CHAPTER VI

THE R. W. & O. PROSPERS--AND EXPANDS

In the mid-seventies the young city of Watertown was entering upon a rare era in which culture and great prosperity were to be blended. The men who walked its pleasant maple-shaded streets were real men, indeed: the Flower brothers--George W., Anson R. and Roswell P.--George B. Phelps, Norris Winslow, the Knowlton brothers--John C. and George W.--Talcott H. Camp, George A. Bagley, these were the men who were the town's captains of industry of that day. An earlier generation had passed away; Norris Woodruff, O. V. Brainard, Orville Hungerford; these men had played their large parts in the upbuilding of Watertown and were gone or else living in advanced years. A new generation of equal energy and ability had come to replace them. Roswell P. Flower was upon the threshold of that remarkable career in Wall Street that was to make him for a time its leader and give him the large political honor of becoming Governor of the State of New York. His brother, George W., first Mayor of Watertown, was tremendously interested in each of the city's undertakings. George B. Phelps had risen from the post of Superintendent of the old Potsdam & Watertown to be one of the town's richest men. He had a city house in New York--a handsome "brownstone front" in one of the "forties"--and in his huge house in Stone Street, Watertown, the luxury of a negro valet, John Fletcher, for many years a familiar figure upon the streets of the town.

From the pulpit of the dignified First Presbyterian Church in Washington Street, the venerable Dr. Isaac Brayton had now retired; his place was being filled by Dr. Porter, long to be remembered in the annals of that society. Dr. Olin was about entering old Trinity, still in Court Street. Into the ancient structure of the Watertown High School, in State Street, the genial and accomplished William Kerr Wickes was coming as principal. The Musical Union was preparing for its record run of _Pinafore_ in Washington Hall. And in the old stone cotton factory on Beebee's Island, Fred Eames was tinkering with his vacuum air brake, little dreaming of the tragic fate that was to await him but a few years later; more likely, perhaps, of the great air brake industry to which he was giving birth and which, three decades later, was to take its proper place among the town's chief industries. Paper manufacturing, as it is known to-day in the North Country, was then a comparatively small thing; there were few important mills outside of those of the Knowltons or the Taggarts--the clans of Remington, of Herring, of Sherman and of Anderson were yet to make their deep impress upon the community.

Carriage making was then a more important business than that of paper making. The very thought of the motor-car was as yet unborn and Watertonians reckoned the completion of a new carriage in the town in minutes rather than in hours. It made steam engines and sewing machines. All in all it created a very considerable traffic for its railroad--in reality for its railroads, for in 1872 a rival line had come to contest the monopoly of the Rome, Watertown & Ogdensburgh; of which more in good time.

* * * * *

As went Watertown, so went the rest of the North Country. It was a brisk, prosperous land, where industry and culture shared their forces. There was a plenitude of manufacturing even outside of Watertown, whilst the mines at Keene and Rossie had reopened and were shipping a modest five or six cars a day of really splendid red ore. People worked well, people thought well. The excellent seminaries at Belleville, at Adams, at Antwerp and at Gouverneur reflected a general demand for an education better than the public schools of that day might offer. The young St. Lawrence University up at Canton, after a hard beginning fight, was at last on its way to its present day strength and influence.

Northern New Yorkers traveled. They traveled both far and near. Even distant Europe was no sealed book to them. There were dozens of fine homes, even well outside of the towns and villages, which boasted their Steinway pianos and whose young folk, graduated from Yale or Mount Holyoke, spoke intelligently with their elders of Napoleon III or of the charms of the boulevards of Paris.

* * * * *

In the upbuilding of this prosperous era the Rome, Watertown & Ogdensburgh had played its own large part. By 1875 it was nearly a quarter of a century old. It was indeed an extremely high grade and prosperous property, the pride, not only of Watertown, which had been so largely responsible for its construction, but indeed of the entire North Country. It had, as we have already seen, as far back as 1866, succeeded in thrusting a line into Oswego, thirty miles west of Richland. After which it felt that it needed an entrance into Syracuse, then as now, a most important railroad center. To accomplish this entrance it leased, in 1875, the Syracuse Northern Railroad, and then gained at last a firm two-footed stand upon the tremendous main line of the New York Central & Hudson River Railroad. It continued to maintain, of course, its original connection at Rome--its long stone depot there still stands to-day, although far removed from the railroad tracks. Yet one, in memory at least, may see it as the brisk business place of yore, with the four tracks of the Vanderbilt trail curving upon the one side of it and the brightly painted yellow cars of the R. W. & O. waiting upon the other. The Rome connection gave the road direct access to Boston, New York, and to the East generally; that at Syracuse made the journey from Northern New York to western points much easier and more direct, than it had been through the Rome gateway. It was logical and it was strategic. And it is possible that had the Rome, Watertown & Ogdensburgh been content to remain satisfied with its system as it then existed, a good deal of railroad history that followed after, would have remained unwritten.

