Monroe County NyArchives History - Books .....Transportation Developments 1957 ************************************************ Copyright. All rights reserved. http://www.usgwarchives.org/copyright.htm http://www.usgwarchives.org/ny/nyfiles.htm ************************************************ File contributed for use in USGenWeb Archives by: Joy Fisher sdgenweb@yahoo.com January 23, 2007, 5:19 pm Book Title: Irondequoit Story TRANSPORTATION DEVELOPMENTS Ferries over the Genesee River The first ferry used at the mouth of the Genesee River was built in 1851 and operated by Phineas B. Cook. By hand-winding a drum, the boat was slowly hauled back and forth on a chain that stretched across the river, and sank when the boat was on either shore to enable sailing vessels to pass. Sometimes a strong wind blowing from the wrong direction, or a strong current, forced the ferry from its mooring and carried it down the river. In this case it required a number of strong men to haul it back: They would attach a rope to the ferry and by walking along the bank pull it back into place. Of course, the boat was very unreliable as weather conditions regulated its schedule. Men waiting to cross with loads of fruit and vegetables bound for the boat about to leave for Canada, were often disappointed and had to return to their homes. At this time, the only road leading to the river was the old Eaton Road. The steep hill on Thomas Avenue made it almost impossible to travel with a loaded wagon, and the general traffic was down Eaton Road to Thomas Avenue and then across the marsh to this ferry landing. It was not always a safe road to drive over, especially when the wind was from the northeast, blowing in from the Lake. If the water was high, it covered the marsh. This old ferry landing was also known as Paint Mill Landing because there was for many years a large frame building here, used for the manufacture of red iron-ore paint. About the time that Ontario Beach on the west side of the river and Summerville on the east side were becoming resorts, the old ferry at the Paint Mill was abandoned, and a new boat called "The Yosemite" was built. This boat was placed in service in 1875 and operated by G. B. Manning. It plied the river near the high towers that carry the electric current over the river at the end of Beach Avenue and Summerville Boulevard. The Yosemite ran for several years before trolley lines to either Charlotte or Summerville were constructed. The Company controlling the operation of the ferry was called The Summerville-Charlotte Ferry Co. This boat, like its predecessor was operated by a winch, and as the river is 500 ft. wide at this point between the piers, it required a very heavy chain upon which it could be propelled back and forth. The heavy swells and seas running up the river played havoc with the ferry. If the boat got caught in these heavy swells it was generally torn loose, in which case it would bob around like a cork. The Yosemite was in use until 1894, when in the early spring with the breaking up of the river-ice, it was carried far out into the Lake and no one ever knew what became of it. But at this time passenger traffic was increasing from both sides of the river. In the fall of 1893, the Charlotte-Summerville Ferry Co. had been assigned to the Rochester and Irondequoit R. R. Co. This company issued stocks and bonds to be used for the purchase of the rights of franchise and property of the Ferry Co. The Company then authorized the building of a new boat, which was completed in the summer of 1894 and christened "The Windsor". Built by an experienced ship builder, Mr. Joseph Doyle, this boat was 75 ft. long and had a beam deck 50 ft. wide, which was covered with planks 4 inches thick. The vehicular area was 22 ft. wide for the entire length of the boat. On both sides of the vehicular area was the space reserved for pedestrians. The Windsor was entirely covered with a curved roof. The boat had a government license to carry 200 people. It was equipped with a large steam boiler and double-action marine steam engines. These were on one side of the boat, while the winches were on the other; thus the boat was well balanced. The links of the chain on which it ran were made of iron an inch in diameter. In every way, it was a well built craft. William F. Andrews was Captain of the Windsor for 30 years and had an accident-free record for that entire period. Summerville Boulevard St. Paul Boulevard, from the time that it was part of the old Merchants' Road until 1893 when it was improved, was one of the poorest of the roads in this section, primarily because of the gully at the intersection of Pinegrove Avenue and the Boulevard. This gully was 100 ft. deep and 300 ft. in width and few traveling over it now can picture what it was like before it was filled in. The boulevard was first improved by private interests. In 1893, the Irondequoit Turnpike Co. was formed with the following as officers. President-John N. Beckley Secretary-W. B. Ellwanger Treasurer-Frederick Cook Superintendent-Ira W. Ludington These men were all interested in Windsor Beach or Summerville property, the Ferry