THE END OF THE STORY
For six or seven years after it had secured possession of the property,
the New York Central continued the operation of the Rome, Watertown &
Ogdensburgh as a separate railroad, to a very large degree, at least.
Gradually, however, the individual executive officers of the leased road
ceased to exist; in some cases berths with the parent road were found for
them; in others, they were glad to retire to a life of comfortable ease.
The separate corporate existence of the R. W. & O. as well as that of the
Utica & Black River and the Carthage, Watertown & Sackett's Harbor, was
continued, however, until 1914, when the Vanderbilts made a single
corporation under the title of the New York Central Railroad of some of
their most important properties; the New York Central & Hudson River, the
Lake Shore & Michigan Southern and the Rome, Watertown & Ogdensburgh,
chief amongst them. That step taken, the R. W. & O. had ceased to
exist--legally as well as technically. Yet the work that it had done in
the development of a huge community of communities could never die. It was
to live after it; for many years to come.
* * * * *
On the 20th of May, 1891, within three months after the leasing of the
Rome road, its headquarters were moved back to the place where originally
they had been located, and from which they never should have been
removed--Watertown. The entire property was then consolidated into a
single division, and Mr. McEwen brought over from Oswego to become its
Superintendent, with Mr. Jones his assistant at Oswego and Mr. Hammond in
a similar capacity at Watertown. Mr. P. E. Crowley was, also, promoted at
this time to the position of Chief Despatcher of the division. This
arrangement did not long continue, however. Charles Parsons already was
interesting himself in the New York & New England, and presently he called
to that property, as superintendents, Mr. Bowen and Mr. Jones, who
established their offices at Hartford, Conn. Soon afterwards Mr. Hammond
followed them. There had come a real change in _regime_.
The R. W. & O. division of the New York Central & Hudson River, as the old
property then became known, stretched all the way from Suspension Bridge
to Massena Springs and was, I believe, with its 643 miles of route
mileage, the longest single railroad division in the United States at that
time. To run that division was a man's job, and only a real man could
survive it.
Yet into that grimy old station at Watertown there came, one by one, a
succession of as brilliant railroaders as this country has ever known--Van
Etten, Russell, Moon, Hustis, Christie. These were men tested and tried
before they were sent up into the North Country--it was no place for
novices up there. Once there they made good, by both their wits and their
energies. Success on that division called for almost superhuman energy.
And when once it had been won; when down in the Grand Central they could
say that "X--had been to Watertown and made good there," it meant that
X--had taken, successfully, the thirty-third degree in modern railroading.
There were a few men between these five, who did not make good--but
somehow that was never charged against them. Other jobs were found for
them; headquarters felt that perhaps the mistake in some way should
rightly be charged against it.
After seventeen years of operation of the R. W. & O. as a single division
it was recognized at headquarters that the test was not a fair one; and
the famous old road was divided into two divisions, with Watertown
Junction as the dividing point and the divisions named, the St. Lawrence
and Ontario, with Watertown and Oswego as their respective division
headquarters. Just why the system was divided in that way no one seems to
know. It would have been more logical to have made the former Rome road,
east of Oswego, a single division with headquarters at Watertown, and have
split the old Lake Ontario Shore into the main line divisions of the
western part of the state. Yet this is history, and not a criticism. The
men who have run the New York Central have generally known their business
pretty well.
* * * * *
Edgar Van Etten came to the railroad game by way of the historic Erie. He
is a native of Port Jervis, New York, a famous old Erie town, and it was
just as natural as buttering bread for him to go to work upon that road,
rising in quick successive steps, freight conductor, to-day, trainmaster
to-morrow--oddly enough there was a little time when he was Superintendent
of the Ontario division of the R. W. & O., in the days of the Parsons'
control. Then we see him as Superintendent of the Erie at Buffalo, finally
General Manager of the Western New York Car Association, in that same busy
railroad center. From that task the Vanderbilts picked him for an even
greater one--taking that newly merged, single-track 643-mile-division of
the R. W. & O., and putting it upon their operating methods and
discipline.
Only an Edgar Van Etten could have done the trick. A lion of a man he was
in those Watertown days, relentless, indomitable, fearless--yet possessing
in his varied nature keen qualities of humor and of human understanding
that were tremendous factors in the winning of his success. It was but
natural that so keen a talent should have been recognized in his promotion
from Watertown to the vastly responsible post of General Superintendent of
the New York Central at the Grand Central Station. In those days the
position of Operating Vice-President of the property had not been created.
