History of Oneida County, New York, 1667-1878, Part 47

Author:
Publication date: 1878
Publisher: Philadelphia, Everts & Fariss
Number of Pages: 932

USA > New York > Oneida County > History of Oneida County, New York, 1667-1878 > Part 47

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

The first directors were Philip Schuyler, Leonard Ganse- voort, Jeremiah Van Rensselaer, Elkanah Watson, John Taylor, Jellis A. Fonda, William North, Goldsbrow Banyar, Daniel Hale, John Watts, Walter Livingston, Dominick Lynch, James Watson, Matthew Clarkson, Ezra L'Hom- medieu, Melancthon Smith, David Gelston, Stephen Lush, Cornelius Glen, Silas Talbot, John Frey, Douw Fonda, John Sanders, Nicholas J. Rosevelt, Daniel McCormick, Marinus Willett, Jonathan Lawrence, Philip Van Cort- landt, and James Clinton.

The plan contemplated a canal and locks around the Little Falls, on the Mohawk, a canal across the portage at Rome (Fort Stanwix), and the improvement of Wood Creek, and the Oneida, Seneca, and Oswego Rivers. The waters between Schenectady and Wood Creek were to be made navigable within five years from the 1st of Jan- uary, 1793, and to be completed within fifteen years from the same date to Ontario and Sencca Lakes. The State was to pay as a free gift to the company $12,500 whenever it should have expended $25,000 on its own account .*

In order to complete the work the company, in 1796, borrowed of the State £15,000, and in 1797 a further sum of $250,000.

The following is the most comprehensive description of this primitive improvement which we have been able to procure. It is from Jones' " Annals of Oneida County," and was originally published in Spafford's "Gazetteer of New York," in 1819:

" The canal is fed by a lateral cut from the Mohawk, which enters it nearly a mile west of the river. It had a lock of 10 feet at the eastern, and another of 8 feet at the western termination. There were also 4 locks, respectively of 4, 6, 7, and 8 feet, upon Wood Creek, within 5 miles of Rome, which were made by throwing dams across the stream. Bateaux, carrying from 3 to 15 tons, and drawing 2 feet of water, could pass; but in dry seasons with some difficulty. About 1812, it was estimated that 300 boats with 1500 tons of merchandise, etc., went through this canal annually. The canal at Little Falls (Rockton) was completed in 1795.f

" The average freights per hundred pounds, from New York to Os- wego, in 1812, were,-to Albany, 30 cents ; to Schenectady, 16 cents; to Utica, 75 cents; and to Oswego, $1.25, or $2.40 through; which included lockage, portage money, etc."

This work was, in its day, a great and useful improve- inent, and aided in no small degree in the development of the central and western portions of the State. General Philip Schuyler was the first president of the company, and its snecess was undoubtedly owing largely to his individual exertions, and to the wisdom and energy which he infused into all its councils.

The canal constructed across the portage at Rome was two miles in length, and of a capacity to admit " Durham boats" of forty tons burden. The original locks at this

place were constructed of brick, and it was fed by a canal from the Mohawk River, which intersected it near the centre. It was constructed in 1797.]

It is stated in Jones' Annals, that the brick locks did not answer the expectations formed of them, and they were taken up and more substantial materials used in their place. These bricks were of a very large size, and the first court- house at Rome was afterwards constructed of them. After the destruction of the court-house by fire, in 1848, they were again utilized in the construction of a dwelling at the corner of George and Court Streets.

George Huntington was collector, and Peter Colt super- intendent, for the Western Inland Lock Navigation Com- pany, until it was superseded by the greater work, the Erie Canal.

Of the carly manner of navigating the Mohawk and other streams in the interior, we find interesting accounts in Dr. Bagg's " Pioneers of Utica," and in a letter written by Christian Schultz, Jr., who made an extensive tour in the United States in 1807-8. The letter in question was dated " Utiea, Mohawk River, July 15, 1807." It was published in the Utica Herald of March 20, 1878.

Dr. Bagg, in speaking of the Mohawk navigation, says,-

" The earlier boats in use upon the Mohawk were Canadian ba- teaux, clinker-built, and capable of carrying one and a half or two tous up the stream, and five tons downward. They were known as three- or four-handed boats, according as they required three or four men to propel them, or, with reference to their capacity, two or three hogshead-bateaux. They were forced over the rapids with poles and ropes, the latter drawn by men on the shore. Such was the mode of transporting merchandise and Indian commodities to and from the west, until some time after the Revolution."

