Friday, February 14, 1868
Meeting of Midland Directors. - The Midland Railroad may now be fairly considered among the fixed facts. Its construction upon the Oneida route is a foregone conclusion. The City of Syracuse is beginning to appreciate the certainty and importance of the early completion of this road, and its business men are now trying hard to create a diversion by advocating a road from Richland, the junction of the Oswego and Watertown road, to Syracuse, and thence down the Chenango Valley.
Trade, however, don’t take such retrograde movements as this would be, and the business of such a road would be little else than a Feeder at Norwich of the Midland.The meeting of the Directors in this place last week shows that it is their determination to build a road, to commence as soon as spring opens, and to build it on the Oneida route.
Syracuse may have missed a golden opportunity, but the Midland will not run through that City, no matter what exertions may be put forth. The business transacted by the Directors was important and decisive. They resolved to put that portion of the Line from Sidney Plains to Oswego, a distance of one hundred and thirty miles, under contract in April next. William B. Gilbert, Esq., of Albany was chosen Chief Engineer in place of A. C. Powell, resigned.
Mr. Gilbert is a gentleman of large experience in the construction of railroads, and the interests of the Midland will be vastly promoted by his energy skill and ability. He arrived on Monday, and has taken rooms at the Eagle Hotel. From now till the first of April he will be actively engaged in getting everything in readiness for the letting of the work.
The Directors also selected Oneida as their Headquarters hereafter. Rooms have been secured in the Walrath Block and the officers of the President, Secretary, Treasurer and Chief Engineer, will be permanently located here in a few weeks. Arrangements have also been made for holding the annual meeting, for the choice of Directors, in this place March 26th.
The deep interest fell in the success of the Midland was shown by the large number of special Committees from various towns south of here asking for branch roads. Mr. Littlejohn assured them that all such enterprises would be heartily seconded, but he reminded them, that they must come prepared to their share of the work, and that when they had raised$15,000 per mile for any proposed branch, the Directors would be ready to treat with them.
Oneida Dispatch
Friday, February 21, 1868
Work on the Midland. - Chief Engineer Gilbert informs us that the Midland will cross the Central a short distance west of the switches on the latter road at this place, and keeping west of Broad street, will cross the Seneca pike about sixty rods west of its intersection with Main street. Mr. Gilbert also informs that he has organized a corps of engineers that will start from this place Friday morning, while he will go at once to Norwich to organize another corps which will commence work in a few days.
The party from here will work south till it meets the party from Norwich, The work will necessarily be slow, as the permanent location of a road requires much care and thoroughness. We learn, however, that Mr. Gilbert will have all the line from Oswego to Sidney Plains ready for letting by April 15th, the time designated by the Directors for putting the work under contract. And thus the good work of building the Midland is going steadily and surely forward. At no distant day Oneida will enjoy all the advantages, and there many, of an important junction of two of the leading railroads in the country.
Oneida Dispatch
Friday, February 29, 1868
Pay of the Officers of the Midland. - In response to inquiries by the Monticello
Concerning the amount of salary or compensation paid by the Midland Company to Messr. Littlejohn, Low, and other officers, Mr. Low writes to the Watchman a letter, of which the subjoined is an extract. Mr. Low says:
I am not receiving, nor have I ever received any pay or compensation of any kind, directly, from the Midland Railroad Company, or from any one on its behalf; nor has any other Director or officer of the Company received a dollar for anything done by him, except the Engineers and local agents who have procured the right of way.
To your general inquiry I reply that Mr. Littlejohn has received no salary from the Company; nor has the sum of $15,000 a year, or any sum, been voted him - the declarations of a State Senator to the contrary notwithstanding. It is the intention of the Board of Directors - so far as I know them - to pay Mr, Littlejohn a fair compensation for the time he has devoted wholly to the work of the Company, which dates I think fro about the 1st of last May or June; but no amount has ever been fixed upon, nor has anything been paid him.
Oneida Dispatch
Friday, May 8, 1868
Proposals for Building the Midland.
The Executive Committee of the Midland Board of Directors, met at the office of the Company, in this place last Friday, to open proposals for building the road. About eighty proposals in all were put in, A vdery large number of Contractors were present, among whom were leading men in that line of business, from Kentucky, Illinois, Pennsylvania, Ohio, the New England States and Canada.
Proposals were received from four parties for doing the whole work. The prominence of that enterprise, has receive, as shown by the anxiety of some of the best known and most extensive railroad contractors in the country, to get a portion, or all of the line to build, argues well and shows that the Directors will be able to secure the construction of the road upon the most advantageous terms. We understand, the awards will not be made until about the middle go the month, when the Executive Committee will again meet.
Oneida Dispatch
June 5, 1868
Midland Railroad. - The Board of Directors of the Midland Railroad has been in session this place the present week. All the members have been present. It is expected they will adjourn today, The Executive Committee, we understand will be in session a few days longer, in order to complete the business at present before them. The question of location in his place has been definitely settled.
The road will pass east of Durhamville - that place having responded by raising the stipulated amount of $30,000. The route through this village a little west of Broad street, will be adhered to.
The Midland will cross the Central about eight rods west of the switches at this place on tnhe latter road. The question of location at some of the points out of here, is still in the hands of the Committee, but will be dedcided in a few days. The award of contracts is still before the Committee, but we presume will be disposed of within a few days.
Oneida Dispatch
Friday, June 12, 1868
THE MIDLAND R. R.
_______
124 Miles Under Contract!
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Work to be Commenced in two Weeks!
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The Directors of the Midland Railroad in session last week completed their labors on Thursday afternoon. In regard to the location through Stockbridge it was decided to take the east side of the valley. This arrangement will leave Knoxville, Munnsville and Pratt's Hollow about three-fourths of a mile west of the road. The people along the line in Stockbridge take stock to the amount of $20,000. The road will pass through the farm of the Oneida Community, the right of way having been given for that purpose.
The contest between Hamilton and Eaton for the road was decided, after a long conference and consultation with committees from the respective towns, in favor of the former. It being determined that if Hamilton would add $50,000 personal subscriptions to the sum already bonded for ($100,000), and Lebanon should bond for half the sum ($62,500) offered for the Eaton route, the road would be built by way of Hamilton, and Eaton be allowed to retain her bonds. The Hamilton delegation, was willing to guarantee to the Board the personal subscriptions to the stock, and are now engaged in the effort to raise the required sum, and also to bond Lebanon to the amount of $62,500, instead of $125,000, which was offered for the Eaton route. Ten days’ time was given to Hamilton in which to perfect the above arrangement.
The most important business however before the Board, and that in which the public at large felt the deepest interest, was the award of contracts. They advertised for proposals some time since, and the awards were postponed twice in order to more fully complete preliminaries. But at their meeting last week, as we learn from Chief Engineer Gilbert, one hundred and twenty-four miles wero put under contract, and awarded to the following parties:
McNeary, Claflen & Co., Cleveland, Ohio, from Oswego to Oneida, distance 54 miles, the Grading and Masonry; Cephas C. Barker and James Lord, the Grading and Masonry; and Masonry from Oneida to Norwich, 44 miles ; and Sage & Williams, the Grading and Masonry from Norwich to Sidney Plains, 26 miles. These are all good contractors, and the prices are highly satisfactory to the Officers of the Road.
Subscriptions enough have been obtained to build this portion, and leaves a surplus for the Eastern Division. The work on that division is more expensive, and to aid them in that the Directors intend to call upon the merchants and capitalists of New York for subscriptions. Concerning this effort to obtain subscriptions in that city the Tribune says “we hope and believe they will respond liberally to such a call. They have a deep interest in the success of this enterprise, giving them another through line of roads to the North and West, and shortening the distance from sixty to seventy miles.”
We also learn from Mr. Gilbert that the Directors have advertised for proposals for building that portion of the road from Middletown to Westfield Flats, including a Branch to Ellenville, and that the contracts will be awarded July 25th. Proposals are also being received for the New Berlin Branch, extending from East Guilford to New Berlin - distance 22 miles - and this will be put under contract July 30th. President Littlejohn has been here the present week, and he informs us that work will be commenced by the three parties that have contracted for the road between Oswego and Sidney Plains within two weeks.
So the good work goes bravely forward, and the Midland is a fixed fact. Messrs. Barker & Lord have advertised in New York city for men. They will commence work as soon as their forces are got together. We understand they will break ground on this section just south of the corporation line of this village. The section between here and Oswego will be divided into five divisions, with a local Engineer and a gang of men for each division. It is expected the road will be completed and ready for the cars between here and Oswego by July 4th, 1869.
Oneida Dispatch, June 19, 1868
June 19, 1868
The Midland - The following are the prices for which contracts wee awarded upon the Midland:
The Oswego division from Oswego to
Oneida, to McNary, Clafin & Co…………………….…$195,000
Oneida Division, 42 miles, to Barker & Lord…………..460,954
Norwich Division, 23 miles, to Sage & Williams…….. 453,143
ridges for the entire like, to R. Cummins ....................…58,272
Total for 118 miles……………………………….……$1,107,369
After adding to the above figures the cost of superstructure and of rolling stock, the Company will have in reserve of about $300,000 from the proceeds of town bonds and personal subscriptions obtained along the northern division to apply toward the construction of the: southern division. This surplus, added to the moneys subscribed personally and in town bonds between Middletown and Sidney Plains, will go very far toward completing that end of the line.
When the present cash assets of the Company are expended they will have completed 150 miles of their road, and the grading, bridging and masonry of the balance of the way as far as Middletown, and will be far advanced with the superstructure.
All this will have been done without a lien upon the road for a dollar, It must be clear, we think, to every mind, that with such a property as this Company will then have, and with such a credit as that property must afford, the comparatively small balance that will be required will be forthcoming almost as soon as solicited.
We may add that the Directors are now engaged soliciting further personal subscriptions, and that they are greatly encouraged in their efforts in this particular.
The question of subscribing to the capital stock of the Company has just been submitted to capitalists in New York City, and is received with so much favor as to give promise of an early subscription in that city of probably a million of dollars.
Where in the history of railroads in this country can be found a road so promising of success in construction as that of the Midland today? Entering upon the construction with a basis of five to six million dollars of available cash capital, and no indebtedness, it would be almost miraculous if this Company should fail in their undertaking. Most of the Directors having large personal interests involved in the success of the work, renders it an absolute certainty.
Oneida Dispatch, June 26, 1868
THE MIDLAND COMMENCED.
Ground was broken on the Midland Railroad yesterday. The initial blow was struck upon the Community's farm, in the rear of their main building. The sharp shooters, or pickets, consisted of a squad of twenty-five men belonging to the forces of Messrs. Lord & Barker, Contractors. Thus, after a not unreasonably long time, after less talk than has been expended-upon any equally important railroad ever built in the United States, work has been commenced. Spades, shovels, teams, scrapers, plows, crowbars, drills and muscle have been called into requisition.
The calm assurance with which this important event is viewed only exhibits the abiding faith its friends have in the enterprise. The suspense is all over. Tho doubts are all removed. Work has been commenced. It
will go steadily forward. Rod after rod, mile after mile will be brought to the Engineer’s standard till this great through route is finished. The rails will be placed in line. The rolling stock will be mounted. Construction trains, then freight trains, and finally passenger trains will whirl along till the cry “Oneida Junction” will greet the travelers upon two of the leading roads in the country. Forward then with the noble
undertaking. We trust no man from Oswego to the State line will be so short sighted as to throw aught in the way of its rapid progress.
Oneida Dispatch, July 31, 1868
Tools for the Midland. - We are glad to learn that Oneida is able to compete with all other markets in furnishing tools for Contractors on the Midland Railroad. Mr Sage, of the form of Sage & Williams, Contractors for that portion of the road from Norwich to Sidney Plains, was in town last week. Upon learning from S. H. Farnam & Co., their price list, he ordered quite an amount of tools to be sent to Sidney Plains for his laborers.
The wheel-barrows furnished by Messrs. Farnam & Co., are made for them at the Castle, and were pronounced by Mr. Sage far superior to those bought in New York or Jersey City, besides tghe price is materially less. The Messrs. F. & co., have also sent tools north as fa as Fulton.They have superior facilities for furnishing contractors, tools as they manufacture nearly everything of the kind themselves.
Oneida Dispatch, Friday, August 14, 1868
The Midland. - The entire grading on the Midland, from Oneida to Pennellville, has now been sub-let in short sections, with the exception of four miles between West Monroe and Central Square. Messrs. Morgan & Woodford, of Cleveland, Ohio, have the section from Oneida to North Bay, on Oneida Lake. Mr. Carroll,.of Durhamville, has from North Bay to Cleveland. A Mail and Stage Contractor at Cleveland, Oswego County, whose name we have not learned, has the section from Cleveland to Constantia; Messrs.Lansing & Hale, of Troy, from Constantia to - West Monroe; and Mr. Higgins, of Cleveland, Ohio, from, Central to Pennellville.
All these parties have either commenced work or are about commencing, and are prepared to prosecute it with energy and vigor. Parties stand ready to close contracts for the most of the remaining distance - from Pennellville to Oswego - but as the right of way has not been settled - the papers have not yet been signed. James Conway, of Rochester, has just made a contract for the mason work upon thirty-eight miles of the Midland Railroad, amounting to $150,000. It will take two years to perform the work, and Mr. Conway advertises in the Rochester papers for masons, stone cutters, quarrymen, laborers, &c.
During a brief visit to Norwich on Monday, we observed that work on the Midland was - progressing finely. Several miles are graded south of that place. We also learned that work had commenced in Smyrna, and that half a mile of ground is broken and the grading nearly finished. Twenty men and seven or eight teams are at work at that point.
Oneida Dispatch
Friday, August 28, 1868
The Midland.—We learn from Messrs. McNairy, Claflen & Co., that they have sublet the entire portion of the grading on the Midland from Oneida to Seneca Hill. The line from here to Oswego is so near a perfect level that grading is easy. There are now employed upon this division, upwards of two hundred men and fifty teams. The work is being pushed ahead rapidly.
Masons are now putting in the abutments for crossing the Canal, half a mile this side of State Bridge. From this point of crossing to North Bay, a distance of seven miles, the road takes an airline. Two miles of it are now ready for the ties.
The entire distance from Oneida to Oswego is 52 miles, twelve miles of which are now graded. We also learn from the contractors, that they can have the grading between this place and Constantia, a distance of 24 miles completed before the winter sets in if the Directors desire it. It is expected the road will be
completed and cars running from here to Oswego, by September 1st, 1869.
Messrs. Lord & Barker also inform us, that work is progressing finely upon the line between Oneida and Norwich. This portion of the road as heretofore announced, has been sublet. Large forces are at work between here and Smyrna. Messrs. L. & B. also inform us, that after passing through the Community farm, the road will proceed along the east side of the Stockbridge Valley till it reaches Pratts Hollow. It then crosses to the west side, taking what is known as the Eaton Summit route, and thence to Smith’s Valley.
Ground has been broken at Earlville, and that a large amount of work has done between there and Smyrna. The work of grading is progressing, all along the line. The six hundred thousand dollars of bonds taken by Oswego, were all sold last week at par. A meeting of the Board of Directors will be held in Middletown, September 1st, at which time it is expected the Middletown and Ellenville branch will be placed under contract.
Oneida station in winter.
Oneida Dispatch
Friday, November 20, 1868
The Midland. - It is now definitely settled that the Midland Railroad will pass under the Central, and go through the eastern part of the village. As there is some difficulty in procuring the right of way on the east side of the creek of J. A. Howard, the Company purchased the whole tract of nine acres, for which they paid $4,000. The Road passes through the brick-yard of Hall & Dygert and crosses the Central about 200 feet east of the Malt House and continues on the west side of the creek to a point beyond the Community Farm.
The Company has also bought of James Williams two and one half acres of land on Scanondoa street for $1,100. The depot, freight house and other buildings will be erected on this lot. The track of the Central at the point of crossing will be raised two feet which will enable the Midland to come into our village upon and easy and desirable grade.
Work is now progressing finally all along the line. It is the intention of the Company to keep as strong a force as possibldetable at work all winter. Work was commenced upon the section passing through this village on Tuesday of the present week.
Oneida Dispatch
December 25, 1868
Work progresses on the extension of the Utica, Clinton and Binghamton Railroad.
The severe storm only temporarily hindered the work on our road, and the extension is being pushed steadily forward. The track is down about half way from Deansville to the Falls, and the iron will probably be laid to that place during the coming week. Amid many discouragements the enterprise has been and is being carried forward, until now it promises to achieve substantial success.
The completion of the road to Oriskany Falls will largely increase its business and give strength and confidence to its friends along the line. On a recent visit to the office of Chief Engineer Morse, at the Falls, we had the pleasure of examining the survey of the route south from that place to Hamilton. The line is desirable and feasible, and after the first few miles the grading will be light. Madison and Hamilton have only to put their shoulders to the work and it will go steadily forward, and we believe that they will do it.
The connecting branch at New Hartford is graded. and it is expected rails laid about the first of January.
Oneida Dispatch
Friday, February 12, 1869
Opening of the U. C. & B. R.R. in Oriskany. - The first regular passenger train over the Utica, Clinton and Binghamton Railroad to Oriskany Falls, went through on Thursday of last week. The event was duly celebrated by the citizens along the line. It was completed to Deansville a little more than a year go. Since then the company has been, a portion of the time, engaged on the extension to the Falls.
The construction has been considerably delayed by litigation in reference to the Augusta bonds. The matter has at last been satisfactorily settled by an appeal to then courts, and yet not before the company had nearly completed the road to the Falls. The Clinton Courier says: Madison and Hamilton have only to put their shoulder to the work - and they are ready to do so - and the Road will soon be pushed forward to both of those points, and connection with the Midland Railroad.