* * * * *

The railroad scheme that finally led to the building of the Syracuse Northern had been under discussion since 1851, the year of the completion of the Watertown & Rome Railroad. Yet, largely because of the paucity of good sized intermediate towns upon the lines of the proposed route, the plan for a long time had languished. In the late sixties it was successfully revived, however, and the Syracuse Northern Railroad incorporated, early in 1870, with a capital stock of $1,250,000 and the following officers:

_President_, ALLEN MUNROE _Secretary_, PATRICK H. AGAN _Treasurer_, E. B. JUDSON _Engineer_, A. C. POWELL

_Directors_

Allen Munroe, Syracuse E. W. Leavenworth, Syracuse E. B. Judson, Syracuse Patrick Lynch, Syracuse Frank H. Hiscock, Syracuse John A. Green, Syracuse Jacob S. Smith, Syracuse Horace K. White, Syracuse Elizur Clark, Syracuse Garret Doyle, Syracuse William H. Canter, Brewerton James A. Clark, Pulaski Orin R. Earl, Sandy Creek

The road once organized found a lively demand for its shares. Its largest investor was the city of Syracuse, which subscribed for $250,000 worth of its bonds. The first depot of the new line in the city that gave it its birth was in Saxon Street, up in the old town of Salina. From there it was that Denison, Belden & Company began the construction of the railroad. It was not a difficult road to build, easy grades and but three bridges--a small one at Parish and two fairly sizable ones at Brewerton and at Pulaski--to go up, so it was finished and opened for traffic in the fall of 1871--which was precisely the same year that the New York Central opened its wonderful Grand Central Depot down on Forty-second Street, New York. The line ran through from Syracuse to Sandy Creek, now Lacona. It started off in good style, operating two passenger express trains, an accommodation and two freights each day in each direction. At the beginning it made a brave showing for itself, and soon after it was open it built for itself a one-storied brick passenger station across from the New York Central's, then new, depot in Syracuse, and at right angles to it. That station still stands but is now used as the Syracuse freight station of the American Railway Express.

E. H. Bancroft was the first superintendent of the Syracuse Northern, C. C. Morse, the second, and J. W. Brown, the third. J. Dewitt Mann was the accounting officer and paymaster. The road never attained to a long official roster of its own, however. Within a twelvemonth after its opening the prosperous Rome, Watertown & Ogdensburgh, having already seen the advantages of a two-footed connection with the New York Central, planned its purchase. The Syracuse road, having failed to become the financial success of which its promoters had hoped, this act was easily accomplished. The Sheriff of Onondaga County assisted. In 1875 there was a foreclosure sale and the Syracuse Northern ceased to live thereafter, save as a branch to Pulaski. A few years later the six miles of track between that town and Sandy Creek were torn up and abandoned. The old road-bed is still in plain sight, however, for a considerable distance along the line of the state highway to Watertown as it leads out of Pulaski, while the abutments of the former high railroad bridge over the Salmon River still show conspicuously in that village.

* * * * *

With its system fairly well rounded out, the Rome, Watertown & Ogdensburgh began the intensive perfection of its service. It built, in 1874, the first section of the long stone freight-house opposite the passenger station--so long a landmark of Watertown--from stone furnished by Lawrence Gage, of Chaumont. Mr. Moak, the Superintendent of the road at that time, was criticized for this expenditure. As a matter of fact it was necessary not only to twice enlarge it quite radically, but to build a relief transfer station at the Junction before the stone freight-house was finally torn down to make room for the present passenger station at Watertown.

Between the old freight-shed and the old passenger station there ran for many years but a single passenger track, curving all the way, and beside it the long platform, which was protected from the elements by a canopy, which in turn, had a canopied connection with the waiting-room; at that time still in the wing or original portion of the station; the main or newer portion, being occupied by the restaurant, which had passed from the hands of Col. Dunton into those of Silas Snell, Watertown's most famous cornet player of that generation.

