What Went Wrong

Considering the Chenango Canal was abandoned in 1876, many of the locks are in a remarkably good state of preservation. This is Lock 99 near Greene, owned by the Chenango County Land Trust. 

Chenango American

January 9, 1879

 [This is an excerpt from a longer  account that includes theoretical statistics if the “southern extension” of the canal had been completed to Athens, Pa. to connect with the North Branch Canal extending to the anthracite coal fields of Pennsylvania].

    A pamphlet is in circulation in this county, written by H.C. Rogers, of Utica, giving forcible reasons why the people of this valley cannot allow the Chenango Canal to be closed. An earnest effort is to be made during the coming session of the Legislature to secure appropriations for its re-opening. We take the following extract from the pamphlet, which will interest most of our readers.

   “The last sad years of the Chenango Canal in its management, or rather mis-management and neglect, by the State and its officials, was a standing disgrace to the intelligence of the business community. Without entering into particulars regarding the failure year after year to properly bottom out the canal and its feeders, etc., the lamentable condition of the locks alone was enough to appall even a  ‘Chenanger.’

    “The side walls of many of the locks were curved in at the top towards each other by earth behind, to that extent that boats originally built to float gently through found themselves wedged firmly between solid walls in their attempted passage - then came the ’tug of war.’ Most of the skippers of those craft were supplied with blocks, in addition to the ordinary equipments of a ‘canaler,’ and in this emergency they were brought forth and rigged, the team ‘hooked on to this multiplied power and, if still immovable, more teams from arriving boats put on, all pulling together, the water in the lock meantime being surged by a sudden opening of the valves at the critical period of the greatest tension -in the boat parlay, ‘swelling the lock’ - and all this failing, and still stuck, the water was drawn off, the boat settling down where the space was wider, hauled out into the open water and the gunwale or projecting ridge on the side of the boat hewed off, the ‘bee’ again resumed, and the passage finally affected, after hours of delay, where only minutes should be consumed.

    “With all these vexatious detentions the boat men were willing and anxious to transport coal from Binghamton to Utica at $1 per ton, they to ’shovel off' cargo at a cost of 10 cents, thus netting 90 cents, provided they could be loaded promptly, many of them declining to take on a load of ore as a “back freight, it scored their boat. and preferred instead to go back “flying light” for another cargo of coal of from 70 to 85 tons only, when with the canal in good repair, they could more easily transport 125 tons. 

   “The boats in this trade should be built in two sections, each section of locking capacity, i.e., 125 tons, connected by a link same as the New Jersey canal boats, the sections combined making an aggregate load equal to the large Erie boats, from 230 to 250 tons. The ruling price of canal freight by boat, from New York Harbor to Utica, is 40 cents a gross ton to the boatmen, the consignees to pay commission for procuring the boat, harbor towing, trimmings, tools, insurance, &c. - about 20 cents more, making in all, 60 cents for transportation, a distance of 250 miles, 150 by river and 100 by Erie Canal.

Not exactly a money maker from the start:

  The navigation on the Chenango canal commenced in May, only five months before the close of the fiscal year; owing to this circumstance, to the unfavorable season, and to the want of proper arrangements and conveniences for business, the sum collected for tolls is only $4,018.62. The expenditures on this canal during the whole year, for interest on debt on account of it, for repairs, and for collection of tolls, amounted to $106,830.78. Governor William L. Marcy’s Message, January 28, 1838.

Chenango American, Greene, N.Y.

Thursday, August 4, 1892

Concerning the Chenango Canal

   The youths and children of today as they pass through the beautiful valley of the Chenango, along fair carriage roads or over steel rails, and seeing ruins of bridges, locks and aqueducts, may wonder why the Chenango canal was constructed.

   By looking back 56 years we find the people of the valley isolated from those places which were located along the navigable rivers, and the Erie canal.

   The time had come when better facilities for the marketing of farm products, and the bringing in of merchant goods were demanded.

   By constructing a canal ninety-seven miles, Utica and Binghamton and intervening towns could be placed in living communication with the business world.

  The act of New York State Legislature of February 22d, 1833, authorizing the construction of the Chenango canal was the means of opening and developing the Chenango valley, which in these hurrying days should not be forgotten.

   While financially it was ever a constant source of expense to the state, it was an unspeakable blessing, because it accomplished more for the real prosperity of that portion of the state than any other event in its history.

   The first contract for the construction of the Chenango canal, extended from Sherburne to Greene, and was let in in July 1834. The canal was completed its entire length in October, 1836. The total cost was $73,838,411, which was $50,000 more than the estimates.

   The number of locks was 114, and in size they were 90x15 feet, and cost on an average $8,000 each. From Utica to Solsville, twenty-three miles, there were 76 locks, by which a boat was raised 694 feet and six inches higher than when it entered the canal at Utica, and as it sailed into Sherburne it was 94 feet lower than at Solsville, Norwich 116 feet, Oxford 189 feet, Greene 215 feet, and at Binghamton 318 feet below the summit level.

   Although the old canal has served its purpose, and passed into history, it is pleasant to recall the years of its activity and the pleasures of a ride on the packet Norwich, or Orion which made daily trips between Norwich and Binghamton. The boat Norwich was transferred to the Erie and is known as the D. D. Winston. The boat has been rebuilt and enlarged, furnished with steam power, and makes daily trips between Mohawk and Utica.

   Some not very old now remember Captain Wheaten Loomis, as holding the tiller with one hand, he waved a graceful adieu with the other, as his gallant craft left its moorings at the Lewis & Gilman store house, in Greene, in the sunny days of our boyhood.