The iron for the branch connecting with the susquehanna Road is secured, and the track will soon be laid, thus giving steam communication with Utica, for freight and through trains. Better yet. the prospect is good for the building of the Rome and Clinton Railroad. and the importance of that connection easily be over-estimated. Four trains will run daily from Clinton, as heretofore, and a fifth train is being considered to leave at 6 p.m. and return, leaving Utica at 10 p.m. The fare from the Falls to Utica, will be 80 cents. From Clinton to the Falls, 40 cents.
Oneida Dispatch
Friday, April 16, 1869
Directors' Car. - The New York Central Railroad directors ride in a car painted a dusky brown, ornamented in no way except by the letters "N.Y.C." This is known as "the directors' car."
Oneida Dispatch
Friday, April 16, 1869
Work on the Midland. - Large force of men are now at work at this place upon the Midland. The side track running upon the north side of the New York Central for the transfer of freight cars is nearly completed, while a full force are making preparations for putting in the iron bridge bay which the Midland passes under the Central. At this time, during work hours, the point of crossing presents a very lively appearance.
Oneida Dispatch
Friday, April 30, 1869
Smash-up on the Midland. - If railroads were never built, there never could be any smash-ups on them. Therefore, as there has been a smash-up on the Midland, we have indubitable evidence that at least a portion of the Midland is built.
The first smash-up on the Midland happened Monday afternoon this way:
Three carloads of lumber for the Midland were backed down on the side track connecting the Central with the former road. The grade being a little shop, the loaded cars when detached from the engine were disobedient, and refused to stop when commanded to. So on they went down the grade. A solitary juvenile of ten summers stood in bewildered amazement upon the rear car "as on and still on the mad thing rushed."
Horror of horrors! Must that boy be dashed to pieces between pieces of common hemlock lumber with none to help?
Why did not some warning voice ring out above the clang of the rattling cars and admonish him to jump at the first chance to jump from the doomed train! Alas! those who beheld the fearful sight, as we are credibly informed, were paralyzed with fear and could not speak above a whisper. This, however, we cannot pouch for, since Doctors disagree concerning it. Well, the boy did jump, the cars came to a stop after running into the trestle-work and breaking up one car somewhat; and so ended the first smash-up on the Midland.
Oneida Dispatch
Friday, May 7, 1869
Track-laying. - On Tuesday, the new locomotive Oswego fired up and made her first trip on the Midland. The Oswego is employed to convey material over the side track, to the main track, a few rods of which, north of the junction, is permanently laid. The work of track-laying is used northward, via Durhamville.
Oneida Dispatch
Friday, May 14, 1869
The Midland. - With the beginning of fine weather the increased activity on this road on this road has been also marked. All along the line adjacent to Oneida the work is being pushed with all possible vigor. The mason work under the Central is now underway, the earth having been removed. Between this point and Durhamville the grade is nearly ready for the track, and for quite a distance out the rails have been laid.
The Oswego, the new engine at this point, is busy hauling iron, ties, &c., from the Central track to that of the Midland, and thence out to the points where needed. South of Oneida the grading is nearly finished to the Community, and in the vicinity of Stiles' cheeks factory quite a length of ties and iron have been put down. These have been laid to the gravel bed south of the Stockbridge road, to facilitate the transportation of grave to the swampy ground just north of the road.
Thomas J. Randall of this village has a large gang of men under him, and is at work at this point with cars procured from the Watertown and Rome Road, moving gravel from this hill to points where it is needed. Two additional locomotives have arrived - the "Madison" and "Chenango" - of the same size as the "Oswego" and built by the same manufacturers. The former is destined for Norwich, and now lies in the engine house of the U.C. & S.V. R.R. at Utica; the latter passed through here on the Central Monday night, destined we are informed, for Sidney Plains, via Syracuse and Binghamton. A meeting of the Executive Board is being held here this wedded, at which the location of the DeRuyter Branch and other important matters will come up for consideration.
Winter scene in Oneida. John Taibi collection
Oneida Dispatch
Friday, May 21, 1869
The New Locomotives. - The new locomotive Chenango, for the Midland arrived at Sidney on Thursday of last week, via Oneida, Syracuse and Binghamton. The Madison wend down the U.C. & S.V. R.R. on Monday to Sherburne, and will take its place on the Midland when the junction at the Old Four Corners is completed.
Chenango Union, Norwich, N.Y.
Wednesday, May 26, 1869
The Midland
___
The consent of the tax-payers of the village of Norwich has been obtained to bond the corporation for $50,000 to aid in the construction of the Auburn Branch, should the Company decided to make the connection at Norwich; also for $25,000 towards purchasing lands and erecting buildings to be used as to be used as machine shops by the Company. The Company last week purchased about thirty acres of land of Charles York, and it is expected that the machine shops will be located on these grounds, which are situated between East Main Street and the point where the railroad crosses the river, and just south of the place selected for the depot.
We understand that 300 tons of iron for the Midland arrived at North Norwich by canal, last week, and was unloaded at that place also nearly 3,000 tons more may be expected at Norwich in a few days. The new engine Madison is at Sherburne, but is soon to be taken to Earlville where a temporary track will be laid to the Midland track, and the engine by this means placed upon the line, to be used for the purpose of construction and to transport the iron and other material to different points along the line.*
The grading between North Norwich and Sherburne Four Corners will be completed in about four weeks, and the work on the extension is being urged forward as fast as possible.
*This was a plan only. The Madison was put in service at the UC&SV Sherburne engine house and moved south on the Sherburne - Midlands Jct. connecting track. Apparently several work cars, probably flats were moved over the route and used in Midland track construction by horse power. Not sure how they got over the Chenango River, but suspect by reinforcing the highway bridge (present Williams Road). So this was probably a horse drawn wagon haul, not laying tracks.
Best guess is they disassembled the cars; wheel and axle sets, truck frames and car bodies. Then they reassembled them over on the other side. They likely moved from the general area of where Route 12B crosses the NYS&W Utica Branch south of Earlville to Conley Road (used to be called North Cross Road) where the Midland had built to south of Earlville depot. It is doubtful there was any connection track or any track at all built.
Oneida Dispatch
Friday, June 4, 1869
The Midland. - The work on the crossing of the Central at this point is now nearly finished. It has been a difficult and laborious job.The Central Road had to be raised twenty-four inches where the Midland passes under. It was also necessary to keep the Central supported in the safest manner, so as not to delay or endanger the retrains constantly passing. Massive stone abutments were also required to support the wrought iron bridge that was to be put in. The iron portion of the bridge was built at the Phoenix Iron Works in Pennsylvania, and is of the very best style. It is expected that the masonry will be ready for the girders by Saturday night.
And as it will be impossible to put them in their places on weekdays, owing to the constant passing of trains, the girders will be put on next Sunday. With this part added, the work of putting in the remaining portion of the bridge and raising the Central to its required height, will be comparatively easy. We may therefore now look to see the grand enterprise make giant strides within the next sixty days. The foreman of the track-layers has just returned from Philadelphia with a large force of track-layers that he procured there.
The Oneida Community Depot has been located within a few rods of their main building.This will be a great convenience to the Communists, as it will save them no little amount in their heavy freighting business.
Oneida Dispatch
Oneida Dispatch
Oneida Dispatch
Friday, June 11, 1869
Arrested. - A week ago last Monday Augustus Grace of Augusta, and for some time a laborer on the Midland, hired a horse and buggy of Frederick Allen, proprietor of the Railroad Hotel in this village, to go to Munnsville. He said he should return in a day two. But up to Saturday he did not report.
Mr. Allen knowing something was wrong, sent an officer in pursuit. This graceless Grace was traced to Oriskany and Waterville, but without being caught.In the meantime, it seems he learned of the pursuit of the officers, and getting a young man of Wampsville to return the horse to Mr. Allen on Monday last, he hurried to Canastota and was about taking the cars for the West, when Mr. A. and an officer overhauled and arrested him. Being taken back to Oneida in custody, and failing to make a satisfactory settlement, he was put under bail for his appearance in court.
Oneida Dispatch
Friday, June 11, 1869
Depots on the Midland. - The Midland Railroad Company have advertised for sealed proposals to be received by Chief Engineer Gilbert, at their office in this place, for building twenty-five depot buildings on their road, and extending from Pennellville on the north, to Fayette on the south. The buildings at this place to be two, one 30x75 feet and, and the other 25x100.
Oneida Dispatch
June 11, 1869
Right at Last. We are glad to see that Syracuse has at last solved the difficulty relative to the southern railroad. Instead of wasting immense sums of money getting over, round or under the Pompey Hills and other rough and mountainous country, an easy and natural route is now sought down the valley to DeRuyter. The following which we take from the Syracuse Courier presents this new route and its great advantages in strong light. The Courier says:
"A gentleman of intelligence and experience in building railroads has proposed a new route south by which Syracuse can connect with the Midland road. The route already surveyed would connect with the Midland at Smith's Valley, a place of no importance, not even claiming the dignity of a village charter. Moreover, it is claims that the grade in that direction would be heavy, indeed much more so than in the direction of DeRuyter.
"From Smith's Valley is a distance of forty-one miles. From Syracuse to DeRuyter the distance will not exceed thirty miles, making a difference of at least eleven miles in favor of the DeRuyter route. For nearly the whole distance of thirty miles the road could bee constructed on a natural, or valley route.
All heavy grades would bed avoided until near th north point of DeRuyter Reservoir, and even from that point through to the Midland the grade would be extremely light, compared with the hills to be leveled on the other route. Several large villages, besides an extremely populous section of country would be reached on the shorter route. The line would pass through Fayetteville, Manlius, Ora and Delphi, villages having in the aggregate between two and three thousand inhabitants.
DeRuyter itself contains 1,000 inhabitants, and is the center of a large agricultural interest of not less than six towns. That portion of the Midland branch between DeRuyter and Norwich has already been placed under contract to Messrs. Sage, Williams & Jerome, and is to be completed within eighteen months. Ground will be broken at DeRuyter this week. The above facts should bed known to our citizens, and if they are valuable, should influence the choice of routes."*
*The article fails to mention a nearly impossible uphill grade from Delphi Falls south.
Oneida Dispatch
Friday, June 18, 1869
The Midland. - On Monday another locomotive for the Midland, just from the hands of the manufacturers, and name the “Delaware,” reached Rome, where it was put on board a canal boat, as the facilities for such transfer are better than at Syracuse. It was taken round by Syracuse to Constantia, Where it is now being put up for active service. It will be used at that point in laying track towards Durhamville and Fulton. The grading is all done between Fish Creek and Central Square, and a large force of track hands are now engaged laying track on that portion of the road. The bridges over the Canal and the Oneida Creek and Durhamville are completed, and the track is down a little beyond Durhamville.
The heavy trestle work near the Community is progressing most satisfactorily, about three-fourths of the work being already completed. It is expected the whole of it will be «finished by the first of July. Last Sunday was a lively day at the crossing of the Central. As the work of putting in the iron bridge could not be performed on other days on account of the running of trains on the Central, it was necessarily done on Sunday. A very large force of men were employed, while hundreds and hundreds of spectators watched the interesting proceedings. A little before night the work was finished and the crossing of the Central pronounced completed.
The work to a large extent was done under the person al supervision of Chief Engineer. Gilbert, and a better or nicer complete piece of work nowhere to be found on the Central road. It is now expected that by July 1st, there will be at least 85 miles of track down on the Midland, and that after that time, the work of laying track will progress very rapidly, as several heavy pieces of work are now being done which will be completed at that time.
The Chenango Telegraph & Chronicle says that “ work in that vicinity is fast approaching completion.. The Lyon Brook Bridge, the most considerable work on the lire, has been taken hold of with an energy and a force that ensures its completion as soon it is needed by the progress of the of the work. The track is nearly all of it is ready for ties. In this place the buildings are being removed from the line. The Oneida Community Depot has been located within a few rods of their main building. This will be a great convenience to the Communists, as it will save them no little amount in their heavy freighting business.
New York & Oswego Midland depot at "Community"
Concerning work upon the other end of the line the Middletown Mercury says: “Tho work on the Midland is rapidly progressing from Fair Oaks, four miles from Middletown, to Centerville, three miles beyond Sandburgh. Between these two points many of the deep cute are opened, and the embankments are filled up, so that the line of the road can be plainly traced all along the route. The laborers, since the late strike, are apparently well satisfied with the wages they are receiving. Work will be commenced next week at Liberty in Sullivan County.”
Station at "Community." Name changed to Kenwood September 16, 1889.
A consultation is to be held this week in regard to the final location of the Ellenville branch. And in regard to the DeRuyter Branch, the Chenango Telegraph remarks : “ A large majority of our own citizens abundantly appreciating the great advantages which are to accrue to our village and to our business interests generally, from this connection, have generously consented to bond our corporation for the sum of $75,000 in aid of the construction of the road from this place to Auburn. DeRuyter has also added upwards of $25,000 to its already large subscription.
The other towns are doing all they can in the way of subscriptions. They should strain every nerve to make it a success, and we have no doubt they will. Arrangements have been made to put the road under immediate contract as far as DeRuyter, as soon as the right of way is secured, which must be obtained by the Company substantially free of expense, previous thereto. In furtherance of this, we learn that a large majority of the farmers along the line have already contracted to give the right of way, the others should do go at once: this being accomplished, the “dirt will fly” from Norwich to DeRuyter in double quick time. The Company have already purchased from thirty to forty acres of Messrs. Steere and York in Norwich, upon which to locate their works, Depot buildings, &c. Midland Railroad engine “Sullivan,” No. 5, arrived at Oneida on Wednesday night. We have not learned to what point she is destined.
Oneida Dispatch
Friday, July 16, 1869
The Midland. - During the present week a number of our leading citizens have been engaged circulating papers for bonding the corporation of Oneida, in the sum of $40,000 to be used in building shops and other improvements for the Midland. The movement met the most cordial approval on the part of our property-holders, and we believe enough consents have already been secured to effect the bonding.
We understand it is the intention of the company to build a very fine brick depot at this place, besides their roundhouse, shops, and so on. The tracklayers are active in pushing ahead ther work. The locomotives have made several trips from here to a point beyond Fish Creek.At Constantial several miles of track are down. The heavy trestle near the Community is completed, and all along the line "push" is the word.
Oneida Dispatch
Friday, July 23, 1869
The Midland. - The laborers on this division of the Midland were paid off last Saturday by Secretary Houston, who is acting Paymaster here. The work is now being pushed along with unusual activity. Construction trains will run i a few days from Constantia to Pratt’s Hollow. President Litttlejohn and Chief Engineer Gilbert are personally attending to the wants and interests if the road at various between Oswego and the New jersey line.
The way they are driving work already is something new in railroading in this part of the country. Work on the DeRuyter branch goes on vigorously. Five hundred additional hands are expected in a few day on the line of the works.At Cleveland, Oswego Co., the pile-driver is at work on the railroad bridge; and at Canastota large quantities of iron are being unloaded, and the engine thee is at work. Near Hamilton all is graded and ready for the railroads across Whipple Clark’s land and beyond. James Dorsey had been engaged by the Midland Railroad and commenced laying track at Sidney Plains on the 15th inst.
The Chenango Union said the bridge across the river in the south part of Norwich is completed, and a very substantial looking structure it is. The contractors will immediately the river bridge near Plasterville, to enable the track-layers, who are busy in the vicinity not North Norwich, to move towards Norwich; the next bridge in order bing the one crossing the river north of that village. Two or three weeks will complete these. Work on the Lyon Brook Bridge progresses steadily, a number of workmen being employed in constructing the massive stone piers which are to support the iron work of that structure. Some of the iron is on its way from Philadelphia. This will be one of the finest pieces of work on the whole line.
The company guarantee to construct their road from Middletown to New York in eighteen months, if the following towns will promptly bond in the sums named: Wantage, $150,000; Horidiston, $50,000; Ogdensburgh, $50,000; New Foundland, $50,000; Minisink, $100,000. The route through Middletown is not yet decided upon .he New Berlin Branch is also being pushed rapidly forward. The Community Circular says:
On the road toward the Castle we see the track in its complete state. When we read of the first train over the new road with its brilliant company of officers, citizens and members of the press, stopping to and express congratulations, we are apt to imagine the valleys resounding resounded to the first shriek of the locomotive, and the country folks are running to see such an unusual sight.
But the fact is, the country folk are prepared months before-hand by the daily presences of the locomotive on the unfinished track. The engine is one of the most efficient agents in construction of the road. Beside bringing ties and gravel up to the end of the line, the engine by its very passage helps to level it and bring the ties to their bearings in a manner which would otherwise be difficult. The ties are not bedded before the rails are laid, but are thrown loosely on the grading and the rails are spiked to them, forming a continuous ladder on the ground. Over this next comes the engine with its cars of gravel, which is thrown off between the ties and tamped under them, while the ladder of ties and rails is pride up by large levers. This process is repeated, the engine meanwhile passing and repassing until a foot of solid earth is added to the grading.
This layer is called the “ballasting,” and prevent heaving by frost in the winter. The master tracklayer is continually straightening the line and rounding the curves with a small force that pry the rails, with ties attached, this way and that pleasure This business requires a practiced eye, which is evidently possessed by Mr. Quinn, the gentlemanly master track-layer of the Midland. See at the gravel-bed is the boarding car. This is of Mr. Quinn’s contrivance. A tall car built of pine boards the length and width of common passenger cars, and two stories; the upper one containing sleeping bunks for thirty-six men; the lower one divided into a dining-room and diminutive kitchen, which though scarcest large enough to turn in, the two colored individuals who officiate as cooks , say it is plenty large enough to cook for a hundred men.
