The Great American Canals (Volume 2, The Erie Canal)

by Archer Butler Hulbert

During the first season of work fifty-eight miles on the summit level were placed under contract, but most of the contractors were compelled to cease work when the frosts came. In December, 1817, from $200 to $1,000 each was advanced to contractors with which to buy provisions for their men; beef, pork, and flour were cheaper at this season than in the spring, and the roads over which they were to be transported were likewise better in the winter season than at any other. This first year of work had brought its lessons; first and foremost it proved what a tremendous burden lay on the shoulders of the commissioners and engineers. Contracts innumerable were to be made and signed, calling for the provision of a hundred necessities: principally for stone, lumber, and lime; the proper quantities were to be deposited at the proper places—here in a heavy forest, there beside a swamp, and yonder at the foot of a hill. The country was quite innocent of anything that approached such a road as was needed everywhere along the line of work. It is difficult even to hint at the multitude of perplexing questions that the builders of the Erie Canal faced and somehow solved. The year had proved the advisability of discarding the spade and wheelbarrow—the European implements for canal building—for the plough and scraper. With the latter tools the work was more quickly done and better; the feet of the horses drawing them tended to solidify the earth along the embankments. Three Irishmen finished three rods of the canal, four feet deep in five and one-half days. Sixteen and one-half days work accomplished 249½ cubic yards of canal, which at twelve and one-half cents per yard made $1.80 for each man per day. As the year progressed it was found that the contracts were inside of the figures of the estimates originally made.

When the season of 1818 was on, between two and three thousand men and half that number of horses and cattle were at work. Indeed some of the contractors had worked all winter, and many had transported the necessary provisions and tools for the summer’s campaign to the points of work on sleds during the winter. The Genesee Road between Utica and Syracuse, the most important of all, was useless for heavy loads in the summer season. During this season the entire Middle Section was put under contract; the only important change of route was at the Marl Meadows near Camillus; this swamp without an outlet was avoided by running a new route through the Salina plains, at an estimated saving of some $17,000.

In all the romantic story of the building of this great work nothing is so picturesque as the forest scenes; the digging and scraping, the hauling and cementing, is all commonplace beside throwing the canal across the tremendous forests which were now, in 1818, to be met in that smiling country of which Utica, Syracuse and Rochester are the jewels of today. Nothing like this had been attempted in America before the Erie Canal; true the Cumberland Road was crawling away across the Alleghenies and was now in calling distance of Wheeling on the Ohio; yet this road was built largely on the route of older thoroughfares, and much of its new bed ran through open lands which pioneer fires had partially cleared. Moreover it was built on the surface of the ground. The Erie Canal forged straight on where no foot but the silent hunter’s had stepped; its course was marked in forests so dark that the surveyor’s stakes could hardly be distinguished in the gloom—where not even the smoke of a pioneer’s fire had ever penetrated; it was not built on the ground, but dug through the ground, and the vast network above ground in those ancient woods was not less easily penetrated than was the straggling mass of root and fiber that was found for many feet below the surface. No work in America before its time began to compare in magnitude with grubbing that sixty-foot aisle from Lake Erie to the Hudson and the digging of a forty-foot canal in its center.

Since necessity is the mother of invention, it is not strange that here in the New York woods should have been perfected some strange machinery—great tugging monsters which should bodily haul down immense trees with a crash and pluck out green stumps with single groan. It may be these engines of forestry were imported from Europe; we know from the correspondence of that indefatigable promoter, Washington, that great engines for clearing trees from forest land were known in Europe and were probably imported to America not long after the Revolutionary War.[37] “Machinery has hitherto been used,” recorded the commissioners of the Erie Canal, “with most success, in the heavy business of grubbing and clearing. By means of an endless screw, connected with a cable, a wheel and a crank, one man is able to bring down a tree of the largest size, without any cutting about its roots. For this purpose these means are all, except the cable, combined in a small but very strong frame of wood and iron.—This frame is immovably fastened on the ground, at a distance of perhaps one hundred feet from the foot of the tree, around the trunk of which fifty or sixty feet up, one end of the cable is secured, the other being connected with the roller. When this is done, the man turns the crank, which successively moves the screw, the wheel and the roller, on which, as the cable winds up, the tree must gradually yield, until, at length, it is precipitated by the weight of its top. The force which may be exerted in this way, upon a tree, is irresistible, as with the principle of the wheel and the screw, by the application of the cable at a point so far from the ground, it unites also that of the lever.” The machine for hauling stumps is thus described: “Two strong wheels, sixteen feet in diameter, are made and connected together by a round axle-tree, twenty inches thick and thirty feet long; between these wheels, and with its spokes inseparably framed into their axle-tree, another wheel is placed, fourteen feet in diameter, round the rim of which a rope is several times passed, with one end fastened through the rim, and with the other end loose, but in such a condition as to produce a revolution of the wheel whenever it is pulled. This apparatus is so moved as to have the stump, on which it is intended to operate, midway between the largest wheels, and nearly under the axle-tree; and these wheels are so braced as to remain steady. A very strong chain is hooked, one end to the body of the stump, or its principal root, and the other to the axle-tree. The power of horses or oxen is then applied to the loose end of the rope above-mentioned, and as they draw, rotary motion is communicated, through the smallest wheel, to the axle-tree, on which, as the chain hooked to the stump winds up, the stump itself is gradually disengaged from the earth in which it grew. After this disengagement is complete, the braces are taken from the large wheels, which then afford the means of removing that stump out of the way, as well as of transporting the apparatus where it may be made to bear on another.”

