A Difficult Task Successfully Accomplished
How the Work Was Done
Trains Running Regularly Saturday
A few years ago the Delaware, Lackawanna and Western Railroad Company changed the gauge of the Utica and Norwich division from four feet eight and one-half inches to six feet, in order that it might conform with the broad gauge of the main line, and save the expense and trouble of transferring passengers, freight and coal. The change was an expensive one, but it worked very well for a time, and probably answered the purpose for which it was made.
Recently, however, the company has been looking beyond its present limits in the direction of the far West, so as to have a through route to New York, Philadelphia and Baltimore. in order to make such a route successful it was necessary that the gauge should be uniform to save the expense of transfers. The election of Sam Sloan as president of the Michigan Central Railroad is one of the points in the plan in completing the through route. The company now has western connections from Hoboken, Philadelphia and Baltimore via Binghamton, Syracuse, Oswego and Utica via the Rome, Watertown and Ogdensburg and Lake Shore roads to the Niagara River, and Canada at Lewiston. When the through connections are perfected the Delaware, Lackawanna and Western road expects to enter the field in competition with the present trunk lines.
The Change of Gauge
Preparations for narrowing the gauge were commenced several months ago. It involved an expenditure of over $1,500,000 for labor, new rails, changing the running gear of the thousands of coal jimmies, gondolas, freight and passenger cars, locomotives, switches, main and side tracks, etc. A large amount of new iron and steel rails was distributed over the road. The work on the rolling stock has been going on at the company’s shops in Scranton, and much more remains to be done. Five wide gauge locomotives and a number of coaches and cars remain in this city where they are to be narrowed. This will give employment to a large number of men.
In preparation for Saturday’s task Superintendent Christman, of the Utica division, arranged to have the necessary number of new rails cut, fitted and distributed along the line of the road as early as possible. The task of changing the gauge of the Richfield Springs branch was commenced and nearly completed Friday. All the work would have been done in one day if some of the men had kept up their ends.
Saturday’s Work.
All of Friday was spent by Superintendent Christman in distribution of men and tools over the route. The Utica and Black River, Rome, Watertown & Ogdensburg, Albany and Susquehanna roads loaned the D.L.& W. Company gangs of experienced tracklayers, who did excellent work, Saturday. The accident at the Oriskany Falls bridge, and a broken axle on another train, Friday, delayed the distribution somewhat. Superintendent Christman was expected to reach Utica at 3 a.m., with the last wide gauge train, but the mishaps mentioned above delayed him until 5 a.m., when his train and Major Everts, both wide gauge, steamed into the Utica yard, the last over the six feet track.
Lively Spike Pulling.
Immediately afterward, Engineer Johnson and the “Chenango,’ with four narrow-gauge coaches, one tool car, Superintendent Christman, Conductor Adams, and a Herald reporter and a number of men, rode out of the yard, the first narrow gauge train on the route. The first obstruction was the switch at the Midland crossing on Schuyler street. Here Foreman Frank Eberle, with a gang of experienced men, were found completing the last blows on the switch connections and it was quickly finished. Then the men pushed on to the canal branches where harder work was in store, owing to the misfit of some of the rails at the switches. the men went to work with a will and shortened the rails, making the iron chips fly lively.
About four miles of new iron had been laid in advance between the rails of the broad gauge, but the switches could not be changed until Saturday. As fast as possible the inside spikes were drawn and replaced 7 1/4 inches inward on both sides and the rails were pushed against them, leaving the outside line of spikes untouched for the present. The New Hartford switches were found all changed, Foreman Brown with another gang of excellent trackmen met this side of Washington Mills, and the party of 32 men under the direction of Superintendent Christman pushed on.
Work was continued at and near Washington Mills until noon, when the laborers were provided with an excellent lunch, milk and sweet cider. The day was quite warm and work on the track was particularly hot, but this party took pride in its work and did not lose a minute.
A Pleasant Variation.
Track laying becomes monotonous after a time and the variation anxiously looked for by our reporter, came in the form of a very agreeable young lady. She had walked three miles to Washington Mills, with the hope of getting to Sauquoit by railroad, from which point she had two and a half miles farther to walk. The lady was not disappointed, although the train moved ahead rather slowly. A lady’s voice is agreeable at all times, but in contrast to the sounds made by the cutting of rails, driving of spikes, whistling and exhausting of the locomotive, nothing more harmonious could be imagined. As a model of patience this fair companion on the first narrow gauge train cannot be forgotten.
Slow.
Conductor Ferrell started out of Utica at noon, with a passenger train and the mails, coming up with Superintendent Christman’s train at Washington Mills, and following it to Richfield Junction. The work of changing the gauge on the grade and curves beyond the Mills station was very difficult. The heat of the day expanded on the new iron that had been cut and measured in cold weather, and it had to be cut again. The amount of expansion in new solid rails is surprising to the uninitiated. In laying them, chips are generally placed between the joints to allow for expansion. If laid tight in cool weather the rails “bow” and frequently fly out, in spite of spikes, chairs and “fish joint” plates. It was expected that the gang under McAneerny working northward from Clayville would make better progress than it did, but that excellent foreman was unfortunate in getting a number of inexperienced and worthless men to assist his own.
