Further Improvements, 1862 - 1869

The Legislature declared the First Enlargement of the canals completed.   This was the only way for the State to end the expenditures and frequent changes of canal plans.   The continued increasing demands of a growing traffic and the protracted period of executing the improvements had added much that was not contemplated in the original project.   All outstanding contracts were to be completed prior to September 1, 1862, and all accounts closed as soon as possible thereafter.   No work could be done nor material furnished after that date, under pretense of completing or enlarging the canals, and all powers of the contracting board in regard to the enlargement would then cease.   The engineering force was reduced to one engineer and one assistant engineer on each division, although, if necessary, temporary engineers might be employed on some specific work.   Engineers were required to file a bond and oath of office, and their services were confined strictly to repairs and maintenance of the "completed" canals.   The work then in progress on the Champlain Canal and Glen Falls feeder (from the Hudson River to the Champlain Canal) was exempted. ^Whitford

However, the enlargement of the canals was far from actual completion.   Much work remained to be done to place the uncompleted parts of the line on an equal basis of capacity and condition with the portions already enlarged and improved.   The eastern and middle divisions were practically completed, except two contracts; the deficiency was mainly on the western division.   13 locks and a guard lock on that division still remained to be improved at an estimated cost of $447,000, while other needed improvements on that division would cost $170,000.   Of the locks that had been doubled during the enlargement; that is, a second lock placed side by side with the original lock, permitting the passage of boats in both directions at the same time, thus doubling the capacity for traffic, 57 were completed, while 14 (exclusive of the Black Rock guard lock) yet remained to be similarly improved.   The De Ruyter Reservoir one of the important feeders of the long Rome level extending from Utica to Syracuse, was left uncompleted on September 1.   The sum of $32,110 would be required to finish it, and the frequent scarcity of water on that level required the work to be done.   The deficiency in amount of water at the Lodi lock (No. 47) at the western end of the Rome summit level frequently restricted its capacity for lockage during the dry season.   It was proposed to obviate this difficulty by a change of grade for a distance of 14 miles east of the lock, beginning at the Limestone creek feeder and gradually deepening the bottom to the lock, the increased depth being 15 inches at that point, thus increasing the current and the supply of water for lockages.   On the western division, heavier locks were needed, their former construction having proved too light to sustain the pressure of the increased depth of water.   These were to be widened and strengthened, bridge embankments were to be built out to proper proportions, and numerous slope walls were required.   On the western division there was required also a large amount of bottom to be excavated before the enlargement could be completed.   On certain portions of the canal that were nominally finished, there existed a form of construction – slope walls on benches – which had to be changed to a wall of full depth.   The alteration was never considered a part of the enlargement, although it was rendered necessary by that undertaking, and many miles were rebuilt after 1862.   In the eastern division alone, there were 75 miles of these slope walls, constructed upon an earthen bench that averaged 4½ feet above the bottom of the canal.   There were serious objections to this method of construction.   It gave only 42 feet width of canal-bottom, which permitted the passage of but two boats at a time.   Loaded boats could not get nearer than about 18 feet to the top of the bank, and when both shores were thus occupied, no space remained for a third boat to pass between.   These earthen benches had also become disintegrated and had washed away, filling the canal with debris and in many cases permitting the superincumbent slope wall to slide into the bed of the canal.   Traffic was thus materially restricted, and it was proposed to reconstruct these slope walls, extending them to canal-bottom and giving a width of 52½ or 56 feet, on bottom, according to the slope of bank adopted.   This would permit the passage of three loaded boats abreast.   These walls had been constructed prior to 1842, but after the Constitution of 1846 had allowed the resumption of operations, a plan for full depth walls had been adopted.   By the system then in vogue, repairs were let by contract for a gross sum to maintain the canals in a navigable condition.   This was considered highly objectionable by the State Engineer.   Temporary repairs and makeshifts were introduced, where permanent repairs should be made, and numerous claims for masonry work done outside of the contract were made.   A change to the unit system of paying for repairs as in construction was advocated. ^Whitford