A plough was invented for cutting the tangled meshes of roots below the turf “greatly superior to the one in common use. It is very narrow or thin, and consists of a piece of iron much heavier than a common plough, strongly connected, at its upper edge, with the beam, and in the rear, with the handle, both of which are of the usual construction. The front edge of the iron, where the cutting is to be done, is covered with steel, well sharpened and shaped like the front of a coulter, except that it retreats more as it rises to the beam. The lower edge is made smooth and gradually thickens as it extends back towards the handle, to about four inches. Two yoke of oxen will draw this utensile through any roots not exceeding two inches in diameter; and by moving it, at short intervals, through the surface of the ground to be excavated, the small roots and fibres are so cut up as to be easily picked and harrowed out of the way of the shovel and scraper.”

During the season of 1818, all but five of the ninety-four miles of Middle Section were grubbed and cleared with these powerful machines; little the wonder, however, for one of the stump machines, costing two hundred and fifty dollars, operated by seven men and two horses, could grub from thirty to forty large stumps a day. Of the eighty-nine miles cleared, forty-eight miles of the line was dug, eight miles being completed and accepted. One ten-mile stretch was half done and one twenty-mile division was one-fourth done. The total estimated expense of the Middle Section was $1,021,851; up to January 25, 1819, $578,549 had been expended; the $443,302 remaining was considered sufficient to complete the section.

This division of the canal was completed in 1819; for twenty-seven miles it was navigable and had not the frost intervened, large boats could have traversed its entire length before the close of the year. The expense proved to total up to $1,125,983, an excess over the estimate of $104,132. The explanation of this excess brings out some interesting facts concerning the progress of the work. For instance, the aqueducts over Oneida and Onondaga Creeks had been made of solid masonry instead of wood as stipulated in the estimate. Lack of snow during the winter of 1818-19 had prevented the hauling of much of the needed material. Sickness among the army of workmen had produced costly delays; pioneer conditions prevailed—the fever and ague of those who first invaded the sluggish morasses of the interior of a new continent. Special trouble had been experienced where the canal line approached the low-lying valley of the sluggish Seneca. For thirty-five miles the works paralleled this stream, and pioneers here suffered heavily every fall; of course the laborers on the canal were, to say the least, not more fortified against the miasma and fever than the pioneers who came more or less prepared for such drawbacks. At one time a thousand men on the Erie Canal were stricken down in this region, and in some instances the work on certain “jobs” was entirely abandoned for several weeks.

But the work of the year was not confined to the Middle Section. Exploring parties had been sent to outline more specifically the canal line in the sections on either side. A portion of the Western Section, from the Genesee River to Palmyra, was put under contract, to be completed in September, 1821. The portion of the Eastern Section between Utica and Little Falls—a distance of twenty-six miles—was also put under contract. The expenses for the year amounted to over $100,000 ahead of the annual appropriation of $600,000. And heavier expenses yet were in sight; among these the claims of the Western Inland Lock Navigation Company had to be satisfied. This company had been carrying on its business and declaring greater dividends each year up to 1818. In that year the Erie Canal works at Wood Creek interrupted the operation of their system and the state was compelled to satisfy the claim. There had been, ever since 1812, a correspondence between the canal commissioners and the Western Company looking toward a purchase of the latter’s rights. The price asked in 1812, and again in 1817, was $190,000. The matter was at last settled in 1820 by the payment of $152,718.52.[38] There was a moment just here when the canal came near pausing in its swift rush to completion. A recasting of the estimates was essayed, and the New York legislature demanded of the commissioner what portion of the canal was most important in case only a part could be completed. The reply was, of course, that the Western Section should be finished whether the Eastern could be or not. The estimated expense of completing the canal 254 miles from Utica to Lake Erie was $2,845,561; the Eastern Section, only ninety-eight miles long, would cost only $800,000 less, and for this distance the Mohawk River could be made to answer the purpose of a canal if necessary.

But as if pushed forward by the very momentum of its greatness, the canal went forward. The advances made in 1820 were rapid and important. In the Western Section the fifty odd miles between the Genesee and Montezuma were completed with the exception of nine. The route of 1816 was hardly changed except at Irondequoit Creek, and between Palmyra and Lyons. The Middle Section rapidly became a busy avenue. Mile posts were erected throughout its length, the distance from Genesee Street in Utica to the lock into the Seneca River being a little more than ninety-six miles. Navigation began in May. Contracts were let for the Eastern Section that would insure the completion of the thirty miles from Utica to Minden within the year. The course of the canal through the Mohawk Valley was resurveyed, the experienced engineer Canvass White pushing it forward to Cohoes Falls. The great rock wall at Little Falls was now completed. At the close of the year ninety-eight miles of the Erie Canal was completed, and the promise was that as much more would be done within a twelvemonth. The point of difficulty now was in the Western Section in gaining a route well supplied with water between Lake Erie and the Middle Section. During the present year Mr. Thomas had surveyed the northern route, running seventy-two miles from the Tonawanda to the Genesee.