tag:blogger.com,1999:blog-11137171844655688682024-02-24T19:51:59.598-05:00Crooked Lake Review BlogA blog for local history of the Conhocton, Canisteo, Tioga, Chemung and Genesee river valleys, and for the Finger Lakes and Lake Ontario regions of New York state.Unknownnoreply@blogger.comBlogger588125tag:blogger.com,1999:blog-1113717184465568868.post-75821503548668445512017-12-10T15:45:00.002-05:002017-12-10T15:50:44.286-05:00From Dianne Smiluske - Reply to Sender D.S.<table align="center" bgcolor="#a2c7e1" border="0" cellpadding="0" cellspacing="2" style="font-family: arial; width: 100%px;"><tbody>
<tr><td align="right" style="font-size: 10pt; vertical-align: middle;" valign="top" width="20%"><b>Subject: </b></td><td align="left" style="font-size: 10pt; vertical-align: middle;" valign="top" width="80%">Would like to purchase a pictures suitable for framing of Lehigh valley train station in canastota,New York 13212 in the days of its stoping every day there. No elevated tracks then so all traffic stoped . I watched from school bus as we waited for it to load and unload whatever for that day . Really would like a picture of the turntable there too as I helped shovel it out by hand after a major snowstorm filled it completely . Got 4 $ an hour for two days shoveling . That was very , very good money in those days . Our neighbor ran the freight depot and got me the job. My parents had sand and gravel bed and provided the base materials for the elevated tracks when they replaced the regular tracks . Time period would be mid 1950 until the station closed. Watched nearly every day the school bus and all traffic had to wait for them. Hope you have some ideas. Thank you for your time wether you can assist or not. Sincerely, James Smileuske and dianne Smileuske : momob41@ aol.com</td></tr>
<tr><td align="right" style="font-size: 10pt; vertical-align: middle;" valign="top" width="20%"><b>From: </b></td><td align="left" style="font-size: 10pt; vertical-align: middle;" valign="top" width="80%">"Dianne Smileuske" <momob41 aol.com=""></momob41></td></tr>
<tr><td align="right" style="font-size: 10pt; vertical-align: middle;" valign="top" width="20%"><b>Date: </b></td><td align="left" style="font-size: 10pt; vertical-align: middle;" valign="top" width="80%">Sun, December 10, 2017 12:20 pm</td></tr>
<tr><td align="right" style="font-size: 10pt; vertical-align: middle;" valign="top" width="20%"><b>To: </b></td><td align="left" style="font-size: 10pt; vertical-align: middle;" valign="top" width="80%">editor@crookedlakereview.com<br />
<br />
<br /></td></tr>
</tbody></table>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-43917474686198357542017-09-05T12:45:00.003-04:002017-09-05T12:46:58.748-04:00Manchester as a Railroad Town - Richard F. Palmer<div style="font-family: Helvetica; font-size: 18px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 18px;">
The coming of the Lehigh Valley Railroad brought great change to the village of Manchester in Ontario County when it was built in 1891-92 from Sayre to Buffalo. The railroad company, which for many years had gained access to Buffalo via the Erie, decided it was time to extend its mainline northwesterly to Geneva and straight west to Buffalo.The first passenger train stopped here on September 1, 1892. Since 1840 the only local rail service was provided by what became the New York Central's Auburn branch which veered south west of Manchester, passed through the village of Shortsville and on to Canandaigua. This was the last major railroad to be built through this region. </div>
<div style="font-family: Helvetica; font-size: 18px;">
Manchester quickly became a division point on the Lehigh Valley as traditionally engine crews only ran 100 miles. This place was about half way between Sayre and Buffalo. During the peak years more than 900 men worked in and from the Manchester yards; a full force of engineers, conductors, firemen, brakemen, switchmen, hostlers, helpers, pipe fitters, blacksmiths, electricians, machinists and tower men. Swift and Company had a large facility here to ice cars carrying perishables.</div>
<div style="font-family: Helvetica; font-size: 18px;">
Trucks started making inroads as early as 1913 and the "Lehigh Transfer" was considered to be one the largest transfer operations in the world. During both world wars the Lehigh Valley carried servicemen. Local people learned to recognize the whistles of troop trains as they entered the yards. The Red Cross would be at the station to hand out lunches to the servicemen. </div>
<div style="font-family: Helvetica; font-size: 18px;">
Cutbacks at Manchester yard began in earnest in the mid 1960s. By the end of 1972 it was a thing of the past as far as Manchester was concerned. It officially ended on October 30 as part of a seemingly endless series of economy moves. Train crews would no longer stop here as had been done for generations. The days of layover were now a thing of the past. The old bunkhouse in Manchester, which has been the home away from home for thousands of railroad men also ceased operation. It was soon closed and eventually demolished. Next to the bunk house was the "Lehigh Restaurant" which served meals to Lehigh employees at all hours. The food was good and the restaurant was clean. </div>
<div style="font-family: Helvetica; font-size: 18px;">
For many years the Main Street railroad crossing proved to be a problem. A train consisting of 100 cars could clear Connelly crossing but it was impossible to break the train at the Main Street crossing, particularly during the winter. This served as a great inconvenience, especially in emergencies. Finally an underpass was constructed in 1932 which a few years ago was eliminated and returned to being a grade crossing.</div>
<div style="font-family: Helvetica; font-size: 18px;">
Just to the right and south of the crossing stood Gilligan's Store which supplied railroad men with overalls and frocks. Th store also carried leather gloves the men wore. About all that remains of the Lehigh Valley in Manchester today is the derelict round house.</div>
<div style="font-family: Helvetica; font-size: 18px;">
The worst wreck ever to occur here was on August 25, 1911 in which 27 passengers were killed. Train No. 4, the Chicago, New York and Washington Express, was due at Manchester at 12:02 p.m. The train was running late and reached the bridge 50 feet over over the Canandaigua Outlet at 12:48 p.m. when it struck a broken rail. The train consisted of 14 cars. As the sixth car, a diner, passed over, the train derailed. The car rolled down the embankment and lodged against a telegraph pole. The seventh car, the Philadelphia coach, left the bridge, crashing into the stream, coming to rest on one side. Most of the dead were taken from this car. The eighth car, a Pullman sleeping car, plunged into the stream. It remained upright, the rear end resting on the bridge. Eleven of the injured were rushed to Clifton Springs Sanitarium, nine to Canandaigua Hospital and 45 to Rochester. It was nearly a week before all the dead were identified. </div>
<div style="font-family: Helvetica; font-size: 18px;">
The yard office which has stood since time immemorial and had been witness to the rapid disintegration of a once vast railroad system, was closed. All communication would now be directed to the crew dispatcher in Buffalo for the one local run which worked five days a week from Manchester to the Rochester area. The trainmaster in Geneva now had jurisdiction of the very few Manchester crewmen and maintenance men left in the area.</div>
<div style="font-family: Helvetica; font-size: 18px;">
Several months earlier, men with seniority rights had to leave here and work out of Buffalo. Those with fewer years on the railroad had to try and find work elsewhere.</div>
<div style="font-family: Helvetica; font-size: 18px;">
The shut down had been talked about for months before it became fact. Some time before, on July 1, 1970, yard jobs at Manchester were eliminated. Manchester at first gradually and then very abruptly became nothing except a lay-over stop and now that was coming to an end. At one time, Manchester was the largest freight and transfer depot in the world with more than 900 men working in and from Manchester yards. Now, the entire west bound yard tracks were gone. For a time 22 east bound tracks were left to rust and weeds within the immediate yard; only three tracks remaining in use. The yards became ghosts of the past that only the older men remembered. </div>
<div style="font-family: Helvetica; font-size: 18px;">
The only job left here was the Rochester local, which picked up cars at Manchester and at Rochester Junction left left by main line trains. There they were sorted out, some going to the Lima branch and some to Henrietta and Rochester. There were seven crewmen on this job and they did both yard and road work, switching in Manchester and at all other points. They serviced the gas works in Manchester and then went on to Victor Lumber Co. and serve Mendon Farm Machinery Co. Also, since the New York Central had recently closed its Holcomb branch line, Agway used the Lehigh in Victor.</div>
<div style="font-family: Helvetica; font-size: 18px;">
The Rochester local also serviced Ryan Homes in East Victor and a few customers to the west of Victor. TThese included Iron City on the way to Rochester. In Henrietta, the Lehigh serviced Matthews and Fields Lumber Co. and also one oil and one tallow company; then on to Mt. Hope Avenue where coal was delivered to the University of Rochester. A connection with the Erie-Lackawanna Railroad was made in Rochester.</div>
<div style="font-family: Helvetica; font-size: 18px;">
For some time, the Lehigh Valley yards in Rochester had been up for sale to make way for urban renewal and when sold. When that occurred it knocked out the remaining four tracks in Rochester completely. These were soon removed.</div>
<div style="font-family: Helvetica; font-size: 18px;">
In Geneva, the Lehigh yard still had two jobs - one which serviced industry there - and then on to Rushville on the rickety Naples branch during the day. A spur from the main line served the Seneca Army Depot. The other branch job (or local) went from Geneva to Auburn, called the Auburn Branch Connection.</div>
<div style="font-family: Helvetica; font-size: 18px;">
In Manchester, one could see many old derelict box cars and low sided gondolas sitting on the sidings.These are known as bad order cars. They were eventually sold to a firm in Indiana which rehabilitated them and then they were leased back to the railroad.</div>
<div style="font-family: Palatino; font-size: 18px;">
<span style="font-family: "helvetica";"> </span>Back in 1959 the Less Than Carload (LCL) facility, said to have been one of the largest in the world, closed.. Westbound side of the yard tracks removed about 1973-1974. Yard lights remained illuminated well into the early 1970s. About 1,500 bad order cars were stored on the eastbound side as the 1970s progressed. These were all removed before Conrail. Some were in too rough a shape to move over the road and were scrapped at the former LCL docks. Last train of bad order cars were pulled east on March 21, 1976 and the Lehigh closed down completely on April 1. </div>
<div style="font-family: Palatino; font-size: 18px;">
<span style="font-family: "helvetica"; font-size: 16px;"> </span> Long in bankruptcy, the end of the Lehigh Valley Railroad took place at midnight April 1, 1976. The last two Lehigh trains passed through Manchester on the evening of March 31. The last west bound train, with Engineer Pat Pettrone of Manchester, passed through at 8 p.m. The last train through Manchester was an east bound train passing through at 11 p.m., with George Dressler, engineer and Fred "Soot" Record of Manchester as fireman. Deferring to his local roots, Record was allowed to operate the last Lehigh Valley train Manchester. Conrail was formed to organize and revitalize the bankrupt rail line, but except for short segments the mainline was dismantled between Van Etten and Buffalo over the next several years. Much of the right of way is now a bike/hiking trail.</div>
<div style="font-family: Palatino; font-size: 18px;">
Passenger trains no longer stopped at Manchester after February 2, 1835. Thereafter, the stop for Manchester was Clifton Springs. The last passenger train, the <i>Maple Leaf</i>, passed through Manchester on a snowy February 3, 1961. The crack <i>Black Diamond </i> which was inaugurated on May 18, 1896, made its last run on May 11, 1959. The only remnant of this once busy railroad facility is the derelict 30-stall engine house.</div>
<div style="font-family: Palatino; font-size: 18px;">
A portion of the mainline was kept intact between Geneva and Victor for about two years when a new connection was built with the Auburn Road just east of Manchester. Then the mainline was dismantled between there and Geneva. Conrail continued to operate this line until it was taken over by Finger Lakes Railway in 1995. Today Finger Lakes Railway operates 167 miles of former Lehigh Valley and New York Central trackage and serves about 90 customs in six counties. </div>
<div style="font-family: Palatino; font-size: 18px;">
In 1979 the Ontario Central took over operation of 13 miles of the former Lehigh Valley mainline between Manchester and Victor to serve Victor Insulator Co. Finger Lakes Railway. OC, owned by the Livonia, Avon & Lakeville Railroad, was sold to the Finger Lakes Railway in 2007. </div>
<br />
<div style="font-family: Helvetica; font-size: 18px;">
_____</div>
<div>
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-90024680937643265622017-06-14T17:04:00.003-04:002017-06-14T17:04:38.441-04:00Eastern/Central 1832-1837<div style="font-family: Georgia; font-size: 21px;">
Eastern / Central New York State Timeline - 1832-1837</div>
<div style="font-family: Georgia; font-size: 21px; min-height: 24px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px;">
1832</div>
<div style="font-family: Palatino; font-size: 14px;">
Jan 16</div>
<div style="font-family: Palatino; font-size: 14px;">
John Sheldon, son of Buffalo's Orchard park neighborhood 's first settler (1805) Joseph Sheldon, is buried in the area, the first "resident" of the Sheldon Cemetery. </div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Feb 10</div>
<div style="font-family: Palatino; font-size: 14px;">
Genesee County's Town of Darien is formed from the Town of Pembroke. <br />
</div>
<div style="font-family: Palatino; font-size: 14px;">
April</div>
<div style="font-family: Palatino; font-size: 14px;">
Mendon, New York, farmer, shoemaker, printer and publisher John Portineus Greene is baptized into the Mormon Church, and ordained by leader Eleazer Miller shortly afterwards.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 11</div>
<div style="font-family: Palatino; font-size: 14px;">
In an Ithaca <i>Chronicle</i> story on the Niagara County election returns the paper uses the term "Scalawag", the first recorded instance of its use.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 24</div>
<div style="font-family: Palatino; font-size: 14px;">
The State legislature approves the charter of the New York & Erie Railroad, specifying that the western end of the line must be at Lake Erie.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 26</div>
<div style="font-family: Palatino; font-size: 14px;">
Potter, New York, is founded outside of Canandaigua.</div>
<div style="font-family: Palatino; font-size: 14px;">
June</div>
<div style="font-family: Palatino; font-size: 14px;">
Performing Siamese Twins Chang and Eng, managed until now by Captain Abel and his wife, but having previously delayed their independence, appear in Buffalo for the first time as self-employed performers.</div>
<div style="font-family: Palatino; font-size: 14px;">
July<br />
Cholera victims begin arriving in Rochester via the Erie Canal, beginning an epidemic. </div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 4</div>
<div style="font-family: Palatino; font-size: 14px;">
Siamese twins Chang and Eng appear in front of 650 people in Auburn. </div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 9</div>
<div style="font-family: Palatino; font-size: 14px;">
Brockport's fire company No. 1 is organized, with 34 members.</div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 16</div>
<div style="font-family: Palatino; font-size: 14px;">
Buffalo sees its first reported case of cholera, an Irish laborer, who dies within eight hours of his seizure.</div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 17</div>
<div style="font-family: Palatino; font-size: 14px;">
Another two cases and one death are reported in Buffalo.<br />
August</div>
<div style="font-family: Palatino; font-size: 14px;">
By the middle of the month another 250 cases have been reported in Buffalo, with 120 deaths. Meanwhile the threat has faded from the New York City area. The use of fruits and vegetables however is still strictly controlled.</div>
<div style="font-family: Palatino; font-size: 14px;">
Sep 11</div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY, Civil War colonel Nathan Patchen (N.P.) Pond, secretary and treasurer of the Rochester Printing Company, is born in Brockport, NY, to Levi Pond and his wife Clarissa Patchen Pond.</div>
<div style="font-family: Palatino; font-size: 14px;">
October</div>
<div style="font-family: Palatino; font-size: 14px;">
Mormon John Portineus Greene, having recently organized a branch at Warsaw in Genesse County moves to Kirtland, Ohio.</div>
<div style="font-family: Palatino; font-size: 14px;">
Dec 15</div>
<div style="font-family: Palatino; font-size: 14px;">
Civil engineer and architect Gustav Bönickhausen/Eiffel is born in Dijon, France, to Alexandre Eiffel and his wife Catherine Melainie Mpneuse Eiffel. [Eurengnrtectbrt]</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Batavia, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
The Anti-Masons hold their first political party convention here. In the general the party will only carry the state of Vermont.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Buffalo NY</div>
<div style="font-family: Palatino; font-size: 14px;">
The city, incorporated this year, has population of 10,119. Ebenezer Johnson is elected mayor. ** The cholera epidemic causes the Old St. Louis Cemetery to be abandoned and a new one opened. ** Local lawyer Millard Fillmore is elected to the U.S. Congress.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Geneva, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
The city takes over the Washington Street Cemetery, founded in 1827 by Dr. Verne Marshall.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
Monroe County jail is built. ** Connecticut-born orphan (1799) Austin Church founds a factory here to substitute bi-carbonate of soda, marketed as Baking Soda. ** English-born shepherd and farm-hand Thomas Parsons arrive here via Wheatland, NY. He will go on to become a lumber mill operator on the Genesee River near the falls. </div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Scottsville, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
Pierrepont Lacey - who will appear as a young boy in Milton W. Hopkins' painting "Pierrepont Edward Lacey and His Dog Gun" - is born here.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Syracuse University is founded.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State<br />
Pittsford pioneer Simon Stone dies at the age of 68. ** Farmers in the town of Freedom note oil seeping into a pit being dug seeking coal. ** Lockport postmaster and Lockport Bank president Leis Eaton begins serving as a member of the New York Bank Commission, holds the post until 1838. ** Darien is founded. ** Deacon Samuel Warren begins producing sacramental wines at his winery in York, NY. ** The Ithaca and Owego Railroad is competed, connecting Ithaca with the Susquehanna River. ** The Elizabeth Cady Stanton home is built in Seneca Falls. ** <span style="font-family: Times;">Surveyor, politician, teacher, and War of 1812 general Micah Brooks settles in the Geneesee River area near St. Helena. The site will be named Brooks Grove in his honor. ** This year or next the Baptist Association of Western New York resolves to establish a college at some point west of Rochester. It will end up being in Brockport. ** The approximate date the Methodist Church at Pike is built. ** Baptists, including those in New York and Connecticut, separate into two factions - The Pimitaive or Old School, and the Missionary (New School) factions.</span></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Prussia, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
The approximate date New York architect Paul F. Schoen is born.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px;">
1833</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 17</div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY, architect Andrew Jackson/A.J. Warner is born in New Haven, Connecticut.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 15</div>
<div style="font-family: Palatino; font-size: 14px;">
New York's Allegany County Town of West Almond is formed from Angelica, Almond and Alfred.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Aug 11</div>
<div style="font-family: Palatino; font-size: 14px;">
Lawyer, Civil War commander and orator Robert Green "Bob" Ingersoll is born in Dresden, New York, to radical-thinking Congregationalist preacher John Ingersoll and his wife.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State</div>
<div style="font-family: Palatino; font-size: 14px;">
Western New York architect Andrew Jackson Warner is born in Connecticut. ** The Crooked Lake Canal, ready for navigation, opens, creating access to New York City, Albany and Oswego, via the state's canal system. ** The daily newspaper <i>The Balance</i> is first published in Rochester. In future years it will become The <i>Daily Democrat</i> and still later merging with the local paper becoming the Gannett newspaper The <i>Democrat & Chronicle</i>. in 1928.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 24px;">
1834</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 9</div>
<div style="font-family: Palatino; font-size: 14px;">
Naturalist, geologist and museum founder Henry Augustus Ward is born in Rochester, NY, to Henry Meigs Ward and his wife Eliza Chapin Ward.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 30</div>
<div style="font-family: Palatino; font-size: 14px;">
New York State canal commissioners agree to survey the Genesee Valley Canal route, also a side cut between Mount Morris and Dansville.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
September</div>
<div style="font-family: Palatino; font-size: 14px;">
Buffalo, NY, businessman William Austin Hart offers fruit trees for sale by "Hart's Nursery.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Dec 3</div>
<div style="font-family: Palatino; font-size: 14px;">
Geographer and U.S. Surveyor General Simeon De Witt, a native of New York State, dies in Ithaca, NY, at the age of 77, of severe cold suffered after a lengthy illness. He will be buried on his estate but later his remains will be removed to Albany's Rural Cemetery.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State</div>
<div style="font-family: Palatino; font-size: 14px;">
Henry DeCamp is born in Steuben County to David and Luenna Houck De Camp. During his life he will spend many decades building a stone wall on his DeCamp Road farm. A hundred years later flood waters running over it in two places do no damage.</div>
<div style="font-family: Palatino; font-size: 16px; min-height: 20px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px; min-height: 24px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px; min-height: 24px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px; min-height: 24px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px;">
************</div>
<div style="font-family: Georgia; font-size: 21px; min-height: 24px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px;">
1835</div>
<div style="color: #333233; font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="color: #333233; font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="color: #333233; font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Georgia; font-size: 21px;">
1835</div>
<div style="font-family: Palatino; font-size: 14px;">
Jan 7</div>
<div style="font-family: Palatino; font-size: 14px;">
New York's Baptist Church of Sweden and Bergen is organized in the West Sweden school-house by delegates from Baptist churches in Brockport, Byron, Holley, Sweden, Ogden, Le Roy, and Parma, with the Reverend D. Eldridge moderating and the Reverend Mr. Crane of Le Roy preaching the sermon.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 2</div>
<div style="font-family: Palatino; font-size: 14px;">
The results of engineer Frederick C. Mills survey of a Genesee Valley Canal route in New York State are published.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 30</div>
<div style="font-family: Palatino; font-size: 14px;">
New York State canal commissioners agree to survey the Genesee Valley Canal route, also a side cut between Mount Morris and Dansville. </div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
May 11<br />
The state authorizes the enlargement of the Erie Canal. The canal has reduced travel time from here to NYC down to 6 days, with freight costs of $5 a ton; instead of the $100 and 20 day trek across the state by wagon. ** The Allegany County Town of Clarksville is formed from the Town of Cuba.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State</div>
<div style="font-family: Palatino; font-size: 14px;">
Virginia-born U.S. Representative Robert S. Rose dies in Waterloo, at the age of 61. ** Morrisville's <i>Madison Observer</i> newspaper begins publication. [nysmdabsn] ** The Methodist Episcopal Church of West Sweden is founded by the efforts of Brockport's Reverend S. M. Chace.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
The Charlestown Players arrive and obtain a license for a brief season. They appear at a concert hall on Exchange Street; other theatrical engagements follow.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
1835</div>
<div style="font-family: Palatino; font-size: 14px;">
New York State</div>
<div style="font-family: Palatino; font-size: 14px;">
Henry DeCamp is born in Steuben County to David and Luenna Houck De Camp. During his life he will spend many decades building a stone wall on his DeCamp Road farm. A hundred years later flood waters running over it in two places did no damage.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="color: #333233; font-family: Palatino; font-size: 14px;">
Batavia</div>
<div style="color: #333233; font-family: Palatino; font-size: 14px;">
Bissell Humphry's tavern off Court Street is destroyed by fire. </div>
<div style="color: #333233; font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="color: #333233; font-family: Palatino; font-size: 14px;">
Rochester</div>
<div style="color: #333233; font-family: Palatino; font-size: 14px;">
St. Mary's Roman Catholic Parish - the second Roman Catholic Parish after St. Patrick's - is created.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
*************************</div>
<div style="font-family: Georgia; font-size: 21px;">
1836</div>
<div style="font-family: Palatino; font-size: 14px;">
May 6</div>
<div style="font-family: Palatino; font-size: 14px;">
The New York state legislature passes the Chapter 257 Act, authoring the construction of a Genesee Valley Canal.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 1<br />
Reports indicate the Erie Canal has now made back its cost of $7 million. Tolls, however, will continue to be charged until 1882.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 21</div>
<div style="font-family: Palatino; font-size: 14px;">
Teacher and lawyer Thomas Hulburt is born in Pittsford to Lewis Hulburt of Monroe County and his wife Roxanna Roberts from Allegheny County. </div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State<br />
The Rochester and Auburn railroad opens, passing through Pittsford. ** In the Spring William Henry Burke/Henry Hall of the middle eastern shore of Seneca Lake falls and breaks his leg. Failing to seek medical help he dies of blood poisoning a short while later. It's later learned he had been treasurer of London's Drury Lane Theatre and had embezzled theater funds, fled to America and begun using the alias Henry Hall.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
Tompkins Financial Corporation, a financial services holding company, is founded. </div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 24px;">
1837</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Jan 21 (some sources say February 11)</div>
<div style="font-family: Palatino; font-size: 14px;">
Seneca Falls, NY, mill owner and amateur historian Harrison Chamberlain is born there to Jacob Payson Chamberlain and his wife Catherine Kuney/Kuner.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Feb 28</div>
<div style="font-family: Palatino; font-size: 14px;">
A group of Rochester, NY, women meet at the home of Mrs. William Atkinson to form the Rochester Female Association for the Relief of Orphans and Destitute Children (later the Rochester Orphan Asylum).</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
March</div>
<div style="font-family: Palatino; font-size: 14px;">
The Rochester Female Association for the Relief of Orphans and Destitute Children opens, run by a Board of Lady Managers and a male Board of Trustees. </div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 30</div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY, tobacco manufacturer William Smith Kimball is born in Boscawen, New Hampshire, to William H. Campbell and his wife. [nysNHbsnagrbrtneng]</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
June</div>
<div style="font-family: Palatino; font-size: 14px;">
Genesee Valley Canal contracts are let for the first division, leading to the rapids, and a dam across the Genesee at that point.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Economy</div>
<div style="font-family: Palatino; font-size: 14px;">
The Stock Market Panic of 1837. [bsndst]</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Education</div>
<div style="font-family: Palatino; font-size: 14px;">
Illinois' non-sectarian, coeducational Knox College, opened by Congregationlists and Presbyterians in Galesburg, is chartered. [edcgvtrelmdw]</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State</div>
<div style="font-family: Palatino; font-size: 14px;">
Quarrying has become a commercialized industry in Albion. ** The railroad comes to the Town of Batavia from Rochester. ** A religious revival takes place east of St. Helena, at the corner of Oak Hill and River Road Forks. Sixty people are baptized in the Genesee River. ** Quaker Slocum Howland opens the Howland Stone Store in the Finger Lakes hamlet of Sherwood. In later years he will become a major supporter of the Underground Railroad of Cayuga County.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
A theatrical troupe from Buffalo arrives to establish a branch theater. The attempt fails. ** Black merchant Austin Steward returns penniless from Ontario, Canada, where he'd gone seven years previously to start a Colony for fellow blacks at Wilberforce. Friends will set him up in business again. ** Connecticut politician Myron Holley moves here from New York's Ontario County, where he had owned the Old Stone Warehouse, built on speculation in 1822, but which will end up a failure. ** The Female Orphan Society opens one of the first orphanages in the state.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<br />
<div style="font-family: 'American Typewriter'; font-size: 14px;">
© 2017 David Minor - Eagles Byte</div>
<div>
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-3966500210890932402017-03-23T21:42:00.000-04:002017-03-23T21:42:19.665-04:00OLD ZACK BARNES - Post by Richard Palmer<div style="font-family: Palatino; font-size: 18px;">
Oswego Palladium </div>
<div style="font-family: Palatino; font-size: 18px;">
June 28, 1879</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>Old Zack. Barnes.</b></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>_____</b></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>Death of the Most Notable Man in the Early History of Boating on the Erie - The Murderer of Van Schaik and His Eventful Life.</b></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>____</b></div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Zachariah Barnes died in Forestport, Oneida county, a few days ago, aged about 67 years. Zack. Barnes was one of the earliest and most noted boatmen on the Erie Canal, when life on the erie was one of adventure and hard knocks.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Our townsman, Chester Penfield, contributes the following history of Barnes, which involves also some interesting reminiscences of early boating on the Erie:</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
The death of Zachariah Barnes, when it came to the notice of the writer, revived old recollections, the earliest of which was in the year 1832 in the town of Westmoreland, Oneida county, in a place called Spencer Settlement, three miles southeast from Rome - a place where a large number of boatmen lived.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
In this place lived Zachariah Barnes and boarded with his brother, James, a farmer. Zack, as he was called, followed the canal summers and boarded with his brother winters. He was a powerful man physically, standing 6 feet 4 inches tall, with broad chest, small waist, long arms and a wonderful ability to use his feet for self defense, leaving very little for his hands to do in a fight.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
It was noted that he would stand very close to a man when in an altercation and with the utmost ease kick him in the face. As fighting was a common practice in the early history of the Erie Canal, he became noted among boatmen as the champion. Zack had accumulated a little competence by saving and industry, and bought a small farm. He was temperate in his habits and had formed the acquaintance of a respectable young lady and was expecting after the close of the canal in the fall of 1834 to be married; but an evil spirit brooded over his destiny in a fight with a man named Daniel Van Schaik of New London, Oneida county. He killed Van Schaik and went to Rome and surrendered himself to the sheriff.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
He was tried for murder and defended by Joshua Spencer and Henry A. Foster; was convicted of manslaughter in he third degree and was fined $1,000, which his brother paid for him, taking the farm. This event changed the whole history of this man.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
The young lady refused to marry him, and remained single, but died a few years later with a broken heart. Barnes took to drink and tried to drown the recollection of the Rome swamp tragedy. Following the canal for several years, with an increasing appetite for drink, he became at last incapable of following the occupation of inland navigator, had to leave the canal, and at last yielded to the king of terrors.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Such is a brief outline of a character who was widely known among the old boatmen and old citizens of Oneida county. The numerous incidents of his erratic career are well known to old boatmen that it would be useless to recount them; but one showing his prominent trait of kindness to the poor, may be mentioned.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
He was a strong wrestler, and on one occasion he desired to assist a poor widow to buy a cow. So he accepted a challenge to wrestle the champion in that section for $25, the stakes, if won, to be given to the poor woman to buy a cow. He won the match, dislocating his opponent's ankle. The stakeholder bought the poor woman a cow and barrel of flour with the money.</div>
<br />
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Zack never married, having sworn a vow after the Van Schaik murder and the result it had on his engagement with the young woman, that he would never marry, and which he kept. He was for many years the notable figure among Erie Canal boatmen, who in spite of his failings, will be sorry to hear that he is dead.</div>
<div>
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-10796238545570105392017-03-22T10:09:00.002-04:002017-03-22T10:21:43.135-04:00The Beginnings of the Cayuga and Seneca Canal - Part 1 (1787-1819)<div style="font-family: helvetica;">
<span style="font-size: large;"> The Beginnings of the Cayuga and Seneca Canal</span></div>
<div style="font-family: helvetica;">
<span style="font-size: large;"> Part 1 (1787-1819)</span></div>
<div style="font-family: Helvetica; font-size: 14px;">
<br /></div>
<div style="font-family: helvetica;">
by Richard F. Palmer</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Private enterprise, coupled with financial assistance of the State of New York, played a key role in the development of the early inland navigation system in the upstate region. Long before the Erie Canal was conceived the chain of natural waterways as well as the interconnected Finger Lakes were utilized to provide water transportation. </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
In several cases, local entrepreneurs built short canals around falls and rapids to replace cumbersome and time consuming carries and portages. Income was derived from tolls. Although not overly profitable, they acted as the catalyst for commercial growth and development.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Although the focus of this article is on the early development of the Cayuga and Seneca canal, a brief background will place this story into proper perspective.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The first of these small canal projects were constructed by the Western Inland Lock Navigation Co., established at Little Falls to improve navigation on the Mohawk River and Wood Creek at Rome. This canal, opened on November 17, 1794 and was 4,752 feet in length. Five locks were constructed, each with a lift of nine feet. Meanwhile, during the summer of 1793, improvements were made on Wood Creek, connecting the Mohawk River at Rome with Oneida Lake, a distance of about seven miles. The stream was straightened and cleared of logs and other debris. A one-mile canal was built at Rome to bypass the "Great Carry. " Research on slack water navigation on Wood Creek reveals there was no towpath between the wooden locks, as the creek was very shallow. The Western Inland Lock & Navigation Co. locks at Mohawk (1795-98) were at the ends of dug canals and had towpaths or a flat berm on which men could walk while pulling a boat with a rope. Remains of the towpath along the original canal at German Flatts still exist on state lands near Fort Herkimer. </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
By an act passed by the New York State Legislature on April 1, 1802, the Bayard Land Company, with the consent of the Western Inland Lock Navigation Company, was authorized to construct a dam across the river at Seneca Falls, which was done in 1803. The act stipulated the dam could not obstruct the passage of fish or boat navigation. Nothing further was done by the Western Inland Lock Navigation Company beyond Wood Creek. An act passed on April 11, 1808 allowed it to relinquish its franchise to improve navigation west of Oneida Lake. From there west, except for a few obstacles, it was essentially clear sailing anyway. Private enterprise once more stepped in and established a short canal at Baldwinsville, then called "Columbia." This canal, opened in 1808, was less than a mile long, and was constructed by Jonas C. Baldwin, a pioneer settler. The single lock was 77 1/2 feet long and 12 1/2 feet wide, with sufficient water depth to pass boats with two feet draft. Tolls were charged. Baldwin also built a dam to provide waterpower for the mills then developing along the Seneca River.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
In May, 1789 Augustus Porter, a well-known businessman closely connected with the history of Buffalo, and his party made a journey into the wilderness of western New York. They rendezvoused at Schenectady, were well provisioned and proceeded west in two boats each. He wrote:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
"At Seneca Falls we passed our boats up the stream empty by the strength of a double crew, our loading being taken around by a man named Job Smith, who had a pair of oxen and a rudely constructed car, the wheels of which were made by sawing off a section of a log some 2 1/2 or 3 feet in diameter. At. Scoys [cq] we took out about half our load to pass, consisting mostly of barrels which were rolled around the rapids. From he time we left Fort Stanwix until we arrived at Kanadasaga (Geneva), we found no white persons, except at at the junction of Canada and Wood creeks, where a man lived by the name of Armstrong; at Three Rivers Point where lived a Mr. Bingham; and at Seneca Falls, where was Job Smith. Geneva was at that time the most important western settlement, and consisted of some six or seven families..." </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Traversing this same route two years later, Elkanah Watson, the "renaissance man" of his day, followed the same route as Porter, but only as far as Geneva. On September 20, 1791 he and his entourage arrived at the foot of Seneca Falls. He wrote: "The carrying-place is kept by one Smith, who has a comfortable log house, and considerable improvements. This transit extends one mile. We transported our baggage by land, and our men stemmed the rapid, with an empty boat, in a surprising manner.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
"From our best estimate, the fall, in an extent of three-quarters of a mile, is about twenty feet. Since it is impossible to improve the bed of the river, it results that a canal, with two of three locks on the north shore, will be the only practicable means of navigation; the expense to effect which, will bear no proportion to the importance of the object.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
"We walked two miles, by a foot-path, to a place called Scawayas, [cq] where these rapids commence. Here we re-embarked, and ascended the Seneca River to the Seneca Lake, which we entered as the sun was sinking behind the western hills. The distance, between these two delightful lakes, is eleven and a half miles, the current being pretty strong. We found this canal of nature's workmanship connecting the two lakes, generally narrow; in some places obstructed by small riffs; in others, by fallen trees which can easily be removed." (2)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Job Smith, mentioned by both Porter and Watson, is credited as having been the first settler of what would become Seneca Falls. He had an adventurous spirit and arrived there from Ulster County by flat boat through the river system from the east in the spring of 1787. Apparently his flat boat was large enough to bring along a yoke of oxen. He built a log house in the area known as "The Flats" just below the subsequent site of Colonel Wilhelmus Mynderse's upper "Red Mill." His principal occupation was the portaging travelers around the falls and rapids of the swift-flowing river. </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Lawrence Van Cleef, of Half Moon, Saratoga County, N.Y., arrived in the spring of 1789. He had served in several engagements during the Revolutionary War, including General John Sullivan's campaign against the Iroquois Indians in 1779. He was familiar with the area. Van Cleef built a double log house, returned with his family that fall. Aside from farming for a time he partnered with Smith in the portage business that stretched up-river to Waterloo. Van Cleef became famous as a boat pilot and later gained considerable prominence during the early days of the village. Van Cleef Lake, created in 1915 to serve as a reservoir for the Seneca Falls locks of the Barge Canal, was named in honor of his son, George Cunningham Van Cleef. As far as can be determined, the portage continued until the completion of the canal. He died July 1, 1830 at the age of 73. (3)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The portage or carrying place appears to have been a lucrative enterprise. The charge for transporting a load or an empty boat from one landing to the other in earliest times was five to six shillings. In later years, as boats became larger, it took several teams to haul one on a large wagon around the rapids, and fees were raised. Between March 13, 1801 to June 24, 1806, $1,492.68 was collected.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
About 1791 Smith moved to Waterloo and married Miriam, daughter of Jabez Gorham, an early settler of Waterloo. But she died on December 13, 1792. That same year he built a bridge over the Seneca Outlet. A year or so later he returned to Seneca Falls for a short time before again disappearing. He was gone until 1813 when he returned here to testify in court in conjunction with several lawsuits regarding earlier land transactions. Since he left this area, VanCleef took his place in local history as being the first permanent settler of Seneca Falls.(4)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
<h2>
<b> Beginnings of the canal</b></h2>
</div>
<div style="font-family: Helvetica; font-size: 14px;">
On a slip of paper, in historian Orasmus Turner's possession in 1849, Jesse Hawley who is credited with conceiving the Erie Canal had written: "I first conceived the idea of the over land route of the canal, from Buffalo to Utica, in Col. Wilhelmus Mynderses' office at Seneca Falls, in 1805." Hawley and Henry Corl were engaged in the flour forwarding business at Geneva. In his mercantile operations at Geneva, Hawley frequently brought a load of flour to Mynderse's mill to be ground. It was then shipped by Durham boat to Schenectady and Albany. At the time Mynderse's mills were situated at the head of navigation.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
