Gouverneur Morris's Day-dream of the Coming Blessings of Liberty.—He predicts Artificial Channels from the Lakes to the Hudson.—The Sight of the Caledonian Canal enables him to foresee Wealth for the Interior of America.—Seeing Ships on Lake Erie, he predicts that Ocean Vessels will soon sail on the Lakes.—Inland Navigation a Great Factor in this Country's Development.—Many Rivers not made Navigable for Lack of Engineering Skill.—President Jefferson recommends that the Surplus in the Treasury be used for Internal Improvements.—Jesse Hawley writes Articles in Behalf of an Erie Canal.—A Bill in the New York Legislature for the Same Object.—Hindrances to the Execution of the Project.—Names of Some Notable Friends of the Undertaking.—Erie Canal Bill passed by the New York Legislature, 1817.—Lack of Good Roads necessitates Transportation of Materials for the Canal in Winter only.—Other Difficulties.—Clearing away the Timber and laying out the Track from Albany to Buffalo.—Imported Machinery used for uprooting Trees and Stumps.—Neighboring States urged to Contribute.—Cost and Profits both Greater than Estimated.—Rejoicings at the Opening of the Canal.—The Success of this Canal leads to other Enterprises.

MORRIS AND CLINTON: FATHERS OF THE ERIE CANAL

As we survey the early period of the nation's history, there appear a number of famous conventions of notables which will ever live in the memory of thoughtful Americans. There are, however, a number of such gatherings that are not familiar to many, and it is at one of these that any story of the far-famed Erie Canal must begin.

In the year 1777 General Schuyler's army was at Fort Edward, New York, during its slow and sullen retreat before Burgoyne's advancing redcoats. Gouverneur Morris was sent to the army at Fort Edward, and on a certain evening, amid a company of army officers, that brilliant man told a day-dream before the flickering camp-fire. The dream concerned the future of America when once the foreign yoke should be thrown off. In language consonant with the fascinating nature of his theme the speaker described in some detail what would be the result on the minds and hearts of men when liberty for all had been secured, and the inspiring advance in arts and letters, in agriculture and commerce, that would come. He was a dreamer, but his dream became a realization and the wonder of young America. A comrade that night heard his words.

"He announced," wrote that person, Governor Morgan Lewis, then Quartermaster-General, "in language highly poetic, and to which I cannot do justice, that at no very distant day the waters of the great Western inland seas would, by the aid of man, break through their barriers and mingle with those of the Hudson. I recollect asking him how they were to break through these barriers. To which he replied, that numerous streams passed them through natural channels, and that artificial ones might be conducted by the same routes."

A number of eminent authorities, such as James Geddes, Simeon de Witt, and Elkanah Watson, all leave evidence that the idea of a canal from Lake Erie to the Hudson was first brought to men's attention by the man who told his vision to those sleepy Revolutionary officers at Fort Edward.

In his diary of a journey in Scotland in 1795 Morris thus exclaims at the sight of the Caledonian Canal, "When I see this, my mind opens to a view of wealth for the interior of America, which hitherto I had rather conjectured than seen." Six years later he wrote to a friend, after seeing ships on Lake Erie: "Hundreds of large ships will, at no distant period, bound on the billows of these inland seas.... Shall I lead your astonishment up to the verge of incredulity? I will. Know then that one-tenth of the expense borne by Great Britain in the last campaign would enable ships to sail from London through Hudson's River into Lake Erie." Simeon de Witt said in 1822: "The merit of first starting the idea of a direct communication by water between Lake Erie and Hudson's River unquestionably belongs to Mr. Gouverneur Morris. The first suggestion I had of it was from him. In 1803 I accidentally met with him at Schenectady. We put up for the night at the same inn and passed the evening together. He then mentioned the project of 'tapping Lake Erie,' as he expressed it himself, and leading its water in an artificial river, directly across the country to Hudson's River." James Geddes first heard of the early canal idea from Mr. Morris in 1804. "The idea," he said, "of saving so much lockage by not descending to Lake Ontario made a very lively impression on my mind."