Speaking of the improvements of the Western Inland Lock Navigation Company, he says,-

" These improvements, which were finished in 1796, enabled boats to pass without unloading, as they had previously been obliged to do, and admitted also of the use of those of 15 tons burden. After the enlargement of the locks, they carried 20 tons or more, in high water, and 8 or 10 in what was called . full channel' water, which meant 20 inches over the rifts. These latter boats were known as Durham boats, and were in shape not unlike a canal-scow, being low and open, fitted with a ' walking-board' along the gunwale, aud with a mast, that could be raised when required.

" They were propelled by means of long poles thrust into the river and pushed from the shoulders of men, who walked from end to end of the boat, bowed almost to the face, in their efforts to move it forward. The poles had heads that rested against the shoulder, which was often galled like that of a collar-worn horse. Down the stream advantage was taken of the current, and along the straight reaches of the chan- nel, and when the wind was favorable, a sail was hoisted. The crew consisted of five or six hands, who considered themselves for- tunate when they made ten miles in one day, but were often half a day in proceeding only a few rods. The delay of unloading at Little Falls had been obviated, but it was found more difficult to force large than small craft over the rapids. Several boats usually went in com- pany, and whichever arrived first at a rift waited the arrival of the others, that the uuited strength of many might aid in the labor before them.

"From a Schenectady paper of 1803, we get an idea of the dimen- sions of one of these Durham boats, then on her first trip up. 'She is sixty-three feet keel, eleven feet wide, and two feet three inches deep. When loaded she draws two feet of water, and will carry twenty-four tons. She brought down two hundred and fifty bushels of wheat, and will next trip bring eight hundred.'

# Jones' Annals.

+ Noadiah Hubbard, afterwards a prominent citizen and the first white settler of Jefferson County, constructed the locks at Little Falls, under a contract.

# The present Erie Canal occupies the bed of the old canal at Rome, having been changed from its original location about 1844.

179

HISTORY OF ONEIDA COUNTY, NEW YORK.

" In 1791 it eost from seventy-five to one hundred dollars per ton for transportation from Sencea Lake to Albany; in 1796 the cost was redneed to thirty-two dollars, and sixteen dollars on return eargoes."

Mr. John Post, who settled in Utiea in 1790, built and operated three stage-boats, fitted to carry twenty passengers each. They were covered with oil-cloth, and had comfort- able seats.

The following extracts are from Mr. Schultz's letter :

" The passage by the Hudson from New York to Albany generally takes up from two to five days, and costs from six to ten dollars for each passenger, including board. The freight upon bulky merchan- dise is forty eents a hundred pounds weight, but heavy articles from twenty-five to fifty per cent. less.

" From Albany to Schenestadly, you havo fifteen miles over a very goodl turnpike-road ; and the freight (or wagon hire) over this portage is sixteen eents a hundrel ponn.ls weight. Many of those wagoners are great rogues, and should you chance to have occasion for their services, it will not only be well to be very careful, but likewise to make your bargain before you employ tbem, or, like me, you will have to pay for learning. . ..

" The freight from Schenectady to Utiea, a distance of one hundred and four miles by water, is seventy-five cents a hundred weight. The carriage by land is the same. This is owing to the great number of wagons, loaded with proluce, which enter the cities of Albany and Schenectady ; when, having discharged their loads, rather than re- turn empty and earn notbing, they are glad to take freight at the rate of water carriage. . . .

" I have noticed but three different kinds of boats used in navigat- ing the river. Those called Schenectady boats are generally pre- ferred, and will carry about ten tons burtben when the river is high ; but when it is low, as at this time, they will not take more than three t, four. They generally advanee against the stream at the rate of from eighteen to twenty-five miles per day. These boats are built very much after the mode! of our Long Island round-bottom skiffs, but proportionately larger, being from forty to fifty feet in length, and steered by a large swing-oar of the same length. They have, like- wise, a movable mast in the middle. When the wind serves, they set a square-sail and a top-sail, which, at a few miles' distance, give them all the appearance of a small square-rigged vessel coming down be- fore the wind. One galley, which, I am informed, is called the ' Mo- hawk Register,' bas gone at the rate of six miles an hour against the stream ; and during this time, believe me, nothing can be more charm- ing than sailing on the Mohawk.

