USA > New York > Onondaga County > Past and present of Syracuse and Onondaga County, New York : from prehistoric times to the beginning of 1908 > Part 30
USA > New York > Onondaga County > Syracuse > Past and present of Syracuse and Onondaga County, New York : from prehistoric times to the beginning of 1908 > Part 30
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The founding of Oswego led to an advance in road making. A good deal of trade and travel followed the waters of Oneida lake and the rivers. but land communication was also desired. In 1756 Johnson obtained leave from the Indians to open a road to Oswego. The Oneidas and Tuscaroras would help make it from German Flats to Canaseraga, where the Tuscaroras had their chief town near Chittenango ereek. Thence the Onondagas would make it through their territory to Oswego. It would eross Seneca river a lit- tle above Three River point, at a fording place called the Gaskon, and follow the west bank of the Oswego to Lake Ontario. It was probably a primitive and rude road, with plenty of corduroy in the low lands, but it was the be- ginning of the white man's highway system.
Clark (Onondaga, ii. 152) speaks of an early road through Geddes, not easily explained. Ilis words are: "Although the author is in possession of no recorded historical or documentary proof of a party of about two hundred men proceeding from Fort Schuyler [Stanwix] through this country, to aid General Sullivan in his Indian expedition of 1779. yet from several revolu- tionary soldiers, and particularly a Mr. Hobart, late of Salina, who was one of the expedition, there is no doubt but sueh was the fact. They were bur- dened with supplies and baggage. The road which was cut through by them. was easily traced at the time the first settlements were made in the county. They crossed the Onondaga valley at Geddes. and from there to the Seneca river, below Montezuma, traces of their march were plain to be seen, trees had been ent close to the ground, and young bushes had filled the path."
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SALT YARD SCENES.
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As Clark said, documentary evidence is absolutely lacking. In the many journals of Sullivan's campaign there is not the slightest allusion to such a party, and the route is altogether improbable. To strike Seneca river below Montezema would be a strange course indeed. Colonel Gansevoort's party of one hundred men left Sullivan and marched to Fort Stanwix, but the march was rapid, and the route was by Owasco and Skaneateles lakes, Web- ster's Mile Square and the Deep Spring. The road must have had some other origin.
To Mr. Clark all historians are indebted for his painstaking accounts of early roads. He said (Onondaga, ii. 383) : "The first road attempted to be made through this country was in 1790 or 1791, by a party of emigrants under the direction of the late Gen. Wadsworth, from the settlement at Whitestown to Canandaigua. through a country then very little explored, and entirely a wilderness. After this, the old State road was cut through, enlarging and fol-
lowing the one out by the emigrants. From the east it crossed the county line a little north of the Deep Spring, where William Sayles kept a tavern in 1793. Through Manlius village that road was essentially where it is now. After passing Morehouse's Flats, it bore south and crossed the Butternut Creck near a mile south of Jamesville; then bearing a little south of west, entered Onondaga Follow at Danforth's, near a mile south of the present road; then northwest across the hollow to Mickle's furnace, then around the hill, the present road intersecting it near General llutehinson's. After this road was cut through, the tide of emigration greatly increased. Winter was the season usually chosen for emigration from New England to the 'west- ward.' Then, as the country was wholly shaded by dense forests, there was commonly snow enough for good sleighing through the winter months. Most of the settlements from Utiea to Canandaigua, along this road, began to attain some consequence. as early as the year 1800. Previous to the laying out of this road, which was somewhat huproved by sundry appropriations from the State, the western settlers moved on pack horses through the country, along the Indian paths."
This route, from the Deep Spring to Danforth's was almost the same as the ludian trail of 1756.
In 1793, Jolin L. Hardenburg, Moses De Witt and John Patterson became a board of commissioners for laying out and making roads on the Military Traet. The principal one was from the Deep Spring to Cayuga Ferry. They were to be four rods wide, and an appropriation of two thousand seven hundred dollars was made for them.
