History of Steam on the Erie Canal
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Anonymous >> History of Steam on the Erie Canal
RELATIONS OF TIME--TWELVE YEARS AGO AND NOW.
The _Wack's_ through time from Buffalo to West Troy, with boat in tow, is
the same as the _Baxter's_ average without tow.
The _Ruggles'_ net time, from Buffalo to New York, with boat in tow, is
only 21 hours in excess of the _Baxter's_ shortest net time without tow.
The through times of the _Eclipse_ and _Gold Hunter_, from Buffalo to West
Troy, without tow, are just equal to the _Baxter's_ first and second trips.
The _Rotary's_ through time up, with half freight, is nearly one day less
than the _Byron's_, _Baxter's_ or _Newman's_ shortest through time. Her net
time is 17 hours less than the _Baxter's_ shortest net time.
The net time of the tugs, each with three boats in tow, is nearly equal to
the _Baxter's_ without tow, from Buffalo to West Troy.
Therefore, by this comparison of times, the one day extra allowed for the
greater steam resources of the former era with a boat in tow, is ample; and
the policy of that era is plainly more economical for freight than that of
the past two years.
* * * * *
WE THEREFORE OBSERVE: That the policy of introducing steam canal-boats as
carriers of freight, is illustrated in the _Niagara_, _Eclipse_, _Gold
Hunter_ and _Rotary_. The policy of carrying and towing one boat, in the
_Wack_, _Sternburg_, _Ruggles_, _City of Buffalo_ and _Viele_. The policy
of screw-tugs in the _Gov. King_, _Bemis_, _Washington_, _Lafayette_,
_Stimers_, _Dan Brown_ and the paddle-wheel tug _Fall Brook_. Under each
policy steam was a failure on the canals under the agencies tried. The
single carriers died first; the tugs second; the carriers and one boat
third; and last, the carriers with three-boat tows.
In 1861 and 1862, the policy of using the powerful canal steamers,
_Ruggles_ and _City of Buffalo_, to carry freight and tow three boats each,
was introduced to supersede the former policies. During these years the
privilege of priority at locks, by paying double toll on the boats, was
suspended, and soon thereafter steam was totally abandoned.
It is noticeable that the steamers for carrying, only, had less vitality,
and were less economical, than those for carrying and towing, and those for
carrying and towing but one boat had less than those for carrying and also
towing three boats.
Hence, the carrying steamers, or the automaton policy of 1871 and 1872,
can only compare with the automaton policy of the former era, and they must
have less vitality, and be less economical, than those other for carrying
and towing one boat, and still less than those for carrying and towing
three boats.
STEAM IN 1872 LESS ECONOMICAL THAN HORSES.
It has been clearly shown that STEAM in 1872 is less economical than in
1858 to 1860, and still less so than in 1861 and 1862.
But STEAM, in its former history, failed to compete with HORSES; and as, in
its recent history, it has failed to be as economical as in its former,
because of less economical policies of introduction (machinery being
substantially the same), it follows that its failure to compete with horses
must be still more marked, still more disappointing to the hopes
entertained by the Legislative Department of the State, that independent
financial encouragement could possibly foster and develop steam
successfully, than it was in its former most significant failures.
But steam in 1872--independent of its failure as compared to itself in
1858--is shown to be less economical than horses by _direct comparison of
steamers and horse-boats_.
As steamers have run under a prospective bounty of one hundred thousand
dollars for a success, _they have been first-class in all their
appointments_, and have been, as in the language of one of their engineers,
"rushed through," it is strictly proper to compare them with a well-known
duty of _first-class horse-boats_, under the ordinary business enterprise
of their captains.
Thus, the first-class modern horse-boat can carry a cargo of 8,800 bushels,
or 244 tons of corn, and make seven round trips between New York and
Buffalo per season, averaging a round trip per month for the season of
navigation.
The most systematic and business-like trials _that have made speed an
element of competitive economy_, are the _Port Byron_, _Baxter_ and
_Newman_.
The short lives of the _Viele_ and the _Fall Brook_ in canal service,
render it unnecessary to give details of the _Byron_.
The _Baxter_ left New York late in August or early in September, in new and
perfect equipment, in a supposed race for a hundred thousand dollars, and
through September, October and to the 19th of November was in the trade,
and was in a contest for superiority or supremacy. During this time she
delivered at New York two freights, and at Waterford one freight, being the
_equivalent_ of three freights of 7,200 bushels each, or a total of 21,600
bushels of corn; with runs _equivalent_ to two and two-thirds round trips.
