News

A Dredge Roll Call – Contracts 43, 46, 47, 48

Our roll call continues with a look at contracts 43, 46, 47, 48. All these contracts were for the dredging of the rivers that ran through the low lands and rivers of central New York, which was all the bottom of a glacial lake. As such, the material was muck, sand, mud and marl, all easily handled by the hydraulic dredge. Each contractor only needed to have one dredge each.

Contract 43 – The Stanwix

I could only find a couple images of the Stanwix. She was built by the Morris Machine Works of Baldwinsville.

Contract 46 – The Montezuma

The Montezuma was another Morris Machine dredge. There are a few postcards of the lower view which might explain the name boards.
Contract 46 was along the Seneca River and some cuts between natural loops. This was all fairly soft material and the dredge set a number of records for the amount of material removed. Note the width of the cut that the single dredge could make.

Contracts 47 and 48 – The Clyde and the Lyons

Both these contracts were held by the firm of Crowell – Sherman – Stalter and both the dredges were built by Bucyrus. Note the difference in construction of the head units between the Morris and Bucyrus machines.

We see the Clyde being built. Oddly, there are no images of these dredges at work.
Although built by Bucyrus, these are different machines. The Lyons was a much larger dredge. Both appear to be all steel hulls, which was an oddity..

The Society Newsletter – An Often Overlooked Resource

A few years ago, I was given a collection of canal research materials, and in all those boxes were neatly organized and bound newsletters of many canal societies. It is a remarkable collection. So this is a reminder that if you are conducting research on the history of any canal in North America, don’t overlook this invaluable wealth of information that has been presented in the journals, bulletins and newsletters of the state and regional canal societies and organizations.

To call these publications newsletters is often a disservice. The articles feature exploration and research conducted by dedicated volunteers who were engineers, academics and people who had spent a good deal of their lives researching the topics. And the subject matter is fairly wide ranging, from trip recaps to in-depth study into the workings of a lock or reservoir, or the biography of people who worked on the canals. The pages capture the loss of canal sites, the rise of the rail-to-trail movements and the preservation of canal remains. Many of these feature photos and maps drawn by the author. In short, they are as wide ranging as the membership tended to be. Most also carry some news and organizational business.

Most of the societies published on a two to four issues a year schedule. Beginning in the 2000s, some groups reduced their issues, and opted to use their website and blog space for content. Others, like the Canal Society of Indiana, went to the fully digital model, offering everything online and making their latest issue available to all, members and nonmembers alike. There continues to be a debate about the print verses digital model, but most of these groups continue to print and mail a newsletter at least once per year.

These publications were mailed to the membership and often to libraries and archives that might find them useful. Here is a listing of what is available and how to find them.

American Canal Society (ACS)

Name of publication – American Canals

Format / size – 8.5 by 11

Date of first issue- Spring 1972

Issues per year (currently) – 4

Publication History – American Canals was begun by Thomas Hahn with the purpose of providing and sharing information between the many state and regional canal groups. The issues carried reprints from other newsletters, and new research on canals and navigations in states that did not have canal societies.

Index available – Digital index on website

Digital copies available – All issues, except most recent, available as downloadable pdfs.

Repository / Archives – Currently at a private home.

Other Information- Over the years, eight Best From American Canals have been published as separate publications. These reprint many of the more in-depth articles that had appeared in the quarterly newsletter.

C&O Canal Association

Name of publication – Along the Towpath

Format / size – 8.5 by 11

Date of first issue – March 1970

Issues per year – Quarterly

Publication History – The first issue was published in March 1970 as Volume 1, Number 1. The Association had printed and mailed a few newsletters in the 1960 labeled as The Level Walker. These were printed “as needed,” and five issues were mailed. Since 1970, the Association has published on a quarterly schedule. The website notes that the newsletter contains information on upcoming events and current issues concerning the C&O Canal National Historical Park, as well as photographs and historical articles.

Index available – No, however, there is a index to the articles written by Dr. Karen Gray on the C&O Canal Association website.