The Civil War was then at full tide.   Pennsylvania was invaded and New York escaped a similar disaster only by the quick rushing of many thousands of its troops to its aid.   The blockade of the lower Mississippi River by the Confederate force had turned the traffic in western grain to find an outlet to the eastward.   The suspension of specie payments, draft riots, and the depletion of the working forces of the state by enlistment added to the complications of the period, and all had a bearing upon the policy concerning canal affairs.   In view, also, of the loss of trade with the southern states, the Governor called attention to the necessity of providing for the accession of commerce from the West, which then constituted 80% of the traffic of the canals.   The probability also of a war between the United States and Great Britain aroused the apprehension of the inhabitants of the cities located on the Great Lakes regarding the consequences to them in case of active hostilities.   Shortly after the Treaty of Ghent, a supplementary treaty was made between Great Britain and the United States, by the terms of which each government could maintain as a naval force but one boat on Lake Ontario and one on Lake Champlain and two boats on each of the Upper Great Lakes, the boats not to exceed 100 tons burden, and the armament of each not to exceed one 18-pound cannon.   It was considered that the United States would have no way of bringing warships to the lakes to protect the many wealthy and prosperous cities along their shores, while Great Britain had so improved her waterways that she could bring a large fleet of warships up the St. Lawrence River and place our lake cities at her mercy.   It was proposed, therefore, to enlarge the Erie, Oswego and Champlain Canals and their locks, to permit the passage of boats adequate to defend the northern and northwestern lake coasts.   Other schemes were also proposed for bringing vessels from the Mississippi River to the New York harbor.   Among them were projects for a ship canal around Niagara Falls, together with the enlargement of the canal locks from Oswego to Albany, and the enlargement of the Champlain canal, with better connections between Lake Champlain and the St. Lawrence River. ^Whitford

An Assembly resolution of March 7, 1862, directed the State Engineer to examine the Champlain canal with a view to enlarging it to pass gunboats through Lake Champlain from the Hudson to the St. Lawrence and Lake Ontario. In answer to the resolution, the report of the State Engineer to the Legislature on March 28, 1862, gave $815,000 as an estimate for enlarging the Champlain locks to 25 feet in width, admitting boats 150 feet long, while the cost of enlarging the prism and mechanical structures to the same size as the existing Erie canal would be $2,157,900.   Engineering and land damages would add $797,290, making a total of $3,770,190.   On March 13, 1862, the Assembly also instructed the State Engineer to make, at the earliest possible moment, an estimate of cost and to report concerning the feasibility of an enlargement of one tier of Erie locks to 25 feet width and 150 feet length, in order that the Federal Government might consider that route in connection with the subject of lake frontier defense.   The Oswego canal was later included by request.   The estimates were as follows: for the Erie, $2,815,900; for the Erie and Oswego route, $3,441,400.   The Assembly considered these reports and adopted a resolution referring the matter to Congress, urging an appropriation.   The Legislature of 1863 again passed concurrent resolutions, authorizing surveys and estimates for a tier of locks to be located at the side of or near the existing locks on the Erie, Oswego and Champlain canals – the new locks to be not less than 225 feet long and 26 feet wide, and to be calculated for 7 feet of water in the canal.   Other resolutions were also passed, reciting the benefits of such locks to the Federal Government and its probable desire to secure the right of perpetual passage through the canals, free of tolls, for vessels, troops and munitions of war, and to render a fair equivalent by contributing justly toward the cost.   The Federal Government was requested to detail a competent consulting engineer, and Hon. Charles B. Stuart, who had been the first incumbent of the office of State Engineer and Surveyor of New York, was appointed.   The Legislature provided for the expenses of the survey by appropriating $25,000.   The canal board directed surveys to be made upon the Oswego and Erie canals, but omitted the Champlain canal.   This was known as the survey for "Gunboat Locks."   The report of the State Engineer to the Legislature, with estimates of cost, was submitted on February 4, 1864.   The estimates for this latter survey were for much larger locks than required by the estimates of 1862, and though not included in the resolutions, it was considered essential to add the cost of deepening the prism to 8 feet of water, to accommodate the draught of gunboats contemplated to be used.   The estimates were as follows: for the Erie canal, entire length, one tier new stone locks, $11,902,888.15; removing bench walls, $1,784,185; deepening one foot, $1,789,900; land damages, $425,000; total, Erie canal, $15,901,973.15.   By the route via Syracuse and Oswego, similar items aggregated: from the Hudson to Syracuse, $10,399,198.15; and from Syracuse to Oswego, $2,743,000.   The canal auditor’s report for the fiscal year 1862 showed revenues of $4,854,989.67.   The expenses of ordinary repair and maintenance were $773,388.32.   The total canal debt on September 30, 1862, was $23,981,610.25, on which the annual interest was $1,381,970.76.   The sinking fund for redemption of this debt amounted to $3,532,784.32.   There were 5,568 boats in use on the canals, of which 850 were registered as new.   The total tonnage for the year was 5,598,785, an increase of 1,091,150 tons over 1861.   In the next year, 1863, the tolls fell off during the latter part of the season about $500,000, owing to the breaking of the Mississippi blockade.   The total receipts were $5,118,501.35, and ordinary repairs and salaries cost $770,882.52. ^Whitford

