REPORT
OF A
SURVEY FOR A RAILROAD ROUTE
FROM
SCHENECTADY TO OGDENSBÜRGH,
AUTHORIZED
TJnder Chap. 897, Laws of 1866.
E, F.E,ANOHOT, Chief Engineer,
A. MASON PEEK, Chief Assistant,
JANUARY 1, 1868.
ALBANY:
C. VAN BENTHÜYSEN A SONS' STEAM PRINTING HOUSE.
1868. '
^iaie of Ith) gorL
]sro. 61.
m ASSEMBLY,
Febrnary 15, 1868.
REPORT
OF A SURVEY FOR A RAILROAD ROUTE FROM SCHENECTADY
TO OGDENSBURGH.
Office of the Seceetart of State of the )
State of New Yoek, Albany, F>:hruary 15, 1868. ^
To the Honorable the Legislature :
In compliance with youi' resolution of this rlnte, I herewith
respectfully transmit a copy of the Report of a Survey for a
Railroad Route from Schenectady to Ogdensburg, authorized
under chapter 897, Laws of 1866—filed in this ofiice this day.
HOMER A. NELSON,
Secretary of State,
REPORT.
To the Hon. Homes A. Nelson, Secretary of State:
Sir—As engineer designated to made a survey for a railroad
route from Schenectady to Ogdensburgh, authorized under chapter
897, Laws of 1866, I have the pleasure of submitting, herewith, a
map and profile of the route surveyed; also make the following
KEPOET;
Immediately after receiving my appointment, I proceeded to
organize a corps of engineers to prosecute the work, at the head
of which I placed Mr. A. Mason Peek, an engineer of accredited
ability and extensive experience. Having perfected all the neces¬
sary preliminary arrangements to proceed with the survey, I
found myself baulked by a legal question being raised as to the
wording of the act authorizing the Comptroller to pay moneys
under it. This necessitated a postponement of operations until
the act could be submitted for legal advisement. This question
being satisfactorily disposed of, I commenced the siuwey at the
city of Schenectady on the 16th of July following, reaching Long
lake, in Hamilton county, on the 28th of October, that year. At
this point I suspended work, owing to unfavorable weather for
further field operations, and inability to maintain the necessary
force to pack provisions, tents and camp equipage.
These obstacles, as well as the approaching winter before me,
when surveying in that region cannot be prosecuted advantage¬
ously, induced me, as a matter of economy, to close my labors for
the season, to be resumed as soon as practicable the coming
spring.
The past spring proved very unfavorable for an early resump¬
tion of labors. I, howeyer, organized a party early in May, to
enter the field again, but owing to heavy rains, I was deterred
6
[Assesibly
from active operations until the 6th of June, when I resumed my
line of survey and carried it forward to Ogdensburgh, arriving
there on the 10th of September.
The line starts at the depot of the New York Central railroad,
in the city of Schenectady, following the track of said road
northerly about one mile to the junction of the Schenectady and
Saratoga branch of the Eensselaer and Saratoga railroad.
At this point the line leaves said roads, and runs through the
town of Gleiiville, in Schenectady county, a distance of about eight
miles. It then enters the county of Saratoga and runs through
the town of Charlton, about four miles, following the vallc}- of the
Aalplatz creek, crossing the highway leading to Charlton village
at Dawson's mills; thence through the town of Galway, a distance
of about seven and one-eighth miles, passing near Cramer's mills in
the westerly suburbs of. the village of Galway, and crossing the
Chuctanunda creek three times in the vicinity of Grinnell's mills;
thence through the town of Providence a distance of about two-
thirds of a mile, passing over Fuller's summit and crossing the
Kcneyetto creek near Hagerdorn's mills; then entering Fulton
county, it runs the town of Broadalbin, a distance of five and one-
half miles, passing through the village of Union Mills, crossing
the Amsterdam and Fish House plank road and about one-half
mile westerly of Benedict's Corners; thence through the town of
Northampton for a distance of eight and three-fourth miles, cross¬
ing the big " Valle " and entering the valley of the Sacandaga, fol¬
lowing up the west shore of said river through the village of
Denton's Corners and about one-half mile westerly of the village
of Northville. Then entering Hamilton county it runs through
the towns of Benson and Hope, a distance of about eight and one-
fourth miles, crossing the Sacandaga about three-fourths of a mile
below Hope Centre, following up the easterly shore.of said river
to the south line of the town of Wells; thence through the towns
of Wells, Gillman, Indian Lake and Long Lake, to the south line
of St. Lawrence county, a distance of about seventy and three-
fourths miles.