Boat, and the Railroad that ran to Windsor Beach and Summerville. The Turnpike Company received a state charter to construct the boulevard and collect the toll. They widened the old road to 80 ft. by purchasing land on either side all the way from the city line to Cole Road (now Colebrook). They also purchased the right of way 80 ft. wide from Cole Road to the Lake through the Cole and Bietry Farms. Up to this time, the boulevard had ended at Cole Road and in order to reach the Lake, one had to drive down Cole Road to Washington Avenue and thence to the Lake. This toll turnpike road was built at a cost of $75,000, a large sum of money in those days. The Company named it Summerville Boulevard but this was changed later to St. Paul Boulevard. For many years after it was opened to traffic, this was a popular drive out of Rochester. A toll gate to regulate traffic was located near the present intersection of Scholfield Road. Some, endeavoring to avoid the toll, would drive down Hudson Avenue and Cooper Road (then called Lower Hudson) but the company took care of that by erecting a second toll gate at the junction of Cooper Road and the Boulevard. The first keeper of the toll gate was Mr. William Peck. He and his wife collected toll for four years, during which time they lived in the two-story square building standing between the street car tracks and the road at what is now Scholfield Road. The rate was 3 cents for a bicycle and 5 cents for buggies and wagons, with an additional nickel being charged for each passenger. Persons living within a half mile radius of the gate were exempt. George Leake followed Mr. Peck as toll keeper, and on a November day in 1910 Mr. Leake collected the last toll. The toll house was soon closed and moved to nearby Wimbledon Road where it still stands, remodeled beyond recognition and now used as a dwelling. The Town of Irondequoit was given a deed to the right of way and the Rochester and Turnpike Co. went out of business. In 1912, the asphalt-paved boulevard was completed from Dake's corners north to the Lake, a distance of two and a half miles. In 1914 this was extended south to the City Line, a distance of two miles. The cost of these two improvements was $100,000, of which the town paid 35%. In 1929-1930, a still better road was necessary to take care of the increased auto traffic, so a much wider pavement was laid over those four and one half miles. This time the cost was $300,000. To meet it, each property owner having frontage on either side of the road, was assessed at the rate of $10 per running foot on each side of the road. Mr. Charles Salmon had the greatest frontage and the cost to him was $20,000. Sodium lights were installed on the boulevard in 1936 at a cost of $16,000. One of the pins and accompanying badge issued on the occasion of the "Path of Gold" Lighting, July 29, 1936, has been added to the Town Historian's file by Mr. Fred Hussey, Town Clerk. The Bicycle Age In 1893 when St. Paul St., as it was then called, was made into a smooth gravel boulevard, it soon gained popularity with the riders of bicycles and Summerville Boulevard was born. Ask any old-timer what made the Gay Nineties gay, and he'll tell you, if his memory is functioning efficiently, that the bicycle made a bigger contribution to that happy time than any other one thing. Men and women who were boys and girls in the 1890's will tell you that that was a time of the "bicycle craze." The number of bicycles in use in Monroe County exceeded 40,000. Two million bicycles were manufactured in the United States in 1897, the all-time high. St. Paul Boulevard became the most popular road leading out of the city. There were more Club Runs and Club Road Races held there than on any other road around Rochester. As many as a dozen Cycle Clubs were formed at this time, not counting the; many Church and Fraternal Clubs for bicyling. Of course, outstanding riders developed. Mr. Charles Peiffer says he can remember nearly thirty fast riders. They all took part in the many races along the boulevard, and the thrills they gave the spectators will ever be remembered. Mile posts were set up on the east side of the boulevard in 1894, between the car tracks and the road, for riders to time their speed. The long hill from Cole Road (now Colebrook) to the old wooden railroad bridges was where the greatest speed was made. The large tree near the Ferry boat landing was circled by the racers for the return trip. Among the prizes offered in the various events were: a music box, which would play as many as eight pieces; a gold and silver shaving mug with brush; a gold headed cane; a diamond shirt stud; an elegant oak rocker; and a Mackintosh coat. Carryalls Horse cars began to be used in Rochester about 1880, but anyone traveling into the country had to find other means of transportation, and that was when Carryalls had their day. Carryalls were extraordinary in appearance, especially the ones used by the Kalmbach Brothers, Henry and Jacob, who had their stable on Maria Street in Rochester. Their popular model was painted maroon with gold lettering and striping. There were good brakes, a bugler, cushions, curtains