USA > New York > Madison County > Our county and its people : a descriptive and biographical record of Madison County, New York > Part 19
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and many companies and individuals were engaged in the business. An Albany paper of the spring of 1823 contained the following:
The whole course of the great work from Utica to Rochester exhibits the bustle and stir of business. The amount and variety of productions which are constantly pass- ing and repassing upon it fill the mind with astonishment. It is the flux and reflux of the great tide of Western wealth and Western enterprise.
The water was let into the completed canal at Black Rock, near Buf- falo, on the 26th of October, 1825, and the event was enthusiastically celebrated along the whole line. A flotilla of boats, having on board the governor and his staff and many other prominent men, started east- ward, its progress being signaled at regular intervals by the firing of a cannon. Stops were made at all important points where celebrations of some kind were held. The completion of the waterway was a source of congratulation throughout the State; medals were struck commem- orating the event, canal scenes were imprinted on crockery ware, hand- kerchiefs, etc., and an era of hopefulness superseded the general hard times brought on by the war.
As an evidence of the rapidity with which the canal was brought into use, and of the great change in transportation wrought by it, par- ticularly as regards freight, it may be stated that the number of canal boats which arrived in Albany during the season of 1823 was 1,329; in 1824 it was 2,687; in 1825 it was 3,336; and in 1826 it was about 7,000. The rate for transportation on the turnpike in 1826 was one and one- half cents per mile; on the canal it was five mills. It should not, how- ever, be inferred that all passengers deserted the stages for the packets. Canal passage was still tedious beside land travel, and was chosen mainly by those who wished to lessen the fatigue of a journey; it was avoided where saving of time was important. Merchants, bankers, and tradesmen bound to or from the metropolis, lawyers going to court, and all who must needs travel in haste, still made use of the stages. The old coaches held a large measure of their early popularity, even after the advent of the oncoming railroads, when the rivalry between the three modes of conveyance was intense during several years. The Seneca Turnpike Company, which had feared a large reduction in their passenger traffic through canal competition, was, on the contrary, able to declare a surplus dividend in April, 1823. In explanation of this act the company made the following public statement :
The experiment of operating their road parallel with the canal has proved the canal to be very beneficial to the interest of the road company. The heavy teams
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with six or eight horses are now mostly removed from the road in consequence of the reduced price of transportation, and the light travel increased by the natural in- crease of business produced by the facility of intercourse with New York.
Other changes wrought by the canal were no less important in Mad- ison county than elsewhere along the line. The growth of villages al- ready founded and which were touched by the waterway, received a remarkable impetus, while at other convenient points new hamlets sprang into existence and drew around their shipping warehouses the population and trade previously bestowed upon other hitherto busy places off the canal line. With a very large portion of the territory of Madison county situated south of the line, the effect in this respect was not so marked as in some other localities; but the present important villages of Oneida, Canastota and Chittenango received much of their initial impetus from the business of the canal, soon thereafter to be further developed by the railroads, while other settlements suffered in proportion.
The marked success of the Erie Canal led to the projection of numer- ous similar undertakings, most of which never went further than the preliminary legislation. The proposed routes of some of these will cause the reader of to day to smile. One was from Skaneateles Lake to the Erie Canal; another from Syracuse to Auburn; another from Camillus to Onondaga Lake; another from Onondaga Valley to the Chenango River; another from Salina to the Susquehanna River; an- other from Syracuse to Oswego, which was constructed, and finally the Chenango Canal, which for many years exerted a powerful influence upon the territory through which it passed, including that of Madison county. This undertaking received earnest attention soon after work was begun on the Erie Canal. Judge Elisha Smith was among its earli- est prominent advocates, and others were Governor Bouck, Henry Sey- mour, Rufus Bacon, James B. Eldridge, John G. Stower, Sands Hig- ginbotham, Moses Maynard, Lot Clark, Julius Pond and Thomas Wylie, all men of prominence in central New York. Ten years before the construction of the canal was authorized the Oxford Gazette con- tained the following :
"Few counties can approach the Erie canal with so much ease and facility as Chenango, that are situated so far from it. We may, there- fore, justly consider Chenango as destined, at some future period, to become an important branch of that vast inland navigation which se- cures to New York a proud pre-eminence among the States of the Un-
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ion. The Chenango river can be made boatable to its source and by a short canal, the expense of which would be comparatively trifling, may be united with the waters of the Oneida Creek, which leads directly into the Erie canal. This has been pronounced by competent judges practicable and safe; and at no distant day will engage the attention of our enterprising citizens."