But she had priority at locks and right of way at all times, so that the
horse-boat, at the sound of her steam whistle, when fifty feet behind, must
stop and lay over to the tow-path and let her pass. Under these privileges
and benefits she was enabled to make her first time between Buffalo and
West Troy, as advertised, in a few hours over (7) seven days; her second,
required still longer time; her third, being when the horse-disease had
nearly "tied up" all other boats, so that she had a river-like freedom, she
required about (6) six days, thus _averaging about_ (7) seven days from the
Lakes to the Hudson.
_Give any first-class horse-boat captain_ a supposed or possible bounty of
a hundred thousand dollars, with priority at locks and right of way, and he
would in the same time have delivered three times 8,800, or a total of
26,400 bushels of corn from the Lakes to the _Baxter's_ destinations; or
4,800 bushels of corn in excess of the _Baxter's_ capabilities; and have
delivered at Buffalo the same up-freights, with ease.
But the profits of this excess pays a profit over the entire cost of
horse-movement, leaving the _Baxter_ in debt for her entire cost of
movement, for her entire time, and an excess in addition.
Again, suppose _Baxter's_ were multiplied and _reduced to horse-boat
regulations_, then she would have to make eleven trips to deliver at
tidewater the freight of nine horse-trips--as 11 x 7,200 = 9 x 8,800. This
she cannot do in the _same time_, nor can she do it at the _same expense_.
Her necessity for the two extra trips would destroy her economy and
practicability, or her competitive abilities as against horses.
Hence she is obviously and largely deficient in economy as compared to
first-class horse-boat.
The _Wm. Newman_ run 5,000 miles from May 17th to November 7th, carrying in
the aggregate 2,330 tons of freight. Her time is 5-2/3 months; her mileage
is five round trips from Buffalo to and from New York, by the canal 1,000
miles round, each; her freightage is (5 x 210 or) 1,050 tons down and (5 x
120 or) about 600 tons up, total 1,650 tons This amount carried indicates a
towage of two boats down with full freight, and up, through the canal, with
half freight; all of which make her aggregate tonnage.
If we allow one and two-thirds months for her towing trip, and leave four
months for her four round trips, or a run of 4,000 miles, delivering in New
York (4 x 210 or) 840 tons, and in Buffalo (4 x 120 or) 480 tons, total
1,320 tons, it may be supposed nearly correct in the absence of details.
A horse-boat, in same time and circumstances, would have made the 4,000
miles and have delivered in New York (4 x 244 or) 976 tons, and at Buffalo
(4 x 120 or) 480 tons, total 1,456 tons. Excess of down freight 136 tons,
equivalent to 4,850 bushels of corn. To make this wantage of freight good,
requires nearly two-thirds of a full cargo, or of a full round trip. Hence,
she is obviously and largely deficient in economy, as compared to a
first-class horse-boat.
_Therefore steam in 1872 is less economical than horses_.
HORSE-BOAT TIMES.
Under another view of the case we have the following relations of horses
and steam to show that steam in 1872 is less economical than horses.
The captain of the _Vosburg_ states that he left West Troy in Oct.,
carrying over 100 tons of freight, after the _Baxter_ had left there for
Buffalo, _and with two mule teams_, alternating one with the other every
six hours, he arrived at Buffalo in advance of the _Baxter_; _through time
less than the Baxter's shortest time_. "Net time" not stated.
Publishing _net time_ of steamers instead of total or through time, is
deceptive, and creates a false impression with the community. Had not the
through time of steamers this season been suppressed, the governor of the
State would not have imagined five-day trips from Buffalo to New York, as
per his message, and our city editors would not have ventilated such
visionary pretensions. There are a multitude of horse-boat captains that
can reduce their _net canal time of movement_ below the _Baxter's_, which
has been so extensively commented upon; but their so doing would not
expedite the transfer of grain from the lakes to tide-water.
A certain horse-boat, in a former season, made two round trips from Buffalo
to and from New York in twenty days each, and on each trip lay three days
in New York. This made her through time _average_ between the cities 8-1/2
days each way. Her captain once towed in the "Line" and was only nine days
twenty hours from Buffalo to New York. This season a horse-boat made the
round trip from New York to and from Buffalo in twenty-one days.