At Watertown the Cape Vincent train would lay in at the end of the freight-house siding, and, because the Coffeen Street crossover had not then been constructed, would back in and out between the passenger station and the Watertown Junction, a little over a mile distant. Watertown Junction was still a point of considerable passenger importance. Long platforms were placed between the tracks there and passengers destined through to the St. Lawrence never went up into the main passenger station at all, but changed at that point to the Cape train.

The Thousand Islands were beginning to be known as a summer resort of surpassing excellence. The famous Crossmon House at Alexandria Bay was already more than two decades old. O. G. Staples had just finished that nine-days-wonder, the Thousand Island House, and plans were in the making for the building of the Round Island Hotel (afterwards the Frontenac) and other huge hostelries that were to make social history at the St. Lawrence, even before the coming of the cottage and club-house era.

* * * * *

It will be recalled that from the first the R. W. & O. developed excellent docking facilities at Cape Vincent. At the outset it had builded the large covered passenger station upon the wharf there, whose tragic destruction we have already witnessed. Beyond this were the freight-sheds and the grain elevator. For Cape Vincent's importance in those days was by no means limited to the passenger travel, which there debouched from the trains to take the steamers to the lower river points, or even that which all the year around made its tedious way across the broad river to Kingston, twenty-two miles away.

The _Lady of the Lake_ passed out of existence some six or seven years after the inauguration of the Kingston ferry in connection with the trains into the Cape. She was replaced by the steamer _Pierrepont_--the first of this name--which was built on Wolfe Island in the summer of 1856 and went into service in the following spring. In that same summer of 1857 the canal was dug through the waistline girth of Wolfe Island, and a short and convenient route established through it, between Cape Vincent and Kingston--some twelve or thirteen miles all told, as against nearly twice that distance around either the head or the foot of the island.

It was a pleasant ride through the old Wolfe Island canal. I can easily remember it, myself, the slow and steady progress of the steamboat through the rich farmlands and truck-gardens, the neatly whitewashed highway bridges, swinging leisurely open from time to time to permit of our progress. It is a great pity that the ditch was ever abandoned.

The first _Pierrepont_ was not a particularly successful craft and it was supplemented in 1864 by the _Watertown_, which gradually took the brunt of the steadily increasing traffic across the St. Lawrence at this point. The ferry grew steadily to huge proportions and for many years a great volume of both passengers and freight was handled upon it. It is a fact worth noting here, perhaps, that the first through shipment of silk from the Orient over the newly completed transcontinental route of the Canadian Pacific Railway was made into New York, by way of the Cape Vincent ferry and the R. W. & O. in the late fall of 1883.

* * * * *

With the business of this international crossing steadily increasing, it became necessary to keep two efficient steamers upon the route and so the second _Pierrepont_ was builded, going into service in 1874. At about that time the _Watertown_ ceased her active days upon the river and the lake and was succeeded by the staunch steamer _Maud_. Here was a staunch craft indeed, built upon the Clyde somewhere in the late fifties or the early sixties, and shipped in sections from Glasgow to Montreal, where she was set up for St. Lawrence service, in which she still is engaged, under the name of the _America_. Her engines for many years were of a peculiar Scotch pattern, by no means usual in this part of the world, and apparently understood by no one other than Billy Derry, for many years her engineer. Occasionally Derry would quarrel with the owners of the _Maud_ and quit his job. They always sent their apologies after him, however. No one else could run the boat, and they were faced with the alternative of bowing to his whims or laying up the steamer.

Yet, as I have already intimated, the passenger traffic was but a small part of Cape Vincent's importance through three or four great decades. The ferry carried mail, freight and express as well--the place was ever an important ferry crossing, a seat of a custom house of the first rank. In summer the steamer acted as ferry, for many years crossing the Wolfe Island barrier four times daily, through three or four miles of canal, which some time along in the early nineties was suffered to fill up and was abandoned in 1892. In midwinter mail and freight and passengers alike crossed in speed and a real degree of fine comfort in great four-horse sleighs upon a hard roadway of thick, thick ice. It was between seasons, when the ice was either forming or breaking and sleighs as utter an impossibility as steamboats that the real problem arose. In those times of the year a strange craft, which was neither sled nor boat, but a combination of both, was used. It went through the water and over the ice. Yet the result was not as easy as it sounds. More than one passenger paid his dollar to go from Cape Vincent to Kingston, for the privilege of pushing the heavy hand sled-boat over the ice, getting his feet wet in the bargain.

