By Jerry Sayles
As I started research on this subject I was going to write about the Plank Road that extended from Norwich NY to South Otselic NY, through the towns of Norwich, Plymouth, Pharsalia and Otselic over the distance of sixteen miles. I found that there is so much wrong information out there even in State reports that I would like to set the record straight if possible. In the course of finding information and corroboration on this road I noted that there were a number of other plank roads in Chenango County. I will focus on the Norwich and Otselic Plank Road Company with mention of others as I go, also I will share the overall period of plank road construction in New York State.
The Plank Road era in North America started in Canada around 1836 and was studied by a man named George Geddes, a Syracuse, New York engineer. He made a trip to investigate the Canadian roadways and started to promote this style of road in New York. The first company formed was the Salina and Central Square Plank Road Company. Commencing on April 12, 1844, they completed the first sixteen and one-half mile road on July 18, 1846 for $23,000. Other companies quickly followed suit; enough so that New York State made a general incorporation law in 1847 to regulate these businesses and the tolls they charged. By 1854 more than 340 plank road businesses built 3,500 miles of road in New York State alone. These roads were a boon for agriculture and farm to market transport, also for faster, smoother travel by stage as well as mail delivery.[1]
These roads were built two lanes wide, one lane of wooden plank for laden wagons or carts and the other of dirt or gravel for un-laden wagons to give way and pass those on the plank way. At first there were no rules for the building of the roads so whatever the company built was accepted. This was a large improvement over the rutted roadways that during rain or snow and even in dry weather were very difficult to travel having had little maintenance. The planks were generally sawn from abundant Hemlock trees into three or four inches thick, six to twelve inches wide and eight-foot-long pieces. The road bed was leveled and plank laid edge to edge for an eight foot wide roadway.[2] This style did not work well and later stringers were laid level into the ground perpendicular to the planks at four foot eight inches apart, this was the width of wagon wheels so the road would better carry the loads from sinking and breaking the planks.
Plank road drawing from, Plank Road Fever in Antebellum America: New York State Origins,Daniel B. Klein and John Majewski: New York History, January 1994, page 44, Reprinted from Wm. Gillespie Manual.
When the State made the incorporation law each County in section 33, was to appoint three inspectors to oversee the building and upkeep of the roadways in their county. In section 31 of the law it stated every plank road was to be at least four rods wide (66 feet) and built to have one track of smooth hard material of timber plank for a hard and even surface, with another track to permit vehicles to conveniently pass other vehicles and to enter and exit from and to other roadways. In section 35 these plank roads were to set up toll gates no closer than within three miles of each other and may demand and receive toll of not more than one-and-one-half cents per mile for any vehicle drawn by two animals plus one half cent for each additional animal. For a vehicle with one animal a charge of three quarters of a cent per mile was the rate. For every score of sheep, swine or neat cattle, (defined as cows, bulls and oxen) one cent per mile. For every horse and rider or one being led, was half a cent per mile. (At this time, they had half cent coins). These monies are for rebuilding and repair costs of the plank road, with no more than a ten percent return going to the stockholders of the plank road company. The companies could take land for the roads by permission of each county, with certain exceptions, such as not through orchards or gardens in use four years or more without consent and compensation. There were fifty-two sections under this law, and some were for the protection of the public.[3]
The plank roads when first laid out were expected to last eight years, this was based on some that were built in Canada.[4] Except, central New York weather was much harder on the wear and tear of the road with more snow and rain, the planks would last about half that time.