Nor was there even a General Manager. The General Superintendent was the
big boss who moved the trains and moved them well. If he could not, the
Vanderbilts discovered it before they ever made him a big boss.
Mr. Van Etten's final promotion came in his advancement to the post of
Vice-President and General Manager of their important Boston & Albany
property; a position on that road corresponding to the presidency of
almost any other one. Here he remained until 1907, when ill-health caused
his retirement from railroading. He moved across the continent to
California, where he is to-day an enthusiastic resident of Los Angeles.
* * * * *
E. G. Russell was cast in a somewhat gentler mold than Van Etten. Thorough
railroader he was at that, a man of large vision and seeking every
opportunity for the advancement of the property that he headed. For
remember that in all these years at Watertown these men were virtual
General Managers of a goodly property, in everything but actual title.
Upon their initiative, upon their ability to make quick decisions--and
accurate--in crises, to handle even matters of a goodly size the huge
division rose or fell. Theirs was no job for the weakling or the hesitant.
Mr. Russell was neither a weakling nor hesitant. On the contrary he risked
much--even the friendship of the organized labor of the road--when he felt
that he was right and must go ahead upon the right path. Eventually his
policies in regard to labor forced his retirement from the R. W. & O.
division. He went, capable railroader that he always was, to Scranton
where he became General Superintendent of the Lackawanna. From there he
went to one of the roads in lower Canada, and finally to Michigan, where
he met his tragic death late at night on a lonely railroad pier in the
dead of winter.
* * * * *
After Russell, Dewitt C. Moon; a man with an unusual genius for placating
labor and getting the very best results out of it. Mr. Moon succeeded Mr.
Russell as Superintendent at Watertown, April 1, 1899, leaving that post
September 1, 1902, to become General Manager of the Lake Erie & Western, a
Vanderbilt property of the mid-West. He had been schooled in that family
of railroads, starting in as telegraph operator on the old Dunkirk,
Allegheny Valley & Pittsburgh, which was gradually merged, first into the
Lake Shore and then into the parent reorganized New York Central of
to-day. Before that reorganization, he had become General Manager of the
former Lake Shore in some respects the very finest of the old Vanderbilt
properties--at Cleveland. At Cleveland he still remains, as Assistant to
the Vice-President of the New York Central in that important city. He is a
railroader of the old school, trained in exquisite thoroughness and with a
capacity for detail, not less than marvelous.
Moon's great forte, however, was and still is, cooperation. Men like him.
He likes men. A big and genial nature, a quick sympathy and understanding
have proved great assets to a railroad executive. These assets Moon has
possessed from the beginning. Upon them he had builded--and upgrown.
* * * * *
Still another of this famous quintette to whom the running of a 650 mile
railroad division was as but part of a day's work--James H. Hustis. More
than any of the three who preceded him Hustis is in every sense a thorough
graduate of the Vanderbilt school of railroading. He was born to it. His
father, too, was a veteran New York Central man. "Jim" Hustis entered that
school in 1878, as office-boy to the late John M. Toucey, then General
Superintendent of the New York Central in the old Grand Central depot. He
rose rapidly in the ranks, filling several superintendencies in the old
parent property before he went to Watertown, in the late summer of 1902.
He left there on October 1, 1906, to assume executive charge of the Boston
& Albany. And it was soon after he left that the old division was broken
into two parts and the R. W. & O. ceased to exist, even as a division
name. Mr. Hustis is to-day President of the Boston & Maine Railroad. He
holds the unique distinction of having headed the three most important
railroads of New England. After leaving the office of Vice-President and
General Manager of the Boston & Albany--as we have already seen the
ranking position of that property--he was for a time President of the New
York, New Haven & Hartford, before going to his present post with the
Boston & Maine. That he is a thorough railroader, hardly needs to be said
here--if nothing else said that, the fact that he spent four successful
years in full control at Watertown, of itself would tell it.
* * * * *
After Hustis, Cornelius Christie, the last of the executive
Superintendents that were to supervise the operation of the Rome,
Watertown & Ogdensburgh as a single unit--why the folks down in the Grand
Central did not create a general superintendency at Watertown, I never
could understand. Christie, a huge six-foot-three man, big both physically
and mentally, also was trained in the wondrous Vanderbilt school of
railroading. Long service both upon the main line of the Central and the
West Shore, equipped him most adequately for the arduous task at
Watertown.