Looking back over the colonial history of America it is very interesting to note the part that was played in our country's development by inland navigation. Practically all the commerce of the colonies was moved in canoes, sloops, and schooners; the large number of Atlantic seaboard rivers were the roads of the colonies, and there were no other roads. In Pennsylvania and Georgia a few highways were in existence; in the province of New York there were only twelve miles of land carriage. Villages, churches, and courthouses in Maryland and Virginia were almost always placed on the shore of the rivers, for it was only by boat that the people could easily go to meeting or to court. Indeed the capital of the country, Washington, was located upon the Potomac River, partly for the reason that its founders believed that the Potomac was to be the great commercial highway of the eastern half of the continent.

As roads were the arteries of trade and travel it was natural for our forefathers to hold the opinion that to increase the commerce of the country it was necessary only to increase the number of navigable miles of the rivers. The story of the struggle to improve the navigation of the two rivers, Mohawk and Hudson, upon which the attention of our earliest engineers centred, occupies other pages of this volume; and it is for us to note here the fact merely in passing that, beginning with 1786, strenuous efforts were made to render these waterways, and a large number of less important rivers, navigable. The efforts failed of success, the reason being that engineering skill was not of a grade high enough to master the problem. And consequently, when the nineteenth century dawned, we may say with fair regard to truth that the campaigns that had been waging in a number of the States for the betterment of America's navigation by means of improved rivers had failed and were discarded.

Then it was that public attention was turned to the subject of making artificial water channels, or canals. Generations before this, the great Forth and Clyde Canal in Scotland had been completed by Smeaton; the Royal Canal in Ireland was finished in 1792; the Schuylkill and Susquehanna Canal in Pennsylvania had been surveyed in 1762, and a few miles of it had been dug in 1794; the Chesapeake and Delaware Canal, though surveyed as early as 1764, was not begun until 1804.

It was natural, therefore, that the idea of a canal between the Hudson and Lake Erie should have presented itself forcibly to New Yorkers at this time, and all the latent possibilities were aroused to activity in 1807 by the recommendation made by President Jefferson in his message to Congress in October, that the surplus money in the Treasury of the United States be used for undertaking a large number of internal improvements. Whether or not Jefferson's recommendation or some other preliminary proposal of this kind may have inspired it, a New Yorker named Jesse Hawley was now preparing a series of articles advocating a canal between the Hudson and the Lakes. Before these articles, to which the name of "Hercules" was signed, were ready to appear in print, Mr. Hawley changed his place of residence to Pittsburg, and, oddly enough, it was in "The Commonwealth," a Pittsburg paper, that the first published broadside in behalf of an Erie canal appeared; this was on the fourteenth day of January, 1807. This series of articles, as a whole, appeared in "The Genesee Messenger," of Canandaigua, weekly from October, 1807, to March, 1808. The author had studied the problem with great earnestness, though the Mohawk River was to be used as a part of the system. In February of the following year the idea gained added impetus and circulation by a bill offered in the New York Legislature; its author was Joshua Forman, a member from Onondaga County, and it read as follows:

"Whereas the President of the United States by his message to Congress, delivered at their meeting in October last, did recommend that the surplus money in the treasury, over and above such sums as could be applied to the extinguishment of the national debt, be appropriated to the great national objects of opening canals and making turnpike roads; And whereas the State of New York, holding the first commercial rank in the United States, possesses within herself the best route of communication between the Atlantic and Western waters, by means of a canal between the tide-waters of the Hudson River and Lake Erie, through which the wealth and trade of that large portion of the United States bordering on the upper lakes would for ever flow to our great commercial emporium; And whereas the Legislatures of several of our sister States have made great exertions to secure to their own States the trade of that wide-extended country west of the Alleghanies to those of this State; And whereas it is highly important that these advantages should as speedily as possible be improved, both to preserve and increase the commerce and national importance of this State: Resolved (if the honourable the Senate concur herein), that a joint committee be appointed to take into consideration the propriety of exploring, and causing an accurate survey to be made of, the most eligible and direct route for a canal to open a communication between the tide-waters of the Hudson River and Lake Erie; to the end that Congress may be enabled to appropriate such sums as may be necessary to the accomplishment of that great national object."