These _round trips_ have probably never been exceeded by steam.
In the former era the prism of the canal seemed imbedded with innumerable
old and broken tow-lines, which the propeller, by its high velocity, sucked
up, and was thereby "fouled;" and now the sea-grass is a hidden enemy that
entwines itself around the propeller to foul it.
When the waters are low, forcing the engines of screw propellers lets the
stern of the boat "squat" or hug the bottom, and although these are minor
features of want of mechanical adaptation to canal duty, they illustrate
petty detentions serving to lengthen the through times of steam.
Hence, if we intermix the slow steamers with the fast ones, as we do the
slow with the fast horse-boats, for a _general average_, it is quite
probable that horse-times are fully equal to those of steam, and that the
excess of horse-cargoes makes a large and handsome advantage in their
favor.
_Therefore, under this general average, steam in 1872 is less economical
than horses._
CONDITIONAL EXPLANATIONS.
Because steam has been encouraged by the Legislature, heralded by the
press, and favorably reported by the Executive officers of the State as a
standard of advancement most desirable to attain, _a supposition very
generally prevails outside of canal men that it will succeed_.
As early as 1845, before the enlargements, three steamers were built and
tried, and one, the _Pioneer_, ran from New York to Oswego in five days,
total time, 362 miles; and _then "supposition very generally prevailed that
steam would succeed_." But light freights would not pay then as against
full horse-freights; neither would they pay from 1858 to 1862; neither have
they paid in 1872, as against horses.
A large part of the boats own and carry their horses, two teams (four
horses), alternating the teams from boat to tow-path every six hours. Many
desire to see the hardships, cruelties and dangers to horses obviated. It
is said that one company during the war, when most of the best drivers
turned soldiers, lost as many horses during the season as they put on for
all their boats in the spring; that is, they had to purchase a complete
equipment to make good their losses.
Some humane captains tow by the "lines" to avoid suffering and dangers to
horses, many of which are drowned, and many left by the wayside. When
changed from tow-path to stable, a stout man must hold the horse by the
tail as he descends the steps into the stable, to prevent his pitching
against the opposite side; and he holds with greater difficulty as he
descends the bridge from the high, light boat to the tow-path, which is
often more dangerous than the stable descent.
Others tow by the "lines"--take turns for teams, often with tedious
delays--and they are, to a great extent, _subservient to the drivers_, else
they suffer by their indifference, laziness or caprices, and many are sure
to do their "poorest," unless they are feed extra.
All would be charmed with towage by steam, if done with economy, dispatch,
regularity and safety; but quite another feeling prevails under the
suggestions of changing drivers for engineers, stables for engine-rooms,
horses for machinery, and light cargos for full ones, as in case of
converting the horse-boat to a steamer.
Steam, as used for towing purposes, would be acceptable and subservient to
the several thousand boatmen constantly in service.
If we give to the automaton system of steam _any privileges_ over
horse-boats--excepting for incidental initiatory encouragement to steam--we
have a war of the many against the few. In the former era the double toll
system was obliged to be suspended, and the no-toll system of this era is
only a temporary sufferance.
Therefore, steam must stand or fall by its own merits, and should be
fostered and developed until horses possess no competitive ability.
CANAL NECESSITIES.
The history of the experiments for means of propulsion on our canals shows
that no system has been developed by means of which the carrying power of
these great channels of communication can be made available by steam. If
this deplorable fact is to be overcome, it must be through the aid of the
inventor; we must have some instruments of propulsion not hitherto in use,
and some other means of application of the propelling power than those now
in practice, or steam can never be sufficiently utilized to supersede
horses on canals.
We see the New York and Albany tow-boats, with from twenty to forty loaded
canal boats, running at four miles per hour, and they have taken over sixty
boats in a single tow from New York to Albany. But an engine, with a
respectable part of their steam, can take but a _small fraction_ of their
boats, and at a largely reduced speed on the canal.
The doom of 1845, of 1858 to '62, and of 1871 to '72, hangs over steam like
a shroud; it is a mechanical doom. Steam should be mechanically elevated so
that it can utilize from a third to half of its power, and so that an
engine can develop an equivalent of thirty to fifty horses on the tow-path
to a train of boats, and so that it can take trains of ten to fifteen boats
on the two sixty-miles levels--where large hulls can be built and used
without necessity of passing locks--and somewhat smaller trains on the
other parts of the canal, averaging eight to ten boats per tug, or moving
from 70,000 to 80,000 bushels of corn, all as fast as they can be safely
handled, and then the day of horses is limited, and canals will need new
arrangements, new regulations and new customs.