When someone decided not to pay or to avoid a toll gate, it could be very expensive. A Plymouth resident passed a gate without paying his toll and was brought before Justice Carr in Norwich by the Plank Road Company and a judgment of $60 was charged.[5] Upkeep on these type of roads was a constant battle, with planks costing up to five dollars and twenty nine cents per thousand board feet, or around $1,500 per mile.[6]
The Norwich Otselic Plank Road was not the first to be envisioned in Chenango County. By January 1847 there was talk and encouragement to build a plank road from Sherburne, New York to Utica, New York. The benefit to stockholders could be from six to twelve cents dividend on every dollar invested.[7] By December of 1848 stock was being sold for the construction of a plank road between Oxford and Norwich.[8] Another was being talked of from Bainbridge to Deposit which could connect to Oxford.[9] The Oxford to Norwich Plank Road Company sold enough stock so that on May 11, 1850 proposals for construction were put in local papers to build one mile sections, a total of eight miles in length. The construction to begin June 15th and be completed by September 1st, bidders were to reply to C.F.T. Locke President and Geo. L. Rider Treasurer. This road was later to be abandoned on June 24, 1875, after a twenty-five year run.[10]
Meetings were held in December 1849 and January 1850 proposing a plank road from Greene, New York by way of Smithville to Willet and Cincinnatus. (Present day NYS Route 41) Later meetings related selling stock in that company in February 1851 the road, being built sometime after that date.[11]
By June of 1850, apparently, the plank road from Sherburne north through Earlville was operating and there was a proposal to extend the road to North Norwich, possibly to connect to a proposed road from Earlville to Smyrna to Norwich.[12] According to the 1855 map, this Sherburne extension stopped at the intersection of what is today’s NYS Route 12 and the south end of Tracy Road then back north to where it connects back to NYS Route 12, then on to Sherburne. There were records of another plank road beginning in New Berlin, New York which extended north through Columbus at least to Brookfield.[13] A plank road from Otselic, New York to Georgetown was in use from 1853 until 1865 when it was abandoned.[14] Papers were filed for a plank road in December 1850 to build a road from Coventry, New York to Ninevah along what today is NYS Route 235, later being abandoned in 1863.[15] The Farmers Plank Road Company from Greene through Smithville Flats was in operation from about 1851 until abandoned in 1869.[16] Another proposed route from Norwich to Mt. Upton was started in December, 1850 to go by way of White Store road, even selling stock but never seemed to materialize or be depicted on any maps.[17] There were a couple of others that did not seem to get beyond the first organizational meeting but those I have cited, amounted to many miles of plank roads in the county.
The first documented mention of the Norwich to South Otselic plank road stated: “The building of a plank road from this village (Norwich) to South Otselic (January 23, 1850) via the south branch of the Canasawacta creek a distance of 16 miles is also talked of.”[18] A notice of application was drawn up by February 22, 1850 to bring in front of the Chenango County Board of Supervisors on April 11, 1850.
The road would start in Norwich running along the Canasawacta to the forks in the stream above Coddington Frink’s mills (South Plymouth) through the town of Plymouth towards North Pharsalia and on to South Otselic, and to claim lands and real estate for the purpose of a plank roadway, Jonathan Wells, President, Norwich-Otselic Plank Road Company. At the same time an application for a plank road was written up for a road from Norwich through Plymouth and Beaver Meadow to just south of the hamlet of Otselic, Simon Mowry, President. This plank road did not seem to have received any real backing that I can document.[19] The meeting with the County was postponed until May 9, 1850 when permission was given to form the Norwich-Otselic Company and secure the land necessary for the Plank Road.[20] Three men were appointed as commissioners to lay out the road, Romeo Warren, Reuben Rolph and Charles Young.[21] George Gladding a cousin of B.F. Gladding of Gladding Fishline in Northwest Corners, Pharsalia, had charge of building the plank road into 1851.[22] A sawmill owned by Samuel Butts of South Otselic supplied some of the planking, contracting to furnish 60,000 board feet of timber, knot free, sawn and delivered by way of Church Hill Rd. out of South Otselic for $3.00 per 1,000.[23]
In 1851, this plank road started in South Otselic on the Gorge road that followed the gorge upstream to the east, intersecting with present day County Road 42 across from present day Perkins Pond. The road followed the route of County 42 east and then along the west branch of the Canasawacta Creek, crossing it five times before going through the water gap at North Pharsalia. The first Toll Gate was less than a mile up the gorge before the road left the town of Otselic to enter the town of Pharsalia. The road extended through North Pharsalia real close to the same roadbed of NYS Route 23 past the Frink Tavern into the town of Plymouth. At the intersection of the Center Road there was a short plank road extension of less than a half mile to the west on the Center Road. Next down the Plank was a Toll Gate between the Center Road and present-day Kirk. The road continued past Pike Hill, Chan Aldrich and Moon Hill Roads and crossed the Canasawacta before present-day County Road 16 (Which did not connect to the plank road in 1855), The next Toll Gate was opposite where the east branch of the Canasawacta joined with the west branch. The road continued through South Plymouth crossing to the west side of the creek passing into the town of Norwich and crossing the creek again onto present day Plymouth St. with the last Toll Gate on the site of the present-day Plank Road Apartments. The road turned left down Pleasant St., then right down Canasawacta St. and left onto Cortland St. all the way to North Broad St., a distance of sixteen miles.[24]
The four toll gates on the road seemed to be located in areas where you could not go around due to natural obstructions such as between the creek and a high bank or where you had to cross the stream at a bridge. As was stated earlier, the passing of toll gates was frowned upon and you could be taken to court for restitution. The State supreme court had decided, “The gate keeper has a right to receive toll for the entire distance between gates, notwithstanding the traveler has not in fact travelled on the road that distance, and his showing that he come from another direction on the road, but a short distance back from the gate where the toll is exacted, is not sufficient to exempt him from paying the full amount charged at the gate.” [25]
The road had been in use less than three years when a natural disaster threatened to end the enterprise, the storm was so severe that it made the New York City newspapers. This from the New York Herald circa September 24, 1853.