For a number of years the great project was held in abeyance by a series of unforeseen events. First among these was the War of 1812, during which the State of New York was the frontier and saw a number of the most important campaigns. Then, too, the inherent difficulties of the project—the vast amount of ground necessarily to be covered, the low plane of engineering science at that day, the immeasurable difficulties of gaining access to the interior of a heavily wooded country, the low ebb of the financial condition of the State—all combined to strengthen the opposition to the canal. But its friends grew in number and steadily grew in power. First among them was Governor Clinton, who was so closely allied with the great undertaking that its enemies frequently called it "Clinton's Ditch"; Gouverneur Morris, Fulton, and Livingston (who were just now succeeding in their steamboat enterprise), Simeon de Witt, Thomas Eddy, General Philip Schuyler, Chancellor Kent, and Judges Yates and Platt are remembered as the most influential promoters of America's first great work of internal improvement.

Strangely enough, one of the most serious hindrances to the beginning of the work proved in the end to be the great argument in its favor, and that was the War of 1812. The act which gave birth to the canal was passed by the New York Legislature April 15, 1817, and then went before the Council of Revision. "The ordeal this bill met with in the Council of Revision," writes M. S. Hawley in his valuable pamphlet, [3] "came near being fatal to it; it could not have received a two-thirds vote after a veto. The Council was composed of Lieutenant-Governor John Taylor,—acting Governor, as President of the Council,—Chief Justice Thompson, Chancellor Kent, and Judges Yates and Platt. Acting Governor Taylor was openly opposed to the whole scheme. The Chief Justice was also opposed to this bill. Chancellor Kent was in favor of the canal, but feared it was too early for the State to undertake this gigantic work. Judges Yates and Platt were in favor of the bill; but it was likely to be lost by the casting vote of the acting Governor. Vice-President Tompkins (recently the Governor) entered the room at this stage of the proceedings, and, in an informal way, joined in conversation upon the subject before the Council, and in opposition to this bill. He said: 'The late peace with Great Britain was a mere truce, and we will undoubtedly soon have a renewed war with that country; and instead of wasting the credit and resources of the State in this chimerical project, we ought to employ all our revenue and credit in preparing for war.'

"'Do you think so, sir?' said Chancellor Kent.

"'Yes, sir,' replied the Vice-President; 'England will never forgive us for our victories, and, my word for it, we shall have another war with her within two years.'

"The Chancellor, then rising from his seat, with great animation declared,

"'If we must have war ... I am in favor of the canal, and I vote for the bill.'

"With that vote the bill became a law."

It is difficult for us to-day to realize what a tremendous undertaking it was to try to throw this great "Ditch" of Clinton's across those hundreds of miles of forest and swamp which, for so many generations, had been known as the "Long House of the Iroquois." As you fly through that beautiful territory watered by the Mohawk, Seneca, and Onondaga rivers to-day, it is hardly possible to re-create, with any measure of truth, the old-time appearance of the land. It was well into the nineteenth century before a good road was ever built in Central New York; indeed, during the years while the Erie Canal was being built, the necessary materials for the building, and provisions for the builders, were transported thither in the winter season because at that time only was it accessible by any known means of transportation. Think what it meant, then, to dig a great trench through the heavily wooded region where even the road-builders had not had the temerity to go. It was the forest growth that held back the road-maker; the tangled forest, the heavily wooded overgrowth that bound the heavy trees inextricably together. The canal-builder had all that the road-maker found to combat with above the ground,—the tangled mesh of bush, vine, and tree,—but he had also what was far more difficult to attack and conquer, namely, the tremendous labyrinth of roots that lay beneath the ground. Thus, his task was double that of the road-maker; and look as far as you will through our early history, you will not find an enterprise launched on this continent by any man or any set of men that will compare in daring with the promotion of this great work of interior improvement to which New York now set herself.