While at Mynderse's office one day the subject of better navigation came up. Hawley noted that he was forced to pay higher transportation charges during the summer months when the Mohawk river was shallow. Hawley said he "sat in a fit of abstraction for some minutes - then took down DeWitt's map of the State off the wall, spread it on the table and sat over it with my head reclined in my hands and my elbows on the table, ruminating over it for - I cannot tell how long -muttering <i>a head of water</i>; at length my eye lit on the falls of Niagara which I instantly presented the idea that Lake Erie was <i>that head of water.</i> "</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Another version of this story is that Hawley, stepping up to the map of the state on the wall, drew his finger cross country from Utica to Lake Erie, tracing the line of a possible canal. Mynderse said such a canal could not be built for the lack of a head of water. Pointing to Lake Erie, Hawley countered "There is the head of water." </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Hawley's business failed in December, 1806 and he found himself in debtor's prison in Canandaigua for 20 months. There he wrote a series of 14 essays describing the canal, and internal improvements in general. The essays were originally published in the Genesee Messenger in 1807 and 1808 and were widely copied. Although no documentation to this effect has been found, Hawley may have sparked an interest in Mynderse's mind that eventually resulted in the creation of the Seneca Lock Navigation Company which followed a few years later. (5)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Mynderse, not yet 30, came here from Albany in 1795 as agent for the Bayard Land Company, a position he held for 30 years. The company owned much of what became the village of Seneca Falls as well as the water rights. Mynderse, considered the "father of Seneca Falls," became a wealthy landowner, industrialist and public benefactor. One history states: "No other single individual had as much to do with the beginning of the settlement here, its subsequent growth to a prosperous village and the location here of early industries as Wilhelmus Mynderse. The year he came here he erected a grist and a saw mill and a double log house, the latter being located next to the present site of Trinity Church. He lived in one end and kept store in the other. The mill was put into operation in 1796. In 1807 he erected the Red Mills on the lower rapids. He also erected a fulling mill and other small industries. His various investments proved profitable and he was a man of strict business methods. His was the very first industry here." (6) </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
In 1812, the proprietors of the mills at Seneca Falls and "Scoi-Yase Rapids" (Waterloo) applied to the New York State Legislature for aid in rendering the falls and rapids navigable for boats. A side benefit would be development of waterpower through "hydraulic privileges" as an incentive for industrial development. Another story is that the idea for this canal was spawned by Frederick DeZeng. A committee of the New York State Senate, to which the matter was referred, rendered a positive report which stated "the mills then built and hereafter to be established at Seneca Falls and Scoi-Yase, are and ever will continue to be of great public utility in that part of the state; especially as there is no convenient mill site within a large district of country around them.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
"And the committee are perfectly satisfied that the quantity of water in said outlet will at all times be sufficient for any number of mills or manufactories, which can be erected at said Falls and rapids, and also an ample supply for the purposes of lock navigation." (7).</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
After being bantered about in Albany the state legislature approved the incorporation of the Seneca Lock Navigation Company on April 6, 1813 with a capital of $50,000 divided into 2,000 shares of $25 each. A clause of the act reads: "Whenever one thousand shares shall have been subscribed to the corporation, it shall be lawful for the comptroller of this state, and he is hereby required to subscribe on behalf of this state, five hundred shares." Toll rates were not to exceed $2 per ton; tolls upon boats, 30 cents per ton upon the tonnage of the boat, with one-half tolls charged between Seneca Lake and the head of Seneca Falls.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The directors were Wilhelmus Mynderse of Seneca Falls, Elisha Williams of Waterloo, Benjamin Dey and Robert S. Rose of Fayette, Seneca County, and Abraham Dox, Samuel Colt and Herman H. Bogert of Geneva. The law stipulated that the locks were to be no less than 12 feet wide and 70 feet between the gates. The company was given five years to complete the work. The state Surveyor General was to serve as one of the directors.(8)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
<br />
The following notice appeared in the Geneva Gazette on September 1, 1813:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
<h2>
<b> Seneca Lock Navigation</b><b> NOTICE</b></h2>
</div>
<div style="font-family: Helvetica; font-size: 14px;">
<b><br /></b>
<b> Sealed proposals will be received by Col. Mynderse, at Seneca Falls, until the 15th Sept.next, for building the Locks and necessary Canals for opening the Navigation between Seneca and Cayuga Lakes, agreeable to the act incorporating the Seneca Lock Navigation Company and the Report of the Surveyor General to the Legislature, dated 18 Feb. 1813.</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b><br /></b>
<b> A. Dox, Secretary</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b><br /></b>
<b> A plan of the Locks and the contemplated route of the Canals, may be seen at the house of Col. Mynderse, Seneca Falls.</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Geneva, 5th Aug.1813.</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Stone for the locks came from the quarry on the farm of Charles Seth Deming near Montour Falls, some 45 miles south of Seneca Falls. The stone was shipped to Geneva on two of his sailing schooners. This is verified by a statement of Engineer James Geddes in his feasibility study of the Chemung Canal:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
<i> "At the northern termination of these numerous locks, and close to the line of canal, is the famous quarry which supplied the stone of which the locks at Seneca Falls and Waterloo were built. These stones require but little cutting to make an elegant lock, and their lying nearly on the spot where they would be used, is a circumstance favorable to the building of stone locks, than any other part of the state has presented."</i> (9) </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The History of Seneca County published in 1876 states the canal was about 40 feet wide and four feet deep. "The improvements thus inaugurated attracted settlers from abroad and neighboring localities, and population rapidly increased. Oliver Gustin came from Ontario county to Waterloo, then known as New Hudson, on May 15, 1815, to aid in building the locks then being erected by Marshall Lewis and his son, Hazard Lewis." Benjamin Sayre was the stone mason. (10)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Proof that Seneca Falls was a destination at a very early time is this advertisement that appeared for some time in the Albany Argus:</div>
<div style="font-family: helvetica;">
<div style="font-size: 14px;">
<br /></div>
<b> Mohawk & Cayuga</b></div>
<div style="font-family: helvetica;">
<b> Packet Boats</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The subscribers, in order more fully to accommodate the public, have determined upon starting a boat from Schenectady for Cayuga and the Seneca Falls, regularly every SATURDAY, during the season. This is intended merely as an addition to their establishment, and will in no wise interfere with their usual business - As boats and wagons will as heretofore be kept in constant readiness to transport from the city of Albany to any part of the Western Country, either by land or water, whatever property may be directed to their care, Gentlemen who reside at a distance from the water communication are informed that their goods will be delivered from the boats at any place they may think proper to designate; and at the Seneca Falls, to avoid delays, wagons are provided to convey the property, if required, to its place of destination. Every effort will continue to be made by the subscribers to afford their customers the most perfect satisfaction, and from their long experience in this line of business, they hope to merit the Public patronage.</div>
<div style="font-family: Helvetica; font-size: 14px;">
Eri Lusher & Co.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Schenectady, August 1, 1814</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Eri Lusher had an extensive forwarding business in Schenectady and Utica prior to 1820 and at one time owned the <i>Ontario,</i> the first American steamboat on the Great Lakes. Durham boats at the time carried about 12 tons. The smaller batteau had a carrying capacity of one and a half tons. The first Durham boat ever built in Seneca Falls for river navigation was called the <i>Adeline</i>, in 1814. The second was named <i>Miller of Seneca Falls</i>" in 1816. Both were later used on the Erie Canal.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The <i>Merchant</i> was the first canal boat built here in 1821 by a Mr. Haskell of Geneva. She was run on the old Washington line, by Captain Jacob Hinds, who later became a canal commissioner. Durham boats were open and exposed to the weather. They had runways on each side upon which cleats were nailed. The boats were propelled by six men, three on each side, equipped with long poles and with iron at the bottom. The men placed their poles and, bracing their feet upon the cleats, pushed the boat forward until they reached the stern. Then they stepped forward and repeated the procedure. </div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Several vessels hailing from Oswego were built on Cayuga and Seneca lakes. Built in 1814 were the schooners <i>Sally Ann</i>, 29 tons, at Ovid; <i>Geneva</i>, sloop, 37 tons, at Geneva; and the schooner Mary, 49 tons, at Aurelius (Cayuga);and the <i>Lasister,</i> schooner, 37 tons, at Ulysses on Cayuga Lake in 1816. The spars were not stepped into the vessels until they reached Oswego.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Earlier, Elisha Williams, one of the directors of the Seneca Lock Navigation Company, had constructed a hydraulic canal in Waterloo to create waterpower for milling purposes along the river, which here was more commonly referred to as the "Seneca Outlet." After the company was established they paid Williams $2,000 for the use of the old raceway for the canal. This also included rights to cut into the canal for hydraulic purposes on the north side of the river. The stipulation was that the hydraulic use would not interfere with canal navigation. (11)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Funds raised from the initial sale of stock were insufficient to complete the canal. By an act of the legislature passed on April 13, 1814, the charter was amended to increase the capital stock to $60,000. This created 400 additional shares. But still this was not enough so additional funding was advanced by the state and shareholders were required to pay $6.25 over and above the $25 shares they held.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Finally the day everyone had been waiting for - the opening of the locks in Seneca Falls. The Geneva Gazette of August 30, 1815 reported:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
<b>Inland Navigation</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i>Seneca Locks - We have the satisfaction to state, that on 23d inst., the first boat (about 78 feet in length) went through the two upper locks on the Seneca Falls, loaded with upwards of one hundred persons, in presence of a greater number of spectators, collected from different parts of the country. The boat having entered the upper Guard Lock, went through the new Canal, nearly 3-4ths of a mile in length, and descended the two locks, in 25 minutes; then turned about in the Seneca river and re-ascended the Lock in nine minutes - all which no doubt will be accomplished hereafter in much less time, considering that every thing was new, and managed by hands unacquainted with lock navigation concerns, the architect, Mr. Marshal Lewis excepted, whose faithful exertions deserve the highest praise.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The workmanship of these locks, as it respects solidity and neatness, is probably not exceeded by any heretofore constructed. The locks, canals and dams, as far down as Colonel Mynderse's old mills, will, no doubt, be completed before winter and the remainder near and below the colonel's new mill, will in all probability pass inspection by the middle of next season.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The completion of these locks, will be important - not only as respects the advantages which this village will derive from it, but in particular, the convenience of transportation for the immense country west of this.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The most detailed information on the Seneca Lock Navigation Company facilities is found in a letter written by Wilhelmus Mynderse himself to Canal Commissioner Myron Hawley on February 17, 1817.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Dear Sir:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> Your favour, of the 17th ult. requesting an account of the improvements making in the navigation of the Seneca river, at this place, came duly to hand, and would have been earlier mentioned but for the absence of Mr. Lewis, the engineer and contractor, and Major DeZeng, who has had occasional superintendence of the work. Those gentlemen being unable to furnish the information required, with accuracy, I sent them, immediately on receipt of your letter, a transcript of its contents, desiring them to send me an early answer; but hearing from them, I proceed to give you such information as I possess on the subject. I regret that it is not in my power to be more particular and correct.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> There are nine chamber locks, contemplated to be erected in the sole instance, to wit: one chamber lock, of about 2 feet lift, immediately at the outlet of the Seneca lake; two chamber locks at the foot of the canal, at Scawyas, of about nine fee lit each; one chamber lock at the little Scawyas rapid, of 4 feet lift; two chamber locks at the Seneca Falls, of eight and a half feet lift each; one lock at the same place, of eight and a half feet lift, and one chamber lift at the foot of the Seneca Falls rapid, of about five feet lift. There is one guard lock at the entrance of the canal at Scawyas, one at the entrance of the upper canal at the Seneca Falls, and one at the entrance of the fourth canal at the same place.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> Of these, three are completed; one guard and two chamber locks at Scawyas, and the chamber lock at Little Scawyas. One guard lock is completed at the Seneca Falls, and two chamber locks, at the same place, are nearly completed, and the site of another is excavated, and the materials for it are on the ground, prepared to be aid up early in the spring. Some progress has also been made towards the three remaining locks.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The materials with which these locks are constructed, are stone; the interface of the walls are of hewn down, neatly joined and well incorporated with the body of the walls, which are laid up with common limestone, found on the spot, in a good lime-mortar and grout.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The walls of the locks are six feet in thickness, and supported with substantial embankments on the outside. I am not possessed of data on which to found an accurate estimate of the cost of each particular lock.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The whole distance of excavation, exclusive of the sites of the locks is as follows:</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> 1st. A canal at Scawyas, on the Waterloo side of the river - This canal is about 250 rods in length. The expense of making it is estimated at about $3,000.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> No rock, or other hard substance, was met with digging this canal.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> 2d. A canal commencing at the dam near the head of Seneca Falls rapid. The canal is 36 rods in length, and is conducted along a limestone ledge. One of its embankments is altogether artificial: it is faced on both sides with stone, to prevent wear by the fall rains or otherwise. Extraordinary expense was incurred in making this canal, owing to the stony nature of the soil. The cost was about $900.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> 3d. A canal, together with a low dam, of about 150 feet long, across the river, is about 102 rods in length and cost, including the said dam, is about $1,200.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> 4th. A mill race was used for part of this canal, by which the expense was considerably lessened.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> 5th. This canal, which will be about 40 rods in length, much for about one half of its length be cut to a considerable depth into a slate rock. Nothing yet has been done to it. It will cost at least $1,000.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> 6th. This canal will be about 120 rods long, but from the favorable nature of the ground, it may be easily made. It cannot cost to exceed $1,000.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The canals are to contain, at all times, three feet of water, and are to be 24 feet wide, at the bottom, and not less than 30 feet on the surface of the water.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> There are three dams thrown across the river, of from 3 to 4 feet in height, constructed of stone and timber. Each cost about $400. The principal dam is at the head of the Seneca rapids, is about 200 feet in length, 10 feet high and 10 feet thick at the base, demising towards the top to 3 feet. This dam is built of stone, in a neat and substantial manner, and travelled on the upper side. It cost, I understand, $1,800.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The Seneca Lock Navigation Company, are bound to erect two bridges over the canals, where they intersect pubic roads. One of these is completed. It is built with stone abutments, and covered with square timber and plank. It is supposed to have cost $150.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The other bridge is to be built in the same manner, and will probably cost the same sum.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The extent of navigation improved by these locks and canals, from the Seneca Lake, to the lower lock at the foot of the Seneca rapids, is about 12 miles. The aggregate amount of locking is about 4 feet.The length of artificial canalling, will be about 550 rods. The bed of the river is used, where its depth of water is sufficient and where no natural obstructions exist.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The locks are 70 feet in length, in the clear, between the gates, and 12 feet width; and are capable of passing a barge of 20 tons burthen.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The stone with which the inner walls of the locks are faced, are obtained, at considerable expense, form a quarry near the head of Seneca lake, about 50 miles distant.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The whole expense of making this navigation, it is calculated will amount to $55,000. It certainly will not exceed $60,000. The initial toll on this canal.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> Mr. Lewis, the engineer, although very capable and competent to such works, possessed no practical knowledge of the subject, when he commenced operations here: Much expense was consequently incurred, which might and would have been avoided, had he had more experience. I feel confident, that the whole work might now, with the experience we have required, be done for $45,000.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> I may yet receive a communication on this subject from Mr. Lewis. If so, and it should contain anything useful to you, I will do myself this honor to transmit it to you.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
So impressed with Lewis' work, the state canal commissioners engaged his services to supervise construction of canal structures crossing Limestone and Butternut Creeks near Syracuse and at Oneida Creek. It was noted "the mechanical skill of Mr. Lewis, arising from much native ingenuity, and long experience applied in canals and hydraulic structures, has afforded us many advantages." (13)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Local historian George S. Conover wrote that the works of the Seneca Lock Navigation Company in Seneca Falls, on the west end, were south of the outlet of the river. The two upper or west locks were together so that boats passed from one into the other. Lock 3 was located a few feet above the later Cayuga and Seneca Lock 3, and boats floated from there down the river to the turnpike bridge, where the canal was cut from and on the south side of the river. It then ran easterly to Lock 4 which stood near the lower mill. It then passed down the north side of the river to Lock 5, and then into the river. Conover said: “The stone used in the construction of the locks was, like that at Waterloo, of a peculiar quality, having little or no grit, and were in demand in after years for bed stones on which to rest large gudgeons of the large, heavy water wheels.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
“The first loaded boat from Schenectady, 16 tons burthen passed the newly constructed locks at Seneca Falls, June 14, 1818. This lock navigation extended five miles, was built by company at an expense of $60,000. The passage of this sized boat was effected through the old company’s locks, while the Erie was under construction. The toll charged for passing these locks (cost equal to six miles of canal) was 50 cents, 9 cents per ton a mile.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
“David B. Lum Esq. of Seneca Falls and others have a vivid recollection of the event when the first boat passed through the locks at that place, immediately after which the walls of the first or upper lock fell in and it had to be rebuilt. This incident served to impress the occasion more firmly upon the mind. Mr. Benjamin Sayre was the master mason in the construction of the locks.” (14)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: "times";"><br /></span>
<span style="font-family: "times";"> </span> Running short of funds, in 1817, the company petitioned the state legislature and was granted authority to call for an additional assessment of 25 per cent upon the original stock. The company claimed it had exhausted its funds and that more money was required to complete the work. The time fixed for completing all work was extended to December 1, 1819. But then the company again ran short of funds. The state then furnished enough funding that enabled it to complete the work. But during the year the officials, again having been retarded in the progress of construction by a shortage of funds, asked relief of the Legislature, which was granted by an act (chapter 93). The New York State Comptroller was directed to subscribe an additional amount of stock in order to enable the company to discharge all debts and also to complete the whole of the navigation by 1821. In 1816, the state owned 500 shares of company stock, valued at $12,500. By 1821 the state's investment in the canal had increased to $21,003.18.(15)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The following legal advertisement appeared in the Geneva Gazette, December 16, 1818:</div>
<div style="font-family: helvetica;">
<div style="font-size: 14px;">
<br /></div>
<span style="font-size: 14px;"> </span><b><span style="font-size: 14px;"> </span>AUCTION.</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> On the 12th January, 1819, at noon, will be sold at the Hotel in the village of Geneva, to the highest bidder, so much of the unsubscribed STOCK of the Seneca Lock Navigation Company, as will enable them to discharge their debts. By order of the Directors, H. Bogert, A. Dox, S. Colt, Committee.</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The first loaded boat passed the newly constructed locks at Seneca Falls on June 14, 1818. There were eight stone locks:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Waterloo - Locks 1 and 2, each eight feet; Kingdom (“Little Skoyase”) - Lock 3, four feet; Seneca Falls - Locks 4 and 5, 8 1/2 feet each, just west of Ovid Street; Lock 6, opposite present-day Trinity Episcopal Church, 9 1/2 feet; Lock 7, 5 feet; and Lock 8 at the Seneca outlet, 5 feet. There was 1.72 miles of actual canal dug. The improved waterway allowed the passage of boats through natural streams and later through the Erie canal to the Hudson and tide-water. But the improvements were somewhat crude, consisting chiefly of locks around the falls and rapids. No towpath had been provided along the river. At this time Durham boats were employed that were polled through the waterway. Neither were there towpaths on the slack water sections.(15)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Elkanah Watson was in Seneca Falls on that historic day, visiting his friend, Wilhemus Mynderse. He wrote:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
<i> In descending the hill leading into the village of Seneca Falls, I was agreeably surprised, and peculiarly fortunate, in witnessing the first loaded boat from Schenectady, carrying freight of sixteen tons, through the canals and locks just finished at this place, principally by the private enterprise of a few individuals, at an expense of about $60,000. My curiosity was so strongly excited, that I lost no time in examining the whole extent of the work from the first lock, which is situated three miles from the Cayuga Lake, to its termination at Waterloo, a distance of five miles.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i><br /></i>
<i> The locks excel any in workmanship I have ever seen, either in Europe or America; they are principally constructed with large square hewn stone, taken from a quarry at the south end of Seneca Lake. There are eight chamber locks, averaging each about eight feet lift, being sixty-four feet in all the whole distance; and four guard locks. This canal may be considered a branch of the grand canal, as it opens an uninterrupted water communication, for boats of sixteen tons burthen, from Schenectady, through the old canal and locks, to the south end of the Seneca lake; and when the contemplated canal is affected, from that lake to the Susquehanna river, an inland communication will open from New York to the Chesapeake. </i>(16)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
In a letter to Watson on June 18, 1818, Mynderse wrote that previous to the construction of the canals and locks on the Mohawk river and Wood Creek, transportation was done in bateaux from one to two tons burden. These required four men to navigate them. The price of transportation at that time was from $75 to $100 per ton from Schenectady to Seneca Falls, a distance of 212 miles. With the completion of canals, larger boats had been introduced with a carrying capacity of 15 to 16 tons, with only one additional hand required. Originally bateau carried about 1 1/2 tons. Durham boats carried about 12 tons.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Mynderse noted: </div>
<div style="font-family: Helvetica; font-size: 14px;">
"The charges for transportation have been greatly reduced, notwithstanding the high tolls charged on passing the canals and locks, viz: about four dollars on each boat, and five dollars a ton on cargo, being about seventeen dollars per ton from this to Schenectady, and nearly that sum from thence here." (17)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Local historian Harrison Chamberlain noted:</div>
<div style="font-family: Helvetica; font-size: 14px;">
"Thus came about our first canal, the effect of which was at once seen in the public spirit and increased activity in all lines of business, Not alone the people on the outlet felt the stimulus of a new and important factor, but as well the people of Ontario, Yates, Schuyler, Steuben and Tioga counties. For the first time all this broad region of fine producing farming lands found an outlet for their products to tide-water markets. The link joined here made up a chain of trade and commercial intercourse that at once demonstrated the wisdom of its promoters, and the great importance of the work to the whole commerce of the State." (18)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Although in full operation by the spring of 1819, the entire facilities of the Seneca Lock Navigation Company were not actually completed until 1821. But it was not entirely with private funds. The improvement cost a total of $70,000, of which the State had contributed $21,000 through the purchase of stock. (19)</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
The Geneva Gazette of April 27, 1819 first published an advertisement for the "Western Forwarding Line" established "for the purpose of forwarding merchandise and produce in and from the Western Country…having a sufficient number of boats in their line between Geneva and Schenectady" that would operate once a week during the navigation season. The notice also states:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
“The superior style in which their boats are constructed and covered, as well as the industry, skill and fidelity of their Boatmen, are well calculated to ensure the speedy and safe conveyance of all property consigned to their care. Their Boats will not be subjected to detention, at any intermediate place, for the reception and deposit of freight, but run direct from one extremity of the navigable route to the other.” The proprietors were Trotter & Douglas, Albany; Wilhelmus Mynderse, Seneca Falls; W.S. De Zeng, Geneva, J.F. Jenkins, Canandaigua; Silas Smith, Rochester, and Cyrenus Chapin of Buffalo.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
These must have been Durham boats as there was no towpath on this canal. They were flat bottomed and double ended and resembled large bateau. Generally they were 40 to 60 feet long and eight feet wide. They were flat bottomed. Some idea of the vessel traffic on the new canal is gleaned from the Geneva Gazette:</div>
<div style="font-family: Helvetica; font-size: 14px;">
May 12, 1819. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Inland Navigation</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Harbor of Geneva</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
Arrived - April 27 - Boat, Goodrich master, from Salina, with 192 barrels Salt, to R.M. Bayly.</div>
<div style="font-family: Helvetica; font-size: 14px;">
May 5 - Boat, Graves, master, from Salina, with 160 barrels Salt, to Haskell & Walbridge.</div>
<div style="font-family: Helvetica; font-size: 14px;">
May 19 - Boat Superior, Hollingshead, 10 days from Schenectady, to T. Wickham, with Burr stone, Spanish Hides, Groceries & Drugs, to Cyrus Tanner, Andrew P. Tillman, and Horsten & Tappan, of Geneva.</div>
<div style="font-family: Helvetica; font-size: 14px;">
Will sail this Morning,</div>
<div style="font-family: Helvetica; font-size: 14px;">
Boat Superior, Hollingshead, for Schenectady, with Ashes, Wheat and Glass.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
May 19, 1819.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
</div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Inland Navigation</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Harbor of Geneva</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
Arrived - Boat Seneca Sally, Rufus Meech, from Schenectady in 9 days, to T. Wickham, with Drugs, Groceries, Cordage and Sundries, to Horsten & Tappan, Perez Hastings, E. Southwick, Peregrine Hollett, George Clark and S.M. Smith.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Boat Black Bird, Hollingshead, from Schenectady, in 9 days, to T. Wickham, with Burr Stone, Spanish Hides, Groceries and Cordage, to Russell & Beebe, Jessup & Palmer, Hortsen & Tappan, S.M. Smith and D.S. Skaats.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Sailed - Boat Seneca Sally, for Schenectady, with flour.<br />
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> First on the Erie Canal</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
The following interesting account of a trip from Seneca Falls to Jordan on December 9, 1819 appeared in the Cayuga Republican of Auburn, Wednesday, December 15, 1819. At the time the canal had been completed eastward but was not open to navigation until the following spring:</div>
<div style="font-family: Helvetica; font-size: 14px;">
“In this age of wonders, perhaps nothing is more calculated to excite the admiration of the intelligent and reflecting part of the people, than the 96 miles of canal, principally through a wilderness, should be completed in the short space of two years and five months, from the time of its commencement-yet such appears to be the fact.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
We have it from authority that from Utica to near Salina the Canal is not only navigable, but has actually been navigated; the navigation there, however, was then prevented by small job of work which was not completed. The western part of the middle section has also been completed and navigated.</div>
<div style="font-family: Helvetica; font-size: 14px;">
“Information having been given, that the canal from Seneca River to Salina, would be completed about the 10th inst., a boat was prepared at Seneca Falls, with a temporary cabin and other conveniences, and notice was given that she would leave Montezuma at 9 A.M.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
“It so happened, however, that on the 9th, the weather, which for several days had been very mild and pleasant, changed suddenly, and at the appointed time for starting, it was very cold and unpleasant; and to add to the difficulties to be encountered in this first voyage, the canal was covered with ice from one to two inches in thickness. A number of gentlemen, with Mr. Holley, one of the commissioners, had, however, collected, and about half past 11 o'clock the boat with two horses attached to her, left Seneca River, in defiance of the inclemency of the season and ice in the Canal. It was found on trial that two horses would propel the boat against the ice at the rate of rather more than two miles an hour.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
“The party proceeded and arrived at Mr. King's in Mentz, a distance of about six miles, with the two horses, and with from fifty to seventy passengers. At Mr. King's two more horses were added, and arrived at Jordan a distance by the canal of nearly sixteen miles from Seneca River, before 7 o'clock in the evening, having passed on the route three locks and stopped one hour at Mr. King's, which leaves about six hours for travelling sixteen miles. There was two feet of water in the Canal, and the boat sixty feet in length and ten feet in width. On the morning of the 11 inst. it was found that the ice had increased so much during the night, that it was deemed unadvisable to proceed farther; the horses were therefore hitched to the boat, and the passengers returned in the same way to Montezuma.</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
“Much credit is due to Capt. Arnsbury and his associates for their public spirit in fitting the boat so as to make it comfortable and pleasant for the passengers at this inclement season."</div>
<div style="font-family: Helvetica; font-size: 14px;">
<br />
Before ending this article, it should be noted the use of the word "falls" in this case is a misnomer. The Seneca River, more appropriately called the Seneca Outlet between Seneca and Cayuga lakes, originally had a 42-foot drop in elevation from Waterloo to Seneca Falls. This took the form of a series of rapids, not waterfalls. Over time, settlers began to harness this swift moving stream to power the early water wheels that ran the mills. As a result man-made dams were created to create a head of water. These falls were used for water power until 1915 when New York State cleared "The Flats" of old mills, factories and other structures to create Van Cleef Lake. This is a reservoir for the locks on the Barge Canal. The former 42-foot drop now furnishes water for Locks #2 and #3.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: helvetica; margin-bottom: 16px;">
<span style="font-size: 14px;"> </span><b><span style="font-size: large;"> Notes</span></b></div>
<div style="font-family: Helvetica; font-size: 14px;">
1. Hill, Henry W., Waterways and Canals in New York State. Buffalo Historical Society Publications Vol. XII, 1908 p. 39; Printed document entitled "In Senate...March 17, 1812; Author’s correspondence with Philip Lord Jr., retired Director of Museum Services, New York State Museum; Men and Times of the Revolution - Memoirs of Elkanah Watson. Edited by his son, Winslow C. Watson. Dana and Company Publishers, New York, 1856, pp 352-3.</div>
<div style="font-family: Helvetica; font-size: 14px;">
3. History of Seneca Falls, by Henry Stowell, in "Brigham's Geneva, Seneca Falls and Waterloo Directory, 1862", pp 4-5; "The Seneca Falls of David Lum, Seneca Falls Historical Society, 1970; "Lawmaker Runs 300-Acre Farm Owned by His Family 130 Years," Geneva Times, June 10, 1957; "The Cayuga and Seneca Canal," Geneva Advertiser-Gazette, October 15, 1914.</div>
<div style="font-family: Helvetica; font-size: 14px;">
4. The Seneca Falls of David Lum, op.cit.; "Our First Settler," op. cit.; P. Grip's Historical Souvenir of Seneca Falls (Syracuse, 1904), p. 39, 41.</div>
<div style="font-family: Helvetica; font-size: 14px;">
5. Turner, op. cit. P. 699; Buffalo Courier, April 2, 1857; Ontario Messenger, January 27, 1841; Publications of the Buffalo Historical Society, Vol. II, pp 243-244.</div>
<div style="font-family: Helvetica; font-size: 14px;">
6. Grip's, op.cit. p. 52.</div>
<div style="font-family: Helvetica; font-size: 14px;">
7. "Skoi-Yase" is an old Seneca Indian term meaning "the rapid water." Senate Report, op. cit.; Assemblyman Sterling C. Hadley's remarks regarding improvements to the Cayuga & Seneca Canal, Albany Argus, June 8, 1853; Biography of Baron De Zeng, New York Genealogical and Biographical Record, Vol. 2 P. 452, 1871.</div>
<div style="font-family: Helvetica; font-size: 14px;">
8. Chapter 114, Laws of New York; The directors of the Seneca Lock Navigation Company were also the directors of the Seneca and Susquehanna Lock Navigation Company, incorporated in 1814 to build a canal from Seneca Lake to the Chemung River. This latter company failed to undertake this project, presumably because their priority was to improve navigation on the Seneca River. However, a notice appeared in the Geneva Gazette on January 18, 1819 asking the state legislature incorporate a company “for the purpose of making locks and canals from the headwaters of Seneca Lake, to unite with the waters of the Chemung River, at or near the village of Newtown, in the county of Tioga, with capital of $300,000.” The petitioners were the directors of the Seneca Lock Navigation Company. This proposal did not materialize.</div>
<div style="font-family: Helvetica; font-size: 14px;">
9. Schuyler County, New York: History and Families. Turner Publishing Co., Paducah, Ky., p. 83; Geneva Palladium, March 22, 1826; "The Seneca Falls of David Lum", op.cit. P. 5. </div>
<div style="font-family: Helvetica; font-size: 14px;">
10. Ibid.; History of Seneca County, New York, Philadelphia, 1876. p. 85.</div>
<div style="font-family: Helvetica; font-size: 14px;">
11. Correspondence with Philip Lord, op.cit; "The Seneca Falls of David Lum", op. cit., P. 15; Clyde Times, October 29, 1921; Enrollments issued in the District of Oswego, 1815-1818. Records of the Bureau of Marine Inspection and Navigation, Record Group 421, National Archives, Washington, D.C.; Albany Argus, October 26, 1814; Bird, Col. William A., “Early Transportation Between Albany and Buffalo, et. al, A Paper Read Before the Buffalo Historical Society,” Jan. 29, 1846; Chapter 114, Laws of New York, op. cit.; Becker, John E., A History of the Village of Waterloo, 1949. p. 65. </div>
<div style="font-family: Helvetica; font-size: 14px;">
12. Becker, op.cit. </div>
<div style="font-family: Helvetica; font-size: 14px;">
13. Laws of New York, in Relation to the Erie and Champlain Canals, together with the Annual Reports of the Canal Commissioners and Other Documents, Requisite for a Complete Official History of Those Works. Vol.. 11, pp 317-320. Published by Authority of the State, E. & E. Oxford, Printers, Albany, 1825; Seneca Falls had grown sufficiently by this time to establish a post office there on March 15, 1816. Abijah Mann was the first postmaster. From: New York Postal History by James L.Kay and Chester M. Smith Jr.. American Philatelic Society, State College, Pa., 1982 p. 308. Marshal Lewis and his son, Hazard, were early settlers of Binghamton. They were engaged in several local enterprises. Marshal Lewis died Sept. 7, 1847, age 79, at the home of his son-in-law, B.F. Chadwick of Van Buren County, Mich. Hazard Lewis died July 2, 1863, aged 68. Broome Republican, Sept. 30, 1846 and July 8. 1963; Seward, William Foote, Binghamton and Broome County, New York - A History, New York, 1924. Vol. 3 pp 16-17.</div>
<div style="font-family: Helvetica; font-size: 14px;">
14. Conover, George S. Kanadesaga and Geneva, manuscript, 1888, p. 497, Waterloo Library and Historical Society.</div>
<div style="font-family: Helvetica; font-size: 14px;">
15. Chapter 93, Laws of New York, passed March 21, 1817; "Finances of New-York," Niles Register, March 7, 1818 Vol. 14, p. 25; Annual Report of the New York State Comptroller, published in Albany Argus, February 2, 1817; Annual Report of the New York State Comptroller for 1821, published in the Schenectady Cabinet, March 22, 1822.</div>
<div style="font-family: Helvetica; font-size: 14px;">
16. “Annual Report of New York State Canal Commissioners”, January, 1819, published in Geneva Gazette, March 3, 1819; Barben, Arnold H., Cayuga and Seneca Canal 1813-1963. (pamphlet); The Flats including The Canal and Industries.Seneca Falls Historical Society, 1981 P.5.</div>
<div style="font-family: Helvetica; font-size: 14px;">
17. Geneva Gazette, August 5, 1818; correspondence with Phil Lord of Niskayuna, N.Y. who extensively studied Durham boats.Men and Times of the Revolution, op. cit. p. 412.</div>
<div style="font-family: Helvetica; font-size: 14px;">
18. Chamberlain, Harrison, “Seneca Lock Navigation Company”, in "Papers Read Before the Seneca Falls Historical Society", 1913. P. 8.</div>
<div style="font-family: Helvetica; font-size: 14px;">
19. Whitford, Noble E., “History of the Canal System of the State of New York”, Albany, N.Y.,1906, p. 473.</div>
<br />
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-67518639688185633172017-03-08T23:34:00.000-05:002017-03-08T23:34:18.924-05:00Richard Palmer post - Old Zack. Barnes.<div style="font-family: Palatino; font-size: 18px;">
Oswego Palladium </div>
<div style="font-family: Palatino; font-size: 18px;">
June 28, 1879</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>Old Zack. Barnes.</b></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>_____</b></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>Death of the Most Notable Man in the Early History of Boating on the Erie - The Murderer of Van Schaik and His Eventful Life.</b></div>
<div style="font-family: Palatino; font-size: 18px; text-align: center;">
<b>____</b></div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Zachariah Barnes died in Forestport, Oneida county, a few days ago, aged about 67 years. Zack. Barnes was one of the earliest and most noted boatmen on the Erie Canal, when life on the erie was one of adventure and hard knocks.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Our townsman, Chester Penfield, contributes the following history of Barnes, which involves also some interesting reminiscences of early boating on the Erie:</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
The death of Zachariah Barnes, when it came to the notice of the writer, revived old recollections, the earliest of which was in the year 1832 in the town of Westmoreland, Oneida county, in a place called Spencer Settlement, three miles southeast from Rome - a place where a large number of boatmen lived.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
In this place lived Zachariah Barnes and boarded with his brother, James, a farmer. Zack, as he was called, followed the canal summers and boarded with his brother winters. He was a powerful man physically, standing 6 feet 4 inches tall, with broad chest, small waist, long arms and a wonderful ability to use his feet for self defense, leaving very little for his hands to do in a fight.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
It was noted that he would stand very close to a man when in an altercation and with the utmost ease kick him in the face. As fighting was a common practice in the early history of the Erie Canal, he became noted among boatmen as the champion. Zack had accumulated a little competence by saving and industry, and bought a small farm. He was temperate in his habits and had formed the acquaintance of a respectable young lady and was expecting after the close of the canal in the fall of 1834 to be married; but an evil spirit brooded over his destiny in a fight with a man named Daniel Van Schaik of New London, Oneida county. He killed Van Schaik and went to Rome and surrendered himself to the sheriff.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
He was tried for murder and defended by Joshua Spencer and Henry A. Foster; was convicted of manslaughter in he third degree and was fined $1,000, which his brother paid for him, taking the farm. This event changed the whole history of this man.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
The young lady refused to marry him, and remained single, but died a few years later with a broken heart. Barnes took to drink and tried to drown the recollection of the Rome swamp tragedy. Following the canal for several years, with an increasing appetite for drink, he became at last incapable of following the occupation of inland navigator, had to leave the canal, and at last yielded to the king of terrors.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Such is a brief outline of a character who was widely known among the old boatmen and old citizens of Oneida county. The numerous incidents of his erratic career are well known to old boatmen that it would be useless to recount them; but one showing his prominent trait of kindness to the poor, may be mentioned.</div>
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
He was a strong wrestler, and on one occasion he desired to assist a poor widow to buy a cow. So he accepted a challenge to wrestle the champion in that section for $25, the stakes, if won, to be given to the poor woman to buy a cow. He won the match, dislocating his opponent's ankle. The stakeholder bought the poor woman a cow and barrel of flour with the money.</div>
<br />
<div style="font-family: Palatino; font-size: 18px; margin-bottom: 12px;">
Zack never married, having sworn a vow after the Van Schaik murder and the result it had on his engagement with the young woman, that he would never marry, and which he kept. He was for many years the notable figure among Erie Canal boatmen, who in spite of his failings, will be sorry to hear that he is dead.</div>
<div>
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-56551249961405804022017-01-17T22:13:00.000-05:002017-01-17T22:18:38.843-05:00TIMELINE 1830-1831<div style="font-family: Palatino; font-size: 18px;">
<b>1830</b></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Jan 1<br />
Total state canal debt reaches $7,706,013, which includes construction costs on the Cayuga, Oswego and Seneca canals. [nysbsnengnrwtrn] ** Lodi farmer Philip S. Lott begins keeping an account book; he will make entries for more than fifty years. </div>
<div style="font-family: Palatino; font-size: 14px;">
