley Road. Passenger trains will commence running at that date. A proper time to inaugurate the Road - mud time - as we can appreciate all its beauties then. How re you for four hours from here to Chenango Forks, in mud time, by Launt's Lightning Dodgers? That, in the language of the boys of the period, is "played out."

Chenango Union, Wed., Dec. 7, 1870
    The Railroads.  - It is understood than an arrangement  has been made between the Midland and the D.L.& W. R.R. companies which gives the last named company the privilege of using the Midland depots and round-house. To do this, it  will be necessary to lay extra tracks, as the Valley Road,  south of this village, has the wide gauge; while north of this, that road, as well as the Midland, use the narrow gauge. Grading for another track, on the east side of the main track from the junction of the two roads to the depot, is going on, and it is said that  it is to be run on the east side of the freight house, for the accommodation of the freight trains on the Valley Road.

Oxford Times, Wed., Dec. 7, 1870

      The Excursion. 

On Tuesday last the President, Directors and General officers of the Delaware, Lackawanna & Western Railroad made our village a short visit.
They were on a tour of inspection, and left Scranton that morning, making a short stop at Greene, arriving here at about 11:45. They were drawn in one of the company's regular passenger coaches by the beautiful locomotive "Sam. Sloan," which was tastefully decorated with flags, etc.
On their arrival here they were escorted to the Washington Square Hotel where a bountiful collation was spread to which the guests did ample justice to. After this lunch, carriages were provided and the gentlemen given a short drive around our village. After a short stay they again took the cars, together with several prominent citizens from Greene and this village, and left for Norwich.
At Norwich the party sat down to a fine dinner, where toasts were given and answered, speeches made, etc. After a pleasant visit of  some length  the  Officers took the train for Utica, and the persons from Greene and Oxford were returned by the excursion train.

Sherburne News, Thurs., Dec. 8, 1870

Opening of a New Route to New York, Philadelphia and Washington. - Express passenger trains for the accommodation of through passengers  will very soon be put upon the line of of the D.L. & W. Railroad. An  express train will leave Utica at 6 A.M., arriving at Philadelphia at about 9:30 P.M.
The thirty miles of road between Norwich and Chenango Forks, which completes the line, has been built with an expedition almost unexampled in the history of railroad building.  this will be the shortest and probably the quickest passenger route to Philadelphia and Washington, while it will be also valuable as a competing  route to New York. Distances between the various places on the route are as follows:
From Utica to Norwich, 54 miles; from from Norwich to Chenango Forks, 30 miles;  from Chenango Forks to binghamton, 11 miles. Total from Utica to Binghamton 95 miles. From Binghamton to New York, via the Delaware & Morris & Essex roads, (substantially one) 210 miles; from Binghamton to Philadelphia, via Scranton, 226 miles; from Philadelphia to Washington, 138 miles.

Oxford Times, Wed., Dec. 14, 1870

   The Steam Irishman.
The steam shovel is now in successful at the bank of the feeder dam, a short distance above the village, and on pleasant days attracts large crowds of ladies and gentlemen  to witness its workings.
Since it came into our midst all of the laborers with a few exceptions, have been discharged , and as can be imagined those shovelers have no love for their powerful successor. One jolly fellow thus expressed himself on his first view of the machine: "Holy Moses, ye are a power crathuer, ye eat dirt like the divil and take the bread from a good many poor Irishman's  mouth; but be jabbers ye can't vote!"
The Railroad Company own  a large portion of the gravel bank in that vicinity, and the steam shovel will probably be in operation all winter.

A Ride -- "Goodies" and Thanks.
One day last week, a party of ladies and gentlemen - more ladies than gentlemen - visited the steam shovel and after seeing the train loaded, they by the kindness of the engineer of the "Nanticoke" - Wm. Overton, were allowed the privilege of riding on the locomotive. They enjoyed a ride to South Oxford where the train was unloaded, and then were returned to the village, well pleased with their first ride on a locomotive.
The next day the engineer was surprised to receive a basket, generously laden with  "goodies" of all kinds, such as only the ladies of Oxford know how to make and put up. He returns his sincere thanks to the ladies for their donation, and assures us that he shall ever hold them in grateful remembrance.

Sherburne News, Thurs., Dec. 13, 1870

    Utica, Chenango & Susquehanna Valley Ral Road

The Committee report the gratifying intelligence that they have secured the requisite number of names for the bonding of our Town for the above railroad, to the amount of $145,000, and one name additional, the last twol signers, we are informed, being patriotic ladies. There is no law prohibiting "man's better half" from signing all such documents, but she must stand a spectator at the polls! Cady says, "we women are all union" (to a man!) Well, "go in," "Women's Rights,"  and your lordly soverign may yet be prevailed on, and respect your appeal!
The Committee intend to secure a few additional names, and we hope to publish their official Report next week.

Sherburne News, Thurs., Dec. 13, 1870
A Rail Road Sure. - Mr. Orlando Irons deserves the credit of having built the first Rail Road in Sherburne, - from the canal bank to the top of his lime kiln. We should think it "up hill" work. May the O.I.& Co. R.R. be a paying institution.

Sherburne News, Thurs., Dec. 15, 1870

The Valley Railroad between Chenango Forks and Norwich will be open for business on the 19th inst. The opening of this road will complete direct communication between Binghamton and Utica. Trains will be run on the Syracuse and Binghamton Railroad to Chenango Forks, eleven and a quarter miles; on the Valley Road to Norwich, forty-one miles,  and on to Utica, Chenango and Susquehanna Railroad to utica, fifty-one miles, the total distance ninety-three miles. These different railroads are owned or leased by the D.L.& W. Railroad Company, and are managed by the officers of that company, each road merely making  a division.