Commencing at the town of Wells, the line follows the Sacan¬
daga, passing through Pickloville and Wellstown to the junction
of the Lake Pleasant outlet, Avhcre the wilderness may be said to
commence. Hero the line crosses that river to the westerly shore,
following up said outlet to a point about two miles below Burn-
ham's Mills, where it crosses to the northerly side, continuing up
No. 61.] ' 1
the same (crossing Robb's brook) to the jmiction of the Valle
creek; thence up Valie creek to its summit, descending thence to
the valley of Cungemunck river, crossing that stream about three
miles above Elm lake and the Rhinelander mansion, thence up the
Cungemunck through "Oregon," passing near Burnham's and Mur¬
phy's shanties to Little Round lake, thence down its outlets (des¬
ignated as Big Brook) to Indian river, crossing it about one mile
below Indian lake ; thence to Cedar river settlement, where that
river is crossed and followed a short distance; then bearing
northerly to Rock river, crossing it about one and one-half miles
above Rock lake; thence the line follows along the easterly slope
of Blue mountain or " Mount Clinch " to Terrell's pond, thence to
Little Salmon pond. South pond and Long lake, striking the lat¬
ter near its head, following down the southerly shore and crossing
to the north side about one mile above the village of Long Lake ;
thence to Clear pond, Mud pond. Long pond. Slim pond. Strong
pond. Round pond. Little Topper's lake or " Lake Clute," and fol¬
lowing up the southerly margin of said lake, crossing South bay
to the Bog stream, crossing it and continuing on to Middle or
O ' O O
Round lake; thence down Little Tupper's lake stream about one
mile to the boundary line between the counties of Hamilton and
St. Lawrence. ' •
Entering St. Lawrence county, the line runs through the toAvn
of Atherton, a distance of about eight and three-quarter n]iles,
following the last named stream a short distance, crossing it and
continuing down the same about one mile to Bog river, then turn¬
ing westerly up the southerly margiu of said river to Winding
Falls, then crossing to the northerly side, and continuing along
said stream to the outlet of Horse Shoe pond, where the line bears
to the north, passing over the summit or dividing line between
the waters of Bog and Grasse rivers, to the head waters of the
east or main branch of the Grasse; thence along the valley of the
Grasse river, through the towns of Oakham, about four and a half
miles (crossing that stream several times and passing near
" Wheeler's " on the Long Lake and Colton road), Jamestown
about seven miles (crossing the river twice), Harwood about eight
miles, and Clifton eight and a half miles. In Clifton the line of
survey is about one and a half miles east of the Clifton Company's
ore beds and the Myers' Iron and Steel Company's works, on
Grasse river, and about two and a half miles west of the Parish
8
[Assemblt
ore beds, wbicb for richness and quantity are not exceeded by any
in our country. ^
Passing from Clifton into Clare, the line leaves the Grasse val¬
ley and runs through said town, about eleven miles, passing near
Parmenteer pond ; crossing the middle branch of the Grasse river
three and a half miles beyond, and the north branch on the farm
of Mrs. Dewey, at whicln point the wilderness may be said to ter¬
minate, making the distance traversed thi-ough an almost unbroken
forest of 115 miles.
Leaving Clare, the line runs about four miles through the town
of Pierrepont, following Wilson's brook, passing through Wilson's
Corners, and intersecting the east line of Russell near McFadden's
mill on Rensselaer creek; thence through the town of Russell
about 3^ miles, keeping along the said creek for a portion of the
distance, crossing the road leading from Matthew's Corners to the
Russell turnpike near Ray's Falls ; thence through the town of
Canton 11 ^ miles, crossing Rensselaer creek and the Russell turn¬
pike near S. Botsford's, and continuing westerly of and nearly
parallel to said turnpike, crossing Little river near its confluence
with the Grasse and the Canton and Potsdam branch of the Rome,
Watertown and Ogdensburgh railroad near the station in the vil¬
lage of Canton ; thence through said village along Miner and
Water streets (crossing Main street near the Hodskin's house),
crossing Grasse river at Champlain, and following the west bauk
of the river to the bend at the county house, where the line takes
the general direction of the Ogdensburgh turnpike, crossing
Indian creek or the natural canal, and intersecting the east line of
Lisbon near the cross road at Patrick Mackey's ; thence through
the town of Lisbon about 7^ miles, passing through Flackville
and crossing the turnpike near the house of Archibald Boyd ;
thence through the town of Oswegatchie about 4| miles, recrossing
the turnpike at the widow Shepard's, and ending at the Parish
wharf on the St. Lawrence river, in the village of Ogdenburgh,
making the total length of line 190 miles.
The country between Schenectady and Ogdensburgh is very
favorable for the construction of a railroad. The surface is, in
general, undulating, presenting no insurmountable obstacles, and
but few abrupt changes in level. The ground lying between the
most important streams which I have enumerated as being
crossed or followed by the line of survey, is not of a precipitous
character, but is overcome with a practicable grade, without
resorting to very heavy work, and at a reasonable expense.
No. 61.] 9
Taken, togethei', this route will compare favorably with other
lines of equal extent in our State, which have been constructed or
are in contemplation. .
The line, surveyed, has been run with great care and accuracy,
much more so than is customary for the mere testing feasibility
of a railway route through an unsettled country, such as presents
itself in the wilderness of northern New York.
I would remark, here, that rny aim was to select the most eligible
ground, or that which seemed to combine economy, in cost, dis¬
tance and greatest public accommodation. Owing to the difficulty
of making explorations in such a densely wooded country, as well
as lack of time and means for a more critical and extended exami¬
nation, it is possible, that the best ground in some instances may
have escaped my observation. Should the construction of the
road be decided upon, a more minute reconnoissance of the ground
should precede the final location. I am of the opinion, however,
that it will not be found advisable to make any very important
deviations from the general course of the route surveyed.
Before taking up the charateristics of the line, the cost of con¬
struction, the character of the work, the importance of pushing it
to an early completion, with its prospective traffic and benefits to
the State and individual interests, I will give a brief description
of the country through which the line passes.
From Schenectady to Wellstown, the lii>e is through a settled
farming country, embracing within its range the flourishing villages
of Charlton, Galway, Union Mills, Vail's Mills, Broadalbin, Fish
House, Denton Corners, Northville, and Wellstown.