This “palace car” travels with the track laying company, keeping near the scene of operations. - The men find their home near by when work is over, and are on hand promptly at the morning hour. This car has been standing near our house for a few days past, but this morning (Saturday) the engine has pushed it across the long trestle-work which crosses the valley, , and we shall see it no more. This is the first time the engine has been over the trestle-work.
Friday, July 30, 1869
R. & C. R.R. - The Engineers have taken and completed the levels of the Rome and Clinton railroad. The highest grade does not exceed fifty feet to a mile. The route follows the track of the Utica and Clinton railroad for about a mile from Clinton village, and then leaves it by a curve so as to cross it and the Chenango canal at a proper grade and elevation. The route is is via Clark’a Mills to Hampton, passing through that village about forty rods west of Hamilton’s hotel, and or at or near the point where two roads fork, at one leading towards Lowell. By the survey it appears that Clinton village is about 150 feet higher than Rome, whilst Rome is 27 feet nigher than the grounds where the Central depot stands in Utica.
Oneida Dispatch
Friday, July 30, 1869
The Midland at the Community. - The Community Circular says: The Midland railroad is quite a source of amusement to the family The children especially are delighted with the appearance of the beautiful locomotive, “Oswego, No. 1,” as it travels so stately through our grounds. Its whistle sets every child on a keen run, and at the sound of its musical bell they jump with enthusiastic delight.
It is a grand sight to stand on a knoll near the trestle-work, and witness the construction trains as they sweep down the incline at a speed that forty-five years ago would have made the hair of a looker-on stand on end; for inside of that date English wise men, concerned for the public safety, endeavored to have parliament limit the speed of railroad trains to eight or nine miles an hour.
“Preposterous,” “absurd,” exclaimed almost everybody then, at the idea of a railroad car traveling as fast again as a stage-coach. To move at anything like such a speed, said the learned Dr. Lardner, the wheels would merely spin on their axles, and the carriages would stand stock still.
But Stephenson’s locomotive conquered the fears of his countrymen, and of the world, and now we gaze in wondering admiration at the achievement of steam; no one hesitates to commit himself to its keeping, or even to be rocked asleep to the tune of forty miles an hour.
On the approach of the engine, the cattle on neighbor O.’s hill may be seen racing over the ground, with tails erect, and after describing a circle in their movements, returning to stare at the train for a moment, and again wheel off to repeat their evolutions.
Oneida Dispatch
Friday, August 6, 1869
Midland. There is general activity along the whole line from Oswego to Sidney. Rolling stock is, also, arriving almost daily. Two hundred box cars are being made for the Company by McNairy, Claflen & Co., of Cleveland, Ohio. The first installment of 24 cars has reached Oneida, and more will arrive in a few days. The celebrated car builders, Grice & Long, of Philadelphia, have 12 very fine passenger cars for the Midland nearly completed. These cars are of the six wheel truck pattern, and are equal to the best built in the country.
Mr. W. H. Weed, Superintendent of the Midland telegraph line, informs us that he has material ready for putting up 50 miles of line, and that work will commence next week.Ashe can put up two miles per day, and the work will commence next week. As he can put up two miles per day, it will be but a short time before a telegraph line will be opened along the Midland. It is the intention to put up the wires as fast as the track-layers progress with their work.
Conductor Bridgeman, so popular upon the Susquehanna Road in years gone by, has been appointed a conductor upon the the Midland by Superintendent Addison Day.
Oneida Dispatch
Friday, August 20, 1869
Chief Engineer Gilbert, of the Midland, has written a very able and pungent letter, which has been published in the Middletown papers, in answer to the malicious attacks and false statements of O. B. Wheeler and C. V. R. Ludington, of the Monticello and Port Jervis Railroad Company, in regard to the progress of the Midland, and the cost of crossing the mountains.
Mr. Gilbert utterly demolishes those falsifiers, and shows them up in no enviable light. We find from tis letter fifty four miles of the road west of Middletown have been located and placed under contract. Chief Engineer Gilbert is adding to his well known reputation as one of the best railroad men in the country, by the very efficient manner in which he is pushing work on the Midland.
In our vicinity we are beginning to look upon the Midland as completed. Construction trains are now constantly running north eight miles beyond Constantia, carrying forward rails and other material for the road.. Soon - only a few days, and Oneida and Fulton will be joined by iron bands.
South of here the snort of the locomotive is waking the echoes in Stockbridge valley. Conductor James T. Purdy, who has been at work at North Norwich and Earlville, has been transferred to this section, and is now running a construction train from Oneida to the end of the track, beyond Constantia. As he came up last Saturday evening, he brought with him ten tons of glass from the Cleveland glass factory. Foreman John C. Doyle, with as lively and active a force of men as ever placed a rail or drove a spike, is making things "hump."
Charles Harding has taken the job of building twelve depots for the Midland railroad. He owns the saw-mill at McConnellsville, and is preparing the timber and lumber for erecting these railroad depots. He employs a large number of men who are now at McConnellsville. We notice that the depot at the Community is well underway, and will probably be completed within two weeks.
The Fulton Patriot of last week says: "At the present time there are about two miles of track down in this locality, and the work is still being pushed forward. The locomotive has not yet arrived, but we understand it is expected soon. Since Monday the old blacksmith shop, and barn adjoining Church's canal grocery have been pulled down, and the grocery building itself is just now in an advanced stage of demolition. The removal of these buildings makes rom for the side track which is being put down at that point. More men are expected on the work in a few days.
The Chenango Telegraph says everything indicates the near approach of the time when Norwich will have a railroad connection with the outer world. But a few rods intervene at the junction between our road and the one from Sherburne, a space that will be graded and the track laid thereon by Thursday of this week. On our end, the track layers are this side of Plasterville, about two miles only from Norwich, and the river bridges are nearly completed.
A week or two at the farthest will bring the cars to that village and open it to the world. The Lyon Brook bridge is slowly approaching completion, and will soon be ready for the contractors to commence erecting the iron superstructure. The main pillars are ten to fifteen feet above the surface, and are fine specimens of masonry. A splendid quarry has just been opened on the line of the road on John Shattuck's farm. On he surface are unequaled flagging stones, while lower down it affords the best building stone yet found in the county; they will be used in part for the Lyon Brook bridge, and their nearness to that work will greatly expedite its completion.
On the whole line the work is being vigorously prosecuted, and from assurances derived from the contractors and others who speak intelligently, we confidently expect within a month to see the opening of the whole line from Oswego to Sidney. Ground was broken on the main line of the Midland in the town of Walton, between that village and Sidney, on Tuesday of last week. Peter Quinn, track layer from Oneida south, laid one day recently, with the aid of thirty-five men and four boys, 3,000 feet of track, and the work train passed over the track the same night. This is regarded as very rapid work.
Oneida Dispatch
Friday, August 20, 1869
Constantia - Fourteen miles west of North Bay, six miles west of Cleveland, and and four miles west of Bernhard's Bay is a neat village older than the city of Syracuse, situated on the north shore of Oneida Lake. The beautiful lake and islands opposite, are indeed attractive to the visitor. The landing, and wharf, and shipping, and steamer plying up and down the lake, make it a point of interest as well as the sudden appearance of railroad engines and cars, steaming and whistling through town.
A branch road from the Midland railroad is built down to the water, which facilitates the transportation of freight and passengers from the different ports on the lake, which is thirty-one miles long, and from five to seven miles in width. North Bay is seven miles from Oneida, and just before approaching the bay by the cars, the traveler gets the best view of the lake, its length, breadth, and surrounding shores, Black Creek, Fish Creek, Muskrat Creek, are in the Six Miles Swamp, the rattlesnake's home, the most horrible of all horrible places, between State Bridge and North Bay.
But the swift motion of engine No. 5, the Sullivan, gives you only a short time to get a view of the larger reptiles, as you pass through the dense marsh. However, a ride on the cars through twenty miles of unexplored country north of Oneida is agreeable and pleasant for you. Leaving in the morning, shoot ducks, or play billiards and eat ice cream on Frenchman's Island, until the sun is nearly down, then get on the cars and you are soon home to Oneida before the shades of night appear.
Earlville - Messrs. Foot & Canfield have completed their job on the Midland, it lacking one day of a year since they broke dirt on the farm of A. Parsons. We shall miss their pleasant and genial countenances in our streets. The track is now laid to the Wilcox cross-roads, and two heavy gravel cars have been transported across from the U.C. & S.V. R.R. and are moving daily by horse power, it having been decided not to move the iron horse across, but wait the grading through the swamp. *
* The Wilcox farm is where the Wilcox Cemetery is located on the Earlville-Smyrna road. The locomotive never modem this way. The gravel cars were probably flat cars with stake pockets and built up sideboards. - Doug Ellison
Chenango Union, Norwich, N.Y.
Wednesday, September 1, 1869
The Midland Railroad
____
A Train of Cars in Norwich!
The work of track laying was pushed forward last week under orders of Chief Engineer Gilbert and other officials, and the result was that the rails were laid several rods south of the corporation line, and the engine Madison and three platform cars ran within the village on Saturday night. The occasion was one of great rejoicing to our citizens, as it gave proof positive that this great enterprise is rapidly approaching completion, and as the shrill whistle of the engine was heard in the village, we began to realize the great change that is about to be wrought in the mode of travel to and from Norwich.
The track this week will be laid as far as the depot grounds on East Main Street; and in the meantime the work of ballasting the road between Norwich and Sherburne Four Corners will be accomplished a fast as possible, to enable the Utica, Chenango & Susquehanna Valley Railroad cars to run to Norwich. It is estimate that from two to three weeks will be required to do the ballasting.
President Littlejohn was in town this week, and we learn that it has been decided to build a passenger depot at this place forty feet wide by one hundred feet long, and two stories high. The freight depot is to be forty by one hundred feet. A round-house and turn-table will also be built immediately. The Company advertise for proposals to build the depot buildings; plans and specifications can be seen at the treasurer’s office in Norwich.
We are assured that the grading on the Midland is nearly all completed between Oswego and Sidney Plains, and more than half of the track is laid. There seems to be no doubt in the minds of railroad men that the cars will run from Norwich to Oswego during the month of October.
The Sullivan County Republican has a long and interesting letter from Judge Low, from which we learn that the Midland has leased the depot, grounds, docks and ferries of the New Jersey Railroad Company, with a right to use its open cut from Bergen Hill from which the road is located to Deckertown, on a favorable route, and a non-competing one. Grading has already commenced, rights of way secured, $400,000 subscribed in New Jersey, and all opposition ended. This is capital news, especially when clinched by Judge Low’s prediction that the road will be finished from Middletown to Jersey in one year from this time.
Oneida Dispatch, Friday, September 3, 1869
Sherburne Four Corners.- The location of the Midland through this ancient hamlet, together with the fact that the junction of the two roads (U.C. & S.V. and Midland) is but a half mile south of us, has tended to attract public attention once more to the point which, in the olden time, gave promise of becoming a place of some importance.
As long ago as when Madison County formed a portion of Chenango, this place was much talked of as the most eligible point for the location of the County seat. Nearly seventy years ago a weekly newspaper was published here. It was among the first printed west of Albany. A Mr. Romeyn was the founder of it, and it was entitled the Western Oracle. Though a small sheet, and printed on coarse paper, it was on a par with the generality of newspapers in those days.
Besides a newspaper, the “Corners” at that period boasted a hotel and one or two stores. Norwich, eight miles south, was, however, finally settled and the hopes and prospects of our early pioneers were thus nipped in the bud. Their ambitious dreams were destined never to be realized.
The printing office, after a brief existence here of from four to five yeas, took its departure; the stores, after lingering a few years see closed up, and finally the hotel was converted into a private dwelling. And today the old place, which boasted of a newspaper long before commercial marts like Milwaukee an Chicago wee tough of, numbers of probably less inhabitants than it did fifty years ago.
The only public institutions which it possesses are a cheesed factory and a saw-mill. The former is now manufacturing an excellent article of cheese for the market, and the latter is rendered useless by the destruction of the dam to accommodate Midland interests. In its course from Smyrna, situated three miles north, the Midland track is built across the dam; and so I suppose, in a brief period, the place which once new the old mill-pond and the mill will know them no more forever.
This locality was first settled in the year 1794 or 1795. Among the first settlers in the then wilderness were Judge Joel Thompson, who in after years became somewhat prominent in politics, having been chose to the office of member of Assembly, Judge, and Member of Congress; Ebenezer Hartwell, Deacon James Purdy, grandfather of Dr. Purdy of your place, Jeremiah Purdy, grandfather of E. H. Purdy, Editor of the Dispatch; Thomas Merrill and David Wilbur. These old pioneers, with the exception of Mr. Wilbur, have long since passed away. Mr. W. does at an advanced age - somewhere between ninety and 100 years - in the winter of 1864.
Some 35 years since Milton Bentley, Esq., who removed from Dutchess County, purchased the farms of Judge Thompson and Jeremiah Purdy, to which he has since added that of Ebenezer Hartwell. His entire farm now comprises nearly seven hundred acres.
It is worthy of note that Mr. Bentley, with characteristic liberality and public spirit, donated the right of way for the construction of the Midland through his valuable domain. The extension of the U.C. & S. V. railroad is now completed to the Midland, and the fine engine Madison belonging to the latter road, has been enabled to break the blockade which confined her so long in Sherburne, and to take her proper place on the Midland track.
Friday, September 3, 1869
Hop Pickers. - The chief excitement, in this place, the present week, has been hop-picking, and hop-pickers, Large numbers of pickers have reached Oneida by the Central and Midland while our streets are thronged with hop wagons, gathering them up and conveying them to their respective destinations. The prospect is good for finer weather and an excellent in-gathering of hops.
Oneida Dispatch
Friday, September 10, 1869
Midland. - Two more engines for the Midland reached here last Saturday. They are named “Oneida” and the Ulster.” Three more engines are expected this week. The contract for building the depot in this place has been awarded to Klock & Co. The work upon it will be pushed along as fast as possible.
A large number of telegraph poles have been set and it is expected that the wires and offices opened from West Monroe to Norwich within a short time. The Chenango Telegraph says during the past week matters have moved rapidly on the Midland, north of Norwich, and the result is most gratifying and unmistakable.
Large numbers of men and teams have been added to the working force, so that now apparently all are employed that can be, and the work is really driven. It is an inspiring sight to see the road move - here men laying the ties; next a gang boring the holes for the screw spikes, the onward move of the hand-car with more rails, and the leveling of the track, all keeping time with the occasional whistle of the engines its work farther up the track.
Great interest was excited, and some bets made, whether or not the track would be laid and the engine cross the line into Norwich Saturday. During that day large crowds gathered to see the progress of the work, increasing the interest by their presence, as well as the number of bets. This occasioned some feeling; the final result was about 9 o’clock in the evening the track having been laid across the line, the “Madison” was surely but surely moved down from above, and cautiously feeling its way, majestically passed over the village boundary, and the deed was done!
For the first time a locomotive stood omg a railroad track in the village of Norwich, and by its screams awoke all the echoes and proclaimed its presence; it was greeted there with enthusiasm, and also throughout the entire village. Since then the work goes bravely on, the track is laid to Rexford Street.
President Littlejohn and Engineer Gilbert were both in town the last of the week, and by their presence and injunctions materially hastened the work. Orders are given to “push things”here, at Lyon Brook and everywhere, and the most sanguine expectations are raised that the very first days of October will see the opening from Oswego, certainly to Norwich and possibly also to Sidney. Judge Low makes the following statements concerning the condition of the Midland:
“The company has secured the immediate use of the depot, docks and ferries of New Jersey Transportation Company, to last for five years. Thus we have the privilege of three ferries in New York City. They have secured the necessary charters and file location of the road from Bergen Hill to Unionville, Orange county, through Deckertown, Hamburg, and the Pequonnoc Valley. The subscriptions got the already amount to over $600,000. The right of way has been obtained in all important points, and the company will soon be in entire possession of the field.
“Deckertown, N. J., has raised $160,000 more than was asked of it, and other places have responded din proportion.” Judge Low closes: “We shall have our road finished from Middletown to Jersey City in one year from this time.”
The Fulton Patriot says Monday was a great day for Fulton. It as understood Saturday that early on Monday morning the locomotive would be ready to move, and when the lookers-on began to assemble and it was observed that steam was up and they were about ready to start the crowd increased about the engine at different points along Second Street, to the number of several hundred. Not far from eight o’clock the bell rang, and the whistle sounded and the engine moved down on the side track on to the main rack, and then bak up Second Street taking two platform cars loaded with men, boys and ties.
Several times during the day trips were made back and forth from the canal landing to the point were the men are at work south of the village, some three or four miles. With the locomotive on the track the Midland looks more and more like business and now we may expect the work to be pushed forward more rapidly than ever. Track is already down in a continuously line from Munnsville, 10 miles south of Oneida to Central Square in this county, a distance of about 40 miles.
From Central Square to Oswego is 26 miles, and it is expected that within a few days at most the track will b connected between the former place and Fulton. The Oxford Times says, work on the “deep cut” - 30 feet cutting for nearly a quarter mile - is progressing as fast as possible. The men expect to finish in about 60 days.
Work on the bridge at Lyon Brook is being pushed rapidly forward. The piers in the bed of the creek are nearly finished and most of the timber is framed. The iron is arriving every day. Balcom’s trestle bridge near Root’s Pond, begins to look ump. This bridge is 1,284 feet long, 55 feet high at the highest place, and contains 108 bents or 372,000 feet of timber. He intends to finish by the 15th of October.
Puffer’s trestle bridge a few rods beyond is about half completed. This is 1,140 feet long, 32 feet high and in the highest place, contains 212,000 feet of timber. Ames will have the work finished on his section as soon as the Lyon bridge is completed.