Oxford Times, Wed., Dec. 21, 1870

Opening of the D.L.& W. Railroad.
On Monday the Delaware, Lackawanna & Western Railroad commenced business by running its passenger and freight trains. The Chenango Valley is now  opened, and is within reach of the rest of the country.
A number of our citizens were at the depot on Monday to witness the arrival of the first passenger train. Promptly on time, 9:50, the New York & Philadelphia Express arrived in sight, drawn by the "Plymouth," which has been refitted and nicely painted, and soon halted at the depot. Two neat and comfortable cars were attached, and they were nearly filled with passengers. A few got off her but more got on, mostly people going through to Binghamton. After a short halt the train started off passing the passenger and freight train at the switch.
The passenger and freight train then came up to the depot. There was a long string of freight cars attached, most of them loaded. A number of our merchants received goods by this train.
It seemed odd and at the time was a glad and welcome sight to see the cars in our village, unloading passengers and freight almost at our doors. And then it was a pleasure to know that the long and all day stage rides were at an end, and that we can now go somewhere in the same day.
The company have erected a shanty on Merchant's Row which is to be used as a depot until the regular depot is built - the timbers for which are being framed. Mr. Cooke has taken is place as Agent, and everything is ready for business.
The D.L.& W. Railroad is now opened and in running order, giving us direct communication with Utica, New York, Philadelphia, and other important points, and last though not least, with the coal fields of Pennsylvania.

Chenango American, Greene, Thurs., Dec. 22, 1870

The Valley Road went into active operation on monday of this week. A large crowd was at the depot to witness the first passenger train from the north. On the arrival of the train it was discovered to be densely packed with passengers, and it was with difficulty that those going south from this place found room on the train.
The stages between Chenango Forks and Norwich were "hauled off" on Monday of this eeek. no more will poor old sour Bill have to deliver passengers around the village via the upper canal bridge, and drive a mile out of his way, because he is afflicted with the "grouts."

Oxford Times, Wed., Dec. 28, 1870

The telegraph wire on the D.L.& W. Railroad is up to this place. Business is lively at the D.L.& W. depot. D.E. Comstock is the D.L.& W. Express Co.'s agent at Norwich. Large numbers of coal cars for the narrow gauge pass through here every day.

Chenango Union, Wed., Jan. 11, 1871
    Two gangs of hands  were engaged on  Sunday, between the Midland depot and the round-house in this village, putting  down switches to accommodate the third rail of the D., L. & W. road, which is already laid from the junction near the round-house; and trains from the south are  now run up to the depot - which is a very great convenience to  all concerned.

Chenango American, Greene,  April 20, 1871

    The D.L. & W. Railroad company are erecting a fine depot at Brisbin ( East Greene) which is nearly completed. It is about half the size of the one in this village, and is nearly of the same plan.

Chenango Telegraph, Norwich, N.Y., Feb. 28, 1872

              The D.L.& W. Railroad
Location of the Track Through Norwich
For some months past the location of the track of the D.L.& W. Railroad through this village has been a question of great interest to many of our citizens - to some because they desired, and to others because they did not desire, a particular location to be selected.
       Three lines have been in contemplation. One was near the Midland track; another east of the canal and near Silver street; and a third west of the canal. all have been carefully surveyed and all the advantages of and objections to each,  deliberately considered.
The line west of the canal has finally been adopted and settlements with a large share of the property owners effected. The Company, so far as we have learned, have paid liberal prices in settling, and by this means avoided litigation or protracted negotiation.
After crossing Canal street the line passes through the lot of Joseph Osborn, which is taken entire. After crossing the canal, it passes through the centre of Harvey Thompson's house and enters the lot of David Griffing, through which it runs 300 feet to the lot of Mrs. Holmes, on East Main street, which is bought by the Company, the line passes nearly through the centre of the dwelling of Mrs. Holmes. 
On the north side of East Main street it enters and appropriates the entire Warner property, lately purchased by Henry Bissell and running back to Lock street. On the north side of Lock street the property of H.A. Rindge is taken and removes his house and barn. The lot is 118 feet deep. On the south side of Mechanic street a lot of H. Goodrich is taken, 59 feet front by 50 deep; and north of this street the line runs diagonally through the lots of Charles LaHatt and W.H. Church, and through the barn and house of George Franklin, on Mitchell street, 82 1/2 feet front by 247 1/2 feet deep. On the north side of Mitchell street it runs between H. Goodrich and the dwelling of Miss Elizabeth Foote, which will be removed.
It is not yet determined whether the excavation for passing under  the trestle of the DeRuyter Branch will commence at Lock street or north of the old canal basin. It is one thousand feet from the basin to the trestle. North of the trestle the line will pass through lands of ira Dibble, Mrs. Gardner and Harvey Harris, which brings it to Rexford street. The excavation at Mitchell street will be about twelve feet, and over this through the street an iron bridge is to be thrown, elevated five or six feet above the present grade of the street.
The  location of the depots have not been officially announced, but the advantages of the Bissell property between East Main and Lock streets are so obvious that little doubt is entertained that the passenger depot will be located upon it.

Sherburne News, Thurs., Aug.  17, 1871

      A Handsome Train
   Elegant Coaches and Cars on the Delaware, Lackawanna and Western Railroad