* * * * *

Into the many vagaries of North Country weather, I shall not enter at this time. In a later chapter we shall give some brief attention to them. It is enough here to say that a man who could fight a blizzard, coming in from off Ontario, and keep the line open could run a railroad anywhere else in the world. In after years I was to see, myself, some of these rare old fights; Russell plows getting into the drifts over their necks around-about Pulaski and Richland and Sandy Creek, seemingly half the motive power off the track. Yet these were no more than the road has had since almost the very day of its inception.

Once, in the midwinter of 1873, we had a noble old wind--the North Country has a way of having noble old winds, even to-day--and the huge spire of the First Presbyterian Church in Washington Street, Watertown, came tumbling down into the road, smashed into a thousand bits, and seemingly with no more noise than the sharp slamming of a blind.

That night--it was the evening of the fifteenth of January--the railroad in and about Watertown nearly collapsed. Trains were hugely delayed and many of them abandoned. The _Watertown Times_ of the next day, naÏvely announced:

"Conductor Sandiforth didn't come home last night and missed a good deal by not coming. He spent the evening with a party of shovelers working his way from Richland to Pierrepont Manor. Conductor Aiken followed him up with the night train but he couldn't pass him, and so both trains arrived here at 9:30 this (Thursday) morning."

Here Conductor Lew Sandiforth first comes into our picture and for a moment I shall interrupt my narrative to give a bit of attention to him. He is well worth the interruption of any narrative. We had many pretty well-known conductors on the old R. W. & O.--but none half so well-known as Lew Sandiforth. He was the wit of the old line, and its pet beau. It was said of him, that if there was a good looking woman on the afternoon train up to Watertown, Lew would quit taking tickets somewhere north of Sandy Creek. The train then could go to the Old Harry for all he cared. He had his social duties to perform. He was not one to shirk such responsibilities.

In those days a railroad conductor was something of an uncrowned king, anyway. His pay was meager, but ofttimes his profits were large. One of these famous old ticket punchers upon the Rome road lived at the Woodruff House, in Watertown, throughout the seventies. His wage was seventy-five dollars a month, but he paid ninety dollars a month board for his wife and himself and kept a driver and a carriage in addition. No questions were asked. The road, on the whole, was glad to get its freight and its ticket office revenues. Even these last were nothing to brag about. It was a poor sort of a public man in those days who could not have his wallet lined with railroad annual passes. A large proportion of the passengers upon the average train rode free of any charge. Sometimes this attained a scandalous volume. Away back in 1858, I find the Directors of the Potsdam & Watertown resolving that no officer of their company "shall give a free pass for _more_ than one trip over the road to any one person, except officers of other railroad companies; and that an account of all free passes taken up shall be entered by the conductors in their daily returns with the name of the person passed and the name of the person who gave the pass, and the Superintendent shall submit statement thereof to each meeting of the Board." Moreover, he was requested to notify the conductors not to pass any persons without a pass except the Directors and Secretary of the company, and their families, the roadmaster, paymaster, station agents, and "persons who the conductors think are entitled to charity."

* * * * *

Despite obstacles to its full earning power such as this, the Rome, Watertown & Ogdensburgh prospered ... and progressed. Forever it was planning new frills to add to its operation. In 1865 it had placed a through Wagner sleeping-car in service between Watertown and New York. In 1875 this was an established function, leaving Watertown on the 6:30 train each evening and arriving in New York at 7:55 the next morning; returning it left New York each evening at six, and Albany at 11:40, and was in Watertown at 9:05 the next morning. A later management of the R. W. & O. in a fit of economy discontinued this service, and for more than twenty years the North Country stood in line for sleeping-car berths at Utica station, while it fought for the restoration of its sleeping-cars. These cars eventually came back, but not regularly until 1891, when the New York Central took over the property and put its up-to-date traffic methods upon it once again.

The local management of the mid-seventies--composed almost entirely of Watertown men--was not content to stop with the through sleeping cars between their chief town and New York. They finally instructed H. H. Sessions, their Master Mechanic, down in the old shops at Rome, to build two wonderful new cars for their line, "the likes of which had never been seen before." Mr. Sessions approached his new task with avidity. He was a born car-builder, in after years destined to take charge of the motive power department of the International & Great Northern Railway, at Palestine, Texas, and then, in January, 1887, to become Manager of the great Pullman car works at Pullman, Ill., just outside of Chicago. For six years he held this position, afterwards resigning it to enter into business for himself. The first vestibuled trains in which the platforms were enclosed, were built under his supervision under what are known to-day as the "Sessions Patents." He was indeed an inventive genius, and also designed the first steel platforms and other very modern devices in progressive car construction.