and accomodations for 24-40 passengers. Some of the larger of these, such as the Higgins "49," required teams of four to six horses. The driver was seated very high on the coach and the lead team was sometimes forty to sixty feet from him. It did require sjdll on the part of the driver, but the teams were usually well-trained and dependable. It was quite a sight to see these fine horses, in their highly-polished, brass-trimmed harness, hauling what looked like a circus wagon loaded with people. Carryalls were the last word in rural transportation. It was quite the custom to picnic at the Newport at that time, and Carryalls were hired to take small groups there, remain all day with the party, and then bring them back to the city in the evening. Sometimes, as many as twenty Carryalls could be counted backed up against the hill at the extreme end of the ground, a horse show in itself since Higgins' Livery was noted for its fine horses. These conveyances were also engaged to take people to affairs at Schuetzen Park, to various outings at resorts on both the Lake and Bay, and to Charlotte for the Blessing of the Graves at the Holy Sepulcher Cemetery. They were kept especially busy on Sundays and holidays, for that was when crowds sought the resorts. When the Glen Haven Railroad was built in 1888, Carryalls went on the wane and when the trolley line to Summerville was installed in 1903, their era had passed. Early Railroads ROME, WATERTOWN AND OGDENSBURG The tracks of the Lake Shore Railroad, later to be known as the Rome, Watertown and Ogdensburg Railroad, were the first to be laid in the Town of Irondequoit. The road was completed in 1875. The Irondequoit section, although only four miles of the total distance of the road, was not an easy stretch to build. The filling-in necessary for the span over the outlet of Irondequoit Bay required an average of from 12 to 15 teams and wagons and about 50 men working two winters and one summer to do the work. The dirt was brought from the hills both on the Irondequoit and Webster sides of the Bay. There was also a vast amount of filling-in to be done west of Sea Breeze and across the marshes west of Durand Eastman Park over to the Genesee River. In fact, the distance from Oklahoma Beach on the Webster side to the west side of the river at Charlotte was considered the most expensive part of constructing the railroad, Each township, through which the railroad passed, was expected to sell or subscribe for a certain amount of bonds. Webster bought heavily in order to have the railroad pass through their village. Irondequoit never benefitted very much from the road. Perhaps if the road had not been built, our lake front would have been far more beautiful: Rock Beach is a sample of what the entire front might have been. In 1891, this road was purchased by the New York Central. ROCHESTER AND LAKE ONTARIO RAILWAY "DUMMY LINE" The State Charter for this steam railroad was granted June 3, 1879. The Company was capitalized at $65,000 and par value of the stock, at $100 per share, was subscribed by 42 holders. The officers, all of Rochester, were: President-Michael Filon Vice-President-Norman H. Galusha Secretary and Treasurer-Nathaniel B. Ellison The Company purchased several acres of land on Portland Ave, opposite Bay Street and here a station and round house were erected. These took the form of a steam railroad terminal, ticket office, waiting room, and all the other things incidental to such a place. The track, leading out of the yard here, curved across Portland Ave., between the sidewalk and the street all the way to the turn at Chapin and Mohawk Streets. Here it crossed Porland Ave. in a long bend to the west side of the street, crossed Norton St. and went on to the Ridge Road where it made a right angle turn and proceeded along the north side of the Ridge. Crossing Culver Rd., it entered on property which had been purchased by the Company and proceeded to tne northern terminus at the Sea Breeze. Here, the Company had purchased about 50 acres of land bordering on the shores of the Lake and the Bay, for the purpose of constructing a summer resort to attract passengers to the Lake. After the train left the station at Rochester, the first stop was at Norton Street. There were further stops at Ridge Road and Portland, Whipple's Station which was just east of Bouckhart Ave., Forest House, Newport Crossing, Ide's Lane and finally at Sea Breeze. The Forest House was just about midway between the Rochester Station and Sea Breeze. At this point, a rather long turnout was built so that trains could pass. A round trip took one hour and when two trains were running, it made the schedule at each end of the line at half hour intervals. The trains left at both ends of the line at the same time so that they reached the Forest House at the same time for passing. The proprietor of the Forest House had an arrangement with the company whereby the trains would halt in front of his restaurant for at least five minutes, or long enough for passengers to purchase refreshments. This the Company agreed to, and in exchange they were given right of way across a