Great Rain Storm and Destruction of Property in Chenango County
We are called upon to record the particulars of the destruction of a large amount of property, caused by the most extraordinary rain storm, accompanied by about the heaviest thunder and the sharpest flashes of lightning which have ever been witnessed in this section of country. The storm commenced about 11 o’clock on Saturday night last, the 17th inst., and raged almost without cessation for nearly five hours. “The storm king was abroad in his wrath,” and peal followed peal, and flash succeeded flash, with a rapidity, power and vividness, which terrified many a faint heart, and even startled many a stout one. Those who witnessed this storm—and there are few who could have slept through it—will never forget it. Those at a distance can get an idea of its severity from the following particulars of its effects, so far as we have been able to learn:—We cannot ascertain the actual amount of damage which this storm has occasioned in this county; but it must amount, in the aggregate, to tens of thousands of dollars. The small streams rose suddenly to an unprecedented height, and in every direction we hear of, bridges, milldams, sawmills, and other buildings, being carried off by the flood.
The heaviest sufferers are the Norwich and Otselic plank road company. Every bridge on the whole road—with the exception of one near the second toll bridge, and that to greatly injured,—is swept away, and the plank for miles are torn up and carried off. The road to, gullied out in some places, and in others the banks have washed down into it and covered it up with earth and rock to the depth of several feet. The damage to the company cannot be less than four thousand dollars, and the road is ruined, and will be abandoned by the company, unless our citizens and others interested assist in repairing it.
Every mill-dam on the Canasawacta, except Crittenden’s, has been swept off, and three saw-mills— Hine’s, Frink’s, and one other. The loss of property on the Canasawacta, independent of what the plank road company suffers, must be several thousand dollars.
The bridge across the Canasawacta, at Guernsey’s mill, in this village, was carried off, in consequence of the abutment on the east side being undermined by the water. The loss to the Corporation is about $600.
On the Oxford and Norwich plank road, the plank, in many places are torn up, and the road badly gullied. The bridge across the Canasawacta, below the village, was not carried off, although one abutment was nearly undermined. The water swept over the road this side of the bridge, and tore up the road for several rods. One abutment to the bridge, near Mr. Calvin Cole’s, on the road, is carried off, and the plank tore up for a considerable distance. The damage to the plank road company stated to amount to a thousand dollars. On the Judson stream several mill-dams, mills, buildings, and bridges have been carried off. The dye house and other out-buildings belonging to the woolen factory of Guernsey & Wait on this stream, were swept away; also, a blacksmith’s shop, belonging to Mr. George Balcom. Where this stream passes under the canal, the passage was so entirely stopped by the great quantity of wood and materials brought down the stream, that, the water swept over the bank of the canal, and run into it, damaging the banks and causing a “break.”……
Upon all the small streams emptying into the Otselic, great damage has been done. Mr. Jas. C. Gladding had his dam, and a new tannery, containing a large number of hides, swept away. His tannery, which was a large one, and constructed of very heavy timber, was carried a distance of half a mile before it parted. Mr. Gladding’s whole loss, and that of his partner, cannot be less than $6,000. On the same stream, James Priest’s dam, mill and lumber were carried off. On another stream, Dow Sutton lost a barn, containing a yoke of oxen, a cow and some sheep, which have not since been heard of. On the stream by Pitcher Springs, a blacksmith’s shop, a wagon shop, a mill dam saw mill and several barns, were swept off. Not much damage was done on the Otselic……..