Sessions produced two sleeping-cars for the old Rome road. The "likes of them" had never been seen before, and never will be seen again. They were named the _St. Lawrence_ and the _Ontario_, and, despite the fact that they depended upon candle-light as their sole means of illumination, they were wonderfully finished in the rarest of hard-woods. Alternately they were sleeping-cars and parlor-cars. At the first they were distinguished by the fact that they possessed no upper-berths, their mattresses, pillows and linen being carried in closets at either end of the car.

* * * * *

These cars at one time were placed in service between Syracuse, Watertown and Fabyan's, N. H., passing enroute through Norwood, Rouse's Point and Montpelier. One of them was in charge of Ed. Frary, the son of the General Ticket Agent of the R. W. & O. at that time, and the other in charge of L. S. Hungerford, who originally came from Evan's Mills. This was the Hungerford, who to-day is Vice-President and General Manager of the Pullman Company, at Chicago. A third or "spare" car was afterwards purchased from the Pullman Company and renamed the _DeKalb_.

Because of the limited carrying capacity of these R. W. & O. sleeping-cars they were never profitable. They did a little better when they were in day service as parlor-cars. One of Mr. Richard Holden's most vivid memories is of one of these cars coming into Watertown from the south on the afternoon train, which would halt somewhere near the Pine Street cutting to slip it off, preparatory to placing it on the Cape train at the Junction.

"I remember," he says, "how proud the late Frank Cornish was in riding down the straight on the first drawing-room car, with his hands on the brakewheel. He was a brakeman at that time. Afterwards he was promoted to baggageman and then to conductor, having the run on Number One and Number Seven for many years, afterwards conducting a cigar-stand in the Yates Hotel at Syracuse until he died."

When hard times came upon the Rome, Watertown & Ogdensburgh these cars were laid up. Once in later years, under the Parsons management, they were renamed the _Cataract_ and the _Niagara_, and operated in the Niagara Falls night trains. But again, they proved too much of a financial drag, and they were finally converted into day-coaches. There was another parlor-car, the _Watertown_. Eventually this became the private-car of Mr. H. M. Britton, General Manager of the R. W. & O., while the others remained day coaches; still retaining, however, their wide plate-glass windows and their general appearance of comfortable ease.

* * * * *

Here indeed was the golden age of the Rome road. Its bright, neat, yellow cars, its smartly painted and trimmed engines all bespoke the existence of a prosperous little rail carrier, that might have left well enough alone. But, seemingly it could not. There is a man living in the western part of this state, who recalls one fine day there in the mid-seventies, when Mr. Massey--the President of the road, came walking out of the Watertown station, talking all the time to Mr. Moak, its General Superintendent--came over to him:

"We're going to be a real railroad at last, John," said he. "We're going through to Niagara Falls upon our own rails and get into the trunk-line class."

He was giving expression to a dream of years. A moment ago and we were speaking of the operation through two or three summers of sleeping-cars between Watertown and the White Mountains over the R. W. & O., the Northern (at that time, already become the Ogdensburgh & Lake Champlain), the Central Vermont, the Montpelier and Wells River, and the Portland and Ogdensburgh. The officers of the Rome road felt that, if they could bridge the gap existing between the terminals of their line at Oswego, and go through to Suspension Bridge or Buffalo, where there were plenty of competing lines through to Chicago and the West, that they could both enter upon the competitive business of carrying western freight to the Atlantic seaboard, and at the same time stand independent of the New York Central. Eventually their idea was to take a concrete form, but again I anticipate.

* * * * *

In that brisk day there was, in the slow and laborious process of building a railroad, leading due west from Oswego. It was called the Lake Ontario Shore Railroad, and its construction was indeed a laborious process. For many years it came to an end just eighteen miles beyond Oswego. Finally it reached the little village of Ontario, fifty-one miles beyond. And there stopped dead. If it had forever been halted there, it would have been a good thing. Its promoters were both industrious and persistent, however. They chose to overlook the fact that the narrow territory, that they sought to thread, promised small local traffic returns for many years to come; a thin strip it was between the main line of the New York Central and the south shore of Lake Ontario, and although nearly 150 miles in length, never more than twelve or fifteen in width, and without any sizable communities. The prospect of a profitable traffic, originating in so thin a strip, was small indeed.