Digital copies available – Yes, as pdf downloads

Repository / Archives –

Other Information – It should be noted that as a National Historical Park, there is an abundance of information available online. This listing is for the newsletter of the C&O Canal Association only.

Canal Society of Indiana (CSI)

Name of publication – The Tumble

Format / size – Digital

Date of first issue – October 1981

Issues per year – monthly

Publication History – From the 40th Anniversary Newsletter, we get this history. The first issue was published as Indiana Waterways, which was called Volume 1, Issue 1, October 1981. The name was changed in October, 1989, to Indiana Canals, which was then called Volume 1, Number 1. In 2002, Indiana Canals was combined with a monthly newsletter and rebranded as The Hoosier Packet, which was offered as a monthly publication. Then in 2017, the society elected to go to an all online format under the name The Tumble.

Index available – There is an online listing by subject, and the society has a index that is not online.

Digital copies available – All issues of The Tumble and the Hoosier Packet are available as pdf downloads. The 1986-2002 Newsletter and the 1981- 1988 Indiana Waterways will be online soon.

Repository / Archives – Contact the society by way of the website.

Canal Society of New Jersey (CSNJ)

Name of publication – On The Level

Format / size – 8.5 by 11

Date of first issue – September 1969

Issues per year – 2/3

Publication History – The Towpath Post was the first newsletter from the Canal Society. Volume 1, #1 is dated September 1969. The last issue of The Towpath Post was the Spring/Summer 1977. The first issue of On the Level was Spring/Summer 1978.

Index available – No

Digital copies available – Some digital copies are available. These date from 2007 to the present.

Repository / Archives – By appointment only. Use the contact form on the website.

Canal Society of New York State (CSNYS)

Name of publication – Bottoming Out

Format / size – 8.5 by 11

Date of first issue – October 1956

Issues per year – 1/2

Publication History – In 2011, a history of the publication noted that the first issue of the Bottoming Out was dated October, 1956. At that time, the format was 5 by 7, and the first issue ran 8 pages. The name at that time was; Bottoming Out, An informal record of study and exploration by members of the Canal Society of New York State. In Issue #3, which adopted the title used today Bottoming Out, Useful and Interesting Notes Collected For the Members of The Canal Society of New York State. Unfortunately, the publication of the newsletter has taken place with little regularity. From 1956 to 1960, Bottoming Out was published on a fairly regular schedule. Some of the issues were treated as double issues, July 1957 was numbered 3 – 4, and July 1958 was 7 – 8, as were others up to 1965. Some years were entirely missed, as was 1961, 1963 and 1964. After issue 23 – 24 in 1965, the BO was not published until 1986. One issue was put out in 1986 and 1987, when the BO went back into hibernation. In 1993, the newsletter was brought back with issue #27 and it was published on a regular schedule up through issue #42 in 2001. No issues were published from 2002 until the Spring of 2004. At that time, the format was changed to a 8.5 by 11 size, and the familiar yellow cover was gone. Instead a glossy white paper was used to highlight newer advances in the printing and publishing field. Issues were printed during 2004 and 2005. No issues were published in 2006. Issue #46 came out in 2007 and the publication has maintained a fairly regular schedule since then.

Index available – No

Digital copies available – No, but the society plans to begin this service in the future.

Repository / Archives – The Samuel Center, 38 Rochester St., Port Byron, NY

Canal Society of Ohio (CSO)

Name of publications- Towpaths, Society Newsletter

Format / size- Towpaths is a 5 by 8 booklet, while the newsletter is 8.5 x 11.

Date of first issue- 1972

Issues per year- 2

Publication History- The Society prints both a newsletter and a journal. The newsletter carries recent news, society and trip information, board news and such, while the journal is more of a scholarly publication with in-depth research. Both are mailed to the membership at the same time. At what point they began this practice is not known as the Newsletters are not assigned a issue or volume number. The first issue in the ACS archives is from October 1985.