Jan 20</div>
<div style="font-family: Palatino; font-size: 14px;">
Native American Seneca (Wolf Clan, his mother's) orator Red Jacket (aka Otetliani/Sagoyewatha) dies in the Buffalo, NY, area at about the age of 80 (exact c. 1750 birth date uncertain). His remains will be buried in an Indian cemetery. On Oct 9, 1884 he is reburied Forest Lawn Cemetery.</div>
<div style="font-family: Palatino; font-size: 14px;">
Feb 3<br />
Cohocton's Congregational Church, built on land donated by deacon Thomas Crosby, is dedicated.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Feb 22</div>
<div style="font-family: Palatino; font-size: 14px;">
New York's Allegany County Town of Amity is formed from the town of Angelica and Scio.</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 24<br />
The Buffalo <i>Journal and General Advertiser</i> announces that businessman Nathaniel Rathbun will build the local headquarters of the Bank of the United States branch, at Main and South Division streets.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 16</div>
<div style="font-family: Palatino; font-size: 14px;">
The Allegany County Town of Genesee is formed from the Town of Cuba.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
May</div>
<div style="font-family: Palatino; font-size: 14px;">
New York's Dansville <i>Village Chronicle</i> advertises the opening of a daily stage line of mail coaches between Oswego and Rochester, leaving Oswego every day at 2 AM, passing through Elmira, Painted Post, Cohocton, Dansville and Geneseo, making the trip in two days.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Jul 12<br />
Very heavy rain begins falling in western New York and continues through the next morning.<br />
Jul 13<br />
Mid-day, the heavy rains cause a break in the Erie Canal in Bushnell's Basin near Pittsford's Great Embankment. A culvert gives way a mile-and-a-half west of Pittsford and damage is done as far as Fairport.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
November</div>
<div style="font-family: Palatino; font-size: 14px;">
Evangelist Charles Grandison Finney addresses Rochester, NY's Third Presbyterian Church, tells them that if Christians dedicated their lives to the task they could convert the world and bring the millennium along in three months.</div>
<div style="font-family: Palatino; font-size: 14px;">
Nov 11</div>
<div style="font-family: Palatino; font-size: 14px;">
Massachusetts native Glover Perrin dies in Pittsford, NY, at the age of 68. The nearby Town of Perriton will be named for him.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State<br />
The population of Pittsford reaches 1,831 which is up from 1,582 recorded in the 1820 census. ** Escaped slave Austin Steward, backed by a number of Rochester, New York, liberals including Everard Peck, establishes a black colony at Wilberforce, Ontario. ** The weekly <i>Dansville Village Chronicle</i> begins publication, continues through 1832 when it becomes the <i>Dansville</i> <i>Chronicle</i>.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester, NY</div>
<div style="font-family: Palatino; font-size: 14px;">
Financed by Abraham M. Schermerhorn, the Eagle Tavern is built at the northwest of the city's Four Corners.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
<b>1831</b></div>
<div style="font-family: Palatino; font-size: 14px;">
January</div>
<div style="font-family: Palatino; font-size: 14px;">
Law apprentice James S. Wadsworth receives a letter in New York City from his father James in Geneseo, informing him that his mother is ill and requesting that he pick up his sister Elizabeth at her Philadelphia boarding school, stop in Harrisburg to conduct some business, then bring his sister home.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Feb 25</div>
<div style="font-family: Palatino; font-size: 14px;">
Teacher, Daughter of the American Revolution, and future newspaper publisher Melinda Wheeler Bennitt is born in Urbana to Obediah and Olive Woodward Wheeler, settlers from Vermont.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 1<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
Naomi Wolcott Wadsworth, wife of James Wadsworth and mother of James S. Wadsworth, dies in Geneseo, at the age of 53.</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 3<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
Inventor George Mortimer Pullman is born in Brocton.</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 4<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester lawyer Frederick Whittlesley begins serving as the city’s representative to the 22nd and 23rd U.S. Congress. He will resume his practice in 1835.</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 24<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
The Bath & Crooked Lake [Keuka Lake] Rail Road is organized, to connect the two upstate localities, capitalized at $20,000. Nothing is ever done.</div>
<div style="font-family: Palatino; font-size: 14px;">
Mar 26</div>
<div style="font-family: Palatino; font-size: 14px;">
The New York state legislature incorporates the Rochester Canal & Rail Road</div>
<div style="font-family: Palatino; font-size: 14px;">
Company, capitalized at $30,000. to connect the city to Lake Ontario, the route </div>
<div style="font-family: Palatino; font-size: 14px;">
bypassing the falls of the Genesee River. Only the railroad is built, as far as the </div>
<div style="font-family: Palatino; font-size: 14px;">
steamboat landing.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 1</div>
<div style="font-family: Palatino; font-size: 14px;">
Construction begins on THE eight-mile-long Crooked Lake Canal, connecting Cayuga and Seneca Lakes.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 18<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
The Cattaraugus County town of Burton (later Allegany) is formed from Great Valley township. ** The Tioga County town of Arlington (later Richford) is formed from Berkshire.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 21</div>
<div style="font-family: Palatino; font-size: 14px;">
The Rochester Savings Bank is incorporated.</div>
<div style="font-family: Palatino; font-size: 14px;">
Apr 26<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
The New York State legislature abolishes debtor imprisonment. ** Weedsport is incorporated.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
May</div>
<div style="font-family: Palatino; font-size: 14px;">
An organizational meeting for the Rochester Savings Bank is held.</div>
<div style="font-family: Palatino; font-size: 14px;">
May 17<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester pioneer Colonel Nathaniel Rochester dies - after a protracted illness - in Monroe County, at the age of 80.</div>
<div style="font-family: Palatino; font-size: 14px;">
May 18<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
School commissioners in LaFargeville lengthen the school year to one five-month term, running from November 1st to April 1st.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Dec 15<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: Palatino; font-size: 14px;">
Downtown Buffalo buildings at "Kremlin Corner", owned by William Peabody, are destroyed by fire.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
New York State</div>
<div style="font-family: Palatino; font-size: 14px;">
217 vessels put in at Carthage Landing on the Genesee River, over a third of them Canadian. ** Captain Oliver Teall’s Syracuse water monopoly, unused, reverts back to the village trustees. ** President Trumbull Cary and other officers of Batavia’s Bank of the Genesee begin erecting a building at the corner of East Main and Bank streets. ** Ezra M. Parsons is elected Sheriff of Monroe County. ** Mary Jemison leaves the Genesee Valley along with her daughter Polly and grandson David, and moves to the Buffalo Creek Reservation in Erie County. ** Wellsville, reportedly named after someone named Wells who missed the organization meeting, is settled. ** State courts convictions for the year total 957, down from last year. ** Daniel Stevens Dickinson comes to Binghamton from Goshen, Connecticut, to practice law. ** Luther Tucker begins publishing the journal <i>The Genesee Farmer</i>. ** The Bank of Geneva moves from Pulteney Park to The Bottom, closer to Seneca Lake, as the business district shifts downhill to that area. ** Skaneateles cabinetmaker Spencer Parson builds a house on East Genesee Street, next to the original First Presbyterian Church. ** A religious revival movement sweeps across the central and western part of the state.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Buffalo</div>
<div style="font-family: Palatino; font-size: 14px;">
The Colored Methodist Society, the city's first African-American congregation is founded. Its church, St. Luke’s AME, will be renamed Durham Memorial AME Zion Church, after its second pastor the Reverend Henry Durham. ** The approximate date Benjamin Rathbun sells the Eagle Tavern and its building to Isaac R. Harrington.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Connewango</div>
<div style="font-family: Palatino; font-size: 14px;">
Farmer Ezra Amadon moves to a different lot, begins a new farm. ** Brothers James and Charles McGlashen build a large hotel and store. ** William Hollister, Jr. arrives from Granville, Vermont, soon builds a tannery and opens a shoe shop.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Pittsford</div>
<div style="font-family: Palatino; font-size: 14px;">
The brick Methodist Church is built on land donated by Ebenezer Sutherland on the western block of Lincoln Avenue. ** After spending some time in New Orleans, Louisiana, local doctor Hartwell Carver goes to London, England, to study more medical techniques then travels through more of Europe. He will return to Pittsford in 1853 and resume his medical practice.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px;">
Rochester</div>
<div style="font-family: Palatino; font-size: 14px;">
The new public market opens on the city's west side. The east side's Market Street is renamed Clyde Street. ** Charles J. Hill begins a milling operation in the stone mill on Water Street. ** Loud and Peck's Western Almanack contains a piece arguing against "ardent spirits". Everard Peck begins publishing his <i>Temperance Almanac</i>, devoted to the promotion of temperance. ** Property at 13th South Fitzhugh Street is deeded to the school district. ** Former South Carolinian John Chattin and his New Jersey-born wife Elizabeth buy 55 acres of land in Brighton for $660, to start a farm. ** The three Presbyterian churches sponsor a Charles Grandison Finney religious revival meeting in the city. ** Edward Bush opens an inn and tavern on West Henrietta Road. Much later it will become the Cartwright Inn.</div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
<br />
<div style="font-family: Palatino; font-size: 14px; min-height: 19px;">
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-42465300863988479982016-12-08T10:46:00.000-05:002016-12-08T10:46:57.273-05:00Corn Hill Walking Tour<table align="center" border="0" cellpadding="0" cellspacing="0" style="font-family: arial; width: 100%px;"><tbody>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" bgcolor="#87b3d0" border="0" cellpadding="1" cellspacing="0" style="width: 100%px;"><tbody>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" bgcolor="#e8f5fd" border="0" cellpadding="0" cellspacing="0" style="width: 100%px;"><tbody>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" bgcolor="#87b3d0" border="0" cellpadding="1" cellspacing="0" style="width: 100%px;"><tbody>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" border="0" cellpadding="3" cellspacing="0" style="width: 100%px;"><tbody>
<tr bgcolor="#e8f5fd"><td style="font-size: 10pt; vertical-align: middle;"><table align="left" border="0" cellpadding="1" cellspacing="5"><tbody>
<tr><td align="left" style="font-size: 10pt; vertical-align: middle;"><div dir="ltr">
<div class="MsoNormal">
<span style="font-family: "courier";">New Year’s Day Tradition Remembered in Corn Hill</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: "courier";">(Corn Hill, Rochester, New York – December 7) “Memories of a New Year’s Day” will be performed in Corn Hill on Thursday December 29 at 7:00 p.m. This walking tour, beginning at Ralph Avery Mall at the foot of Frederick Douglass Street between Plymouth Avenue and Adams Street, uses songs, readings and stories about the old Third Ward, as the neighborhood was known before it acquired the Corn Hill name.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: "courier";">Historical Third Ward figures represented during the hour-long presentation include Katherine Rochester Montgomery, Virginia Jeffrey Smith, Charles Mulford Robinson, Samuel Hopkins Adams, and a curious person known only as “A Bachelor.” Corn Hill historian Jim DeVinney serves as narrator.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: "courier";">The free tour, which premiered last year, is inspired by a chapter in Adams’ book Grandfather Stories. A popular journalist and author during the first half of the 19<sup>th</sup> Century, Adams’ father was pastor of the Plymouth Congregational Church that once stood at the corner of Plymouth and Troup Street. Grandfather had been an official in the early days of the Erie Canal.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: "courier";">In the story, Adams describes how he and his cousins visited a series of open houses that took place on New Year’s Day in the famous Ruffled Shirt District, especially at homes with daughters of a marketable age. The boys were too young to be interested in anyone’s daughters but they were eager to sample the wonderful food served on this occasion. Before the day is done, they experience both adventure and misadventure.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: "courier";">The tour provides stories that are humorous, nostalgic and, in one case tragic, as it defines the rise and fall of the Third Ward and its rebirth as Corn Hill. Performers include Ira Srole, Sally J. Millick, Katrina Grbesic, Kevin Petrichick and Shawn Gray.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: "courier";">ABOUT:</span></div>
<div class="MsoNormal">
<span style="font-family: "courier";">James A. DeVinney has been Corn Hill’s historian for the past two years. In that capacity, he leads tours through the historic neighborhood and writes a monthly column for the Corn Hill Gazette. Before he retired, he was a TV producer and filmmaker, earning four television Emmys, four Peabodys, an Academy Award nomination, and numerous journalism awards.</span></div>
</div>
</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
</td></tr>
<tr><td bgcolor="#e8f5fd" colspan="2" height="5" style="font-size: 10pt; vertical-align: middle;"></td></tr>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" bgcolor="#87b3d0" border="0" cellpadding="1" cellspacing="0" style="width: 100%px;"><tbody>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" bgcolor="#e8f5fd" border="0" cellpadding="0" cellspacing="0" style="width: 100%px;"><tbody>
<tr><td align="left" bgcolor="#87b3d0" style="font-size: 10pt; vertical-align: middle;"><b>Attachments:</b></td></tr>
<tr><td style="font-size: 10pt; vertical-align: middle;"><table align="center" bgcolor="#a2c7e1" border="0" cellpadding="2" cellspacing="2" style="width: 100%px;"><tbody>
<tr></tr>
</tbody></table>
</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-71144307362711920672016-12-03T23:30:00.001-05:002016-12-03T23:30:02.053-05:00St. John Fisher Book Launch - Lockport Centered Novel <div class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px; line-height: 19px;">
Michael McCarthy will be launching his new book, <i class="">The Children of Michigan Street </i>on Wednesday, December 14, 2016 from 4:00 p.m. to 7:00 p.m. in the Wilson Formal Lounge on the St. John Fisher College campus. The public is invited to this meet and greet, book-signing event. </div>
<div class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px; line-height: 19px;">
This book is Mike’s third historical novel about a first generation Irish-American growing up in the Western New York town of Lockport in the 1840’s and 50’s. While his Irish born parents are assimilating into their New World, their eldest son is watching his nation of birth move toward civil war. This compelling story of loyalty, values, and the spirit of adventure clash with the realities of division, contempt and forgiveness.</div>
<div class="" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
I hope to see you there!</div>
<div class="" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br class="" /></div>
<div class="" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
Mike</div>
<div apple-content-edited="true" class="" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="" style="-webkit-line-break: after-white-space; -webkit-nbsp-mode: space; word-wrap: break-word;">
<div class="">
Michael E. McCarthy </div>
<div class="">
Author:</div>
<div class="">
<span class="Apple-tab-span" style="white-space: pre;"> </span>From Cork to the New World: A Journey for Survival (2009)</div>
<div class="">
<span class="Apple-tab-span" style="white-space: pre;"> </span>The Flight of the Wretched: A Journey to the New World (2011)</div>
<div class="">
<span class="Apple-tab-span" style="white-space: pre;"> </span>The Children of Michigan Street (2016)</div>
<span class="Apple-tab-span" style="white-space: pre;"> </span><a class="" href="http://www.michaelmccarthybooks.com/" target="_blank" title="This external link will open in a new window">www.michaelmccarthybooks.com</a><div class="">
</div>
<div class="">
President - Irish American Cultural Institute, Rochester Chapter </div>
<div class="">
<span class="Apple-tab-span" style="white-space: pre;"> </span>http://www.rochesteriaci.org </div>
<div class="">
<br class="" /></div>
<div class="">
Member - Ancient Order of Hibernians </div>
</div>
</div>
</div>
Advisory Board Irish Studies Program St. John Fisher College</div>
</div>
</div>
</div>
</div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-27284896517177042362016-09-12T13:48:00.000-04:002016-09-12T13:48:25.152-04:00Port Byron Canal Site Opening<div id="breadcrumbs" style="border-bottom-color: rgb(226, 236, 246); border-bottom-style: solid; border-bottom-width: 1px; box-sizing: border-box; color: #333333; font-family: Verdana, Geneva, sans-serif; font-size: 14px; height: 20px; line-height: 20px; margin: 0px 0px 3px 5px;">
<div style="box-sizing: border-box; font-size: 10px; padding: 0px 0px 2px 8px;">
<a href="file:///index.shtml" style="box-sizing: border-box; color: #084887; text-decoration: none;">Home</a> » <a href="file:///Users/index.html" style="box-sizing: border-box; color: #084887; text-decoration: none;">News & Meetings</a> » <a href="file:///Users/davidminor/index.html" style="box-sizing: border-box; color: #084887; text-decoration: none;">2016 Press Releases</a> » Press Release</div>
</div>
<div id="maincontent" style="box-sizing: border-box; color: #333333; font-family: Verdana, Geneva, sans-serif; font-size: 12px; margin: 0px; padding: 0px;">
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
<span style="box-sizing: border-box; font-weight: 700;">For Immediate Release</span>: 9/12/2016</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
<span style="box-sizing: border-box; font-weight: 700;">Contact</span>: Shane Mahar | <a href="mailto:shane.mahar@thruway.ny.gov" style="box-sizing: border-box; color: #084887; text-decoration: none;">shane.mahar@thruway.ny.gov</a> <br style="box-sizing: border-box;" />Office of Media Relations and Communications | (518) 471-5300</div>
<div align="center" style="box-sizing: border-box; padding: 4px 4px 6px;">
<span style="box-sizing: border-box; font-weight: 700;">THRUWAY AUTHORITY AND CANAL CORPORATION ANNOUNCE OPENING OF PORT BYRON OLD ERIE CANAL HERITAGE PARK</span></div>
<div align="center" style="box-sizing: border-box; padding: 4px 4px 6px;">
<em style="box-sizing: border-box;">First of its Kind Project Promotes Tourism on the Historic Erie Canal</em></div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
The New York State Thruway Authority and Canal Corporation today announced the completion of the Port Byron Old Erie Canal Heritage Park, an attraction for Erie Canal enthusiasts and upstate tourists interested in the history of the Canal and its impact on the economic and commercial development of both New York and the United States.</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
As part of Governor Cuomo’s “Path Through History” initiative and developed in conjunction with the Canal Society of New York State, the $9.6 million park is the first facility of its kind to offer access directly from the New York State Thruway to a historic site. Visitors can enter the park directly from the eastbound Thruway (I-90) at milepost 308.7 between exits 41 (Waterloo – Clyde – NY Route 414) and 40 (Weedsport - Auburn – NY Route 34), or from NY Route 31 in the Village of Port Byron. Due to the facility’s separate entrance points, visitors will not be able to access the Thruway directly from the Route 31 parking lot and vice versa.</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
“Governor Cuomo is demonstrating again his commitment to fueling tourism and regional economies in Central New York,” <span style="box-sizing: border-box; font-weight: 700;">said Thruway Authority Board of Directors Chair and Onondaga County Executive Joanie Mahoney</span>. “The newly constructed Port Byron Old Erie Canal Heritage Park is a result of the collaborative efforts between state and local affiliates and will attract tourists and locals alike to experience the history of the Erie Canal firsthand.”</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
“This project is a shining example of the fostered cooperation we have cultivated between the Thruway Authority and Canal Corporation,” <span style="box-sizing: border-box; font-weight: 700;">said</span><span style="box-sizing: border-box; font-weight: 700;">Thruway Authority Acting Executive Director Bill Finch</span>. “The Thruway provides access to historic communities throughout upstate New York for millions of motorists each year, and the new Port Byron Old Erie Canal Heritage Park gives visitors a chance to experience the rich history of New York State and the Erie Canal by simply pulling off the Thruway.”</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
The park gives visitors an authentic glimpse into life on the Erie Canal in the mid-19th and early 20th centuries. Key historical elements include the enlarged Erie Canal Lock 52 and the Erie House Complex, which dates back to 1895 and includes the Erie House Tavern and Hotel, a mule barn, and blacksmith shop. Guided tours provided by the Canal Society of NY, allow visitors a first-hand experience to the facility’s historic structures. The newly constructed Visitor’s Center which is operated by the Finger Lakes Regional Tourism Council offers interactive displays and educational materials. For example, a model lock featured in New York State’s exhibit at Chicago’s Columbian Exposition of 1893 is a centerpiece in the facility.</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
“The Thruway and Erie Canal have been major economic drivers for New York, both commercially and recreationally, for decades,” <span style="box-sizing: border-box; font-weight: 700;">said New York State Canal Corporation Director Brian U. Stratton</span>. “With the Canal system spurring hundreds of millions of dollars in tourism-based economic activity each year, it’s clear that people want to experience its history and this park is the perfect way tell those stories.”</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
“Every day, more and more people are coming to appreciate that New York’s culture and heritage is intimately connected to the development of the Canal system,” <span style="box-sizing: border-box; font-weight: 700;">said Canal Society of New York State President Kal Wysokowski</span>. The Port Byron Old Erie Canal Heritage Park is the culmination of 20 years of work on behalf of the Canal Society and became a reality because of our strong relationship with the Thruway Authority and Canal Corporation, and we are very proud to now have a place where visitors can reach out and touch history with their hand.”</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
The entire project was completed by New York contractors and in a three phase sequence. Phase one, completed by Cold Springs Inc. of Akron, NY, included site work, installation of ramps and the parking area. Phase two consisted of the rehabilitation and restoration of various structures and was completed by Bouley Associates of Auburn, NY. The project’s final phase which involved the construction of the new Visitor’s Center with access off the Thruway and Route 31 was completed by Bette & Cring, LLC of Latham, NY. </div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
“The Thruway Authority and Canal Corporation have given travelers the opportunity to glimpse into a dynamic aspect of New York’s transportation history and we are very proud to have been a part of it,” <span style="box-sizing: border-box; font-weight: 700;">said President of Bette & Cring Construction Group Peter Bette</span>.</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
Work completed includes ramps to and from the eastbound New York State Thruway, a parking area, paved trails connecting the parking lot with the historic lock, as well as informational signage. Numerous on-site buildings have been rehabilitated, including the historic Erie House and a newly constructed parking lot accessible from Route 31. Visitors can access historical information at the new Visitor’s Center and walk the grounds on the newly connected park trails. Facility hours of operation are 10 a.m. to 5 p.m. Thursday through Sunday. </div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
“We are proud to be a part of the opening of the Erie Canal Heritage Park at Port Byron, and excited to welcome in an attraction that promotes and honors the historical significance of the Erie Canal,” <span style="box-sizing: border-box; font-weight: 700;">said Mike Linehan, Board Chair of the Finger Lakes Regional Tourism Council</span>. “This is a great new attraction for the Finger Lakes Region, and the FLRTC is honored to be a part of this project in partnership with the New York Canal Society and the New York State Thruway Authority.”</div>
<div style="box-sizing: border-box; padding: 4px 4px 6px;">
Originally conceived by the Canal Society of New York State, the project has come to life with the support and direction of Governor Cuomo, the New York State Thruway Authority and Canal Corporation.</div>
</div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-6458910179249391152016-08-31T10:36:00.000-04:002016-08-31T10:36:08.921-04:009/9 Camp Cornplanter program by David Mack Hardiman<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px;">
<b><span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Friday, Sept. 9, 2016—4-5:30pm</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px;">
<b><span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">“The Magic Fire: The Story of Camp Cornplanter” by David Mack Hardiman</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px;">
<b><span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">The Museum of disABILITY History, 3826 Main St. Buffalo NY</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px;">
<br /></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Join us for this look back at possibilities, friendships and memories that flowed</span></span></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">from one of America’s first summer camps for the developmentally disabled.</span></span></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-54980630015952831282016-08-14T14:31:00.000-04:002016-08-14T14:34:47.597-04:00Ariel Standish Thurston: The Boy with the Awkward Mouth<div style="text-align: center;">
<div style="font-family: 'times new roman'; font-size: 12px;">
NOTE: TO ENLARGE THE TYPE USE THE ZOOM IN FUNCTION ON YOUR COMPUTER</div>
<span style="font-family: times new roman;"><span style="font-size: 12px;">TO FOLLOW THE LINKS, HIGHLIGHT EACH, COPY IT AND PASTE IT IN YOUR SEARCH ENGINE</span></span><br />
<div style="font-family: 'times new roman'; font-size: 12px;">
<br /></div>
</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-align: center;">
<b>Ariel Standish Thurston: The Boy with the Awkward Mouth</b></div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-align: center;">
<b><br /></b></div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-align: center;">
by Nan Clarke</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; min-height: 15px; text-align: center;">
<br /></div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
On October 4, 1829, a resident of Bombay, India, penned the following in a letter to her sister in New York State:</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
“I read over your letter; you say much about our dear Brother. Poor boy: I do pity him; but I hope his mother’s prayers, & his sisters’ prayers, will all be answered. When he was not 10 minutes of age, he was in my arms, & I was alone in the room, over a bed of fire-coals. I prayed that his life might be spared, his soul washed in the Lamb’s blood, & he at last wear a crown of glory. So did his dear mother pray, in that hour. For the sake of Jesus may every prayer in his behalf be heard, & answered. I thought, at his birth, the little boy had an awkward mouth, it was so very large. Then I thought it might be that he may speak forth more, to the praise of Jesus. Poor dear boy! Shall he, that child of prayer, live without prayer to God! Shall he go down to the dark pit, with all the light which the blessed example of his beloved mother, to the hour of her death, shed, all round! He beheld that example! He heard her dying prayer for him! & then she bade the world, adieu! Jesus is still mighty to save! His spirit is still powerful! That brother is our only dear brother. Our mother’s emotions on the birth of her first-born son, tho’ her last child, were more than ordinary. Her prayers for his salvation were many & constant, I am sure, till the hour of her death. Tell the dear boy, if he dies without God for <span style="text-decoration: underline;">his </span>God and friend, these prayers––O how much lower will they sink him in the dark depths of endless woe.”</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
The Bombay resident was Philomela Thurston Newell Garrett, a member of America’s first foreign mission, which had been established in Bombay in 1813. Daughter of a New Hampshire farmer, and the eldest of his five living children, Philomela had left her family in 1817 and sailed to Bombay to marry Samuel Newell, a missionary whom she had never met. Newell was one of the first five men to leave American shores intending to convert India’s “heathen Hindoo” to Christianity. He died in 1821, and a year later Philomela married James Garrett, the mission’s printer.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
All the mission’s members had vowed to spend their lives in India. No one ever returned home, even for a visit, without a physician’s certification that continuing to remain in India meant certain death. Indeed, the harsh climate and the diseases that it fostered often proved fatal to Americans and Europeans. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
When she wrote the letter, Philomela had not seen her family in 12 years. Since letters took months to travel to the other side of the world, she had no way of knowing for certain where her sister was. But the Thurstons were a close-knit family, and communicated as best they could. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
The recipient of the letter was Clarissa Thurston, a 28-year-old teacher who had devoted her life to female education. Convinced that girls and young women should have the same scholastic opportunities as their male counterparts, Clarissa left her innovative mark up and down the East Coast as both principal and teacher in academies for “young ladies” in six states. At the time of Philomela’s letter, she was probably in Prattsburg or Lyons, both within 80 miles of Elmira.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
The “dear Brother” with the awkward mouth was Ariel, the youngest of the Thurston children. Born on June 11, 1810 in Goffstown, New Hampshire, Ariel grew up in a family deeply impacted by the Second Great Awakening. This massive religious revival encompassed the first half of the nineteenth century, spreading the teachings of evangelical Christianity throughout the eastern United States. At its core was the unshakeable conviction that those who rejected Jesus’ offer of salvation were doomed to burn eternally in the fires of hell. Ariel’s father, Stephen, served as a deacon and elder in the local Presbyterian church, and he organized both the first Sunday school and the first temperance union in Bedford, New Hampshire, when the family moved there after 1810. Ariel’s mother, also named Philomela, was the sister of two pastors of Congregational churches in Massachusetts. So it is no surprise that Philomela joined a mission, or that Clarissa included a healthy dose of religious instruction in her schools. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
But did Ariel follow the same spiritual path as the other family members? Clearly his sisters feared for the state of his soul. Was Ariel truly headed for the “dark pit”?</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
The letter from Clarissa prompting Philomela’s concern was written from Lyons on January 7, 1829. At that time Ariel was a student at Amherst College in western Massachusetts, having attended Kimball Union Academy in Meriden, New Hampshire, from 1826 to 1828. Amherst was founded in 1821 as “an institution of higher learning for the education of indigent young men of piety and talents for the Christian ministry.” </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
But if Ariel entered Amherst intending to save souls after graduation, his plans soon changed. He left the school in 1829, and at the urging of his friend Alexander S. Diven moved to Elmira in 1830, where he began to study law under Judge Hiram Gray. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Years later Diven spoke of the bond the two shared as “poor boys. … He [was dependent] upon his sister [Clarissa], that sainted little woman. … We met in early life as students, relying upon our own resources. … We had to fight our own way, and when our funds ran out he went home with me to my father’s farm. We succeeded in earning enough to pay $1 a week for our board.”</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Over the next few years Ariel continued to study law under Judge Gray, where, “as in school, he was noted as a thorough, industrious student and a deep thinker.” While still under Judge Gray’s tutelage, he taught school in Elmira for a time, and became principal of an academy in Williamsport, Pennsylvania. In 1835 he was admitted to practice before the New York City Supreme Court, and he practiced law in that city for a short time. Returning to Elmira in 1836, he married Julia Clark Hart, daughter of the well-known and beloved local physician Dr. Erastus L. Hart.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
During the next ten years, Ariel built his law practice in partnership with John Wisner, fathered three children (one of whom died in infancy), became a widower, and remarried. With his second wife, Cornelia Sophia Hull, he had five more children from 1847 to 1863. All these children lived to adulthood except William, who died in 1861 at age 14. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
By the mid-1850s Ariel had assembled a lengthy resume that included a thriving practice, an interest in local and state politics, and a commitment to community service. In 1847 he was appointed to the Chemung Corresponding Committee at the state Democratic Convention. In 1850 he was elected to serve as Chemung County judge and surrogate, and remained in that position for five years. Also in 1850, he ran unopposed for the local post of First District supervisor. The year 1855 brought a failed bid for state treasurer, and in both 1856 and 1857 he ran unsuccessfully for the office of canal commissioner. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
In the following year, Ariel and two other men obtained funds from the state legislature for the establishment of Woodlawn Cemetery, and in 1859 the Governor appointed him to a three-year term as a state assessor and member of the Board of Equalization, overseeing real estate tax assessment. Also that year he was elected to Elmira’s first Board of Education, and reelected in 1860. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
When the Board of Supervisors decided that the county needed a new courthouse, Ariel was appointed to a commission to oversee the project. The work was done under budget, and the new building was completed and ready for use in 1862. Located on Lake Street, it still serves this purpose more than 150 years later. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
The year 1871 brought an appointment of a similar nature, this time for the construction of a new jail. Charges of corruption during the bidding and nonconformity to the contract specifications had plagued the process from the beginning, and it was up to Ariel and the other commissioners to straighten out the mess. They were evidently successful; when the building was completed the work was pronounced “well done.”</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
As the result of another political appointment, in 1876 Ariel became a member of the Board of Managers of the new State Reformatory, located where the Elmira Correctional Facility is today. This innovative prison focused on rehabilitation and vocational training rather than on punishment. The following year he was named secretary and treasurer of the board. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Ariel was a charter member of the Chemung Valley Historical Society when it formed in 1876, serving as its vice president for a number of years. And when the need to revise the state tax code became evident, he was appointed to that commission in 1878. The following year he became both secretary and a trustee of the Newtown Monument Association, and in 1885 he was elected president of the first national gathering of Thurstons, held at Newburyport, Massachusetts. Shortly before his death he was an honorary manager of the Arnot-Ogden Memorial Hospital Board of Managers.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
But it was Ariel’s ardent abolitionist views that led him to make his most distinctive contributions to his community. Although he maintained a lucrative law practice and close ties to Elmira’s wealthiest and most powerful citizens, he also befriended and aided the town’s most destitute and helpless residents––the runaway slaves who sought refuge there. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Through Ariel’s assistance and influence, one such individual, John W. Jones, received housing, education, and employment. Jones had arrived in Elmira in 1844. By 1850 he was living at Clarissa’s Female Seminary on Main Street, and working there as a laborer. Accounts of his education vary, but all credit Ariel with recognizing Jones’ innate potential. There is some evidence that Jones was educated in a private school run by Hugh Riddle, a boarder in Ariel’s home, and that another pupil named Loop was especially helpful in teaching Jones to read and write. Other sources indicate that he was a pupil in Clarissa’s school. If that is true, he was probably the only male student, and the only black student, in the history of the school.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Over the years Ariel devoted both time and money to aid the runaways, and in 1853 he risked his career by openly defying the Fugitive Slave Law of 1850, a federal law that required authorities in free states to return fugitive slaves to their masters. The law also specified that local courts could not adjudicate a person’s status as a slave or a free man, and it subjected northerners aiding runaways to fines and imprisonment. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
When a slave from Missouri named Juda Barber came before Ariel’s court, she testified that her owner, Mr. Barber, had hired her out to a Mrs. Warner. Juda had accompanied Mrs. Warner on a visit to her relatives in Horseheads, New York, and at some point she decided that she wanted to be free and to remain in Elmira. In a bold ruling, Ariel granted Juda her freedom.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
During his time as Chemung County Judge, Ariel was a member of the Democratic Party, but as the debate over slavery intensified, he found his own abolitionist leanings more in line with the views of the newly formed Republican Party. Consequently he was one of the “prominent politicians” who in 1856 attended a state convention of Democrats desiring to unite with the Republican Party. He was elected to the office of vice president of that convention, and in the same year he changed his party affiliation to that of Mr. Lincoln’s supporters. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Also in 1856, Ariel and other abolitionists attempted to purchase the <i>Elmira Gazette</i>, a Democratic newspaper that was up for sale. They had hoped to turn it into a Republican paper, but a group of Democrats bought it instead.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px;">
<b><span class="Apple-tab-span" style="white-space: pre;"> </span></b>As the war approached, some members of Elmira’s First Presbyterian Church left to form a new church now known as Lake Street Presbyterian Church. The primary motivation for the split was discontent with First Presbyterian’s position on slavery. The Lake Street group included a number of abolitionists, and Ariel was in the first group of trustees elected. He remained a member of the church until his death.<span class="Apple-tab-span" style="white-space: pre;"> </span></div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
In spite of his prominence in the community, Ariel maintained a simple lifestyle. During the 1850s he lived at 411 Lake Street, in a little frame house, modest but cheerful, valued at $4,000. Opulent Victorian mansions housed most of his neighbors, but a mulatto barber and his family lived next door. Their property was valued at $1,800.</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
By 1870, having been widowed a second time, Ariel had married Georgianna Gibson, and they had moved into a somewhat larger frame house located at 413 North Main Street. This house was on the site of Clarissa’s former school, which had been closed a few years earlier. The home was not pretentious, but it was comfortable and equipped with a large and well-selected library. The household included Clarissa, several of Ariel’s children, his stepmother, some other relatives by marriage, three Irish servants, and a group of eight people who were probably boarders. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Ariel appeared to handle his finances wisely, accumulating wealth and indulging in few if any extravagances. His investments in real estate included a 50-acre farm, another property of about 200 acres, and a city block, sold to him by Clarissa, directly north of the Second Street Cemetery. His law office was on Lake Street near the courthouse. Neighboring businesses were unpretentious. They included a barber shop, a furniture factory, a saloon, and a tobacco store. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
But arguably Ariel’s greatest wealth was to be found in his intellect. Describing his voracious passion for acquiring knowledge, he said, “When I learn that one of my ancestors was a soldier in … Sullivan’s campaign against the Six Nations, I do not rest satisfied till I have informed myself in regard to all events within my reach touching the main incidents of … that campaign. Thus I learn history.” And thus he learned whatever subject piqued his insatiable curiosity. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Genealogy was one such subject. Ariel collected wills and other records, and he traveled to England to learn what he could about the family there. As a direct descendant of Miles Standish, he was especially interested in that line. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Literature, particularly poetry, was another of Ariel’s passions. A classical scholar, he memorized poetry and was fond of quoting it. He also enjoyed writing it, and he occasionally presented his poems in book form as gifts to his friends. At age 80 he published <i>A Birthday Souvenir</i>, containing such poems as “Wild Roses,” “To Augustus,” and a hymn sung at the dedication of his church. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Combining several of his interests, in 1876 Ariel published “A Paraphrase of Henry Wadsworth Longfellow’s Poem, Entitled the Courtship of Miles Standish.” Convinced that Longfellow’s poem contained erroneous information about the Standish family, Ariel rewrote it in verse form, making what he believed to be necessary corrections. He sent a copy to Longfellow, who was singularly unimpressed. Writing to his friend George Washington Greene, Longfellow described Ariel as “a foolish man in Elmira” whose paraphrase “consists in altering the lines enough to make them rhyme!” Longfellow added, “I suggested to him that perhaps he might have employed his time and talent more profitably in writing an original work.”</div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
Ariel continued to practice law and pursue his wide-ranging interests until his death, which occurred unexpectedly while he was visiting his granddaughter Julia Gayley in Braddock, Pennsylvania. He died of a broken neck, sustained in a fall down the stairs, during the early morning hours of September 23, 1894. He was 84. Today the Thurston family plot at Woodlawn contains a monument to Ariel as well as the graves of his first two wives, several of his children, and their spouses. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
In his will Ariel left most of his property to his children and grandchildren. The totality of his bequest to his wife, Georgianna, was a book, his portion of another book that they owned jointly, the “bed now occupied by her,” other bedroom furnishings, and the lounge in the front parlor. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
A few days after his death, the Chemung County Bar met to “bear testimony to the exalted worth of the departed … jurist.” One by one, attorneys and judges spoke of Ariel’s “sterling integrity.” He was a man with “one of the best hearts, … always cheery and pleasant. … Among the older members of the bar he was the most active and able.” He had the “least enemies among the profession.” He was “a lover of wisdom. Within the last twelvemonth he was … endeavoring to discover authorities by which he could solve the mooted questions that agitated the … philosophers of ancient Greece.” </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