Not only has the amount of property destroyed been great, but in at least two instances which have come to our knowledge, human life was seriously endangered. Capt. Samuel Nye, of Plymouth, was returning home from this village on Saturday night, in a two-horse wagon, when the storm came on. When about two miles east of Frink’s mineral springs, the water came down with such force–probably on account of some dam giving way, that his wagon and horses were swept away, and he was obliged to seek safety in a tree. He remained there all night, surrounded by the raging waters, unable to get to the shore, and bearing the peltings of the “pitiless storm.” In the morning the neighbors, by felling a tree which stood a short distance from the one in whose branches he had passed the night, relieved him from his unpleasant situation. One of his horses was drowned……[26]
The destruction was immense, but the company rebuilt the plank road, apparently with some modifications as on the 1863 map the road in places and at least two toll gates had been relocated.[27] This was not the only time the Canasawacta would rage and damage the road. Earlier in the year of 1853, the Legislature authorized an increase in tolls for the plank roads. To the following rates: one horse carriages one cent per mile, if drawn by two horses two cents, passenger coaches three cents per mile if there were two horses and one cent for each additional horse. The company posted regular annual meetings in the newspapers to manage and conduct business in following years. The papers even had complaints in March of 1858 that there were rotten timbers that needed replacing, the reply follows. “This may all be true; but it does not sound very well in the ears of a few enterprising gentlemen, who have spent between $30,000 and $40,000 to open a road up through the wilderness, where no one could travel before at all.”[28]
The upkeep on these plank roads was constant and expensive and if the tolls which were set by the state, could not keep up with the repairs, the companies would sell or abandon a part, or all, of the road. This scenario happened with the Norwich – Otselic Plank Road.
“Otselic Plank Road – At the sale of this road, last week, it was bid off by J. H. Smith Esq. What Mr. Smith proposes to do with the Elephant, we have not been informed.”[29] During this time period the Plank Road passed into the hands of Jonathan Wells, Esquire, a well-known businessman in Norwich, born on what was to become the Plank Road just outside the village. Mr. Wells was at different times the Postmaster, President of Norwich Academy, Vice President and director of the Bank of Norwich. He was known for his honesty and totally against anything dishonest. “At the time he took entire control of the property it was in a worn and dilapidated state, and was the subject of much complaint from travelers and farmers. We are glad to say that at the present time, there are not only no complaints made of the road but a great deal of praise given to Mr. Wells for the good condition in which he has succeeded in placing it. He has labored almost unceasingly for the year past to make this thoroughfare acceptable to those who do business over it, and has laid out upon it as we hear, much more than the amount received for tolls, and the hope which is generally expressed that he will reap his reward in the increase of travel is but just.”[30] Apparently, the western portion of the plank road had been abandoned before this sale and was in a horrible condition and getting worse and by 1865 there were calls for someone on the Otselic end or for Mr. President Wells to extend his control to that end of the road. It did not help that in March of 1865 a bill in the state legislature for an increase in tolls was voted down.[31] My speculation is the road only went as far as North Pharsalia or to Scott’s Corners where the road turns towards the Brakel Creek, going down to Cincinnatus (present day NYS Route 23).
There were many stories on or about the Plank-road, someone once found a dead horse one winter that no one claimed to know who it belonged to, found with no harness or trace of bridle or saddle in the snow. Once a mad dog on the loose wandered from Plymouth all the way to Norwich biting animals along the way but staying away from men, which caused a leash law to be put in place for, the people’s protection.
Also, a story of highway robbery “On Tuesday evening of last week, the report of a pistol was heard in the vicinity of the toll-gate just out of the village, on the Otselic Plank road. Soon after, a man employed on the farm of Mr. Aldrich, in Plymouth, came to the gate house, and stated that he had been waylaid a short distance below, by a stranger, who demanded “His money or his life.” “Not wishing to part with either, a scuffle ensued, and the parties fell, the foot-pad uppermost. The victim saw a suspicious looking article in the hand of the villain, and threw up his hand, to prevent any disagreeable consequences. The result was the discharge of a pistol, the ball passing through the cap of the attacked and so-close to the scalp as to leave its mark there. The robber made his escape it is said with three dollars in plunder.”