Towpaths first appeared as a mimeographed newsletter in August 1961. A total of eight mimeographed newsletters were issued up to November of 1962. Few of the issues were numbered or dated. The first offset printed eight-page bulletin appeared in January 1963. Publication has continued uninterrupted since. The issues of 1963, 1964, 1965 and Number One of 1966 are without volume number, identified only by issue number and year date. With issue Two, 1966, volume numbering was adopted and page numbering was carried through the year’s issues. The 1966 issues were designated Volume IV, recognizing the previous three years issuance of the bulletin. Towpaths has been expanded to twelve and occasionally to sixteen pages, as material available warranted.

The Society Newsletter, which is simply called the “Newsletter,” also includes information that shouldn’t be overlooked by the researcher.

Index available- Yes, 1963-2015 is available as a pdf file.

Digital copies available- No, although the newsletter, 2012-2015, can be found on the old CSO website by using the Wayback Machine.

Repository / Archives- The CSO website notes that they use the University of Akron as their repository. An online finding guide to all the CSO materials in the collection is available on the University’s website, The Towpaths issues that are available are between 1961 and 2011. This collection also lists a Table of Contents 1961-2003.

Other Information- An 50th anniversary edition of Towpaths was printed in 2011 as a separate publication in a large 8.5 by 11 format.

Middlesex Canal Association (MCA)

Name of publication- Towpath Topics

Format / size- 5 by 8 booklet

Date of first issue- October 1963

Issues per year- 2

Publication History- The website notes that first issue of the Middlesex Canal Association newsletter was published in October 1963. Originally named Canal News, the first issue featured a contest to name the newsletter. A year later, the newsletter was renamed Towpath Topics. The number of issues per year has varied. In the years 1963 – 1982, typically 3 times per year; 1983 –2008, typically 2 times per year; 2009 — present, 3 times per year. The intent of publication timing has usually been to have the publication in readers hands two weeks prior to the beginning of the Winter, Spring and Fall meetings, canal section walks and full canal-length bike rides.

Index available- A Table of Contents is available online at the website, which lists the subject matter by issue. The page is searchable by using the “ctrl-F” feature and entering a search term.

Digital copies available- All issues are available as pdf downloads. Since 2019, the pdf’s graphics are offered in color or in black and white.

Repository / Archives- Middlesex Canal Association museum, North Billerica, Massachusetts. Contact  robert@middlesexcanal.org 

Pennsylvania Canal Society (PCS)

Name of publication – Canal Currents

Format / size – 8.5 by 11

Date of first issue – Winter 1968

Issues per year – 4

Publication History – The first issue of Canal Currents is labeled as Issue 3. Issues 1 and 2 were simple organizational newsletters titled Newsletter of the Pennsylvania Canal Society. The new name was introduced in Issue 3 and has remained so since. The issues were printed on glossy paper stock which gives great clarity to the images.

Index available – The Fall 1987, Issue 80, of Canal Currents has a subject, author and title index for all the issues 1- 79. The society is reportedly working to update this.

Digital copies available – No

Repository / Archives – The PCS uses the National Canal Museum in Easton as their archives. Wendi Blewett, museum collections manager 484-215-6235, Martha Capwell Fox, historian 610-923-3548. email: archives@delawareandlehigh.org

Canadian Canal Society

Name of publication- Canals Canada

Format / size- 8.5 by 11

Date of first issue- January 1983

Date of last issue- Spring 2017

Issues per year- 2

Publication History-The Canadian Canal Society was active between 1982 and 2017. Canals Canada was published twice a year, mostly in the spring and fall. Some years, only a single issue was published and the years of 2010 and 2011 were skipped entirely.

Index available- none available

Digital copies available- No, although digital copies will be on file at Brock University.

Repository / Archives- Brock University Library –archives@brocku.ca

Other Information- The Canadian Canal Society dissolved effective October 29, 2020.

Virginia Canals and Navigation Society (VC&NS)

Name of publication- The Tiller

Format / size- 8.5 by 11

Date of first issue- Spring 1980

Issues per year- 1

Publication History- The Tiller has been published on a varied schedule. From 1980 to 1989, there were 3 issues per year. Beginning in 1990, the journal was published quarterly until 2011. During this time period, some issues were printed as “double issues.” Beginning in 2013, the schedule was reduced to one issue per year.