Conductors Everts and Ferrell came up finally and assisted in putting new life into the lazy ones and cheering the weary and willing. Chadwick’s was passed at 5 P.M. and Sauquoit was reached at 6 P.M. There were four narrow-gauge trains on the road then, Conductor Hall, of the Richfield Springs branch train, following Major Everts’ train. From Sauquoit the trains pushed on, stopping twice to cut expanded iron and getting along nicely until they got near Richfield Junction.
Clayville turned out about 7 P.M. with quite a delegation to greet the party. Foreman W. Siebert and his men were found at work there, but there was quite a gap at the switch which had to be changed. The nearly exhausted men of Superintendent Christman’s party turned out cheerfully and assisted in finishing this job by the light of lanterns by 9 P.M. Foremen W. and J. Siebert had more difficult tasks than the others on account of having to work on “chair” iron, which caused them to lose more time than those having “fish joint” rails.
A Model Official.
As we have remarked before, Superintendent Christman was out from an early hour Friday, and all through Friday night, preparing for the change. Without rest or sleep he turned around at 5 A.M. Saturday, and began working with the laborers. From the Midland switch in Utica, at 6 A.M. to the hour of completing the work at Richfield Junction, at 8:30 P.M., this popular and energetic official took a hand in with the track layers, driving and drawing spikes as expertly as if he had spent his whole life on the track. He led the oldest workmen and hired many of them out. When the trains reached the Junction, his labors were not complete. He was overwhelmed with telegrams from all points on the road asking for orders and instructions, and there was no rest until 11 P.M., when he took a seat in the coach by the Herald’s reporter, divided his supper, and almost fell asleep while eating, perfectly exhausted.
Completed.
Labor as incessant and fatiguing as this, deserved the success which attended it. As soon as the gap at the junction was completed, Conductor Ferrell’s train was allowed to pass on to Binghamton as fast as it could go, so that it could be immediately put about for Utica. Major Everts’ train passed on, making the regular stops for passengers, mail, and express freight, and Conductor Hall took the first train over the Richfield branch since Thursday evening, having Mr. T.R. Proctor, Rev. T.D. Cook and others as passengers.
Homeward Bound.
Superintendent Christman at first intended to go on to Brisbin to bring back the Utica and Black River and R.W.& O. trackmen, but the hour was so late that they were provided with sleeping accommodations and the party returned to Utica, reaching this city at 12:30 A.M. Sunday, everybody well nigh exhausted.
Good Work.
The Utica division, including Richfield Springs branch, is 106 miles in length. About 630 men were employed in the task of changing the gauge. They were divided as follows:
Superintendent Christman and Foremen Eberle and Brown, 32 men, 9 miles; Foreman McAneerny, 35 men: Foreman Siebert, 44 men from Paris Hill to the junction; Foreman J. Siebert from Waterville to Paris, 5 3/4 miles (4 of chain iron) 40 men; Foreman Willison Sullivan, 38 men, 7 miles; Foreman Hogan, 12 men, 1 1/4 miles: Foreman Shaw, 6 miles, 37 men; Foreman Savage, 6 miles, 32 men; Foreman Diamond, 20 men; Foreman Laden, 5 1/4 miles, 40 men; Foreman Milon, 35 men; Foreman Edwards, 34 men; Foreman Crandall, 45 men; Foreman Yoeman, 43 men; Foreman Killala, 38 men.
The length of the work done on some of the sections can not be given, as some of them completed their work and helped others out as was the case with the Utica gangs. Foreman Laden, of Norwich, was the champion, having changed 5 1/4 miles of rails with 40 men by 12:30 P.M.
The Main Line.
The change was effected upon the main line and the Syracuse and Binghamton route as promptly as was expected but we have no details. From Great Bend eastward the work was made easy on account of the double track. One track was changed while the other was operated upon the broad gauge. Through trains were run on Saturday evening.
Fortunate.
This task on the Utica division was fortunately completed without accident or injury to persons or trains. When our reporter started out he expected to have one or two “run offs” to record, but nothing of the kind took place. In going forward and returning the train rode as smoothly as if the rails had been laid for years. The road bed is in excellent condition.
More Work.
Although the hardest part of the job has been done, considerable remains to perfect the road. The main object in view Saturday was to open a single narrow gauge route to Binghamton and New York, leaving the side tracks, freight and coal branches to be narrowed up today and tomorrow. Switches, turn-outs, turntables, etc., will be put in order today, and many other odd jobs incident to the change will be perfected.
Trains will be run regularly today from all points. Superintendent Christman went over the road yesterday at 6 A.M. and returned at 4:30 P.M. He reports the track to be in excellent condition. A through freight passed over the division yesterday without interruption. A new timetable is expected June 12.
Good Men.
The trackmen borrowed from the Utica and Black River and R.W.& O. roads are highly complimented for their good work. They were sent home last night. They were paid $2 per day and in proportion to overwork the company furnished board and lodgings.
Source: Utica Morning Herald. May 29, 1876. Provided by Richard Palmer.