The boy with the awkward mouth had clearly grown into a man of words. They were essential to his professional success and his enjoyment of life. Yet Ariel is primarily remembered as a man of action with an exhaustive list of personal accomplishments and civic contributions. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; text-indent: 36px;">
But with all the good that he did, there is no solid evidence that he fit his sisters’ definition of a Christian, or that he worried about the “dark pit.” It may be that he viewed his church membership as a civic activity rather than a source of spiritual nourishment. And it may be that Ariel simply believed that he served God––and earned his place in heaven––by serving man. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; min-height: 15px;">
<br /></div>
<div style="font-family: 'Times New Roman'; font-size: 12px; min-height: 15px;">
<br /></div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Philomela Garrett to Clarissa Thurston, private collection.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Brown Thurston, comp., <i>1635-1892 Thurston Genealogies</i>, 2nd ed. (Portland, ME: Brown Thurston, 1892. Facsimile ed., Rutland, VT: Tuttle Antiquarian Books), 84.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ibid., 175. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“A History of Amherst College,” accessed June 19, 2011, https://www.amherst.edu/aboutamherst/facts/history.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
W. L. Montague, ed., <i>Biographical Record of the Alumni of Amherst College, during Its First Half Century 1821-1871</i> (Amherst, MA: n.p., 1883), HYPERLINK "http://ia600409.us.archive.org/27/items/cu31924092694680/cu31924092694680.pdf" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">http://ia600409.us.archive.org/27/items/cu31924092694680/cu31924092694680.pdf</span>. See also Thurston, <i>1635-1892 Thurston Genealogies</i>, 175.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ausburn Towner, <i>Our County and Its People: A History of the Valley and County of Chemung from the Closing Years of the Eighteenth Century </i>(Syracuse, NY: D. Mason & Co., 1892), 131, http://ia600400.us.archive.org/12/items/cu31924025959192/cu31924025959192.pdf.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“A Thurston Memorial,” <i>Elmira Telegram</i>,<i> </i>September 30, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Ariel S. Thurston: The Death of One of Elmira’s Foremost Citizens,” <i>Elmira Daily Gazette and Free Press</i>,<i> </i>September 24, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Ariel S. Thurston,” <i>Elmira Daily Gazette</i>, September 24, 1894. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Thurston, <i>1635-1892 Thurston Genealogies</i>, 175-76. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Committee of Correspondence,” <i>Elmira Gazette</i>, November 25, 1847.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
H.B. Peirce and D. Hamilton Hurd, <i>History of Chemung County New York; with Illustrations and Biographical Sketches of Some of Its Prominent Men and Pioneers </i>(Philadelphia: J.B. Lippincott & Co., 1879; facsimile ed., Ovid, NY: W.E. Morrison & Co., 1981), 59.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“The Charter Election,”<i> Republican</i>, May 10, 1850.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Peirce and Hurd, <i>History of Chemung County</i>, 59.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Ariel S. Thurston,” <i>Elmira Daily Gazette</i>, September 24, 1894. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Peirce and Hurd, <i>History of Chemung County</i>,<i> </i>120.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
E.O. Jameson, “Necrology of the New England Historic Genealogical Society,” <i>New England Historical and Genealogical Register</i> 49 (January 1895): 90-91, HYPERLINK "http://books.google.com/books/download/The_New_England_historical_and_genealogi.pdf?id=zsYMAAAAYAAJ&hl=en&capid=AFLRE72DFQOaEwzPudnCEMlzqt9lE2rbyY25noYFT39_Nbn6zXCg47UNq-hE6PjeOxwkELjFHhq4PjyBDZdfdehZbsgj2izhIQ&continue=http://books.google.com/books/download/The_New_England_historical_and_genealogi.pdf%3Fid%3DzsYMAAAAYAAJ%26output%3Dpdf%26hl%3Den" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">http://books.google.com/books/download/The_New_England_historical_and_genealogi.pdf?id=zsYMAAAAYAAJ&hl=en&capid=AFLRE72DFQOaEwzPudnCEMlzqt9lE2rbyY25noYFT39_Nbn6zXCg47UNq-hE6PjeOxwkELjFHhq4PjyBDZdfdehZbsgj2izhIQ&continue=http://books.google.com/books/download/The_New_England_historical_and_genealogi.pdf%3Fid%3DzsYMAAAAYAAJ%26output%3Dpdf%26hl%3Den</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“The Real Founder of Our Fine Schools,” July 4, 1909, Chemung County Historical Society, Elmira, NY.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Peirce and Hurd, <i>History of Chemung County</i>,<i> </i>38.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Peirce and Hurd, <i>History of Chemung County</i>, 39.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ibid., 45-47.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ibid., 76.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Reform in Taxation,” <i>Syracuse Daily Courier</i>, April 23, 1878, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Monuments, Markers and Boulders in This Vicinity, Erected in Honor of the Sullivan Expedition,” <i>Waverly Free Press and Tioga County Record</i>, August 30, 1912, HYPERLINK "../../Downloads/www.fultonhistory.com/fulton.html"<span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Brown Thurston, <i>The Doings at the First National Gathering of Thurstons, Newburyport, Mass.</i> (Portland, ME: Brown Thurston, 1885), 5, http://contentdm.lib.byu.edu/cdm4/document.php?CISOROOT=/FH31&CISOPTR=68604.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Hospital Report,” <i>Elmira Daily Gazette and Free Press</i>, October 18, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
1850 US Census, Town of Elmira, NY, 202, Dwelling 159, Family 170, Line 15.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Abner C. Wright, “Underground Railroad Activities in Elmira,” <i>Chemung Historical Journal</i> (September 1968): 1756.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Underground Railroad: Route to Freedom,” <i>Elmira Sunday Telegram</i>, March 8, 1961, quoted in <i>Chemung Historical Journal</i> (June 1961): 863. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Eric Foner on the Fugitive Slave Act,” PBS Online, accessed July 2, 2011, HYPERLINK "http://www.pbs.org/wgbh/aia/part4/4i3094.html" <span style="color: #3211fd; text-decoration: underline;">www.pbs.org/wgbh/aia/part4/4i3094.html</span>.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Underground Railroad Series: Abolitionists in Elmira,” Tri-Counties Genealogy & History by Joyce M. Tice, accessed July 2, 2011, HYPERLINK "http://www.joycetice.com/undergrou/ckfeb04.htm" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.joycetice.com/undergrou/ckfeb04.htm</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Convention of Republican Democrats,” <i>New York Daily Tribune</i>, July 25, 1856, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">http://www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Peirce and Hurd, <i>History of Chemung County</i>,<i> </i>59.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ibid., 70.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Lake Street Presbyterian Church,” AE Monthly, accessed July 2, 2011, http://www.americanaexchange.com/AE/aemonthly/aemonthlyarticledetail.aspx?f=2&page=1&articleid=92&month=10&year=2003&type=articles.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“The Thurston Homestead,” <i>Elmira Telegram</i>, March 25, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
1855 New York State Census, Town of Elmira, NY, First Election District, Dwelling 487, Family 526, Line 32.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Judge Thurston’s Home,” <i>Elmira Telegram</i>, February 4, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
1870 US Census, City of Elmira, NY, 23, Dwelling 145, Family 163-65, Line 9.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Obituary,” <i>New York Sun</i>, September 24, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ariel Thurston, will dated February 13, 1894, proved October 29, 1894, Chemung County Surrogate’s Court, Elmira, NY.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Erastus P. and Eliza Hart to Ariel S. Thurston, deed dated July 23, 1853, recorded July 25, 1853, Chemung County, NY. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Clarissa Thurston to Ariel S. Thurston, deed dated April 12, 1853, recorded April 21, 1853, Chemung County, NY.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Disastrous Fire in Elmira,” <i>Baldwinsville Gazette and Farmer’s Journal</i>, February 23, 1888, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Thurston, <i>1635-1892 Thurston Genealogies</i>, xiii. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ibid., 175. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“A Thurston Memorial,” <i>Elmira Telegram</i>, September 30, 1894, HYPERLINK "http://www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Thurston to Longfellow, September 7, 1876, Archives, Family Papers, Box 2, Item 29, Longfellow House, Cambridge, MA.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Longfellow to Greene, September 10, 1876, in <i>The Letters of Henry Wadsworth Longfellow</i>, ed. Andrew Hilen (Cambridge, MA: The Belknap Press of Harvard University Press, 1982), 6:175.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“Ariel S. Thurston,” <i>Elmira Daily Gazette</i>, September 24, 1894.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
Ariel S. Thurston, will dated February 13, 1894, proved October 29, 1894, Chemung County Surrogate’s Court, Elmira, NY.</div>
<div style="font-family: 'Times New Roman'; font-size: 10px;">
“A Thurston Memorial,” <i>Elmira Telegram</i>, September 30, 1894, HYPERLINK "www.fultonhistory.com/fulton.html" <span style="color: #3211fd; font-size: 12px; text-decoration: underline;">www.fultonhistory.com/fulton.html</span>. </div>
<div style="font-family: 'Times New Roman'; font-size: 12px; min-height: 15px;">
<br /></div>
<br />
<div style="font-family: 'Times New Roman'; font-size: 12px; min-height: 15px;">
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-83994434231268474702016-07-26T16:11:00.003-04:002016-07-26T16:11:43.448-04:00Previous (7/26/2016) Set from Richard PalmerDavid Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-57021033907504266512016-07-26T16:00:00.000-04:002016-07-26T16:00:08.966-04:00Junnction Canal in Chemung, Anthracite Coal Arrives in Elmira, North Branch Log<div style="font-family: Palatino; font-size: 18px;">
Semi-Weekly Courier and New York Enquirer</div>
<div style="font-family: Palatino; font-size: 18px;">
April 5, 1853</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The laborers on the Junction Canal in Chemung, N.Y., a few days since stuck a <i>placer</i> of skulls, supposed to be those of the red man of the forest, who were sadly routed by Sullivan and his party in this valley. Besides the skulls, other relics of the Revolution were found.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Elmira Advertiser</div>
<div style="font-family: Palatino; font-size: 18px;">
November 18, 1856</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
<b>First Arrival of Anthracite Coal at Elmira,</b></div>
<div style="font-family: Palatino; font-size: 18px;">
<b> From the Wyoming Valley</b></div>
<div style="font-family: Palatino; font-size: 18px;">
<b> <i>Celebration of the Event.</i></b></div>
<div style="font-family: Palatino; font-size: 18px;">
Yesterday afternoon, at 1 o’clock, the first boat load of Pittston Coal arrive at our village, over the Junction Canal. An event of so much importance to the business interests of Elmira, as a matter of course, was not permitted to pass by without some manifestation of public joy.</div>
<div style="font-family: Palatino; font-size: 18px;">
Accordingly, at 2 o’clock, a large procession of citizens - including the entire Board of Supervisors - was formed opposite Haight’s Hotel, and proceeded by Wisner’s Band, marched to Tuthill’s Mill, where they found the boat, <i>Towanda</i>, Capt. May, freighted with fifty tons of anthracite coal, direct from the Pittston mines. </div>
<div style="font-family: Palatino; font-size: 18px;">
Among those from a distance that were noised in the procession, Charles Minot, Esq., late General Superintendent of the New York and Erie Railroad; Senator Hall, of Hornellsville; Hollis White, Esq., of Niagara Falls; C.C.B. Walker, Esq., of Corning; Col. Overton, Collector of Tolls at Athens, Pa.; John Richards, Esq., and Capt. May, of Pittston.</div>
<div style="font-family: Palatino; font-size: 18px;">
As many persons as could conveniently get on the boat boarded her at once, and she proceeded amidst the firing of cannon, to the Clinton street lock, where Col. S.G. Hathaway was called out and made a brief but eloquent speech, welcoming the offices of the boat, and congratulating our citizens, as well as those of our sister State of Pennsylvania, upon the important event they had met to celebrate - the final completion an successful navigation of the North Branch and Junction - an event which promises to open a vast trade between the two great States, and yield largely to their resources.</div>
<div style="font-family: Palatino; font-size: 18px;">
At the conclusion of the Colonel’s speech, cheers were given for the speaker, the Superintendents of the North Branch and Junction Canal, John Arnot Esq., Messrs. Maffit, Shearer and Capt. May.</div>
<div style="font-family: Palatino; font-size: 18px;">
The boat then proceeded on to the Canal Basin, where Mr. Richards, of Pittston, was loudly called for and responded in a few appropriate remarks. After which the procession again formed and returned to Haight’s Hotel, and there dispersed.</div>
<div style="font-family: Palatino; font-size: 18px;">
The North Branch Canal was commence in 1828, at Northumberland and completed as far as Nanticoke, a distance of fifty-six miles, in 1830. Sixteen miles more, extending from Nanticoke to the mouth of the Lackawanna, were put under contract in 1830 and completed in 1834. Every foot of these sixteen miles is within the Wyoming coal basin, the greatest known anthracite coal field in the world. Prof. Silliman estimated its contents at twenty to thousand millions of tons. Other competent geologists, afar extended and careful explorations, and making a reduction of one quarter for loss, place it at nine thousand and sixty millions of tons.</div>
<div style="font-family: Palatino; font-size: 18px;">
By the completion of the extension of the North Branch Canal from the mouth of the Lackawanna to the State line, a distance of 94 miles, and of the Junction Canal from the State line to this place a distance of 18 miles, the whole of this immense deposit is now brought into navigable communication with the entire network of canals that traverse this State, thus ultimately offering the very best and the least expensive mans of supplying the whole of Western New York, and the west generally, with this valuable mineral. We say ultimately, because the advantages of this connection cannot be fully developed till the enlargement of the Chemung Canal is effect; a measure that should urgently be pressed pun the attention of the Legislature at its com in session.</div>
<div style="font-family: Palatino; font-size: 18px;">
At Towanda, thirty-three miles below this, the North Branch Canal receives the coal, brought to it by a railroad sixteen mils in length, extending to the Barclay bituminous coal field, a deposit of not less than twenty millions of tons of bituminous coal, of treaty purity, and and of unsurpassed excellence for the smithshop, and for the puddling furnace.</div>
<div style="font-family: Palatino; font-size: 18px;">
These deposits must eventually furnish an immense tonnage for the Junction Canal, in the success of which all our citizens have a deep interest, and which owes its existence to the enterprise and public spirit of a few capitalists, prominent among them is our respected townsman, Mr. Arnot, and Mr. Hollenbeck, of Wilkes Barre, Pa.</div>
<div style="font-family: Palatino; font-size: 18px;">
The revolution that may be wrought in the course of trade, by the connection now effected, cannot, at this time, be fully appreciated. That it must be extensive and important is apparent when it is considered that Montezuma, by this connection, is brought by canal navigation, as new to Philadelphia as to New York, we are, by the Junction, the North Branch an Pennsylvania canals, but 300 miles from Philadelphia, the navigation of which will commence two weeks earlier, and close two weeks later than will those of our own State.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Pittston Gazette</div>
<div style="font-family: Palatino; font-size: 18px;">
Friday, November 18, 1856</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
<b>Correspondence of the Pittston Gazette.</b></div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
<b>Taken from notes of a Log Book on the</b></div>
<div style="font-family: Palatino; font-size: 18px;">
<b> First Trip via North Branch Extension</b></div>
<div style="font-family: Palatino; font-size: 18px;">
<b> Canal.</b></div>
<div style="font-family: Palatino; font-size: 18px;">
<b>(From log kept by John Richards Jr., a passenger)</b></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<b></b><br /></div>
<div style="font-family: Palatino; font-size: 18px;">
<b> </b>Elmira, Nov. 20, 1856.</div>
<div style="font-family: Palatino; font-size: 18px;">
Mr. Richart: <i>Dear Sir:</i> - Tuesday morning (Nov. 11,) before daylight two boats loaded each with twenty-five ons of Pittston Coal left the outlet lock, bound for the farthest point of navigation up the North Branch Canal, and, if possible, to Elmira. It was soon discovered that we should breast no “lofty surge,” but, instead, about twenty-five inches of water; the berme and tow-path, like Scylia and Charybdis, staring at the marines from either side, between which it was necessary to steer with the utmost care.</div>
<div style="font-family: Palatino; font-size: 18px;">
This depth of water increased gradually in our progress when we reached McKune’s lock, three miles about Buttermilk Falls, at midnight, a distance of 14 miles of the Canal, being delayed some hours, and separated from the other half of the “Fleet” by breaks in the Harris narrows. We wish here to thank Mr. Elliot for his kindness and attention, without whose aid we should have have been stranded.</div>
<div style="font-family: Palatino; font-size: 18px;">
At McKune’s the water was nearly three feet. From this, we passed smoothly along to Tunkhannock aqueduct, on Wednesday, whee to our surprise we were greeted by the Band of that place, followed by a procession of people, and coming on deck the band struck up a martial air, which seemed to send inspiration into those showy and ever lasting hills of Tunkhannock - looking down upon us - echoing and re-echoing and cheering on the programs of the first boat through their mist <i>via</i> the North Branch Canal.</div>
<div style="font-family: Palatino; font-size: 18px;">
Being law in the season - the old story - the old promise of the completion of the Canal, so long listened to, but so often broken to the hope - “the sixth age” about <i>“shifting into the last scene of all” </i>the sight of a boat <i>freighted coal</i>, floating up the channel, inspired an irresistible feeling of gratification, and I heard a man with gray hairs say <i>“Well I have lived to see a loaded boat come up the North Branch Canal!”</i></div>
<div style="font-family: Palatino; font-size: 18px;">
<i> </i>Our Boat went on the same night around that wild Horse Neck to the Dam. Next day, Thursday, we passed the slack water, the village of Meshoppen, Skinner’s Eddy to Laceyville, where we were presented with the “Stars and Stripes.” At night we brought up at the long town of Browntown, and waited patiently the arrival of the rest of the “Fleet,” from which we had been so long separated, and which might have been, for anything we knew, <i>shipwrecked or the horse knocked down.</i>We could, for depth of water, have unloaded one boat into the other at Tunkhannock. The </div>
<div style="font-family: Palatino; font-size: 18px;">
The night wore off, and the East was turning gray before the Chesapeake hove in sight - moving towards more like a ghost than anything else; and indeed she was ominous like a ghost, for she brought a sudden reversal of my good fortune. It as necessary to unload her cargo into the rival boat just now overtaken. The Captain of the pioneer boat impatient of delay and an advancing rival - the other obstinate as though it as a virtue - the Mules pleased with the exhibition of so much obstinacy, their favorite quality - with all this the day breaking in the East betokened nothing pleasant - the common lot of all explores!!</div>
<div style="font-family: Palatino; font-size: 18px;">
For a time no commands, no appeal, no threats, no entreaties availed; but at last the unloading was effected, and the pioneer boat, <i>Tonawanda</i>, set sail once more in four feet of water, winding through the rich flats of Wyalusing, where the people came out to greet us with a cannon’s fire and its rolling echo. They placed the cannon on our deck, and we made it answer back our thank for their kind welcome. This cannon we took with us to Elmira.</div>
<div style="font-family: Palatino; font-size: 18px;">
Passing along the Terrytown narrows we fired over to the resounding shore to give some of the people of that place an opportunity to reverse their long declared opinion on the impossibility of navigating the North Branch Canal. All went on smoothly with the exception of the lock-tender at lock No. 12, - <i>growing old in the service,</i> - who, in his anxiety to lock the first boat through in style, had put across the lock a temporary bridge, and nailing down all the boards <i>but one</i>, on which in crossing, by the”perverseness of matter,” he stepped, and fell some twelve or fourteen feet into the <i>raging canal. </i>But his excited state of mind acknowledged no injury except pretty hard twist of the neck. - We passed on to Standing Stone Friday night, Mr. B. Laporte, Mr. Simon Stevens and others receiving complimentary shots from the deck.</div>
<div style="font-family: Palatino; font-size: 18px;">
Next day, Saturday, we passed through the pleasant flatlands of Wysox - the canal in the finest order - occasionally rolling the cannon’s echo along the vales. I heard Mr. Rahn tell a lock-tender not to give us more than <i>six</i> feet of water. Here we wish to thank Mr. Rahn, (Sup’t of the upper half of the Canal, under Mr.Maffit,) fir his assistance, notwithstanding had taken no sleep for three nights previous. Soon the village of Towanda appeared in sight, the cannon announcing our approach. </div>
<div style="font-family: Palatino; font-size: 18px;">
On the burnt bridge, now under speedy repairs, a crowd had gathered to welcome us across the pool. Tying to two tow-lines one skiff, and shooting them over to the bridge, the crowd drew us in fine style to their hospitable shore. Declining any further demonstration which was offered, we went on to Tioga Point, the Packet Boat passing us at Ulster, and its Captain receiving a complimentary fire from our deck.</div>
<div style="font-family: Palatino; font-size: 18px;">
The next day was the Sabbath. With an eye to the spiritual welfare of our crew, we hesitated about proceeding on that day; but as the good Clergy in that region, for the last 2 or 3 months, had recognized a political religious excitement we thought there might be such a thing as a North Branch Religion Extension feeling, and that a crew which had encouraged to navigate up a canal for years consigned by the general voice of the people along its whole length, to its grave, and placed with the list of projects never to be revived,- that such a crew was sound in the doctrine of a resurrection. In this frame of mind we passed silently and reverently along the beautiful country around Tioga Point, breaking the stillness of the sacred day by no cannon’s echo, - nothing save an occasional blast of the horn to warn a drowsy lock-tender of our approach.</div>
<div style="font-family: Palatino; font-size: 18px;">
When we reached the residence of Mr. David Shearer (Sup’t of the Junction Canal), Capt. May sounded the horn with a true boatman’s cadence, and shortly Mr. Shearer came on deck in high glee, saying, “Ah, I knew that Juniata horn.” He was formerly engaged on the Juniata Canal, and for some years has been in this region “waiting for the moving of the waters” in the North Branch Canal - “As the mind is pitched the car is pleased,” and if any music ever fell pleasantly on the warm the sound of the Juniata horn awakened joy in his heart. </div>
<div style="font-family: Palatino; font-size: 18px;">
Monday morning we were one mile from Elmira, when we received word to stop and wait for a welcome. An extra was issued by the Daily Gazette, calling out the citizens to escort the first Boat Load of the Black Diamonds of Wyoming Valley into their city. Meanwhile our Boat was prepared with flags - the mules caparisoned, and true to their natures in compliment to such honor they presented the most indescribable indifference.</div>
<div style="font-family: Palatino; font-size: 18px;">
At 2 o’clock a procession formed before Haight’s Hotel (a Hotel and a landlord not to be surpassed,) and led by Wisner’s Band, proceeded to the Boat filling the deck to overflowing. A gun manned and drawn by horses followed, shaking the air, and answered back by our gun, which was loaded by the citizens and fired off by cigars. The boat stopped at the Junction of the Chemung and Junction Canals, where Col. G.S. Hathaway, addressed the crowd in an eloquent speech, welcoming the Boat to their borders, as the harbinger of another tie of brotherhood, and another means of intercourse between the Keystone and Empire States, complimenting Mr. Maffit for his industry and perseverance. The boat passed on to the Basin, when the procession re-formed and returned to Haight’s Hotel, where cheers were given for Mr. Arnot, Mr. Hollenbeck, Mr. Maffit, Mr. Shearer, Wyoming Valley, and Capt. May. And the citizens of Elmira may be assured that such a welcome as they gave us will be gratefully remembered by the people of Wyoming Valley.</div>
<div style="font-family: Palatino; font-size: 18px;">
So ends my Log Book. Grateful for escaping the dangers of a perilous navigation, and thankful for the welcome we received and to Mr. Maffit and his Superintendents, Messrs. Ellio and Rahn, I think of taking a farewell to Boating, and the first train of cars Home.</div>
<div style="font-family: Palatino; font-size: 18px;">
Yours truly, J.R.</div>
<div style="font-family: Palatino; font-size: 18px;">
P.S. - Above Tunkhannock, the Canal is in fine order. Below to Pittston some repair is only necessary to make it, another season, capable of floating all Boats that can get into it. Below are the names of places and distances from Pittston to the State line, (as given in Maffit’s Report.)</div>
<div style="font-family: Palatino; font-size: 18px;">
Distance from</div>
<div style="font-family: Palatino; font-size: 18px;">
Names of places Pittston Place to place.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Saxs<span class="Apple-tab-span" style="white-space: pre;"> </span>3.75 3.75</div>
<div style="font-family: Palatino; font-size: 18px;">
Gardiner’s Ferry<span class="Apple-tab-span" style="white-space: pre;"> </span>5.40<span class="Apple-tab-span" style="white-space: pre;"> </span> 1.65</div>
<div style="font-family: Palatino; font-size: 18px;">
Buttermilk Falls<span class="Apple-tab-span" style="white-space: pre;"> </span> 10.64<span class="Apple-tab-span" style="white-space: pre;"> </span> 5.24</div>
<div style="font-family: Palatino; font-size: 18px;">
Osterhouts <span class="Apple-tab-span" style="white-space: pre;"> </span> 17.15 6.51</div>
<div style="font-family: Palatino; font-size: 18px;">
Tunkhnnock 22.10 4.95</div>
<div style="font-family: Palatino; font-size: 18px;">
Teague’s Eddy<span class="Apple-tab-span" style="white-space: pre;"> </span> 25.06 2.96</div>
<div style="font-family: Palatino; font-size: 18px;">
Hunt’s Ferry 26.47 1.41</div>
<div style="font-family: Palatino; font-size: 18px;">
Mehoopeny Ferry 33.30 6.83</div>
<div style="font-family: Palatino; font-size: 18px;">
Black Walnut Bottom <span class="Apple-tab-span" style="white-space: pre;"> </span> 41.00 4.44</div>
<div style="font-family: Palatino; font-size: 18px;">
Skinner’s Eddy 43.90 2.90</div>
<div style="font-family: Palatino; font-size: 18px;">
Laceyville 44.68 .78</div>
<div style="font-family: Palatino; font-size: 18px;">
Keeney’s Ferry<span class="Apple-tab-span" style="white-space: pre;"> </span> 46.95 2.27</div>
<div style="font-family: Palatino; font-size: 18px;">
Browntown 51.37 4.42</div>
<div style="font-family: Palatino; font-size: 18px;">
Wyalusing 54.43 3.06</div>
<div style="font-family: Palatino; font-size: 18px;">
Terrytown 56.15 1.72</div>
<div style="font-family: Palatino; font-size: 18px;">
Homet’s Ferry 59.75 3.60</div>
<div style="font-family: Palatino; font-size: 18px;">
Rummerfield’s Creek 63.70 3.95</div>
<div style="font-family: Palatino; font-size: 18px;">
Standing Stone<span class="Apple-tab-span" style="white-space: pre;"> </span> 66.60 2.90</div>
<div style="font-family: Palatino; font-size: 18px;">
Wysox 70.00 3.40</div>
<div style="font-family: Palatino; font-size: 18px;">
Towanda 74.65 4.65</div>
<div style="font-family: Palatino; font-size: 18px;">
Smith’s Mill 80.70 6.05</div>
<div style="font-family: Palatino; font-size: 18px;">
Ulster 82.32 1.62</div>
<div style="font-family: Palatino; font-size: 18px;">
Milan 86.80 4.48</div>
<div style="font-family: Palatino; font-size: 18px;">
Athens 90.00 3.20</div>
<div style="font-family: Palatino; font-size: 18px;">
State line (con. with</div>
<div style="font-family: Palatino; font-size: 18px;">
Junction Canal 94.20 4.20</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
Elmira Star Gazette</div>
<div style="font-family: Palatino; font-size: 18px;">
December 29, 1928</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
<b>The Junction Canal</b></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
The Junction Canal first organized in 1846, was constructed in 1853 and joined the Chemung Canal in 1854 at a point near the present location of East Washington Avenue and Baldwin Streets. The course was eastward, passing on the south side of the present Lackawanna passenger station, to a point between Lake Street and Madison Avenue; across East Fifth Street to a large basin and dock on Madison Avenue, about 200 feet north of East Clinton Street.</div>
<div style="font-family: Palatino; font-size: 18px;">
The canal then passed eastward between the present large gas tank and the James Manufacturing Company’s plant, to Newtown Creek. The boats passed across the creek to the east bank of the stream and thence along the east bank of the Chemung River, a distance of about 18 miles to the State Line, near the former “Johnny Cake Hollow,” where it connected with the north branch of the Susquehanna Canal. </div>
<div style="font-family: Palatino; font-size: 18px;">
There were 11 locks and three dams in the 18 miles of construction. One lock was located a few feet east of Madison Avenue in Elmira.</div>
<div style="font-family: Palatino; font-size: 18px;">
<b> Abandoned in 1873</b></div>
<div style="font-family: Palatino; font-size: 18px;">
The canal was abandoned in 1873, when the locks and feeder dams were torn out. For many years afterward the old canal bed was partly filled with surface wage and the former William Jeffers saw mill on William Street used the old channel to float logs or the mill work.</div>
<div style="font-family: Palatino; font-size: 18px;">
John C. Greves of the Chemung Canal Trust Company is the last surviving member of the board of directors of the Junction Canal Corporation, which was kept in existence many years after the canal was abandoned.</div>
<div style="font-family: Palatino; font-size: 18px;">
Among the Elmirans who were boat owners and engaged in freight traffic on the old canal were: Henry C. Spaulding, Peter Morgan, Peter Bigs, George Hulbert, Henry M. Partridge, Isaac Baldwin, John Arnot, Sr., and several others.</div>
<br />
<div style="font-family: Palatino; font-size: 18px;">
Another feature n the canal was a “packet” boat used for passenger service. All boats were hauled by horse or mule power.</div>
<div>
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-68592095134602807812016-05-05T22:54:00.000-04:002016-05-05T22:54:54.595-04:00 The "Pennsy" and the "Peanut Line"<div style="font-family: Palatino; font-size: 18px;">
<b> The "Pennsy" and the "Peanut Line"</b></div>
<div style="font-family: Palatino; font-size: 18px;">
By Richard Palmer</div>
<div style="font-family: Palatino; font-size: 18px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
What was later the Northern Central Railroad and the Elmira Division of the Pennsylvania Railroad originated as the Canandaigua and Corning Railroad. On March 12, 1845, publication was made of application for incorporation. The bill passed May 11, 1845. The capital was to be $1,600,000. Time was extended April 16, 1847 and again March 24, 1849. An adjourned meeting was held at the town hall at Canandaigua on May 30, 1845. J. M. Wheeler, M.H. Sibley, Jared Wilson, John A. Granger and Oliver Phelps, a committee appointed Feb. 27th, submitted a favorable report, and another committee was appointed to procure a survey of the route.</div>
<div style="font-family: Palatino; font-size: 18px;">
Marvin Porter was the engineer employed, and his work was completed in July. The total cost of building and furnishing the road was estimated at $950,100. It long remained doubtful if the amount required could be raised. Meantime, meetings were held and the subject kept in mind. At an election held in 1849, among the directors are found the names of Francis W. Paul, W.M. Oliver, E. Smith, James Harris and Judge Phelps. In 1850, the contract for construction of the whole road was let to John S. King, who agreed to take $150,000 in stock in part payment.</div>
<div style="font-family: Palatino; font-size: 18px;">
The breaking of the ground towards he commencement of work took place at Penn Yan on July 4, 1850. In 1851 the enterprise was under full headway. On June 25th, one thousand men were employed laying rails from Penn Yan to Jefferson, and grading near Canandaigua. The road was opened from Canandaigua to Jefferson (now Watkins Glen) in September 1851, the New York and Erie Railroad furnishing engines, cars, etc. for a specified rate per mile.</div>
<div style="font-family: Palatino; font-size: 18px;">
The first engine, No. 94, with passenger cars attached, was run over the road in two hours, or a distance of 46 miles, on September 15th. Marvin Potter was the first superintendent, and three trains daily were run each way. A depot building was erected by Judge Phelps at Canandaigua, and this, on December 23rd, was burned in a large conflagration which destroyed much valuable property. The road connected with the Chemung Railroad at Jefferson, today known as Watkins Glen. The name was changed on September 11, 1852 to the Canandaigua and Elmira Railroad.</div>
<div style="font-family: Palatino; font-size: 18px;">
The directors met at Penn Yan during September to appoint employees and arrange to run the road on their own account. They appointed three conductors to operate the passenger trains.. A. Crozier was conductor of the freight train, and the baggage masters were Samuel Chissom and John Wakeman. William G. Lapham was the superintendent and proved an energetic and efficient officer. He later became a superintendent on the New York Central. </div>
<div style="font-family: Palatino; font-size: 18px;">
On January 1, 1853, the company began to run their own trains.ew York & Erie. . They had purchased six engines and a sufficient number of cars. The Chemung Railroad, which owned no rolling stock, was leased and would remain under their control for an indefinite period. Two passenger and two freight trains made the round trip daily.</div>
<div style="font-family: Palatino; font-size: 18px;">
The road was sold to parties in Elmira, Penn Yan and Providence, R.I. on April 23, 1857 and possession given May 1st. Price, $35,000, subject to $500,000 due bondholders. The name was changed to the Elmira, Canandaigua and Niagara Falls Railroad and leased to the Erie in 1859. This lease was assumed by the Northern Central in 1866, but in 1872 the lease was cancelled and the Northern Central assumed full control. </div>
<div style="font-family: Palatino; font-size: 18px;">
The total cost of the road, equipment, and other expenses, as of September 30, 1858, was $200,000. Earnings were $17,989.46. Transportation expenses were $11,947. During the year, 15,852 passengers had been carried and 4,293 tons of freight. The road is now run as a part of the Northern Central Railroad, terminus being at Canandaigua.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Northern Central railroad was long a part of the Pennsylvania Railroad System and the lines north of Elmira were formally taken over by the Pennsylvania in 1911. Stanley Station was originally called Gorham Station. In the early 1900s an old oil can was found in the local Pennsylvania Railroad depot bearing the name of Gorham Station. To avoid confusion with Gorham station on the Middlesex Valley Railroad, this e station was renamed Stanley, in honor of Seth Stanley, who gave certain grants of land and right of way through Stanley village for the railroad.</div>
<div style="font-family: Palatino; font-size: 18px;">
Among the earlier agents of Stanley station was M.D. Lawrence, who served as ticket and freight agent for over forty years, coming here from the Erie Railroad, at Watkins Glen.</div>
<div style="font-family: Palatino; font-size: 18px;">
The 'Peanut Branch'</div>
<div style="font-family: Palatino; font-size: 18px;">
The Batavia Branch of the New York Central was originally known as the Canandaigua and Niagara Falls Railroad and was at one time operated in connection with the Canandaigua and Corning road by the New York and Erie, but was sold to the New York Central Railroad in 1858. A meeting was held on March 4, 1851, at Lima, relative to the construction of a railroad having six foot gauge from Canandaigua to Niagara Falls, distance 98 1/2 miles. The capital stock was to be $1 million.</div>
<div style="font-family: Palatino; font-size: 18px;">
At this meeting Henry Allen was chosen chairman, and E.S. Gregory of Canandaigua, secretary. Articles of Association were drawn up and stock to the amount of $100,000 being subscribe, 10 percent was paid in. The following was he first board of directors: Of New York City, William H. Townsend, E.C. Hamilton, Moses Maynard Jr., H.A. Johnson, L.P.G. Foster and John I. Fisk; Isaac Seymour, of Peekskill, Augustus S. Porter of Niagara Falls, Benjamin Pringle of Batavia, Samuel Rand of Mendon, Francis W. Paul of Canandaigua, George Wright of East Bloomfield and Ira Godfrey of Lima. William H. Townsend was chosen president, and Isaac Seymour, treasure. Marvin Potter was appointed superintendent on December 10, 1851. </div>
<div style="font-family: Palatino; font-size: 18px;">
The country through which the line passed was largely agricultural. The C&NF had the most direct route to Niagara Falls and Suspension Bridge. It was very level, the average grade along the whole distance being 17 feet per mile. The estimated entire cost was $2,500,000. On March 18, 1852, a new board of directors elected Benjamin Pringle as president, William H. Townsend, vice president, Samuel Rand, secretary, and Isaac Seymour, treasurer.</div>
<div style="font-family: Palatino; font-size: 18px;">
The road was opened to Batavia, 50 miles, on January 1, 1853. Messrs. Douglas & Co., of Buffalo, took the contract from the Genesee river to Batavia and broke ground at Stafford. The road, also six foot gauge, was completed to Niagara Falls on July 1, 1853, and to Suspension Bridge, another mile and a half, on April 1, 1854.</div>
<div style="font-family: Palatino; font-size: 18px;">
The first passenger train was an excursion over the completed road on July 28, 1853. The passengers were the invited guests of John S. King & Company, the general contractor. Speeches were made on the occasion by various parties, of whom William G. Lapham, of Canandaigua, seemed to be the most eloquent, and whose remarks were printed in the newspapers of that day. The road was sold March 22, 1857, to James M. Brown and others, and the name changed to Niagara Bridge and Canandaigua Railroad. In July, 1858, the New York Central assumed control. It was nicknamed the "Peanut Branch" following a statement by Dean Richmond, president of the New York Central at the time, who is said to remarked, "it's nothing but a peanut of a railroad."</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Research notes on these railroads</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
From: Gazetteer of the State of New York by Franklin B. Hough, Albany, N.Y., 1872, P. 134</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua Railroad. An act of April 12, 1828. To extend to the Erie Canal at Palmyra, 15 miles. Not built.</div>
<div style="font-family: Palatino; font-size: 18px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua and Corning R.R. - Incorporated May 11, 1845. Opened from Canandaigua to Jefferson [Watkins], 46 3/4 miles, Sept. 15, 1851. Changed to "Canandaigua and Elmira R.R.," Sept. 11, 1852.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua & Elmira R.R. - Changed Sept. 11, 1852 from the "Canandaigua and Corning R.R." Operated for a time by this company until 1859, when it came into the hands of the "N.Y. & Erie R.R. Co." by lease, and it was run by them until May, 1866, when it was leased by the "Northern Central Railway Co." (of Penna.) who changed the gauge from 6 feet to 4 ft. 8 1/2 inches, and have since ran it in connection with their lines in Pa. A probably return to Erie management, and an extension from Canandaigua to Avon has been mentioned. The "N.C. Railway" have made survey east of Seneca Lake to find some other northern route.</div>
<div style="font-family: Palatino; font-size: 18px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua and Niagara Falls R.R. - Articles filed March 18, 1851, and road built; opened to Batavia, 50 miles, Jan. 1, 1853, and trough, April 4, 1854. Sold on foreclosure of a mortgage, and bought by James M. Brown, Charles Congdon and Robert Potter, who, with others, organized the "Niagara Bridge and Canandaigua R.R., " Aug. 25, 1858.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
P. 147 </div>
<div style="font-family: Palatino; font-size: 18px;">
Niagara Bridge and Canandaigua R.R. Articles of Association filed Aug. 25, 1858 as successor to the Canandaigua and Niagara Falls R.R. Leased, May 18, 1858 for term of charter to the New York Central R.R. 99 miles. Part between Tonawanda and the Falls has been taken up. </div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
_____________</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px; text-align: justify;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Repository, Canandaigua, N.Y., Wed., Sept. 17, 1851</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Through - The first engine with passenger cars attached was attached was run over the Canandaigua & Corning Rail Road last Friday. We understand the distance (46 1/2 miles) was run in about two hours. The track being newly laid, it wouldn't be safe to drive the heavy iron horse over it at its utmost speed. The engine, "94," and cars belonged to the New York & Erie R.R.Co. - who we are informed have rented the new track, until the C.& J. Co. can supply themselves with suitable cars and engines, and can finish completely their car houses, switches, water houses, wood houses, &c.</div>
<div style="font-family: Palatino; font-size: 18px;">
The new Depot built at this terminus of the new road, is fast progressing under the auspices of Judge Phelps. On Monday the cars commenced running regular on this road - three trains per day each way. But people on the line of the Southern Road can now find their way readily to the State Fair in Rochester. But we opine that the Steamers on Seneca Lake won't carry all of them.</div>
<div style="font-family: Palatino; font-size: 18px;">
Our neighbors at Geneva probably feel a little "green eyed" at the prospect, but they may as well get used to it.</div>
<div style="font-family: Palatino; font-size: 18px;">
Our village is now in immediate connection with N.Y. City, at a distance of 356 miles, some 10 miles nearer than the Albany route. The traveler starting here at 5 A.M. will be landed in the great metropolis at 7 P.M., once a journey of from two to four weeks, there and back, it can now be accomplished in as many days; and business of any reasonable amount despatched.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, Canandaigua, N.Y. March 31, 1852</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Erie Rail Road -- Double Track.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Erie Railroad Company have put under contract a second or double track of their road from Great Bend to Owego, and about twenty-five miles in Orange County. The contractors, it is said, take stock for this work at par, and it is understood, are not to be put in market for a year.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Middletown Whig Press says, it is rumored that the Company have in contemplation, in constructing their second track, to leave the original route in several places, and make an entire new road. One of the new routes will be to leave the road at the Lackawaxen, following up that river to Honesdale, and thence to Lanesboro, where it will intersect the old route - cutting off Deposit, and shortening the distance some twenty-eight miles, besides materially lessening the grade. At the last session of the Pennsylvania Legislature, a Charter was obtained for this purpose - a fact with which the people of Sullivan have been hitherto been unacquainted, and which shows that the hope that a track across our county will ultimately be constructed, has no foundation.</div>
<div style="font-family: Palatino; font-size: 18px;">
A new route has also been explored between Elmira and Olean, via Lindleytown, following up the Conawasque Creek, in Tioga county, Pa., to the head waters of Oswaya Creek, in Potter county, in that State, and down the same to Olean. The distance between Elmira and Olean, by this route, is some thirty miles less than by the old one, besides being a much easier grade.</div>
<div style="font-family: Palatino; font-size: 18px;">
These changes of route will shorten the distance from New York to Dunkirk nearly sixty miles, and lessen the time in running the road about two hours. - Monticello Watchman.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
New York Daily Tribune, June 12, 1852</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Letters from London speak of continued activity and firmness in the Iron market. Mr. John A. Winslow had purchased 5,000 tons of rails for a Western Road and the agent of the Illinois Central Road had offered [pounds] 5 12/6, G, half cash and half bonds, for 20,000 tons, sufficient to complete that Road. The letter also speaks of a good demand and firm prices for American Stocks and well known Railroad Bonds. A sale of $200,000 Erie Convertibles, 1862, had been been made at 88.</div>