During 1863, the policy of widening the canal by removing the objectionable wall benches was inaugurated, but at the close of the year there still remained to be removed over 87 miles, of which 70 were in the eastern, 15 in the middle, and two in the western division.   In addition to this, in the western division remained the completion of the enlargement, a large amount of bottom excavation, strengthening of weak embankments, slope walls building, and the doubling of locks.   The De Ruyter Reservoir was practically completed and its added supply of water greatly benefited the long summit level.   The canal commissioner of the middle division was instructed to cause that portion of Nine Mile Creek feeder from the Erie canal to Camillus to be made navigable for boats plying on the enlarged Erie canal.   The geographical position of New York State had at all times drawn the greater share both of foreign commerce and of interior exchanges in the United States.   This concentration of trade was commented upon by Governor Fenton in his message, in which he stated that it had increased since the war began, in consequence of the closing of southern ports and the stoppage of trade on the Mississippi River.   Not only had this tendency increased, but the volume of foregin and domestic trade had increased, contrary to predictions. ^Whitford

In 1864, the work authorized by the canal board, under the head of extraordinary repairs, was generally finished, including the dam across the Genesee River.   The dam across the Mohawk River at Rexford Flats, 4 miles below Schenectady, was not completed.   The benefits arising from the removal of the wall benches were becoming more apparent, and every year’s experience in operating the canals proved that these benches should be removed and the capacity of the prism increased to meet the requirements of navigation.   During this year, the Legislature appropriated $75,000 for the purpose of constructing two stone sidecut locks in the village of West Troy.   The supply of water from the completed De Ruyter Reservoir was found to be insufficient for the needs of the canal and the construction of Fish Creek feeder was advocated.   Locks built prior to 1842 had been constructed upon a bed of gravel, which had become undermined.   Later construction had been upon a concrete foundation.   During 1864 some of these gravel foundations had been repaired with concrete, and it was urged that the old locks be examined and repaired, if necessary.   The removal of earth and rock from the bottom of the canal in the western division was carried on extensively during the winter.   The gross receipts from canals for the year 1864 were $4,346,265.52, and the expenses of repairs and maintenance were $1,028,909.46.   Increased prices increased the cost of repairs and maintenance, and it was felt that this must continue until the resumption of specie payment.   The interest-bearing canal debt on October 1, 1864, was $21,127,810.25, on which the interest per annum was $1,206,262.76.   The sinking fund balance for its payment was $4,841,130.49.   The gross tonnage on the canals for the year was 4,852,941.   399 boats, old and new, were registered. ^Whitford

In 1865, a change was made in the rank of engineers on canal work.   Each of the three divisions had been in charge of "one engineer and an assistant engineer," from September 1, 1862, to April 17, 1865.   Now, these engineers would rank as division and resident engineers, their appointment being invested in the canal board, and their duties being prescribed by the State Engineer and Surveyor.   During the year, further progress was made in the removal of the objectionable benches and at the close of the year only about 50 miles remained, all of which was in the eastern division.   According to the State Engineer, the absolute necessity of providing an additional supply of water for the Jordan and Port Byron levels was by this time fully realized.   The appropriation of a part or the entire waters of Owasco Creek would enable navigation to be more continually maintained.   At lock No. 39, in Little Falls, a new form of gate called the submerged or "tumble-gate" was tried with success.   This form of gate became quite popular later, wherever circumstances would permit its introduction to displace the ordinary swing or miter gate, the advantages being the lowered coat of construction and operation and a substantial increase in the length of the lock chamber without lengthening the walls.   It superseded the upper pair of gates, opening upstream by dropping flat, below the breast wall, the boats passing over it. A wooden quoin post, with iron journals, fitted into sockets in the walls.   The post turned within a hollow quoin, laid horizontally.   The gate was loaded with stones to sink quickly, and was operated by chains and gearing at the side.   The hollow quoin rested upon an open timber framework in place of the usual miter sill wall.   A platform extended from the hollow quoin to the breast wall, through which horizontal valves permitted the water to drop through the platform and pass to the lock chamber.   It was claimed that its operation caused less commotion in filling the lock, boats rising steadily and upon an even keel; also that one man, operating a single set of machines, would suffice for either single or double locks.