The passenger  train which left Utica in charge of Conductor A.G. Lucas, on the D.L.& W. R.R., at 9 o'clock this morning, was greatly admired by a large number of persons. it consisted of a baggage, express and postal car, two elegant coaches for regular passengers and an extra coach for a private picnic party, which has gone to Roger's Grove at Willowvale, to spend the day.
Through the courtesy of the master mechanic of the Utica Division, Charles H. Brown, our reporter made a hasty survey of the regular coaches and car while the train was passing from the depot to Schuyler St. These coaches are fresh from the Company's shops at Oswego, and arrived in this city this evening, and are especially intended for Conductor Lucas' train, which leaves this city at 9 o'clock A.M., arriving at 11:10 A.M.,  leaving Norwich at 5:50  and returning to Utica at 8:10 P.M.
The new coach No. 138, is one of the most elegantly finished and comfortable vehicles for railroad traveling which arrives or departs from Utica. Its actual cost was $4,600 at the Company's shops. It is longer and wider than the ordinary coaches, seating seventy persons, while the old style will seat but sixty. The ceiling his high and excellently arranged for ventilation.
The interior of the coach is finished with native woods, ash and black walnut, with gilt trimmings. The upholstery work is very neat, the seats being finished with rich green and red plush. The other coach No. 139, is not quite so large, but is equally well finished and comfortable.  It is one of the best of the old style coaches remodeled. The baggage, postal and express car is large and conveniently arranged. It cost $2,600.
The department for  distributing the mails is one of the snuggest little post-offices we ever saw, on wheels. The exterior finish of this car and particularly the coaches presents a fine appearance. They are painted in the regulation color adopted by the Company, a pleasing shade of green, handsomely gilt and otherwise decorated.
The employees of the road in charge of this train are proud of their new accommodations for themselves and the traveling public. The conductor as we have before mentioned, is Mr. A.G. Lucas, of this city, a gentleman who is well and favorably  known by the inhabitants along the route between Utica and Norwich.
     Supt. Thompson of the Utica Division of the D.L.& W. Railroad, is about to make his home in Utica. Before long he will put other new coaches on this division, and add as much as possible to the comfort of the patrons of this route. - Utica Observer.

Sherburne News, Thurs., Nov. 30, 1871

Engineers and excavators are at work on the extension of the D.L. & W. Railroad, between the Midland Junction and Norwich. It is the intention, we understand, to complete the deep cuttings during the winter, in order that the road bed may be promptly finished in the spring. When this gap is filled it will be a matter of congratulations, as it is likely there will then be less detention of trains.

Chenango Union, Norwich, Thurs., April 25, 1872

The Delaware, Lackawanna & Western Railroad Co. are "pushing things" on the new route through this village. Buildings are on the move, while trees and shrubbery which have heretofore been tenderly care for, are in some cases taken up and removed, but but generally fall before the merciless ax. 
"Woodman, spare that tree," is "played out" with the workmen. North of Rexford street, to the canal crossing, at the point where Pellet's hop-house stood, there is a cut from three to six feet in depth, through shell rock, which is hauled across the canal, and used in constructing the embankment through the meadow beyond.
A swing bridge will span the canal at this point. The Company are also vigorously prosecuting the work along the line between this village and the Sherburne Junction, cutting through the hills and filling up valleys. A large amount of work has been accomplished during the past winter.

Sherburne News, Sat., May 4, 1872

   (Under Norwich news column)
Quite a strike occurred among the employees on the D.L.& W. railroad, now in progress here, on Thursday of this week. The hands under McNulty Betman along the line from East Main to Mechanic street, on coming on in the afternoon, demanded two dollars per day, which was refused.
They then said they had got through, and started up the line where Quinn had about twenty men, whom they took along with them, to where  Anderson had six or eight who joined them; they then passed along the line to Coleman's job, where fifteen or sixteen were at work, and asked to have them stop. Their shovels were dropped, but when Coleman told them that he proposed to run that gang of hands, and wanted his men to go to work or go to the office and get their pay, they went quietly back to work.
The strikers then passed on as far as Plasterville, when Bagnal had a number at work, but they were not invited to join them. Still further up, on Stanton's job, there were six or eight who stopped work. Stanton, who is a very resolute man, told them when others paid two dollars he should, and not before. (There was a strike a few days since when wages were raised from $1.60 to $1.75.) The strikers remained a short time at Plasterville, and then returned down the line.
All were very peaceful. They said they did not wish to disturb anyone; all they wanted was a fair price for their labor. They number about fifty, and are, big, strong, healthy-looking men. They say they will either have their price or build a railroad of their own.

Sherburne News, Sat., May 4, 1872

      A Smash Up on the D.L.& W. Railroad

On Saturday last, when Evarts' train - in charge of M. Mulligan, who was acting as conductor - was approaching this station and nearly opposite Ross' factory, a jimmy broke a box and jumped the frog. As soon as discovered the engineer whistled "down brakes,"  and the forward brakeman being an instant in advance of the rear brakeman checked the fore part of the train so suddenly that the jimmy (which was the eighth from the tender) was thrown athwart the track, thus obstructing and throwing off cars in the rear as they came thundering, rearing, plunging and jumping the track.
Those who saw it described the scene as terrific. Two firemen on the tank, seeing the danger, jumped for their lives, and were barely in time, for the tank followed them, breaking the huge links that bound it to the engine and, tearing loose, capsized. One of them found himself up to the shoulders in a big pond of water nearby, but struck out for the opposite shore to the tune of "any port in a storm."
In all, seventeen jimmies and the tank were thrown off, and piled in a promiscuous mass; "Al" says some of them shot up as high s the top of the telegraph poles. He thinks the train was running at the rate of six or eight miles an hour. 
There were nearly forty cars in the train, and so faithfully did the rear brakeman perform his work, that the passengers in the rear car, among them several ladies, protested that they scarcely felt the shock.
"Ike" Bowne was he engineer. Hall's construction train came down and cleared the track in about 1 1/2 hours on Saturday and on Sunday completed the work of hauling on the refractory cars, only two of which were entirely disabled. The loss must have been comparatively slight.

Chenango Union, Norwich,  Wed., July 18, 1872

New Depot. - The D.l.& W. Railroad Company have been for the past week engaged in grading for their depot in this village, which is to be located on the west side of the track, between East Main and Lock Streets. The building is to be of wood,  100 by 20 feet.