In 1794 Israel Chapin, Michael Myers and Othniel Taylor were made commissioners for laying out a road from old Fort Schuyler (Utiea) on the Mohawk river, to the Cayuga Ferry, as straight as might well be. From Cay- uga Ferry it was to go to Canandaigua, and thenee to Canawaugus (Avon Springs) on the Genesee river. It was to be six rods wide, and six hundred pounds were appropriated for the part in the Military Traet. In 1796 some lands on the Onondaga reservation were to be sold and five hundred pounds of the proceeds used for improving the Great Genesee Road through Onondaga
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county. In 1796, Seth Phelps, William Stevens and Comfort Tyler were made commissioners to make and repair Onondaga county highways. The State ap- propriated four thousand dollars for this, and two thousand dollars were to be expended on the Genesee road. The commissioners each received two dollars per day for work done, but did not strike for higher wages.
Lotteries were once considered beneficial and moral institutions, and the Legislature authorized three in 1797, to raise forty-five thousand dollars for road improvements, of which the great Genesee road was to have thirteen thousand nine hundred, to be laid out between Utica and Geneva. In 1800 the Seneca State Road company had a charter for improving the old state road from Utica to Canandaigua. The capital stock was one hundred and ten thousand dollars and shares fifty dollars each. The first commissioners were Jedediah Sanger, Benjamin Walker. Charles Williamson and Israel Chapin. The charter was amended in 1801, and deviations from the old route allowed. Ev- ery man wished it to pass his door. There was some anxiety on this point, and by a shrewd strategem a route was decided on through Manlius Square, Jamesville and Onondaga Valley. Our noble and excellent ancestors led the commissioners till the wilderness shut them in, and they concluded that the old route was best after all -- which it was not. When the company learned that it had been misled, it obtained an amendment to its charter in 1806. allow- ing it to build a new road from Sullivan, through the Salt Springs reserva- tion, and thence to Cayuga Bridge. To do this fifty thousand dollars were added to the stock, and thus the north branch of the Seneca road was completed in 1812. James Geddes, Squire Munro and Dr. John Frisbie promoted this. The Third Great Western, or Cherry Valley Turnpike, was chartered in 1802 and finished in 1807, with a capital of seventy-five thousand dollars, and shares at twenty-five dollars each.
These roads increased the population in a double way. People settled along the route, and others found employment. Thus the Rev. Thomas Rob- bins, coming into Mareellus in 1802, said: "Many people have come into this part of the country from Connecticut to work on the roads." He was not averse to turning an honest penny himself, and after preaching in Skaneateles, June 20, next day he said he "worked some on the road." Though he soon quitted his task he wrote August 4, that "The turnpike from Albany to Canan- daigua progresses very fast."
In 1797 Captain Charles Williamson wrote that the earlier road was so much improved that a stage leaving Utiea with four passengers, reached Geneva on the third day. Nor was this great speed all. Fifty families had settled on this road within four months after it was opened. This date seems early for stage travel.
In 1807, John Swift, Grover Smith and John Ellis were appointed to lay out a four rod road from Salina to the northwest corner of the township of Galen. The same year, Moses Carpenter, Medad Curtis and Asa Rice were di- rerted to lay out a road six rods wide, on the best route from Onondaga hill to Ox creek, and thenee to Oswego. This passed through Baldwinsville, and is yet known as the State road. Another road was to go from Ox creek to
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Salina, and it was sadly needed. Pursh described it that year between Liv- erpool and Three River point : "The path sometimes comes elose to the Sen- eca river and sometimes is pretty distant from it; the travelling exceeding fatiguing, having to go for several rods round mire holes, to find a place to eross, and then to look with all precaution to get in the right path again; it is very seldom traveled, and in some places so blind as if never a man had went that road."
As early as 1810 the most prominent county roads were in use or laid out, several of them receiving tolls, a practice almost extinet here, but not quite. . Tolls are yet received on the Onondaga lake boulevard, and the Jamesville and Fayetteville roads. These give the traveler a taste of the good old times when they were many in number.