For the fiscal year 1865, the canal revenues amounted to $3,577,465.45, while the expenses for ordinary repairs and maintenance rose to $1,927,373.59.   The canal debt was $19,424,585.49, upon which the interest charges were $1,105,249.28.   The great cost of the breaks of 1865, which necessarily called for large outlays in addition to the ordinary expenses, was chiefly the cause of the immense increase for repairs and maintenance.   The tolls received amounted to $3,839,955, while the entire tonnage amounted to 4,729,654.   The number of boats registered during the year was 200. ^Whitford

The subject of a canal between Lakes Erie and Ontario, built upon New York ground, was at this period receiving considerable attention from canal advocates.   The initiative seems to have come from certain commercial conventions in the West – notably at Detroit in July, and at Morris, Illinois, in November, 1865, where it was urged that cheaper grain rates by way of such a canal and the St. Lawrence River should be secured.   In Congress, a charter was sought, backed by legislative action in some western states toward this end, and a bill had already passed the House, offering the loan of $6,000,000 in 6% 20-year bonds to any company incorporated by any State that would undertake its construction.   The Federal Government was to enter upon and acquire the necessary lands and rights by the power of eminent domain and to transfer them to the corporation when organized.   The support came from Massachusetts and the East, which wanted to buy cheap flour, and from the West, which wanted to sell dear wheat, regardless of its effect upon the prosperity of New York State, which had already expended vast sums upon its canal system, largely for the benefit of its neighbors, and whose recent request to Congress for aid in further improvements had been refused.   It was then considered impossible to enlarge the Erie system to meet the requirements of the proposed ship canal around Niagara falls, which provided for a 90-foot botton wideth and 105-foot surface width, 12 feet depth, and locks 275 by 45 feet.   Even if the Erie were enlarged, the largest vessels could not then pass the Hudson River, and would, therefore, seek a foreign channel through the St. Lawrence River.   In reply to Assembly resolutions of inquiry on March 12 and 26, 1866, the canal board and the auditor denounced the proposed project in vigorous terms, as being more or less destructive to the prosperity of the canal system of the State and the commerce of New York City.   It was at the same time urged that the immediate enlargement of the Erie and Oswego canal locks would abundantly provide for any probable traffic.   This Niagara ship canal was never built.   The project originated under cover of its necessity as a measure for national defense.   In 1863, President Lincoln had appointed Charles B. Stuart, C. E., to make report and estimates for a gunboat canal of 12 feet depth, and this report was published as H. doc. 51, 38th Cong. 1st sess. 1864.   No action was taken until 1867, when surveys were made for the United States by James S. Lawrence, C. E., and Stephen S. Gooding, C. E.   Six different lines were surveyed; 3 from Lewiston on the Niagara river, and 3 from Lake Ontario; all being for a depth of 14 feet.   These were published, with maps and profiles, in the report of the Chief of Engineers, U.S.A., pages 217 to 287, 1868, and again as part of H. rp. 1,430, 51st Cong. 1st sess. 1890.   For the year 1866, the total canal tonnage was 5,775,220.   The canal revenues were $4,309,746.12, while the expenditures were $1,434,989.73.   The debt was reduced to $18,166,600, upon which the annual interest charge was $1,035,330. The sinking-fund balances, applicable to the payment of the debt, were $2,563,623.23. The season of navigation was from May 1 to December 12, or 226 days.   At the close of the season, there still remained 69 miles of wall benches in the eastern division, producing a congestion of traffic at the locality needing the most space of any, especially near the close of the season.   (Discrepancies exist now and in the future in the remaining mileage of wall benches.) ^Whitford