It was in Christie's day--in the summer of 1908--that the famous old
division was divided into two large parts, as we have already seen; the
Ontario and the St. Lawrence. For three years more, Mr. Christie remained
at Watertown, as Superintendent of the St. Lawrence, being promoted from
that post to a similar one on the busy Hudson River division between
Albany and New York. He was succeeded at Watertown by F. E. Williamson,
the present General Superintendent of the New York Central at Albany.
At the time Christie became Superintendent of the St. Lawrence Division at
Watertown, Frank E. McCormack was set up in a similar job, heading the
Ontario Division at Oswego. The genial Frank was R. W. & O. trained and
bred. As far back as April 1, 1885, he was working for the property as
night operator and pumper, at a salary of $25 a month. Some one must have
recognized the real railroader in him, however, for but a year later his
"salary" was raised to $30 and the following year he was transferred to
the Superintendent's office at Watertown as confidential clerk and
operator. From that time on his progress was steady and uninterrupted;
despatcher, chief despatcher, trainmaster, and with one or two more
intermediate steps, Superintendent.
* * * * *
To attempt even a listing of the able railroad crowd that hovered around
the old Watertown depot, in the years that measured the beginnings of the
Vanderbilt operation of the old Rome road again, would be quite beyond the
province of this little book. H. D. Carter, Frank E. Wilson, George C.
Gridley, W. H. Northrop, Clare Hartigan, how the names come trippingly to
mind! And how many, many more there are of them.
Yet I cannot close these paragraphs without singling out two of
them--Wilgus and Crowley. Here are two more graduates of its hard, hard
school, in which the Rome road may hold exceeding pride. Colonel W. J.
Wilgus was with the old division for but four years--from 1893 to
1897--but they were years of exceeding activity in the rebuilding of the
property; particularly its "double-tracking" and the extremely important
job of raising the track-levels for many miles north of Richland so that
the eternal enemy of the road--snow--would have a much harder time
henceforth in endeavoring to fight it. From that job he went to far bigger
ones; such as building the new Grand Central Terminal and installing
electric operation on the lines that entered it, digging the Michigan
Central tunnel under the river at Detroit and building the new station in
that city. These and others. But none more interesting to him, I dare say,
than the task that he laid out overseas in the Great War, building and
arranging the rail lines of communication for the American Army in France.
A job to which he brought all his experience, his great energy and his
rare tact.
And finally, Patrick E. Crowley. Mr. Crowley's connection with the Rome
road goes back to the Parsons' regime--even though before that day he had
had eleven hard years of experience with the old Erie; in about every
conceivable job from station agent to train despatcher. He was with the R.
W. & O., however, almost an even year before its acquisition by the New
York Central--as train despatcher at Oswego. In May, 1891, he was
transferred to Watertown as chief train despatcher and later as train
master. His stepping upward has been continuous and earned. To-day as
Vice-President, in charge of operation, of the entire New York Central
system he is recognized as one of the king-pins of railroad operators of
all creation and is the same simple and unassuming gentleman that one
found him in the old days at Oswego and Watertown.
That seems to be the mark of the real railroader, always. Ostentation does
not get a man very far in the game. In the North Country it got him
nowhere, whatsoever. In our land of the great snows and the hard years a
very real and simple democracy plus energy and some real knowledge of the
problems in hand were the only qualities that put a big boss ahead.
Forever--no matter what the name or how long the division--the job up
there was the survival of the fittest. The fit man might be here, there,
anywhere. He might be a greaser in the round-house, a news-butcher upon
the train, an office boy upstairs in the depot headquarters, an operator
in a lonely country station. If he was fit he got ahead and got ahead
quickly. Merit won its own promotion and generally won it pretty quickly.
Not that everything was always plain sailing. There is one pretty keen
railroad executive in the land who remembers his joy at being promoted to
Despatcher on the old Rome road. The pay was eighty dollars a month, which
was good in those days. He walked into the new job with a plenty of
cocksure enthusiasm. The "super" did not like young men with cocksure
enthusiasms. He said so, frankly. And in order to drive his ideas home
paid the young man the Despatcher's rate for thirty days; then, for the
next five or six months at the old-time operator's rate. The young man
caught on. He understood. A job's a job and a boss is a boss. And all the
jobs in the world are not worth the paper that they are written on, unless
the boss wants to make them so. Which may be put down as an unscientific
maxim; yet a very true one nevertheless.