Oneida Dispatch
Friday, September 24, 1869
Earlville - Beautiful weather about these days especially about the time of the moon brightly shining. F. C. Whitlock's company of track-layers having laid to within one mile of Smyrna village, while making this village their headquarters, moved Monday, the 13th, to old Sherburne Corners, to lay track from the junction this way, thereby securing the help of the locomotive.
The rails, so far, have been transported from the canal at Whipple Clarks on a full sized platform car, motive power, three horses. Ten days will probably complete the connection at Smyrna, and then the iron horse can travel from Norwich to Eaton, and then, "very soon" communication will be opened with Oneida.
Oneida Dispatch
Friday, September 24, 1869
Midland. - Six miles of track will connect Oneida and Norwich by iron bands. The heavy rains of the present week have set work back a little, but every fair day tells upon the completion of the road from Oswego to Sidney. After the track is all down to Norwich some time will be required to ballast up and put in order for passenger trains. In the meantime the contractors are pushing ahead on that portion of the road between Fulton and Oswego.
It will be but a few weeks now before the grand celebration will be held at Norwich in honor of the opening of the road. President Littlejohn and Chief Engineer Gilbert have gained fresh laurels by the energetic manner in which they have driven this enterprise ahead. Says the Community Circular: Mr. Quinn, the enterprising master track-layer of this division of the N.Y. & O.M. Railroad, tells us that trains will be running between Oswego and Sidney Plains by the last of next month.
The distance from Oswego to Sidney Plains is 123 miles, and Oneida Castle is about 'half way' between these places. Four new passenger cars have already arrived at Oneida. Telegraph offices will be opened along the line as soon as the depot buildings are completed. Coal from the Susquehanna (broad gauge) road will be changed to cars on this road by running the loaded cars of the former on a trestle-work and dumping their contents into the cars of the Midland.
Oneida Dispatch
Oneida Dispatch
Friday, October 1, 1869
Central Square. - This is the largest village in the town of Hastings - Hastings in the north part; Caughdenoy, on the Oneida River, in the south-west part; Hastings Centre and Smith’s Mills (Mallory Post Office) are small villages; French Settlement is a hamlet. Brewerton, situated at the foot of Oneida Lake, on the site of old Fort Brewerton, is an incorporated village of considerable importance.
A little east of the fort ground is a sand bank in which bones are found belonging to men that were over seven feet high. A mound at the east extremity of the bank is full of human bones, indicating the place of sepulcher for thousands.
The Oswego River is formed by the junction of the Oneida Rivers at Three River Point. It is 23 miles in length, and falls 128 feet in its course, in several distinct falls, each of which furnishes excellent waterpower.
Oneida River, forming the outlet of Oneida Lake, 18 miles in length, falls about 12 1/2 in its course. Salmon River, and other streams flowing into the east extremity of the Lake, all have successions of rapids and cascades, which furnish to that portion of the south boundary, according to the report of the State geologists, is 141 1/2 feet above Lake Ontario.
Joseph E. Bloomfield, Civil Engineer of the county, who has made several surveys through this region, makes the height of Oneida Lake 124 feet above Lake Ontario. It is one link in the chain of the internal water communication for the State.
Thomas Murphy is now laying track through the town of Hastings, which was formed from Constantia April 20th, 1825. It lies upon the north shore of the Oneida River. The soil is clay sand and gravelly loam. In some parts of the town it is difficult to find fresh water by digging.
Brine springs are found in several parts, in the red sand-stone formation. Im the east part is a tamarack swamp of about five acres, in the center of which is an immense spring ten feet in diameter. This spring is on a level with the surrounding summit, and it is surrounded by a deep, loose muck which extends downward to an unknown depth.
Engine No. 8, the Oneida, made a trip to Central Square and back to Oneida village every day last week, taking out large trains of railroad material. I had the pleasure of going out with Mr. George Lockey, an experienced railroader; but on our trip back the rain began go pour down, the lightning flashed, and the thunder, with the noise and steam of the engine, made it interesting indeed for the party. We all got wet as rats, and more too. The engine was backing one; Mr. Lockey stood on her front beam just over the pilot in order to see the damaging effects of water pouring over and under the track, which was somewhat serious in several places, but repaired again the next day.
We reached Vienna before the rain ceased, and here we found the water broke through the embankment under the track. After a little shoveling this place was made passable, and we came into Oneida without interruption. W.W.
Oneida Dispatch
Friday, October 1, 1869
Midland Time Table. - Friday, Oct. 1st, and Saturday, Oct. 2d, trams will run on the Midland as follows: North, cars will leave: Central Square 6:45 a.m., West Monroe 7:10 a.m., Constantia 7:30 a.m., Bernhard’s Bay 7:45 a.m., Cleveland 8 a.m., West Vienna 8:15 a.m., North Bay 8:30 a.m.; Fish Creek 7:45 a.m., State Bridge 9 a.m., Durhamville 9:15 a., arriving at at Oneida 9:30 a.m.; returning, will leave Oneida at 5 p.m., arriving at Central Square at 7:45 p.m. South, a train will leave Pratt’s Hollow at 7:30 a.m., Munsville at 8 a.m., Cook’s Corners 8:20 a.m., Oneida Community 8:40 a.m., arriving at Oneida at 9 a.m. Returning, will leave Oneida at 5 p.m., driving at Pratt’s Hollow at 7 p.m.
Chenango Telegraph, Norwich, Wed., Oct. 20, 1869
DeRuyter Items
The wise men of Syracuse, seeing the mistake they made in permitting the Midland Railroad to go around them, have been very busy in devising a scheme to retain the trade which naturally belongs to them, and they have devised a plan, which, from its boldness and originality, challenges the admiration of the world. The plan proposed is this:
Build a railroad from Syracuse up the Erie canal as far as Chittenango, thence down the Chittenango creek to Cazenovia Lake on a suspension bridge, giving tourists an unequalled view of that picturesque sheet of water; thence to Erieville, passing Lower Erieville reservoir in a tunnel; thence to Georgetown to the top of Crumb Hill, where will be the grand terminus of the road.
Here will be formed the connection with the whole world by means of air balloons constructed after the fashion of the California Aerial Navigation Company’s balloon. We understand the balloons will be ready for practical use (and we have no doubt they will) as soon as Chief-Engineer Powell finishes his surveys, as he has several quarter sections of Madison County not yet staked out.
A few town bonds will be taken to aid the enterprise, and the old bonds for the United States Accident Insurance Company, having never been used, and being prettily engraved can easily be used. If common gas does not prove sufficient to inflate the balloons, a few of Messrs. Littlejohn, Mitchell and Alvord’s speeches will place the question of supply of gas beyond any contingency.
This is a well eliminated plan, and we have no doubt of its final success, provided the surveys can be completed and the connections made according to the original plan above set forth.
Work on the railroad is progressing favorably. The Swedes who have been on strike for about a week have mostly gone to to work again.
Oneida Dispatch
Friday, October 29, 1869
The Midland. - Superintendent Day informs us that he expects the Midland will be ready for passenger trains, from Oswego to Norwich, by November 20th. It is expected that the connecting rails between Fulton and Oswego will be laid today. This done, there will be a continuous rail from Oswego to Norwich.
The ballasting is progressing favorably, large forces of men being at work both north and south of Oneida. Passenger cars are now making daily trips between Oneida and Central Square, a distance of 35 miles. We had the pleasure of making the trip over that portion of the road, a few days since, with Conductor Folks.
We found the road from here to Cleveland well ballasted and in excellent order.If the entire road is ballasted in the same superior manner, and we presume it will be, the Midland will be, when completed, one of the easiest riding roads in the country. It is expected that passenger cars will be run to Fulton within a week or ten days, Work on the depots and freight houses along the line is being pushed ahead, notwithstanding the many days of unfavorable weather we had had this fall.
Cazenovia Republican
Wednesday, October 13, 1869
Eaton - The locomotive Madison came up from the south, within one mile of us, yesterday, the track being laid to Mr. Decker’s, and it is expected that it will be finished to our depot in about two days. The track-layers are also approaching from the north, and are within three miles. There are a number of old inhabitants in this vicinity, that never saw a train of cars, who anticipate from the “signs of the times” of seeing one soon. And very soon the telegraph will astonish this portion of the “natives,” and remind them of the dominion which man has gained over the natural world, by mechanical agencies, so that the whole earth has become a neighborhood, “and the electric pulses of human sympathy are beating around the globe.”
Oneida Dispatch
Friday, October 22, 1869
First Passenger Coach. - Engine No. 8, the Oneida, with Mr. Orville Haynes (master mechanic) as engineer, Mr. George Lockie, conductor, started for the north with the first passenger coach over the Midland, Wednesday afternoon. The coaches are so beautiful inside, and scarcely a jar or jolt is felt while traveling in them. I had a ride as far as Fish Creek, and returned on No. 11, the Eaton, Mr. Frank Purdy, engineer, and James McDermont, conductor. W. W.
Oneida Dispatch
Friday, November 5, 1869
Oswego to Norwich. -The Fulton Times says: We have the gratification of announcing to our readers that commotion by rank between Oswego and Norwich, Chenango County, was made Tuesday morning, Nov.2d., at 2 o’clock A.M. All night long the men bent to the work with unflagging energy, never stopping to rest or eat, from Monday noon until the hour above named, when they went through by rail on the Midland, and breakfasted in Oswego.
About 11 o’clock Monday evening the locomotive Oswego arrived here from Oneida, having on board Superintendent Day, and one or two other Midland officials, and after remaining here a short time to lear the situation of things, went on to the city whose name she bears.
One hundred and six miles of continuous track are now laid on the Midland, and the ballasting is proceeding as rapidly as possible. There were wild demonstrations of joy and satisfaction in Oswego, and at the point of connection, on the completion of the line; and Tuesday was set down for speeches, guns and music, in celebration of the event.
Oneida Dispatch
Friday, November 5, 1869
Already we are beginning to enjoy the benefits of the Midland. Trade from the north is coming in quite fast and our merchants are daily sending out goods to points on the Midland between here and Fulton.
Oneida Dispatch
Friday, November 5, 1869
Oneida Dispatch
Friday November 21, 1869
January 7, 1870
Station Agents. The following is a complete list of the station agents on the line of the Midland:
Oswego, W. P. McKinley; Fulton, A. B. Wolcott; Pennellville, J. B. Robson; Caughdenoy, M. J. Reed; Central Square, J. E. Phillips; West Monroe, Solomon Graves; Constantia, W. J. Jones; Bernhard’s Bay, C. E. Lewis; Cleveland, J. D. Williams; West Vienna, G. W. Mathews; North Bay, M. J. Myers; Fish Creek Station, Thomas Wood; State Bridge, W. M. Morris; Durhamville, William Ure; Oneida, C. L. Sponenburgh; Oneida Community, H. F.Basinger; Cook’s Corners, George D. Torrey; Munnsville, E. J. Potter; Pratt’s Hollow, C. E. Philpot; Morrisville Station, D. T. Hovey; Eaton, Elon Bonney; Smith’s Valley, H. P. Robinson; Earlville, O. S. Page; Smyrna, A. Shepardson; North Norwich, Almon Cook; Norwich. C. J. Tucker.
Oneida Dispatch
January 7, 1870
Midland Telegraph. - On Saturday, th 1st inst., the Telegraph line operated by the Midland was opened to the public for the transmission of telegrams. Offices are now established at the principal stations on the line of the road between Oswego and Norwich, with facilities for doing a commercial business as well as railroad business.
Connections are made at Oneida andOswego for all points in the United States and Canada. The line is constructed in the most substantial manner and of the best materials, insuring prompt and reliable transmission. The gentlemanly and efficient Superintendent, Mr. W. H. Weed, has charge of the line. The section of country through which this telegraph line passes, though a fine and well settled portion of the State, has until now had none of the advantages arising from telegraphic communication.
Oneida Dispatch
Friday March 25, 1870
The Midland at Paterson and Hoboken
—The Midland railroad will not run through Paterson, but about five miles south of that place, and from thence it will go directly for Hoboken, digging an open cut through the Bergen hill, through which the Erie tunneled The Midland Company purchased a long time ago lands and water front up the river a little above Hoboken, near where the Delaware,Lackawanna & Western Company have similar lands.
While digging through the Bergen Hill, and preparing their docks, depots, ferries &c., at Hoboken, the company will use the road and depots of the New Jersey Railroad & Transportation Company; arrangements for such purpose having been made several months ago.
The officers of the road say that they will run through Paterson by means of a branch, part of which is already constructed, having built by the famous New Jersey Western railroad company between the Passaic bridge west of Paterson and the village of Bloomigdale, but which charter and privileges they now own. This branch they will extend to Hoboken through the city of Paterson by a separate line.
The building of this branch however, is entirely conditional on the action of the Paterson people. It will be built if they furnish sufficient aid to the Midland Company, if not, it will remain unbuilt until some distant time in the future, or perhaps not at all.
Oneida Dispatch
Friday, April 1, 1870
The Midland Railroad - Report of President Littlejohn
At the annual meeting of the stockholders of the Midland Railroad, held in this village last Saturday, President Littlejohn presented the following report which will be had with pride and satisfaction, giving as it does so full and gratifying an exhibit of the progress of this great work:
To the Stockholders of the N.Y. & O.M. R.R. Company:
I submit at this time, the close of our official year, a brief statement of the progress made since our last Annual Meeting, in the construction of the road, its present condition and prospects.
One year ago today, our work was but fairly commenced, Since that time we have constructed 124 miles between Oswego and Sidney Plains, and have and have been operating 100 miles fro, Oswego Norwich, since November last; tis completing over one-half of the whole distance from Oswego to the Stage line, and have in addition, including two branches to Delhi and New Berlin, finished the grading and masonry for over sixty miles more, and have the ties and iron purchased ready to commence laying the track upon the same as soon as the snow disappears. The work done has been performed in the most approved and substantial manner. The roadway and embankments have been made broad and firm. The bridges and masonry of the best materials, and constructed with a view to durability and strength.
The very best steel-headed iron rail has been purchased and used at a cost of from $8 to $10 per ton greater than the cost of the common rails in general use. We have used the screw spike and the Improved fish plate joint, and have constructed a roadway which for finished durability and safety, has not been excelled by any newly finished road in our country.
Our rolling stock has been purchased of the best makers, and is of a superior finish and quality; and although we commenced running cars the last of November , and have had a most unfavorable winter, our road, so far as constructed, has been operated with unusual regularity, and without accident or loss.
Our road has cost more than our original estimates made when the work was commenced. This comes principally from the high prices of wages, the unusual wet season, the unexpectedly hard grading, and from the fact that we have used better material in construction than was originally intended, thus making the cost of the road from Oswego to Sidney Plains, including the branch to New Berlin, averaging about $30,500 per mile, exclusive of building and equipments.
It is proper to state that a large portion of the additional cost over the original estimates, arises from the fact that the Directors deemed it for the permanent interest of the Company to use an extra quality of iron, to adopt the best fish plates for the joints, in place of the old and common chair, and the screw spike, and to construct at the more important points expensive wrought iron bridges. While the first cost of the road is thus enhanced, it will prove to be a wise economy in the end. The right of way and fencing was originally estimated at $, while the actual cost $1,100 per mile, while the actual cost is about $3,000 per mile - notwithstanding a considerable portion of the right of way was donated. This increase is caused by the high price of farming lands and the great cost of right of way through the cities an villages, as well as from the fact that enough land has been secured for station and depot grounds, to meet the wants of the Company when its business shall be fully developed. In the sake of Town and Mortgage Bonds, the Company have realized par, except the small commission paid for negotiating their sale. Thus, I am confident, can be sad of no other railroad company in the country.
All our material has been purchased for cash and at the lowest price which it could bed bought in completing markets, and all contracts for grading, masonary and bridging have been let to the lowest bidder at cash prices.
The progress made up to this time is very gratifying to the friends of our enterprise. One year ago very few except those of us who intimately knew of is merits had confidence in our success or deemed our undertaking feasible or likely to be accomplished in many years. Now its merits and advantages are appreciated and admired on all sides throughout the State, and thousands of those who opposed us on mere indifference have become our firm friends, and our road has justly taken rank among the most important enterprises of the day, forming a new trunk line between the Lakes and New York. We have now, as I before stated, 120 miles of our road completed, doing a local but increasing business, already far beyond our anticipations.
The Eastern portion of our road from Middletown to the heart of Sullivan county, will be in operation during the coming, and with the appropriation which is confidently believed will be granted us by the State, our whole line from Oswego to Jersey City will be running at an early day. Our confidence in relation to the appropriation which is based upon the justice of the demand of the Midland Counties, the citizens of which have for many years been visited by the tax gatherer to raise money to construct public works in more favored portions of the State.
I would also add in regard to that portion of our road through New Jersey, that we have obtained control of three several charters, carrying us through to the Hudson river. Under these charters we have obtained liberal subscriptions, and have proceed an act from the Legislature of New Jersey, authorizing the consolidation of these organizations under the title of the “Midland of New Jersey.” The work on the New Jersey section is under contract from the Hudson river to the State line, and will be finished in one year from June next.
In conclusion, I would add, that wisdom and prudence in its management, harmony and cordial support on the part of the friends and stockholders , will ensure the early and successful completion of this important undertaking, which I feel confident will, when completed, with its comparative small cost and great advantages for travel, local and through trade, prove one of the most profitable investments of the day - justifying our early anticipations that its income will be more than sufficient to pay such dividends as will meet the interest on the town bonds and all other means advanced for its construction.
D. C. LITTLEJOHN, President
N.Y. & O. Midland R.R.