The reader will see in this early extract a reflection of the public feeling in this State on the subject of internal navigation; the people were canal crazy. The project of the Chenango Canal as it was finally constructed began to assume definite shape about 1824, when Assem- blyman John F. Hubbard presented a legislative memorial setting forth the plans and public sentiment. A committee, to whom the mat- ter was referred, reported favorably, but no action was then taken. In the following year a survey was made under legislative sanction and in 1826 a bill was introduced for the beginning of construction; but the legislature rejected it, fearing that a sufficiently careful survey had not been made. In that year the inhabitants of the Chenango valley em- ployed a surveyor to lay out a route through the valley and connecting with the Erie Canal, and furnish an estimate of the cost of construc- tion; he died before the completion of his task. In 1827 a bill author- izing the work passed the Assembly and was rejected in the Senate. During the summer of that year the citizens procured another survey at large expense. The surveyor estimated the cost of the canal at something less than a million dollars; other experts concurred in this conclusion. In 1828 a second bill was introduced in the Legislature, only to meet the same fate as its predecessor. In 1829 the Legislature directed the Canal Commissioners to make a survey and begin work on the canal if they were assured of a sufficient supply of water; that the cost would not exceed one million; that when completed it would bring revenue to the State in connection with the increased tolls on the Erie, for the first ten years after its construction, in tolls amounting to as much as the interest on its cost, together with the cost of repairs and the expense of attendance. If the commissioners found the reverse on either of these points, they were to report their surveys and estimates to the next Legislature. The report was made on January 21, 1830, and was adverse; its conclusions were, in brief, that while an adequate supply of water might be procured from reservoirs for the summit level, without taking any of the water of Oriskany and Sauquoit Creeks, the cost would exceed a million dollars and that the tolls would not "equal
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the interest of its cost and the expense of its repairs and superintend- ence, or of either of them."
During the four succeeding years Assemblyman John H. Hubbard kept the subject constantly before the Legislature, earnestly advocat- ing the immediate prosecution of the work. In 1831, while he was a member of the committee on canals, he prepared an extended report in opposition to that of the commissioners made in 1830. Finally, on the 23d day of February, 1833, the Legislature took the necessary action for the beginning of the work, the route to extend from Utica to Bing- hamton, a distance of ninety-seven miles. Work was commenced in July, 1834, and the canal was finished in October, 1836, at a cost of $4,542,107, more than double the amount of the engineer's estimate.
Both the beginning and the completion of the canal were made to serve as events for popular celebration at various points along the line and in Utica and Binghamton. It also, like the Erie, had its effect in developing the business interests of many places at the expense of others; in Madison county, Hamilton and Earlville felt this influence to a considerable degree. The canal was for a number of years of vital importance to the farmers and tradesmen of the southern part of the county ; but its existence was doomed from the first. Its revenue was not sufficient to pay the current expenses and for years it was a finan- cial burden upon the people of the State and was finally in 1876 aban- doned, after forty years of existence. Under a law of 1877, amended in 1878, it was advertised for sale April 8, 1879, the sale to take place in July; but it was postponed.
On the 6th of March, 1818, an act of Legislature incorporated the Chittenango Canal Company, naming John B. Yates, William K. Ful- ler, Elisha Carey, John Knowles, and Peter Smith as incorporators, who were given authority to " construct a canal from Chittenango vil- lage to the Great Western [Erie] canal." The capital was not to exceed $30,000. This company, the inspiring mind of which was John B. Yates, constructed the lateral canal, which was of considerable impor- tance, but which long since lapsed into disuse.