Chenango Union, Wed., Aug. 28, 1872

D.L.& W. Railroad. - The swing bridge across the canal near the lime-kiln, in the south part of the village, is completed, and ready for the rail. It is ninety-one feet in length, and a substantial structure. Another swing bridge is to be constructed to cross the canal north of the village, a short distance south of the blast furnaces. The length of this bridge will be 184 feet, and it is said that the iron work for its center will weigh about seven tons. Still another swing bridge will span the canal near the Midland crossing, south of North Norwich.
Work on the passenger depot, on the lot formerly owned by A.W. Warner, on East Main Street, is progressing; and the foundations for the freight depot, on the Griffing lot, east of the American Hotel, are being laid. A coal dump is also being built, on the same lot.
The piers supporting the trestle at the point where the road passes under the track of the Midland Branch, are completed; and workmen are now engaged in grading and preparing for the construction of a bridge eight feet in height from the level of the street, across the cut on Mitchell Street.

Chenango Union, Thurs., Sept. 26, 1872

D.L.& W. Railroad. - On Sunday last, a gang of workmen removed a portion of the trestle-work from the Auburn Branch, in this village, at the point where the D.L.& W. road passes under it. A substantial iron structure was then placed upon the abutments which had been previously built, nd on Monday the trains passed over it on time. It is a good job.
The passenger depot is enclosed, and the roof is being covered with slate. The frame of the freight depot is up, and will soon be enclosed.
Iron is laid from the junction of the village, as far north as Mitchell Street, and the construction train crossed the swing bridge near the lime kiln on Monday. The first train crossed East Street on Tuesday evening. A large amount of iron is laid north of the village; and as soon as the swing 
bridge near the blast furnaces is completed, we presume the road will be ready for business.

Sherburne News, Oct. 15, 1872

We hear that the D.L.& W. R.R. Co. are soon to take possession of the "Gap Road"  from Norwich to the Four Corners.
On Wednesday, a coal train on the D.L. & W. Railroad got disabled and was run into by the express. We understand that several "jimmies" belonging to the coal train were thrown off the track, and while arrangements wee being made to get them on a brakeman was sent out with a flag. Seeing some apples near by he neglected the flagging and went foraging, and while on this expedition the express came along and ran into the disabled train. No lives were lost, but the brakeman is missing.

Chenango Telegraph, Norwich, Thurs., Oct. 21, 1872

The New Track.

The new track of the D.L. & W. railroad between
this village and the junction in North Norwich, was completed last week,
and conductor Lucas ran the first train upon it on Friday morning, landing his passengers at the new depot between East Main and Lock streets.
There is still some ballasting and other work to be done, but nothing to interfere with the regular passenger trains. The freight depot is also in readiness, and all the traffic of the road is now transferred to the new location. the first work on the new line was done about the first of December and has been prosecuted with energy. A portion of the passenger depot is occupied and the remaining rooms are being rapidly finished by Mr. Sholes who has made quick work in the construction of the building.

Syracuse Standard, Oct. 22, 1872

The Utica Branch. - Until last week the Utica branch of the Delaware, Lackawanna & Western Railroad Company was obliged to run almost nine miles of the Midland Company's track, between Sherburne Four Corners and Norwich, to make make through connections from Utica to Binghamton.
 Work has been progressing on independent tracks for some time, but about six weeks ago Superintendent Thompson, of the Utica Division, went out and took command of the job, and  since then things have been pushed on with a remarkable degree of rapidity. There are very few pieces of road in this country which have been built at a greater expense than this section of nine miles.
This fact is explained when we know that to complete the connection it was necessary to build three draw-bridges. One iron bridge extends under the DeRuyter branch of the Midland. The tracks are laid in the very best manner, with fish-joint rails and solid ballasting. Now the road can be run from utica to Binghamton, entirely free from all annoyances independent to the crossing of opposition routes. Superintendent Thompson is doing everything in his power to put his division in excellent order for the coming winter.

Sherburne News, Sat., Oct. 5, 1872

     On Wednesday, a coal train on the D.L.& W. Railroad got disabled and  was run into by the express. We understand that several "jimmies" belonging to the coal train were thrown off the track, and while arrangements were being to get them on a brakeman ws sent out with a flag. Seeing some apples near by he neglected the flagging and went foraging, and while on this expedition the express came along and ran into the disabled train. No lives were lost, but the brakeman is missing. 
    We hear that the D.L.& W. R.R. Co. are soon to take possession of the "Gap Road" from Norwich to the Four Corners.

Sherburne News, Sat., Nov.2, 1872

The D.L. & W. R.R. Co. have demolished the enginehouse near the depot and taken it to Norwich for the company's use.

Chenango Union,  Norwich, Thurs., Nov. 7, 1872

Accident on the D.L.& W. Railroad.
The accommodation train from Utica, on Monday, met with an accident  a short distance north of the village, about 12 o'clock P.M., which resulted in considerable damage to property, and a delay of several hours in the passing of trains.
The train consisted of three freight cars, with a baggage and passenger car in the rear. A few rods south of the river bridge, on the farm of J.D. Head, something gave way about the cars, from which point they went bounding along, across a trestle some rods in length;  and upon reaching the south end of the trestle, the locomotive and tender being  safely over, the first and second freight cars were thrown from the embankment, while the third car was thrown partly off from the end of the trestle, resting upon its side. The remaining cars kept their places upon the track.
For some distance above, and on the trestle, the ties were cut and bruised in the middle and on the west ends, where the disabled cars had been dragged over them;  and the ties on the south end of the trestle were huddled together, many of them broken and splintered. The piles below, some twelve feet in height, were crowded together, the timbers broken, while the trucks from the wrecked cars were lodged among the ruins beneath, in a sadly demoralized condition. Several lengths of rail were bent and twisted into anything but a straight line. No person was injured, although one of the brakemen made a flying leap from the top of one of the cars into the ditch  below.
The freight was removed from the cars, somewhat damaged; and late in the evening the track was repaired, and travel resumed. A broken axle is said to have been the cause of the accident.