Accompanying the report was the following Financial Statement, of the amount received and disbursed in construction of the road up to March 22, 1870:
Receipts from town and personal subscriptions………………………………………………………..$3,933,784.48
From First Mortgage Bonds……………………………………………………………………………..2,340,470.00
Total………………………………………………………………….…$6,274,254.49
Cost of road between Oswego and Sidney,
including New Berlin Branch…………………………………$5,007,497.48
Cost of Telegraph between same points………………………… 15,696.43
Cost of DeRuyter Branch…………………………………………98,852.79
Cost of Road East of Sidney Plains……………………………..900,163,19
Advanced for fuel (mostly on hand)……………………………..58,444,96
Interest and Commission on sale of Bonds………………………55,773.74
$6,136,433.61
Balance on hand………………………………………………………………….$237,820.87
There yet remains of town and personal subscriptions unexpended, about $1,900,000. It is possible that all of the personal subscriptions may not be collected, but the amount of such will not be large. It will be remembered that the Company can raise under he mortgage $20,000 per mile, as fast as the road is completed, the proceeds of which bonds as sold will be applied to construction. In addition to this amount State aid can bee realized to the extent sought, the work can be easily completed in the contemplated time. The unpaid town subscriptions are mainly from the towns on the eastern end, and on the Delhi and DeRuyter branches, it having been the policy of the Directors to apply the funds raised in the counties towards the construction of the road therein. The report was well received by the meeting, and shows a healthy state of finances.
Oneida Dispatch
April 8, 1870
Speaking of moving, about everything moved in DeRuyter last week. Over forty families moved their household goods.This annual moving is quite a time, and costs a good deal of time and money. We notice in the Cazenovia Republican of last week an account of the starvations in DeRuyter on he lines of the Railroad. Wishing to see the whole truth we went on the line of Esmond's contract, two miles in extent. We found ten thousand persons suffering for want of food, of which number seven thousand eight hundred and ten subsisted for ninety days on a thimble-full of popcorn each.
One thousand one hundred and thirty of the laborers had one small potato to every ten persons, We found five hundred and ninety two that had tasted nothing since they had eaten their breakfast, and it was then almost noon. The remaining four hundred and sixty-eight were each scraping out a flour sack in the hopes of obtaining a little sustenance. Thousands and thousands have left the line seeking employment elsewhere. There, Mr. Editor, we have got up a better sensational article than the one in the Republican.
Now as to the truth. A few have been perhaps for a day or two short on provisions. But we happen to know that Sage, Williams and Jerome, by their gentlemanly agent, Col. B. W. Pratt, promptly made all necessary provisions for men for all necessaries except whiskey.
Friday, April 15, 1870
Earlville. -“Riding on the rail” on the Midland, at present, is spiced with sufficient variety to keep both passengers and employees “wide-awake.” Conductor Purdy’s train is shut in, and plays back and forth between Earlville and Norwich - occasionally getting down as far as Oxford; like a railroad “ with both ends cut off.” He seems, however, in no wise dis-concerted by the difficulties, but seeks to make it as safe and pleasant for the way passengers who come on board his train as though he had a full load of through passengers to carry. In coming up from Norwich one day last week, the engine being obliged to run up reversed (as there is no: chance for turning at Eaton), in passing through the Swamp woods between Earlville and Smyrna, a sudden puff of the strong head wind blew away the engineer's hat, causing stoppage of the train to recover the flying head gear,” to the wonderment of the passengers.
This, with the occasional sudden slowing of the train and cautious moving over some shaky place or bridge while it was feared the swollen streams might have rendered insecure, were all the noteworthy incidents we noted, save perhaps that every station between Eaton and Norwich contributed some to swell the passenger receipts of the company. We expect by another winter that most of the difficulties which hinder the regular running of the trains will be removed, The depot buildings here are now nearly completed, and are such as all interested may well feel pride in.
About the usual number of changes for the 1st of April have occurred. The new comers have settled quietly down to the routine of every-day life, with occasionally the exception of painting and repairing. We miss the old familiar faces, but we soon become accustomed to the change, and pass on as if no change had occurred. Such is life.
The addition of 60 new boxes in our village post office shows progress. John N. Holmes occupies for a wagon shop the building occupied by L.S. Shaw for that purpose until April 1st. Mr. Shaw moves his shop fixtures on to his own premises. N.Brown has been making some decided improvements in the alterations of his hotel. O. W. Leonard occupies one-half of D.. L. Spoor’s hardware store for groceries, notions, &c. no trust” is his motto. The temperance address of M. L. Saley was highly appreciated by those present to hear, notwithstanding the adage of “ The prophet in. his own country,” &c. A large and appreciative audience greeted Mr. Stanley’s appearance here. The people seem anxious to hear what the lecturers have to say on the temperance question, especially, if it costs them nothing. O.
Oneida Dispatch
Friday, May 27, 1870
From Boston to San Francisco without Change of Cars. - The special palace hotel and sleeping car train from Boston to San Francisco without change of cars, passed through Oneida Monday evening. It make a short stop here and was visited by quite a number of our citizens. It consisted of eight vars, viz., one baggage car, one commissary car, two hotel cars, two sleeping cars and two first-class Pullman cars.
The train is made up entirely of wine-colored cars, and all of the latest pattern. The value of the cars alone is $175,000. Mr. Pullman receives for this trip $42,000 as fare, and $3 a day each for board. The excursionists consist of 150 gentlemen belonging to the Boston Board of Trade, and quite a number of ladies. They will reach San Francisco Saturday afternoon.
Oneida Dispatch
Friday, June 3, 1870
The Route. - The flying hotel Pullman Express, which took the Bostonists from Boston to San Francisco without change of cars, or any delay or interruption whatever, took the Niagara Falls route, going by the Great Western to Detroit, thence by the Michigan to Chicago, and then by the Chicago and Northwestern to Omaha where they connected with the Union Pacific. As we stand last week, this was the most luxurious train of cars ever run in this country, and the distance the longest ever run without change of cars.
Oneida Dispatch
Friday, June 3, 1870
The Midland. - Chief Engineer Gilbert, of the Midland, was in Middletown last week. He had been to Ellenville, making arrangements for the landing of railroad from shipped via Delaware & Hudson Canal. It is expected to commence laying track within sixty days on the Ellenville Branch, to the Junction, and from thence westward to Centerville and eastward to the tunnel.
The tunnel in Shawangunk Mountain has now reached between 1,700 and 1,800 feet.One thousand men are at work on the Midland between Bloomingdale and Franklin. If the weather will continue favorable, one and a half miles of grading on the Midland cedar Deckertown will be finished this week. The Sussex REgiste says: The New Jersey Midland Railway is going ahead well. large gangs of laborers are at work all along and through the Pequannock Valley, past Newfoundland, and on through Sussex County. Many of the sanguine ones expect to see the road finished by June. The right of way has not been secured to Hackensack but as soon as it is, the grading of that section will commence.
Oneida Dispatch, July 22, 1870
Oriskany Falls. - Progress is the order of the day here. On Thursday and Friday last, the 14th and 15th, an engine and tender were hauled by united men and horse power from the terminus of the temporary track, a distance of some forty rods, up an ascent of twenty feet, and placed upon the new permanent track, passing through near the center of the village. The unfinished trestle work which is to unite the new track with the road now running from this place to New Hartford, and thence by horse-cars to Utica, necessitated this herculean job of hauling, the engine being needed for graveling purposes.
There is but one other break remaining between here and Hamilton; the heavy embanking over Phelp’s Flat between the “Hog’s Back” and Solsville. The rails are all laid except at these points. A gravel train, heavily manned, is to be attached to this newly installed engine at once, and the work of finishing up is to be pressed forward rapidly.
It is estimated by those having the matter in charge, within a month at farthest, trains will be running from New Hartford to the Midland at Smith’s Valley, over a completed first-class road. Haying is nearly completed in this section. The crop is light but of excellent quality. Hops are looking well as a general thing, but lice have appeared here and thee and growers ave their fears. The vines are very forward which we believe is which believe is in some degree favorable, if the vermin do not increase faster than usual at this season of the year.
Oneida Dispatch
Friday, Sept. 30, 1870
U.C. & B.R.R. - The road to Hamilton and the Midland, at Smith’s Valley, is completed, and we publish the new time table for the running of the trains. These trains connect at Utica with trains on the Central. and at Smith’s Valley with trains on the Midland, thus enabling passengers, whose destination is beyond either terminus of the road, to go forward without delay.
UTICA, CLINTON & BINGHAMTON R.R.
To Take Effect September 26, 1870
Trains will run between Utica and Smith’s Valley as follows:
GOING SOUTH.
Leave Utica for Clinton………………8:30 A.M.....1:40 P.M.......10 P.M.
Leave Utica for Smith’s Valley………10:20 A.M…5 P.M.
GOING NORTH.
Leave Clinton for Utica……………..8 A.M.....….1:30 P.M.......6:30 P.M.
Leave Smith’s Valley for Utica……..9:15 A.M….1:30 P.M……6:30 P.M.
J. Butterfield, Superintendent
Stages for Hamilton and intermediate places connect with both trains
at Oriskany Falls.
Utica, Sept. 27, 1870.
Oneida Dispatch
Oneida Dispatch
Friday, September 16, 1870
Trip to California. -William H. Weed, the efficient and gentlemanly General Ticket Agent of the N.Y. & O.M. R.R., left on Saturday for a grip to California. The Union and Central Pacific Companies, some time since, announced that they would give a grand excursion over their roads, to California, of the General Ticket Agents of the various railroads in the United States. Mr. Weed, in common with the agents of the roads, accepted the courtesies thus extended and joined the happy company at Omaha, Tuesday oaring. May his journey be prosperous and happy.
Oswego Advertiser and Times
Oneida Dispatch
Friday, September 30, 1870
Coal. - The Delaware and Hudson Canal Company have completed their arrangements w for the transfer of coal to the cars of the Midland Railroad at Sidney Plains, and intend to commence furnishing coal to the people about the first of October. The trestle work and tracks at Sidney Plains for the transshipment of coal from the Albany and Susquehanna to the Midland Railroad, are now entirely completed. The Coal Company, it is said, will establish a coal depot at each station, and appoint agents to sell coal.
Oneida Dispatch, March 1, 1871
Scene on the Midland.—The other night the train on the Midland going south from Oneida, stopped at a way station for passengers to get off when an elderly couple arose and went to the rear end of the car, while the other passengers as well as the conductor went the other way. After the train had started again and gone some 40 rods, the old gentleman made his appearance at the rear door of the car, crying, Whoa! hold on! I hain’t got off yet!”
The manner in which the old gentleman drawled out this information, immediately set the whole load of passengers in convulsions. As the conductor was out of the car, a passenger suggested to the old gentleman the pulling of the bell-rope, which he proceeded to do with as much vigor as he could impart by both hands, and the train soon came to a stop again, when he got off. For the balance of that ran, peculiarly spoken, “Whoa! hold on” tended greatly to the amusement of the passengers.
Oneida Dispatch, Friday, March 31, 1871
Annual Meeting of the Midland Railroad Company
____
The annual meeting of the stockholders of the N.Y. & O. Midland Railroad Company was held in the depot building of the company, in Oswego, on Tuesday last - John Mitchell, of Norwich, in the chair, The attendance was large. The annual report was submitted by the President of the road, Hon. D. C. Littlejohn, as follows:
To the Stockholders of the New York and Oswego Midland Railroad Co.: Today closes the official year of your company, and in pursuance of the established custom I submit the following state of the progress made in construction of the road, its financial condition, business and prospects:
Until February, 1868, the efforts of the company were chiefly devoted to securing favorable legislation, in making preliminary surveys and obtaining subscriptions the stock, in which we were so successful that the board felt justified in putting the work under contract from Oswego to Sidney Plains. The Chief Engineer was therefore instructed to advertise for proposals which were duly opened and contracts awarded on the 21st day of June following, The contractors immediately commenced operations, (the first earth being moved on the 24th of June, 1868,) but did not make much progress until September, from which time it was pushed forward vigorously to completion.
The other work was placed under contract as follows: Middletown to Centreville, Ellenville Branch, Sept. 28th, 1868; Ellenville Branch, Sept. 28th, 1868; New Berlin Branch, Sept.7th, 1868; Shawangunk Tunnel, Oct. 1st, 1868; Delhi Branch, Feb. 3d, 1869; Sidney to Walton, Sept.10th, 1869; Centerville to Westfield Flats, Feb. 3d, 1869; Norwich to DeRuyter, Auburn Branch, June 4th, 1869; DeRuyter to Truxton, Auburn Branch, July 29th, 1870. The foregoing includes all of the main line, except that portion lying between Walton and Westfield Flats. Of the road just placed under contract, the company were enabled were enabled to to open for business as follows: Oct., 1869, Oneida to Central Square, 34 miles; Nov., 1869, Oswego to Norwich 100 miles; June, 1870, Norwich to Sidney, 25 miles; Aug., 1870; East Guilford to New Berlin, 22 miles; Jan., 1871, Middletown to Thompson’s Station, 29 miles; Jan., 1871, Summitville to Ellenville, 8 miles - being 184 miles of road, of which 154 miles are a portion of the main line.
The receipts and disbursements for construction are as follows: Receipts from subscriptions, $5,155,955.23; receipts from 1st mortgage bonds, $3,782,171.83; receipts from convertible bonds, $389,409.68 - total, $9,327,536.74. Cost of road and buildings, $8,122,279.46; equipment,$742,976.63; telegraph, $19,886.47 - total, $8,885,142.56. The work which has been accomplished by this expenditure may be briefly summed up as follows: The length of the mainline from Oswego to Middletown on the Erie Railroad is 232 miles; of this the distance from Oswego to Sidney is 125 miles, and from Middletown to Thompson’s Station, 29 miles - in all 154 miles is completed and is now being operated, and has a full equipment, buildings, shops and rolling stock. Of the remaining 78 miles of main line the grading and masonry from Sidney to Walton, about 21 miles, is nearly completed, and progressing at a rate which will insure its completion by the 1st of June next. The iron to lay it is already on the ocean and the ties are delivered on the line.
From Thompson’s Station northward to Westfield Flats, a distance of 27 miles, the work has been under contract about two years and progressing steadily at heavy points, and about one-third done. The remainder of the main line from Walton to Westfield Flats, a distance of 30 miles, has not been put under contract. The only other incomplete work on the main line not embraced in the foregoing, is the Shawangunk tunnel, and I would here remark that nothing connected with the enterprise has been so persistently used by our opponents to discourage subscriptions and throw discredit on the management is this tunnel, many predicting that it would take five years to build and cost a million dollars, but thus far the work has gone steadily forward at the contract price. The headings are advanced 2,850 feet into the mountain leaving to complete it a distance of 950 feet. The contractors have passed through the hard sandstone grit at the west side of the mountain, and are now working at both ends in the slate rock, through which the tunnel on the east side has been driven. The work can be completed in six months.
The company is authorized to build he following branches: New Berlin Branch, 22 miles; Delhi Branch, 16 1/2 miles; Auburn Branch, 75 miles; Ellenville, 7 1/2 miles - total, 121 miles. Of these branches the New Berlin and Ellenville are finished and being operated, The Auburn Branch is finished to DeRuyter, except the blasting of a portion, and is graded to Truxton. The remainder of the Auburn Branch is not yet under contract. The Delhi Branch is nearly graded; the unfinished portions being the sections near Walton and recently located. All the work under contract on the branches can be completed by the middle of July. The iron for the track is purchased, and is being delivered in New York, and the ties are delivered on the lines.
To recapitulate: Of the main line from Oswego to Middletown, 232 miles, there is finished and in operation 154 miles, nearly graded and iron partially laid, and to be operated not later than July from Sidney to Walton, 21 miles; one-third graded from Thompson’s to Westfield Flats, 27 miles; not under contract, 30 m miles - total, 232 miles - of the branches, 121 miles. The New Berlin Branch and Ellenville are now in operation, 29 1/ miles; on the Auburn Branch iron is laid to DeRuyter, 29 miles. From DeRuyter to Truxton, will be ready for the iron in the summer, 8 miles; not under contract, Truxton to Auburn, not under contract.
The equipment of the road is as follows: Locomotives, 22; passenger coaches 17; baggage cars, 7; baggage and smoking cars,5; flat cars,192; box cars, 175; stock cars 10; coal cars, 196.
The laying of track has been quickly followed with a line of telegraph. Offices have been established at all the principal stations where the movements of trains could be facilitated, and the general interest of the company promoted by instant communication, and also where the receipts of this department would be augmented by the transaction of commercial business for the general public. The company are now operating about 200 miles of telegraph on their main line and branches north of the Susquehanna; it has principally been built by special subscriptions of citizens along its line. The company having secured sufficient means, will in a few days commence the construction of a line over its road in the southern counties of New York, touching the principal towns in Orange, Ulster and Sullivan. The receipts of this department have been entirely satisfactory, in many cases at some stations the earnings have paid the monthly cost of maintaining the station. Our relations with the two great commercial Telegraph companies of the country are most friendly, permitting us to send and receive business for all parts of the country and the world. With a completed through line to New York, this important and indispensable department will contribute no small portion of the earnings of the company.
When it is remembered that all this great work has been accomplished in the short time of two years and a half, the success which has attended it must be a source of congratulation to the stockholders and everyone connected with or interested in the enterprise. It is the result of constant labor and energetic effort of harmonious counsel in the management, and cordial support and assistance from the commissioners and stockholders. Should the same harmony prevail during the construction of the balance of the road I see no reason to doubt as certain success in the future as in the past.