<div style="font-family: Palatino; font-size: 18px;">
We also learn by this arrival that Mr. W.W. Gilbert, of the house Gilbert & Johnson, who went out as the agent of the Canandaigua and Niagara Falls Railroad and negotiated the six pecent Sterling Bonds of that Road for a million dollars at par and had purchased all the Iron needed for the Road at about $5 per ton below the present price. This negotiation places the Company in a condition to push the Road to completion with great dispatch.</div>
<div style="font-family: Palatino; font-size: 18px;">
They have now all the sections between Canandaigua and Batavia crowded with men, and the Road will be in operation between these points in November or December. Two-thirds of the distance from Honeoye Falls to the Genesee River is already graded. The piles for a bridge over the river, 400 feet in length, have been driven and the foundation and abutments are going forward. This bridge is to have a span of 180 feet. The other pile bridges, each 120 feet in length, and a truss bridge of 240 feet, are to be constructed between the river and the Canal, making a total waterway of 1,060 feet. The contractors on this Road, Messrs. King, Steinfeldt & Co., are men of energy and means, and will complete the Road promptly within the time specified.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
American Railroad Journal, Sept. 4, 1852</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
New York.</div>
<div style="font-family: Palatino; font-size: 18px;">
Erie Railroad. – The Erie company have 22,000 tons of iron arrived and</div>
<div style="font-family: Palatino; font-size: 18px;">
at sea for their second track which is being pushed with vigor. The entire</div>
<div style="font-family: Palatino; font-size: 18px;">
iron needed for the Canandaigua and Niagara Falls R.R. has been shipped,</div>
<div style="font-family: Palatino; font-size: 18px;">
and a large portion of it received and on its way to Canandaigua – the</div>
<div style="font-family: Palatino; font-size: 18px;">
road will be completed to Batavia this winter. The force on the line is</div>
<div style="font-family: Palatino; font-size: 18px;">
large.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua Messenger, June 14, 1853</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
DIRECT ROUTE</div>
<div style="font-family: Palatino; font-size: 18px;">
TO NEW YORK!</div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua, Elmira, and New York & Erie Rail Road</div>
<div style="font-family: Palatino; font-size: 18px;">
NEW ARRANGEMENT,</div>
<div style="font-family: Palatino; font-size: 18px;">
On and after Wednesday, June 1st, 1853 the trains on this route, until further notice, will run as follows.</div>
<div style="font-family: Palatino; font-size: 18px;">
Three Trains Daily (Sundays excepted.)</div>
<div style="font-family: Palatino; font-size: 18px;">
Going East</div>
<div style="font-family: Palatino; font-size: 18px;">
Leave Canandaigua Arrive at Elmira</div>
<div style="font-family: Palatino; font-size: 18px;">
Express Pass. 9:30 A.M. 12:30 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Mail 6:05 P.M. 9:30 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Freight 11:30 A.M. 5:45 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Going West.</div>
<div style="font-family: Palatino; font-size: 18px;">
Leave Elmira Arrive at Canandaigua</div>
<div style="font-family: Palatino; font-size: 18px;">
Mail 7:00 A.M. 10:30 A.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Day Express 4:00 P.M. 7:15 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Freight 10:30 A.M. 4:30 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
WILLIAM G. LAPHAM, Supt., C.& E. R.R.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua & Niagara Falls Rail Road</div>
<div style="font-family: Palatino; font-size: 18px;">
Change of Time.</div>
<div style="font-family: Palatino; font-size: 18px;">
Prices Reduced.</div>
<div style="font-family: Palatino; font-size: 18px;">
Four Trains Daily except Sundays.</div>
<div style="font-family: Palatino; font-size: 18px;">
Tickets sold through to New York via Canandaigua & Elmira, and the New York & Erie Rail Roads. </div>
<div style="font-family: Palatino; font-size: 18px;">
This Road being broad gauge the Cars are more roomy and pleasant</div>
<div style="font-family: Palatino; font-size: 18px;">
than on any other route.</div>
<div style="font-family: Palatino; font-size: 18px;">
EASTWARD.</div>
<div style="font-family: Palatino; font-size: 18px;">
Express Pass. Train leaves Batavia at 7: 45 A.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
" " 3:30 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Accommodation Freight do 10:00 A.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
WESTWARD.</div>
<div style="font-family: Palatino; font-size: 18px;">
Express Pass. Train leaves Canandaigua at 11:00 A.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
" " " " 3:20 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Connecting with Trains to Buffalo and Batavia.</div>
<div style="font-family: Palatino; font-size: 18px;">
The standard time on this Road is 15 minutes faster than the local time.</div>
<div style="font-family: Palatino; font-size: 18px;">
This is the most direct and pleasant route to Avon Springs.</div>
<div style="font-family: Palatino; font-size: 18px;">
SAM. BROWN, Supt.</div>
<div style="font-family: Palatino; font-size: 18px;">
Superintendent's Office C.& N.F. R.R.)</div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua, Jun 14, 1853. )</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Buffalo Daily Courier, June 25, 1853</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Lockport Democrat says that the Canandaigua and Niagara Falls Railroad Company have commenced construction of their magnificent depot buildings at the Falls. They will consist of an engine house, with stalls &c. erected on a radius of 133 feet with water tank, &c,; a machine shop 150 by 60 feet, with a house for the stationary steam power adjoining; a blacksmith shop attached to the machine shop 100 by 40 feet; a shop for wood work 410 by 50 feet; a large paint shop; freight and car buildings, wood house, &c. All these structures will be of stone, and they will be separated from the passenger depot by a distance of from 30 to 40 rods - an admirable arrangement which for the comfort of travelers should always be adopted. </div>
<div style="font-family: Palatino; font-size: 18px;">
The new site fixed on for the passenger depot is a judicious one, being 600 feet north of the Rochester Station. It fronts on Niagara street and extends north to the south bank of the hydraulic canal.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Auburn Weekly Journal, Wed., Aug. 9, 1854</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
An Extraordinary Leap For A Cow! - A gentleman of our acquaintance, in whose word entire reliance may be placed, informs us that while riding a few days since between Honeoye and Rush, on the Canandaigua and Niagara Falls railroad, a cow was seen upon the track, notwithstanding the rapid rate at which the thundering train gained upon her. The train was traveling at lightning speed, and very soon struck the cow.</div>
<div style="font-family: Palatino; font-size: 18px;">
The long nose of the 'catcher' struck under the beast just as she was making one of her highest bounds, when she was in an instant thrown to the height of thirty feet in the air, and again struck upon the track just as the last car shot from under her! The train consisted of the locomotive and tender, a baggage and two passenger cars. Our friend assures us that the cars did not pass over the animal, and the conductor and engineer testify to the fact that the animal was tossed up as described, and he, being in the last car, saw the dead creature after its fall upon the track. It was her last somersault! [Rochester Democrat]</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Buffalo Daily Courier, March 21, 1855</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Niagara Falls Gazette states that the Canandaigua and Niagara Falls Railroad Co. propose to remove their repairing shops from the former to the latter place. Also that the same Company intend to build a large Depot at the Suspension Bridge, and that negotiations are in progress which, if successful, will ensure the early completion of the line to Youngstown.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, Oct. 1, 1856</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua and Elmira R.R. went into the hands or a Receiver on the 17th inst., at the instigation of the 3d class bond holders. A meeting of the Directors, Stock and Bond holders was held in Penn Yan last Tuesday to devise means to extricate the Road from its present financial embarrassment if possible. A Committee was appointed to negotiation the 3rd, 4th and 5th class bond holders, on the feasibility of delivering up their bonds and taking stock in their stead. The committee will report at a future meeting to be held in this village.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Buffalo Courier, March 31, 1857</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
A Railroad in Chauncery - Embargo on the Trains</div>
<div style="font-family: Palatino; font-size: 18px;">
(From the Rochester Democrat)</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua and Niagara Falls Railroad Co., has for some time been in a bad way, financially. The road does not pay running expenses, and consequently there are no funds to meet constantly accruing obligations. Engineers, firemen, conductors, brakemen, trackmen, &c. have been unable to get their pay regularly , and of course have felt disposed to regard themselves as very well treated people.</div>
<div style="font-family: Palatino; font-size: 18px;">
They have continued to serve the company however, until the present week, in expectation of getting their dues at some time. Last week their January wages were paid up. Seeing that matters became worse rather than better, they resolved upon a grand stroke to compel the payment of what is due them.</div>
<div style="font-family: Palatino; font-size: 18px;">
One day, when the trains arrived at the Falls, the engines were put in the engine-house, one after the other, and the doors closed. When the time came for trains to depart, there were no engines ready to draw them; and no one was permitted to take them out, the engineers and firemen standing sentry at the doors, and forbidding the iron horses to emerge. </div>
<div style="font-family: Palatino; font-size: 18px;">
The Directors made a proposition to settle with the engine drivers and firemen, an pay back wages; but these made common cause with the other employees , and rejected the overture. On Thursday, a train arrived at Canandaigua from Elmira, having some sixty passengers destined for the Falls, who had paid through. The engineer and conductor were induced to take their train through. When they arrived at the Falls, the locomotive was put into the engine house with the others, and not allowed to return. The men who had taken the train on, returned via the New York Central road to Canandaigua.</div>
<div style="font-family: Palatino; font-size: 18px;">
In this condition things have remained since Wednesday last. It is doubtful whether the road will ever pay expenses; but it is an accommodation to the section of country through which it passes,, and may be put in operation again.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua and Elmira road, with which it connects, is in pretty nearly as bad a state, and it is to be sold under the hammer on the 16th of April next. Perhaps the western end might s well come to the block also.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, July 29, 1857</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The late purchasers of the Canandaigua & Elmira Rail Road, have organized a company called the "Elmira, Canandaigua and Niagara Falls R.R. Co." and now operate the whole line from Elmira to Niagara Falls as a single road, under the superintendency of William G. Lapham, Esq. All necessary track repairs are to be made at once, and vigorous efforts to extend the business of the line will be renewed. The fare from Niagara Falls to New York, by this route has been reduced to $5, and $9 to Boston.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Repository, Canandaigua, Wed., Sept. 24, 1857</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Quite a crash took place last Saturday night at this terminus of the new railroad. The track ends against a brick building, used by the Rochester & Syracuse Company (Auburn Road) for a water house. The engineer of the train which arrived here at 12:30 at night, (never having run the route before) had quite a notion of going to the Falls. The consequence was he drove into a dirt car that stood on the track, next to the building. This was well smashed up, being driven with great violence against the water house, broke quite an opening through the wall thereof. No person injured.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, Wed., July 14. 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua & Niagara Falls Rail Road has finally passed into the hands of the New York Central. Formal possession was taken of it on Tuesday of last week. It is understood that the gauge will be narrowed down, with all convenient haste, as far as Batavia, from which point to Niagara we understand will be abandoned. It is also reported the Central is about to purchase the Genesee Valley R.R. leading from Rochester southward. These operations secure to the Central great and permanent advantages over all competitors, for the travel from the West.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua & Elmira Rail Road has gone into the hands of a Receive and all remittances are henceforth to be made to its agent, W.G. Lapham, Esq. </div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, July 28, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Change of Time . - A new Time Table went into effect on the New York Central and the Canandaigua & Elmira railroads last Monday, by which the passenger trains on those connect at this place. This arrangement will prove a great convenience to travelers over the Southern route, as no delays will take place here, and they will be enabled to take a more agreeable route, passing through through Rochester, thence to Buffalo or Niagara Falls, at intermediate places.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, July 28, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua & Elmira R.R. was sold at public auction at the Court House in this village, last Friday, in behalf of the holders of the first mortgage bonds. It was purchased by C.N. Potter, Esq., of New York, as agent for the mortgagees, for the sum of $200,000; less by $145,000 than was claimed to be due, principal and interest, on the bonds. What disposition the purchaser intends to make of the road we are not advised.</div>
<div style="font-family: Palatino; font-size: 18px;">
We presume, however, the track will eventually be made the narrow gauge, thus allowing freight to pass from Philadelphia and the great coal and iron regions of Pennsylvania, to the lakes and the great West, without a change of cars. Should this be done, it cannot but be made a paying concern, at the price for which it was purchased.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua & Niagara Falls R.R., as heretofore stated, has passed under the control of the Central. The passenger trains have been withdrawn, and it will hereafter be used exclusively as a freight route. Passenger trains on the Central and the C.& E. Railroads, are to connect at this place, so that travelers on the southern route, will be better accommodated than heretofore.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Republican Times, Thursday, July 29, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rail Road Matters. </div>
<div style="font-family: Palatino; font-size: 18px;">
_______</div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua and Elmira Rail Road was sold at public auction at the Court House in this village, on Friday of last week, at the instance and for the benefit of the bond holders. The whole amount of their lien was nearly $350,000. C.N. Potter, Esq., acting in their behalf, bid $200,000 for the road, and that being the highest, and in fact the only offer, it was struck off to him. It is said, though we know not on what authority, that the sale thus consummated is subject to a stipulation or understanding between the first and second class bondholders to the effect that the latter may redeem the road within a specified time by paying to the former the sum for which it was sold.</div>
<div style="font-family: Palatino; font-size: 18px;">
The general belief, however, that this will never be don, whether there was such an agreement or not, and that the property will ultimately, if it does not immediately, go into the hands of the Central Company. The road is 47 miles in length, extending from this place to Jefferson. From the latter point to Elmira, a distance of 22 miles, there is a road owned by other parties and understood to be under control of the New York and Erie interest. But it has always been operated under the under the Canandaigua and Elmira direction, and disconnected from that line would of course be utterly valueless. Hence it will have to go with its "better half" under the new proprietorship, whatever it is.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua and Niagara Falls road, as heretofore stated, gone directly into the hands of the New York Central folks. The work of reducing it to the narrow gauge has already commenced at its western terminus, or what will be its western terminus hereafter, t Batavia, and we understand the intention of the Central Directors is to put it in complete order and use it principally as a freight road. There is bur a single train each way daily, and that for the accommodation of way travel and the conveyance of freight, now running over it. </div>
<div style="font-family: Palatino; font-size: 18px;">
It is altogether probable, too, that the gauge of the road from this place to Elmira will also be narrowed during this season.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Repository, Canandaigua, N.Y., Wed., Sept. 8, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
No Trains on the Canandaigua & Niagara Falls - We learn that the track between this place and Canandaigua is now undergoing the necessary alteration from broad to the narrow gauge, and that no trains will be run over it for some three weeks. The temporary suspension will prove a serious inconvenience to the inhabitants living along the line of the road. But it will last but for a short period. The resumption of business along the road, under the auspices of the New York Central, will afford a guarantee of stability and certainty to the route which has it has never yet possessed.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Repository, Canandaigua, N.Y., Wed., Oct. 6, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Canandaigua & Niagara Falls Railroad - The work of reducing the gauge of the Canandaigua & Niagara Falls Railroad to that of the New York Central is now completed, and regular trains are to commence running next Monday. We understand that much gratification is felt by the people along the line of the route with the connection of the two roads and with the fact that the former is, henceforth to be under the direction of so efficient a company as the New York Central.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Repository, Canandaigua, N.Y., Wed., Oct. 13, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua & Niagara Falls R.R. - The track of the Canandaigua and Niagara Falls Railroad, now in the hands of the New York Central, has been reduced to the narrow gauge, the work has been completed, and the road is now in good running order throughout the entire route.</div>
<div style="font-family: Palatino; font-size: 18px;">
Two trains arrive and depart daily with the accustomed regularity, which is a characteristic of the New York Central; and the public along the line are highly gratified at the fact that the road has passed into the hands of a company so fully able to prosecute the business with promptness and efficiency.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Canandaigua & Elmira Railroad, under the management of Mr. William G. Lapham, its efficient superintendent, will run its trains in connection with the New York Central, and we are glad to perceive that the business on this road, so important to the interests of Canandaigua, is gradually increasing, as the public confidence in its management gains strength.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario Messenger, Canandaigua, Wed., Oct. 20, 1858</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
N.Y. Central Railroad - Canandaigua, Batavia and Tonawanda Branch. - The old Canandaigua and Niagara Falls Railroad has had its appellation changed, as above, and trains are now running over it regularly, having commenced Monday of last week.</div>
<div style="font-family: Palatino; font-size: 18px;">
The first train west leaves Canandaigua at 5:30 A.M., arrives at Batavia at 8:40 .M. The second train leaves Canandaigua at 5:05 P.M. and arrives at 8:40 P.M.</div>
<div style="font-family: Palatino; font-size: 18px;">
Trains going east leave Batavia at 6:30 A.M., arriving at Canandaigua at 9:40 A.M.; and at 4:00 P.M., arriving at 7:00 P.M.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Buffalo Courier and Republican, Sat., Oct. 30, 1869</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
A Curious Railroad Accident. - A curious railroad accident occurred on the Tonawanda, Batavia and Canandaigua branch of the New York Central Railroad, Thursday forenoon, between 11 and 12 o'clock, at Fallkirk, nine miles west of Batavia. A coal train coming west ran into a wood train at Fallkirk, and had its engine thrown with considerable violence from the track. By the collision five of the rear cars of the wood train were uncoupled and sent kiting on a down grade. They ran a distance of two miles, and only stopped when they came in collision with the engine of a coal train going east. The cars wee hurt, and the locomotive tumbled from its trucks. There was some smashing of cars all around, but nobody hurt.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Sat., Sept. 12, 1885</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Struck a Hand Car</div>
<div style="font-family: Palatino; font-size: 18px;">
General Roadmaster Otis and Division Roadmaster Bennett made an inspection of the "Peanut" branch of the New York Central on Thursday. While traveling along on the pony engine "Monitor" at a lively rate, a hand car loaded with lime was encountered near LeRoy. Chunks of lime, splinters of glass from the engine cab, pieces of wood and iron filled the air for a few minutes. When the sky was cleared a little, it was discovered that the hand car was demolished but little damage had been caused to the locomotive. The special party stopped long enough to get some of the lime dust off their clothing and then proceeded to Canandaigua.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Watertown Daily Times, Nov. 6, 1891</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The New York Central has leased to the Lehigh Valley in perpetuity what has been known as the "Peanut Branch" extending from Tonawanda to Suspension Bridge. The negotiations for this arrangement have been pending many months, and it is a part of the deal under which the Lehigh Valley agrees not to insist on the building of the Buffalo, Thousands Islands and Portland from Suspension Bridge to Buffalo, which was originally intended to let the Rome, Watertown & Ogdensburg into Buffalo and to have been built jointly by that road and the Lehigh Valley.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
(The same article appears in the Syracuse Herald Nov. 5, 1891, but adds:</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
"In addition to the lease of the 'Peanut' the Lehigh Valley will also have traffic rights over the Central's Falls branch, which will enable it to reach the Falls and Suspension Bridge. It will have its own independent line into Buffalo, and it sees fit, the contract with the Central allows it to discard a part of the Tonawanda branch, thus diminishing the mileage rate which it pays to the Central. In that case the Lehigh Valley will use only that part of the line from East Buffalo north to Suspension Bridge."</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px; text-align: justify;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
St. Lawrence Plain Dealer, Canton, N.Y., Nov. 11, 1891</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
The New York Central has leased to the Lehigh Valley in perpetuity its Tonawanda branch to Suspension Bridge. This is an old line, known as the "Peanut" Branch, which the Central has no especial use for. It has another line from Buffalo to Suspension Bridge.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Syracuse Daily Journal, Friday, March 18, 1892</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
On the Same Track</div>
<div style="font-family: Palatino; font-size: 18px;">
_____</div>
<div style="font-family: Palatino; font-size: 18px;">
A Costly Smash-up on The "Peanut" Road Near East Bloomfield, N.Y.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester, N.Y., March 18. - The attempt to run two trains in opposite directions on the single track railroad met with the usual results near East Bloomfield yesterday afternoon on the "Peanut" branch of the New York Central. No lives were lost, but the experiment will cost the company about $25,000.</div>
<div style="font-family: Palatino; font-size: 18px;">
A west-bound freight train left Canandaigua with orders to run to East Bloomfield. At the same time another freight was running east. The two trains were to have passed at East Bloomfield, but the operator at that place allowed the latter train to run ahead after it had stopped at the station before the arrival of the other freight.</div>
<div style="font-family: Palatino; font-size: 18px;">
The heavy trains came together two miles east. The engineers and firemen saw the danger in time to jump. The engines were both reduced to scrap iron and piled the cars into the ditch. Seven loaded cars were completely wrecked. The wrecking gang from Batavia worked all night and the road is clear this morning. The trains last night were sent over the Auburn branch from Canandaigua and by way of the main line from Batavia.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, May 13, 1898</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Railway Rumbles</div>
<div style="font-family: Palatino; font-size: 18px;">
_____</div>
<div style="font-family: Palatino; font-size: 18px;">
The New York Central authorities announce that on and after May 15th the station known as Miller's Corners, located on the Canandaigua and Batavia branch, will be called Ionia, corresponding with the change in name of the post office. Tickets reading to and from Miller's Corners will be honored for passage until new tickets can be printed.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px; text-align: justify;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Friday, January 12, 1917</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
New Caledonia Station.</div>
<div style="font-family: Palatino; font-size: 18px;">
___</div>
<div style="font-family: Palatino; font-size: 18px;">
One Built by Central Completed - A Handsome Building</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Caledonia, Jan. 11. - The moving out of the old station of the New York Central railroad in this village, into the new has been accomplished and the old structure, which has done duty for about sixty years, ever since the Canandaigua branch was put through, has been razed. The new station stands on the west side of North street, the old one being on the opposite side.</div>
<div style="font-family: Palatino; font-size: 18px;">
It is a handsome, commoious building, 24 by 104 feet, with ample aiting rooms, offices, freight room and toilets.It is steam heated and lighted by electricity. Large platforms for the handling of freight are on the outside and everything seems convenient and substantial.</div>
<div style="font-family: Palatino; font-size: 18px;">
The outside is not entirely finished but is covered with wire lath upon which stucco willbe placed in the spring, when it will be painted a light gray color. The interior finish is yellow pine.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px; text-align: justify;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, July 6. 1917</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
(This is in reference to farming in the town of Mendon)</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Cucumbers have been quite extensively raised in this part of the town for several years, and every year about 100 carloads are shipped from the Ionia Station of the New York Central railroad. </div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px; text-align: justify;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px; text-align: justify;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Wed., June 15, 1921</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Central Proposes to Put</div>
<div style="font-family: Palatino; font-size: 18px;">
Passenger Coach on Freight</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Batavia, June 14.- It has been announced in Batavia that on June 26th two passenger trains are to be discontinued on the Batavia-Canandaigua branch of the New York Central Railroad, according to copies of the new timetable which goes into effect at that time. At the present time there are four passenger trains on the road and it is now proposed to turn two of the trains into trains which handle freight as the chief business, but will also have one coach on each train, and passengers will become incidental. </div>
<div style="font-family: Palatino; font-size: 18px;">
The trains which are slated to become "mixed" will make the trip, if they keep up with their running time, in five hours, or at the rate of nine miles an hour. It will be impossible for the trains to go faster than that and still maintain their schedules. When freight demands are pressing passengers will be obliged to spend many hours on the road.</div>
<div style="font-family: Palatino; font-size: 18px;">
It is stated that the business men of Canandaigua are to hold a mass meeting tonight in that city and will protest against the proposed change and will prepare a notice to the Public Service Commission that it joins with Batavia in making a complaint.</div>
<div style="font-family: Palatino; font-size: 18px;">
R.R. Coley, secretary of the Batavia Chamber of Commerce, states that the schedule which it is proposed to put into effect now is somewhat similar to one in effect forty-five years ago.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Peanut Line 'Gallop' Has Goober Flavor - Ambition Realized </div>
<div style="font-family: Palatino; font-size: 18px;">
By Railroad Fans </div>
<div style="font-family: Palatino; font-size: 18px;">
(On Sunday, July 21, 1946, the Buffalo Chapter of the National Railway</div>
<div style="font-family: Palatino; font-size: 18px;">
Historical Society sponsored a special excursion over the New York</div>
<div style="font-family: Palatino; font-size: 18px;">
Central's "Peanut Line" from North Tonawanda to Caledonia and return.</div>
<div style="font-family: Palatino; font-size: 18px;">
Following is an article published in the Buffalo Courier Express July 28,</div>
<div style="font-family: Palatino; font-size: 18px;">
1946). </div>
<div style="font-family: Palatino; font-size: 18px;">
Buffalo railroad fans have realized a life long ambition. They have</div>
<div style="font-family: Palatino; font-size: 18px;">
eaten peanuts on The Peanut. It happened last Sunday when an "Iron Horse</div>
<div style="font-family: Palatino; font-size: 18px;">
Gallop" was made over this historic one-track branch of the New York</div>
<div style="font-family: Palatino; font-size: 18px;">
Central between North Tonawanda and Caledonia.</div>
<div style="font-family: Palatino; font-size: 18px;">
Russell H. Shapely, 178 Box Ave., president of the local chap-ter of the</div>
<div style="font-family: Palatino; font-size: 18px;">
National Railway His-torical Society, which sponsored the excursion, saw to</div>
<div style="font-family: Palatino; font-size: 18px;">
it that there was plenty of peanuts aboard the train to commemorate the</div>
<div style="font-family: Palatino; font-size: 18px;">
occa-sion. They were served unshelled in paper bags and in the form of</div>
<div style="font-family: Palatino; font-size: 18px;">
peanut butter sandwiches.</div>
<div style="font-family: Palatino; font-size: 18px;">
It was the second such trip of the fans in the postwar period, the first</div>
<div style="font-family: Palatino; font-size: 18px;">
having been made last month over the New York, Ontario & Western Railroad</div>
<div style="font-family: Palatino; font-size: 18px;">
between Oneida and Sidney. Next on the agenda are tours over the Niagara,</div>
<div style="font-family: Palatino; font-size: 18px;">
St. Catherines & Toronto and the Arcade and Attica, scheduled for early in</div>
<div style="font-family: Palatino; font-size: 18px;">
September.</div>
<div style="font-family: Palatino; font-size: 18px;">
Got Name in 1855 </div>
<div style="font-family: Palatino; font-size: 18px;">
An excursion over a little known or used line is considered a red</div>
<div style="font-family: Palatino; font-size: 18px;">
letter day by the railroad fans and the Peanut Branch of the New York</div>
<div style="font-family: Palatino; font-size: 18px;">
Central proved ideal. Orig-inally known as the Canandaigua-Niagara Falls</div>
<div style="font-family: Palatino; font-size: 18px;">
Railroad, the name Peanut has stuck since 1857 when the Central took it</div>
<div style="font-family: Palatino; font-size: 18px;">
over and the late Dean Richmond of Batavia, then operating vice-president,</div>
<div style="font-family: Palatino; font-size: 18px;">
reportedly referred to the acquisition as "only a peanut of a line." </div>
<div style="font-family: Palatino; font-size: 18px;">
Though still an important rail link, serving among other big customers</div>
<div style="font-family: Palatino; font-size: 18px;">
as National Gypsum Co., in Clarence Center, the Peanut has seen its heyday</div>
<div style="font-family: Palatino; font-size: 18px;">
as a railroad. No scheduled passenger trains have run on it in more than a</div>
<div style="font-family: Palatino; font-size: 18px;">
decade. One freight makes a round trip daily on week days. On Sundays the</div>
<div style="font-family: Palatino; font-size: 18px;">
Peanut is a "dead duck," or was until last week.</div>
<div style="font-family: Palatino; font-size: 18px;">
Looking from a window as the special nosed out of North Tonawanda at </div>
<div style="font-family: Palatino; font-size: 18px;">
the beginning of the run, one of the fans saw an elderly man apparently</div>
<div style="font-family: Palatino; font-size: 18px;">
sunning himself in the backyard. He was sitting in an arm chair, a pipe</div>
<div style="font-family: Palatino; font-size: 18px;">
in his mouth, his eyes closed. Aroused by the train he awakened with a</div>
<div style="font-family: Palatino; font-size: 18px;">
start and when he saw it was not only a train, but a passenger train as</div>
<div style="font-family: Palatino; font-size: 18px;">
well, a look of surprise spread over his face and his pipe fell to the</div>
<div style="font-family: Palatino; font-size: 18px;">
ground.</div>
<div style="font-family: Palatino; font-size: 18px;">
Even Cows Surprised </div>
<div style="font-family: Palatino; font-size: 18px;">
Further on, the train surprised a housewife at her Sunday morning</div>
<div style="font-family: Palatino; font-size: 18px;">
toilet. She had rushed to the doorway to see what was happening and it was</div>
<div style="font-family: Palatino; font-size: 18px;">
apparently not until the last coach had passed and she saw herself in the</div>
<div style="font-family: Palatino; font-size: 18px;">
exposure of several pairs of male eyes on the observation platform that she</div>
<div style="font-family: Palatino; font-size: 18px;">
realized she was standing there in her scanties.</div>
<div style="font-family: Palatino; font-size: 18px;">
Elsewhere along the line, cows came up to the fence to see the</div>
<div style="font-family: Palatino; font-size: 18px;">
excitement. On the return trip, some fishermen on a small lake near Akron</div>
<div style="font-family: Palatino; font-size: 18px;">
Junction nearly capsized their boat when one of their number stood up to</div>
<div style="font-family: Palatino; font-size: 18px;">
point to the train.</div>
<div style="font-family: Palatino; font-size: 18px;">
Usually on their "Iron Horse Gallops," the railroad fans are all over</div>
<div style="font-family: Palatino; font-size: 18px;">
the train, in the cab of the locomotive, hanging out of the windows,etc.</div>
<div style="font-family: Palatino; font-size: 18px;">
The older the coaches, the bumpier the roadbed and the more smoke they</div>
<div style="font-family: Palatino; font-size: 18px;">
inhale, the better they like it. In this respect their style was somewhat</div>
<div style="font-family: Palatino; font-size: 18px;">
cramped last Sunday as the Central gave them some of its air-conditioned</div>
<div style="font-family: Palatino; font-size: 18px;">
coaches and you don't open the windows on them.</div>
<div style="font-family: Palatino; font-size: 18px;">
Ticket Dated 1853 </div>
<div style="font-family: Palatino; font-size: 18px;">
At LeRoy, Earl E. Bloss, a carpenter of that village as well as a</div>
<div style="font-family: Palatino; font-size: 18px;">
railroad fan, boarded the special and presented to President Shapley an</div>
<div style="font-family: Palatino; font-size: 18px;">
unused excursion ticket on the Canandaigua-Niagara Falls Railroad from</div>
<div style="font-family: Palatino; font-size: 18px;">
LeRoy to the Falls,dated August 24, 1853.</div>
<div style="font-family: Palatino; font-size: 18px;">
Among railroad fans who made last Sunday's "Iron Horse Gallop" were</div>
<div style="font-family: Palatino; font-size: 18px;">
Edward G. Hooper of Baltimore Md., assistant secretary of the Baltimore &</div>
<div style="font-family: Palatino; font-size: 18px;">
Ohio Railroad and president of the national society; L. Newton Wylder of</div>
<div style="font-family: Palatino; font-size: 18px;">
Lima, Peru, who happened to be in Buffalo on business at the time, and</div>
<div style="font-family: Palatino; font-size: 18px;">
Rogers E. M. Whitaker of the magazine New Yorker's staff, who came from New</div>
<div style="font-family: Palatino; font-size: 18px;">
York City to make the trip.</div>
<div style="font-family: Palatino; font-size: 18px;">
Whitaker has travelled an estimated 500,000 miles on railroad fan trips,</div>
<div style="font-family: Palatino; font-size: 18px;">
375,000 miles since in 1936 when he started to keep a tab on mileage. It is</div>
<div style="font-family: Palatino; font-size: 18px;">
not unusual for him to hop a plane to some distant part of the country just</div>
<div style="font-family: Palatino; font-size: 18px;">
for the privilege of riding a few miles on some antiquated railroad.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, April 6, 1924</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Railroader Tells of Early Years on ‘Peanut Branch’</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Brightly Painted Cars and Engines Used on </div>
<div style="font-family: Palatino; font-size: 18px;">
Roads Out of Batavia; Car Shops at LeRoy</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
By R. A. Murphy</div>
<div style="font-family: Palatino; font-size: 18px;">
(Below we print some reminiscences of some of the small railroads around Batavia, N.Y. that are now incorporated into the New York Central. The writer is a Rock Island pensioner and at one time was superintendent at Minneapolis. He was born in Batavia and was one of the pioneer railroad men of that section. His reminiscences were contained in a letter to A.M. Clough, supervisor at Batavia, and were evoked by a picture of the Batavia station that was printed in a recent issue of the New York Central Lines Magazine.)</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
In looking through the New York Central Lines Magazine, I noticed a photograph of the New York Central depot at Batavia, which is one of the finest little cities in Western New York. The longer I looked at it, the more I thought of Batavia, my boyhood home in the days before the Civil War, and the railroads we had running into that town.</div>
<div style="font-family: Palatino; font-size: 18px;">
We had the old six-foot gauge Canandaigua & Niagara Falls Railway. They had engines called the Niagara, Sam Brown, Ben Pringle, Elmira and others, all inside connected engines. Today this old railroad is the Peanut Branch of the New York Central Railroad. I remember two brothers, Mike and Pat Dwyer, who ran engines on this old road. I often rode down to LeRoy with them.</div>
<div style="font-family: Palatino; font-size: 18px;">
Car Shop at LeRoy</div>
<div style="font-family: Palatino; font-size: 18px;">
There was a car shop at LeRoy where they built cars for the New York Central Railroad. They would load them on the broad gauge cars and haul them to Batavia, place them on a turntable, let them down on skids on a four-foot eight and a half inch track, on rails laid between the rails of the six foot gauge and deliver them to the New York Central Railroad. Your Tonawanda branch is part of this old six-foot gauge railway.</div>
<div style="font-family: Palatino; font-size: 18px;">
Then we had another six-foot gauge road we called the Cohocton Valley Railroad . This road ran from Avon to Batavia only, in those days. They graded the right-of-way nearly to Buffalo, built a bridge over the Tonawanda Creek, but never used it. They had a one-stall roundhouse at Batavia and a small turntable. When they wanted to turn the engine, they had to disconnect the tender from the engine and turn them separately. The hostler’s names were Pat Shea and Tom Reardon. They were engineers afterward on the Erie, and Northern Central Railroad, now the Pennsylvania Railroad. Often before putting the engine in the roundhouse they would run her east of Batavia to pump her up, and I would go with them and ring the bell. We had no air bell ringers in those days on engines, or any injectors either.</div>
<div style="font-family: Palatino; font-size: 18px;">
This road was afterward built to Attica to connect with the old Erie Railway at that point. They had quite a time crossing the New York Central at Batavia. The New York Central had nearly 500 of the finest men you could find – all from Erin’s Green Isle – to keep the old Cohocton from crossing, and you bet they didn’t cross until the New York Central allowed them to do so. The road into Batavia first was the good old New York Central of today – the four track road of America.</div>
<div style="font-family: Palatino; font-size: 18px;">
Home-Switched Cars</div>
<div style="font-family: Palatino; font-size: 18px;">
Old Ep Powers pumped water for them with a tread mill and two or three horses. He could not do this today. In those days old man Clark would switch cars with an old gray horse and pull the little red wheat cars down to Monell’s and Gould’s warehouses. Of course, there were no elevators in those days. Charles Gould, the father of the Gould coupler, was raised in Batavia. I remember him well as a boy.</div>
<div style="font-family: Palatino; font-size: 18px;">
Then when the Civil War started I went to work in the Western Union Telegraph office of the New York Central for William McElron as a messenger boy. Many a message I delivered in old Batavia, and many a message I delivered to the home of Dean Richmond, who was President of the New York Central Railroad. In my estimation, as a boy and when I grew to be a young man and until he passed away, I thought there was no other man like him. He was so good and kind to everyone, and his good wife and family were the same.</div>
<div style="font-family: Palatino; font-size: 18px;">
In 1863 I ran away from home and went to New York and enlisted. When I was discharged from the army in October, 1865, I came back home, worked on the track a little while, and then went on as a brakeman for Conductor Mose Cleveland on a mixed train between Batavia and Canandaigua. I doubled the road of 50 miles each day, wooded up about eight times, on the round trip, unloaded freight and broke by hand – for $35 a month, and I was happy and contended.</div>
<div style="font-family: Palatino; font-size: 18px;">
Crime to Miss Coupling.</div>
<div style="font-family: Palatino; font-size: 18px;">
I remember well the Creamer brake and the board that was fastened by8 one bolt in one car in passenger trains to keep passenger trains from falling off when going from one car to another. There was considerable slack with the old pin and link couplers. When an old time brakeman would miss making a coupling for the first time, you would year the rest of the gang yell “New Man.” It was almost a crime to miss making a coupling in those days.</div>
<div style="font-family: Palatino; font-size: 18px;">
On the Peanut Division we had Engineers Al Lyons, George McFagan, Mr. Perkins, Mr. Boyington, Charlie Martin and Hat Hamlin. The conductors were Mr. Peak, Al Richmond (Dean’s son), Hank Agar and Mose Cleveland and a man by the name of Smith who ran extra on the Tonawanda line. Mr. Marsh was also a conductor. I have forgotten the engineer’s name. John DeWolf fired for him. Mr. Northam, who was later yard master at Buffalo, was the extra conductor. Conductors on the Peanut in those days wore plug hats. </div>
<div style="font-family: Palatino; font-size: 18px;">
On the Attica Branch they had an old dome boiler engine, with Harvey Backus and engineer. McMahon was his fireman and J.D. Terrell was the conductor. The engine was named after him. The train consisted of two cars. Old Man Chase was the baggageman and ran as an extra conductor. On the man line we had the engines Racer, North Star, Dean Richmond, Byron, Bergen, Pembroke, Churchville and others. Some of the engines were inside connected with a “V” hook, and were called Hinkleys. Some of the engineers I can recall were Lin Ham, Nick Kehoe, Dick Hart, Hank Carter and brother, Matt Earhart and brother. Matt was called the “Flying Dutchman”; John and Hank Day, brothers, then Mat Sanford and Ed Woods. “Old Boy” Houghtail was a passenger conductor. </div>
<div style="font-family: Palatino; font-size: 18px;">
A man by the name of Coddington would take charge of three stock trains from Buffalo to Rochester. They had no large packing houses in the West in those days. The stock of all went through to New York City. Another old conductor was L. Wood.</div>
<div style="font-family: Palatino; font-size: 18px;">
Partly Single Tracked</div>