Along this portion of the route, there are numerous extensive
tanneries, mills and manufacturing establishments, now laboring
under greatembarrassments for want of some ready means of transit
to and from our great thoroughfares and commercial centres.
Less than half a dozen miles beyond Wellstown, the line may
be said to enter the wilderness of northern New York. This sec¬
tion of the State has for its topographical boundaries the St. Law¬
rence river on the north, through which the waters of the great
lakes Ontario, Erie, Huron, Michigan and Superior, are discharged
into the ocean. Upon the east is Lake Champlain and the Hudson
river. Upon the south and west the table lands flanking the val¬
leys of the Mohawk and Black rivers and waters of Lake Ontario,
being almost one hundred miles in extent from north to south and
from east to west.
%
10 [Assemblt
The southern portions of St. Lawrence, Franklin ancT Clinton
counties, nearly all of Hamilton, Warren and Essex counties, the
eastern part of Lewis county and northern part of Herkimer
county, are embraced within this wilderness, having an area of
about 10,000 square miles, now a primeval forest, inhabited only
by a few hunters and trappers, and an occasional settler on some
of its principal waters, where sportsmen and pleasure seekers ren¬
dezvous during their sojourn in this wild and romantic region.
Within this wilderness are to be found hundreds of beautiful
and picturesque sheets of water, filled with the choicest of broox,
lake and river trout, while the surrounding forest abounds iu deer
and other game in abundance, affording great inducements to the
lovers of fishing and hunting.
The varied and romantic scenery of this territory, embracing its
kdces, streams and mountains, present to the tourist and person of
taste a combination of attractions, which the pen fails to correctly
delineate—and only waits the construction of a line of road to
invite to their shores and slopes people who now suffer themselves
to be roasted and choked with the heat and dust of our fashion¬
able watering places and summer resorts.
Here the pure bracing mountain air would bring new vigor and
life to the debilitated system and over-taxed brain of thousands of
our mercantile and professional men. Soon the shores of these
waters would be studded with ornamental cottages and country
residences of those seeking pleasure and recreation from the cares
of business, where they could commune with nature in all her
pristine beauty and grandeur.
I will now proceed to consider the resources of this vast wilder¬
ness, and for convenience, will classify them under four general
heads, namely: forest, agricultural, mineral and hydraulic.
The Forest.
This region is now clothed in a dense and primitive growth of
forest trees, embracing a great variety of the evergreen or soft
and hard woods. Among the first named are the. spruce, pine,
hemlock, tamarack, fir, and white, cedar, while of the latter there
is the maple, beech, birch, white and black ash, and in some parts
of the w.estei'ly portion black cherry and rock elm. From my
observation, I should judge the predominance in growth of the
various timbers to be about in the order in which they are enume¬
rated. The whole of this immense growth of timber is of great
No. 61.j ^ 11
height and size, with clean thrifty bodies free from limbs for a
distance of twenty to eighty feet from the ground. Amongst the
pines, spruce and tamarack, are lofty trees of suitable height and
diameter of body for the masts of our largest ocean vessels, and
for the general purpose of ship building, a great variety of useful
and valuable timber and roots could be obtained. Much of this
timber would command a ready market at remunerative prices for
docking, piling, cribwork and wharf improvements.
For cabinet purposes, passenger cars, and ornamental wood¬
work, the richly grained birds-eye and curled maple would be of
great value, eventually superseding many more expensive woods
now in use.
Of this class of wood there are thousands of acres interspersed
through this vast tract, of as thrifty and large a growth as will
be found in any other part of our country.
O. L'. Holley, Esq., during his administration as Surveyor-Gen¬
eral of the State of New York, in a report made to the Legisla-
tiu'c (Senate Doc. No. 61, 1840), of a survey of this region, made
with a view of introducing internal improvements, for the opening
of this section of the State to our markets, says, after speaking
of the diiferent kinds of timber: " The whole forest growth,
indeed, is for the most part lofty, and furnishes by its great bur¬
den per acre, abnndant evidence of the strength of the soil. If
this interior region, within which the principal masses of the State
lands are situated, had the means of reaching a market, the pro¬
duce of the forest in its various forms of round and square timber,
sawed stuff, fire wood, charcoal and potashes, would, it is believed,
pay both for the land and for the clearing; a result as desirable
in the markets below, as it would be beneficial to the interior."
"This access to market, is in fact the prime want of the region;
the settlements having already been pushed back as far as they can
go, without placing themselves entirely beyond the reach of the
common traffic of the country. Genërally, the settlements have
advanced up the base of the high table land on all sides, and in
some instances, made a lodgement within the verge of the table.
Eackett lake cannot be far from the practicable summit of this
region—to which sequestered but quite central point the project
of a road to lead on one side, naturally suggests the relations of
the same point on the other; and the clear expediency of caiTying
the improvement through, and thus laying ojjen the very core of
this district, and preparing the large tracts of excellent lands held
12 [AsSEMBLt
by citizens as well as by the State, for rapid and prosperous set
tlement."
A. F. Edwards, Esq., Chief Engineer of the Sackett's Harbor
and Saratoga railroad, in his report made in October, 1853, speaks
in the most flattering terms of the products of this forest. The
following extract of the average yield per acre is from his report:
" In fine, so great is the growth of this whole forest, that were
it felled and cut into cord wood, it would average upon each and
every acre seventy-five cords. The following is the general aver¬
age (on one acre,) of a series of estimates made at different parts
of this forest, during the prosecution of the survey, viz:
2,000 feet, board measure Spruce,
1,000
do
do
4,000
do
do ....