Tugs on the canal have never exceeded a utility of eight to fifteen per
cent. of the inherent power of their steam. Hence, they have never had
towing power to develop the movement of trains of boats; but when they can
be made mechanically to utilize from thirty to fifty per cent., the train
movement becomes initiated with boats just as absolutely as with cars, and
the tow-boat system will be just as prominently and universally established
between Buffalo and Albany as it is between New York and Albany.
It is perfectly practical for steam, when it shall possess a respectable
mechanical adaptation to canal duty; that is, when it shall not be so
shamefully profligate in expenditures of power--_to double the average
speed of horses, or lessen the general average of ten days on the canal to
five days_, of which the down trips may overrun and the up trips fall
short, as with horse average.
When a single tug shall equal 30 to 50 horses on the tow-path, it equals 60
to 100 of supply, as all require the alternate team.
The automaton system of steam is a hinderance to horse-boat navigation,
besides increasing the risks and dangers, whilst the towing system, in
substitution for horses, greatly improves the navigation and lessens the
risks and dangers. Averaging the total mileage of a season with horse-boat
times of transit, and boats meet each other every twenty minutes, night and
day including Sundays, for seven months. To carry this tonnage, there must
be eleven meetings of steamers to nine by horses, which increases the risks
and dangers twenty-two per cent.; on the other hand, tows to the same
tonnage would only meet each other about every three hours, hence for long
distances they have an unobstructed water way.
MECHANICAL INVENTION, to adapt steam to the heavy resistances of canal
boats, is therefore the first and greatest necessity of canals.
A second necessity will be AUXILIARY AND CO-OPERATIVE POWER AT THE LOCKS
AND SHORT LEVELS.
These must be local, and may be by stationary steam-power, by water-power
from the upper levels, or by horses.
Thus, there would be only one detention of a tug through all the sixteen
locks from West Troy to Cohoes--only one wherever there are two or more
locks near each other, and at all locks there must be an independent local
power to handle all boats. In this way tugs will lose less time between
Buffalo and Albany than horse-boats do in changing teams from boat to
tow-path every six hours.
Following these necessities, new rules, regulations and customs will be
established, protecting the rights and equities of all.
* * * * *
A third necessity will be a CENTRALIZED MANAGEMENT, or control of all tugs,
train-movements, and local powers at short levels and locks.
This is essential to a harmony of movements, to a proper distribution of
motors, and to a proper adaptation to all the ebbs and flows of trade. This
is just as essential for the tugs of a canal as for the locomotives of a
railway. Provided the control of steam shall be held, _upon the merits of
some invention_, protected by Letters Patent from the General Government;
then the owners thereof might establish a centralized management to meet
the merits, demands and exigencies of the case. They could enforce a
harmony of interests between all trains and a harmony of police
regulations, and they could enforce a consolidation of effort and
co-operation to meet any exigency, just as a railway company can
consolidate and develop its efforts upon any necessitous occasion.
* * * * *
In the nature of the case, these three necessities, when accomplished, will
give to steam _the universal movement of boats_.
First.--Because it becomes a cheap motor in regard to which horses can hold
no competitive claim.
This is seen from the fact that when steam can only utilize from eight to
twelve per cent. of its power, as under the two eras of steam, the two best
steamers--the _S. B. Ruggles_ and _City of Buffalo_--lived five years in
competition with horses, nothing since has exceeded their economies or
capabilities; but give the steam they used a utility of thirty to fifty per
cent., or over three times its present capabilities, and no team can be
supported in competition.
* * * * *
Second.--Because it possesses the economies of concentrated power.
Horse-power must be diffused into small and limited qualities to be
economical. The cost of double, treble, or quadruple teams, to increase
speed or reduce time, swells the cost of transportation almost in like
ratio, and would eat largely into the value of cargoes.
With the _present enormous waste of steam-power, trains with over three
boats_ begin to increase the cost of freight per ton. The _Governor King_
was less economical with five boats than with three. On a part of the
Eastern Division, two powerful tugs, lashed side by side on the levels,
have taken a train of (17) seventeen boats successfully. Give to half their
combined steam fifty per cent. addition to their combined power, and train
movement receives an important inauguration. Economy, dispatch, regularity
and a universal harmony of interests prevail.