The subject of transporting freight through the state was earnstly discussed by the Governor in his message covering this period, and by the State Engineer and other canal officials.   The imperative demands by outside interests to the Federal Government for better facilities for the transportation of their products to the seaboard, and the arguments that the friends of the Erie Canal had interposed in their defense, seem to have created the official impression that the canals of the state had but narrowly escaped being placed at the mercy of foreign corporations, as competitors, by the contemplated construction of the ship canals.   The immediate improvement of traffic facilities upon the Erie Canal was, therefore, urged by the authorities, with the added impetus of the argument that it had become a measure of self-protection.   It was considered that the canals, as then constructed, were adequate to carry a traffic of 4,000,000 tons each way during an average season, while so far no demand had at any time been made upon them for more than 3/4 this amount.   By the enlargement of one tier of locks to a chamber-length of 220 feet by a width of 25 feet at the lower water-surface, boats of 6-foot draught could be passed, carrying cargoes of 500 tons.   With an equal distribution of traffic throughout the season, the capacity would be increased to at least 5,000,000 tons each way, and the cost of transportation reduced from 2.16 mills per ton-mile to 1.44 mills per ton-mile, based upon horse power being used.   In the opinion of the State Engineer, the probable substitution of steam power would doubtless reduce the cost of transportation nearly 50%.   The surveys and estimates of 1863-4, which were considered reliable, were used as a basis for these estimates, and by certain modifications in lock masonry and construction, in the interest of economy, the total estimate for enlarging the locks was placed at about $10,000,000.   This did not include deepening the prism 1 foot, which, in view of its existing limited width, was considered as of at least doubtful utility.   Neither was the sum of $1,794,110, the amount necessary to remove the old wall benches, a measure requisite to improve the working capacity of the canals even without lock enlargement, included in this estimate. ^Whitford

The close of the Civil war, in 1865, brought to the people of the Empire State, in common with all the North, renewed peace and prosperity.   The channels of trade opened with vigor and commerce sprang into life.   Local industries and factories soon employed thousands.   The shop, farm and store were thriving as in the past.   People invested money in all kinds of business enterprises.   The new industrial life demanded increased facilities for transportation.   The State was entering upon an era of prosperity, unknown in the past and scarcely dreamed for the future.   Wages were high, work was plentiful and money was expended liberally on improvements, both public and private, and, as a logical sequence, not always with the careful supervision which should have been given.   With the alternating changes of both State and municipal control in New York, political tension ran high.   Under these favorable circumstances it was not strange that numerous contractors and officials should have embraced the opportunity and overstepped the bounds of integrity.   These conditions were neither a matter of administrations nor of party, but rather of private greed and cupidity.   It was becoming a matter of general though unsubstantiated belief that money was being improperly used, and the attention of the Legislature of 1867 was early drawn to the existing condition.   In March of that year, by concurrent resolution, a joint committee, composed of Senators Stanford, Gibson and H. C. Murphy, and Assemblymen Bristol, H. Smith, Gridley, Millspaugh and W. S. Clark, was appointed to inquire into the management of any of the canals of the State and of any department thereof, to investigate the conduct of any person then or earlier officially connected with the canals, and also of the contracting board, to inquire into the awards made for canal damages and canal breaks, and also to investigate the nonperformance of contracts.   The resolution was offered in the Senate on January 30.   The public press, without regard to party affiliations, editorially upheld the necessity of an investigation.   On January 27, the Albany Argus editorially said that the superintendent and contract systems had after trial both proved failures. Boatmen claimed that their rights were not protected.   Charges of favoritism in letting contracts were made and the canal "ring" was denounced.   It was alleged that matters growing out of the recent war had absorbed public attention, with this result.   On January 31, the Albany Evening Journal editorially said that immense, long-continued and wide-reaching frauds were matters of general report and belief.   It advocated taking the canals out of the hands of those responsible for the frauds, saying that everyone was aware of the condition of things, though no one had, so far, been able to trace the matter to its source.   The report of the investigating committee of January 22, 1868 stated that from the testimony taken it was shown that gross frauds had been for a long time perpetrated by various individuals and combinations of men against the State in the management of the canals; that the abuses thus practiced involved those engaged in permanent construction work and in superintendence and repairs, as well as the trusted functionaries of the State.   In regard to the contracting system, it was learned that at the opening of proposals for repair contracts on December 28, 1866, the various contractors had held an organized meeting at Stanwix Hall, Albany, at which the rights to make exclusive bids were put up and auctioned off among themselves, the amount thus realized being divided among themselves, and the successful bidder recouping himself by adding the amount, or more, to his bid, the other proposals being "dummy" bids, which were rejected for technical informalities.   The contracting board was found to be guilty of corrupt collusion with the contractors, at least one of their number having had knowledge of the Stanwix Hall combination, when the contracts were made.   The committee found that the loss of money to the State by frauds practiced within the preceding 10 years amounted to several million dollars.   Numerous relief bills had been skillfully engineered through the Legislature, by which the canal board was authorized to render excessive awards and, in general, the committee roundly denounced the repair contract system. ^Whitford