Chenango Union,  Norwich, Thurs., Nov. 7, 1872

    The Delaware, Lackawanna & Western  Railroad
A correspondent of the Utica Observer speaks as follows of the opening of the new track of the Delaware, Lackawanna & Western Railroad through the village of Norwich:
"Cars commenced running over the new track on Friday, October 25th. The depots, passenger nd freight, are nearly or quite completed, and convenient in every respect. The passenger depot is located on the north side of East Main street, a little west of the Chenango canal, and geographically in nearly in the center of the village. The freight depot is nearly on the opposite side of the street.
On this new line of eight miles there are three swing or draw bridges for crossing the canal, the river being twice bridged over.  Two  of the bridges are on the corporation side and one in North Norwich. one of the river bridges is just outside of town, about midway between Norwich and the Junction.
There are two over-crossings of their track, while their own iron, by means of heavy masonry and substantial wood and iron work, is laid over the Midland at the junction.
Notwithstanding many of our people have occasion to regret the construction of this road through the heart of the village, because of the damage to property and other drawbacks. Those who have had dealings with the Company, in the main, pronounce them liberal beyond a ground of complaint, the lands and property used being generously paid for in every instance. But one claim, I think, has gone to a commission, and here the damage proved was much less than the sum originally offered.
The attorney of the road, Hiram Hurlburt, of Utica, who has been charge with this responsible duty of procuring right of way and settling damage to very large amounts, from his courteous and business-like manner, has, thus far, won golden opinions for himself and the Company.

Regarding the shared track south of Sherburne 4-Corners, it came 
about because of the UC&SV officials being extremely careful to 
not build their road beyond their means. Several of them had been 
financially hurt because of the money problems with the Black 
River & Utica, and they were not about to be financially damaged 
again. So, when their road reached Sherburne (village) construction 
stopped there until a satisfactory amount of funds could be 
bankrolled. In the meantime, along comes the Midland, spending 
what little money they had - and what they expected to get - to 
building its line into Norwich. So, because it could be economically 
accomplished, the UC&SV swung their track over to the 4-Corners 
and connected at track level about a mile south of where the 
overhead crossing would later be built. Whether the UC&SV had 
de4sires to build south from Sherburne to Norwich on their own - 
which certainly was feasible due to easy grades - I do not know. 
But, when the DL&W came along, they appartently did not want to 
build new trackage from Sherburne, so they used the existing 
UC&SV track to 4-Corners, made the overcrossing and pararrel 
track and the rest is history. I do not know of any of the details 
regarding the arrangement between the Midland and the UC&SV 
but we can be sure that the Midland did not want any part of the 
DL&W using their track for long. I have read, too, that it was the 
UC&SV that ran the first train into Norwich on the Midland's track!

Sherburne News, Sat., Nov.  9, 1872

The Delaware, Lackawanna and Western Railroad

A correspondent of the Utica Observer speaks as follows of the opening of the new track on  the  Delaware, Lackawanna and Western Railroad through the village of Norwich:
"Cars commenced running over the new track on Friday, Oct. 25th. The depots, passenger and freight, are nearly or quite completed, and are comfortable and convenient in every respect.
The passenger depot is located on the north side of East Main street, a little west of the Chenango canal, and geographically is nearly in the center of the village. The freight depot is nearly on the opposite side of the same street.
On this new line of eight miles there are three swing or draw bridges for crossing the canal, the river being twice bridge over. Two of the bridges are on the corporation and one in North Norwich. One of the river bridges is just outside of town, the second about midway between Norwich and the Junction. There are two over-crossings of their track, while their own iron, by means of heavy masonry and substantial wood and iron work, is laid over the Midland at the Junction.
Notwithstanding many of our people have occasion to regret the construction of this road through the heart of the village, because of the damage to property and other drawbacks, those who have had dealings with the Company, in the main pronounce them liberal  beyond a ground of complaint, the lands and property used being generously paid for in every instance.  But one claim, I think, has gone to a commission, nd here the damage proved was much less than the sum originally offered.
The Attorney of the road, Hiram Hurlburt of Utica, who has been charged with the responsible duty of procuring the right of way and settling damages to very large amounts, from his courteous and business-like manner has, thus far, won golden opinions for himself and the Company."

Sherburne News, Sat., Jan. 18, 1873

With but two or three exceptions, Sherburne furnishes the largest travel and the most freight of any station on the Utica branch of the D.L.& W. railroad between Utica and Binghamton. Yet the depot accommodations is the most miserable. To reach the present structure, ladies as well as gentlemen, are compelled to ascend a flight of outlandish stairs, and then the platform is too narrow to accommodate any considerable number, and the ladies' sitting-room, to say nothing of the room for the gentlemen, has only two narrow benches for seats, and by no means comfortable for those having to await the arrival and departure of trains.
More than this, the trains cannot be approached from the platform without descending the stairs (which, to say the least, are dangerous at this season of the year,)  into  the street. We might mention the looks of the building, but consider its unsightly appearance of far less consequence than its comfort and safety. 
An improved  structure would not only increase the travel and shipments from this station, but reflect credit on the good taste of the managers of the road, and be an act of justice to the citizens of this town and vicinity.

Sherburne News, Sat., Jan. 25, 1873

        Railroad Excursion.
Mr. Editor: - The Stockholders Excursion over the completed road of the U.C.& S.V. R.R. Co.  from Utica to Binghamton came off on Thursday, according to programme, and left a pleasing impression on all the participants. The condition of the road was found to be excellent. There was no jar and no noise. Conversation could be carried on in the same tone while the cars were in motion, as if they were not moving.
Our part was sent to the Spaulding House for dinner, which was ready at the moment of arrival, and was good. Another party went to the American, and the Utica City Fathers met the Binghamton City Fathers at the Exchange.
        A violent  snow storm filled the air and hindered sight-seeing, but most of the party took the storm  bravely, and kept going. The Chenango Bridge on Court  street was an object of interest. It was gratifying to  look into the deep, strong current and find our little river grown to greatness and respectability.
The next thing to  see was Chenango Point, at the foot of Washington  street. Here there is a bridge across the Susquehanna, and a few rods  below the bridge the rivers unite. The Susquehanna is somewhat wider and swifter than the Chenango, and both seem to have water enough for steamboat navigation. The Inebriate Asylum occupies a very conspicuous position on the hill east of the city, and if not useful, is at least ornamental.  The court House has a large amount of dome and contains the law library of the Sixth Judicial District and a portrait of Daniel S. Dickinson. More sights could not be seen owing to the storm nd the notice that the excursion train would start on the return at 6  o'clock, which it did not do,  however, owing to the difficulty of parting the fathers of the two cities.