The line of road through the State of New Jersey will be over the road of the New Jersey Midland Railway Co., which is leased perpetually to this company. I am able to report very favorably of the progress of that road - the grading is far advanced, and iron is being laid at several points. It is expected by its officers, and from my personal knowledge, I have every reason to believe they will succeed, to open the road for business from New York to the State line not later than August next. This will connect with the portion of our road now running from Middletown northward. It is, therefore, safe to expect that before the snow flies again the main line of the N.Y. & O.M. R.R. Co. will be fully completed from Oswego to New York City, except that portion lying between the east branch of the Delaware River and Liberty.
I will add further, that while we pay but 7 percent per annum upon the actual cost of the New Jersey Midland Railway, it is confidently expected that its earnings will be largely in excess of the rent paid. An immense business is awaiting the opening of the road, both in passengers and freight. The N. J. Railway Company Co. has purchased the Weehawken ferry property, with a large front on the river which will give ample facilities for business at the New York terminus. It has been a subject of much anxiety to tis company as to how and where they could secure good frontage on the river opposite New York City. This purchase , at a moderate price, has settled the matter very satisfactorily.
The earnings of the road for the year ending Sept. 30, 1870, as shown in our report to the State Engineer, were: From all sources, $300,988.70; while the expenses for the same period were $167,509.24; the interest on the first mortgage bonds for the same period was $120,645 - leaving earnings of $21,834.52. This is for the main line from Oswego to Sidney and the New Berlin Branch, a distance of 147 miles. It must be remembered that the 147 miles were not operated for the whole year, and were gradually brought into use as follows: from October, 1869 to November 25, 1869, 32 miles; from November 25, 1869 to June 15, 1870, 100 miles; from June 15, 1870 to August 1, 1870, 125 miles; from August 1, 1870 to September 30, 1870, 147 miles; or 31 miles in two months, 109 miles in 6 1/2 months; 125 miles in 1 1/2 months and 147 miles in two months. At the time the road was opened the fall produce had nearly all been forwarded, so that we lost a large amount of freight which we should have secured had we been able to open the road a few months earlier. In order to correctly understand the business which has been developed on the line, we should take the earnings from July 1st to December 31st, 1870, during which time the whole 147 miles, with the exception of the New Berlin Branch for one month, were in operation, which were $196,791,64. This is exclusively from the local freight and passenger business, and is a fair average for the year. It was expected that the business of the road would have been largely increased by the coal trade of the Delaware & Hudson Canal Co., but owing to the delay in construction of the Jefferson Railroad, over which the supply was to reach our track, no coal was delivered until the month of November, at which time dealers and consumers had generally supplied themselves from other sources; but notwithstanding this fact, quite a large demand was created for the coal and in the month of January we transported between 6,000 and 7,000 tons, when the stock became exhausted in consequence of the miners’ strike.
The coal company have about completed arrangements to market over our road during the coming year not less than 300,000 tons of coal whenever the trouble at the mines ceases. If they should succeed in this and I am confident they will, the earnings from this source, added to the business already developed, will show a capacity on this end of the road to add seven percent upon its cost, and the same business, if allowed to go to New York over our road, will add largely to our earnings instead of feeding other lines, as at present.
The road from Middletown to Ellenville and Thompson’s Station, opened in January last, has already in the middle of winter, developed a good business - more than sufficient to pay expenses, notwithstanding an expensive transfer over the Shawangunk mountain, and fully meets our expectation. With the tunnel completed and connect made with New York by the N. J. Midland in a few months the business can be conducted much more economically, and will increase and become profitable. We have in our business made close connections with the Rome, Watertown & Ogdednsburg Railroad at Oswego, the New York Central Railroad at Oneida, the Utica, Clinton & Binghamton Railroad at Smith’s Valley, the Delaware, Lackawanna & Western Railroad at Norwich, the Albany & Susquehanna Railroad at Sidney Plains, and the Erie Railroad at Middletown. With all of those companies we have maintained cordial business relations, notwithstanding the conflicting interests in competing for business at many points.
The D. L. & W. R. R.Co. having leased the U.C. & S.V R.R., have thereby acquitted the coal trade of the city of Utica, and negotiations having been opened on the part of the U.C. & B. R.R. Co. for a lease of their road to this company, it was determined, on consultation with the D. & H. Canal Co., to lease their road on a basis of a cost of one million, at seven per cent per annum, on consideration they would make connections with the New York Central at Utica, and construct an engine house and depot at the same place. They are now engaged in carrying out the provision of the contract, and as soon as they have complied with the conditions we will take possession of the road. It is expected that this connection, with its short line and favorable grades from the Chenango Valley to Utica, will increase very much the business of the main line in passengers, coal and other freight. A road is now being built from Rome to connect with this road at Clinton for coal business.
We have also leased the Middletown & Crawford Railroad, leading from our road near Middletown to the village of Pine Bush in Orange County a distance of about ten miles, at an annual rent not to exceed $20,000 per mile. This road runs through one of the best milk districts of the State, and will contribute largely to the earnings of the main line - the carrying of milk into New York City having been found a very profitable business for railroads, being steady and uniform throughout the year.
Such is briefly the history of your enterprise and its condition at this time, and in the progress we have made in the rapid construction of the road in the financial success of our labors, and in the position, credit and standing we have acquired throughout the country. I challenge comparison with any similar enterprise in this State, or the United States, except, perhaps, the Union and Central Pacific railroads, whose large government subsidies enables them to accomplish that which no individual enterprise would have dared to attempt.
Taking into consideration the fact that this road connects the great chain of lakes on the north with the seaboard at the city of New York by the shortest possible route, that it runs through a country already thickly populated, filled with thriving villages and cities, with a large manufacturing and agricultural interests already developed and increasing that must pass over this road, the coal and merchandise to supply tis immense belt of country. Its southern terminus is in the city of New York, the commercial center of the nation, coupled with the fact that its cost will be greatly less than that of any competing road. I again reiterate what I have always claimed, that this road must immediately on completion become one of the most successful and profitable railroad enterprises of the country.
(The newspaper article also noted)
The report was highly satisfactory and well received by the stockholders. The election of a Board of Directors was next in order, with the following result, the present managers with much unanimity being chosen:
Dewitt C. Littlejohn, Cheney Ames, Oswego; William Foster, Cleveland; Dewitt C. Stephens, Oneida; J. Warren Marchant, DeRuyter; E.T. Hayes, John A. Randall, Norwich; John R. Clark, Oxford; Henry E. Bartlett, Walton; A. C. Edgerton, Delhi; Edward Palen, Fallsburgh; Henry R. Low, Monticello; Elisha P. Wheeler, Middletown. Inspectors - Christopher A. Walrath, Virgil Ball, Oneida; and Simeon B. Armour, Stockbridge.
The officers of the Board will probably remain unchanged, with the exception, perhaps, of the Executive Committee.
Oneida Dispatch
September 9, 1870
The Shawangunk Tunnel. - The boring of the Shawanunk Mountain for the Midland has now progressed so far that this arduous undertaking may be said to be considerably more than half accomplished. The heading at the cast end bas now reached about 1,600 feet from the entrance, and at the west end about 500 feet. The whole length of the tunnel is about 3,850 feet, but a very considerable part of the task to be done was tie approach at the western end, now entirely leveled to the grade of the road. The survey for a temporary track over the mountains by the side of the wagon road has revealed so steep a grade that the idea of using such a road has been abandoned. Locomotives could draw a few cars easily over it, but the danger and difficulty of the descent would be so great that it is thought best not to undertake it. So the iron and other materials will be brought
over in wagons from the “horse shoe” on the west side, to the east cud of the tunnel, and from that point the rails will be laid eastward until they meet the track layers going
westward from Middletown.
Oneida Democratic Union
Thursday, August 14, 1873
MIDLAND ARRANGEMENTS. - The Oneida Midland passenger depot will be thrown open for business on Monday morning, the 18th inst., without fail, also after which time passenger trains will cease to run up in the village as at present.
The passenger rooms of the new depot, through the orders of Supt. McKinley have been out in excellent shape by E. B. Whitney, ticket and freight agent at the station. The ladies’ sitting-room attached. The gentlemen’s sitting-room is somewhat larger, being 24x40 feet.
The ticket and telegraph office is about 12x16 feet in size, and is well planned for convenience. These rooms have been fitted up in first-class style with elegant gas-futures and everything calculated to render them agreeable and pleasant. A gentleman by the name of Hopcraft is to act as telegraph operator and ticket clerk.
The seats in the passenger rooms at present will accommodate fifty, but we are informed that more commodious cushioned seats have already been ordered, and will too take the places of the ones already there.
The freight office consists of two rooms, each 18x20 feet in dimensions, which are already in good shape, containing the necessary desks, furniture, &c. The office of Fuller & Angel, wood contractors for the company, is also on the same floor. They occupy a well-finished room 18x20 feet in size. Dermot Kelly, the company’s advertising agent, has a snuggly arranged little office, also on the second floor.
The restaurant, 66 feet in length by 30 feet in width, will be in operation within a week’s time, though it is yet unknown who will have that department in charge. The restaurant had a cook-room, a kitchen and a parlor attached. The platform from this eating-room to the track will be about 30 feet in width, while the one in front or the main depot depot about 20 feet in width, with a plank eight feet wide leading to the highway.
Here we might add that a new plank walk, somewhat elevated, of the same width and having open railing, will extend along the south side of the street from that point to the bridge in front of Berry’s tannery.
The gas-pipe leading to the depot will be laid on the opposite site of the street in the course of a few days. Freight trains will conveying freight from and to all points along the line between Oswego and New York today (Thursday). Midland timetables for passenger trains will be distributed on Friday and Saturday of this week.
Oneida Democratic Union
Thursday, August 14, 1873
Opening of the Midland. -As we informed our readers last week, through passenger trains are to commence running on the Midland through to New York City, on Monday next, at which time all passenger trains will stop at the new depot on the flats. The first through train passes Oneida about 8 p..m.
Oneida Democratic Union
Thursday, August 14, 1873
The best fishing grounds in the State are in close proximity to Fish Creek station, on the N.Y. & O. Midland. The most ample accommodations for parties who delight in the sport can bed had at the Spencer House, at the station, kept by our genial host. H. M. Gifford, who as hotel keeper has not superiors.
Oneida Democratic Union
Thursday, August 14, 1873
The Midland Railroad Company has made Middletown the terminal of the eastern and middle divisions, and will locate the principal machine shops there.
The general office of the New York and Oswego Midland Railroad is now located at 111 Liberty st., New York.
Oneida Democratic Union
Thursday, August 14, 1873
Paid Off. The Midland Company paid their hands on this section one month’s wages on Saturday last week.
Oneida Democratic Union
Thursday, August 14, 1873
The Midland. - The first through freight train from New York passed over the Midland on Tuesday of last week loaded with iron for the Oswego shops.
Oneida Democratic Union
Thursday, August 21, 1873
The Midland. - The New York and Oswego Midland is now open for the transportation of through business between Oswego and New York. Fast express freight trains starting from each end of the road every twenty-four hours make the through run in the short time of thirty-six hours.
Freight received at Oswego, Fulton, Oneida and all principal intermediate stations for New York, and delivered at Pier 23 North River, foot of Vesey st., New York. Freight received tag Pier 23 for Paterson, Franklin, Middletown, Sidney Plains, Norwich, Earlville, Oneida, Oswego and intermediate stations.
Oneida Democratic Union
Thursday, August 21, 1873
Carried Free of Charge. - Baggage is conveyed by the Midland Co. from one railroad depot to the other in this village is carried free of charge.
Oneida Democratic Union
Thursday, August 21, 1873
Better Accommodations. - For the better accommodation of way passengers, freight trains No. 29 of the Midland going east, and No. 30 going west, both due at Oneida at 12:14 P..M., will have passenger coaches attached next week.
Oneida Democratic Union
Thursday, August 21, 1873
A Fine Walk. - A new plank walk is being built from the Midland depot in this village to Geo. Berry’s tannery, eight feet in width, with railing, and raised some three feet above the highway. We learn the road is also to be raise to the level of the walk.
Oneida Democratic Union
Thursday, August 21, 1873
The Midland Eating House. - S. R. Frank has leased the Midland Company eating department in this village, and is now busy cleaning and putting the same in shape for business. He is no fraud at serving good edibles.
Oneida Democratic Union
Thursday, August 21, 1873
Opening of the Midland. - One of the great events of this age is the opening of the Midland Railroad from Oswego to New York. The casual Observer cannot appreciate the magnitude of the work nor the great obstacles surmounted in its construction - being mostly on a new and novel plan.
Much fault might be found by the regular skeptics, who could see nothing wrong in the Pacific Railroad matters, where millions of acres of the choicest lands and millions of people’s money was donated by Congress towards the construction thereof, and yet the stock and bonds are worth about the same as the Midland’s.
The road is a great public benefit that section of country through which it passes, and can be made profitable to just that extent which may arise from the public patronage. Railroading, like any other branch of business, must have patronage to pay. Those who directly or indirectly have an interest in the Midland should bear this in mind and govern themselves accordingly.
It is entitled to the public favor, and should receive it. The history of all railroads has shown it to be a fact that just before or soon after the opening the stock went very low and bonds at a discount. Take courage, friends, there is a better time coming for the New York and Oswego Midland.
Oneida Democratic Union
Thursday, August 21, 1873
Midland Mail Inconvenience. - The new arrangements on the Midland R.R. subjects the people along the line to great inconvenience as regards receiving southern mail. Saturday’s mail, unless taken from the post-office Sunday morning, cannot be had until Monday; while the mail of Sunday and Monday cannot be received until Tuesday morning. These great inconveniences should be corrected by the company immediately. Before this last change mail was received with regularity, save during winter months.
Excursion train at Oneida, August 11, 1940. The NYO&W retained the best steel coaches and the two steel observation cars until late in World War II.They were leased out to the Seaboard Air Line and Atlantic Coast Line. At the end of the leases the two observation cars were returned to Middletown but the balance of the steel coaches went to dealer Morrison Supply in Buffalo for resale. (Robert F. Collins collection)
Same day, same place, same photographer
West Shore (New York Central) Depot at Oneida, N.Y. with New York, Ontario & Western R.R. passenger train at ground level.
Oswego Times
December 15, 1873
The Midland. -Mr. Caleb Huse, of Perth Amboy, has been appointed Superintendent of the Midland, to have charge of the Division of the road between Norwich and Oswego, - office in Oswego. Mr. Huse is already in this city, and is earnestly looking into the business affairs of the road, making the acquaintance of our businessmen, etc. He is a graduate of West Point, but has turned his attention to railroading, and doubtless our business men will not only find him a gentleman to deal with, but an efficient and energetic business man.
Supt. Huse learned that the business of the road is steadily increasing, and that it is the policy of the receiver to cut the expenses down to the lowest point possible consistent with efficiency, and that the first earnings of the road, over its expenses, will be used to pay the hands have so long remained unpaid. He informs us that the feeling towards the road, even by those who have remained so long unpaid, is remarkably friendly, under the circumstances.
He was surprised that the feeling among the unpaid employees partook so little of bitterness, and attributes it to the intelligence and good sensed of the parties so deeply concerned. He says it is the opinion of the present managers of the road that it is more than paying current expenses, and if so, there will soon be a fund from which to discharge some of the indebtedness to the unpaid workmen.
At Middletown the road now forms a connection with the New York and Erie Road. and freight going from Oswego, over the Midland, has all the facilities for handling in New York possessed by that road.
We bespeak for Superintendent Huse that courtesy and consideration due a gentleman and efficient business agent, especially as he represents here an enterprise in which our city, as a whole, and many four citizens personally have a deep interest.
Archibald C. Powell
(Onondaga Historical Association)
Builder’s stone at the so-called “Yankee Hill Lock 28” at Fort Hunter.This a popular New York State historic site in the Mohawk Valley.
Early Chief Engineers of the New York & Oswego Midland Railroad
Part 1 -Archibald C. Powell
by Richard Palmer
When it came to construction the board of directors of the New York & Oswego Midland Railroad left it to the chief engineer to get the job done.It was a tough job and only the best could do it.The Midland proved a challenge because it passed through some of the roughest country in New York State. But Archibald C. Powell of Syracuse proved equal to the job by doing much of the early engineering and surveying work.
By the mid 1860s he had long since proven himself a capable civil engineer.He was the Midland’s first chief engineer and was equal to Midland President D.C. Littlejohn in making long-winded speeches promoting the railroad.
After graduating with a a degree in engineering from Hobart College in Geneva, he worked on many canal and railroad projects.He left his mark on the Erie Canal.His name, as resident engineer, is carved in the builder’s stone at Lock 28 of the Second Enlargement at Fort Hunter, in the Mohawk Valley.This was completed in 1841.Then, he became resident engineer for the Auburn & Rochester Railroad.
Powell was one of many professionals with impressive credentials hired to build and managed this railroad in its formative years.He was active in Syracuse business and politics. But he soon found it uncomfortable to remain with the Midland.He felt betrayed when the Syracuse Common Council rejected plans to allow the Midland to pass through the city - a plan which he had greatly supported - especially since in 1864 he was mayor.In 1867 he was an unsuccessful candidate for New York State Engineer and Surveyor.The Board of Directors accepted his resignation at a meeting in Oneida on February 6, 1868.
Besides owning and operating his own iron foundry business called A. C. Powell & Company on West Fayette street,Powell also continued to work on canal and railroad projects.After leaving the Midland he accepted a request from the Austrian government to act as consulting engineer on a proposal to make the Danube River navigable.He traveled with his family to Europe, remaining there for two years.Returning home, he was soon asked to survey the Syracuse Northern and West Shore railroads.
In community life, he was also Salt Superintendent, a job requiring management of the New York State salt lands on Onondaga Lake.He was a trustee at Onondaga County Savings Bank. He served two terms on the Onondaga County Board of Supervisors and was a member and vestryman of St. Paul’s Episcopal Church.(1)
(1) Powell was born in Geneva July 25, 1813. He and his wife, the former Frances Gabriella Franchot, had four children and lived on the fashionable James Street area of Syracuse. He died on September 10, 1884 while on business in Quogue, Long Island. He is buried in Oakwood-Morningside Cemetery in Syracuse.