In 1867, there was held a constitutional convention, which met on June 4.   This is the only Convention which has ever been held under the 20-year rule established by the Constitution of 1846.   At its session, the convention considered fully the subject of canals.   Of its work in this respect Judge Lincoln’s recent book has this to say: "It had long been apparent that reform was needed in canal administration.   The system of administration had grown up from small beginnings, and from the outset extraordinary powers had been conferred on the canal commissioners."   Speaking of Governor Seward’s message, he says that as far back as 1839 the Governor had objected "to the powers exercised by the commissioners. . . . Experience had justified Governor Seward’s criticisms, . . . and the conviction in the minds of experienced statesmen that a remedy was needed had become so strong in 1867 that a change of canal administration was expected as a matter of course, and there was little difference of opinion in the Convention on this subject, except as to the method by which this change should be effected and the kind of administration to be substituted."   The work of the Convention, except that relating to the reconstruction of the judiciary system, which was its crowning feature, was swept away by the failure of the people to ratify the proposed Constitution, when it was referred to them at the November election in 1869.   Judge Lincoln considers that this action was largely instrumental in causing the formation of the legislative Constitutional Commission of 1872, which will be referred to later.   A brief synopsis of the changes that the Convention proposed in relation to canal administration may clarify the situation at that time, inasmuch as it shows how radical were the measures, which were deemed necessary by the delegates.   The Constitution proposed to abolish the canal board, the contracting board and the offices of canal commissioner, canal appraiser and in effect also that of State Engineer, no provision being made for his election among the State officers; to vest all canal administration, except financial, in a superintendent of public works; to make the Comptroller, Treasurer and Attorney General the commissioners of the canal fund, and to create a court of claims and a solicitor of claims.   Provision was also made for paying the canal debt and for not rejecting any bid for informality until the bidder had been given an opportunity to correct his error.   The Convention considered the subject of canal enlargement, but without approval.   The purpose of the delegates seems to have been an endeavor to concentrate authority and responsibility in canal management.   The rejection of the Constitution may indicate that the people were not in accord with so sweeping a change, and that their position toward canal affairs influenced the final result.   However, several of the recommendations, but in a modified form, were later made a part of the Constitution by independent amendments. ^Whitford

Many complaints were made in 1867 concerning the extreme scarcity of water.   The De Ruyter Reservoir had proved entirely inadequate to supply the needs of the long level during dry seasons or during the heavy traffic in the fall months or in consequence of breaks.   Oneida and Cowassalon Creeks were considered available for reservoirs, and Fish and Oriskany Creeks could be used as feeders at moderate cost.   It was suggested that the plan of pumping water from Oneida Lake into the canals be also examined.   The commissioner of the middle division made a special report concerning the scarcity of water.   Insufficient water at Syracuse in the long level delayed lockages and impeded navigation; at no time was there water enough to permit lockages to the full capacity of 180 boats per day.   The Jordan level could be relieved from Owasco Lake.   On the western division, the supply from Lake Erie was not enough at times.   Three plans were proposed to obviate the delays in lockages at the Port Byron and Syracuse locks – those having an upward lift to the east – as follows: first, to restrict the model and tonnage of boats, as the trouble was mostly with the heavy, blunt-nosed, western grain boats built to the full lock capacity and being unable, except slowly, to get the water behind them in the restricted lock chamber ; second, the use of local steam power to aid in hauling them through; and third, the addition of another lock at each of these troublesome points.   Tests were made during the year 1867 at lock No. 30 – a double lock of ten and a half feet lift – to determine the time required for lockage.   In the trial, 194 boats were locked; the shortest time was three minutes; the longest 11.5 minutes; the average time was 5.12 minutes.   With double locks, both in action, this would pass 562 boats in 24 hours.   Increasing the average time to 10 minutes would mean 288 boats per day.   As the tonnage of down boats was from 210 to 240 tons, and of up boats from 50 to 100 tons, the average would be 150 tons, which would give 43,200 tons per day, and 9,072,000 tons for a season of 210 days.   The dilapidated condition of all the lateral canals except the Black River canal was becoming a subject of serious alarm.   As all were exempted from sale or lease by constitutional prohibition, the State was under obligations to preserve their usefulness, yet none of them were in good navigable condition, and all were interrupted by structural decay, lack of water, land-slides and other troubles, resulting from the want of systematic and needed repairs.   State Engineer, Goodsell, reviewing the situation in 1867, strongly advocated the necessity of revising the existing system of construction and supervision.   Conflicting statutes led to interferences with the commissioner’s department.   The repairs and maintenance of the canals should, in his opinion, be placed under the supervision of the Engineer’s Department, which should originate plans and detailed bills, supervise construction and make final estimates for payment by the commissioner.   Necessary funds for defraying travel and expense should, be allowed.   An exclusive canal system of free telegraph lines was also recommended between collectors’ offices in order to secure prompt knowledge of conditions and prepare to meet them.   The season of navigation in 1867 opened on May 6 and closed December 20, a period of 229 days.   There were registered 520 boats during the season, as against 425 during the year 1866.   The total tonnage carried by canal was 5,688,325, valued at $278,956,712.   The canal revenues were $4,050,357.79 and the expenses of repair and maintenance were $1,220,192.65. The canal debt was reduced to $15,722,900, bearing $910,645 interest annually, from which might be deducted sinking fund balances amounting to $3,214,940.10.   During the year there had also been a redemption and purchases of unmatured stock to the extent of $2,497,000. ^Whitford

