History of Oneida County, New York : with illustrations and biographical sketches of some of its prominent men and pioneers, Part 47

Author: Durant, Samuel W
Publication date: 1878
Publisher: Philadelphia : Everts & Fariss
Number of Pages: 920

USA > New York > Oneida County > History of Oneida County, New York : with illustrations and biographical sketches of some of its prominent men and pioneers > Part 47

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The first directors were Philip Schuyler, Leonard Ganse- voort, Jeremiah Van Rensselaer, Elkanah Watson, John Taylor, Jellis A. Fonda, William North, Guldsbrow Banyar, Danicl 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 Seneca 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 eut from the Mohawk, which enters it nearly a mile west of the river. It had a look 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, end 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 fect of water, could pass; but in dry scasons with some difficulty. Abunt 1812, it was estimated that 300 boats with 1500 tons of merchandise, cte., went through this canal annually. The canal at Little Falls (Rockton) was completed in 1795.t

"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; aad to Oswego, $1.25, or $2.40 through; which included lockage, portage money, cto."

This work was, in its day, a great and useful improve- ment, 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 success 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 early 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 " Utica, 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 enpable of carrying one and a half or two tous up the stream, and five tous downward. They were knowa as three- or four-handed boats, according ae 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 toos or more, in high water, and 8 or 10 ia what was called ' full chanoel' water, which mennt.20 iaches over the rifts. These latter boals were kauwo as Durhamn boats, and were in shape not unlike a canal-scow, being low and open, fitted with a ' walking-bonrd' along the gunwale, and with & mast, that could be raised when required.

" They were propelled by means of long poles thrust inte 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 nf the chan- nel, and when the wind was favorable, a sail was hoisted. The crew consisted of five or six bands, who considered themselves for- tunate when they made teo miles in one day, but were often half a day in proceeding only a few rods. The delay of unloading at Little Falle had been obviated, but it was found more difficult to force large thaa small craft over the rapids. Several boats usually went in colo- pany, and whichever arrived first at a rift waited the arrival of the others, that the united strength of many might aid in the labor before them.

" From a Schenectady papor of 1803, we get en 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, aod will carry twenty-four tons. She brought down two hundred and fifty bushels of wheat, and will next trip bring eight hundred.'

* Jones' Aanals.

t Noadiah Hubbard, afterwards a prominent citizen and the first white settler of Jefferson County, coastrueted the loeks at Little Falls, under a contract.

# The preseat Erie Caaal ocenpies the bed of the old canal at Rome, having been changed from its original location about 1844.

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HISTORY OF ONEIDA COUNTY, NEW YORK.

" In 1791 it coet from seventy-five to one hundred dollars per ton for transportation from Seneca Lake to Albany; in 1796 the cost was reduced to thirty-two dollars, und sixteen dollars oo return cargoes."

Mr. John Post, who settled in Utica 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 ie forty cents a hundred pounds weight, but heavy articles from twenty-five to fifty per cent. less.

" From Albany to Schenectady, you have fifteen miles over a very good turnpike-road ; and the freight (or wagon hire) over this portage is sixteen cents a hundred pounds 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 them, or, like me, you will have to pay for learning. .

" The freight frem Schenectady to Utica, a distance of one hundred and four milee by water, is seventy-five cents a hundred weight. The carriage by land is the same. Thie ie owing to the great number of wagone, londed with produce, which enter the cities of Albany and Schenectady ; when, having discharged their loods, rather than re- tura empty nod eara nothing, they are glad to take freight at the rate of water carriage. . .

" I have noticed but three different kinds of boats used in navigat- iog the river. Those e.illed Schenectady boats are geoerally pre- ferred, and will curry about ten toas burthen when the river is high; but when it is low, as at this time, they will aut tike more than three io four. They generally advance against the stream at the rate of from eighteen to twenty-five miles per day. These boats are built very much after the model of our Long Island round-bottom skiffs, but proportionately larger, being from forty to fifty feet in length, and steered by a large ewing-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-mail, 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, ie called the ' Mo- hawk Register,' has 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 Mobawk.

" It is not often, however, that a fine wind will serve for more than three or four miles together, as the irregular course of the river rendere its aid very precarious; their chief dependence, therefore, is upoo their pike-poles. These are generally from eighteen to twenty-twu feet in length, having a sharp-pointed 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. Thie man- ner of impelling the boat forward is extremely laborious, and onde 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 cross-cleete 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, hank, or bottom of the river, declining their heade very low, place the upper end or button against their left or right shoulder (accurding to the side on which they may be poliog), theo falling dowo on their bands and toes, creep the whole length of the gang-hoards aod send the bont 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 tranefixed by a huge pule, ie oo small curiosity ; nor was it until I had perceived their perseverance for two or three hundred yarde that I became satisfied they were not playing come pranke. From the general practice of this method, as 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 ie called a 'dorm, or 'dorem ;' how it is spelt I know not. The only differ- ence I could observe in thie from the former one, is that it is built sharp

at both ends, and generally much longer and stouter. They have, like- wise, fiats similar to those you have seen on the Susquehanna, but much lighter built and longer. On all these 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 etaving the boat, and at this season is eo low as to require it to be dragged by hand over many places. The chanoel, in some instances, ie not more than eight feet in width, which will barely permit a boat to pass by rubbing oo both sides. This is sometimes caused by ontural or accidental obstruc- tion of rocks in the channel, but oftener by artificial menos. This, which at first view would appear to be an inconvenience, ie produced by two lines or ridges of stone, generally constructed on sandy, gravelly, or stony shallows, in such a manger 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, and continually pent up within narrower limits as it de- scen ds, causes a rise at the passage, so that where the depth was no more than eight inches before, a contrivance of this kind will raise it to twelve; and, strange as it may appear, a boat drawing fifteen inches will pass through it with safety and case. The cause 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 ioches more, which affords it an easy passage over the shoal."