* * * * *
Back of these men who sought with all their energy and vigor, of mind and
of body alike, steadily to upbuild the old Rome road, was the great
wealth, organization and _esprit de corps_ of one of the leading railroad
organizations of the world. The Vanderbilts were always thorough
sportsmen. They showed it in their reincarnation of the Rome, Watertown &
Ogdensburgh. Parsons had been handicapped, forever and a day, by the
constant lack of ready cash--there have been few times when the New York
Central has been so handicapped. I bear no brief for the Vanderbilts. They
have made their mistakes and they have been grievous ones. But they have
not often made the mistake of being miserly with their properties. That
mistake was not made in Northern New York.
Into the R. W. & O., once they had clinched their title to it, they poured
money like water--whenever they could be shown the necessity of such a
procedure. New track went down and then new bridges went up--superb
structures every one of them--until there no longer were any limitations
upon the motive-power for the North Country's rail transport system. A
locomotive that could run upon the main line could run practically
anywhere upon the Rome road divisions. And when Watertown complained that
the traffic was rising to a volume that no longer could be handled upon a
single-track basis, the Vanderbilts double-tracked the road--in all of
its essential stretches, many, many miles of it all told. They built and
rebuilt the round-houses and the shops. "Property improvement" became
their slogan.
In such property improvement Watertown has always shared, most liberally.
The double-tracking of the old main-stem of the R. W. & O. brought with it
as a corollary the construction of a much needed freight cut-off outside
the crowded heart of that city. That done the local freight facilities
were removed from the old stone freight-house opposite the
passenger-station and that staunch old landmark torn down. To replace it a
huge freight terminal of the most modern type and worthy of a city of
sixty thousand population was erected on a convenient site upon the North
side of the river. As a final step in this program of progress the old
depot was torn away--without many expressions of regret on the part of the
townsfolk--and the present magnificent passenger terminal erected, at a
cost of close to a quarter of a million dollars. The management of what
Watertown will always know as the "old Rome road" has not been niggardly
with its chief town.
Nor has it been niggardly with any other parts of Northern New York
territory. Oswego has rejoiced in a new station--the blessed old Lake
Shore Hotel, which for many years housed tavern and railroad offices and
passenger depot, combined, is now a thing of memory. Ogdensburgh has a
fine new station, and so has Massena Springs. Norwood still worries along
with its old depot, but Richland rejoices in a neat but excellent
structure, in which the Wright brothers still serve the coffee, the rolls,
the sausage and the buckwheat cakes that cannot be excelled. The North
Country has never taken to the dining-car habit; perhaps, because it never
has had the chance. But it actually likes its old-fashioned way of living;
the innate democracy of the American plan hotel and
dinner-in-the-middle-of-the-day.
* * * * *
Never can I ride up through it in these fine basking days of peace and of
prosperity over its well-maintained railroad without thinking of the days
when journeying into the North Country was not a comfortable matter of
Pullman cars and swift trains by day and by night; of the days when one
came to Utica by stage or by canal and immediately reembarked upon another
stage for an even hundred miles of rackingly hard riding over an uneven
plank-road into Watertown. If one went further toward the North, travel
conditions became still worse. Such expeditions were not for tender folk.
And sometimes to-day when I ride north from Watertown upon the
railroad--and the cars toil laboriously through Factory Street, as they
have been toiling for sixty-five long years past--I press my face against
the window and look for a little house upon that Appian Way; the little,
old, stone house in which Clarke Rice and William Smith were wont, so long
ago, to operate their toy train upon the table and so try to induce the
folk of the village to invest their money in a scheme which then seemed so
utter chimerical. A house in which a real idea was born forever fascinates
me. For it I hold naught by sympathy--and understanding. So many of us are
dreamers.... And so few of us may ever live to see the full fruition of
our dreams.
APPENDIX A
(Being taken bodily from a poster issued at Watertown in the Summer of
1847.)
WATERTOWN, ROME, AND CAPE-VINCENT RAIL-ROAD
ACCORDING TO NOTICE IN THE JEFFERSON COUNTY PAPERS, the inhabitants of
this Town will be speedily called on to complete subscriptions towards the
above named Road, sufficient to warrant a commencement.
BY THE CHARTER WE HAVE TILL THE 14TH OF MAY, 1848, to complete
subscriptions, and make an expenditure towards the Road.
THE TIME IS SHORT IN WHICH TO DO THIS BUSINESS; therefore it is highly
important that every citizen, from the St. Lawrence on the North to the
Erie canal on the South--from the highlands on the East to the lake on the
West, come forward and spread himself to his full extent for the Road.