One effect of the opening of these canals, particularly in early years, was the inauguration of a marked change in the agricultural industries of the county. Prior to this wheat and other grains had been grown in large quantities and found a market at satisfactory prices; but the rapidly increased shipments eastward of the product of the great grain fields farther west, caused the farmers of this county to turn their at-
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tention more to dairying and the raising of crops that were not so much affected by western competition, among them the one for which Madi- son has become noted throughout the country. Fruit-growing also be- gan to assume greater importance and gradually advanced to its present condition.
While these great internal movements were in progress, ideas born in England were transplanted to this country, where, in the active soil of American invention and enterprise, they throve and became the prime source of a giant industry that was to again revolutionize travel and transportation and permanently scotch the wheels of canal develop- ment everywhere. The large traffic of the Erie Canal convinced far- seeing men as soon as that waterway was completed, that more rapid means of transportation across the State would soon be required and that the most available route was along the line of the canal. In 1826 a charter was granted, the first in the United States for a company to do a general transportation business, to the Mohawk and Hudson River Railroad Company, to construct a railroad from Albany to Schenectady.
Three years later, on the 17th of April, 1829, the Madison County Railroad Company was incorporated, with authority to "construct a single or double railroad or way, from the village of Chittenango to the village of Cazenovia, in the county of Madison, with the privilege of extending the same southerly to any water communication between the Susquehanna and the Erie canal." The road was to be operated for a general transportation business and ten years were allowed for its con- struction. The capital stock was $70,000, and such men as Perry G. Childs, Robert Riddell, Jonathan D. Ledyard, John Knowles, and George K. Fuller were on the commission. Of course this road was never built, but the incorporation of the company at that early date shows the trend of popular enterprise in the direction of improved methods of transportation and that Madison county was not behind other localities in these important undertakings. Ten companies were incorporated in 1828, with termini in this State.
On May 1, 1834, the Auburn and Syracuse Railroad Company was incorporated and a primitive road constructed on which the cars were run for a time by horses. The rails were of wood. In 1839 the first steam locomotive was put in use and soon railroad excitement was awakened thoughout the State. The element of time was becoming a large factor in every man's business and influential on his profits and losses. Hence many busy brains were speculating upon ways and
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means and possible results of introducing the young railway which might at least divide the canal traffic as well as the stage business and prove a profitable investment. A charter for a railroad from Utica to Schenectady, where it would connect with the before-mentioned line, was granted in 1833. This road was completed in August, 1836. These pioneer roads paid from the first and led to the projection of many others. In 1835-6 many men were elected to the Legislature because it was known that they would favor railroad extension, and the Legis- lature of 1836 was besieged with petitions for charters. Among them was one for a road from Utica to Syracuse, which was granted on May 11; the capital stock was $800,000. The company was directed to pay the Seneca Turnpike Company for any damages sustained by the turn- pike in constructing the railroad and to pay a certain toll to the Canal Commissioners on all freight carried by the railroad, excepting passen- gers' baggage, during the canal season. The original charter of the Utica and Schenectady company prohibited it from carrying any freight whatever, a restriction which was not removed until 1844. Prior to this date freight was carried from Schenectady to Utica in winter on sleighs and thence westward by rail.
The opening and the operation of these roads, the last of which ex- tended through the northern part of Madison county and is now a part of the great New York Central system, was of vast moment to the region through which they passed. While for a period rivalry between them and the canal and the stages was active, they received a large and profitable share of the business from the first and were indirectly influ ential in stimulating industrial and commercial activity and enterprise in all directions. They were also instrumental in hastening and aug- menting the approaching financial crisis of 1836-38. Further railroad extension in which this county was directly involved did not take place until 1866.
The principal public improvement of a strictly local character made during the period under treatment in this chapter, other than those be- fore described, was the establishment of a county poorhouse and farm. After considerable discussion the Board of Supervisors in 1825 adopted the following resolution :
Resolved, That a County Poor House be erected or purchased, as may be deemed most advisable, and that not less than fifty nor more than one hundred acres of land be purchased for the use of said establishment.