William B. Gilbert
Archibald C. Powell was quickly succeeded by William B. Gilbert of Albany as chief engineer of the New York & Oswego Midland Railroad. Gilbert was born June 16, 1810 in Rome, N.Y., on of Ephraim and Zilpaly (Fellows) Gilbert.He entered Norwich University in Vermont in 1826 and graduated in 1828.His first railroad work was as a rodman during survey work on a proposed railroad from Canandaigua to Geneva in 1829, and assistant engineer on the Mohawk & Hudson, working with the famous railroad, canal and bridge civil engineer, John B. Jervis of Rome.This was the first railroad built in New York State. After that he was assistant engineer on the Saratoga & Schenectady, New York & Harlem and the Havana & Renan in Cuba.
He was chief engineer on the Buffalo & Aurora, Erie & Kalamazoo, Ogdensburg & Lake Champlain, Champlain & Connecticut River, and the Burlington & Rutland before becoming chief engineer of the Syracuse & Binghamton and then superintendent of the 80-mile Syracuse & Binghamton Railroad, in May, 1852.This line was opened on October 23, 1854, being the first north-south line in this region of the state. He prided himself for being able to build the line for $52,000 less than his original estimate.
Dewitt C. Littlejohn was on the Board of Directors of the Syracuse & Binghamton and this may have Gilbert’s avenue to the Midland.On April 23, 1857 Gilbert became superintendent. A locomotive was named in his honor which was the custom then.
When the first train operated over the line on October 19, 1854, Gilbert was presented with a silver pitcher by the “ladies of Homer in appreciation of his faithful and efficient services as Superintendent of the Syracuse and Binghamton Railroad.”He was chief engineer of the western division of the New York Central from 1866 to 1868. Then he was surveyor for the city of Buffalo. He joined the Midland in 1868 when the railroad was headquartered in Oneida, and later, Oswego.
“Mr. Gilbert is a gentleman of large experience in the construction of railroads.The interests of the Midland will be vastly promoted by his energy skill and ability,” the Oneida Dispatch reported on February 14, 1868. “He arrived yesterday and has taken rooms at the Eagle Hotel. From now till the first of April he will be actively engaged in getting everything in readiness for the letting of the work.”There was plenty to do, including surveying, drawing up maps and overseeing construction work.Many original Midland maps printed on vellum, remain on file in county clerk’s offices with his and the names of officers written on them. Gilbert was always known for staying calm, and for his congeniality, even when under a great amount of pressure.
The office carpets wore thin by a continual trail of people from up and down the line pleading for the railroad to pass through their respective communities, regardless of the cost.Those willing to pay for it their towns conveniently located on the Midland right of way might eventually get the railroad.A bit different was the Auburn branch even it seemed this line wasn’t likely to succeed. But it was to be a part of D. C. Littlejohn’s dynamic scheme to build to Buffalo.Also mostly engineered by Gilbert, the Auburn branch it seemed a bit more visionary than the rest of the Midland. It was a line incurring high construction costs through a territory bereft of business opportunity. Struggling for nearly a decade, it was abandoned to DeRuyter in 1879 after proving next to impossible to keep open during the winter.The balance of the line west of DeRuyter eventually went to other railroads. It was a financial failure. As a result towns paid grudgingly hundreds of thousands of dollars of principal and interest on bonds for decades after the line was abandoned. Furious, some towns went to court and successfully shed themselves of this burdening financial obligation.
One of Gilbert’s early projects was construction of an underpass beneath the New York Central mainline in Oneida in June, 1869.This required a new overhead bridge. As as a result the New York Central had to raise approaches to the bridge by two feet.The Midland headquarters was moved to Oswego in September, 1870 when the new station and office building there were completed. Gilbert’s assistant was Division Engineer William Rock.
Gilbert was always at any major or minor project he thought required his attention - even closely monitoring construction of Lyon Brook viaduct just south of Norwich in 1869.This was the most impressive and famous bridges on the Midland and was built by the Baltimore Bridge Company.
Gilbert’s first wife was Mary C. Hubbell of New York City who apparently died young. He retired in 1873 and married into the moneyed Beckwith family who had a comfortable home, a landmark in the village of Palmyra, New York. His new wife was Amelia Beckwith who he married when 70 years old. He died on September 6, 1897. His first wife was Mary C. Hubbell of New York City who he married in 1833, appears to have died young. They had several children, including Fred W. Gilbert, a superintendent on the Northern Pacific Railroad; and Mrs. George E. Russell of Great Barrington, Mass. Gilbert’s second wife, the former Amelia S. Beckwith, was born October 16, 1829. She was the daughter of Colonel George Beckwith, one of the pioneers of Palmyra and a prominent local merchant.She died April 22, 1909. They are both buried in Palmyra Cemetery. But even in old age Gilbert was frequently consulted by railroad executives from all over the country for technical advice.In 1882, he obligingly surveyed the newly-formed Boston, Hoosac Tunnel & Western, a 46-mile line between North Adams, Mass. and Mechanicville that became part of the Fitchburg and then the Boston & Maine in 1887.
Occasionally he would return to visit old friends and relatives in the area. he Norwich Telegraph of September 15, 1883 noted:
For ‘Auld Lang Syne’ he took a run over the O. & W., and speaks in high terms of its road bed and equipment. His many friends are glad to see that time deals gently with the veteran engineer.
Ontario & Western Observer
Autumn 1972 Vol. 4, No. 2
New York and Oswego Midland Railroad
Between Lake Ontario And The Atlantic
Part 1
by GEORGE C. SLAWSON
(Ed. Note: This article, we feel, is one of the most important historical pieces of O&W information that we have come across to date. It is a history of the New York & Oswego Midland Railroad compiled by Mr. George C. Slawson in 1942, The original is a typewritten 23 page saddle bound notebook containing many photographs and a roster of the N.Y. & O.M. Mr. Slawson acknowledges the assistance of the NYO&W, R&LHS, Railroadians of America, Stevens Institute of Technology, Gerald M. Best, Walter Lucas, Captain Winfield W. Robinson, Archer L. Weeden and H. J. Gabriel. The present generation of O&W fans should be grateful to these men and, of course, to Mr. Slawson for his time consuming effort in recording the following information for future rail historians.
We are indebted to members W. Stanley Mumford and his parents, Elwin and Mrs. Mumford, who found this material and so generously shared it with us.)
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The New York & Oswego Midland Railroad was incorporated in September 1866, in accordance with papers drawn on December 13, 1865, and filed on January 11, 1866. It was planned to run through the counties of Oswego, Onondaga, Madison, Cortland, Chenango, Otsego, Delaware, Ulster, Sullivan and Orange in the State of New York, to the State line of New Jersey and thence to a point on the Hudson River, opposite to the City of New York. It was also planned to construct an extension to Buffalo from Norwich.
It is the purpose of this article to give the history of the railroad, without dwelling on the financial or the political skeleton of the project; difficulties of building, resulting in construction costs totaling $26,284,294.04 instead of the estimated $12,000,000; the volume of business; or the efforts made to solve (unsuccessfully)
the financial trouble that beset the line, including its step-child, the New Jersey Midland Railroad.
This history, therefore, properly begins with the grading work, which was started at Norwich, N.Y. on June 24, 1868, and consisted of a stake-driven with great ceremony - at the East Main Street crossing to mark the site of the Railroad, after which ground was broken and a few sods lifted by visiting dignitaries. Plows and scrapers were immediately set to work and the beginning of an embankment formed, Crews were soon at work at various points--from Oswego, southward; from Oneida, northward and southward; and from Norwich, northward. The crews working toward each other from Oswego and Oneida met at Constantia, while the crews working from Oneida and Norwich met at Cole's Cut, north of Eaton. The underpass below the New York Central Railroad at Oneida was made in May 1869.
During 1869 construction also started southward from Norwich and northward from Middletown. From Middletown to the New Jersey state line at Unionville it was arranged to operate over an existing railroad, the Middletown, Unionville and Water Gap Railroad, a six foot gauge affair, necessitating the installation of a third rail, the broad gauge being required for interchange with the New York, Lake Erie & Western (now the Erie). The Southern or New Jersey portion of the railroad presented tremendous difficulties because of overlapping charters of unbuilt railroads, and it was not until 1870 that order was brought out of the chaos and construction started on a supposedly separate railroad, named the New Jersey Midland Railroad., whose bonds, however, were guaranteed by the New York end Oswego Midland.
Beginning in April 1869, the Rhode Island Locomotive Co., began delivering locomotives, and delivered a total of fourteen wood burning 4-4-0 engines by the end of the year (#1-14). All of these were named as well as numbered, the names being either for counties or towns, through which the right of way passed.
This practice continued as long as the N.Y.& O.M. was in corporate existence, although six locomotives (including one from the New Jersey Midland) were not named according to this system, and will be noted in the proper places in this article, The first passenger train on the main line was run between Oneida and West Monroe on August 29, 1869 for the transportation of hop pickers. It was drawn by locomotive "Delaware," #4, Edwin Williams, engineer, and James T. Purdy, conductor.
However, at about 9:30 the previous evening, the first locomotive was run on the corporation at Norwich as the result of a wager. This noble act was performed by locomotive "Madison", #2, Pat Crain, engineer. A few days later, the same locomotive and engineer ran over and killed a pack peddler at Norwich- the first fatal accident on the railroad. On November 26, 1869 regular passenger and freight service was started between Oswego and Norwich (106 miles). In the mean-time, and coincidental with the main line, the Utica branch was in the process of construction.
This was built under a different name - the Utica, Clinton & Binghamton-and was completed from Utica to the N.Y. & O.M. at Smith's Valley (now Randallsville), nineteen miles north of Norwich, in time to bring twelve cars of Knights Templar and Masons from Utica and Waterville to a Masonic Banquet at Norwich on October
8, 1869. New York & Oswego Midland equipment was always used on this line. By December 1869, the N.Y. & O. M. possessed fourteen locomotives, two hundred and seventy five freight cars, twelve passenger cars and six baggage and smoking cars.
The year 1870 saw the delivery of eight more locomotives to the railroad, all of them built by Rhode Island, the first six being wood burners and the other two coal burners. The wood burners were soon converted to coal burners and by the end of the following year, wood was no longer used as a fuel. These eight locomotives consisted of four 4-4-0's (#15-18), two 2-6-0's (#19-20) and two 0-4-0's (#21-22).
Construction was pushed ahead in this year, both on the main line and the branches. The main line was extended southward from Norwich to Sidney Plains, and northward from Middletown to the Shawangunk mountain range near Bloomingburg, where the necessity of a long tunnel held up construction. While the tunnel was being bored one of the locomotives assigned to construction work was laboriously hauled over the mountain by horses, and construction continued on the other side of the uncompleted tunnel. The branch from Middletown to Pine Bush, known as the Middletown & Crawford Railroad, came into being during this year, as did the Rome extension of the Utica, Clinton & Binghamton. The Auburn branch, the line intended to run from Norwich to Buffalo, was well under way, working northwest from Norwich.
In the following year, 1871, sixteen more locomotives arrived on the N.Y.O.& M., the first six purchased from Rhode Island, and the other ten being the first installment of a thirty-six locomotive order placed with the Baldwin Locomotive Co. The six from Rhode Island consisted of four freight moguls (2-6-0) (#23-26) and two yard engines (0-4-0) (#27-28). The Baldwin locomotives were all 4-4-0's, (429-38) with the sole exception of one 2-6-0 (#33). The last of these (#38) was a very light engine with an extremely fancy inspection body, including bay window effects behind the boiler and a large glass window in the front, the stack being divided to permit a better view. However, this did not prove a very successful idea and the conventional long straight stack was soon installed.
During this year (1871), construction went ahead slowly on the N.Y. & O.M. main line. Proceeding southward from Sidney Plains, it was necessary to bridge the Susquehanna River, construct a large trestle (at Maywood), and, because of the expense involved, work was started on a double switchback over Northfield Mountain, thereby eliminating an expensive tunnel. Proceeding northward, the Shawangunk Mountain range was still holding up progress, although the lone locomotive working on the north side of the mountain made heroic efforts to lengthen the line over which nothing ran besides its own trains. Work on the branches, however, progressed more rapidly.
The New Berlin branch came into being, and the Auburn branch was extended to DeRuyter. During the spring of 1871, the second fatality occurred on the N.Y.& O.M. when a handcar caused the death of a man on the Auburn branch. This branch was opened to traffic on July 28, 1871 when the first passenger train left Norwich for DeRuyter. This train was hauled by locomotive "DeRuyter", #15, Emery H. Card, engineer, and David Shattuck, conductor. Although chronologically incorrect, the history of this branch will be carried on at this point by stating that in 1872 the rails were laid into Cortland, where connection was made with the Ithaca & Cortland RR which had been completed between those two named towns in 1871.
By lease agreement, the N.Y. & O.M. operated over the Ithaca & Cortland to a point west of Freeville, where it branched off to the north toward Auburn, its contemplated goal still being Buffalo. It actually reached the heights of Scipio Center, some twelve miles south of Auburn, and never progressed further. Trains began to operate between Norwich and Cortland effective June 5, 1872, and on October 30, 1872, a "grand free excursion" operated as far as Venice, a few miles south of Scipio Center. Over 5,000 people turned out for the free ride, and, as the N.Y. & O.M. had insufficient passenger equipment to handle such a gathering, flat cars were pressed into service. By December 16, 1872, regular passenger service to Scipio Center was effected, but lack of patronage soon caused a curtailment. Sporadic service, almost entirely freight, continued until 1879, when the portion of the line from Freeville to Scipio Center was sold to O.F. Peete of New York City for $25,000. The portion of the line from Cortland to DeRuyter was leased to the Ithaca & Cortland, and the tracks on the remainder (Norwich to DeRuyter) were torn up, marking the end of the Buffalo extension.
While all this activity was going on with respect to the N.Y. & O.M., its step-child, the New Jersey Midland, was slowly growing up. This road, unlike the various other railroads which were organized, built and swallowed by the N.Y. & O.M., always maintained a more or less separate entity, although it had an interlocking directorate, and made no pretenses that it was not a part of “the great Midland system."
Construction started on the New Jersey Midland in 1870, and during December of that year the first locomotive, #1, arrived and performed ably over the four miles of track then in existence, being used largely for construction work. This locomotive was a wood burning 4-4-0, being the first of two similar locomotives which were purchased from Rogers Locomotive Co. It was originally intended to name these locomotives the D.C. Littlejohn" and the "C.A. Wortendyke" after the presidents of the N.Y. & O.M. and the New Jersey Midland, respectively. It was then decided to change the names to "Passaic" and "Bergen" after the two counties through which the road ran, but although #1 was named the "Passaic" in accordance with the amended plan, #2 was delivered on April 5, 1871 with the originally planned name of "C.A. Wortendyke." Both of these were changed almost immediately to coal burners. Also during the year 1871, three more Rogers coal burning 4-4-0's, intended for freight use and therefore equipped with smaller drivers, were delivered to the New Jersey Midland (#3-5). These were named after towns on the line. These five locomotives comprised all the power purchased directly for the New Jersey Midland, and as they were insufficient for the rapidly- extending line, several of the Baldwins delivered to the order of the N.Y. & O.M. in 1871 (1.e.; #29 "Sussex", #30 "Minisink", #33 “Franklin", #34 "Hackensack", #37 "“Sandburgh" and #38 “Crawford" and perhaps others) were actually delivered to the New Jersey Midland tracks, which did not yet connect with the N.Y. & O.M. Perforce, they remained on the New Jersey Midland until the two railroads were officially joined, via the Middletown, Unionville & Water Gap, on April 2, 1872, after which they were used more or less interchangeably. These Baldwin locomotives were not lettered "N.Y.& O.M." as had been the Rhode Island locomotives, but were lettered "N.Y.Midland R.R." apparently for the purpose of lending emphasis to the connection between the two railroads.
Construction on the New Jersey Midland was completed at the end of November, 1872, when a connection was made with the New Jersey Railroad and transportation Co., (Pennsylvania Railroad), the last three and one half miles to Jersey City being over their tracks.
With the joining of the two railroads, a new complication arose as there were now two sets of locomotives bearing numbers 1 to 5, inclusive. This problem however, had been foreseen, and the New Jersey Midland engines were renumbered #70 to #74, although they retained the "N.J.M. Ry" lettering and were usually used on this section.
Since the locomotives were not made with an extended front end smoke box, each was therefore fitted out with a long straight stack, but, because of the hazard of fire along the right-of-way, diamond stacks were installed as better spark arresters on most of the locomotives. According to the June 18, 1872 issue of the Paterson Daily Press, "Three Midland Railroad locomotives had their smokestacks knocked off at Jersey City yesterday by low bridges and gates. The engines presented a wild spectacle as they came puffing along, headlessly, and passed through Paterson to the repair shops at Wortendyke."