Accidents and near-death experiences were if not common, they were a source of regular news to the area. A large Fireman’s fair held in South Otselic, September 14, 1855, sent an immense procession of carriages and every type of wagon and buggies that could be rented, public or private went out of Norwich up the Plank Road early that morning to arrive at South Otselic by 10 am for the festivities of the day.[32]
Like most forms of transportation there were improvements and changes. The Plank Road was no different, between the canal and the proliferation of railroads, the heavy expense of maintenance of the planks, the roads were never really profitable in rural areas, and when it became unprofitable they were abandoned or sold. By 1878, voters in Plymouth had a meeting discussing the bad conditions of the bridges and of the road, they stated if repairs were not made the town would take on the expense of any suit made for nonpayment of tolls. That same week a bridge had failed, dropping Reuben Button, his team, bobs and almost four cords of wood through onto the ice ten feet below, the bobs were smashed, amazingly only one horse was slightly injured.[33] Later that year in April 1878, “We learn that the old plank road years ago constructed between this village and South Otselic, and later purchased by G.H. Burdick, has been purchased from him so far as the towns of Norwich and Plymouth are concerned each town raising by subscription the sum of $87. No more toll-gate collections.” The Plank Road was finished and a year later “The old toll gate has been torn down. Thus disappears, another old landmark.”[34] The Norwich-Otselic Plank Road Company started March 20, 1850 and ended April 4, 1878 operated for 28 years, longer than any other plank road in the county as far as I have found. For many years even after it became a State road it was called the Plank Road. It was said that “More wood and lumber are drawn on the old plank road from North Pharsalia (12 miles) than on any other road of equal length in the county.”
There were still accidents on the road and around the old bridges on March 25, 1880, “An Almost Fatal Accident, Last Friday Coddington Frink and Isaiah Baldwin were drawing logs from up the plank road. When the forward bob struck the bridge near Horatio Slater’s shop, the kingbolt gave away, causing the end of the log upon the bob to swing into the creek, carrying the two men with it, while the other end of the log and the hind bob remained in the road. The gentlemen were thrown down a distance of about eight feet, and struck the brook where the water was about eighteen inches deep, and were completely immerged. It is almost a miracle that the two gentlemen were not instantly killed.” “North Pharsalia, Quill and Press.”[35] In July of 1880, over one hundred teams came down the plank road from Pharsalia and parts beyond and between to Norwich for the July fourth celebration.[36]
2. Chenango County a Look Back 1798- 1973, 175th Anniversary: Chenango Union Printing, Norwich NYBy 1900, State engineers were supposed to survey the plank road for taking it as a state highway, some money was set aside to start the project. The towns along the road were still looking for it to be built from Kirk to North Pharsalia in 1915, but work never started until August of 1920 and the last section to South Otselic was not completed until October 1929.[37] Some people in their 80s and 90s still refer to this highway as the plank road because their parents did. The Norwich–Otselic plank road passed out of existence one hundred and forty-eight years ago. The road in its twenty-eight year run was a transportation and economic boon to the western part of Chenango County, bringing a lot of products and supplies into Norwich during its economic heyday, making it truly the seat of Chenango County. For the road builders and owners, it turned into a bust for maintenance and weather events. So, the question is, were Plank Roads a boon or a bust?