In 1868, navigation on the canals opened May 4 and closed December 7, an average period of 217 days.   The tons of total movement during the year were 6,442,225, valued at $305,301,920.   The receipts were $4,477,546.17.   Ordinary repairs and collections were $1,184,245.04.   The canal debt was $14,249,800, including the balance of the debt of 1846, which was paid later in the year.   Against this debt there were sinking fund balances amounting to $4,017,232.43. The revenues had increased by nearly half a million.   The balance of the canal debt of 1846, which amounted to $2,240,860 on September 30, was paid during the year.   Governor Hoffman said in his annual message to the Legislature of 1869: "It affords me great pleasure to congratulate the Legislature and the people of the State upon the fact that the surplus revenues of the canals for the past fiscal year have been sufficient to pay the balance of the canal debt of 1846, satisfy the other requirements of the Constitution and contribute over a hundred thousand dollars ‘to defray the necessary expenses of the government.’ "   The extinguishment of this debt liberated the canal revenues from the necessity of an annual appropriation of $1,700,000 and enabled the Legislature to make immediate appropriations for the payment of the general fund debts and deficiency loans.   During the year, a new method of steam propulsion was tested and its results were favorably commented upon by the department.   Unlike the methods by towing propellers, screw and sidewheel paddle propellers and endless chains, which had already been tried, this plan provided for applying the power directly from the engine to an adjustable wheel under the center of the boat, which rolled along the bottom of the canal, propelling the boat by its weight and friction, upon the same principle as a locomotive driving wheel.   In case of very deep water, a screw propeller was used.   No unusual swell was created and it was claimed that twice the speed of horses could be obtained with less expense.   Also, a remedy was sought for the delay and expense of weighing cargos, the Legislature of 1866 having made a small appropriation for the purpose.   Amsden’s hydrostatic scale, which had been under notice for many years, or since 1841, received a favorable report from the committee in charge and the canal board authorized its limited employment.   By its use, the weights of the boat, both light and with its cargo, were ascertained by the amount of water displaced, as registered on a graduated tube placed amidships.   The Engineer’s department, however, was opposed to its extended use, mainly for the reason that increased opportunity for fraud was presented by reason of its not being under the control of sworn officials of the State.   The final maps and surveys of the enlarged Erie canal – known as the "blue line" maps, - showing correct position of canal lands and true location of enlarged canal, were about completed during the year.   These surveys had been in progress for several years, having been made as the engineers had opportunity after any portion was finished, even before the so-called completion in 1862.   In his annual report for 1868, the State Engineer again urged the removal of the old "bench walls" – preferably termed benches – upon the Erie canal, and also the immediate construction of the Fish Creek feeder to supply additional water to the long summit level.   These improvements had been repeatedly urged for more than 18 years.   His report showed that 80 miles of these benches still existed (which, incidentally, was several miles more than had been previously reported) and the estimated cost of their removal was given as $2,000 per mile, or $160,000 in total.   The estimated cost of the Fish Creek feeder, including land damages, – based upon a length of 11 miles, and a section 15 feet wide on bottom, 31 feet at surface, with 4 feet depth of water, capable of delivering 7,500 cubic feet of water per minute at the canal near Rome, was $335,000.   The doubling of the remainder of the locks on the western division was also urged.   The most serious objection to a single lock was deemed to be its liability to accident, in which case the whole traffic of the canals was interrupted until it could be repaired.   The cost of this doubling was estimated at $425,000.   Now that more of the canal revenues were to be made available by their release from certain constitutional obligations by the extinguishment of the debt of 1846, these much needed improvements were most strongly urged.   This report again roundly condemned the contract repair system.   The project of lock enlargement seems to have remained quiescent for the time being. ^Whitford