For there was no hesitating. Within a very few days of the passing of the act creating the Erie Canal you could have seen surveyors and chainmen pushing out into the shadowy forest-land, driving five lines of stakes across New York toward the setting sun. These men, like those who sent them, were ridiculed everywhere they went by some of the people; but still the ringing blows grew fainter and fainter as those five lines of stakes crept on up the Mohawk, along the Seneca, through poisonous swamps, on the banks of running rivers, around the shores of the still-lying lakes. Those who ridiculed prophesied that next we would be building a bridge across the Atlantic, and then a tunnel to China beneath the Pacific; but the sneers and ridicule of that portion of the people that will be fools all the time could not stop those earnest stake-drivers or the small army of men, mostly Americans, who came in and worked with pick, shovel, and wheelbarrow.

The two outer lines of stakes were sixty feet apart; this indicated the space from which the forest was to be cleared. Two lines of stakes within these, measuring forty feet apart, represented the exact width of the proposed canal; and the remaining single line of stakes located its mathematical centre. The whole distance of the canal from Albany to Buffalo was divided into three sections, and these sections were subdivided into very small portions, which were let to contractors. The first contract was signed June 27, 1817, and work was begun at historic Rome, New York, on the following Fourth of July, with appropriate ceremony. After a short address by one of the commissioners, Samuel Young, and amid a burst of artillery, Judge Richardson, the first contractor, threw out the first spadeful of earth.

To present-day readers acquainted with so many wonderful feats of engineering of modern days, the history of the building of this canal must seem commonplace; the marvellous thing about it, after all, was its conception and the campaign of education which brought about its realization. One of the romantic phases of the story, that will forever be of interest to those of us who can never know a primeval forest, was the experience of the engineering corps crashing their way through the New York forests, where the surveyors' stakes could hardly be seen in the dense gloom. Machinery unknown in America at the time was called upon to perform this arduous labor of grubbing and clearing this sixty-foot aisle. One machine, working on the principle of an endless screw connected with a cable, a wheel, and a crank, enabled a single man to haul down a tree of the largest size without any cutting. The machine being located at a distance of one hundred feet from the foot of the tree, the cable was attached to the trunk fifty or sixty feet from the ground, a crank was turned, the screw revolved, and the tree was soon prostrated, as the force which could be exerted by this principle was irresistible.

A machine for hauling out stumps was constructed and operated as follows:

"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."

An implement devised for the underground work demanded on the Erie Canal was a peculiar plough having a very heavy blade by which the roots of the trees were cut; two yoke of oxen could draw this plough through any mesh of roots none of which exceeded two inches in diameter.

The middle section of the canal, from Rome to Lockport, was completed in 1819, twenty-seven miles being navigable in that year. By 1823 the canal was opened from Rochester to Schenectady. Water was admitted into the canal between Schenectady and Albany in October of that year; and by September, 1824, the line was completed from Lockport to Black Rock Harbor on Lake Erie.