In speaking of the Little Falls, he says,-

"In ascending these falls you pass through eight locks into the canal, where each ton of merchandise pays a toll of two dullars and sixty-two and a hulf cente on each boat. This expense ie paid by the captain of the boat. It is, however, certainly too high, and is generally complained of; not that the proprietors receive too great profit from these works, which, oo the contrary, are at present rather a sinking fund, and must continue so until the number of boats em- ployed on this river is ingreise.l in 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 boate.

"The farmers still continue to transport their produce by land, in preference to water, as cach has his team, which will carry one bun- dred bushels. They generally go down once or twice a year, to die- pose of their crops and look for great bargains at auction ; and when ready to return, cao take back a load as cheap as the boatman who passes the lacke. Besides, they have not only saved in this respect, but also a charge of one or two shillings a Unshel 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, ie a beautiful piece of water, passing through the flats of the town of Herkimer. It is a valuable acquisition to those through whose land it flows, and when once planted with handsome trees, will be one of the plensaotest situatioos 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 carried 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 project 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

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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 Inw was passed 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 cootemplated by the joint committee, not exceeding ia 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 Erie Caoal. Upon this the Surveyor- General appointed James Geddes, Esq., of Onondaga, to make the survey, and in his commission and instructions to Mr. Geddes makes these remarks : ' As the provision made for the expenses of the busi- ness is cot adequate to the effectual exploring of the country for this purpose, yon will, in the first place, examine what may appear to be the best route for a canal from Oncida Lake to Lake Ontario, in the town of Mexico, and take a level and survey of it; also whether a canal cannot be mnade betweca 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 hetweca Lakes Eric and Ootario, 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 Erie. If your woens will admit of it, it would be desirable to have a level taken throughout the whole distance between the lakes.'

"The Surveyor-General refraios from instructiog Mr. Geddes to make an interior survey, because of the insufficiency of the appropri- ation. Mr. Clark" says, in a note : 'Mr. Geddes' expenses excee led the appropriation by seventy-five dollars, which sum was afterwards allowed by 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 io 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, no interior route without descecd- 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, hy inspection, a canal route from Lake Erie to the Gene- sec River, and thenco to the waters ruoning enst to the Seneca River, and gather all the information in his power for the proscention 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 fiual location of the canal.

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

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

the Hudson River to Lake Erie, and found it practicable; and when Mr. Formac 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, caonot be obtained from the general government, or from individuals: Aod you talk of making a canal three hundred and fifty miles through a wilderness ! It is little short of madness to thick of it nt thia dey.'t

"The favorable and satisfactory report of Judge Geddes secured in 1810 the appointment by the Legislature (under a joint resolution) of a bonrd of commissioners, composed of Gouverneur Morris, Stephen Van Rensselner, 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. Livingstoo and Robert Fultoo. These geotlemen were instructed to explore the inland navigation route, sod they reported favorably the following year. The next point was to obtain a competent engineer to lay ont the Eris Canal. Where should they apply ? Supposing there was not a suitable man in Amer- ica to accomplish the great taak, they applied, through an American gentleman at London, for the services of William Weston, then consid- ered the most accomplished eogincer io Europe, offering as a maximum salary, $7000 a year. Fortunately Mr. Weston's engngeicents 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 cannl commissioners and offer to survey the canal route, provided they would give them their confidence. - The proposition was accepted, and they were engaged ou a salary of $1500 a year. 'It may be considered,' says Clark, 'a fortunate circumstance that Mr. Westoo 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 bave heec abandoned, or, at least, indefinitely deferred. It is worthy of remark that the engineers employed oo the Erie and Champlain Canals were Americans, except in two instances, where a French and an Irish gentleman were em- ployed ic subordinate positioos for less than a yenr.'?

"One more ineffectual attempt was made to enlist Congress io the work ; and following this, in March, 1812, the commissioners inade a report, 'That wow sound policy demanded that the cacal should be made hy the State of New York on ber own account.'

" The War of 1812 caused a suspension until 1816, when a memorin!, signed by upwards of 100,000 persons, was presented to the Legisla- ture, culling upon its members to pass laws for the immediate prose- cution of the work. This memorinl contemplated the total cost, including all possible contingencies, at $10,000,000. Of this amount the memorinl assigned to the State of New York the sum of $2,500,- 000; to the United States, $2,500,000; to the State of Ohio, $1,00 0,000 ; 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 losn, 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 firat.

"Io 1816, Judge Geddes mnde another report of the State and general view of the country from Black Rock Rapids to the Cayuga marshes ; and Benjamin Wright, Esq., upoo the same subject, from the Caynga marshes to Rome, and thence through the Mohawk Valley to Albany. The attempt mads 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 cotire 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 poiot 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 shere, and connect

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History of Oneida County, New York : with illustrations and biographical sketches of some of its prominent men and pioneers, Part 47

Author: Durant, Samuel W Publication date: 1878 Publisher: Philadelphia : Everts & Fariss Number of Pages: 920

Author: Durant, Samuel W
Publication date: 1878
Publisher: Philadelphia : Everts & Fariss
Number of Pages: 920