TO STIMULATE US TO ACTION LET IT BE BORNE IN MIND that the sun never shone
on so glorious a land as lies within the bounds above described. To one
who for the first time visits our towns, the scene is enchanting in the
extreme. Our climate is bland and salubrious; winters more mild than in
any part of New England or southern New York--the atmosphere being
softened by the prevalence of southwesterly winds coursing up the Valley
of the Mississippi and along the waters of Erie and Ontario, to such
degree that for salubrity and comfort we stand almost unrivalled.
WHEAT, CORN, BARLEY, OATS, PEASE, BEANS, BUCKWHEAT, fruit, butter, cheese,
pork, beef, horses, sheep, cattle, minerals, lumber, etc., are produced
here with a facility that warrants the hand of labor a bountiful return.
WE HAVE WATER POWER ENOUGH TO TURN EVERY SPINDLE in Great Britain and
America. In fact we have every thing man could desire on this globe,
except a cheap and expeditious method of getting rid of our surplus
products and holding communication with the exterior world.
THE WANT OF THIS, PLACES US _THIRTY YEARS_ BEHIND almost every other
portion of the State. When we might be _first_, we suffer ourselves to be
last.
CITIZENS! HOW LONG IS THIS STATE OF THINGS TO ENDURE? After having lain
dormant until we have acquired the dimensions of a young giant, will we,
like the brute beast, ignorant of his powers, be still led captive in the
train of our country's prosperity--affording, by our supineness, a foil to
set off the triumphs of our more enterprising brethren of the East, the
South, and the West?
NO,--FROM THIS MOMENT FORWARD, LET US RESOLVE to cut a passage to the
marts of the New World, and, by the abundance of our resources, strike
their "Merchant Princes" with admiration and astonishment.
THIS CAN EASILY BE DONE IF UNANIMITY, PERSEVERANCE, and, above all,
LIBERALITY, be exhibited. If every farmer owning 100 acres of land, and he
not much in debt, will take five shares in the Road, _and others in
proportion_, the decree will go forth that the work is done. _Without
this_, it is feared the whole must be a failure.
VIEWED IN AN ENLIGHTENED MANNER, THERE NEED BE NO hesitation on the part
of the owners of the soil. They are the ones to be most essentially
benefited. There is no reason why their lands, from having a market and
increased price of products, would not be worth fifty to eighty dollars
per acre, as is the case in less favored sections, where Rail Roads have
been constructed. The very fact that a Road was to be made would add
_half_ to the value of land--its completion would more than _double_ the
present prices.
A TAX ON THE LAND TEN MILES EACH SIDE OF THE ROAD, to build it, would in
three years repay itself, and leave to the present population and their
posterity an enduring source of wealth and importance. We lose one hundred
thousand dollars annually in the price of butter and cheese alone, when
compared with the prices obtained by Lewis and the northerly part of
Oneida, simply because they are nearer the Canal and the Rail Road.
BUT TAKING STOCK IS _NOT A TAX_, IN ANY SENSE OF THE phrase. It is only
resolving to purchase a certain amount of property in the Road, which,
taking similar investments elsewhere as a sample, will pay interest, or
can be at all times sold at par, or at an advance, like other property or
evidence of value. The owner of shares can at any time sell out, and have
the satisfaction of knowing that he has greatly added to his wealth merely
by affording countenance to the project while in embryo.
THE DIRECTORS ARE POWERLESS UNLESS THE PEOPLE RALLY to their aid. They
have made efforts abroad for capital to build the Road, by adding to the
subscriptions on hand at the time they were chosen. Owing to causes not
prejudicial to the character of our enterprise, they have not for the
present succeeded. Aid they have been promised, but they are enjoined
first to show a larger figure at home. The ability and disposition of our
population must be more thoroughly evinced than has yet been the case.
AGENTS ARE AT WORK, OR SPEEDILY WILL BE, ON THE whole length and breadth
of the line from Cape Vincent to Rome. A searching operation is to be had.
If the Road is a failure, the Directors are determined that it shall not
be laid at their door. Let this be remembered, and every one hereafter
hold his peace.
CLARKE RICE,
Secretary W. & R. R. R. Co.
Watertown, Aug. 27, 1847.