In evidence of what the promoters of the Erie Canal expected that highway would be to the Central West we find this interesting fact: Ohio, and even Kentucky, were called upon officially to aid in raising the funds for its building. Indeed, the commissioners in 1817 went so far as to utter a threat against the States lying on each side of New York in case they should not be willing to contribute to the building of this commercial route, which was to be for their common benefit; this consisted in a threat to charge high duties on articles transported to and from those States and the Territories of the United States. It would seem as though New York never expected to be compelled to finance, unassisted, the great work of improvement which she began in 1817. Agents went canvassing for her both in Vermont on the east and in Ohio on the west for the purpose of raising contributions to the canal fund. Agents also were sent to the national Government at Washington, and it was believed that national aid could perhaps be secured from the sale of the public lands in Michigan, very much in the same way as the old National Road was paid for in part by the sale of lands in Ohio a decade before. Though assurances of interest and sympathy were forthcoming from the Government and from all the interested States, there is no evidence at hand to show that New York was aided to the extent of a single penny from any extraneous source. To this fact, we shall see in another chapter, may be charged the opposition of New York delegates in Congress to many government-aid propositions that came up in the era of internal improvements.

As is usually the case, the expense of this great work exceeded all the scheduled estimates; but, as has seldom if ever been the case with works of this character, the receipts from the tolls on the Erie Canal also exceeded all estimates. In only eight years following the completion of the canal the receipts from it exceeded all estimates by nearly two and one-quarter millions of dollars, whereas the total cost of the canal, including the amount required for completion and payment of all claims at the close of the year 1824, was only $7,700,000. Indeed, the success of the canal was so great that it was hardly completed before plans for an enlargement were necessary.

Yet on its completion a great celebration was held, which probably was the most picturesque pageant ever seen on this continent to that time. For many days previous to the completion of the work, committees in all the cities and villages throughout the route of the canal were preparing to do honor to Governor Clinton as he should make a triumphal tour from end to end in the first boat that made the journey. Looking back through the years, the scene presented of the Governor of that State sailing in a little flotilla of canal boats from Buffalo to Albany, the violent rejoicing of political friends along the route, the demonstrations and orations by the score, the transparencies, illuminations, and jollifications, stand without a parallel in the early history of our country. At the moment when Clinton's boats weighed anchor at Buffalo, a burst of artillery sent the message eastward; cannon located along the route took up the message, and in comparatively few moments it was passed across the State to the metropolis. When Clinton reached New York, the canal boats having been towed down the Hudson, a spectacular ceremony was performed off Sandy Hook, where a keg of Lake Erie water was poured into the sea in commemoration of the wedding of the ocean and the lakes. The procession in New York City was the greatest, it is said, that had ever formed in America up to that time. The illuminations were in harmony with the whole scale of the celebration, as was true of the grand ball in Lafayette Amphitheatre in Laurens Street; here, in order to secure necessary floor space, a circus building on one side and a riding-school on the other were temporarily united to make the largest ballroom in America.

The Erie Canal was of tremendous national importance in more ways than it is possible to trace. The hopes and dreams of its promoters were based on such sound principles, and the work they planned was so well executed, that the success of their adventure gave inspiration to hundreds of other enterprises throughout the length and breadth of the country. That was the Erie Canal's great mission. It is hardly necessary to say that the State of New York reaped a great benefit from the successful prosecution of the work. But it was not New York alone that benefited; for the Erie Canal was the one great early school of civil engineers in the United States, and in all parts of the country, from the Baltimore and Ohio Railroad at Baltimore to the Portland Canal at far-away Louisville, Kentucky, the men who engineered New York's great canal found valuable work to do.

It is most remarkable that now, at the beginning of another century, the people of New York should be planning a new Erie Canal; and perhaps the most significant fact in connection with the one-thousand-ton barge canal now projected is the fact that wherever rivers are available, as for instance the Mohawk, these are to be taken advantage of, showing that modern engineering science approves the early theory entertained by Washington and Morris of the canalization of rivers. The old Erie Canal cost upwards of eight millions, which was deemed an immense sum at that day. It is difficult always to measure by any monetary standard the great changes that the passing years have brought; but the new canal now to be built is to cost one hundred and one millions, which is in our time a comparatively moderate sum. The influence of the building of the old canal spread throughout the nation, and scores of canals were projected in the different States; it seems now that the influence of the promotion of the new Erie Canal will likewise be felt throughout the country. New York again leads the way.