" It is not often, however, that a fine win I will serve for more than three or four miles together, as the irregular course of the river renders its aid very precarions; their chief dependence, therefore, is upon their pike-poles. These are generally from eighteen to twenty-two feet in length, having a sharp-pointel iron-with a socket-weighing ten or twelve pounds, affixed to the lower end : the upper has a large knob called a ' button' mounted upon it, so that the poleman may press upon it with his whole weight without endangering his person. This man- ner of impelling the boat forward is extremely laborious, and none but those who have been for some time accustomed to it can manage the poles with any kind of advantage. Within the boat on each side is fixed a plank running fore and aft, with a number of eross-cleets nailed upon it for the purpose of giving the poleman a sure foot- ing in hard poling. The men, after setting the poles against the rock, bank, or bottom of the river, declining their heads very low, place the upper end or button against their left or right shoulder (according to the side on which they may be poling), then falling down on their hands and toes, creep the whole length of the gang-boards and send the boat forward at considerable speed. The first sight of four men on each side of the boat, creeping along on their hands and toes, ap- parently transfixed by a huge pole, is no small curiosity ; nor was it until I had pereceived their perseveraneo for two or three hundred yards that I became satisfied they were not playing some pranks. From the general practice of this method, ns likewise from my own trials and observation, I am convinced that they have fallen upon the most powerful way possible to exert their bodily strength for the purpose required.

"I have met with another kind of boat on this river, which is called a 'dorm, or 'dorem ;' how it is spelt I know not. The only differ- enee I could observe in this from the former one, is that it is built sharp

at both ends, and generally much longer and stonter. They have, like- wise, flats similar to those you have seen on the Susquehanna, but mueb lighter built and longer. On all theso they occasionally carry the sails before mentioned.

" The Mohawk is by no means dangerous to ascend, on account of the slowness of the boat's progress ; but as it is full of rocks, stones, and shallows, there is some risk in descending it of staving the boat, and at this season is so low as to require it to be draggel by hand over many places. The channel, in some instances, is not more than eight feet in width, which will barely permit a boat to pass by rubbing on both sides. This is sometimes caused by natural or accidental obstrue- tion of rocks in the channel, but oftener by artificial meins. This, which at first view would appear to be an inconvenience, is produced by two lines or ridges of stone, generally constructed on sandy, gravelly, or stony shallows, in such a manner as to form an acute angle where they meet, the extremities of which widen as they extend up the river, while at the lower end there is just space enough left to admit the pas- sage of a boat. The water being thus collected at the widest part of these ridges, an'l continually pent up within narrower limits as it de- seen Is, causes a rise at the passage, so that where the depth was no more than eight inches before, a contrivance of this kindl will raise it to twelve; and, strange as it may appear, a boat drawing fifteen inches will pass through it with safety and ease. The eause is simply this : the boat being somewhat below the passage, is brought forward with considerable velocity, and the moment it dashes into the passage, its resistance to the current is such as to cause a swell of four or five inches more, which affords it an easy passage over the shoal."

In speaking of the Little Falls, he says,-

" In ascending these fills you pass through eight loeks into the canal, where each ton of merchandise pays a toll of two dollars and sixty-two and a half cents on each boat. This expense is paid by the captain of tho boat. It is, however, certainly too high, and is generally complained of; not thit the proprietors receive too great profit from these works, which, on the contrary, are at present rather a sinking fund, and must continue so until the number of boats em- ployed on this river is increase 1 iu a tenfold degree. This ought to be an object of the first importance with the company, for the heavy charges paid by the few that navigate these waters tend to discourage others from building boats.

" The farmers still continue to transport their produee by land, in preference to water, as each has his teau, which will carry one hun- dred bushels. They generally go down once or twice a year, to dis- pose of their erops an'l look for great bargains at auction : an.} when ready to return, can take back a load as cheap as the boatman who passes the loeks. Besides, they have not only saved in this respect, but also a charge of one or two shillings a bushel on all they bring, for it is generally known that a farmer of this description, by taking his provisions with him, will not spend more than one or two dollars during the trip. . . .

" The canal, which is four or five miles long, is a beautiful picee of water, passing through the flats of the town of Herkimer. It is a valable acquisition to those through whose land it flows, and when onee planted with handsome trees, will be one of the pleasantest situations in this country."