Sherburne News, Sat., June 19, 1873
Our new depot is at length ready for use. The work has been done under charge of Mr. John Beagle, master mechanic, and is completed in a very substantial and tasteful manner. The training was done by Mr. Haycox, who thoroughly understands his business, and is a fine piece of work. The seats are of black walnut and ash, and were put in by Jo. Sisson. The  work is well done throughout, and compares favorably  with any of the depots along the line.

Chenango Telegraph, Thurs., Aug 5, 1875.

Attempt to Wreck a Train
An attempt was made by some fiendish villain, to wreck the train on the D.L.& W. R.R., which left this village on Thursday evening last.  The train had reached Hubbardsville  twenty minutes late. About a mile and a half north of that place, the forward wheels of Engineer Lewis’ locomotive were thrown from the track, but fortunately the other portion of the engine and trained remained on the rails.
The accident was found to have been caused by a tie being placed on the tracke by some one unknown. One end of the tie was placed under the rail and between the fixed ties, so that it could not be pushed off by the pilot. the mishap only occasioned forty-five minutes delay. No damage  was done and no one was hurt, but the author of the trouble would have faired badly, if the railroad men had found him.

Chenango Telegraph, Thurs., Aug.  19, 1875

Serious Railroad Accident.
Caleb Richards, a  fireman on the engine “Great Bend,” was seriously injured at a coal chute in this village on Monday morning. The engine and tender had been run to the coal dump to take on coal.
While Richard was in a stooping position, a large lump of coal which had been lodged under the gate, became loose and fell down, striking Richards on the head, inflicting a severe wound and rendering him unconscious. 
He  was taken to the Chenango House, and medical aid summoned. He remained in a stupor until late in the afternoon, when he revived sufficiently to be taken to Washington Mills. The skull was not fractured and he will probably recover.

Chenango Union, Thurs., Nov. 11, 1875

             Midland  Matters.
On Wednesday night of last week the Midland authorities  relinquished charge of the Utica and Rome divisions of their road, and possession by previous arrangement reverted to the Delaware and Hudson Canal Company. The division includes the road from Smith’s Valley, to Utica, with the Rome and Clinton branch.
The Delaware, Lackawanna ane Western  Railroad Company being interested in the operation of the road, a meeting of the prominent official of both Companies was held in Utica on Wednesday evening, to make arrangements for the future management of the road. On Thursday they made a tour of inspection to Smith’s Valley and Rome,  and found the road  in better condition than was anticipated. As a result of the meeting and tour of inspection, the following order was issued:
November  4, 1875. - The Utica, Clinton & binghamton and Rome & Clinton Railroads will be operated under the direction of W.F. Halstead, Superintendent of the Delaware, Lackawanna & Western Railroad Company.      
                                           THOS. DICKSON,
                      President, Delaware & Hudson Canal Co.

The road will run under the current time card for the present, but a new time card will probably soon be issued. Only a portion of the present rolling stock, that is in good order, will be used, and improvements in every way will soon come. General Superintendent Halstead will be ably assisted in managing affairs by Superintendent W.H. Christman, of Utica.
One of the beneficial results of the new arrangement, is the abolishing of the nuisance of transferring of passengers and express matter on the D.L.& W. railroad, from the narrow to the broad gauge cars at their freight house in Utic. This difficulty was caused by the refusal of the Central to permit the D.L.& W. to run their broad gauge tracks into the depot of the former, without the payment of a price which the latter deemed exorbitant. Now all railroad passengers bound south from Utica, start from the Midland depot, at the foot of Genesee Street, a third rail having been laid on the Midland track.
The Utica Observer of Monday says of the rumors as to the future action of the D.L.& W.Company: “Now that the Delaware, Lackawanna & Western  Company has control of the Midland tracks, rumor revives an old project. At one time, we believe, preliminary surveys were made for a road from Waterville to Rome, so as to pass out the freight and coal from below Waterville and avoid the heavy grades this side of that village. Not it is asserted, though without authority, we believe, that the Delaware, Lackawanna & Western road will build the five miles of road necessary to connect  and Smith’s Valley, and make the Midland their main route. The effect of this would be to make their present road a side switch.”

Sherburne News, Feb. 19, 1876
The D.L. & W. R.R. Co. are purchasing a large number of ties this winter and delivering them between this place and Smith’s Valley, fot the extension of the Clinton Branch.
Immense trains of empty coal jimmies are daily seen running  south on the D.L.& W. R.R.

Sherburne News, March 1, 1876

D.L.& W. hands have commenced champering  the ties preparatory to changing the track.

Sherburne News, April 18,  1876

North Norwich. - F.T. Zellers, Station  Agent of the D.L.& W. RR, has invented a telegraph switch. itworks nicely, but he is now engaged in making one he thinks will be better. he is quite ingenious.

Norwich Morning Sun, Friday, March 21, 1902

                     The New Depot.

Superintendent A.H. Schwarz of the Lackawanna passed through Norwich yesterday afternoon enroute for Utica. While at the station in conversation with the writer he took occasion to state that the work of constructing the new depot at this place would be commenced soon, and that when completed, the people of Norwich, will feel justly proud of it. The proprietors of the depot restaurant, the barber shop and lunch wagon, which now occupy the company’s land, have been notified to secure new quarters as the company will begin work as soon as they can get possession of the premises.