A Mr. Langdon first carried the mail through here on horseback in 1797 or 1798, going from Whitestown to the Genesee river, distributing papers and letters by the way. Mr. Lucas succeeded him, and in 1800 the mail required a wagon. He established a two-horse conveyance for passengers, and thus did a good business. In 1803 the first four horse mail coach was sent through once a week by Jason Parker. The next year this ran regularly twice a week from Utica to Canandaigua, carrying passengers and the mail. That year Jason Parker and Levi Stephens secured the exclusive right of running a line of stages from Utica to Canandaigua, along the Genesee or Seneca turnpike. They were to run twice a week, with sufficient horses, and four good covered wagons or sleighs were to be provided. The fare was not to exceed five eents 'a mile, and fourteen pounds of baggage were allowed each passenger. Sara- toga trunks had not appeared. Accidents excepted they were bound to go through in forty-eight hours. No more than seven passengers eould go in one coach except by unanimous consent, and if four more than the seven applied an extra coach must be sent.
A daily line was established in 1808, and others afterward, till the rail- road put an end to the direct lines. Side routes more or less continue, where railroads do not penetrate.
"An Itinerary to Niagara Falls in 1809," has notes of what may be expected on the way: "At Utica quarter at the Hotel (Bagg's), a large Brick house very good fare, this place is half-way from Albany to Geneva. Taylor's to breakfast,-bad enough. This is at the commencement of the Oneida Indian Reservation, which extends 6 miles along the road and contains about 80.000 acres ; the tribe consists of about 1,000 persons; you pass through their town. There is a good tavern about 11 miles from Utica, where you had bet. ter breakfast; stop at Warner's 18 miles from Taylor's as good a house as you'll meet with on the road. Stop at the 37-mile stone to see the deep spring about 50 yards from the road; at the 45-mile stone is a newly disco v- ered cave close to the road side. Fobes's to lodge 10 miles from Warner's; table tolerable, but you must look sharp for good lodging. Ten miles to Ske- neatles Lake; breakfast at Andrews, good. Cayuga Lake to dinner at Har- ris's, a poor lodging house but pretty good table."
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A letter in 1799 said: "All last winter two stages, one of them a mail stage, ran from Geneva and Canadargua to Albany weekly." This does not exactly harmonize with other statements, but the writer of it was then a prom- inent resident of the Genesee country, being Capt. Charles Williamson. He gave a list of the principal taverns on the road. Wemp's was in the Oneida reservation, twenty-two miles west of Utica; Sill's at the Deep Spring was eleven miles beyond; Keeler's junior, twelve miles from this; Tyler's, Onondaga IFollow. ten miles ; Rice's, Nine Mile creek, ten miles; Cayuga Ferry, twenty miles. It is elsewhere said that James Porter built a large tavern at Skaneateles in 1797, but his name does not appear in these early lists.
The first plank road in the United States was built by the "Salina and Central Square Plank Road Company," incorporated April 12, 1844. It was sixteen and one half miles long and cost twenty-three thousand dollars. It proved so profitable that several more were in operation here by 1850, but they have gradually disappeared. The tendency then was to the macadamized road. for which there was abundant material. The roads from Syracuse to Jamesville and Manlius are of this kind, and all the old turnpikes.
Under the stimulus of the laws providing for good roads, a number have already been made in the most approved way, though not always, but the test will be in endurance. For some roads crushed limestone pulverizes too quickly, and a hard stone may be more economieal. There is also as yet a lack of system in making these roads. They are not always placed where they will do the most good, nor made in the best way, nor are contracts al- ways satisfactory, increased expense also causes complaint.
Some graded ways to the town of Lysander are worthy of attention, as they have made easy and safe some hills always hard and sometimes dan- gerous. As trolley roads have made country life pleasant, it is very sure that good roads will make farms more valuable, but natural difficulties are great in many cases. On some hilly and stony roads the hair naturally takes an up- right position. On others one assents to the formula of four miles up and three miles down. A question has also arisen as to the effect of automobiles on the roads themselves. The effect on timid drivers and humble pedestrians are well known. The latter realize that men and roads are made of dust.
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CHAPTER XXIV.
EARLY ONONDAGA INDUSTRIES.
It is in the nature of things that industries should change with the growth of a country and the creation of new needs and tastes. The red man was a warrior and liter, with an eye to statesmanship and display. With the com- ing of the white man came the fur trade, and later the digging of ginseng, both maintained after the settlement. In local pioneer life the salt industry was a great factor. Wood was cut to boil it, barrels made to pack it, trains or boats provided to take it away. At one time it was the greatest local indus- try, but other fields were opened, mostly cutting off salt boiling, but leaving solar salt still in the field.