APPENDIX B
A LIST OF THE OFFICERS AND AGENTS OF THE ROME, WATERTOWN & OGDENSBURGH
RAILROAD (March 22, 1886)
_President_, CHARLES PARSONS, New York
_Vice-President_, CLARENCE S. DAY, New York
_Secretary and Treasurer_, J. A. LAWYER, New York
_General Manager_, H. M. BRITTON, Oswego
_Supt. of Transportation_, W. W. CURRIER, Oswego
_Gen'l Freight Agent_, E. M. MOORE, Oswego
_Gen'l Pass. Agt._ (Acting), G. C. GRIDLEY, Oswego
_Gen'l Baggage Agent_, T. M. PETTY, Oswego
_Gen'l Road Master_, H. A. SMITH, Oswego
_Supt. of Motive Power_, GEO. H. HASELTON, Oswego
_Assistant Superintendents_
W. H. Chauncey, Oswego
J. D. Remington, Watertown
W. S. Jones, DeKalb Junction
_Agents_
Suspension Bridge, G. G. Chauncey
River View, J. B. S. Colt
Lewiston, Samuel Barton
Ransonville, D. C. Hitchcock
Wilson, G. Wadsworth
Newfane, F. S. Coates
Hess Road, C. Sheehan
Somerset, Thomas Malloy
County Line, G. Resseguie
Lyndonville, B. A. Barry
Carlyon, T. A. Newnham
Waterport, A. J. Joslin
Carlton, O. Wiltse
East Carlton, J. C. Wilson
Kendall, J. W. Simkins
East Kendall, George L. Lovejoy
Hamlin, C. S. Snook
East Hamlin, D. W. Dorgan
Parma, L. V. Byer
Greece, W. E. Vrooman
Charlotte, H. N. Woods
Pierces, Chas. Ten Broeck
Webster, F. E. Sadler
Union Hill, C. B. Hart
Lakeside, I. H. Middleton
Ontario, George M. Sabin
Williamson, J. E. Tufts
Sodus, J. P. Canfield
Wallington, E. T. Boyd
Alton, H. S. McIntyre
Rose, A. A. Stearns
Wolcott, W. V. Bidwell
Red Creek, S. G. Murray
Sterling, W. A. Spear
Sterling Valley, W. R. Crockett
Hannibal, A. D. Cowles
Furniss, G. Hollenbeck
Oswego, F. W. Parsons
" Ticket Agent, T. M. Petty
East Oswego, F. W. Parsons
Scriba, R. M. Russell
New Haven, E. W. Robinson
Mexico, R. E. Barron
Sand Hill, W. K. Mathewson
Pulaski, W. H. Austin
Richland, T. Higham
Holmesville, C. L. Goodrich
Union Square, F. A. Nicholson
Parish, C. J. Lawton
Mallory, R. E. Brown
Central Square, J. P. Tracey
Brewerton, C. R. Rogers
Clay, Wilber Hatch
Woodard, A. J. Eaton
Liverpool, F. Wyker
Syracuse, M. Breen
" Ticket Agent, Jennie Kellar
Fulton, F. E. Sutherland
Phoenix, O. C. Breed
Rome, J. Graves
" Ticket Agent, A. G. Roof
Taberg, S. A. Cutler
McConnellsville, G. Gibbons
Camden, H. A. Case
West Camden, D. D. Spear
Williamstown, E. B. Acker
Kasoag, J. A. Frost
Albion, J. Buckley
Sandy Creek, W. J. Stevens
Mannsville, J. G. Clark
Pierrepont Manor, L. V. Evans, Jr.
Adams, D. Fish
Adams Centre, W. H. McIntyre
Rices, Miss L. A. Ayers
Watertown, R. E. Smiley
" Ticket Agent, Pitt Adams
Sanfords Corners, M. H. Matty
Evans Mills, F. E. Croissant
Philadelphia, C. T. Barr
Antwerp, Geo. H. Haywood
Keenes, W. E. Giffin
Gouverneur, A. F. Coates
Richville, W. D. Hurley
DeKalb Junction, E. G. Webb
Canton, J. H. Bixby
Potsdam, J. O'Sullivan
Norwood, M. R. Stanton
Rensselaer Falls, A. Walker
Heuvelton, H. B. Whittemore
Ogdensburgh, E. Dillingham
Brownville, G. C. Whittemore
Limerick, F. E. Rundell
Chaumont, W. A. Casler
Three Mile Bay, A. H. Dewey
Rosiere, Joseph Burgess
Cape Vincent, I. A. Whittemore
_Superintendent of Motive Power_, GEO. H. HASELTON, Oswego
_In Charge of Repairs_
Syracuse, John Knapp
Watertown, B. F. Batchelder
Rome, W. D. Watson
_General Road Master_, H. A. SMITH, Oswego
_Division Road Masters_
Suspension Bridge, Geo. Keith
Oswego, S. Bishop
Syracuse, S. Littlefield
Rome, A. M. Hollenbeck
E. Dennison, DeKalb Junction