Index available- Indexes available for 1980 – 1995

Digital copies available- No

Repository / Archives- 3806 S. Amherst Hwy, Madison Heights, VA 24572

In Conclusion

This is a listing of the larger statewide canal groups. There are also local and regional groups that should not be overlooked if you happen to be conducting a “deep dive” into a specific canal. The editor would be happy to add the information about any group that has published newsletters that might be of assistance to the canal researcher.

Sylvia Klingler- A Young Girl on the Canal

This interview was conducted by Terry Woods in 1970 when Sylvia was 76 years old. She worked along the Ohio and Erie Canal on the family boat between ages 8 and 16. She was born as Sylvia Zoph in 1894. She died in 1976.

Terry was not a trained interviewer, however, this rambling interview covers a lot of ground about life on the canal, dealing with drunken family members, and more. Her memory of details about lock and place names was very clear, but it appears that by the time Terry did this interview, she had been interviewed a couple times prior. That may have prompted her to refresh her memories with her books and pictures that she mentions. So there might be other recordings of her out there in some archives, but nothing on the internet.

I caution that there is a racial slur that I left in. It only happens once.

A Dredge Roll Call – Contracts 25, 26, 30 and 41.

Contract 25- The Fort Edward and a Dipper
The hydraulic dredge Fort Edward. This is the only image I have found of her so far.
This un-named dipper is seen at work near Fort Ann. Note how the photographer has the men pose as the slow shutter dictates that the men and machines be still.
Contract 26 – A Dipper (the No. 7?)
There was one dredge listed on this contract, the No. 7. But I don’t know if this was her. Note the wood dipper and compare it to the dipper seen in the contract 25 image.
Contract 30- The Dewitt Clinton, a Clamshell and the Herkimer
The Dewitt Clinton was a hydraulic dredge built by the American Locomotive Works.
It is a bit unusual to see a dredge dumping its spoils back into the river, but here we see the Dewitt Clinton being used to shore up a coffer dam.
This homemade clam shell dredge is at work on Lock 18.

We don’t have an image of the Herkimer yet.

Contract 41 – The Veronica
The Veronica was a true suction dredge, used to mine sand and other aggregates for concrete and construction projects.
Here we see the sand hill that the Veronica is mining.

A Dredge Roll Call- Contract 20

Contract 20 was the longest of all the contracts let for the construction of the Barge Canal, and it was divided into 4 parts, each identified with a A,B,C or D. The contracts ran between Schenectady west to Little Falls. It was purely a dredging contract to canalize the Mohawk River. Oddly, the construction photos doesn’t have any images from 20A.

So far I have found six dredges used by the two contractors, the S. Pearson and Son, and the American Pipe and Construction companies. We also find an unusual hydraulic dredge at work on this section. The Canajoharie was called a “hydraulic disposal boat,” or a “floating screening plant,” and it was featured in the January, 1911 issue of the Barge Canal Bulletin. The dipper dredges would work alongside the Canajoharie and dump their spoil into hoppers located on the bow of the boat. The spoil was then run through a series of screen that would separate out the stones by size. The stones were deposited in a scow and the lighter material was pumped to the shore by floating pipes. It was written that a second of these boats was in use on Contract 30, but I have not found a photo of it.

The material being excavated was certainly different from the mud, sand and muck that was being removed along the Seneca River. The material in the bed of the river was stony and not totally suited for hydraulic dredges. However, when the spoils were sorted and separated, the larger stones were useful as bank armoring.