2,000
do
do
Maple,
1,500
do
do
1,500
do
do
1,000
do
do
Various, not enumurated;
2^ cords of hemlock bark, and 50 cords of merchautable wood, or
2,500 bushels of charcoal."
"From repeated examinations, this country wants only commu¬
nication with the markets, to give it rank among the best of agri
cultural districts."
The foregoing estimate of Mr. Edwards, I should judge from
my observation, to be quite correct, and will apply to the yield
per acre along the route of the proposed S. & O. E. W., with the
exceptions of the items of spruce and hemlock ; the quantities of
each I should reverse, making of spruce 4,000 feet, and of hem¬
lock 2,000 feet, B. M.
The timber just enumerated, as adapted to specific purposes, is
but a tithe of the great bulk contained in this forest. To that
should be added the varied and endless variety of sawed lumber
suitable for our largest and most magnificent architectural struc-
O O
tures. For this class of lumber there is a constant demand, at
remunerative prices ; and particularly is this so for timber of
great length, such as is used for bridge and roof trusses; most of
this kind of timber is now procured in the Canadas, and in Michi¬
gan, at an enormous cost for transportation. There are still other
and valuable products to be taken into account, such as railway
ties, fire wood, hemlock bark, hop poles, maple sugar, (and with
^^o, 61.] 13
the aid of machinery) shingles, broom handles, laths, wooden
ware, &c., &c.
Agbicultüke.
It is not until recently that the minds of many have become
disabused of erroneous opinions entertained in regard to this vast
tract of undeveloped land in our State. Professor Emmons, iu
his annual geological reports, made during the several years he
was engaged in his professional examinations of this region, has
thrown much light on the true value of its agricultural and mineral
resources. He says, after speaking of opinions which have been
formed from published accounts (especially from Burr's and Gor¬
don's statistics of this country): " That I have the pleasure of
stating that it is far from being that cold, wet, swampy and barren
district which it has been represented to be. The soil is generally
strong and productive; the mountains are not so elevated or steep
but that the soil is preserved of sufficient thickness to their tops
to secure their culivation ; and most of the marshes may be
reclaimed by ditching; by this means they will become more valu¬
able than the upland for producing hay. In fine, it will be found
an excellent country for grazing, raising stock, and for producing
butter and cheese. The strength of the soil is sufficiently tested
by the heavy growth of timber, which is principally of hard wood,
as beech, maple, yellow birch, butternut and elm ; the evergreen
or pine are confined mostly to the lower range of mountains;
some of them are the largest growth of any in the State.
" From the observations of persons who have been residents of
the country for a number of years, it appears that the seasons are
much the same, as regards heat and cold, the length of summer,
&c., as the northern parts of New England.
"The incorrect opinions which prevail as regards its soil and its
irreclaimable marshes have arisen undoubtedly from hasty exami¬
nations.
" It is true that the flyes, or marshes, are mimerons, but they
are not so wet as to be unproductive, or so sunken as to form nui¬
sances. When the timber is removed they produce spontaneously
a heavy crop of grass, which is reproduced from year to year with
out cultivation. Again, the flys are bottomed on a hard, clean
gravel and sand, which occurs at the depth of from one foot to ten,
but when the depth is greater it is not an unfavorable circumstance
for in almost every instance of the kind I found the superior strata
to consist of peat.
14 [Assembly
" So far, then, as it regards marshes, wet and cold lands, and
irreclaimable bogs, they are rare, and most of the marsh land
forms the most valuable and productive portions of the country,
producing, as I have already remarked, a valuable grass called
' blue joint,' which makes a nourishing food for cattle, without the
labor of tillage; or supplies it until such time as the better grasses
can be raised by the tabor and prosperity of the husbandman.
" Again, it is probable that when the country is settled exten¬
sively, and the timber and wood removed, there will be aji ameli¬
oration of climate; it will then become dryer and less frosty, and
the summer warmer and better suited to the raising of corn. The
condensation of moisture over an extent of surface equal to this
uncultivated tract in this section, must have a great influence in
reducing the temperature to a low standard. The density of the
forest, the thick growth of underwood, eflectually excludes the
rays of the sun during the entire summer. For this cause the
temperature of a wooded district is considerable lower than an
open country under tillage."
Mineral.
Already immense beds of iron ores have been discovered, and
I have reason to believe, from outcroppings observed along the
route of survey, that otlier metals, embracing silver, lead and
copper, will be found. This country, as yet, may be said to be
only partially explored ; a line of railway penetrating it would
soon invite the attention of geologists and metallurgists, from
whose investigations we might safely anticipate new discoveries
of great value. The iron ores along the route are of the same
o o
class as those spoken of b}' Prof. Emmons (late State geologist)
in one of his reports, wherein he says: " Probably no portion of
the world can vie with Mclutyr'e iu its ores of iron; even the far-
famed iron mountains of Missouri are eclipsed by the rich ores of
Essex county. New York." Many of the mountains and hills
adjacent to the line of survey contain veins of ore which for
quantity and qualitj*^ are equal if not superior to those now being
worked in many of our States, while the same are surrounded by
all the necessary materials und power for its reduction.