The prospectors of the Lake Ontario Shore Railroad did not see it that way. They stressed the fact that at Sterling they would intersect the Southern Central (now the Lehigh Valley), at Sodus the Northern Central (now the Pennsylvania), at Charlotte; the port of Rochester, the Rochester & State Line (now the Buffalo, Rochester & Pittsburgh) all in addition to the many valuable connections to be made at the Niagara River. Yet for a considerable time after the road had been pushed through Western New York, it came to a dead stop at Lewiston. Its original terminal can still be seen in that small village.

It was then thought possible and feasible to build a railroad bridge across the Niagara and the international boundary between Lewiston and Queenstown, in competition with the Suspension Bridge, which from the very moment of its opening in 1849 had been an overwhelming success. The energetic group of Oswego men who had promoted the building of the Lake Ontario Shore, hoped to duplicate the success of the Suspension Bridge there at Lewiston. They saw that small frontier New York town transformed into a real railroad metropolis.

"And what a line we shall have, running right up to it!" they argued. "Seventy-three out of our seventy-six miles, west of the Genesee River, as straight as the proverbial ruler-edge; and a maximum gradient of but twenty-six feet to the mile! What opportunities for fast--and efficient operation!"

They had capitalized their line at $4,000,000 and in October, 1870, when I first find official mention of it, they had expended $54,300 upon it. Its officers at that time were:

_President_, GILBERT MOLLISON, Oswego _Treasurer_, LUTHER WRIGHT, Oswego _Secretary_, HENRY L. DAVIS, Oswego _Engineer_, ISAAC S. DOANE, Oswego

_Directors_

Luther Wright, Oswego Alanson S. Page, Oswego Fred'k T. Carrington, Oswego Gilbert Mollison, Oswego Reuben F. Wilson, Wilson Joseph L. Fowler, Ransonville Oliver P. Scovell, Lewiston George I. Post, Fairhaven William O. Wood, Red Creek Burt Van Horne, Lockport James Brackett, Rochester D. F. Worcester, Rochester

* * * * *

It is needless to say that the railroad bridge was never thrust across the Niagara at Lewiston. That project died "a'borning." And so, almost, did the Lake Ontario Shore Railroad. As I have just said, the building of the road finally was halted at Ontario, fifty-one miles west of Oswego. Finally, by tremendous effort and the injection of some capital from the wealthy city of Rochester into the project it was brought through in 1875 as far as Kendall, a miserable little railroad, wretched and woe-begone with its sole rolling stock consisting of two second-hand locomotives, two passenger-cars and some fifty or sixty freight-cars.

In the long run, just as most folk had anticipated from the beginning, it was the wealthy and prosperous Rome, Watertown & Ogdensburgh that took over the Lake Ontario Shore and completed it; in 1876 as far as Lewiston, and a year or two later up the face of the Niagara escarpment to Suspension Bridge and the immensely valuable connections there. The merger, itself, was consummated in the midsummer of 1875. To reach the tracks of the new connecting link, from those of the old road, it was necessary not only to build an exceedingly difficult little tunnel under the hill, upon which the Oswego Court House stands, but to bridge the wide expanse of the river just beyond, a tedious and expensive process, which occupied considerably more than a twelvemonth.

All of this was not done until 1876 and by that time disaster threatened. The Rome road had gone quite too far. Times were growing very hard once again. A tight money market threatened; the storm of '73 had been passed but that of '77 was still ahead. It began to be a question whether the R. W. & O. could weather the large obligations that it had assumed when it had absorbed the Lake Ontario Shore. Traffic did not come off the new line; not, at least, in any considerable or profitable quantities. It defaulted on the interest payments of its bonds.

There was the beginning of disaster. The Rome road management realized this. They cut their dividends a little, and then to nothing. Watertown was staggered. For a long term of years up to 1870 the road had paid its ten per cent annual dividend with astonishing regularity. In that year it dropped a little--to eight per cent--the next year, to seven, and then in the panic year of 1873 to but three and one-half. The following year it had returned, with increasing good times, to seven. In the fiscal year of 1874-75 the Directors of the property had voted six and one-half. That was the end. The cancer of the Lake Ontario Shore was upon the parent property. The strong old R. W. & O. had permitted the default of the interest payments upon the bonds of their leased property. Confusion ruled among the men in the depot at Watertown. They were dazed with impending disaster.