Resolved, That a fund of not exceeding $3,000 be raised for the above object.
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Another resolution appointed as a committee to carry out the fore- going resolutions, E. S. Jackson, Ellis Morse, Erastus Cleveland, Nehemiah Huntington, and Pardon Barnard. These proceedings re- sulted in the purchase of a farm on which was a stone dwelling, situ- ated in the town of Eaton about five miles southeast of Morrisville. The old buildings were used until 1878, when the present structure was erected. It is a two-story wooden building, with a high stone base- ment, which is used for kitchen and dining room. The central part of the building is occupied for the keeper's residence, while the two sexes of inmates are placed one on either side in the wings. The farm now contains 159 acres, and the buildings are commodious and well adapted to their purpose.
In early years each town cared for its own poor in various ways that were all objectionable; especially so was the prevailing plan of letting out their support to the lowest bidder, the evils of which are too self- evident to need description. On the 9th of February, 1821, an act was passed by the Legislature, making it unlawful for the supervisors to contract with persons to keep the poor who were chargeable to the county " at some one or more places in said county," and "to raise such sums of money by a tax on the freeholders and inhabitants of said county as shall be necessary for the performance of any contract that shall be made by virtue of this act." The supervisors were directed to "superintend the poor at least once in each month," and to watch over the manner in which they were being treated. This was doubtless an improvement over earlier methods; but it soon gave place to the county house and farm, as above noticed.
The highway question was still an important one during the first half of the century and many new thoroughfares were opened within or passing through this county, a number of which were constructed by incorporated companies and, of course, were toll roads. For example, on February 27, 1824, Beach Ufford, Jeremiah Whipple, and Ichabod S. Spencer were appointed commissioners under an act of the Legisla- ture, to lay out a road "from the village of Canastota on the Erie canal, in the county of Madison, on the nearest and most eligible route to or near the house of Alpheus Twist, in the town of Fenner, thence to or near the house of Timothy J. Dawson in the town of Nelson," and on southward to intersect the Geneganselet Turnpike in the town of Cincinnatus, in Cortland county.
On the 12th of April, 1823, Timothy Hunt, of Chenango county, and
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John Foote and James B. Eldridge, of Madison county, were appointed commissioners to lay out a road from Norwich through Madison county, "to intersect the Erie canal in the town of Lenox, at or near the Oneida creek."
On May 26, 1836, Elisha Litchfield, John Holmes, and Isaac Morse, were made commissioners to open a road from Luther Corbin's house in Cazenovia to near the house of John Holmes in Pompey. In the same year an act was passed designating Sands Higinbotham, James F. Chamberlain, and Matthew Pratt, as commissioners to lay out a road from the Seneca Turnpike at Oneida Castle, up the valley of the creek to Pratt's Hollow and thence to the Cherry Valley Turnpike "at some point between the intersection of the Madison County Turnpike and Bouckville on the Chenango canal."
The reader will notice as we proceed that many of the important highways of the period from 1820 to 1840 were opened wholly or partly to enable the inhabitants of various localities more or less distant from the canals, to reach those waterways by shorter routes and over better roads. It is almost impossible to realize in these days of numerous and rapid railroad connections, the enthusiasm inspired and the local changes wrought by the canals after their success was once assured. Another improvement that bore its relation to the Erie Canal was that made under an act of April 11, 1836, which established a ferry from Forgar's Point, at the termination of the road laid out by the town of Sullivan from Chittenango Landing on the canal, straight to Oneida Lake and the village of Cleveland, to be called "Gifford's Ferry." Paul Gifford, Henry W. Gifford, Daniel A. Haskins, and Alexander Smith were named in the act to establish the ferry. Three years later, in 1839, the Seneca Turnpike Company was authorized by the Legisla- ture to abandon "that part of their road, commencing at the intersec- tion of the north and south branches of the road in the village of Chit- tenango, . . . and running through Manlius, Onondaga Hollow, Mar- cellus and on to the west bounds of the village of Auburn."