The clearing of the forests necessitated some economic disposal of the trees. Thus came the potash industry. Immense log heaps were reduced to ashes and these were sold and drawn away, the best ashes bringing six cents per bushel; sometimes a little more. Family consumption of fuel added to this trade, but thrifty housewives saved enough for their own leach and made their own soap. The lumber business was one of importance. The dense pine forests on Seneca river, so many of which Colonel Voorhees cleared away, gave him his title of "the Tall Pine of Lysander." There were many saw mills at Baldwinsville. one of these in 1826 having fifteen saws. Not one re- mains now. They abounded on all the larger streams and often on the smaller. Their occupation is gone. A small place on Limestone creek was called Slab Hollow from the great number of these its mills produced. Its first post- master in 1820 thus announced a new name :
"The hemlocks are gone, The Slabs have set sail, And we'll call it Slab Hollow No more, but Watervale."
Oak and hemlock then abounded, and tanneries were in proportion. They are rare or absent in villages now. This also made a market for hides. Farmers often reserved some for home use, and others would buy a tanned hide or two for the annual shoeing of the family. Many were sent off to larg- er markets. Sheep were often killed for their pelts, the meat being thought of small account.
Cattle were commonly driven in large herds to Albany or New York, but the drover's occupation is gone. While it lasted it maintained many country taverns a mile or two outside of important villages, where abundant pas- ture might be had. These also furnished good and economical quarters for teamsters and emigrants. The heavy wagons.of the one and the white covered wagons of the other were common sights on country roads. They are seen no more.
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While spinning and weaving were done at home the numerous woolen and carding mills were a great convenience, but they have vanished from many places. Skaneateles was once renowned for its carriage works. All are gone. This is true of the flouring mills in many places, and this has affect- ed the cooper's trade, already diminished by lack of material. Paper mills have done better, but methods have changed.
Of course railroads and eanals have been factors in these changes. To do much business there must be convenience of access and transportation. Two railroads are better than one for this, and three are better still. A canal helps to some extent, but all these may be disadvantages if the people of a place do not rise to their opportunities. A railroad may bring business or take it away.
Among the changes in agricultural industries may be considered the rela- tive importance of some erops. Wheat and corn are no longer the leading products. Hay has gained, and the growth of alfalfa has helped dairy men. Their industry has increased in importance. Beside all that goes to New York City. it is no small task to supply Syracuse, and seven eents a quart for milk should pay. but half is for delivering. Fruits are of more importance, and market gardening is a leading feature in many parts. Greenhouses for vegetables and flowers appear on an extensive seale in suburban villages. Low lands, once valueless, now produce many things highly profitable. Cabbages, beets, tomatoes, corn and peas are now largely raised for canning and expor- tation. Poultry has a new importance and is likely to maintain it, with occa- sional drawbacks. Teasels do not hold their own in Skaneateles and Marcel- lus, but tobacco improves under better methods along the Seneca river.
Of course electricity has brought new needs and employments. A small army is required to man the trolley roads and lighting wires. The old rail- roads in their shops, vards and stations employ a host of men. Bieyele factor- ies may do less than formerly but automobile shops have taken their place. The many factories of typewriters in Syracuse have a wide reputation. The ex- panding Morris Machine Works at Baldwinsville send their pumps and engines all over the world : and these are but a sample of what is being done on every hand. To describe the important industries of Syracuse alone would require much space.
One branch of work has had a great development. It would be easy to compare the number of teachers, janitors, etc., in any village with what it was fifty years ago. We may be wise or unwise in this, but the fact remains. One instanee may be mentioned, which is on a large scale. Syracuse University has some thousands of students and instructors, but those who are incidentally employed in caring for the comfort and welfare of all these form a host beside. The Solvay works give another instance where a flourishing village of five thousand people has grown out of a single industry. Some one said he was a benefactor of the human race who makes two blades of grass grow where one grew before. What shall be said of multiplied industries ?
The village of Liverpool is the center of the willow basket trade, two speeies of willow being grown there for fine and coarse work, and these thrive
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in the low lands. The Onondaga Indians also make many baskets, but they are of ash splints, now hard to get.