THIE ERIE CANAL.

The question of a canal connecting the Hudson River with the western lakes began to be seriously discussed as early as 1807-8. The origin is sometimes attributed to Gouverneur Morris, who is said to have remarked to the Surveyor-General, Simeon De Witt, in a conversation in 1803, that " Lake Erie must be tapped, and its waters earried over the country to the Hudson."

The interest manifested by the people of Onondaga County was so great, that in 1807 they elected Judge Joshua Forman to the State Legislature for the purpose of introducing the projeet to the consideration of that body. He was a man well fitted for a responsible position, and gave his best endeavors to the furtherance and support of the work. In February, 1808, he was instrumental in

180

HISTORY OF ONEIDA COUNTY, NEW YORK.

procuring the passage of a joint resolution authorizing a survey, and the appointment of a joint committee of super- intendence, consisting of Messrs. Gould, Gilbert, Hoge- boom, and Forman, of the House, and Messrs. Taylor, Nichols, and Ward, of the Senate. This committee was favorable to a canal connecting with Lake Ontario at Oswego; but it was left to the option of the Surveyor- General to adopt any route he might deem the most feasible. Three routes were surveyed and reported upon by the engineer, James Geddes, Esq.

The following paragraphs concerning this great work we have been kindly allowed to copy from Professor W. W. Clayton's chapter upon internal navigation, in Mason's new illustrated history of Onondaga County :

"On the 11th of April, 1808, a law was passel authorizing the Sur- veyor-General to draw upon the treasury of the State for such an amount as might be required to prosecute the survey contemplated by the joint committee, not exceeding in the whole the sum of six hundred dollars ; and this was all that was appropriated for the first explora- tion and survey of the great Eric Canal. Upon this the Surveyor- General appointed James Ged les, Esq., of Onondaga, to make the survey, and in his commission and instructious to Mr. Geddes makes these remarks : 'As the provision made for the expenses of the busi- ness is not adequate to the effectual exploring of the country for this purpose, you will, in the first place, examine what may appear to be the best route for a eanal from Oneida Lake to Lake Ontario, in the town of Mexico, and take a level and survey of it; also whether a eanal eannot be made between the Oneida Lake and Oswego, by a route in part to the west of the Oswego River, so as to avoid those points along it where it will be impracticable to make a good navigation. The next object will be the ground between Lakes Eric and Ontario, which must be examined with a view to determine what will be the most eligible track for a canal from below Niagara Falls to Lake Eric. If your means will admit of it, it would be desirable to have a level taken throughout the whole distance between the lakes.'

"The Surveyor-General refrains from instructing Mr. Geddes to make an interior survey, because of the insufficiency of the appropri- ation. Mr. Clark" says, in a note : ' Mr. Geddes' expenses exceelel the appropriation by seventy-five dollars, which sum was afterwards allowed hy the Legislature, so that the whole of the engineer's ex- penses for this exploration cost the State of New York only $675; an investment made by the State which, for profit and importance, will probably never be exceeded.'

" Mr. Geddes entered with zeal and carnestness upon his duties, and in 1809 submitted his report of three different routes : the first, a communication between Lake Oneida and Lake Ontario; second, the Niagara River route; and third, an interior route without descend- ing to, or passing through, Lake Ontario.

" In comparing the Ontario with the interior route, the report was strongly in favor of the latter. In addition, Mr. Geddes was directed to examine, by inspection, a canal route from Lake Erie to the Gene- sec River, and thence to the waters running cast to the Seneca River, and gather all the information in his power for the prosecution of the great work, should the Legislature think fit to provide for it. The report was favorable on the practicability of an interior route from Lake Erie, and it is worthy of remark that Judges Geddes' plan and route were mainly followed in the final location of the canal.

" The country from the Seneca River, in the Cayuga Valley, to the Mohawk River, at Rome, and thence to the Hudson River, was so well known as to leave no apprehension of iusuperable difficulties. Thus, by the operations of 1808, through the instrumentality of good and true men, the fact was satisfactorily established that a canal from the Hudson River to Lake Erie was not only practicable, but practicable to an uncommon degree.