piece of property owned by the Forest House. At first, the Company purchased eight first-class passenger cars and two locomotives which had originally been used in Philadelphia for transporting people around the 1876 Centennial grounds. The locomotives weighed eighteen tons each and were built for power and speed. Called Number 1 and Number 2, they were the "dummy" type first used in Philadelphia and on the elevated railroads of New York City: that is, the boiler was enclosed for its entire length so that the engineer and fireman could walk on either side of it while the train was in motion. About ten years later, two more passenger cars and another locomotive were purchased. The latter, named Number 31, weighed thirty-five tons and proved unsatisfactory because it was too heavy for the rails. From Bay Street to Clifford Avenue, the train was allowed to travel ten miles an hour; from Clifford to Norton Street, not over twenty; from Norton Street on, the speed was not limited. The bell was rung continuously as a warning to people along the way. From the first year, the railroad was a success, financially and otherwise. It became a very popular way of reaching the Lake, and on Sundays and holidays it carried thousands of people to Sea Breeze. From 1879 to 1895, the Dummy Line prospered. After 1895, when extensive improvements had to be made, such as new and heavier rails, repairing of cars and locomotives, building of hotels and pavilions at Sea Breeze, laying out of walks, erecting small bridges, and planting shrubbery to beautify the grounds, the road's financial status was set back for the next three years. On Sunday April 30, 1899 at 3 P.M. an accident occurred at the corner of Portland Ave. and the Ridge Road. When the engineer tried to slow down to make the turn on the Ridge, the brakes failed to work. The engine could not be reversed in time and though the locomotive made the curve, the first coach, packed with passengers, rolled over and slid some 60 ft. before stopping. The second car, an open coach, slammed against the rear of the first, and tumbled over, striking the porch of the Schooley home at the corner, and demolishing it. The remaining three coaches did not leave the track but the passengers were badly shaken up. One man was killed in the wreck and more than one hundred were injured, some seriously. The Rochester Herald of May 1, 1899 printed a full description of the disaster. It can be read to-day on microfilm at Rundel Library. Mr. George Hunt was an eye witness to the wreck, and he said that the ambulances could not take care of all the injured and his father took his team and market wagon and, laying blankets on the floor of the wagon, carried several to the hospital. Many suits for damages were filed against the railroad and the Company petitioned for bankruptcy. In December 1899, the Company was sold and a new company, the Rochester and Suburban Railroad was formed. The new company changed the motive power from steam to electricity and constructed a large power house and car barns on the site of the steam terminal at Portland Avenue. Four enclosed trolley cars were purchased for winter use and ten open cars for mild weather. The old steam railroad equipment was disposed of and the three locomotives- No. 1, No. 2, No. 31-were sold and shipped to coal mines in Pennsylvania. In August of 1900, the Rochester and Lake Ontario Railroad Company merged with the Rochester and Suburban Company. From 1900 to 1905, many improvements were made on the Sea Breeze Line including double tracking of nearly all of its length. And finally in 1912 after the Ridge Road was widened, the company laid double tracks the entire distance from Bay Street to Sea Breeze. The Rochester and Suburban Company was taken over in 1909 by the New York State Railroad Trolley system. The trolley line was abandoned in 1936 when buses were installed and the Rochester Transit Corporation became the owners in August 1938. WINDSOR BEACH RAILROAD The Windsor Beach Railroad, built about 1884, was a very short line built along the east bank of the Genesee River and connected Rochester with Windsor Beach and Summerville. Its southern terminus was where Bausch and Lomb Factory is now located. The station was called Brinker Station and named for a General of the 54th Regiment, who was one of the prime promoters of the Railroad. General Brinker owned property at the Rifle Range and a race track on the Flats where he had a large barn and stables and was said to have kept 40 to 60 horses. The railroad followed close to the river on the east side and carried passengers via Brinker's race track and picnic grounds to Windsor Beach and Summerville. The officers of this road were: President-Bernard W. Tone Secretary-William C. Bush Treasurer-William Purcell All of these men were interested in promoting Windsor Beach and Summerville as resorts. In 1886, the Rome, Watertown and Ogdensburg Railroad purchased this railroad and thus forced an entrance into Rochester through Irondequoit. The line was then extended across St Paul St. and over the river to State St. where the company opened a passenger and freight station, in