<div style="font-family: Palatino; font-size: 18px;">
I made many a trip between Buffalo and Rochester, and stood at the end of the track at Byron and Bergen waiting for a train to come before we could pull out, as Byron was the first end of double track, and then Bergen. They had a one-armed operator at Byron who was a noble fellow, and would give us all the information he could about trains while we were wooding up the engine. So, you can see, kind acts are never forgotten, and I have never forgotten. He was a good man.</div>
<div style="font-family: Palatino; font-size: 18px;">
Those were the days when an engine went into Dave Upton’s shop. They did not squirt the black paint onto her and send her out in a day or two, as they do now. The engine’s wheels were painted and varnished a beautiful red, and landscapes were painted on the sides of the tenders, such as Niagara Falls, Genesee Falls and other beautiful scenes. Also the sides of the headlights had pictured painted on them. In wooding up, should a fellow strike the side of the tank with a stock of wood he would have to get the gloves as with the fireman. I know I would have been thumped one day had I not been the better man of the two for having a stick of wood accidentally strike the side of the tender. But as a rule, the boys were very careful in wooding up.</div>
<div style="font-family: Palatino; font-size: 18px;">
Wooden Brake Shoes</div>
<div style="font-family: Palatino; font-size: 18px;">
Our cars in those days had the old wooden brake shoes. You had to watch them to keep them from burning up going down old Byron grade. Loaded freight cars in those days were not allowed to go off the line. All cars had the contents transferred at all junction points. No car accountants in those days as now! They had what they called “car chasers” who rode over connecting lines looking for cars that were lost.</div>
<div style="font-family: Palatino; font-size: 18px;">
I remember one time after I had left the New York Central, in the forepart of 1868, and gone to work on the Northern Central Railroad out of Canandaigua, now the Pennsylvania Railroad, of a car coming to our line loaded with beer from McKechine’s brewery for Elmira, N.Y., and which should have been transferred at Canandaigua. Agent William Burgett asked me if I would haul the car without its contents being transferred. I told him “Sure.” I took it to Elmira. Then after being unloaded at Elmira, the car was used locally between Elmira and Williamsport.</div>
<div style="font-family: Palatino; font-size: 18px;">
In about ten days, along came a car chaser. I was on this run as an extra conductor. Along came the car chaser and asked me if I ever saw it before. I told him “No,” and that I thought they might have loaded it by mistake. You know railroad men never told a fib in those days, neither do they now. At least I never heard of them telling any, and I have been a trainmaster and an assistant trainmaster on the B.C.R.N. and the good Rock Island Railroad for 35 years after coming West in 1880. As I am only a kid now – 78 years of age – the good old Rock Island Railroad pensioned me off nearly eight years ago.</div>
<div style="font-family: Palatino; font-size: 18px;">
Well, did you know that the New York Central had a continuous rail in 1865 and 1866 on part of the Buffalo division? The rails were split in two, lengthwise, and bolted together so they made a continuous rail. The joints were not opposite each other. If Andy McVully’s father were living or old John Fredly, supervisor, they could tell you about those days and rails. Good men they were. I hope they are happy in heaven, where the tamping of ties, laying of steel, lining up track, shoveling snow or shimming up old chair iron does not bother them now. Good bless them and others who worked with them in those days, and helped pump an old hand-car to and from work for six or eight miles each morning and evening.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Watertown Daily Times, Thurs., June 15, 1925</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Railroad May Use Gas Cars</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Possibility of Utilizing Them on Suburban Lines</div>
<div style="font-family: Palatino; font-size: 18px;">
___</div>
<div style="font-family: Palatino; font-size: 18px;">
Patrick E. Crowley in City</div>
<div style="font-family: Palatino; font-size: 18px;">
___</div>
<div style="font-family: Palatino; font-size: 18px;">
President of New York Central, Here Visiting</div>
<div style="font-family: Palatino; font-size: 18px;">
His Brother, Says Bus Competition is </div>
<div style="font-family: Palatino; font-size: 18px;">
Hard to Meet.</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Although no decision has been reached in regard to operating gas cars on local lines of the New York Central, thee is the possibility that they may be operated in this section on the suburban lines, according to a statement today from Patrick E. Crowley, president of the New York Central Railroad, who arrived here today to visit his brother, T.W. Crowley, division superintendent, who is ill at his home.</div>
<div style="font-family: Palatino; font-size: 18px;">
"The gas cars are still in the experimental stage," said Mr. Crowley. "They have been tried on the Big Four and this year we are having some made for the New York Central. There are only two lines on which I know definitely that they will be operated. Those likes are the Lake Mahopac branch on the Harlem division and the Batavia-Canandaigua branch. They will be put in operation this summer and other lines may be added.</div>
<div style="font-family: Palatino; font-size: 18px;">
"This section is pretty well covered with bus lines and thee is some question as to whether they will be put on here for some time. Local conditions have a great deal to do with deciding whether a line is feasible," was Mr. Crowley's reply to the question, do gas cars pay. "When it is necessary to carry baggage, mail, express, coach and smoker, it is difficult to combine all into one car, or one car and a trailer. The gas trains are seldom more than two cars. We have not tried any on the New York Central yet, but will be able to tell more after they have operated on some of the lines.</div>
<div style="font-family: Palatino; font-size: 18px;">
"The bus competition is difficult to meet, for the bus takes a man practically to his door, while by rail he has to be transported to the station usually on each end of the trip. Of course in winter, the railroads are kept open to traffic where in many cases the highways are blocked.</div>
<div style="font-family: Palatino; font-size: 18px;">
"The possibility of substituting gasoline for steam on the Watertown-Syracuse fast train is something on which I could not make a definite statement. That too would depend on whether it would be possible to operate more economically by gasoline.</div>
<div style="font-family: Palatino; font-size: 18px;">
"Freight is heavier this year than last," he replied to a question on car loadings, "and the passenger trains are carrying more passengers.</div>
<div style="font-family: Palatino; font-size: 18px;">
"My sole object in this trip to Watertown is to visit my brother."</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Ontario County Times, Canandaigua, N.Y., Wed., Aug. 5, 1925</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Gasoline Train on Peanut Railroad</div>
<div style="font-family: Palatino; font-size: 18px;">
_____</div>
<div style="font-family: Palatino; font-size: 18px;">
Started on Regular Schedule This Morning – Townsend Walling, Driver.</div>
<div style="font-family: Palatino; font-size: 18px;">
_____</div>
<div style="font-family: Palatino; font-size: 18px;">
A new era in transportation, following that over the old Indian foot</div>
<div style="font-family: Palatino; font-size: 18px;">
trails, then stagecoach, wood burning locomotive and the coal burner,</div>
<div style="font-family: Palatino; font-size: 18px;">
commenced in this section yesterday, when the new gasoline engine driven</div>
<div style="font-family: Palatino; font-size: 18px;">
train made its trial run over the Peanut branch of the New York Central</div>
<div style="font-family: Palatino; font-size: 18px;">
railroad from Canandaigua to Batavia.</div>
<div style="font-family: Palatino; font-size: 18px;">
The engine arrived Friday night from Philadelphia and had been tuned up</div>
<div style="font-family: Palatino; font-size: 18px;">
and adjusted in the local yards. The trial run, made over the branch line,</div>
<div style="font-family: Palatino; font-size: 18px;">
was satisfactory to the railroad operating officials present and the train</div>
<div style="font-family: Palatino; font-size: 18px;">
put in service on the regular time schedule this morning. The gasoline</div>
<div style="font-family: Palatino; font-size: 18px;">
locomotive, with attached trailer for passengers, was built by the J.G.</div>
<div style="font-family: Palatino; font-size: 18px;">
Brill company of Philadelphia. </div>
<div style="font-family: Palatino; font-size: 18px;">
The locomotive has much the appearance of an electric car with the</div>
<div style="font-family: Palatino; font-size: 18px;">
driver’s cab in front. Power is furnished by a 200-horsepower gasoline</div>
<div style="font-family: Palatino; font-size: 18px;">
engine, built by the Winton Engine Company of Cleveland. In this unit is</div>
<div style="font-family: Palatino; font-size: 18px;">
also located the room for the train crew, the railroad post office and</div>
<div style="font-family: Palatino; font-size: 18px;">
express department.</div>
<div style="font-family: Palatino; font-size: 18px;">
The second car is a trailer, which will accommodate 60 passengers. The</div>
<div style="font-family: Palatino; font-size: 18px;">
body and coach work of the train are of steel. The trailer is the 55-foot</div>
<div style="font-family: Palatino; font-size: 18px;">
standard railroad coach type and has a separate smoking compartment, and a</div>
<div style="font-family: Palatino; font-size: 18px;">
rest room with wash room included. The train is equipped with Stephenson</div>
<div style="font-family: Palatino; font-size: 18px;">
hot water heat and Westinghouse air brakes. The inside finished, including</div>
<div style="font-family: Palatino; font-size: 18px;">
all doors, sash and mouldings, is of mahogany, stained in rich finish.</div>
<div style="font-family: Palatino; font-size: 18px;">
The train will make the regular schedule runs on the Peanut and is</div>
<div style="font-family: Palatino; font-size: 18px;">
limited by a governor to a speed not to exceed 60 miles per hour. The</div>
<div style="font-family: Palatino; font-size: 18px;">
locomotive was operated by Vaughn W. Oswalt, service manager of the</div>
<div style="font-family: Palatino; font-size: 18px;">
Automotive Car Division of the Brill Company, who drove it from Philadelphia</div>
<div style="font-family: Palatino; font-size: 18px;">
to Canandaigua. Mr. Oswalt is breaking in Townsend Walling for the regular</div>
<div style="font-family: Palatino; font-size: 18px;">
driver.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Wed., Oct. 3, 1928</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Central Will Keep Present Train Service</div>
<div style="font-family: Palatino; font-size: 18px;">
_____</div>
<div style="font-family: Palatino; font-size: 18px;">
Le Royans Glad Passenger Facilities on</div>
<div style="font-family: Palatino; font-size: 18px;">
Line Not to Be Cut</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
LeRoy, Oct. 2 - Le Royans are gratified now that the new timetable on the Baravia-Canandaigua branch of the New York Central is out, to find that the passenger service here is not eliminated as had been predicted. Last April two of the passenger trains on this branch were taken off, leaving only two, one west in the morning and another east at night. This service is maintained by a gasoline motor train, and this has been ordered continued for the present at least. This train carries passengers, baggage and brings the first mil from Canandaigua and points east in the morning. Its discontinuance would have resulted in considerable inconvenience.</div>
<div style="font-family: Palatino; font-size: 18px;">
It was proposed to take off this passenger service and substitute a passenger coach attached to the way freights, which never could be depended upon, local residents declare. This was the plan adopted by the Erie Railroad on its Avon-</div>
<div style="font-family: Palatino; font-size: 18px;">
Attica branch several months ago. Had this plan been adopted by the New York Central, the only passenger service by railroad serving LeRoy would have been the Buffalo, Rochester and Pittsburgh.</div>
<div style="font-family: Palatino; font-size: 18px;">
This curtailment in railroad passenger service is said to be due to the growth of the motor buss business since LeRoy is on the main line between Buffalo and Rochester with buses operated almost hourly.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Sunday, July 3, 1938</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Honeoye Falls' First Train Hailed 85 Years Ago Today</div>
<div style="font-family: Palatino; font-size: 18px;">
_____</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Honeoye Falls - "Here it comes!" rang out the cry from the great throng of watchers, as a thin puff of smoke far in the distance to the east, followed by a shill whistle, signaled the slow progress of the first train to enter the village Honeoye Falls 85 years ago today, on July 3, 1853.</div>
<div style="font-family: Palatino; font-size: 18px;">
The great opening of the new railroad, known as the Peanut Branch, anticipated weeks in advance, marked the beginning for the new era in transportation fot the townspeople, and offered a connecting link with the outside world.</div>
<div style="font-family: Palatino; font-size: 18px;">
It is said the single branch line connecting Canandaigua and Niagara Falls originally owned by the Canandaigua & Niagara Falls Railroad Company and later absorbed by the New York Central, of which the Peanut Branch is a part, was laid as a strategem of railroad to prevent a possible connection between the New York & Erie and the Great Western of Canada at Suspension Bridge.</div>
<div style="font-family: Palatino; font-size: 18px;">
Covered Span Picturesque</div>
<div style="font-family: Palatino; font-size: 18px;">
The covered railroad bridge which formerly spanned the Honeoye Creek was a picturesque adjunct of the road in the early days. A stone block house with stationery engine for pumping water to the locomotives which used wood for fuel, was razed long ago and is a memory now of only the oldes† inhabitants of this area.</div>
<div style="font-family: Palatino; font-size: 18px;">
The soot-blackened railroad station with its dingy back office where the telegraph operator sat majestically aloof over the keys of his clicking instruments has been removed. Only the freight house remains. Silent through long trainless hours it awakens with a pathetic flicker of life to mark the arrival of the two trains a day, one going in each direction where formerly there were 10.</div>
<div style="font-family: Palatino; font-size: 18px;">
The fate of the Peanut Branch is still pending. The railroad company has proposed abandoning the old branch line, now reduced to the minimum of one freight train a day. </div>
<div style="font-family: Palatino; font-size: 18px;">
Lehigh Survey Made.</div>
<div style="font-family: Palatino; font-size: 18px;">
Lehigh Valley Railroad officials made a local survey of conditions recently for the purpose of giving further consideration to the proposed plan of connecting their road with the New York Central here if the situation warrants it.</div>
<div style="font-family: Palatino; font-size: 18px;">
In a report submitted to the Interstate Commerce Commission, Examiner J.S. Pritchard stated that for the years 1932 and including 1937 the average number of carloads forwarded annually from Honeoye Falls was 223 and the number received 192.</div>
<div style="font-family: Palatino; font-size: 18px;">
In 1937 the New York Central Railroad paid village tax to the amount of $39 on assessment valuation of $20,000 with the rate of $2 per $1,000. The company's assessment at the present is $18,000 on the property within the corporate limits with a tax of $14 per thousand.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Sat., Jan. 14, 1939</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Service to Halt Tonight on 'Peanut' Railroad Unit</div>
<div style="font-family: Palatino; font-size: 18px;">
Honeoye Falls - Today marks the final day of freight service on the portion of the New York Central's Peanut Line which runs from a point west of Holcumb to a point east of Caledonia.</div>
<div style="font-family: Palatino; font-size: 18px;">
According to railroad officials stations affected by this discontinuance of the branch include West Bloomfield, Ionia, Golah, West Rush, Scottsville, and Maxwell, as well as Honeoye Falls.</div>
<div style="font-family: Palatino; font-size: 18px;">
Embargoes have been issued warning all roads covering freight consigned for shipment to or from stations on the line that freight service ends tonight.</div>
<div style="font-family: Palatino; font-size: 18px;">
A proposed switch connection between the Lehigh Valley and the nearby Central tracks is under consideration at present. Negotiations have been instituted by representatives of local industries to procure options on property adjoining the proposed hookup for a right of way. </div>
<div style="font-family: Palatino; font-size: 18px;">
The fate of the railroad bridge used for many years as a foot bridge and short cut between east and western portions of the village is pending. Should the Lehigh reach a satisfactory agreement with the Central in effecting a connection between the lines, freight service to the Snyder Packing Company, located at the extreme eastern portion of the village, would be considered it was learned, and the railroad bridge which spans Honeoye Creek adjacent to the Hamilton mill would be retained. Otherwise the bridge an all other adjuncts of the road, including trackage, will be salvaged.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Times-Union, Saturday, Jan. 14, 1939</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Choo Choo Crews Take Bye Bye Tour;</div>
<div style="font-family: Palatino; font-size: 18px;">
Peanut Express ‘Whizzes’ Up Valley Last Time</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Old-Timers Turn Out to Line Tracks</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
By Clyde Blackwell</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Hoarse pipings of a locomotive whistle over the rolling fringe of the Bristol hills sounded the death wail of the “Peanut Branch” of the New York Central today.</div>
<div style="font-family: Palatino; font-size: 18px;">
For after today one-train-a-day freight service from Canandaigua to Batavia will meet dead-ends at Caledonia and Holcomb. Then they will back to their starting point. The track between Caledonia and Holcomb will be torn up.</div>
<div style="font-family: Palatino; font-size: 18px;">
Final Runs</div>
<div style="font-family: Palatino; font-size: 18px;">
In the little Holcomb station, the pot-bellied stove crackled early this afternoon. Stationmaster Frank D. Boughton hunched over his telegraph key, chattering the message that the single east and west bound freights would meet in front of the station for the last time in 15 minutes.</div>
<div style="font-family: Palatino; font-size: 18px;">
Swaying down the 85-year-old line with three cars and a caboose, was the locomotive which Engineer Tom Moynihan of the eastbound with his five-man crew had been waving goodbyes ever since they left Caledonia. </div>
<div style="font-family: Palatino; font-size: 18px;">
At Golah, West Rush and West Bloomfield, already struck from regular schedules on the 25 miles of “dead” track, old men stood and saw another mark of their youth vanish with the steam of the moving train. At Honeoye Falls and Ionia, only regular stops , the old men came down to take a closer look and talk with the friendly train crew.</div>
<div style="font-family: Palatino; font-size: 18px;">
At Honeoye Falls, however, negotiations may preserve a railroad, for the Hemlock branch of the Lehigh Valley Railroad that crosses the Central tracks may be connected with the present Central track. Because trains can’t go at right angles, a few hundred feet of track will have to be installed to complete the line.</div>
<div style="font-family: Palatino; font-size: 18px;">
Last Meeting</div>
<div style="font-family: Palatino; font-size: 18px;">
The west-bound freight, with another three cars and a caboose puffed to a stop in front of the Holcomb station, Engineer F.G. Smith sat in the warm cab waiting to hear the whistle on Moynihan’s locomotive come down the grey misty air.</div>
<div style="font-family: Palatino; font-size: 18px;">
Smith is the dean of the run, having piloted engines over the track for 31 years, was fireman on the “Peanut” as early as 1904. Doing a maximum of 10 miles an hour, Smith and Moynihan took their usual eight hours to complete the 75-mile from Batavia to Geneva today.</div>
<div style="font-family: Palatino; font-size: 18px;">
“It’ll seem strange to say goodbye to my friends,” was all Smith would say as he spoke of the heyday of the line when three passenger trains and three freight trains rumbled on the “Peanut” each day. He’s seen passenger service dwindle to two or three passengers a trip, finally go out of existence in 1933.</div>
<div style="font-family: Palatino; font-size: 18px;">
Farewell With Smile</div>
<div style="font-family: Palatino; font-size: 18px;">
Moynihan puffed his train into a spur. He and his crew got out. In the crew was C.H. Lawrence, of Batavia, fireman; C.F. Beswick, of Oakfield, conductor; L.B. Kurtz, of Lyons; F.J. Stickney, of Batavia, brakemen; and H.J. Wassink, of Batavia, expressman.</div>
<div style="font-family: Palatino; font-size: 18px;">
On Smith’s train were T.J. Ferris, Batavia, fireman; Fred Schraffenberger of Lyons, conductor; T.G. McMahon, of Dresden, and L. A. Grodon, of Geneva, brakemen. The crews met, shook hands, joked.</div>
<div style="font-family: Palatino; font-size: 18px;">
Then Smith and his crew climbed back on the train. Black smoke puffed from the stack, the wheels slipped, the train moved slowly past Moynihan’s train up the snow-covered tracks. A whistle piped over the hills for the very last time and echoes finally faded into silence.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Thursday, Jan. 19, 1939</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Peanut Line Loses Rails</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Holcomb - With the cutting of the rails of the New York Central Railroad, the actual abandonment of the "Peanut" line from here to Caledonia was made complete Monday.</div>
<div style="font-family: Palatino; font-size: 18px;">
The rails were cut 2,000 feet west of the crossing at the Caledonia station, the part of the line that went out of operation, Jan. 15 at midnight, through permission of the Interstate Commerce Commission. All block signals were discontinued between Caledonia and Canandaigua, and the agents located at the stations between Holcomb and Caledonia are temporarily out of a job.</div>
<div style="font-family: Palatino; font-size: 18px;">
With the exception of the cutting, the actual demolition of the trackage is not yet in progress. It is expected operation will be started, and all buildings, tracks, switches, equipment an anything connected with the former line will be dismantled and sold or junked.</div>
<div style="font-family: Palatino; font-size: 18px;">
The Holcomb station is open and all freight, express and telegraph business is maintained the same as previously. A train is scheduled to arrive from Canandaigua each day, about 2:30 p.m and leave for that city about 3 p.m.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, Wed., January 25, 1939</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Railroad Transfers Agent at Holcomb</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Holcomb - Frank D. Boughton who for the past 43 years has been agent at the New York Central Station, has assumed the same position at the Victor station. The change is due to the closing of the "Peanut Branch" between Holcomb and Caledonia effective Jan. 15. Lewis L. Pierce who for the past 44 years has been agent at Ionia station, has taken charge of the local depot.</div>
<div style="font-family: Palatino; font-size: 18px;">
Boughton started as an operator in the Holcomb office in August, 1894, with John Murray as agent. After the death of Murray, Boughton received the agency on Sept. 10, 1895, and has been here since.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rochester Democrat & Chronicle, April 30, 1939</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<div style="font-family: Palatino; font-size: 18px;">
Rail Project</div>
<div style="font-family: Palatino; font-size: 18px;">
____</div>
<div style="font-family: Palatino; font-size: 18px;">
Lehigh Trackage Being Linked to Peanut Line</div>
<div style="font-family: Palatino; font-size: 18px;">
___</div>
<div style="font-family: Palatino; font-size: 18px;">
Honeoye Falls - Asided by improved weather conditions work is being pushed along rapidly on the switch connection linking the Lehigh Valley Railroad in Honeoye Falls with the 1,200 feet of track on the abandoned Peanut Branch of the New York Central. </div>
<div style="font-family: Palatino; font-size: 18px;">
Tons of earth from Lehigh property adjacent to the tracks are being excavated daily to fill in a stretch of 1,000 feet to the level of the Lehigh roadbed, which tapers from a nine-foot level to a height of four feet. The new track will run from a point on the Lehigh line and crossing the "Y" turntable will run diagonally past the rear entrance of the Dibble Seed Company plant to the former Central road.</div>
<div style="font-family: Palatino; font-size: 18px;">
The present plan eliminates dangerous street crossings and proximity of trains in the residential section. Final negotiations for options for the right of way were completed y local businessmen who have depended on the New York Central for shipping facilities.</div>
<div style="font-family: Palatino; font-size: 18px;">
The short stretch of the Central track utilized by the Lehigh is all that will remain of the 85-year-old Peanut Branch. The track is being torn up and adjuncts of the road are being razed, The fate of the railroad bridge spanning the Honeoye Creek and used for more than a foot bridge, is still pending.</div>
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
<br />
<div style="font-family: Palatino; font-size: 18px; min-height: 24px;">
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-55203073930537115112016-05-01T20:30:00.000-04:002016-05-01T20:30:33.512-04:00Black Diamond Express: Years 1 - 25<div style="font-family: Helvetica; font-size: 14px;">
<b> The Handsomest Train in the World</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> The First Twenty-Five Years of the Black Diamond Express <span class="Apple-tab-span" style="white-space: pre;"> </span> By Richard F. Palmer</b> <b> </b></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<b></b><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Introduction</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
The legendary <i>Black Diamond Express </i>brought as much fame and class to the Lehigh Valley Railroad as the<i> Empire State Express</i> did to the New York Central. Although the train existed for nearly 63 years, this book only covers the period between 1896 and 1920. These first 25 years may be considered the train's true glory days when it was a fashionable and fast-moving intercity express.</div>
<div style="font-family: Helvetica; font-size: 14px;">
This story is the result of several years of research into original sources such as newspapers, annual reports, contemporary railroad trade periodicals, timetables, reminiscences, etc. Among those who assisted me in this effort were: Peter Allen, Bobb Losse Jr., William Caloroso, Michael Connor, John Drury, Michael Frantz, Ron Dukarm, George Elwood, Robert Gongleski, William T. Greenberg, Stephan Koenig, Shelden King, David Miller, Eric Neubauer, Bud Rindleisch, William T. Steinbrenner, Paul Templeton, A. Bruce Tracy, Herbert Trice, Jack Tuttle, Will Shultz and Paul Worboys. Also, resources at the Geneva Historical Society, Ithaca History Center, Sayre Historical Society; and Thomas Tryniski's exceptionally helpful website, Fultonhistory.com, and Newspaper Archive.com.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
____ <i>The Lehigh Valley Railroad recently served notice upon its competitors that it was going to do a little something in the way of fast trains itself, and with its Black Diamond Express it has set a pace that has been much talked about. The Black Diamond Express makes the run to Buffalo in nine hours and fifty-five minutes, and is in every way a magnificent train. </i> - New York Tribune, January 30, 1897 </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The development of fast intercity express trains between New York and Buffalo is synonymous with the 1890s in which the <i>Empire State Express</i> of the New York Central & Hudson River Railroad immediately comes to mind. But long before this train was even thought of, the Lehigh Valley had been operating fast-moving long distance overnight passenger trains with Pullmans on a variety of routes to Buffalo, with connections to the Midwest. These were in association with the Erie, New York Central, the Pennsylvania and the Reading. By the time its famous<i> Black Diamond</i> <i>Express</i> was conceived in 1896, the Lehigh Valley was well established in this burgeoning business and its trains were well patronized. Its peak year was 1893 when it carried 6,306,039 passengers. (1)</div>
<div style="font-family: Helvetica; font-size: 14px;">
But backing up, a timetable dated August 1, 1870 shows two daily overnight trains between New York and Chicago in each direction. They ran over the Central Railroad of New Jersey to Easton, Pa.; the Lehigh Valley from there to East Penn Junction between Bethlehem and Allentown; then over the Philadelphia and Reading (North Pennsylvania Railroad) to Reading, and on to Harrisburg. There it was turned over to the Pennsylvania, which took it to Chicago. This changed when the Lehigh Valley finally opened its own line between Easton and Jersey City in June,1875. (2) </div>
<div style="font-family: Helvetica; font-size: 14px;">
The same 1870 timetable advertised a "Fast Express Train" originated at the North Pennsylvania Railroad's Berks Street station in Philadelphia. The train included parlor and sleeping cars. This train ran to Bethlehem on the North Pennsylvania Railroad. From there it continued on to Waverly where through passengers detrained and boarded the Erie for the balance of the trip to Buffalo. This route developed when the Lehigh Valley's wholly owned subsidiary, the Pennsylvania & New York Canal Railroad, opened for business between Wilkes Barre, Pa. and Towanda on November 26, 1867 and to Waverly on September 20, 1869. For a brief period passengers had to change trains in Waverly due to the fact the Lehigh Valley was standard gauge and the Erie was six foot gauge. Soon, a third rail was laid between Waverly and Elmira to accommodate standard gauge trains - mostly anthracite coal runs which were turned over to the Northern Central at that point. It was made operational on November 10, 1870. This first 20 miles of the third rail, to Elmira, was laid under an arrangement between the two roads, by which the Lehigh Valley furnished the rails and took its pay by a certain percentage of its monthly trackage rights payments to the Erie for Lehigh Valley trains moving over the line. In return, the Erie gave the Lehigh Valley security with interest. The balance of the distance of 170 miles from Elmira to Buffalo, was railed by the Lehigh Valley under a similar arrangement with the Erie, costing about $1.2 million. Indicative of the Lehigh Valley's heavy traffic on this route the trackage rights payments to the Erie cancelled the debt in two years. (3) Laying of the third rail to Elmira did little to enhance the Lehigh Valley's through passenger service. In June, 1874 it added Pullman sleeping cars to this run. Patrons were inconvenienced by being awakened at 12:30 a.m. to change to an Erie train for Buffalo and Niagara Falls. Finally, the Lehigh Valley advanced funds to the Erie to extend the third rail 170 miles from Elmira to Buffalo which was opened on May 22, 1876 - just in time to take advantage of heavy passenger traffic to the Centennial Exposition in Philadelphia. The Lehigh Valley advanced the Erie $1,200,000 for this project. The Lehigh Valley passenger train consists on this route included Pullman Palace cars, chair cars and sleepers. (4) Meanwhile, another through corridor route was being established. The Ithaca & Athens Railroad was opened on August 21, 1872. The Geneva & Ithaca Railroad was opened on November 10, 1873. These two lines were later merged and came quickly fell under Lehigh Valley control. By December 26, 1873, passenger trains on this line, known as the Ithaca branch, were running directly from Sayre to Geneva. There a car was turned over to the New York Central & Hudson River for the balance of the trip to Rochester and points west. Connections were made with New York trains at Sayre. A timetable dated June 1, 1874 shows two daily trains in each direction between Geneva and Sayre. Later an extra train was added in each direction between Geneva and Ithaca. Pullman service between New York and Geneva was first noted in the timetable of May 14, 1877. This routing changed slightly on November 10, 1878 when the trains were re-routed over the newly-completed Geneva & Lyons Railroad which was an entity of the NYC&HR. At Lyons they connected with New York Central mainline trains. (5) The Lyons connection as well as running rights over the Erie were terminated in 1892 with completion of the new mainline from VanEtten to Buffalo. In 1893, the Lehigh Valley carried a record 6,306,039 passengers that generated $2,606,025.28 in passenger revenue. The high volume of business that year was attributed to two factors. First was the heavy rail traffic to the World's Fair in Chicago - more commonly known as the Columbian Exposition. Secondly, there was was a substantial increase in through passenger business from New York to Buffalo, as well as a connection with improved service to Chicago, via the Grand Trunk. This allowed the railroad to introduce a popular high-grade, hotel-quality parlor and dining car service.(6) In spite of the excellent service being provided, it was not enough for the driving force of Charles S. Lee, General Passenger Agent of the Lehigh Valley Railroad. Lee was to the Lehigh what George H. Daniels was to the New York Central & Hudson River - a top shelf promoter. Early in 1896 he conceived what was to become one of the most famous name trains in railroad history - the "Black Diamond Express." It would be a fast day train offering similar accommodations to rival in amenities to the "Empire State Express" between New York and Buffalo. Except for a brief period in 1908 the train existed for nearly 63 years. During that time it chalked up an enviable record of on-time performance and over the decades was very popular with the traveling public for decades. It was used as a backdrop in early silent motion pictures. It also became popularly known as the "Honeymoon Express" as countless newlyweds made the journey to Niagara Falls. In later years, the Lehigh Valley made a valiant effort to compete with neighboring railroads by modernizing its equipment, but for naught. Its passenger business was eroded by the automobile and air travel, particularly after World War II. The <i>Black Diamond</i> was discontinued on May 11, 1959, a week short of its 63rd birthday. It's passing was lamented by many, but nostalgia could not overcome economic reality. <b> </b></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<b></b><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Black Diamond introduced</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
The introduction of the <i>Black Diamond Express</i> was one of the most successful public relations coups of the late 19th century. In May, 1896, thousands of people were allowed to tour the train in major communities along the line when it was first introduced. The press touted it as a a "Palace on Wheels" and "A Sumptuous Mode of Travel" and agreed with the railroad's claim of it being "The Handsomest Train in the World." It was put on exhibition in Buffalo, Rochester, Geneva, Ithaca, Sayre, Towanda, Wilkes Barre and at other points. The railroad's top brass aboard the exhibition train included Col. Rollin H. Wilbur, general superintendent; division superintendents A. Mitchell and O. O. Easer; Assistant General Passenger Agent A. W. Nonnemacher; General Western Passenger Agent E. B. Hyington, located in Buffalo, and Superintendent of Dining Cars J.H. Seal. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> In the beginning</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
Prior to inaugurating the <i>Black Diamond Express</i>, an experimental run was made on February 27, 1896 to see if, indeed, it was possible to compete the <i>Empire State Express</i> between New York and Buffalo. The normal running time for regular passenger trains between the two cities over the Lehigh Valley was 12 hours. This experiment train consisted of a locomotive and four Pullman cars. It arrived in Buffalo a half hour ahead of schedule, making the actual running time eight hours and 44 minutes. Even so, the train was held for several minutes at a number of stations to kill time. The fastest time made was the 20 miles between Batavia and Depew, which was covered in less than 16 minutes. (7) In March, 1896 an offer of $25 in gold was made to the person suggesting a name for the trains which should be adopted. Mr. Lee and his staff at Bethlehem, Pa. headquarters burned the midnight oil going over some 35,000 or more names submitted in the contest. Lee selected the "Black Diamond" as being particularly appropriate. He sent the prize money to Charles M. Montgomery, a clerk at the Merchants Hotel in Toledo, Ohio. Lee said he chose "Black Diamond" because this was the symbol of the railroad's main freight business - the transportation of hard coal or "black diamonds" to market. Also, anthracite fueled the railroad's locomotives. (8) The consist of the original "Black Diamond Express" would be four wooden Pullman-built cars including a combination baggage and cafe car, two coaches and an observation car. Advertisements from the 1890s touted that "above all, it is the handsomest train in the world; it is fast; its equipment perfect; its dining car service, a la carte, is unexcelled." The named cars were owned by the Pullman Palace Car Co. The numbered cars were owned by the railroad. Wide vestibule cars were a fairly new feature when the Black Diamond was introduced and this was one of the state-of-the-art characteristics of the train. Earlier premium trains like the <i>Royal Blue </i>trains and the<i> Pennsylvania Limited</i> had narrow vestibules. (9) The west-bound train, designated as No. 9, would leave the New York (actually from the Pennsylvania Railroad terminal in Jersey City), daily except Sundays, at 12 noon and arrive in Buffalo at 10 p.m., taking 10 hours for the run. Eastbound Train No. 10 east-bound was to leave Buffalo also at 12 noon and arrive in New York at 10:03 p.m. This running time was more than hour and a half longer than that of the New York Central's Empire State Express. One car of each train would be run directly to and from Rochester, avoiding change at Rochester Junction. The length of the run was 447 miles, about seven miles longer than the New York Central; 39 miles longer than the Delaware, Lackawanna & Western and 24 miles longer than the Erie. Scenery was its big selling point. The Empire State Express's running time between Buffalo and New York was 45 minutes faster than the Black Diamond. The Lehigh Valley requested the best rolling stock available from Pullman. The perfection of the car-builders' art was reflected in these cars. The Pullman Palace Car Company went out of its way to create something that would bring more than usual attention and credit to themselves. It was impossible for the non-carbuilding mind to imagine anything more elegant, more luxurious or more substantial than this train. Twelve cars to make up three train sets arrived at Niagara Falls, N.Y. from the Pullman shops in Chicago, via the Grand Trunk on May 6, 1896. The consist of each train was a combined baggage and cafe car, two day coaches and a parlor observation car. On the baggage portion of the combine was painted "Black Diamond Express" in aluminum leaf gilt letters with a green wreath and the well-known Lehigh Valley herald. The exterior of the train was painted according to the Lehigh Valley standard of the day, called "glossy coal." Inside was to be found not only repose for the body but all sorts of modern conveniences. One reporter wrote: "The eye Is pleased and the brain soothed by the most artistic combinations of colors and mural decorations, hanging and upholstery. There is not a trace of gaudiness to be seen; everything is rich and quiet, and therefore enduringly effective." </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i>The first car on the train was the combination baggage and café car, 67 feet in length. It was described as surpassing in style and finish anything of the kind ever built up to that time. The forward part of the car had no platform. The baggage compartment was 19 feet long. To the rear was the combined café, library, writing and smoking room for gentlemen, "where the necessities and luxuries of life are served by trained servants – as rapidly and as exquisitely prepared as at any hotel or restaurant in the world; the kitchen is presided over by a corps of competent chefs, with every facility at hand for serving substantials and delicacies in a most appetizing fashion; the dining compartment is most complete in its appointments, and meals a la carte may be ordered at any time." At first these were defined as cafe-dining-baggage cars and later baggage-buffet-library cars. Pullman also referred to this car type as a "composite" as opposed to "combination." Similar cars were used on other roads. The Black Diamond was the Lehigh's first vestibule train.</i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The second and third cars are Pullman built coaches after the latest models, with ladies’ and gentlemen’s lavatories and large and comfortable smoking rooms. The fourth and last car on the train is a magnificent Pullman Palace car, with seating capacity for twenty-eight persons; it is an observation car with plate glass windows so arranged as to be placed at the pleasure of the passengers, so that a view may be had of the panoramic changes of scenery; there is no smoking room in this car, but in addition to the drawing room there is a retiring room for ladies, which is in charge of a careful and attentive ladies’ maid; this room contains lounges, writing tables and easy chairs and a library of current literature, including daily and weekly papers and magazines. Bringing up the rear were two Pullman observation cars and one spare, called the “Ganoga,” “Cayuga” and the “Seneca” – after three popular lake resorts along the line of the “picturesque route.” These particular cars, which seating for 28 persons, were the pride of the train. In addition to luxurious chairs and rich decorations, it has a plate-glass observation section, so that the beauties of the scenery along the route can be fully enjoyed. In this car Is the women's retiring-room referred to. It contains lounge, easy chairs, writing tables and a library. Connected with this room were the lavatories. </i>(10) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
On May 18, 1896, the train pulled out of Jersey City station on its westbound inaugural run. At the same time its counterpart left Buffalo. Both were heavily loaded with passengers. It was the intention of the officials to create a record over the Lehigh with the new train. General Passenger Agent Lee was in charge of the westbound train and several officials of the Transportation and Motive Power departments were also on board. Pulling the inaugural run were 4-4-0s No. 424, the <i>James Donnolly</i>, and No. 425, the <i> Rollin H. Wilbur</i>, both built at the railroad shops in South Easton in 1886 and 1887 respectively. The engines were named for Lehigh Valley superintendents of the day. Both had 69-inch driving wheels and were capable of high speeds. These locomotives could handle the "Black Diamond Express" at an average speed of 46 miles per hour on the New York-Buffalo run, not including the 10 intermediate stops that consumed about 30 minutes. </div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: 'Times New Roman';"> </span> Preparations were made for a fast run and the whole train was minutely inspected to see that everything was in proper condition. Then the whirlwind trip through New Jersey, Pennsylvania and New York began. The run from Jersey City to Easton, a distance of 76 miles over a gently rising grade, was made in one hour and 33 minutes, arriving at 1:47 p.m. on scheduled time. A one-minute stop was made at Newark and another of two minutes at South Plainfield, where water was taken. Deducting these stops, the actual running time of the train was one hour and 30 minutes. The fastest time was made between Newark and Ashbrook, where a mile was run in 47 seconds, or an average of 75 miles per hour. At Easton engines were changed. After leaving there, the train ran on schedule time through to Buffalo. Stops were made at Bethlehem, Allentown, Mauch Chunk, Wilkes Barre, Sayre and Rochester Junction, from which place one of the day coaches was cut out and taken into Rochester. A Philadelphia connection was established with the Reading at Bethlehem.<br />
The fastest continuous run of the trip was made between Laceyville and Sayre, over a stretch of 56 miles of road. The distance was covered in 50 minutes. No really phenomenal time was made. It was said it was not the intent of railroad officials to make a record breaking trip, but simply to test a rapid comfortable means of travel between New York and Buffalo. At 8:17 p.m. the train pulled into Manchester, the east end of the Buffalo division. Here Tom Farley and engine No. 613 were lying in wait for it. It did not take long to couple on the train and hook up the steam lines. Then with a toot of the whistle, Tom threw open the throttle and the train leaped along the home stretch. It was a distance of 88 miles and including two stops of five minutes each, it was made in one hour and 43 minutes. </div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: 'Times New Roman';"> </span> The train that left New York City at 12 noon reached Buffalo exactly on time at 10 p.m. Deducting 14 minutes for crossing the ferry between New York and Jersey City and 38 minutes for stoppages, the total actual running time was nine hours and eight minutes, the time of the entire trip being 10 hours as per schedule.</div>