The natui-al facilities which these ore beds present, occupying
as they do elevated positions as to the water surfaces, enables the
business of mining to be conducted oii a very economical scale.
The beds can be opened by side cuttings or drifts, and the ore
quarried and broken ready for shipment to market without the
No. 61.]
15
aid of machinery. It will readily be seen that open cuts present
great advantages in point of facilities, and cheapness in working,
as well as drainage, over that of tunneling or subterranean exca¬
vations. In the one case the laborers have open daylight to per¬
form their work in, while in the other they are dependent upon
the faint glimmer of lamps, and forced to the use of steam or
water power for conducting the work.
The work of mining ore from these beds could be carried on for
many years without resorting to the more costly method last
mentioned. This, of itself, is an item worthy of note, when con¬
sidering the expense of mining and handling the ore. These
large deposits of ores are in a region highly favored for the manu¬
facture of iron, except the distance from market, and the heavy
expense which must be met, in so much land transportation. What
is needed now to overcome these obstacles, is the construction of
a line of railway through this region. This done, the natural
sequence would be the opening up of these mines of wealth, and
the establishment of iron works in all its various branches, along
the route of the road.
As Prof. Emmons gave the subject of these ores a good deal of
consideration, while making a .survey of this region, 1 will agein
quote from one of his reports whereiu he says: " The ores of St.
Lawrence county belong, it will be observed, to three different
kinds or species, the specular, the magnetic, and the bog ore."
For the working of these beds he says, much depends upon the
facilities of intercourse with a market. It is certain that before
they can be made valuable, roads of a durable kind will have to
be constructed. The face of the country is favorable to enterprise
on every other consideration; with a good road it appears a feasible
project to bring out the magnetic ores, after separating from
earthy matter. In this State they would be important to the fur¬
naces and forges now in operation at several places, and in partic¬
ular tlicy might be added with great advantage to the specular
and bog ores, cither for castings or bar iron. The quality of the
iron will not only be improved, but the whole can be worked with
greater economy in fuel." As to the quantity of iron ore in the
south-easterly townships, I have no hesitation in saying that it is
inexhaustible. #«♦###»##
" The above remarks are intended to show that this country
possesses hu'ge resources for the iron business ; that many advan¬
tages accrue from the possession of the several kinds of ore which
16
[Assembly
have been mentioned, for the purpose of mixing, so as to adapt
them to qualities of iron it is wished to make or produce. It is
rare that such a combination of circumstances exist for the pro¬
duction of this important article, in a territory no larger than this
county."
Again Prof. Emmons says, in speaking of the second geological
district, which embraces the territory under consideration, that
"one of its most remarkable features is the abundant distribution
of iron ore; with the exception of the extreme portion, and some
parts of Jefferson county, scarcely a mile can be traveled over but
indications of this ore will be obtained more or less."
"Almost the whole of this extensive tract is well wooded, and
by judicious management, attending to the second growth, would
furnish charcoal for the working of the ores of its inexhaustible
mines for an indefinite period."
The analysis and tests to which these ores have been subjected
shows them to be eminently adapted for the manufacture of mer¬
chantable iron in all its various forms, kinds and qualities, as well
as producing a superior quality of steel. In regard to its value,
it is safe to say that it will produce iron fully equal to the best
manufactured in this country.
Already extensive works have been erected in the towns of
Harewood and Clifton, in St. Lawrence county, for the reduction
of ore. The first named works are located on the Oswegatchie
river, about three miles northerly of Craueberry lake, and the
same distance southerly of the line of survey. These works were
originally known as the " Harewood Iron and Mining Company,"
but the name has since been changed to the "Lincoln Iron Works,"
with M. Ellis, Esq., of New York, as its president. These works
as yet have not been brought into use.
The " Clifton Company " was organized 1863, with a capital
stock of $1,000,000. Ou this company's grounds are located the
buildings of the " Myers Iron and Steel Company," with a capital
stock of $100,000. Its president and managing director is the
Hon. Charles G. Myers, of Ogdensburgh. The site selected for
the furnace is at High Falls, on Grasse river, about one and a half
miles west of the route of survey. This furnace was put in suc¬
cessful operation last September, and is now turning out ten tons
of pig iron daily. There is also being erected at the mine (two
miles south of the furnace) a steel works, which will cost when
No. 61.] 17
completed, about $100,000. These works will probably be ready
for operation the eoming spring. •
Arrangements are being made as I am informed, for the erec¬
tion of two more blast furnaces at an early day for smelting ore at
this place.
The Clifton company have already expended large sums of
money, solely for the development of their mineral lands, and
have in contemplation the expenditure of still larger sums, in an¬
ticipation of having a more feasible route of transportation to
market.
There has already sprung up at the furnace, within the past year,
a thriving little settlement, numbering twenty-five houses, a saw
mill, shingle mill, broom-handle and lath factory, with a popula¬
tion of about two hundred inhabitants.
I mention this single instanee as proof, tliat scores of like
establishments and settlements would spring up along the route
of a railroad, connecting this region with our main thoroughfares
and tide water.
Hydeaulic.
The principal streams that traverse this region are formed from
the numerous lakes and springs so liberally distributed over this
part of the State, which, in their course to the large rivers that
discharge into the ocean, present in number and volume immense
hydraulic powers, easily, converted for driving the machinery of
mills and manufactories on a gigantic scale.