the old Warham Whitney home. Passenger service has long been discontinued on this road although it is still used for freight. GLEN HAVEN RAILROAD The Rochester and Glen Haven Railroad made plans in 1887 to build a 3 ft. gauge steam railroad from East Main and Chamberlain Streets in Rochester to Glen Haven on Irondequoit Bay. An office was opened on December 10, 1887 and construction started in the fall of 1888, but the line was not opened for business until June 18, 1889. After August 1 of that year, trains began to run to Glen Haven every hour. There were 115,582 passengers carried during the year ending June 30, 1890. The line extended from the station on East Main Street across Culver Road just south of Grand Ave., thence east over Merchants Road where it curved over the Laurelton Tract and under Clifford Avenue (Empire Boulevard). Then it entered the scenic ravine running through the Pardee and Bauman farms, made a grade crossing at Helendale Road and continued on to the Bay. There were therefore four highway crossings on the route. Two steam locomotives weighing 23 tons each were used. There were 12 flat-1 cars, one baggage car and five passenger cars at a total cost of $120,000. The cars were heated by coal stoves and illuminated by flickering oil lamps. Capital stock was $98,000 and equipment was valued at $182,000. On September 23, 1890, the company filed a report showing earnings of $12,867 and operating expenses of $19,779.40. Thus financially embarassed, The Rochester and Glen Haven Railroad sold out, on February 8, 1893, to a new company incorporated under the name of The Glen Haven Railroad Company. Business continued to be poor and in 1895 no trains were run. On September 30. 1895 the road was sold at foreclosure to the Irondequoit Park Railway with C. C. Woodworth, President and Thomas Lynn, Superintendent. The Irondequoit Park Railway was chartered on October 10, 1895. The road up to this time had been a 3-gauge road but the new owners rebuilt the road to standard gauge (4.8 ft.), electrified it and used 60 lb. rail. It was reopened for business on May 30, 1896 and a total of 45,000 people was handled by 10 open cars during the first year. A power plant was installed in 1896. Cars were run every 20 minutes. Motormen and conductors received 15 cents an hour; starters, trackmen and others, 12 1/2 cents an hour. Two years later, 14 cars and 5 trailers handled 140,000 passengers. As was the custom in all parts of the United States, the trolley company purchased land at some favorable location for the purpose of establishing an amusement park which in turn would mean a tremendous growth in the railway's passenger business. In this case, the first sod was turned for the Glen Haven resort on September 11, 1899. Irondequoit Park Railway cars were double-end, with one trolley pole which was swung around with a rope so the car could be operated from either end. They had wooden seats for 32, hand brakes and electric lights. The vestibules were open on one side, and there was a screen there which the motorman kept closed. On April 1, 1901 the property was leased to the Rochester and Sodus bay Railroad for a period of nine hundred and ninety-nine years at an annual rental of $5,000. This agreement became void on July 24, 1902 when the line was merged with the Sodus Bay Railroad. It was then double-tracked to Glen Haven and cars ran from the center of Rochester direct to Glen Haven Park. On July 31, 1902 the Sodus Bay subsidiary was leased to the Rochester Railway Company and on March 22, 1910 the New York State Railways took over. The line was discontinued in 1927. ROCHESTER AND IRONDEQUOIT RAILROAD On the 19th of May in 1903, another Company was incorporated called the Rochester and Irondequoit Railroad Company. This was an electric trolley line which extended from the city line or Ridge Road down St. Paul Boulevard to the Lake. The Company's main office was at Summerville. This company purchased, over a great part of the distance, a strip of land 17 ft. wide on either side of the present boulevard and tracks were constructed on this right of way. The company also purchased a strip of land 80 ft. wide from Cole Rd. to the Lake, a distance of about a mile, in order to provide a direct route to the ferry. Also operating under the title of the Windsor Improvement Company, this concern purchased many acres of land both at Windsor Beach and at Summerville, mostly from the Bietry farm, upon which they erected, at Windsor Beach Park, a large hotel. They laid out the White City grounds into streets, planted shade trees and otherwise beautified the grounds. At the car ferry landing, they erected a large pavilion known as the "Round House." Additional Comments: Extracted from: IRONDEQUOIT STORY A History of the Town of Irondequoit (Suburb of Rochester, County of Monroe, State of New York) COVERING THE YEARS 1839-1957 Collected and Compiled by MAUDE I. WEST, Town Historian Published by The Town of Irondequoit File at: http://files.usgwarchives.org/ny/monroe/history/1957/irondequ/transpor7ms.txt This file has been created by a form at http://www.poppet.org/nyfiles/ File size: 26.0 Kb