Norwich Morning Sun., Sat., March 22, 1902

        New Lackawanna Depot
Preparations Begun for the Construction of a Building of 
Which Norwich will be Proud - Some of its Features
                    {From the  Telegraph}
The fact that there was to be built in Norwich this coming summer, a new passenger station for the Lackawanna Railroad, has been generally understood and believed by the people of Norwich for the past year, but the fact was more clearly brought to their minds on Thursday when Agent Frank W. Rogers, under directions from the officer of the above company, modified the proprietor of the depot restaurant. Mr. Allen of the adjacent barber shop and Mr. Topping of the the lunch wagon, all of which are are located on the property of the company, to vacate their present quarter at once, as the company desired to begin work upon the new depot as soon as they could secure possession of the premises.
The decision to build a new depot in Norwich, an improvement which  has long been needed, and desired both by our citizens and the company, was reached something over a year ago, when the purchase of the Merritt lot adjoining the present property which was not needed to complete the plans for the building was sold the same day of its purchase to T.D. Miller.
Mr. Rogers has been using his best endeavors with the company to bring about the building of a new depot in Norwich, in connection with others of our citizens, from the time that he was promoted to be the agent of the company at this place, and the fact that success has crowned his efforts is a matter of hearty congratulation to him and his associates, and to the people of Norwich and the company as well. 
Norwich is decidedly on the boom this year, and has been for several years past, and the depot had to be built to bring the property of the Lackawanna company up to the standard of its surroundings. a new $30,000 firehouse is to be erected this summer just across the tracks in front of the station; a new county jail and sheriff’s residence, costing $27,000 or more, is expected to be built;  four additional village streets are to be paved, and the macadamizing of the five-mile stretch of country road will be done this season, so that Norwich, when all these and substantial improvements are completed, will be one of the finest and most desirable residence and businesses villages in New York state.
A reporter for The Telegraph was very curiously permitted by Agent Rogers to view the plans for the new Lackawanna  passenger station today, and although the writer does not pride himself particularly upon the knowledge of architecture, we can assure our readers that it is to be a structure that will b a pride and joy to our townspeople, and compare most favorably with the decided steps in advance that our village has taken in the few years last past, and is preparing to take this season.
The new building will stand about where the present depot is located, the latter being moved to the south to be used during the construction of the new. it will be built of rockface brick, trimmed with blue stone, with slate roof and Portland cement floor. The inside trimmings of the waiting room and smoking rooms are to be quartered oak, and wainscoting of enameled brick or quartered oak.
The extreme dimensions of the building will be 146 feet north and south and 40 feet deep, with overhanging roof covering a space of 165x50 feet. In the south end of the building will be the general waiting room, 42 feet 7 inches, by 31 feet 4 inches, with two entrances at the east and one at the south, and west. Facing the track, in the north-east corner of the waiting room is the ticket and telegraph operator’s office, with large ticket window opening into the waiting room. In the opposite corner of the waiting room, to the west, are the ladies’ and gentlemen’s toilet  rooms, and to the north, connected with the waiting room by a passage way 8 feet 6 inches wide, is a smoking  room 18 feet feet 7 inches by 31 feet 4 inches dimension.
Doors open out of this room to the east, west and the north, the latter leading to a covered passageway 30 feet wide extending through the building from east to west, separating the waiting rooms from the baggage and express room. This room is 37 feet 4 inches, and while the baggage and express business is to be carried on in this one room, they will be conducted  in separate offices. Leading from this room is the entrance to the basement, where the boilers and heating apparatus, coal, etc., will be located. The buildings are to be heated by steam throughout. Entrances to the baggage room are from the west, north and east, and a driveway connecting East Main and Lock streets will be provided for at the west of the building, making it easy of access from either of the above thoroughfares. it is expected that the entire court surrounding the depot will be paved.
Surmounting the front of the building, over the telegraph and ticket office, will be a handsome tower. The roof will be trimmed with copper finials and ridges, and the upper panels of the entrance doors to the waiting rooms will be heavy plate glass. All of the materials and the workmanship will be the best and finest that can be procured, and the building when completed will be one of the best along the line of the Lackawanna.
The entire cost of the new depot and the fitting up of the adjacent  grounds in an appropriate manner is estimated at from $15,000 to $20,000, probably nearer to the latter price than the former. The plans  and  specifications have been in the hands of Agent Rogers for several months, who has given the local contractors for  each  of the different lines of construction an opportunity to examine them fully and enter bids for the  work, which a number of them have done. The contracts have not  as  yet been awarded, but will be in a short time, when work will begin at once.   

Norwich Morning Sun, Friday, July 18, 1902

      The Lackawanna Depot.
Under the able supervision of Superintendent Davis, the work on the new Lackawanna station is progressing finely. The roof boards are all on and the laying of the slate roofing has begin. Workmen are also engaged on the interior in laying the agate enameled brick partition walls surrounding the ticket office.
The base of this wall contains three courses of chocolate enameled brick which makes a pleasing contrast to the other shade of color. Some idea of the beauty and worth of such material can be had when it is known the brick costs about $100 per thousand.
The general features and contour of the building appear to be better advantage as the work progresses and of the course will be still greater enhance when the scaffolding and old building are entirely removed.

Norwich Morning Sun, Wed., Sept. 12, 1902

         Lackawanna Depot Nearly Completed
Beautiful Structure Will Be Finished This Week - Building to be
     Inspected Today by Company Officials.
Foreman Davis, who for the past four months has superintended the erection of the new and commodious Lackawanna depot in this village, informed a Sun representative yesterday that the building would be finished on Friday of this week. the painters are now engaged in putting on the finishing touches. It is expected that a final inspection of the building will be made today by the architect and a number of the Lackawanna railroad officials.
The building has been the admiration so far of all who have seen it and when fully completed and the surrounding grounds graded and put in proper shape it will present a still more attractive appearance. Men are now at work in drawing away the surplus soil from the west side of the building and tearing down the old buildings nearby. This portion of the grounds will be nicely graded and paved between East Main and Lock street.
It is expected the new depot will be used next week and the work of removing the remaining portion of the old depot begun.
Foreman Davis has proved to be the right man in the right place on the Norwich job and informs us the company has another similar job ready for him, which they wish to get well started before freezing weather sets in.