A fair business is still done in ground plaster, but more in water lime, while other kinds of limestone figure largely in fine buildings and common foundations. and in making roads. A moderate output comes from the Onon- daga penitentiary at Jamesville. Large cement works have been built at inter- vals near the canal between Syracuse and Jordan, but seem less profitable than at first.
Syracuse has also acquired a good reputation in book and other fine printing and its department stores have a wide notoriety. Several paving companies do a large business in that city, and will find employment for a long time to come. When someone finds a profitable use for the Solvay refuse -- and it will be found-another great industry will spring up.
Early days here knew nothing of police squads or paid firemen, of letter carriers and white wings, but these make a large body of men. The number of elerks absolutely necessary in eity and county work is quite large. If we add to these all those employed in stores, in banks and business offices, the aggre- gate is great. The mere delivery of goods employs a host of horses and men, and many other new industries might be cited.
With the disappearance of our forests the use and supply of fuel has taken on new features. The strong and expert chopper is no longer in demand, and the saw-horse and bueksaw are rarely seen. Coal comes in immense trains to village and eity alike, and furnaces and gas ranges take the place of stoves and the ample fireplace. The entting and drawing of wood was onee an impor- tant part of rural life in the winter. How few wood sleighs are to be seen now. It suggests the future. Perhaps we may find a fuel far better than coal.
There are still local weavers in the county who make rag carpets, but early days saw those who devised and wove the blue and white counterpanes. so highly valued now. Often a weaver made his own designs. Spinning was almost universal, and was not confined to wool. Flax and hemp were also spun at home. and that not long ago. The writer has a double thread flax wheel, a family heirloom, which the late Edward Shephard, of Skaneateles. once eame to see for a very good reason. "My mother," said he, "had such a wheel, and I had a twin brother. She put me on one knee, my brother on the other, held two babies and spun two threads of flax at the same time. What Onondaga man ean mateh that story?" The writer gave it up.
Mr. E. N. Leslie tells another story about the spinning wheel and the once familiar wheelhead, giving a picture of the latter. Amos Miner came to Skaneateles in 1800. "In the course of a year or two after his arrival here, while engaged in breaking up some new land, he was accidentally injured, so much so as to be confined to his bed, and was kindly cared for by his immedi- ate neighbor. While lying in the bed in the primitive log cabin of the times. and in the same apartment where the females of the household did their house- hold work. Miner noticed the disadvantages the women had to undergo in the use of the spinning wheel, which was a big wheel. with a band over a whirr or small band wheel about three-quarters of an inch in diameter, single geared and
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slipped over the spindle. Sufficient velocity to spin the thread satisfactorily required herculean power. yet this power had to be furnished by the woman with one hand, while the thread was drawn out with the other. Miner lay in his bed day after day in the presence of this spinning heel, thinking how he could improve this old-fashioned device. and before he was well enough to go to work had mentally accomplished his contemplated improvement. His first attempt to put it into practice was to add to the staff which supported the spindle a wooden arm with an upright attached to it to hold a wheel, which was separately geared to both spindle and the large wheel by two bands. This was a great improvement, but the sale of it was confined to his immediate vicinity, because every old spinning wheel had to be brought to him to have the device attached. It soon became self-evident to him that, in order to meet the growing demands. he must so arrange his improvement as to be portable, so that it could be attached to any spinning wheel withont his personal assistance. This he soon accomplished by great perseverance in what he ealled Miner's Accelerating Wheel-Head, for which he obtained a patent April 11, 1810."
This was in the days of cattle driving and he hired out as a drover. "Tak- ing his model under his arm. he faithfully followed that drove down through the back woods to Philadelphia, where he received his wages and put right out for Washington City. He had no difficulty in obtaining his patent right. and, paying the expenses thereof from the wages he had received for driving the cattle, he returned to Skaneateles on foot." Other useful inventions followed. He died in 1842.
There were slaves in New York in those early days, and a score of years ago some survived who were born thus. Every town had a distillery, some- times several, and hard drinking was common. In fact it showed a manly spirit to be occasionally drunk or so some thought. Most men took their early bitters as a safeguard of health, and occasional beds of tansy remind us of this. A few barrels of cider in the cellar were a recognized family necessity. Pumps were long unknown and the lofty well sweep was a familiar sight. Ice houses were very rare. When tea was scarce or high there were substitutes for this.
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