" In January, 1809, in company with William Kirkpatrick, then member of Congress from Oneida County, Judge Forman waited on President Jefferson, and informed him that in view of his proposition to expend the surplus revenues of the natiou in making roads and canals, the State of New York had explored the route of a canal from

the IIudson River to Lake Erie, and found it practicable; and when Mr. Forman had laid all the estimates, plans, surveys, descriptions, and anticipated advantages before Mr. Jefferson, and portrayed its commercial prospects and the profits which would accrue to the United States, as well as to the State of New York, the President very coolly replied :

"' It is a splendid project, and may be executed a century hence. Why, sir,' said he, ' here is a canal of a few miles projected by General Washington, which, if completed, would render this a fine commercial city, which has languished for many years, because the small sum of $200,000, necessary to complete it, cannot be obtained from the general government, or from individuals: And you talk of making a canal three hundred and fifty miles through a wilderness ! It is little short of madness to think of it at this day.'t

" The favorable and satisfactory report of Judge Geddes secured in 1810į the appointment by the Legislature (under a joint resolution) of a board of commissioners, composed of Gouverneur Morris, Stephen Van Rensselaer, De Witt Clinton, Simeon De Witt, William North, Thomas Eddy, and Peter B. Porter, to which were added, on the 8th of April, 1811, Robert R. Livingston and Robert Fulton. These gentlemen were instrueted to explore the inland navigation route, and they reported favorably the following year. The next point was to obtain a competent engineer to lay out the Erie Canal. Where should they apply ? Supposing there was not a suitable man in Amer- ica to accomplish the great task, they applied, through an American gentleman at London, for the services of William Weston, then consid- ered the most accomplished engineer in Europe, offering as a maximum salary, $7000 a year. Fortunately Mr. Weston's engagements were such that he thought proper to decline. In this dilemma Benjamin Wright and James Geddes, Esqs., held a consultation and agreed to go before the board of canal commissioners and offer to survey the canal route, provided they would give them their confidence. The proposition was accepted, and they were engaged on a salary of $1500 a year. 'It may be considered,' says Clark, 'a fortunate circumstance that Mr. Weston did not accept the offer of the canal commissioners ; because from the ostentation usually displayed by foreign engineers, and the great expense attending their movements, the people of this frugal and republican country would have become discouraged, and it is more than probable the work would have been abandoned, or, at least, indefinitely deferred. It is worthy of remark that the engineers employed on the Erie and Champlain Canals were Americans, except in two instances, where a French and an Irish gentleman were em- ployed in subordinate positions for less than a year.'?

" One more ineffectual attempt was made to enlist Congress in the work ; and following this, in March, 1812, the commissioners inade a report, ' That now sound policy demanded that the canal should he made by the State of New York on her own account.'

"The War of 1812 caused a suspension until 1816, when a memorial, signed by. upwards of 100,000 persons, was presented to the Legisla- ture, ealling upon its members to pass laws for the immediate prose- cution of the work. This memorial contemplated the total cost, including all possible contingencies, at $10,000,000. Of this amount the memorial assigned to the State of New York the sum of $2,500,- 000; tothe United States, $2,500,000 ; to the State of Ohio, $1,000,000 ; to the city of New York and counties contiguous to the canal, $2,000,- 000 ; and to private stockholders, $2,000,000.

" The Legislature authorized a loan, on the credit of the State, of $1,000,000, and the section extending from Rome to the Seneca River was fixed upon as the portion to be constructed first.

" In 1816, Judge Geddes made another report of the State and general view of the country from Black Rock Rapids to the Cayuga marshes ; and Benjamin Wright, Esq., upon the same subject, from the Cayuga marshes to Rome, and thence through the Mohawk Valley to Alhany. The attempt made to enlist Congress in 1817 again failed, and the State was thrown upon her own resources. A thorough examination was made of the route, and revised estimates placed the cost of the entire canal at $5,000,000. The work was divided into three sections. The levels and surveys of previous years were revised. In order to test their accuracy, it was considered ex- pedient that Mr. Geddes should start at a given point on the line at Rome, and carry a level along the road to the east end of Oneida. Lake, thence to the west end along the southern shore, and connect

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of Oneida County, New York, 1667-1878, Part 47

Author: Publication date: 1878 Publisher: Philadelphia, Everts & Fariss Number of Pages: 932

Author:
Publication date: 1878
Publisher: Philadelphia, Everts & Fariss
Number of Pages: 932