Probably no part of our country presents the same advantages
for hydraulic powers as are contained in this region. They are also
susceptible of being greatly increased by damming up the lakes
forming reservoirs by which a never failing supply of water could
be maintained during the driest season.
A line of railroad through this part of our State, would soon
result in a development of these vast powers, adding largely to
the business of the country and to the wealth of the State.
[Assem. No. 61.]
2
IS [A^'emblt
Estimated Cost of the Proposed Eoute divided in Sections
of Five Miles each. .
First.
Earth excavation » $42,905 20
Embankment... 11,932 80
Ditching.. , 38 00
Masonry 180 00
Bridging 22 00
Superstructure 43,850 00
$98,928 00
Second.
Earth excavation $12,615 00
Eock excavation 7,100 00
Embankment t. 41,192 50
Masonry ....... ........ 2,555 00
Bridging 1,448 00
Superstructure 43,850 00
$108,760 50
Third.
Earth excavation — .... $58,275 00
Embankment 13,150 00
Masonry 1,197 00
Superstructure 43,850 00
$116,472 00
Fourth.
Earth excavation. ..... ... $34,750 00
Embankment..... 48,237 50
Masonry 4,392 50
Bridging .... .......... ..... , 2,215 00
Superstructure ...... - 43,850 00
$133,445 00
No. 61.] > 19.
Fifth,
Earth excavation
Embankment- -
Masonry
Bridging — —
Superstructure
Sixth.
Earth excavation, — - — -- r- $3,300 00
Embankment - 17,450 00
Masonrj* ..i.." — ---- 276 50
Bridging - 2,065 00
Superstructure ..... — ....... 43,850 00
$66,941 50
■ ■ ■ • • ■ - Seventh.
Earth excavation
Embankment.. .
Masonry
Bridging
Superstructure .
$95,148 50
Eighth.
Earth excavation...... —
Eock excavation ..........
Embankment
Masonry .........
Bridging
Superstructure .......
$74,283 50
■ Ninth.
Earth excavation ■. $4,450 00
Rock excavation. 14,900 00
Embankment ..... ....—..... .... 9,567 50
Masonry..... .....................—..... 392 00
$3,000 00
48,837 50
140 00
330 00
43,850 00
$96,157 50
$14,554 00
28,228 00
3,258 50
5,258 00
43,850 00
$5,194 00
8,500 00
6,785 00
3,892 50
6,062 00
43,850 00
20
[Assembly
Bridging $10
Superstructure 43,850
$73,169
Tenth.
Earth excavation.. - $6,030
Kock excavation 10,050
Embankment —. 36,436
Masonry 3,993
Superstructure 43,850
$100,359
Eleventh.
Earth excavation.. ... $78,935
Eock excavation ... —......... 142,400
Embankment. —. — 83,928
Masonry 6,300
Bridging...... .... 1,205
Superstructure 43,850
$356,618
Twelfth. ,
Earth excavation : — $61,100
Eock excavation 18,500
Embankment 72,900
Masonry —. 10,426
Bridging 1,290
Superstructure 43,850
$208,066
Thirteenth.
Earth excavation $6,140
Eock excavation ... 3,240
Embankment ..... 192,650
Masonry 2,948
Bridging ..... 3,355
Superstructure — 43,850
00
00
50
00
00
00
50
00
50
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
50
00
00
$252,183 50
No. 61.] 21
Fourteenth.
Earth excavation..- .... $75,150 GO
Kock excavation ..... 124,000 00
Embankment. —.— 25,050 00
Masonry. .... ........ .... 6,117 50
Bridging ... ....— .... ....... 593 00
Superstructure ..... - — --- 44,850 00
$274,760 00
Fifteenth.
Earth excavation — .... $54,637 50
Kock excavation ............ 47,222 50
Embankment «•— 200,562 50
Masonry ................. 5,375 00
Bridging .... 250 00
Superstructure ... ...— 43,850 00
$351,897 50
Sixteenth.
Earth excavation $9,197 50
Rock excavation ...... .... 1,040 00
Embankment ..... ........ 45,475 00
Masonry ............ ..... 17,914 50
Bridging ... 6,750 00
Superstructure ......... J. 43,850 00
$124,227 00
Seventeenth.
Earth excavation. $29,250 00
Rock excavation ........ 18,655 00
Embankment 30,750 00
Masonry ... ........ 858 50
Bridging 80 00
Superstructure........... 43,850 00
$123,443 50
Eighteenth.
Earth excavation $46,825 00
Rock excavation 38,350 00
Embankment ............. . 91,150 00
22
[Assemblt
Masonry
Bridging ... .
Superstructure
Nineteenth.
Earth excavation —
Eock excavation .. ... ...... .
Embankment. —.-
Masonry —
Bridging ..... — --
Superstructure
Twentieth.
Earth excavation
Eock excavation ....
Embankment —
Masonry —
Bridging
Superstructure —
Twenty-first:
Earth evcavation ...
Eock excavation
Embankment —
Masonry
Bridging
Superstructure
Tioenty-second.
Earth excavation..
Eock excavation
Embankment. .. —
Mîisonry
$13,954 50
2,250 00
43,850 00
$236,379 50
$37,975 00
38,935 00
110,500 00
2,840 50
375 00
43,850 00
$234,475 50
$41,975 00
44,395 00
139,600 00
3,981 00
750 00
43,850 00
$274,551 00
$30,875 00
35,880 00
16,275 00
3,139 GO
30,750 00
43,850 00
$160,769 00
$7,050 GO
9,360 00
4,100 00
1,584 50
No. 61.] 23
Bridging $42
Superstructure -- 43,850
$65,986
Twenty-third.
