the improvement of the Mohawk and Oswego Rivers.[5]

Public interest being awakened, in one way or another, as to the value of the river route westward, and the route up the Hudson and across to Lake George and Lake Champlain, a bill was presented to the New York legislature authorizing the formation of two companies to undertake the work of improving these strategic passageways between the country east of the state and the country west. Accordingly, on the thirtieth day of March, 1792, the following act was passed by the legislature: An Act for establishing and opening Lock Navigation within this State.[6] The legal name of the company which was to operate on the Mohawk was the “president, directors, and company of the western inland lock navigation in the state of New-York.” The word “northern” was inserted in the legal name of the Hudson-Lake Champlain company, which was otherwise the same. The two companies were chartered by one and the same act, on exactly the same basis; we will consider, however, only the one under discussion.

The Western Inland Lock Navigation Company, to operate between the Hudson, and Lake Seneca and Lake Ontario, was to be capitalized at $25,000; one thousand shares of twenty-five dollars each, no stockholder being allowed more than ten shares. The subscription books were ordered to be opened at New York and Albany on the first Tuesday of May, 1792, and kept open until the last Tuesday. If five hundred shares were taken the organization became effective. Thirteen directors were to control its affairs and they were to be elected annually. Article VII authorized “... each of the said corporations ... [to] enter into, and upon all and singular the land and lands covered with water, where they shall deem it proper to carry the canals and navigation hereinbefore particularly assigned to each....” The stipulations usually made in such cases, as to the company’s right to enter land by paying damages, were nominated. The controlling officers were empowered to name the per cent of stock the stockholders were to be required to pay. They were also to decide upon the rates of toll to be charged to boats for the enjoyment of benefits of navigation; the one restriction was that the charge for one ton of freight from Ontario or Seneca lakes to the Hudson should not exceed twenty-five dollars, and other tolls were to be pro rata. The directors were to be allowed to increase the capital stock at discretion, and were ordered to make semiannual reports to the public. After ten years an abstract record was to be published for the inspection of the legislature, and if the profits were found to exceed fifteen per cent, the excess above this amount they were to turn over to the state treasurer. The act of incorporation also stipulated that the company’s charter became void if work was not undertaken in five years; if the work was not completed in fifteen years, all rights, so far as the residue was concerned, were to be forfeited. The state of New York promised to give, as a free gift, to both the Western and the Northern companies, $12,500 as soon as both had invested $25,000 in the work on which they were starting.

On December 22, 1792, the act was amended as the lessons of the season seemed to indicate that there was necessity. The principal amendments were that the locks built on the company’s works should have a breadth of not less than ten feet at the base and should have a length of not less than seventy feet between gates. The company was to be allowed, in the future, to take up land without first having paid for it—settlement to be made afterward in proper legal form. The land under all locks was vested in the company owning the locks.[7]

It would seem from Elkanah Watson’s account that, when these subscription books were opened for signatures of prospective stockholders, there were absolutely no subscribers forthcoming. “They had been opened three days by the committee,” he wrote from New York where he happened to be in April (?), “at the old coffee-house, and not a share was subscribed. I considered the cause hopeless—called on my friend (I think it was) James Watson, Esq., and induced him, with much pursuasion, to subscribe twenty [?] shares; from that moment the subscriptions went on briskly. On my arrival in Albany, the commissioners had kept the books open several days, at Lewis’s old tavern, in State street, and no mortal had yet signed to exceed two shares. I immediately subscribed seven in each company....” Watson also wrote to Schuyler of the low state of affairs; the latter ordered him to subscribe to ten shares in Schuyler’s name.[8]

A committee appointed by the directors of the Western Company, August 14, 1792, consisting of Philip Schuyler, Goldsbrow Bangar, and Elkanah Watson, to examine the Mohawk from Fort Schuyler (Rome) to Schenectady, reported in the following September. Accompanied by the surveyor Moses De Witt, and Mr. Lightall, a carpenter, and a Mr. Nesbit, the committee left Schenectady August 21 in a batteau, and reached Fort Schuyler on the twenty-ninth. Their itinerary gives us a picture of the old river, and preserves valuable facts for local historians.[9] The first day’s journey was six and one-half miles to John Mabey’s, half a mile above Jacobus Swart’s. Six rapids were passed, over which the water ran, on the average, a foot and a half deep—the river then having the least water running “within the memory of the eldest person.” The night of the twenty-second was spent at John Fonda’s, seventeen and three-fourths miles up the river; in this distance were five sharp rapids and many small rapids with shallow water, as at Sir William Johnson’s “first settlement,” eight and one-half miles above Mabey’s. The night of the twenty-third was spent at Mr. Nellis’s, nineteen and three-fourths miles on; one mile above Fonda’s was “Caughnawaga rift, deep, incommoded with large rocks;” nine miles onward, lay Kettar’s rapid, and two and a half miles on was Colonel John Fry’s. A journey of four miles the next day brought the examiners to Fort Hendrick, four and a half miles below Little Falls. “From the landing at the foot [of Little Falls], to the landing at the head of the Falls, is about three-quarters of a mile, the height thirty-nine feet two inches, the ground stony, rocky and rough.” It will be seen that this was not the old-time portage over which boats were drawn on sleds. Two days were spent examining this strategic fall. Proceeding on the twenty-seventh, Fort Schuyler, about fifty miles distant, was reached on the twenty-ninth. The navigation throughout this distance was good with but two rapids, Orendorff’s and Wolf’s.

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