<div style="font-family: Helvetica; font-size: 14px;">
The eastbound train made a remarkably fast run between Buffalo and Rochester Junction, arriving four minutes ahead of schedule. Engineer Farley also took the second run of the Black Diamond out of Buffalo. He took it as far as Manchester and then waited there until the west-bound train came. He said he had time to kill. In many places he maintained speed of a mile in 58 seconds. At Manchester, Farley climbed down to check out the engine, and found the running gear in perfect order. </div>
<div style="font-family: Helvetica; font-size: 14px;">
Under the system adopted by the railroad, one day an engineer would take the outgoing train through his division and bring back the other. Then he would take a day off and the other engineer assigned to that division would work. In the case of the Buffalo division, Farley alternated with his counterpart, Elijah Moody. It was the thrill of a lifetime when young Engineer Joseph Keller of Wilkes-Barre received word that he had been chosen to pilot the first eastbound train from Wilkes-Barre to Easton, a distance of 101 miles. Throughout his life he carefully preserved the despatch he received on May 14, 1896 from Trainmaster C.L. Bardo: "You have been selected as one of the enginemen who are to run the 'Black Diamond Express' over the Wyoming Division. "This Company has spared neither time, labor nor expense in making this train one of the finest in America with a view of drawing to our line business which we never enjoyed before. "In order to make the train a complete success it is necessary that it is handled properly with good judgement over the mountain, and around the curves, and I would therefore ask that each of you spare no pains to make the success of this train complete, exercising the very best judgement at all times and doing everything in your power to keep the train on time without annoyance to the passengers." Keller said on the first eastbound trip, engines and crews were changed at Sayre, Wilkes-Barre and Easton. His engine was No. 655, a 4-4-0 with 69-inch drivers, built at the Lehigh Valley's Hazleton shops in 1893. When interviewed in 1940, Keller, then 80 years of age, recalled: I'll never forget the ovation the new train was given on that trip. The depot here at Wilkes-Barre was jammed with thousands who came to look it over. Stations were crowded all along the line, and people even turned out at bridges and highway crossings. I don't know how many times I had to toot the whistle." (11)</div>
<div style="font-family: Helvetica; font-size: 14px;">
The Elmira Telegram of May 23, 1896 commented: <i>Joseph Keller of Wilkes-Barre, a responsible young man who resides on Brewery Hill, runs the flyer between Wilkes-Barre and Easton. The touch of Joe's hand on the switch of the air-brake is as soft as a child's. He is vigilant, and as placid in danger as an unruffled lake, fearless as a lion, and has nerves like steel.</i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> </i><b> The dining car menu</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
The original a la carte menu aboard the <i>Black Diamond Express</i> at that early period is what one would expect to find on luxury trains of the day, including fine cuts of steak, chicken, seafood, mutton chops, a variety of sandwiches, cream potatoes, vegetables and cheeses. Desserts included homemade pies, sliced and bandy peaches and cream, cantaloupe, raspberry preserves and baked apple dumpling. The most expensive item was a Porterhouse steak with potatoes for $1.50, and with mushrooms, $1.75. (12)<i> </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> </i> <b> An early trip aboard the</b> <b><i>Black Diamond</i></b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
Charles R. Mellen of Geneva penned an interesting comparison between the "Black Diamond Express" and the "Empire State Express" which was published as a letter to the editor in the Geneva Advertiser on June 26, 1896, headlined "The Two Fast Trains": <i>A few days ago I had the occasion to go to New York, and as my time was limited I went to Syracuse and took the Empire State Express. It is a fine run from Syracuse and we reached the Grand Central precisely on time. Two days later I returned to Geneva by the famous Black Diamond Express on the Lehigh Valley leaving New York at twelve (noon) and arriving in Geneva at 7:54 p.m. I had heard this was the most beautiful train in the world, and I verily believe it is. The magnificently appointed cars are connected with vestibules surrounded by plate glass. The excellent meals, the absence of dust and cinders, the beautiful scenery, and the courteous attention of all employees (and I underscore the word all) with the quick time combine to make it a most attractive trip rather than a tedious journey. The observation platform at the rear of the last car was occupied almost constantly by a group of delighted travelers who were captivated by the charming views. I met an Englishman on the Empire State Express and was proud to have him know he was riding on the fastest train in the world; but I should have been prouder still could I have had him with me on the beautiful Pullman palace car "Seneca" (which by the way is in charge of our courteous friend S.M. Bently) and to have pointed out to him from the mountains old Wilkes Barre in the valley below, and near Burdett our own beautiful Seneca, nestled far below us, and which with the glorious sunset was even more beautiful to me than the Hudson. The run from Sayre to Geneva on this train, drawn by the mighty engine 659 with W.M. Owens at the throttle, made me almost sorry we had reached Geneva. The smoothness of the roadbed, the easy curves, and steady rush of the train were fascinating and as I sat in the observation vestibule and watched the mile posts flit by. I noticed we made several miles in 52 seconds each, and many were made in 55 and 58 seconds. It is a great thing for Geneva people to be able to say they can take the handsomest train in the world from their village at 2:09 p.m. and arrive in New York at 10 the same evening, but they need not be afraid to say it is for it is true, and I hope the Company has gone to the expense to make make this train what it is will find it is appreciated.</i> [Locomotive #659 was a Camelback 4-4-0 built by Baldwin in 1895 and had 73-inch drivers]. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The Lehigh Valley's annual report for 1896 noted: <i> Attention is called to the continuing large increase in the passenger business. While this is partly due to the added volume obtained during the year through the acquirement of the Elmira, Cortland & Northern Railroad, yet a considerable part has been secured and developed by an active solicitation for business, and by the improvement of our train service. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The operation of the dining and cafe cars and restaurants has proved satisfactory. This department is now operating two dining cars, two cafe cars, and the station restaurants at Easton, Wilkes Barre, Sayre and Geneva. The running of the Black Diamond Express between New York and Buffalo, which was put on in May last, has proved to be more satisfactory in its results than we had any reason to anticipate. The train has become a very popular one with the traveling public. The receipts from the date of its inauguration have been more than sufficient to pay all expenses, while the reports show that our other through trains have also increased their earnings. During the year we have established a line of Postal cars for the carrying of the U.S. Mail between New York and Buffalo. These cars were built by our company for this service upon the application of the Post Office Department. </i>In its report to the board of directors dated June 9, 1896, the Executive Committee was pleased to note: </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The new fast train between New York and Buffalo, in each direction, known as the "Black Diamond Express," was started on Monday, May 18th, and has continued to be run satisfactorily both as to time and patronage. There is every indication that this train will prove remunerative without detracting from the business of other trains on the line.</i> </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
In 1896, the Lehigh Valley carried 5,020,864 passengers compared to 4,798,837 in 1895. The railroad had 243 passenger cars, three dining cars, 69 combination cars, 33 baggage and mail cars and 38 express cars. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Fast Running</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
The Lehigh Valley had exceptionally well-maintained track in the 1890s which allowed for fast running. This article on one of the early fast runs appeared in the Geneva Daily Times on Sept. 26, 1896:</div>
<div style="font-family: 'Times New Roman'; font-size: 14px; min-height: 16px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: 'Times New Roman';"> </span> <b>The Black Diamond - Breaking all Records-to-date - 43 miles in 32 minutes</b><span style="font-family: 'Times New Roman';"> </span> </div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The "Black Diamond Express" on the Lehigh Valley is becoming one of the most famous trains in the world. Up to yesterday it had already shared honors with the much advertised Empire State Express. The Black Diamond, although instituted by the Lehigh but a short time ago, has become one of the most popular trains of the day and its capacity is being taxed. It is the boast of the officials and the boast had the record to back it, that since its inauguration the train had arrived at its destination on time. This is a marvelous record. Naturally there have been many delays during a trip, but the time lost has always been made up. This was the case yesterday when the Black Diamond rolled into Sayre eighteen minutes late, and with the reputation of the train at stake it was necessary for the train to reach Buffalo when the clock was striking ten. In making up part of the lost time the engineer of the Black Diamond succeeded in smashing all railroad records in this part of the country. From Odessa to Geneva, on the main line, it is just forty-three miles, and timed accurately from Odessa to Geneva, the run of forty-three miles was made in thirty-two minutes! Where is the train that can claim a run that is its equal?</i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
On January 7, 1897, a remarkable run between Jersey City and Easton. The actual running time for a distance of 66 miles was 67 minutes, including a three-minute stop. From South Plainfield to Easton, a distance of 51 miles, the run was made in 50 minutes; included in this distance Musconectcong Mountain, which the train was obliged to climb on an ascending grade of 47 feet to the mile. Scarcely a week passed but that good reports were heard of this remarkable train. No matter what delay occur on the road, the Black Diamond is always given the right of way, because the train has, since the day it was placed on the schedule, arrived at its destination on time. This record was jealously guarded by all those connected with the train from the general passenger agent down to the mechanic who taps the wheels. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
On January 25, 1897 the Black Diamond was delayed some 50 minutes near Van Etten due to a mechanical problem with the locomotive. When the trouble was corrected the engineer knew there was a task before him to make up that 50 minutes, but did not shrink from it. The run from Cayuta to Sayre, a distance of 24 miles, was made in 20 minutes, and from Sayre to Wilkes Barre, 84 miles, the run was made in 78 minutes. The record of the train on the balance of the run to New York was such that it arrived on time in Jersey City. One day in February, 1897, the train covered the 46 miles between Sayre and North Hector in 39 minutes. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
On stretches of level road speeds as high as 70 miles an hour were made, and even the Alleghany mountains were climbed at 60 miles an hour. The 56 miles between Laceyville and Sayre was covered with ease in 49 minutes. Another fast run was accomplished on July 2, 1897 when the Black Diamond literally flew over the main line from Alpine to Geneva Junction, 44 miles, in 31 minutes, at a speed of 85 miles per hour with #667, one of the high-drivered Atlantics, on the head end. Engineer Thomas Farley was at the throttle. On July 7, 1897 the "Diamond" covered the 39 miles between Odessa and Geneva in 29 minutes. Good time was made by the Black Diamond Express on Aug. 17, 1897 between Buffalo and Rochester Junction. The train was held in Buffalo five minutes on account of the lateness of the Grand Trunk connection. The first four miles out of Buffalo were run slowly, but after passing William street the throttle was pulled wide open. Mile after mile was reeled off at better than 57 seconds, and by the time Rochester Junction was reached, 68 miles out, only 67 minutes had been consumed. The average time per mile was 59 seconds. What made this run remarkable was the fact that between Buffalo and Stafford, a distance of 42 miles, on a slight upgrade.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The following article published in the Elmira Telegram on July 9, 1898 details heated competition: <i>There is a steadily increasing rivalry between the New York Central and the Lehigh Valley in regard to the operation of popular fast trains - the Empire State Express of the former, and the Black Diamond Express of the latter. Recently the Central people made public some interesting figures, showing the punctuality with which their train was run last year. Thereupon the Lehigh Valley people were moved to look up the record of their train for the corresponding period - the 12 months ended December 31, 1897. It was found that west-bound the Black Diamond arrived at Buffalo within five minutes of the schedule time on 287 days of 313, or 92 percent, and that the east-bound train made a similar good record of 290 days, equal to 93 percent, of all the trips. The Black Diamond has a slower schedule than that of the Empire State Express, but, on the other hand, there are much steeper grades to contend with, the trains are usually heavier and there are more stops. The schedule of the Black Diamond westward is nine hours, 55 minutes, including the ferry between New York and Jersey City, and east-bound nine hours, 57 minutes. The distance is 447.53 miles, making the rate, including stops, but not the ferry, (one mile) , 46 and one-third miles per hour.</i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> There are 10 stops, consuming about 30 minutes, and 19 minutes are allowed for the ferry. The east-bound train is scheduled at 63 miles an hour for 44 miles. On many occasions, when late, a speed of 80 miles an hour has been kept up for a distance of 20 miles or more, and on April 21, 1897, this rate was maintained for 44 miles, Alpine to Geneva Junction. These trains consist of five cars each, and as the cafe car, 86 feet long, weighs 108,500 pounds, and the day cars 75,000 pounds each, the whole train, exclusive of the engine and tender, must weight something over 419,000 pounds.</i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The locomotives which haul these cars weigh 140,900 pounds each. They have cylinders 19 by 26 inches and driving wheels 78 inches in diameter. They have Wooten fire boxes, burning hard coal, and the average consumption of coal per train mile is 88 pounds. The steepest grade encountered by the Black Diamond (east-bound) is 96 feet per mile for 10 miles. The train surmounts an altitude of 1,739 feet above the level of the sea. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> </i>Record-breaking fast time was made by a special train on Oct. 8, 1898 between Buffalo and Ithaca, The train was made up of Black Diamond equipment, and carried members of the Buffalo Railroad Association and their friends in the college city on their annual excursion. According to the Elmira Telegram of that day, the run from Buffalo to Rochester Junction, 69 miles, was made in 67 minutes. All told, the first 105 miles were covered in 102 minutes, including a five-minute stop at Rochester Junction. The run to Ithaca, 148 miles, was made in two hours and forty-six minutes, including one stop of five minutes, and another of seven minutes. <b> </b></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<b></b><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Manchester crew change eliminated</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
On August 8, 1897 the Lehigh Valley commenced running passenger trains from Buffalo to Sayre without changing crews and engines at Manchester. Train crews went along with the plan. In those days the greatest problem encountered on long runs was that the locomotive fire boxes became choked up. Trains stopped briefly at Manchester to clean them and then continued their journey. The distance from Buffalo to Sayre was 170 miles, and was run in about four hours. During that time the fireman handled from four to five tons of coal on an ordinary passenger engine. Those assigned to the Black Diamond Express did not not burn any more coal than the ordinary passenger engine, although they ran at breakneck speed. Formerly on this run the Lehigh Valley had but four crews to two engines, but now they would have three crews to each engine. This would seem to increase running expenses of the road, but officials claimed that under the new system they saved six engines and crews. The men now would have a lay over of 60 hours instead of 24 as formerly. They would now work only every third day, but would receive the same wages as previously. A considerable part of the difference was made up by the men being on the road instead of having to stop over at Manchester for four or five hours waiting for a return run. (13) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Locomotive ride on the <i>Black Diamond Express </i></b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b><i> </i></b> A New York Times reporter recounted his ride on the train in an article published in that newspaper on February 18, 1898:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> I returned from Buffalo to New York by another famous train, the "Black Diamond Express" of the Lehigh Valley Company, one of the so-called "coaler" roads, which serves the anthracite regions of Pennsylvania. It was rather a shock to my English ideas to be presented by the conductor to the driver as "a man who has got leave to come on your engine." But the genial reception of the engineer, who, pulling off his gloves, shook me warmly by the hand and gave me his visiting card, and at once consoled me. In this case the time allowed was nine hours and thirty-five minutes, but the distance is seven and a half miles further than by the New York Central. There are 11 intermediate stops, as against four, and the line, instead of following the level valleys of the Hudson and Mohawk, has to climb over three summits of 924, 1,141, and 1,759 feet respectively. The weight of the train was 165 tons, except for about 100 miles, during which the addition of an extra Pullman car brought it well over 200 tons. We were five minutes late in starting, and before we had gone very far we were stopped by an axle-box on the Pullman car heating. The natural result was that we reached Geneva, about 100 miles from Buffalo, 12 minutes late. Thence to Sayre, 73 1/2 miles, we were timed to take 86 minutes, but we covered the distance in 74. and so came in exactly on time. I had timed 20 minutes in different places done at 72 to 80 miles an hour. But our misfortunes were not yet at an end. Soon after leaving Sayre we were bought up short by a broken-down freight train, two of whose cars had got off the track and blocked both lines. Evidently American railway men are experts in dealing with "wrecks." It was most interesting to see how quickly a rope was brought, one end of it fastened to the wrecked cars, then the other end run through a snatch-block, made fast to a conveniently adjacent tree, and thence carried to the locomotive. A gentle pull by the engine, and the cars fell over on their sides into the ditch, and our road was clear again; but we were 33 minutes late at our next stopping place. Then we set to work again to recover our lost ground, till finally we reached Jersey City only 15 minutes late. We had come in the last 77 miles from Easton in 79 minutes, as against 90 minutes allowed in the time book, and we had stopped at two important intermediate stations.</i> </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>'Expensive luxuries'</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
Fast trains such as the Lehigh Valley's Black Diamond Express and the New York Central's Empire State Express were seen by the railroads as expensive luxuries. Railroad men agreed that they did not pay, except to bring prestige to their respective roads. They were said to have been enormously expensive to maintain, and aside from the exclusive clientele they attracted by their speed, they merely cut into the patronage of other first class trains on the same roads. But the "Black Diamond" and the "Empire State Express" catered to the well-heeled traveler for generations. Ironically these high-iron expresses of the 1890s continued to survive long after many other name trains had fallen by the wayside. Nevertheless, the Lehigh Valley would always be known as "The Route of the Black Diamond," until it ceased to exist in 1976. (14) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>'Black Diamond' set to music</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
In the fall of 1902, Harry A. Lyon, a young civil engineer working for the Lehigh Valley Railroad in Sayre, wrote and published "The Black Diamond March and Two Step." Lyon, a native of Watertown, N.Y., attended Cornell University prior to joining the railroad. While there he wrote and published The "March Cornellian," and compiled a volume of Cornell University poems. The "Black Diamond March Two Step" was "respectfully dedicated to the officials of the Pennsylvania & New York Division of the Lehigh Valley Railroad." The refrain was:</div>
<div style="font-family: Helvetica; font-size: 14px;">
<i>Look out for the train boys,</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> for here comes the "Diamond,"</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> Pride of the "Valley" </i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> and Queen of the Land,</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> She's swift and she's true,</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> Grace and Beauty Uniting,</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> Gliding along on</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> the shining steel band. (15)</i> </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Change of routing</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
For more than six years after its inception, until Feb. 7, 1903, the <i>Black Diamond Express</i> operated over the Seneca Lake, or mainline between Van Etten and Geneva. The distance from Van Etten Junction to Geneva Junction via the Ithaca branch was only 6.2 miles longer than the Seneca Lake bypass, or 62.5 miles. The running time from Sayre to Geneva via the Seneca Lake line was an hour and 15 minutes westbound and an hour and 24 minutes eastbound, and via Ithaca, two hours. The distance from Van Etten Junction to Geneva Junction on the Seneca Lake bypass was 56.3 miles and via the Ithaca branch, 62.5 miles. As state previously, the Seneca Lake line allowed for fast running of up to 70 to 80 miles per hour if the train was late. Although this doesn't seem to have made a dramatic difference in running time, the run from Sayre to Geneva was non-stop and passing through Ithaca added at least 30 minutes to the schedule. Also, Ithaca at the time appears to have been sufficiently served by about six other Lehigh Valley daily passenger trains in each direction. Connections with the Black Diamond could be made either at Sayre or Geneva. (16). </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Entering the 20th Century</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
One of the high-points of passenger use on the Lehigh came in 1901 when the Pan-American Exposition was held in Buffalo. At times the capacity of the railroad to handle the crowds was taxed to the limit. As a result the regular summertime excursion business was suspended that year. The Black Diamond and other trains ran in several sections for the duration of the Exposition. On Nov. 10, 1901 the railroad shifted three crack passenger trains over to the Ithaca branch. These were Trains 6, 7 and 8 - the <i>Exposition Express</i>, <i>New York and Chicago Daily Express</i> and the <i>New York and Chicago Limited. </i>This was the first time since the opening of the Seneca Lake line in 1892 Ithaca was afforded such excellent train service. For years, influence was brought to bear on the Lehigh Valley authorities to operate the fast trains through Ithaca. But owing to the at extra expense and loss of time, the company would never consent to the idea.(17) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Schedule Adjustments</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
On one occasion, the Black Diamond Express was discontinued for a short time due to heavy coal traffic. It was temporarily suspended west of Wilkes Barre on January 17, 1903. This measure did not affect the railroad's other long distance passenger service. Eventually the traffic congestion was cleared up and the Black Diamond was restored over the full route on February 8, via Ithaca. It now also ran on Sunday. It had been finally decided there was enough business in Ithaca to warrant this change.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
In connection with the Louisiana Purchase Exposition in St. Louis, a through Pullman sleeping car was established between New York, Buffalo, Cleveland and St. Louis on May 20, 1904. The sleeper continued west from Buffalo on the Lake Shore & Michigan Southern and Big Four railroads, being attached to the Knickerbocker Special and Southwestern Limited.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The train now ran through Ithaca in both directions. Westbound No. 9 arrived in Ithaca at 6:30 p.m. and eastbound No. 10, at 2:04 p.m. There was about a five minute stop for both trains. Then another change was made. On May 14, 1905, Train No. 9 was shifted back to the Seneca Lake line. No. 10 continued to stop at Ithaca. This arrangement, with minor time adjustments over the years, appears to have lasted until June 28, 1914, when No. 9 returned to Ithaca. Both trains 9 and 10 then continued to serve Ithaca uninterrupted for the next 45 years until discontinued in 1959. (18) <b> </b></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<b></b><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Train Removed for Awhile</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
Patrons of the Black Diamond Express were startled when they learned that the train would be discontinued on Feb. 9, 1908. This was done due to a combination of factors, including the 1907 financial panic that led to formation of the Federal Reserve System and the passage of a law by the State of Pennsylvania reducing the rates of fare that could be charged to a maximum of two cents per mile per passenger in that state. The railroad said there was not sufficient business to justify running the train. The Pennsylvania and Reading railroads also took similar action.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
In its announcement of the discontinuance the railroad said: <i>Recent legislation in the State of Pennsylvania with which the public is familiar, together with the legislation and administrative ruling of other states and the Federal government, has not only resulted in a considerable loss of revenue, but has, in affecting the management of train service generally, tended to increase the expense of operation. It is the hope of the company that the conditions will so change in the near future as to warrant reinstating the service.</i> Only a few other minor schedule changes appear to have been made at that time. But the Waverly Free Press of Feb. 14, 1908 noted: </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i>The taking off of the Black Diamond has turned the passengers crews around considerably, and some difficulty may be be experienced in getting things adjusted again. Four trainmen are affected by the change and three engine crews come in for a setback, and this is leading some confusion among the various crews. Those having good runs do not relish being set back to accommodate the crews thrown out, and those being thrown out being old men, have a first claim on some of the best remaining jobs.</i> This was only temporary, however, and the train was put back in service on June 21, 1908 on a new running time schedule of nine hours and 55 minutes between New York and Buffalo. (19) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Catered to Foreign Travelers</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
Beginning in the 1890s the Lehigh Valley's passenger department focused on the trans-Atlantic business. Working with steamship companies, they took the hassle out of arranging trips overseas. Passenger representatives in New York City met all incoming passenger steamers. In connection with this business they did all the arranging for hotel accommodations, sleeping and parlor car tickets, checking of baggage, etc. Long remembered was Charles A. Foucart, the railroad's steamship passenger agent, who was always at the dock to see to the comfortable transfer of passengers between steamships and trains, and vice-versa. This catering left passengers in a cheery mood and won friends for the Lehigh Valley. (20)</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Movie making</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
During the 1890s, the on-rushing express train was the symbol of America on the move and the movie companies were there to record it. The Biograph Company had filmed The Empire State Express in September 1896, the fastest train of the New York Central & Hudson River Railroad. The Edison Company subsequently teamed up with the rival Lehigh Valley, which was competing for much of the same patronage.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
On December 12, 1896, filmmakers James White and William Heise, working for Edison Company, showcased the Black Diamond Express in a brief 30-second clip. A contemporary Edison film company catalog states: </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> This scene presents the famous Lehigh Valley "flyer" emerging from a wood in the distance and approaching the camera under full head of steam. A section gang in the foreground, engaged in repairing track, wave their hats to the engineer, who is leaning out of the cab window. The snowy linen which the porters wave from the platform of the dining car adds to the effect produced. The "Black Diamond" is undoubtedly the handsomest and one of the fastest trains in America, and the subject is the only one in existence showing an express train making seventy miles an hour.</i> </div>
<div style="font-family: Helvetica; font-size: 14px;">
It is believed that the film clip was made at or near Wysox, Pa. The Lehigh Valley saw such films as essential promotional items and offered the Edison Company a special train and every courtesy that might facilitate the filmmaking efforts. This particular picture proved so popular that new negatives were made frequently over the next several years. A second movie of the same scene was filmed in May, 1900 near Towanda, Pa. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Between 1914 and 1919 a silent film production company called Wharton Studios existed in Ithaca, N.Y. On occasion the Lehigh Valley Railroad was used as a backdrop. In 1915 a comedy drama series called "The New Adventures of J. Rufus Wallingford" was filmed in Ithaca. The Whartons, who made motion pictures for Pathe, succeeded in securing a remarkable concession from the railroad. In filming the first episode of "Wallingford" it was necessary to show the private car in which that famous high financier dazzles the inhabitants of the little "tank" towns.</div>
<div style="font-family: 'Times New Roman'; font-size: 14px; min-height: 16px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: 'Times New Roman';"> </span> The Lehigh Valley not only permitted the Whartons to attach a big steel flatcar, properly equipped, to their best train, "The Black Diamond Express," but stopped it twice to allow for the taking of scenes. The special car had been sent from Buffalo for the purpose, and the railroad rigged it up according to the Whartons' instructions. One of the stars of the film was Oliver Hardy, years before he teamed up with Stan Laurel for the legendary Laurel & Hardy comedies. (21)</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Some "Black Diamond" Adventures</b><span style="font-family: 'Times New Roman';"> </span></div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: 'Times New Roman';"> </span> During the summer and early fall of 1899 the attention of passengers aboard the Black Diamond was called to a hawk which daily flew alongside the train as it rushed through the Lehigh Gorge approaching Mauch Chunk. Bets were always being made as to which would reach a certain point first. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The hawk never won, but renewed the contest daily. As if acknowledging defeat, it would mount into the air and swirl around for the backward flight. One day it was flying alongside the train as usual when suddenly it halted and quivered, then fell to the ground. Later, it was discovered that it had been shot through the head by some wanton hunter. For a considerable period, both train crews and regular passengers mourned the loss of their old friend, the hawk. (22)</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Even though he rode on the roof of a coach on the Black Diamond Express without purchasing a ticket, John Neumus, 16, paid dearly for his trip from Sayre to Pittston. He had been away from his home in North Scranton for some time and rumor had it that he had drowned. His parents mourned him as such and the story was published in the local newspapers. He had been wandering around the countryside. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
But when he saw the story in a newspaper he became anxious and decided to return home as soon as possible. He had money with which to purchase a ticket. With this resolution he took the first train east and it happened to be the Black Diamond. Going to the far side of the train where he couldn't be seen, he climbed to the top of the coach and, throwing his arms around one of the ventilators, lay flat on his face and clung to it with all his strength. He did not realize his folly until the train was underway. Cinders cut his face, neck and hands, the wind nearly swept him away as the train sped down the line at 60 miles per hour. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
</div>
<div style="font-family: Helvetica; font-size: 14px;">
At Towanda he could have left his perilous position, but he gritted his teeth and held on. At Tunkhannock he was almost exhausted, but he was only 20 miles from home. When the junction was reached he was so weak and cramped that for a time he was compelled to rest. He was uninjured. Then he tramped the five miles to his home where he was happily greeted by his parents. (23) On May 22, 1901, the westbound Black Diamond was pulling out of Sayre when the stationmaster noticed a boy riding on the steps a coach. Unable to catch him, the stationmaster sent a telegraph message to Geneva, the next stop, where he was nabbed and taken to the police station. The boy identified himself as Frederick Thomas. He said he had been visiting an ill sister in the east and was heading back to his home in Chicago. He had no money so he bummed a ride on the train. </div>
<div style="font-family: 'Times New Roman'; font-size: 14px; min-height: 16px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<span style="font-family: 'Times New Roman';"> </span> He boarded the train at Jersey City, made himself comfortable on the steps and fell asleep - totally unaware of the dangerous place where he was riding. But he survived the perilous ride through the mountains and around the sharp curves. When the train reached Sayre some boys saw him and threw stones at him. When he threw some back they went away. At the Geneva police station, Thomas was given his supper and lodging for the night. When his story got around town, local residents took up a collection to buy him a new suit of clothes and Pullman fare for the rest of his journey to Chicago. (24) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
One night in August, 1902, the westbound Black Diamond had just passed Glen Summit and had started down the mountain towards Wilkes Barre when, suddenly, about half way down, the engineer saw a large spike lying across one rail. With a lightning jerk he threw the train into emergency and came to an abrupt stop. Pouring from the train, the passengers thronged to the front of the engine. The two front wheels of the pony truck under the forward end of the locomotive had been thrown from the track and had slid along beside the rails for some distance.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Under the drive wheel of the engine was found the spike which had nearly caused a fatal accident. It was carried along under the drive wheel from the point where it originally lay, a distance of about a hundred yards. The question of forcing the front truck back on the rails proved perplexing. Re-railing was unsuccessful. After about 15 minutes the conductor decided to walk to the Wilkes-Barre station, two miles off, to secure help. Suddenly there appeared a Chinaman from a lumber camp, offering to help. He jabbered for a few minutes, and then ran briskly into the nearby woods. Moments later he returned, clutching a sturdy round stick, three feet long, several inches in diameter and sharpened at the end. This was commonly known as a "canting stick," used by lumbermen in rolling heavy logs. The Chinaman inserted one end under the forward wheel and placed the other beside the track to serve for a rail, leading from the wheel diagonally back to the track. The engineer then backed the locomotive slowly and the wheels were rerailed. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The lumberman received an ovation from the passengers and they swarmed around him to offer their congratulations. Stylishly dressed women hastened up, eager to shake his hand. He said he once worked on a railroad. The passengers re-boarded the train and it continued on its journey. (25) Another story, dating back to 1906, concerns a Scotch collie dog who liked to watch the train go by at a crossing two miles east of Burdett, N.Y., near Watkins Glen. After it passed the dog returned home. One night the conductor said, "I'll try an experiment tomorrow night, and we'll slow down a little at the crossing and see what happens." </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
After the train pulled out of Wilkes Barre the following night the conductor made up a bundle of the latest editions of the New York afternoon papers. When the train approached the Burdett crossing the conductor went out on the platform of the observation car and threw the bundle toward the dog. The collie gave a quick, sharp bark, wagged his tail furiously and bounded toward the bundle, picked it up in his mouth and trotted away over the hills. Every night thereafter the dog got his bundle of papers. All of the regular passengers on the train as well as the crew wondered where the collie carried his burden, to whom he belonged and what his name was. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The conductor thought of a way of finding out. Into the bundle one evening he slipped his card, on which he wrote his address. Shortly, he received a letter from George M. Canfield, a prosperous farmer in Burdett, telling about his dog, "Rover." He'd been in the Canfield family since he was a puppy, was the chum of the children, drove the cows to and from the pasture, headed the sheep and did pretty generally the work of a hired man about the farm. Whatever gave him the notion to go down to the meet the train Mr. Canfield didn't know, other than he disappeared when the train was due after completing his chores. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Mr. Canfield said he was pleased by the fact that he was able to sit at his tea table and read the New York papers the same day they were printed 300 miles away. And somehow Rover had gotten the notion "all things come to him who waits.'"(26) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Wrecks</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
On several occasions, the Black Diamond Express was involved in train wrecks. Fortunately they were not of a serious nature. The worst in this era occurred on August 9, 1901 when the parlor and observation cars of the eastbound train derailed at North LeRoy, 10 miles east of Batavia. The parlor car remained upright and none of its occupants were injured. The observation car <i>Seneca </i>went over the embankment, landed on its side in the ditch and was destroyed. Eight passengers were slightly injured. Cause of the derailment was undetermined. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Fifteen passengers were injured, some seriously, when the Black Diamond, running at 40 miles an hour, dashed through an open switch and crashed into a Pennsylvania railroad locomotive on November 2, 1902. It so happened that the famous Kansas "saloon smasher," Carrie Nation, was a passenger that day. She received a head laceration. The passengers were treated at a local hospital. At Easton, an iron girder extending above the track saved at least two cars of westbound #9 from plunging into the Delaware River on February 12, 1907. The first of the derailed cars ran along the ties for a distance of about 25 yards. The others swerved to the right and ran to the very edge of the bridge. The women shrieked and the men rushed towards the doors. Some were prevented from jumping out. Several passengers were slightly injured by broken glass. (27) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Racing an automobile</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
The Black Diamond Express made national headlines during a neck-in-neck race with an automobile between Buffalo and Geneva, a distance of 107 miles, on November 7, 1915. A.E. Higgins of Buffalo drove his 1916-model "Coal Eight" touring car made the trip in an astonishing two hours and five minutes, beating the train by 14 minutes. His average speed was 86.8 miles per hour, including two stops and one delay necessitated by a detour. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The race had been announced several days in advance and residents of the towns along the route were out to watch the car pass through that day. Arrangements had been made to give the Cole Eight a complete right-of-way along the road. There was never a moment when the train could have been considered as a contender for the honors of the day. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The Cole Eight and the express train left Buffalo at the same time, passing the city limits neck and neck. Just as he crossed the starting line, Mr. Higgins stepped on the accelerator, and from then on, the Cole eight-cylinder car never once gave the train a chance to catch up with it. The course led from Buffalo to Clarence, Batavia, Leroy, Caledonia, Avon, Lima, Bloomfield, Canandaigua and Geneva. Only one passenger rode with Mr. Higgins, so that the car depended solely on is natural balance and roadability in sticking to the highway. This in itself was regarded as one of the most remarkable features of the trip.</div>
<div style="font-family: Helvetica; font-size: 14px;">
There were some thrilling moments along the course. About 40 miles out a tire blew. A stop was necessary, but a new tire was in place in a little more than two minutes and the car was again on its way. The Cole Eight had acquired such a good lead on the speeding train, however, that even with this stop, the express could not begin to catch up with it. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Again at Avon, the race was threatened. Just as the limits of the town loomed up ahead, a switch engine, hauling a train of freight cars, lumbered on to the crossing and stopped. The brakes had to be applied to prevent a collision and a wait of several minutes was encountered before Higgins again secured the right of way. For a third time, the path of the car was crossed by an obstacle, when, on a little farther, it was found necessary to make a slx-mile detour to avoid a stretch of road under repair.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
With all these hindrances, however, the Cole Eight made the first 89 miles of the journey in exactly 35 minutes, and completed the first 63 miles in just 67 minutes. With the necessary slx-mile detour, the Eight negotiated 107 miles in making the trip while the route taken by the express train between the two points was only 102 miles. Thus, the train in point of actual distance covered, had a five-mile advantage on the Cole Eight.(28) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>The 'salad days'</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
As of May 22, 1910 the Black Diamond was made up exclusively of parlor cars and 30 minutes were cut from the schedule. Through aggressive advertising Lehigh Valley passenger trains were fairly well patronized. The peak year was 1918 when 7,629,888 passengers rode Lehigh Valley trains. After that it was a continuing decline except for World War II. From its earliest days the railroad had a very active passenger department. Advertisements promoting the Lehigh's flagship train, the Black Diamond Express, appeared in many of leading newspapers and magazines of the day, especially in the pre-World War I era. They were cleverly illustrated and laced with flowery prose, such as "The Train That Sets the High Mark of Travel Perfection" and "Where Comfort has the Right of Way." The railroad was touted as "The Lehighway to Buffalo." Also advertised was "Four o'clock Ta with the compliments of the railroad on the all steel Black Diamond Express." (29) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