The Legislature of 1869 was inclined to authorize more extensive improvements than had been undertaken since 1862.   In reply to a resolution of inquiry, the canal board submitted to the Assembly, on February 3, an estimate of the cost of completing the Erie, Oswego and Champlain Canals upon the plan of the recent enlargement, – doubling the locks and removing "bench walls."   The Erie was estimated by the engineers to cost $2,418,620 to complete, and the other 3 canals was $2,910,220.   The work would require 3 years.   The Legislature was also importuned by various commercial bodies to take some action looking toward the further improvement of the canals.   The Assembly committee on canals on April 23 reported an amendment to the Constitution, authorizing the canal fund commissioners to borrow $10,000,000 to improve the canals and asking for the appointment of a special expert commission to examine into their condition and to report the most feasible and economical plan for their improvement.   Although the Legislature failed to sanction this amendment, it made large provision for numerous improvements:   A ¾-mill tax was laid for the purpose of extraordinary repairs and new work on the canals, including the removal of wall benches, strengthening of banks, building of slope and vertical walls and doubling of locks on the western division.   The construction of Fish Creek feeder was also authorized by this law, for which was appropriated $100,000.   Its necessity and availability as the means of an additional supply of water for the eastern end of the long level was conceded by all who were conversant with the situation.   The estimated cost was then placed at $693,280.   It was planned for a length of 13.3 miles from the west branch of Fish Creek at McConnellsville to a point on the canal 3 miles west of Rome.   It was to be 16 feet wide on bottom, 4 feet in depth, slopes 2:1, surface 32 feet, with a descent of 6 inches to the mile and to deliver about 8,000 cubic feet of water per minute.   However, this feeder was never constructed.   After considering the project more carefully for several years, it was finally discarded, chiefly because the diversion of water might involve the State in extended suits for damages. ^Whitford

In response to the demands of those who urged that cheaper tolls meant increased business for the canals, concurrent resolutions were also adopted, reducing by about 50% the tolls on iron castings and a score of heavy commodities.   The experiment was later admitted to be a failure.   The freights billed through to Chicago and the West by way of the lakes were placed on board lake steamers, which were either owned or subsidized by the railroads, and the lake rates were promptly raised from $2 to $4 per ton, thus nullifying the effect of the change in tolls.   The canal opened for navigation on May 6, 1869, and closed December 10, a period of 218 days.   The canal revenues for the fiscal year were $4,161,280.10, while the expenses were $1,278,507.52.   The net receipts were applied in two parts, thus: to the sinking fund under section two of the Constitution, $1,500,000; and the remainder, $1,382,772.58, to the sinking fund under section three.   The canal debt was $12,564,780, and if the various sinking-fund balances were applied, the net debt would be reduced to $9,351,758.65, a net reduction for the year of $880,968.92. There were then in service 6,870 boats, as stated by the auditor.   The canals were overstocked with boats.   If all were employed, their tonnage would exceed the capacity of the canals by 3,000,000 tons.   This condition made the business of the carriers unremunerative.   According to the auditor, the business of the year exhibited a falling off of $410,528.55, attributable mainly to a late opening of navigation, a short corn crop, a short supply of coal, unremunerative markets for wheat and flour and a reduction of tolls. The tons of total movement were 5,859,080, of the value of $249,281,284.   In their subsequent annual reports covering the period of 1869, both the Governor and the auditor recommended a further reduction of tolls.   The State Engineer’s department advocated the use of steam dredges for the purpose of bottoming out the prism.   The contract repair system was largely blamed for the accumulated deposits of mud and silt in the bottom.   The general change from wood to iron bridges, which had of late become the policy of the canal authorities, was considered as an important factor in the aggregate of expenditures.   By this time, the flood of objections to the contract system of repairs had reached its culminating point.   By the terms of the law, the contracting board and the system of canal repairs by contract were abolished, except that outstanding contracts were not invalidated.   Contractors might, at their option, surrender their existing contracts, which the canal board must cancel, or the board itself might, upon the recommendation of the commissioners, annul any existing contract.   The canal board was to settle with contractors so surrendering, also to determine the future method or system of repairing the canals, appoint canal patrolmen and make rules to carry out the provisions of the act.   By its terms, the canal commissioners were specifically exempted from its operations and were left with their full power and control otherwise provided by law. ^Whitford