An act passed by the Legislature in 1826 gave this county three members of assembly in the apportionment made that year, the same number provided by the preceding apportionments of 1808, 1815, and 1822; previous to 1808 the county had only two members. The appor- tionment of 1836 continued the same number, but the acts of March 8, 1846, April 13, 1857, and April 16, 1866, reduced the number to two. Under the act of June 29, 1832, Madison county was joined with Onon-
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daga county to form the 23d Congressional District; in 1808 this county and Oneida constituted the 11th District, and four years later, in 1812, Madison and Herkimer were made the 17th District. This arrange- ment continued until 1822, when Madison and Cortland were made the 22d District.
In 1832 Madison and Onondaga were made the 23d District. In 1842 Madison and Oswego were made the 23d District. In 1851 the number of this district was changed to the 22d, which continued until 1873, when the number became the 24th. In 1883 Madison, Chenango, Broome and Tioga were made the 26th District. In 1892 Madison and Onondaga became the 27th District.
The second quarter of the present century was characterized by rapid growth and prosperity throughout Central New York, in which this county shared. Much of this was due, as before intimated, to the canal and the young railroads. Some villages that previously had little prospect of importance, became active and growing business centers, and the general tendency of the inhabitants of rural districts to settle in such communities began and has never since ceased. During this period De Ruyter was incorporated in April, 1833, and Morrisville in the same month; Brookfield (Clarkville) followed in May, 1834, and Canastota in 1835. On March 14, 1831, the Madison County Bank was incorporated in Cazenovia, with a capital of $100,000, the first bank in Madison county, and five years later, on March 23, 1836, the Madison County Mutual Insurance Company was incorporated by Charles Stebbins, John Williams, Lemuel White, Jonathan D. Ledyard, Ezekiel Carpenter, Simon C. Hitchcock, Rufus Allen, Benjamin T. Clarke, David B. Johnson, Jacob Ten Eyck, Lucien D. Cowan, Rens- selaer Jackson. From these a board of nine directors was chosen.
The assessed value of the real estate of the county in 1820 was $3,836,690, and the personal estate was $156,728; the school fund in that year was $2,240.09. During the next decade there was a large increase particularly in the value of personal estate, indicating the ad vancement in individual wealth which would naturally be looked for in a prosperous community. The real estate valuation in 1830 was $3,912,- 180; the personal estate, $327,529; the school fund shows little change, it being $2,205.19, and $1,000 was appropriated for support of the poor, a sum which was doubled in 1835.
The next decade showed an immense increase in valuation, both real and personal, the former reaching the sum of $5,549,217; the personal
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was $796,043, while the school fund was more than double that of 1830, or $5,641.41, and the poor fund was $3,000. In 1850 the valuation of real estate had increased to $5, 960,279, and of personal to $1,006,773; the assessment was $40,647. At the close of the next decade, to which time this chapter comes down, we find the valuation of real estate again almost doubled, reaching $9,189, 722, an amount that has about doubled since that date; the personal valuation was in 1860, $2,302, 680, and the total assessment was $83,495.58. The amount of the regular poor fund remained at $3,000 in 1842, in which year $300 was added for the erec- tion of a building for the sick of the institution. In 1850 there was raised by the Board of Supervisors for the poor, $9,748; for the care of the insane, $900; for courts and juries, $1,500; the county charges were $3,712.94; the one-half mill tax amounted to $3,483.5%, and the school fund was $4,485.25; the contingent fund was $1,538.24. In 1860 these comparative figures were-for State tax, $42,445.62; county charges allowed, $7,435.46; lunatic fund, $1, 156 ; poor fund, $16,000; court and jurors, $1,500; for idiot asylums, $80; contingent fund, $1,800; for the deaf and dumb, $60. There were in the county in 1850 three incor- porated companies only-the Eaton Cotton and Woolen Manufacturing Company, with assessed valuation of $2,800; the Lenox Iron Company, valuation, $25,700; and the Hamilton and Lebanon Manufacturing Company, with a valuation of $3,000. This does not include several plank road companies noticed a little further on.
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