SUMMARY.
The considerations of facts and suggestions herewith presented, embody
important reasons for the Legislature to continue in force the Act of
April, 1871, "to foster and develop the inland commerce of the State." It
seems well adapted to influence, encourage and facilitate the development
of mechanical, inventive talent; and to this end, all interests pertaining
to the immediate elevation of canals, to the benefits of steam, should
co-operate.
To encourage invention to utilize the steam is of paramount importance,
because the other "_necessities_" will then be met, and they need no
legislation, for common business talent will supply their demands.
The MECHANICAL NECESSITIES of our canals are greater than pertain to any
possibilities by the old systems of propulsion. _It is not sufficient for
steam to barely or doubtfully compete with horses, it should supersede them
with the same superiorities and same universality_ that it has on
railways.
Where steam is mechanically adapted to its uses, horses bear no comparison
to its economies; hence, give steam its required mechanical adaptation to
canals, and horses must be abandoned.
The enthusiasm of 1872, in regard to steam, is less than in 1858, but there
is a deep feeling of necessity for steam permeating the community, and it
should be encouraged and directed in the proper channel, for the anxieties
of 1858 _foundered on incompetent mechanism_, and the anxieties of 1872
_are in the same impassable channel_.
* * * * *
The Governor's Message of 1873 renews the scheme which was prominently
before the Legislature a few years since, which was to lengthen one tier of
locks by gates of different construction, and so as to receive longer boats
of present width; yet a single thought will show that _this will not help
steam_; for the insatiable desire for maximum cargo will put the _Bull
Head_ boat into the long locks, just as it has into the present locks, and
sharp steamers cannot compete with it.
It is proper to observe that such lengthening of _one tier_ will first:
coerce present boatman to sacrifice their property, which with boats and
equipments, exceeds a valuation of twenty million dollars, or else cut the
boats into two parts, and lengthen them (and strengthen their sides and
"back-bones") to the full capabilities of the lengthened locks; for the
short boats cannot compete with the long ones.
Then, when the mass are altered, they will coerce the State to alter the
second tier, because it becomes worthless and inoperative, and because the
one tier becomes incapable of passing so great a multitude of boats, and it
would otherwise greatly reduce the carrying capacity of the canals.
The State is sure to complete the removal of the "benches" on the remaining
part of the "Eastern Division" as they are already removed from a part, and
from the Middle and Western Division; and then we can find no fault with
the canal. _But this will not help steam_ vs. _horses_. All improvements
help horses equally with steam, and there is the ever-pending difference of
cargo.
The same authority discusses the advantages to follow, "if the time can be
shortened from Buffalo to New York from (14) fourteen to (5) five days,"
&c. If a hundred thousand dollars reward _for expedition_, pending during
two seasons of navigation, has proved insufficient to reduce the _average_
of the three shortest trips, with 200 tons cargo, below seven days total or
actual time from Buffalo to West Troy, the five days to New York, with the
present knowledge of steam machinery, becomes an impossibility. But
newspapers have preceded the message with the false supposition and the
same error.
The extraordinary measures initiated by the N. Y. Central R. R., by their
forty million dollars issue of bonds for the construction of _a double
track exclusively for freight_, shows the growing importance of this
already immense business, and whilst automaton steamers, _under the known
mechanism of the age_, will inevitably lessen the carrying capacity of the
canal, by filling its locks--which alone control the maximum carrying
capacity--eleven times with light cargoes in place of nine times with full
freights; _the mechanical elevation_ and substitution of steam, as shown by
the CANAL NECESSITIES herein set forth, possesses still more extraordinary
importance.
Every consideration enforces the NECESSITIES, set forth in this appeal, OF
MECHANICAL IMPROVEMENT, LOCAL AUXILIARY POWER, AND CONCENTRATED MANAGEMENT.
TRANSCRIBER'S NOTES
p. 024--typo fixed, changed 'enfore' to 'enforce'
p. 025--typo fixed, changed 'superiorites' to 'superiorities'
p. 026--typo fixed, changed 'adandoned' to 'abandoned'
p. 027--typo fixed, moved a comma after 'with' to after 'trips'