Earth excavation — $10,975
Rock excavation - — 14,105
Embankment ........... 8,475
Masonry .... .. 469
Bridging 18,010
Superstructure 43,850
$95,884
Twenty-fourth.
Earth excavation $10,275
Rock excavation 20,995
Embankment 32,750
Masonry 8,610
Bridging — 4,630
Supersiructure 43,850
$121,110
Twenty-fifth.
Earth evcavation...... $7,825
Rock excavation 2,405
Embankment.. 6,425
Masonry 1,080
Superstructure .... 43,850
$61,585
Twenty-sixth.
Earth excavation $11,075
Rock excavation 6,370
Embankment 5,700
Masonry 1,546
Bridging 300
Superstructure 43,850
00
00
50
00
00
00
00
00
00
00
00
00
OO
00
00
OO
00
00
00
00
00
00
00
00
00
00
00
00
00
$68,841 00
24 [Assembly
Twenty-seventh.
Earth excavation $1,150 00
Rock excavation ' .... 390 00
Embankment 18,025 00
Masonry ........ ..... ..... 2,085 00
Superstructure 43,850 00
$65,500 00
Twenty-eighth. v
Earth excavation..$6,675 00
Rock excavation .............................. 3,965 00
Embankment.. .................. 11,475 00
Masonry :... ............ 3,145 00
Bridging -—... - -750 00
Superstructure 43,850 00
$69,860 00
Twenty-ninth.
Earth excavation.. $1,975 00
Rock excavation .......................... .... 1,690 00
Embankment... ......... 6,500 00
Masonry 1,429 50
Superstructure ... .......— 43,850 00
$55,444 50
Thirtieth.
Earth excavation.. ........................ .... $8,800 00
Rock'excavation 10,075 00
Embankment 2,650 00
Masonry...- .......< .....—......... 1,071 00
Bridging ........ ......... ............ 310 00
Superstructure 43,850 00
$66,756 00
Thirty-first.
Earth excavation ....^— $5,850 00
Rock excavation 5,265 00*
Embankment 1— .. ...... 133,425 00
Masonry .1.... 1,259 00
So, 6i:] 25
Bridging.......... .. ... $10 00
Superstructure — 43,850 00
$189,659 00
Thirty-second.
Earth excavation $34,400 00
Eock excavation 28,470 ©0
Embankment.. 8,900 00
Masonry ...'. 1,635 50
Superstructure j 43,850 00
$117,255 50
Thirly-lhird,
Earth excavation — $27,000 00
Rock excavation 17,160 00
Embankment 18,100 00
Masonry 877 50
Bridging 2,000 00
Superstructure 43,850 00
$108,987 50
Thirty-fourth.
Earth excavation $ 10,500 00
Rock excavation 6,435 00
Embankment 10,500 00
Masonry 2,077 50
Bridging 750 00
Superstructure 43,850 00
$74,112 50
•
Thirty-fifth.
Earth excavation $13,375 00
Rock excavation ... .... 5,265 00
Embankment 22,625 00
Masonry 2,066 50
Bridging 1,050 00
Superstructure 43,850 00
$88,231 50
26 [A#s£iuBÛr
• ■ Thirty-sixth.
Earth excavation $25,725 00
Rock excavation 10,010 00
Embankment... 45,400 00
Masonry ...... 6,135 00
Bridging.... 750 OQ
Superstructure. —43,850 00
$131,870 00
, Thirty-seventh.
Earth excavation .............. $1,425 00
Rock excavation 130 00
Embankment 13,550 00
Masonry —..— -—.— ... .... 2,570 00
Bridging .... 10,500 00
Superstructure.. .........— — ........ 43,850 00
. . $72,025 00
Thirty-eighth.
Earth excavation .... $14,650 00
Rock excavation — 4,940 00
Embankment .... 4,275 00
Masonry. 1,420 00
Bridging ...*.. ...... 750 00
Superstructure .... - 43,850 00
$69,885 00
Thirty-ninth.
Earth excavation .... $12,425 00
Embankment ....4.. ..... 2,450 00
Masonry 4 ..... ...4*4... .... 840 00
Superstructure....... ..................... 43,850 00
$59,565 00
' V ■ ,
Total estimated cost of whole line .. ..$5,142,563 50
Average cost per mile ...: ... 26^372 12
The above estimates do not cover land damages. This item of
cost will be but nominal, as most of the owners along the route
will probably donate the land to the road.
No. 61.]
27
For equipment and other necessary incidental expenses, to put
the road in successful operation throughout its entire" length, I
assume an addition of fifteen per cent to the foregoing estimate.
The estimated cost of construction I consider favorable, the
gradients and alignments are both practicable. The maximum
grade in a few instances equals eighty feet to the mile for short
distances ; on final location I think this can be reduced, which,
compared with other roads now in operation in this State, is con¬
sidered a practicable grade. '
By this road fifty to sixty miles can be saved in reaching tide¬
water at Albany or Troy. This saving of distance would be the
means of reducing the time and expense in transportation of pas¬
sengers and freight ; naturally inviting to this route a large traffic
from Ogdensburgh and surrounding country, as well as from the
Canadas.