An important passenger service improvement was initiated July 23, 1916 when a through sleeping car was placed in operation between Philadelphia and Chicago in connection with the Michigan Central Railroad. The new car, which left Philadelphia on the Reading Railroad's Black Diamond connecting train was turned over to the Michigan Central at Buffalo, reaching Detroit at 12:49 a.m. and 8 a.m. the next morning in Chicago. Eastbound the car left Chicago daily on the crack "Wolverine" at 9:05 a.m.; left Detroit at 3:40 p.m., and arrived in Philadelphia on the New York-Philadelphia Express at 9:15 the next morning. At Buffalo it was turned over by the Lehigh Valley by the Michigan Central. A dining car was also added to the Philadelphia section. A railway post office mail car was added to the train on December 12, 1918. (30) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Another improvement announced in connection with this service was the addition of a dining car to Philadelphia. The new sleeping car service to Chicago in connection with the Michigan Central was in addition to the existing extensive sleeping car service already operated by the Lehigh Valley to Chicago in connection with the Grand Trunk. This interesting article marking the 20th anniversary of the "Black Diamond Express," appeared in the Elmira Telegram on May 21, 1916: </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> <i> </i>'Black Diamond' is Twenty Years Old </b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The Black Diamond, the Lehigh Valley railroad's daylight between New York and Buffalo, is twenty years old. The first Black Diamond left New York and Buffalo simultaneously on May 13, 1896. At its start it was hailed as one of the most luxurious trains ever put in service.</i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The idea of the train was conceived Charles S. Lee, then general passenger agent, later passenger traffic manager and now retired. A premium of $25 in gold was awarded to Charles M. Montgomery, then a clerk in the Merchant's Hotel in Toledo, Ohio, for suggesting the name adopted. A nation-wide contest was conducted on the subject and Mr. Montgomery's suggestion was selected from more than 35,000. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The train as originally constituted, aside from the engine was made up of four cars. All of these were of wood construction and the longest, a cafe car, was 67 feet in length. This car was also the heaviest, weighing 119,000 pounds. It was the only one with six-wheel trucks. Aside from the cafe car, part of which was used for baggage, the other cars included two coaches and an observation parlor car. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The original circular announced that each car on the train was "finished in polished Mexican mahogany, with figured mahogany panels and inlaid beveled French-plate mirrors. The ceilings are of the new style Empire-dome pattern, finished in white and gold." Special emphasis was laid on the fact that the train would be lighted throughout, including the vestibules, by Pintsch gas, and running water was to be had in the lavatories. Five engines were used during the progress of the train between New York and Buffalo. The total weight of the largest was 115,300 pounds. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> For a week before the inauguration of the service, the new train was open to inspection. It stopped at all stations and visitors were welcomed by the crew acting as a reception committee. The engineers originally assigned to the Black Diamond were John L. Turner, Dennis McGuire, Thomas McHale and Thomas Farley, all of whom are still active as engineers; Joseph Keller, who is now general fuel inspector of the line; John Pickley, now an examiner of firemen, seeking promotion to be engineers; Rudolph Searfoss, Alfred E. Mason, William Owens, John McChesney and Elijah Moody, all of whom have since died or are no longer in the service. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> Mr. Farley is still running the Diamond and has not missed a trip since the train was first inaugurated, except in one or two instances when he was held at the terminal on company business. </i></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<i></i><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> The three conductors first assigned to the Black Diamond will be found on that train today. They are Richard Mack, Thomas E. O'Donnell and O.D. France, each one of whom has come to be part of the Diamond itself.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> An interesting contrast may be made between the Diamond of 20 years ago and today. Now the train is made up of seven cars, most of which are 72 feet in length; the diner is 72 and 6/10 feet in length. Practically all of them have six-wheel trucks and the dining and parlor cars each weigh 151,000 pounds.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> Of course, the entire train is now of solid steel construction. But three engines are now used in the trip from New York to Buffalo, but the weight of these engines, hauling the heavier train, is more than doubled. The heaviest weighs 262,326 pounds. </i> </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Enter Penn Station</b> </div>
<div style="font-family: Helvetica; font-size: 14px;">
One of the most significant improvements made during World War I was the decision to run through trains including the Black Diamond Express into Pennsylvania Station as of September 19, 1918, instead of terminating at Communipaw Terminal of the Central Railroad of New Jersey. This gave the Lehigh Valley a distinct advantage over rivals Erie and Delaware, Lackawanna & Western. Commuter trains continued to use the Pennsylvania Railroad's Jersey City station.</div>
<div style="font-family: Helvetica; font-size: 14px;">
One of the improvements that occurred during the period when U.S. railroads were nationalized during World War I was the move to run directly into Penn Station in New York City. This eliminated the ferry trip and proved to be a great convenience to through passengers. It came as a directive from General William G. McAdoo Jr., director the U.S. Railroad Administration which was a federal agency. McAdoo was the son-in-law of President Woodrow Wilson. This agency controlled the operation of railroads in the U.S. from March 21, 1918 to and ended on March 1, 1920. (31)</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Soon things returned to normal on the Lehigh Valley. Observation cars, considered an unnecessary frill during the war, were restored to the <i>Black Diamond Express </i>on April 1, 1920.The Niagara Falls Gazette of April 21, 1920 noted: <i>The familiar green folder of the Lehigh Valley Railroad, so widely read before the railroads were taken over by the government, has come with the springtime with a new lease on life. The road is back under private control, and the folder is looking as bright as ever.</i></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i> In addition to the complete schedules of train service Interesting features calling attention to tho Lehigh Valley's use of the Pennsylvania station in New York; the restoration of another pre-war services - observation cars on the Black Diamond; the invitation extended passengers to offer suggestions for the Improvement of the other service; the special service offered steamship passengers at the port of New York: the service offered manufacturers by the Industrial Department and the newly opened offices for the assistance of shippers and receivers of freight.</i> During the 1920s ridership began to slump, although the <i>Black Diamond Express </i>continued to be the Lehigh Valley's premier train. Otherwise as the years passed trains were consolidated or discontinued. Mainline ridership increased during World War II. But even during the peak year of 1943 when 1,129,771 passengers rode Lehigh trains, it paled in comparison to World War I ridership. In 1960, the last full year of passenger service, ridership had dwindled to 232,210. (32) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b>Passenger Equipment </b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> </b>The original equipment for the Black Diamond was ordered from Pullman in February, 1896 and included five coaches, 232-236; three passenger-cafe-baggage cars, 416-418; and three observation-parlor cars, <i>Ganoga, Lehigh</i>, and<i> Seneca</i>. All were completed by May, 1896. Since the initial trains included four cars, there was a spare of each type. The named cars were owned by Pullman, who presumably staffed them as well. The cars had wide vestibules which was a recent improvement over the narrow vestibule.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Two additional coaches, 237-238, were built by Pullman in April, 1897 and may have been used to augment the original cars on the Black Diamond. A second No. 416 was built by Pullman in August, 1899. Disposition of the first No. 416 is unknown. The first <i>Seneca</i>, destroyed in the 1901 wreck at North LeRoy, was replaced by another car by the same name in February, 1902.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Pullman also built six coaches, 239-244, in May, 1900, and ten more, 273-282, in May, 1903. Barney & Smith built six coaches, 260-265, in August, 1905. <span style="color: #f81312;"> </span>In July, 1907, older equipment on the Black Diamond was replaced by six new coaches 290-295 and two combination baggage and buffet cars numbered 421-422 (a third car, 423, was built in 10-07). All 1907 cars were built by Wason. The problem with most later cars is knowing which were intended for the Black Diamond. There appears to be a period from about 1907-1912 when the new Wason equipment was used on the Black Diamond with the original Pullman observation cars. Pullman production records reveal parlor observation cars <i>Emilissa </i>and <i>Gretchen </i> built at Buffalo in April, 1907. Whether these were used on the LV is unknown.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The original observation cars were long gone by that time, suggesting there was an intermediate generation of observation cars on the Black Diamond. Two steel observation cars, <i>Valma</i> and <i>Venus</i>, were built by Pullman in November, 1912, along with nine named parlor cars. These were all apparently assigned to the LV and possibly this is when the Black Diamond was changed to all steel equipment.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
There was already ample steel equipment on the roster after Pullman had delivered 40 coaches, 818-857 and two library-buffet-library cars, 1000-1001, in 1911. Thirty more coaches, 858-887, were delivered in 1912, and three library-buffet-library cars, 1002-1004, in 1913. Numbered cars were owned by the railroad; named cars were owned and staffed by Pullman. Pullman also operated sleeping cars over the Lehigh Valley, some of which probably came from Philadelphia via the Reading. (33) </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> The Locomotives </b></div>
<div style="font-family: Helvetica; font-size: 14px;">
<i>When they first put the Black Diamond on, they had camelbacks with the big high wheels. They ran like a scared cat. They had a two-door firebox. When you put coal in the right door, you shoveled right-handed. When you put it in the other one, you had to shovel it left-handed. You had to be as good with left as with right." - </i>From an interview with Lehigh Valley locomotive engineer Clyde Redfield of Farmington, N.Y. </div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Having adequate motive power to maintain the fast schedule of the<i> Black Diamond Express</i> was an important factor. A variety of locomotives assigned to the train - mostly 4-4-0s, appear in early photos. These were soon replaced by a fleet of larger and more powerful 4-4-2 Atlantic-type engines, of the "Camelback" design. Due to the wide firebox required to burn anthracite or hard coal, there was a cab in the middle for the engineer and not as an elaborate shelter at the rear for the fireman.</div>
<div style="font-family: Helvetica; font-size: 14px;">
The firebox, which extended out over the frames and driving wheels, was designed by John E. Wooten, Superintendent of Motive Power of the Philadelphia & Reading, and was used extensively by the railroads that used anthracite coal as locomotive fuel.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
Between 1896 and 1911 the Lehigh Valley purchased 34 Atlantics from Baldwin Locomotive Works and American Locomotive Company, and built five of its own at Sayre shops in 1910 and 1911. It is not within the scope of this book to discuss locomotive development on the Lehigh Valley. That topic has been covered in done in several previous publications.</div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
The Atlantics were efficient enough to allow the railroad to commence running the eastbound Black Diamond from Sayre to Mauch Chunk without changing engines at Wilkes Barre, on Oct. 14, 1897. This first run was with #666. Engineer Miles Ellis was at the throttle with Joseph Kellar as pilot. In 1905 and 1906, eight 4-6-2 Camelbacks were built by Baldwin. The Lehigh Valley had the distinction of being the only railroad ever to have Pacific Camelbacks. After 1912, the new Pacifics assigned to Lehigh passenger trains were of the conventional design. (34)</div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Tahoma; font-size: 14px;">
<b> The Major Terminals </b> <b> </b> <b> </b> </div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Tahoma; font-size: 14px;">
It appears that the Lehigh Valley never had its own passenger terminal in Jersey City. Most of the time it utilized either the Pennsylvania Railroad terminal or the Central Railroad of New Jersey's massive Communipaw Terminal. The Lehigh Valley used Pennsylvania Station at Jersey City between May 28, 1875 and December 16, 1888, gaining access through trackage rights over the Pennsylvania Railroad between Metuchen and Jersey City. Between December 17, 1888 and February 15, 1891, to get to that terminal, access was via trackage rights over Jersey Central between Roselle and Jersey City.</div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Tahoma; font-size: 14px;">
From February 16, 1891, to April 30, 1913, access to the Pennsylvania Railroad's Jersey City terminal was via trackage rights over Pennsylvania Railroad from West Newark Junction to Jersey City. Then, from May 1, 1913 to September 14, 1918 the Lehigh Valley used the CNJ's Communipaw Terminal of the Jersey Central via trackage rights over the Jersey Central, via Oak Island Junction to Jersey City. Through trains reached the PRR Station-New York City, accessed via trackage rights from West Newark Junction to Manhattan (crew and power change at Manhattan Transfer) between September 15, 1918, and Feb 4, 1961, when passenger service was discontinued. Also, between September 15, 1918 and 1930 local Lehigh Valley trains arrived and departed from the Pennsylvania Railroad station at Jersey City. Access was over the P.R.R. from West Newark Junction to Jersey City. But then, between 1930 and May 1948 the Lehigh Valley commuter trains accessed a new makeshift station on a Lehigh Valley track adjacent to Communipaw Terminal. When the Lehigh local trains were evicted from the Pennsylvania Railroad's Jersey City terminal, it built its own station on this parallel track. Passengers would detrain and then walk to the CNJ station to catch a ferry to Manhattan. (35) </div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Tahoma; font-size: 14px;">
<b> Buffalo</b> </div>
<div style="font-family: Tahoma; font-size: 14px;">
The Lehigh Valley commenced operating over the New York, Lake Erie & Western between Waverly and Buffalo after the laying of a third rail was completed between those two points. Lehigh Valley passenger trains used the Erie station at Michigan Avenue near Seneca Street from May 22, 1876 until August 31, 1892 when the Lehigh opened its own terminal at Washington and Scott streets on September 1, 1892. The Lehigh Valley's lease to operate over the Erie had expired on May 1, 1892. A new and more attractive and commodious terminal was opened at Main and Scott streets on August 29, 1916. The Lehigh's last station at Dingens and Ogden streets was opened on August 11, 1955 and remained in use until passenger service was discontinued on February 4, 1961. (36) </div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Tahoma; font-size: 14px;">
<b> Conclusion</b> </div>
<div style="font-family: Tahoma; font-size: 14px;">
There is no doubt that the Black Diamond Express was one of the finest and most fabled American intercity passenger trains, particularly during the late 19th and early 20th centuries when rail travel was at its zenith. It was created for an exclusive clientele who traveled in luxury between New York and Buffalo and its dining car menu rivaled the best high class restaurants in New York and Philadelphia. The scenery on the Lehigh Valley Railroad was unsurpassed and the daylight run was enjoyed by countless thousands of people over the more than six decades it existed. The early Black Diamond Express marked up an incredible record of on-time and accident-free performance during its first 25 years which is a tribute to the pride and professionalism of railroaders of that day. It is hoped this book will serve as a reminder of the days when when the Black Diamond Express graced the rails in regal splendor. <b> </b> <span style="font-family: Helvetica;"> <b> </b></span></div>
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
<b></b><br /></div>
<div style="font-family: Helvetica; font-size: 14px;">
<b> Notes</b></div>
<div style="font-family: Helvetica; font-size: 14px;">
1. Annual Report of the Lehigh Valley Railroad, 18932. Poor's Manual of the Railroads of the United States, 1880, P. 237. The Easton & Amboy was built under a separate charter, but was owned by the Lehigh Valley Railroad. As of December 31, 1879 it was double-track for its entire length of 56 miles from Easton to Perth Amboy and had 42 miles of sidings, with 56 and 60-pound per yard rail.</div>
<div style="font-family: Helvetica; font-size: 14px;">
3. P. 258, History of Bradford County, Pennsylvania. L.H. Everts & Co., Philadelphia, 1878; Annual Report of the Pennsylvania & New York and Lehigh Valley Railroads, 1871; Palmer, Richard F., "The Waverly Connection," P. 10, Vol. 11, No. 2, Issue 41, "Flags, Diamonds and Statues.: Publication of the Anthracite Railroads Historical Society.</div>
<div style="font-family: Helvetica; font-size: 14px;">
4. Lehigh Valley timetable dated June 14, 1874; Hornellsville Tribune, Friday, May 26, 1876; pp 129-130 Engineering and Mining Journal, Aug. 19, 1876; On May 22, 1876 the Erie announced that the laying of a third rail between Buffalo and Elmira had been completed the previous day. It stated: "The completion of the third rail will enable the Erie to run narrow gauge cars between all points of the West and Philadelphia without change." Syracuse Morning Standard, May 23, 1876.</div>
<div style="font-family: Helvetica; font-size: 14px;">
5. New York Tribune, May 18, 1874 detailing formation of Geneva, Ithaca & Sayre Railroad; "Geneva-Ithaca Railroad Finished Sept. 13, 1873," Geneva Times, Feb. 22, 1957; Poor's Manual of the Railroads, op. cit.; GI&S timetables June 15, 1874, April 16, 1876, May 14, 1877, Nov. 10, 1878, June 8, 1879.</div>
<div style="font-family: Helvetica; font-size: 14px;">
6. Annual Report of the Lehigh Valley Railroad for 1893.</div>
<div style="font-family: Helvetica; font-size: 14px;">
7. Batavia Daily News and Geneva Times, Feb. 28, 1896. </div>
<div style="font-family: Helvetica; font-size: 14px;">
8. Rochester Democrat & Chronicle, May 9, 1896.</div>
<div style="font-family: Helvetica; font-size: 14px;">
9. Ithaca Daily Journal, May 16, 1896; Buffalo Express, May 17, 1896.</div>
<div style="font-family: Helvetica; font-size: 14px;">
10. Geneva Gazette, May 10, 1896; Ithaca Daily Journal, May 14, 1896.</div>
<div style="font-family: Helvetica; font-size: 14px;">
11. Buffalo Express, May 17 and 19, 1896; Boston Herald, May 19, 1896.</div>
<div style="font-family: Helvetica; font-size: 14px;">
12. Original Black Diamond Express dining car menu at Rochester Public Library.</div>
<div style="font-family: Helvetica; font-size: 14px;">
13. New York Times, Jan.12, 1897; Elmira Gazette & Free Press, Jan. 29, 1897; Union Springs (N.Y.) Advertiser, Feb. 26, 1897 Elmira Telegram, Aug. 15, 1897; Proceedings of the Traveling Engineers' Association, Buffalo, Sept. 13-16, 1898, Review Printing Co., Elkhart, Ind., 1898, pp 152-155.</div>
<div style="font-family: Helvetica; font-size: 14px;">
14. Elmira Telegram, Sept. 11, 1898.</div>
<div style="font-family: Helvetica; font-size: 14px;">
15. Geneva Times, Oct. 27, 1902; Sheet music.</div>
<div style="font-family: Helvetica; font-size: 14px;">
16. Timetables for this period published in the Ovid Gazette state the Black Diamond Express ran "via Seneca Lake Line."</div>
<div style="font-family: Helvetica; font-size: 14px;">
17. Ithaca Journal, Nov. 5, 1901.</div>
<div style="font-family: Helvetica; font-size: 14px;">
18. Lehigh Valley public timetable, May 14, 1905; New York Tribune, June 27, 1914. </div>
<div style="font-family: Helvetica; font-size: 14px;">
19. Evening Times (Trenton, N.J.) Feb. 4, 1908; Waverly Free Press, Feb. 14, and May 22,1908; Railroad Gazette, May 29, 1908.</div>
<div style="font-family: Helvetica; font-size: 14px;">
20. Various Lehigh Valley public timetables in the early 1900s.</div>
<div style="font-family: Helvetica; font-size: 14px;">
21. New York Evening Telegram, Dec. 23, 1896; Watertown (N.Y.) Oct. 9, 1915.</div>
<div style="font-family: Helvetica; font-size: 14px;">
22. Salt Lake Tribune, Jan. 21, 1900.</div>
<div style="font-family: Helvetica; font-size: 14px;">
23. Elmira Daily Gazette & Free Press, July 31, 1900. </div>
<div style="font-family: Helvetica; font-size: 14px;">
24. Geneva Times, May 23, 1901; Elmira Gazette, May 24, 1901.</div>
<div style="font-family: Helvetica; font-size: 14px;">
25. Buffalo Morning Press, Aug. 21, 1902.</div>
<div style="font-family: Helvetica; font-size: 14px;">
26. Union Springs Advertiser, Sept. 21, 1905; New York Sun, Aug. 12, 1906.</div>
<div style="font-family: Helvetica; font-size: 14px;">
27. Annual Report of the New York State Railroad Commissioners, dated Jan. 13, 1902; New York Times, Aug. 10, 1901; New York Evening Telegram, Nov. 2, 1902; New York Times, Feb. 13, 1907</div>
<div style="font-family: Helvetica; font-size: 14px;">
28. Binghamton Press, Nov. 20, 1915.</div>
<div style="font-family: Helvetica; font-size: 14px;">
29. Advertisements in Brooklyn Eagle, Brunswick Times, New York Sun, New York Times, New York Tribune, New York Sun, Rochester Democrat, 1907-1915.</div>
<div style="font-family: Helvetica; font-size: 14px;">
30. Elmira Telegram, July 23, 1916; Ovid Gazette, Dec. 12, 1918.</div>
<div style="font-family: Helvetica; font-size: 14px;">
31. New York Times, Sept. 10, 1918; New York Sun, Sept. 12, 1918.</div>
<div style="font-family: Helvetica; font-size: 14px;">
32. Annual reports of the Lehigh Valley Railroad Company, 1890-1961.</div>
<div style="font-family: Helvetica; font-size: 14px;">
33. Correspondence with Eric Neubauer, authority on Lehigh Valley rolling stock.</div>
<div style="font-family: Helvetica; font-size: 14px;">
34. Railway and Locomotive Engineering, May, 1911; Lehigh Valley locomotive roster compiled by C.T. Andrews (typescript); Elmira Telegram, Oct. 14, 1897 and July 9, 1898; Bulletin No. 126, Railway & Locomotive Historical Society, Lehigh Valley Issue, April 1972; Ludy, Llewellyn V., Locomotive Engines and Boilers, American Technical Society, Chicago, 1920, P. 36.</div>
<div style="font-family: Helvetica; font-size: 14px;">
35. Lehigh Valley timetable, March 29, 1913; Chronology of Lehigh Valley Railroad Passenger Facilities at Jersey City. Compiled by Michael J. Connor.</div>
<div style="font-family: Helvetica; font-size: 14px;">
36. Information furnished by Michael J. Connor and Ron Dukarm.</div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<br /></div>
<div style="font-family: Tahoma; font-size: 14px;">
<b> Addendum</b> </div>
<div style="font-family: Tahoma; font-size: 14px;">
<b> Stops of the Black Diamond Express Between 1896 and 1920</b> <b> (Over the years some stops were added while others were eliminated as ridership demand dictated)</b></div>
<div style="font-family: Tahoma; font-size: 14px;">
Newark </div>
<div style="font-family: Tahoma; font-size: 14px;">
South Plainfield</div>
<div style="font-family: Tahoma; font-size: 14px;">
Phillipsburg </div>
<div style="font-family: Tahoma; font-size: 14px;">
Easton </div>
<div style="font-family: Tahoma; font-size: 14px;">
Bethlehem (Philadelphia connection)</div>
<div style="font-family: Tahoma; font-size: 14px;">
Allentown</div>
<div style="font-family: Tahoma; font-size: 14px;">
Mauch Chunk</div>
<div style="font-family: Tahoma; font-size: 14px;">
Glen Summit Springs </div>
<div style="font-family: Tahoma; font-size: 14px;">
Wilkes Barre </div>
<div style="font-family: Tahoma; font-size: 14px;">
Pittston </div>
<div style="font-family: Tahoma; font-size: 14px;">
Tunkhannock </div>
<div style="font-family: Tahoma; font-size: 14px;">
Towanda </div>
<div style="font-family: Tahoma; font-size: 14px;">
Sayre </div>
<div style="font-family: Tahoma; font-size: 14px;">
Ithaca</div>
<div style="font-family: Tahoma; font-size: 14px;">
Geneva</div>
<div style="font-family: Tahoma; font-size: 14px;">
Clifton Springs </div>
<div style="font-family: Tahoma; font-size: 14px;">
Rochester Junction (connection to Rochester) </div>
<div style="font-family: Tahoma; font-size: 14px;">
Caledonia</div>
<div style="font-family: Tahoma; font-size: 14px;">
Batavia </div>
<div style="font-family: Tahoma; font-size: 14px;">
Buffalo</div>
<div style="font-family: Tahoma; font-size: 14px; min-height: 17px;">
<b></b><br /></div>
<br />
<div style="font-family: Helvetica; font-size: 14px; min-height: 17px;">
</div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-45455382757854846082016-04-21T18:11:00.001-04:002016-04-21T18:11:58.722-04:00 new Museum of disABILITY History invitation<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Saturday, May 7, 2016 at 2:00pm</span></span></b></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Museum of disABILITY History</span></span></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">3826 Main St.</span></span></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Buffalo NY 14226</span></span></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">The Museum of disABILITY History invites you to attend the grand opening of our new exhibit, “In Celebration of Down Syndrome,” on Saturday May 6 at 2 pm. Joining us for the event will be David Wright, professor of history and clinical studies at McGill University, author of “Downs: The History of a Disability.”</span></span></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: white; font-family: arial; font-size: 13px;">
<a href="https://webmail.starnova.com/src/compose.php?subject=RSVP-In%20Celebration%20of%20Down%20Syndrome&send_to=dfarley@people-inc.org" target="_blank" title="This external link will open in a new window"><span style="color: blue; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">RSVP</span></span></a><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"> to Doug Farley at dfarley@people-inc.org or 716.629.3626</span></span></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-29428751444446177072016-04-07T00:24:00.000-04:002016-04-07T00:24:41.103-04:00<span style="background-color: #f0eee6; font-family: "architects daughter" , cursive; font-size: 16px; line-height: 32px;">Hello, my name is Nancy Hall and I am 45 years old and the mother of five amazing children. On May 21, 2000 My husband and I were in a tragic motorcycle accident resulting in me becoming a full quadriplegic</span><br />
<span style="background-color: #f0eee6; font-family: "architects daughter" , cursive; font-size: 16px; line-height: 32px;"><br /></span>
<span style="background-color: #f0eee6; font-family: "architects daughter" , cursive; font-size: 16px; line-height: 32px;"><br /></span>
<span style="background-color: #f0eee6; font-family: "architects daughter" , cursive; font-size: 16px; line-height: 32px;"><br /></span>David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-91113394830036836632016-04-07T00:01:00.000-04:002016-04-07T00:16:17.503-04:00<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"><br /></span></span></b>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3mbeV_mqCoLzE9Vmbb5Hb14fqzwPTLta2HJpZi8BLNG52qDcjXf-bHbTWAjTdUIzSjPZosXnPiMA6f3b3Ul2vDjUIVG4j2c5ZMJQfF2A8z0UhlM6DqsPCPFzzG1aHJ8rks21boBF4gieB/s1600/Screen+Shot+2016-04-07+at+12.09.24+AM.png" imageanchor="1"><img border="0" height="96" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj3mbeV_mqCoLzE9Vmbb5Hb14fqzwPTLta2HJpZi8BLNG52qDcjXf-bHbTWAjTdUIzSjPZosXnPiMA6f3b3Ul2vDjUIVG4j2c5ZMJQfF2A8z0UhlM6DqsPCPFzzG1aHJ8rks21boBF4gieB/s640/Screen+Shot+2016-04-07+at+12.09.24+AM.png" width="640" /></a></span></span></div>
<br />
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
</div>
<br />
<div align="left" class="MsoNormal" style="-webkit-text-stroke-width: 0px; background-color: #e8f5fd; color: black; font-family: arial; font-size: 13px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: normal; orphans: auto; text-indent: 0px; text-transform: none; white-space: normal; widows: auto; word-spacing: 0px;">
<div style="margin: 0px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"><br /></span></span></div>
</div>
<b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"><br /></span></span></b>
<b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"><br /></span></span></b>
<b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Saturday, April 16, 2016 at 2:00pm</span></span></b></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Museum of disABILITY History</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">3826 Main St.</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Buffalo NY 14226</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Dialogues on disABILITY Speaker Series presents “All Things are Possible,” featuring Nancy Hall, Mouth Painting Artist. During her presentation, Nancy will share how a positive attitude and your perspective can shape your life.</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Admission: Museum Members-Free, Adults $6; Students, Seniors and Human Service Employees-$3.50</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<a href="https://webmail.starnova.com/src/compose.php?subject=RSVP-Nancy%20Hall&send_to=dfarley@people-inc.org" target="_blank" title="This external link will open in a new window"><span style="color: blue; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">RSVP</span></span></a><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"> to Doug Farley at dfarley@people-inc.org or 716.629.3626</span></span><br />
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"><br /></span></span>
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-7749445483921098362016-03-03T23:46:00.000-05:002016-03-03T23:46:44.994-05:00He Gave Pittsford Its Name<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHjAwfADBmpqSze51SK3-5jhEblXcPOx59VE-wlJSlPr4eXBT6eeNVKf805IKtkI8sfrV48SQnK74qUnFrLHqrn3_s0UTu34E2gaFRrZloNjlVD5NrPxt4sYD7kdnhDmHcCwYMXy-xmdQD/s1600/Caleb%252520postcard.jpg" imageanchor="1"><img border="0" height="222" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiHjAwfADBmpqSze51SK3-5jhEblXcPOx59VE-wlJSlPr4eXBT6eeNVKf805IKtkI8sfrV48SQnK74qUnFrLHqrn3_s0UTu34E2gaFRrZloNjlVD5NrPxt4sYD7kdnhDmHcCwYMXy-xmdQD/s320/Caleb%252520postcard.jpg" width="320" /></a>David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-5034122010491982192016-02-25T16:35:00.000-05:002016-02-25T16:35:13.198-05:00SENECA PARK SEA LION<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"><i>Please<span style="background-repeat: initial initial; color: #141823;"> note that <b><u>pre-registration is required for this program</u></b>. You may register online at the Greece Public Library website </span></i><a href="http://www.greecepubliclibrary.org/"><i>http://www.greecepubliclibrary.org/</i></a><i><span style="background-repeat: initial initial; color: #141823;"> go to calendar and click on event. Or call the library at 585-225-8951.</span></i> <i><span style="background-repeat: initial initial; color: #141823;">"Please register each person attending the program."</span></i></span></div>
<div class="MsoNormal">
<b><u><span style="font-family: Arial, sans-serif; font-size: 14pt;"><br /></span></u></b></div>
<div class="MsoNormal">
<b><u><span style="font-family: Arial, sans-serif; font-size: 14pt;"><br /></span></u></b></div>
<div class="MsoNormal">
<b><u><span style="font-family: Arial, sans-serif; font-size: 14pt;">Local Author to Talk about Her Book, <i>Puff the Sea Lion</i></span></u></b></div>
<div class="MsoNormal">
<b><i><span style="font-family: Arial, sans-serif; font-size: 14pt;"><br /></span></i></b></div>
<div class="MsoNormal">
<b><i><span style="font-family: Arial, sans-serif; font-size: 14pt;"> </span></i></b><span style="font-family: 'Times New Roman', serif;">On <b>Sunday February 28</b>, 2 p.m. Greece Museum, 595 Long Pond Rd.</span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"> Mary Ellen Ostrander, author of <i>Puff the Sea Lion, a Love Story</i>, will be at the museum to talk about her book and sign copies of it.</span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;">During her more than 25 years working at the Seneca Park Zoo, Ostrander has cared for and trained Amur tigers, Bornean orangutans, polar bears, spotted hyenas, arctic wolves, Amur leopards, cougars, and California sea lions. However, she had never met any animal quite like the young bull sea lion, Puff.</span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;">From the time he arrived at the zoo when he was less than a year old to his unexpected death at the age of six, Ostrander developed a strong bond with him that she can only call love.</span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;">Rocked by the sudden loss of this endearing animal with an engaging personality that made him a favorite of zoo visitors, Ostrander felt compelled to write his story.</span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: 'Times New Roman', serif;">She describes forging a relationship with Puff using positive reinforcement to train him.</span></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-75796887156268444402016-02-25T00:03:00.003-05:002016-02-25T00:03:40.689-05:00Museum of disABILITY History & Danceability program<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<b><span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Saturday, March 12, 2016—Movie Screening at 3:30 and 6:30 pm. Reception at 5 pm.</span></span></b></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Museum of disABILITY History & Danceability</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">3826 Main St.</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Buffalo NY 14226</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Join us for the screening of “Capturing Grace,” a film about dancers with Parkinson’s disease joining forces with a dance company to stage a unique performance.</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">Admission is free, but tickets are required. Donations are accepted.</span></span></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<br /></div>
<div align="left" class="MsoNormal" style="background-color: #e8f5fd; font-family: arial; font-size: 13px;">
<a href="https://webmail.starnova.com/src/compose.php?subject=RSVP-Book%20Launch&send_to=dfarley@people-inc.org" target="_blank" title="This external link will open in a new window"><span style="color: blue; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;">RSVP</span></span></a><span style="color: black; font-family: Arial; font-size: x-small;"><span lang="en-US" style="font-size: 13px; line-height: 15px;"> to Doug Farley at dfarley@people-inc.org or 716.629.3626, Don’t wait, tickets will go quickly.</span></span></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-43563807383948880192016-02-09T18:06:00.002-05:002016-02-09T18:06:35.941-05:00J O H N F O W L E R ? Sounds Vaguely Familiar<div style="font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
It's time (about time) for an apology.</div>
<div style="font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
I've left many of you dangling for several (+ + + + + +) years now. But, at least most of you have had internet streaming services, Facebook, binge-watching devices, iPads and other 21st Century perks to keep you occupied.</div>
<div style="font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
Not so lucky was John Fowler. We joined him back in 2009 (our time) as he traveled through New York State in 1830. He just finished touring The prison in Auburn, NY, and was preparing to move on, heading west through the state. His final report after touring the prison concluded., "<span style="color: #333233;">a decided majority, upon leaving the prison, have become reformed and useful members of society."</span></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
So, better later (much later) than never, we'll join him in 1830 and all move on<span style="font-size: 13px;">.</span></div>
<div style="color: #333233; font-family: Georgia; font-size: 13px; margin-left: 4.7px; min-height: 15px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
After an early morning visit made to the prison where he observed the inmates gathered for breakfast (but not to to be allowed to interact with each other - prison rules) Fowler returns to the American Hotel, which had only been in business since January first of this year - and his own fast breaking. He dined along with ". . . a pretty large company . . . of which, after the ordinary fashion we all partook at one common table." By ordinary fashion" he obviously meant not prison "fashion".</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
He goes on to say, "This ceremony over I sallied forth to take a hasty view of he town {village I should say) ere the stage arrived which was to convey me onward."</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
The particular comment he makes regards the canal being about seven miles to the south with improvements being planned to make it more accessible to Auburn's citizens.</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
So, it was off to the north. Two years earlier, when another British traveler, James Stuart, crossed the state, his coach had left Auburn and headed over west to the northern end of Cayuga Lake he reported seeing the wooden bridge crossing the lake's outlet that led to Seneca Falls. The 32 arch span had been completed in 1800 by area pioneer Charles Williamson and others. Instead of using the structure his coach had headed south along the lake's eastern shore.</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
Even before that, in 1818, another English traveler, John Duncan had written, "The wheels of our chariot rolled along the level platform, with a smoothness to which we had long been strangers; and so luxuriant seemed the contrast, that on getting to the farther end, some of the passengers proposed that we should turn the horses and enjoy it a second time!"</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
By 1830 John Fowler was not so lucky. His coach took the bridge. ". . . a most barbarous structure, built on piles, and conveying the idea, if not the reality, of great insecurity; as the planks, or logs upon which you pass, uncovered with gravel, soil, or other material, are of all shapes and sizes, heedlessly laid across from side to side without nails or any kind of fastening whatever. In many instances I observed them scarcely resting upon the supports on each side, and the waters of the lake everywhere visible below: of course, as they were acted upon by the weight and motion of the coach and horses, they were perpetually jolting up and down, so that it was a mater of astonishment to me how the animals could pass over at the rate they did, a good brisk trot, without getting their feet between them; the accompanying noise and clatter, too, was anything but agreeable".</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
But those Brits, they usually think of something gracious to say about most experiences. One must, . . . "leave all his fears and prejudices at home, and be here content to dash on, over, under, or through whatever it may please the driver and his steed to convey him."</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
Remember that in our time, the next pothole you encounter. Remember also that very little lasts forever. Use of the bridge would stop in 1857 and the following year the state legislature would authorize the Cayuga Bridge Company to replace the span.</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
BIG SURPRISE ! ! !</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
It never happened. In 1860 the obvious finally did. A new ferry services was "launched" (against the wishes of the Cayuga Bridge Company) and acted until 1890, or (thereabouts). And since the bridge's main purpose had been to avoid the Montezuma Swamp to the north, alternate routes though that boggy stretch would later serve the same purpose - connecting the village of Cayuga to the west side of lake.</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
Next time, arriving at the northwest end of Cayuga Lake, Fowler's coach will set off for the village of Seneca Falls. Over a smoother passageway.</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px;">
Hopefully.</div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<div style="color: #333233; font-family: Georgia; font-size: 14px; margin-left: 4.7px; min-height: 16px;">
<br /></div>
<br />
<div style="color: #333233; font-family: Georgia; font-size: 13px; margin-left: 4.7px; min-height: 15px;">
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-25720520020299615862015-11-15T23:01:00.000-05:002015-11-15T23:05:07.661-05:00KEVIN KLING LIVE in Buffalo<br />
<table border="0" cellpadding="0" cellspacing="0" style="width: 796px;"><tbody>
<tr><td height="572" rowspan="2" valign="Top" width="696"><div style="padding-left: 2px; padding-right: 2px; padding-top: 2px;">
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<b><span style="color: black; font-family: "arial"; font-size: medium;"><span lang="en-US" style="font-size: 18px;">Laugh the Evening Away with:</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<b><span style="color: black; font-family: "arial"; font-size: medium;"><span lang="en-US" style="font-size: 18px;">“Kevin Kling Live”</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<b><span style="color: black; font-family: "arial"; font-size: small;"><span lang="en-US" style="font-size: 16px;">In Collaboration with Canisius College and </span></span></b><br />
<b><span style="color: black; font-family: "arial"; font-size: small;"><span lang="en-US" style="font-size: 16px;">National Endowment for the Arts</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<b><span style="color: black; font-family: "arial"; font-size: medium;"><span lang="en-US" style="font-size: 18px;">Wednesday, November 18th from 7 - 8:30 p.m.</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<b><span style="color: black; font-family: "arial"; font-size: medium;"><span lang="en-US" style="font-size: 18px;">Museum of disABILITY History</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<b><span style="color: black; font-family: "arial"; font-size: medium;"><span lang="en-US" style="font-size: 18px;">3826 Main Street, Buffalo</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<br /></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 8px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Laugh the evening away and get inspired through innovative storytelling! Meet Kevin Kling – part</span></span><br />
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;"><br /></span></span>
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">funny guy, </span></span><span style="font-family: arial;">part poet and playwright, part wise man. Born with a left arm that was disabled, he</span><br />
<span style="font-family: arial;"><br /></span>
<span style="font-family: arial;">lost the use of his right </span><span style="font-family: arial;">one after a motorcycle accident nearly killed him. He shares his angle</span><br />
<span style="font-family: arial;"><br /></span>
<span style="font-family: arial;">on life’s humor and heartaches — and </span><span style="font-family: arial;">why we turn loss into story. The presentation is ideal</span><br />
<span style="font-family: arial;"><br /></span>
<span style="font-family: arial;">for theatre enthusiasts and writers, self-advocates, college </span><span style="font-family: arial;">students</span><br />
<span style="font-family: arial;"><br /></span>
<span style="font-family: arial;">and human service employees.</span></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<br /></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">ADMISSION:</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Museum Members – </span></span><b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">FREE</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">People Inc. Employees – </span></span><b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">FREE</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Adults – </span></span><b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">$6.00</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Students, Seniors, and Human Service Employees – </span></span><b><span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">$3.50</span></span></b></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<br /></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">Registration encouraged.</span></span></div>
<div align="left" class="MsoNormal" style="font-family: Calibri; font-size: 13px; line-height: 15px; margin-bottom: 4px;">
<span style="color: black; font-family: "arial"; font-size: x-small;"><span lang="en-US" style="font-size: 13px;">RSVP to 716.629.3626</span></span></div>
</div>
</td></tr>
</tbody></table>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0tag:blogger.com,1999:blog-1113717184465568868.post-87730375815791257612015-11-14T10:35:00.000-05:002015-11-14T10:35:51.904-05:00KODA-KIDS IN ROCHESTER<div class="MsoNormal">
<b><u><span style="font-size: 14pt;">Koda-Kids</span></u></b></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;">by Mary Jo Lanphear</span></div>
<div class="MsoNormal">
<b><u><br /></u></b></div>
<div class="MsoNormal">
<b><u>Sunday, Nov. 15, 2015</u></b></div>
<div class="MsoNormal">
<b><u><br /></u></b></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;">Greece Museum 2:00 pm. </span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;">During WW II a number of children from Eastman Kodak England were brought here to live with host families in Rochester to keep them safe from the bombings of London.</span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;">Hear the stories of these KodaKids, some of whom preferred to remain in America after the war.</span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;"><br /></span></div>
<div class="MsoNormal">
<span style="font-family: "times new roman" , serif;">Mary Jo is the Brighton Town Historian.</span></div>
<div class="MsoNormal">
<i><span style="background-repeat: initial initial; color: #141823; font-size: 11.5pt;"><br /></span></i></div>
<div class="MsoNormal">
<i><span style="background-repeat: initial initial; color: #141823; font-size: 11.5pt;">You may register online at the Greece Public Library website <a href="http://www.greecepubliclibrary.org/">http://www.greecepubliclibrary.org/</a> go to calendar and click on event. Or call the library at 585-225-8951.</span></i> <i><span style="background-repeat: initial initial; color: #141823; font-size: 11.5pt;">"Please register each person attending the program."</span></i></div>
<div class="MsoNormal">
<br /></div>
David Minorhttp://www.blogger.com/profile/06821209432828013492noreply@blogger.com0