Norwich Morning Sun, Wed., Sept. 24, 1902

             In the New Depot.
The work  of moving  the passenger and baggage business from the old Lackawanna structure to the new and handsome structure just completed, was begun by Station Agent F.W. Rogers and Ticket Agent C.S. Wagner yesterday afternoon. The northbound passenger train at 4:42 used the new station for the first time and tickets were sold from that office.
There is some  slicking up yet to be done in the way of mopping off the colored stone mosaic floors, putting in the seats and otherwise setting things to right.
Norwich people  feel very grateful to the Lackawanna company for erecting so fine a building here. it will however correspond very nicely with the new municipal building across the tracks and taking it all together will add materially to the other local improvements in that part of the village.
Superintendent H.H. Shepard and Trainmaster G.C. Ferris were here during the day.
Several carloads of stone paving blocks have arrived at the station and will be used in paving the roadway between East Main and Lock streets.

Utica Observer, Thursday, Oct. 30, 1902

Thomas Thatcher Died This Morning
Has Been Master Mechanic on Lackawanna.
   Born in England and Came to Utica in Childhood - Rose from Humble Position as Workman to One of Prominence.
     Thomas Thatcher, formerly the master mechanic of two divisions of the Delaware, Lackawanna & Western Railroad - the Utica and Richfield Springs divisions - passed away this morning at 4 o'clock at Faxton  Hospital, where he had been taken for the purpose of having an operation performed for impediment of the intestines. The ailment seems to have been of long standing, but its seriousness was not realized until it was too late for medical or surgical skill to be of avail.
     Intermittently it asserted itself painfully, but such was the confidence of  Mr. Thatcher, that he refused to listen to the unfamiliar sound of nature's demand until a breaking down compelled it. He would not permit himself to believe that he was ailing even while it was evident to those nearest to him that he was.  It was on Monday that it was noted that his ailment had assumed a critical turn, and on that day he was removed to Faxton Hospital.  The operation was performed Tuesday and was pronounced a a successful one by the physicians, but so weakened had become his physical condition that he was unable to withstand the shock.
     Thomas Thatcher was born in England, January 13, 1837, and came with his parents to this country at the age of 12. The family made its home in Scranton, where the deceased at once entered the shops of the Delaware, Lackawanna & Western Railroad Company in a menial capacity. He was quick to learn and, as a result, was rapidly advanced to positions of responsibility. He became an expert mechanic and it is said that he had hardly obtained his majority before he had acquired a knowledge necessary to the construction of locomotives then in use.
     The company, recognizing his proficiency and skill, advanced him rapidly until he became master mechanic at Hampton Junction, N.J. where he remained for a number of years. It was from that place that he came to the shops in Utica in 1874, and the position was one of increased importance. He held the position until about two years ago, when there was a general change in the officers of this railroad system and Mr. Thatcher was one of those who resigned. For a yea he was inactive, but for the past year he has busied himself in the personal care of the competence that the years of strenuous, serious, effort had accumulated.
     Mr. Thatcher was a great lover of outdoor life and some years ago he became greatly interested in the development of the bicycle roads that now girdle this county in almost every direction.  He was a leader in that movement, and before the law was passed which gave the commissioners an opportunity to get assistance from all who used the paths, he gave liberally of his time and means for the benefit of the wheelmen. He had an idea how the wheelways should be constructed, and in several instances superintended the work of construction.
     The splendid path to Clinton, which has been ridden and praised by thousands of riders for years, was built under his direction. Mr. Thatcher was a strong rider of the wheel, and it was not an unusual thing for him to take long trips through this section of the state.  He never tired of the outdoor exercise that the bicycle made possible for him to secure.
     Forty-two years ago the deceased married Miss Mary Wagner of Scranton, Pa. She survived, with one daughter, Mrs. William H. McKennan, and two grandchildren. He also leaves one brother, John, of this city, and two sisters, Mrs. Sarah T. Wade of Scranton and Mrs. William Parlerman of Middletown, Pa.  
     The deceased was a Republican in politics and while he took an active interest in the affairs of the party he never aspired to office. He was a member of the Masonic and Arcanum Clubs.

The Richfield Springs Mercury of Thursday, Nov. 6, 1902, stated he had been afflicted for some time with obstruction of the bowels.  During the operation "It was found that there was a foreign growth, the removal of which so depleted his vital powers, he passed away. The article states he was born in Tredga, South Wales. took charge of the Utica shops in 1874 and retired on July 1, 1900.

Utica Daily Journal, Sept. 15, 1895

     Few people realize the amount of work which is done at the Utica shops of the D., L. & W. railroad under the direction of Master Mechanic Thomas Thatcher. The culm burning engines which Mr. Thatcher has built have been so successful that the old locomotives are being remodeled into this type as rapidly as they are turned into the shops for extensive repairs.
     At present locomotive No. 10 is undergoing the change and will soon be turned out a handsome and powerful passenger engine. Mr. Thatcher has made large improvement in the equipment in the equipment of his shop by the use of compressed air in machines of his own invention. He had perfected a hoisting apparatus now in operation which will jack up a locomotive in five minutes, a task which formerly required the labors of five men for half a day. Compressed air apparatus for hoisting, riveting, etc., is to be seen in all parts of the shop and is the means of saving a vast amount of labor. There are now employed in the shops about 100 men.
     "Pendragon" locomotive No 1 of the Unadilla Valley railroad is at the D.L. & W. shops for repairs to a cylinder, the head of which was blown out during the week. The locomotive was built by the Rhode Island Locomotive Works.

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