At Ogdensburgh it would connect with the principal roads in
Canada, as well as the heavy shipping on the St. Lawrence river,
making it for their interest to patronize this route, it being the
shortest and most direct to our great commercial posts.
In order to judge of the prospective traffic of the road, I will
say that its eastern terminus, Schenectady, is a city of about eleven
thousand inhabitants, doing a flourishing mercantile and manufac¬
turing business. I submit the following statements of business
done in a few localities, gathered from parties along the route of
this road.
Mr. F. D. Curtis, of Charlton, furnishes the following estimate
of the trade of that vicinity ;
50,000 bilshels grain,
18,000 barrels apples, potatoes, etc.,
310 tons hay, pork, beef, etc.,
40 tons butter and cheese, together with various other items.
Mr. Thomas Mairs, of Gal way, furnishes the following estimate
of that locality, viz :
325 tons merchandise, pork, flour, etc.,
100 tons manufactured articles,
175 tons butter, eggs, etc.,
710 tons potatoes, cider, grain and other articles.
In addition to the above, the fire-wood cut at this place would
be an important item of freight.
Judge Darius Moore, of Northville, gives the following estimate
of the trade and tonnage of that localit}', viz :
28 fAsSKMBLT
3,400 tons hide and leather,
1,130 tons flour and pork,
4,760 tons merchandise and other articles.
To the foregoing estimates of the freight traffic along this part
of the route should be added that of passengers, as well as freight,
of other localities.
To the prospective trafiic, already enumerated, must be added
the products of the forest. This item alone would furnish a remu¬
nerative freighting business for years to come.
Ogdensburgh, the western terminus, has a population upwards
of 10,000, being one of the largest and most thriving villages in
our State. I am indebted to J. F. Rossul, Esq., for the following
information as to its business: "It contains over 300 establish¬
ments engaged in mercantile, manufacturing and various other
pursuits. It has an extensive and never-failing water power, flour
mills of a capacity of 500,000 barrels per annum, three steamers
ferrying to Prescott and connecting every day in the year with the
Canadian railways—tliv only point in the winter between the Vic¬
toria and Suspension bridges where such connection is practicable.
"The tonnage of vessels entered at the Custom House for the
year 1867 amounted to 255,491. The leading articles of produce
received during the year 1867 were as follows :
Wheat 1,073,330 bush.
Oats 86,651 do
Corn 1,3.53,342 do
Barley 54,192 do
Flour 240,296 bbls.
Apples 24,133 do
Salt 15,971 do
Pork 3,741 do
Oil 2,648 do
Beef 350 do
Butter 4,877 tubs.
Wool 3,378 bales
Eggs 249,033 doz.
Coal 3,705 tons.
Lumber 28,179,481 feet.
Shingles... 5,934,000
Hides 20,315
Hop-poles, about 1,000,000
No. 61.J
29
"The above, with the product of about 20,000 cords of stave and
shingles bolts, manufactured here annually, seek a market by rail.
The figures do not include the produce brought from Canada by
the Grand Trunk ferry-steamer, or any of the products of the
county of St. Lawrence, of which in 1864 the butter and cheese
alone aggregated 8,409,780 lbs."
Hon. Benjamin Squire, of Canton, furnishes the following infor¬
mation relative to that villiage : " It contains a population of about
2,000, being the county seat of St. Lawrence county, it is an active
business place, containing about fift}' stores, mills, factories and
various other establishments in successful operation. Its annual
tonnage is about 55,000."
'The foregoing statements are made from an actual trade now
existing. With this road built, it is reasonable to suppose that the
business would annually increase; at least such has been the pre¬
cedent, wherever a railroad has been constructed.
Aside from Ogdensburgh and Canton, the local traffic at other
points at this end of the route, would add largely to the business
of the road, as it passes through a thickly settled farming country,
producing a large amount of butter, cheese and other products of
the farm.
Much valuable information relative to this portion of our State
is contained in reports made to the Legislature, by the Hon. Silas
Wright, in 1826; George F. Hoftman, Esq., Engineer; Assembly
Doc. No. 3, 1840; Prof. F. W. Benedict 1845 and 1846; Senate
Doc. No. 72, and also his recommendations to the Assembly, Feb.
9, 1850. Joseph H. Jackson and others, commissioners appointed
in 1841. Edwin W. Johnson's report, the engineer appointed to
make a survey fora railroad from lake Champlaiu to Ogdensburgh;
Assembly Doc. No. 133, 1839.
Also, from the report made in 1853, by A. F. Edwards, Esq.,
the Chief Engineer of the Sackett's Harbor and Saratoga railroad.
In his report much valuable statistical information can be obtained,
of the prospective business of a railroad, through the wilderness
of Northern New York.
I take pleaaure in acknowledging my indebtedness to the.Hon.
Benj. Squire, of Canton, St. Lawrence county, one of the oldest
and most respected citizens of that place, for the valuable assist¬
ance rendered by him, in selecting the most feasible route for a
road through that country.
30 [AsspiBi^r
Also, to Mr. Peek, for his valuable aid in preparing the map,
profile, estimate, &c., of this line, all of which is
Respectfully submitted,
E. Fkanchot, Engineer.
Dated Schenectady, Jan. 1, 1868.
Endorsed : Filed February 15, 1868.
D. WILLEES, Je., Dep. Secretary of State.
Al true copy from the original.
H. A. NELSON, Secretary of State.
4
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