[1] Town of Clay, Plank Roads article December 30, 2020, by Dorothy Heller Historian
Empire Magazine, June 30, 2016, by Glenn Boin, The Post Standard, History of the village of North Syracuse
George Geddes “Plan Roads” Scientific American, April 27, 1850
[2] Souvenirs of Yesteryear, Vol., 1 2001 – 2003 Donald Windsor
[3] Oxford Times, Oxford New York, Wednesday, July 7, 1847, Plank Road Law Chapter 210, passed May 7, 1847
[4] Oxford Republican, Oxford New York, Wednesday, November 10, 1847, “Plank Roads”
[5] Bloomville NY Mirror, August 29, 1853
[6] Oswego Historical .org, Plank Road Central Square
[7] Telegraph, Norwich New York, Wednesday, January 27, 1847
[8] Chenango Union, Norwich New York, Wednesday, December 12, 1848
[9] Chenango Union, Norwich New York, Wednesday, December 27, 1848
[10] Chenango Union, Norwich New York, Wednesday, May 15, 1850
Telegraph , Norwich New York, Thursday, June 24, 1875
[11] Chenango Union, Norwich New York, Wednesday, January 23, 1850
Chenango Union, Norwich New York, Wednesday, February 5, 1850
[12] Chenango Union, Norwich New York, Wednesday, June 26 1850
Oxford Republican, Oxford New York, Wednesday, January 31, 1849
[13] 1855 Chenango County Map, L. Fagan, Author and La Fayette Leal, Publisher, Norwich New York
[14] Chenango Union, Norwich New York, Wednesday, August 9 1865
[15] Chenango Union, Norwich New York, Wednesday, December 11, 1850
Chenango Union, Norwich New York, Wednesday, April 8, 1863
[16] Chenango Union, Norwich New York, Wednesday, February 5, 1851
Chenango American, Greene New York, Thursday, February 11, 1869
[17] Chenango Union, Norwich New York, Wednesday, December 4, 1850
Chenango Union, Norwich New York, Wednesday , December 18, 1850
[18] Chenango Union, Norwich New York, Wednesday, January 23, 1850
[19] Chenango Union, Norwich New York, Wednesday, March 20, 1850
[20] Chenango Union, Norwich New York, Wednesday, May 15, 1850
[21] Oxford Times, Oxford New York, Wednesday, May 22, 1850
[22] Chenango Semi Weekly Telegraph, Norwich New York, Wednesday, September 25, 1901
From the, “South Otselic Gazette.”
[23] Mid-York Weekly, Hamilton New York, July 3, 1947 (Excerpt from an article by Mrs. L.G. Lane)
[24] Map of Chenango County, 1855, L. Fagan, Author, La Fayette Leal, Publisher, Norwich New York
Copyright Old Maps PO Box 54 West Chesterfield, NH 03466
[25] Chenango Union, Norwich New York, Wednesday, June 5, 1850 from the Rome Sentinel
[26] New York Herald, New York City NY, September 1853 (unknown date)
New York Daily Times, New York City NY, Tuesday, September 27, 1853
Chenango Telegraph, Norwich New York, September 24, 1853
[27] Cortland and Chenango County Map, Publisher, A. Pomeroy + S.W. Treat, Philadelphia, 1863
[28] Oxford Times, Oxford New York, Wednesday, April 27, 1858
Chenango Union, Norwich New York, Wednesday, June 27,1858
Chenango Union, Norwich New York, Wednesday, March 3, 1858
[29] Chenango Union, Norwich New York, Wednesday, May 26, 1858
[30] Chenango Union, Norwich New York, November 22,1871, obituary
Telegraph, Norwich New York, April 6, 1859
[31] Telegraph, Norwich New York, Wednesday, July 26, 1865
Telegraph, Norwich New York, Wednesday, March 29, 1865
[32] Chenango Union, Norwich New York, Wednesday, December 1, 1858
Chenango American, Greene New York, Thursday, March 23, 1865
Chenango Union, Norwich New York, Wednesday, November 21, 1866
Chenango Union, Norwich New York, Wednesday, November 27, 1867
Chenango Union, Norwich New York, Wednesday, February 21, 1872
[33] Telegraph, Norwich New York, Wednesday, May 11, 1870
Telegraph, Norwich New York, Saturday, February 23, 1878
Chenango Union, Norwich New York, Thursday, February 28, 1878
[34] Chenango Union, Norwich New York, Thursday, April 4, 1878
Telegraph, Norwich New York, Saturday, April 6, 1878
Telegraph, Norwich New York, Wednesday, April 16, 1879
[35] Chenango Union, Norwich New York, Thursday, March 25, 1880
[36] Chenango Union, Norwich New York, Thursday, July 8, 1880
[37] Oxford Times, Oxford New York, Tuesday, February 13, 1900
Chenango Union, Norwich New York, November 30, 1901
South New Berlin Bee, South New Berlin New York, Saturday, August 14, 1920
Cortland Democrat, Cortland New York, Friday, July 29, 1927
South New Berlin Bee, South New Berlin New York, Saturday, October 5, 1929
Pictures:
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Plank road drawing from, Plank Road Fever in Antebellum America: New York State Origins,
Daniel B. Klein and John Majewski: New York History, January 1994, page 44, Reprinted from Wm. Gillespie Manual.
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Chenango County a Look Back 1798- 1973, 175th Anniversary: Chenango Union Printing, Norwich NY