Also during the year 1872, construction was progressing on three other portions of the “railroad system." The Montclair Ry., an abortive effort of the N.Y. O. & M., was put in operation from Newark, N.J. to Greenwood Lake, crossing New Jersey Midland near Pompton. This line was planned to continue to northward to Middletown, but the intervening mountain range proved too great an obstacle and no further construction was done on it, although it did provide an entrance to Newark on the N.Y. O. & M. The long awaited tunnel near Bloomingburg (Shawangunk Mountain range) was completed on February 2, 1872, and, as a result of the track laying that had already been done on the north Side of the tunnel trains could operate to a point a little past Liberty. The branch to Ellenville was also started this year, and was completed the year following. Working southward the rails were laid to Hancock Junction (Cadosia} where an uncompleted tunnel held them up. The branch from Walton to Delhi was nearly completed, too,
A considerable number of new locomotives were delivered to the N.Y. & O.M. during 1872, Baldwin was supposed to deliver two locomotives a month on their order, and did deliver a total of twenty within the year, although not always at the Specified rate. These were #39 to #58, and were divided into four classes: eight were 4-4-0's (439-42, 44, and 54-56), one was an 0-4-0 yard engine (#46), and the balance were 2-6-0 freight locomotives, except #48 and #53 which were 2-8-0's, and unusually heavy power for their day.
It has been stated these latter two were for pusher service over the Northfield Mountain Switchbacks, although this may not have been the actual case. The Rhode Island works also delivered five locomotives, two being 2-6-0's (#78, 79) and the other three 4-4-0’s (#80-82). The N.Y.O. & M. arranged to purchase three small light 4-4-0 locomotives from the McKay Iron & Foundry Works (not McKay & Aldus, as sometimes claimed) which had been built for the order of the New Jersey Southern Railroad, and which were apparently never delivered to that road, although they were complete even to painting.
These bore the names of "Hamilton", "Wawciagin" and "Neskeglowitt" and were numbered 75, 76 and 77 respectively by the N.Y. O. & M. During the same year, a right of way dispute came to a head, involving Mr. Rogers of the Rogers Locomotive Co., part of whose land was crossed by the New Jersey Midland. This argument was intensified because Mr. Rogers, the local press and the citizens of Paterson (site of Rogers Locomotive Works) were openly annoyed because the N.Y. O. & M. was not buying its locomotives from a "home industry."
The reason was simple. The locomotives were perfectly satisfactory as attested by the five purchased by the New Jersey Midland, but the financial stipulations did not appeal to the NY&OM. However, in order to help settle the dispute, Mr. Rogers agreed to more liberal terms whereupon two locomotives were ordered, and were delivered late in 1872.
These were the #69 "Rip Van Winkle" and the #79 “Ramapo." These last five locomotives mentioned were not named after towns on the right of way, and, together with the New Jersey Midland "C.A, Wortendyke," formed the six exceptions previously mentioned. The purchase of these Rogers locomotives formed another duplication of number, this time with respect to #79, and even though locomotives went by name rather than number in these days, the Rhode Island #79 was hastily changed to #68.
Shortly thereafter two events took place which are recorded by hearsay only. The first event was a number shuffle as the result of a comedy of errors. Locomotives #78 and #68 (the former #79) similar engines, were in the repair shop at the same time. Reputedly, some mechanic, whose education in reading had not sufficiently progressed for him to have mastered the intricacies of Rule G, placed the front plate of 378 and #68 in error. As a direct follow-up, the headlamp of #78 was installed to agree with the plate, and in due course #78's tank was attached, and the engine put on the road. By the time the error was discovered the #78 (nee #68) was far afield.
As the only remaining step necessary to complete the transition was to change one small number on each side of the steam dome, this was done on the road, and the office records changed to agree with the new order of things. In the meantime, the original #78, having fallen heir to all the accoutrements of the #68, took that number for its own, although it was rechristened, coming out of the shop as the "Utica" instead of the "Cortland."
END OF PART ONE
Due to the length of the original manuscript and to the fact that we like to cover a variety of interest in each issue, this history of the Oswego Midland will be in at least two parts.
Ontario & Western Observer
March 1974 Vol. 4 No. 4
Part 2
The second event was much more serious. The N.Y. O. & M. had become more or less reconciled to wrecks; small ones, such as derailments, etc., being the ordinary run of the day, and wrecks resulting in loss of human life being not too unusual (about two a year). But now occurred a really serious wreck which resulted in the complete demolition and removal from the roster of locomotive #13 "Norwich."
This must have been quite a wreck, because other wrecks, such as New Jersey Midland #1 (N.Y. & O.M. #70) “Passaic" falling through the Saddle River Bridge, or #58 "Rockland" and #36 "Middletown" meeting head-on, with a resultant fourteen dead or injured, did not prevent the locomotives from being repaired and put back in service.
It is regretted that no records are available to give the details, but according to old time employees of the successor railroad, #13 "Norwich" apparently blew up somewhere on the Northern Division. Then came 1873! This year marked the final rise and the complete downfall of the New York & Oswego Midland Railroad, the latter being commonly attributed to the depression of 1873, although this probably did no more than hasten the end.
The two ends of the railroad finally met at Swirling Eddy, N.Y. on July 9, 1873 and the line from Lake Ontario to the Atlantic at last became a reality. The first through train, a freight laden with flour, left Oswego on July 10, 1873, reaching Jersey City twenty four hours later. The first passenger train left Jersey City on August 18, 1873, reaching Oswego the same evening. On September 19, 1873, almost exactly one month after passenger service had been inaugurated over the completed railroad, a Receiver for the New York & Oswego Midland was appointed in the person of Mr. Abram S. Hewitt.
Notwithstanding the precarious financial situation, twenty one locomotives were delivered to the N.Y. O. & M. in 1873 before the Receiver was appointed. These consisted of six 2-6-0 engines (359-364) comprising the final installment of the thirty six locomotive order placed with Baldwin in 1871, and fifteen locomotives from Rhode Island, five of which were 4-4-0's (#85-90 except #89) and eleven 2-6-0's (91-101). The. first of this group, #85, was named the "Norwich" to take the place of #13 which had passed out of the "Middletown" picture. The #89 "Oakland," had been ordered built; and even painted and lettered, but since a flaw developed, it was not delivered with the others.
By the time the defect was remedied, the debacle had overtaken the N.Y. O.& M., and the locomotive never did come to the railroad, being leased instead to the Boston & Providence Railroad, and later sold to the Providence and Worcester Railroad as their "Columbus."
It was obvious the N.Y.O. & M. planned a roster of exactly one hundred locomotives, more for advertising and probably bond prospectus purposes than any real need for this many locomotives. With the destruction of #13, an additional locomotive was required to fulfill this plan, and whether from superstition or not, #13 was not replaced and thus gave rise to #101. Excluding the #89, which had supposedly been completed, five more locomotives were on order from Rhode Island and in the process of construction. Two of these were to be 2-6-0's and the others 4-4-0's. These would have been assigned to the numbers never filled on the roster--to wit: #65-67 and #83-84-and would have brought the total to exactly one hundred locomotives on the active roster.
Like the #89 "Oakland," none of these five locomotives were delivered and the roster was therefore six short of its goal. Hence, when the Receiver took over, there were ninety four active engines, and a memory of #13 "Norwich" which brought the total roster for the New York & Oswego Midland Railroad to ninety five.
Immediately following the appointment of the Receiver, the active roster began to shrink rapidly from its affluent group of ninety four. The first in-road in the total was made by the now orphaned step-child, the New Jersey Midland, which did not go into receivership at the time the N.Y.& O.M. did. The New Jersey Midland promptly took back the five locomotives (#70-74) which they had contributed to the total, and early in 1874 sold one of these (#72 "Pequannock") to the Middletown & Crawford Railroad which had also been orphaned and was without any power or rolling stock of its own. The New Jersey Midland also took over the Middletown, Unionville & Water Gap Railroad, and thus had a railroad from Jersey City to Middletown. The Rogers Locomotive Works promptly reclaimed its two locomotives (#69 and 2nd #79) which were unpaid for.
The 2nd #79 was later leased to the New Jersey Midland as their #85. The Rhode Island Company in turn, during February 1874, repossessed five of their unpaid-for locomotives (#85-88, 90) and immediately resold them to the New Jersey Midland where they were renumbered (#80-84) and renamed. The Rhode Island Works
also completed the five locomotives the N.Y. & O.M. had on order with them and sold them to the New Jersey Midland (#75-79), as this latter railroad was sadly in need of motive power.
The Baldwin Co. also had an unpaid bill outstanding, and they took back #48 and #53 (the large 2-8-0's) which went a long way toward liquidating their claims. Thus, within six months after the start of the receivership, fourteen locomotives disappeared from the roster, leaving a total of eighty. This was more than enough, as few trains were operated and business, without an important terminus, was practically defunct.
About 1874, tax collectors all along the line hit upon the brilliant idea of seizing trains for unpaid taxes, and only trains carrying mail cars were safe from seizure. Since freight trains are not normally mail carriers, this prevented the operation of the only type of train that could conceivably bring in any revenue with which taxes could ever be paid, and such an impasse was reached that it became necessary on February 27, 1875 for Mr. Hewitt, and his lately appointed co-receiver to issue the following statement, which was prominently posted on all stations and other buildings where it would be sure to attract the tax collectors' eyes and at the same time give much food for thought to the citizens of the towns along the right-of-way:
"To the Heads of Departments and all Agents of the N.Y.& O.M.R.R.
"The Receivers of the N.Y.& O. M.R.R. regret to announce that in consequence of the levy made by tax collectors upon the property of its shippers, as well as the unwarranted seizures of so large an amount of its rolling stock, and the consequent cessation of shipment and travel, that the operation of the time table No. 7, November 25th, 1874 will be suspended on and after midnight of Saturday, February 27th; 1875. Hereafter such trains will be run as circumstances will permit. Certain persons will be designated by the heads of Departments to remain in the employ. Cash will be furnished the Superintendents to pay for such services. All other persons will cease to be employed after the above date.
"As soon as practicable the amounts due the employees will be made out, and Receivers' Certificates issued therefor. The value of these will depend to a great extent on the good condition of the property, and it is strongly to the interest of the holders of certificates to prevent depredation and waste. The co-operation of all the employees is therefore requested in preserving and protecting all property, by every means in their power.
"J.G. STEVENS,
"ABRAM S. HEWITT, RECEIVERS."
At the time this order was issued the N.Y. & O.M. employed from 600 to 1,000 men, who had not been paid since November, 1874 except by script. The rolling stock consisted of eighty locomotives, 30 to 40 passenger cars, 25 baggage, express and mail cars, 500 to 600 box cars, 500 flat cars, 1300 gondolas, 100 coal jimmies, 20 stock cars, 5 snow plows, "and other cars. All the rolling cars are in decent shape...and...enough....to do three times the amount of business it (the N.Y. & O.M.) had ever had to do."
From an operating deficit of $347 in November 1874, it had an operating deficit of $37,000 for the first three weeks of February 1875, besides having considerable property attached for non-payment of taxes.
The railroad remained closed down for about a month, and brought about two very definite results. The result was that the New Jersey Midland, which until then had been hanging on the verge of utter bankruptcy, as shown by the statement that "the notes and checks of said company, even as low as $15, have gone to protest," was placed in receivership, whence it emerged in 1880 as the Midland Railroad of New Jersey, and in 1881 was reorganized as the New York, Susquehanna & Western Railroad.
The second result was that the various tax collecting authorities were convinced that the wrong approach had perhaps been taken on the subject of obtaining money from the N.Y. & O.M. and a more harmonious solution was reached, thereby permitting trains to again be operated.
About the only repairs the receivers made to the locomotives during their tenure of office were minor ones, such as repacking of cylinders and necessary adjustments, although they did occasionally consent to painting in an effort to make a good appearance. Mr. Hewitt did not approve of names on engines, and whenever one was painted the name was omitted and considerable more prominence given to the number.
But on the subject of repairs, he was firm. The N.Y. & O.M. had a profusion of locomotives and it was cheaper to run one locomotive until expensive repairs were virtually needed, place that particular locomotive in storage and take another.
This method was well gauged, and the supply of locomotives and the receivership itself ended at about the same time. Somewhere in the period between 1875 and the termination of the receivership locomotive #7 disappeared from the roster, although whether sold or wrecked isn't known.
On November 14, 1879 a sale at foreclosure marked the end of the New York & Oswego Midland Railroad. From this sale emerged the New York, Ontario & Western Railway, a railroad without an important terminal, and the possessor of seventy nine engines, mostly in bad repair.
Oswego Morning Post
December 5, 1882
The N.Y. O. & W. Railway
Years ago the Midland road rated very low in the estimation of Oswego people. Regular trips were not made, and grass flourished between the ties. Today not a better road runs out of Oswego than this Midland, under the name of the New York, Ontario & Western. Its total length, 250 miles, is in a good state of repair, particularly between Norwich and Middletown, where the track is laid with steel rails.The regular running time between Oswego and Middletown is ten hours, where close connections are made with the “Erie” or the “Jersey Midland” for New York, sixty-six miles distant.
In January or March at the latest, this company will complete an extension of the road from Middletown to the Hudson River and thence to New York. The country all along the line is exceedingly picturesque. After the first hour from Oswego, we reach Oneida Lake, and for twenty miles ride along its shore, passing from Oneida into Madison county. The hop region, where many improvements are being made on farm buildings give evidence of the “boom in hops.” Near Norwich we find ourselves upon the east bank of the Chenango Valley, and for hours it affords us a constant panorama of beautiful scenery.
Bridge one thousand feet long and in places 165 feet high, tunnels a mile in length, etc., give evidence of the great cost of the road. In some places hills or cloud capped mountains 3,000 feet high can be seen. Near Walton, a zig-zag course of four miles accomplishes but one mile, and this is a grade of 110 feet to the mile. Suggestive and attractive names, such as Mountaindale, Summitville, etc., are given to the pretty villages along the road.
Remembering D. C. Littlejohn
Steam Excavator used in construction of the Midland.
Steam excavator created in Oswego was used extensively in construction of New York & Oswego Midland Railroad.(Author’s collection)
“Rainbow Trestle” at Otselic Center was 40 feet high and 700 feet long.
(John Taibi collection)
The Midland Railroad’s ’Steam Excavator’
by Richard Palmer
There were numerous references to "steam excavators” being used on the Midland during construction days. The machines supplemented the "pick and shovel" method of railroad excavation, particularly on the Auburn branch where vast amounts of soil had to be moved quickly.The “patented steam excavator” was used by Sage and Williams, building contractors, throughout the Midland.Patented in 1870, the shovel was designed by Clinton H. Sage and Samuel B. Alger and built by John King & Co.of Oswego.Their plant was later the site of Kingsford Foundry & Machine Works on the east side of Oswego.To some extent primitive versions of excavators were used in the 1840s.
The first Oswego shovel was of the “luffing-type,” with a dipper arm attached and hinged to the boom,close to its center.This was similar to many small, rope-operated excavators where raising or lowering the boom provided the "crowding action."The Oswego shovel was advertised as built "in first class manner with framework in white Canadian oak, all gearing of cast steel, double hoist engines with 8” x 12” cylinders." It had two 25-horsepower engines and was dubbed locally as the “steam Irishman.”It was considered a very labor-saving device. In 10 hours it could excavate 900 yards of earth, doing the work of at least 90 men.
The boiler, of upright design, was large enough to "furnish an abundance of steam."The clutches were known as ‘Alger’s Expansive Friction’-types, which were said to take hold of the load gradually, and ‘thus obviate the danger of breakage incident to the use of a positive clutch.’Another Oswego shovel was known as the ‘Improved Land Excavator,’and was similar to the first, but with numerous improvements, including a mechanism that was worked by rack and pinions.The vertical boiler on this machine was 54 inches in diameter and eight feet, six inches high.The machines weighed 48 tons.The works in Oswego were destroyed by fire in 1886. How these machines were moved about minus railroad tracks remains a mystery.Presumably they were assembled and disassembled.
The shovel consisted of an iron scraper and box, about a yard square, attached to a derrick.By means of cables and pulleys the machine could be easily managed by one man.The Midland had at least two or three other shovels on order by 1870.One was also required at Sidney Plains where there was extensive deposits of clay and gravel.
At the site of Crumb Hill, the summit of the Auburn branch, or about 1,700 feet above sea level, the steam shovel was used extensively.Between 300 and 400 men were employed in the summer and fall of 1870 excavating, building trestles, laying rails and ballasting.Timbers for ties and trestles came from local forests. There was a temporary saw mill set up there capable of producing 25,000 feet of lumber in 24 hours. The excavated ground that in clouded rock, quicksand and hard pan, was hauled away to be used as road bed elsewhere. Drilling and blasting was also required in some areas.
“Excavating the Crumb Hill cut, as it was called, took a long time,”recalled Levi Reed,who lived there as a boy. He said after all the dirt that could be profitably be removed by scrapers and wheelbarrows, a steam shovel was brought in to load small cars that ran by gravity to be dumped to make a big fill.They were taken singly by men or boys with a handspike for a brake.When empty, several cars were coupled together and drawn back by a horse. This steam shovel was a wonder to us boys who had never seen anything with greater power than a three-horse tread for a threshing machine.”
The excavator on Crumb Hill could move up to two cubic yards of earth per minute. Three construction trains moved the earth, brought in ballast, rails and ties.To expedite the work, trestles were built. The plan was to eventually replace them with fill. But the line was abandoned between Norwich and DeRuyter in 1879 before this occurred.During excavation railroad officials never knew what the excavators would dig up. Usually it was native American artifacts.On December 21, 1870 the Chenango Union reported that two days before, “the steam shovel brought to light a silver pipe about the size of a common clay pipe. It was very thin and was found in a chink of cemented gravel - probably the property of some Indian chief who inhabited the vicinity years ago. Further excavations may discover other property and remains of the owner.”
This machine, created by William S. Otis, is documented as the first steam shovel ever designed to work on land. It was built in 1835, and patented in 1839. Besides the Midland it was used extensively on construction of the neighboring New Jersey Midland, Rome,Watertown & Ogdensburg, Southern Central and Utica, Ithaca & Elmira in the 1870s.There were many patents taken out on these machines at that period of time, both in America, Canada and Europe - both for railroad, street and highway use.