Contract 20B- The Canajoharie, the Fort Plain, the St. Johnsonsville, the Midenville, the Mohawk and the Amsterdam.
The Canajoharie was a “hydraulic disposal boat,” built by Bucyrus. It did not have its own suction tube, instead it was fed by dipper dredges. The spoils were then mixed with water and screened, with larger stones being sent to a dump scow and the lighter materials being piped to the shore.
We see the Canajoharie flanked by the dipper dredges Fort Plain and St. Johnsville.
It is likely that both these were also built by Bucyrus.
The one dredge is dumping into the large hopper where it would be mixed with jets of water. They are working just east of the movable dam and lock 15 at Ft. Plain. The dams have been set so that the dredges could work.
The dipper Fort Plain at work near Midenville. Since the river was naturally wider then what was needed for the navigation channel, the dredges didn’t need to be too fussy about disposal. Here the dredge is creating a spoil bank that would be removed by a shore based shovel.
We get a nice look at the dipper St. Johnsville.
I have not been able to identify this dipper that is working below lock 11 in Amsterdam. Note that the movable dam is up so that the train can be run out along the dredged channel. If not needed as fill, the spoils were typically dumped behind the small islands that dot the river. Guy Park Manor can be seen in the top view. The “court of claims” stamp on these mean that they were introduced as evidence in a claim brought by the contractor against the state.
We catch a view of the clam shell Mindenville on the left side of the photo. In the foreground is a crew quarters barge. This image gives us a idea of the amount of material that had to be removed from the river channel.
I had to lift this photo of the hydraulic dredge Mohawk from the Engineering News. There were two hydraulic dredges at use on these contracts, the Mohawk and the Amsterdam. Oddly, the photo collection doesn’t show either. Both were built by the Morris Machine Works of Baldwinsville, NY.

A Dredge Roll call – Contracts 15 and 19

The contracts for the construction of the Barge Canal were let as they were completed by the engineering forces of the state, so, as we see here, contract 15 was along the Champlain Canal in the Comstock area, and contract 19 was far out west along the Tonawanda Creek. It helps to have a map of the contracts.

Contract 15 – The Champlain

So far, I have only found one dredge working this contract. This was the hydraulic dredge Champlain, owned by the Atlantic, Gulf and Pacific engineering firm. It was launched in 1907, which means this dredge is quite new when this photo was taken.

This gives us an idea of the type to material that the dredges were suited to.
Note the canal and pulley. This was used to swing the dredge from side to side.
Contract 19 – The Niagara, Buffalo, Lawton, and Teddy

Great Lakes Construction was the contractor for contract 19, and they had four dredges at work; one hydraulic, one dipper and two clam shells.

The Niagara was a hydraulic dredge although the author of the caption called a suction dredge. It was launched in 1909.
We get a look at the cutter head in this view. Below we see a close up of the head.
The people are too far away to use as a scale, but you can see a couple guys standing on the boom in the above image.
In these two views we see the bow and stern, along with the floating pontoons and a fuel (coal) barge alongside.
With the smoke billowing out, it must have been quite the sight.
The dipper dredge Buffalo with a scow and tug.
Although there is no caption, I believe this to be the Buffalo and the clamshell dredge Teddy.
This had to be a bad day at work. Notice the umbrella at the end of the boom. This is where the operator sat as he worked the controls for the dredge.The reports say that one of the timber A-frame supports gave out. It was repaired.
As is typical, we don’t have many images of the smaller dredges. Here we see the Lawton, launched in 1907. Note the rear leg.
It was very nice of the photographer to give us the name of this clam shell. Here we see the Teddy being used to place shore protection.

A Dredge Roll Call – Contract 12

Contract 12 of the New York State Barge Canal (1905-1918) was for dredging the Oneida and Seneca rivers from Oneida Lake west to Montezuma. It was held by the Stewart-Kerbaugh-Shanley company and five dredges were built for the project.

Dredge 1- The Geyser
The Geyser was the only hydraulic dredge used on this contract. It was used to cut the short-cuts through the river oxbows. The dredge was built by Bucyrus.
We get a look at the Geyser at work cutting a new channel. The line of pipes is carrying away the spoils and depositing them on shore.
The Geyser in winter quarters along with Boat House No. 1. This gives us a nice look at the cutter-head. The length of the boom depended on the depth of the cut desired. The barge canal was designed to be 12 feet deep.
Dredge 2- The Tornado
The Tornado ladder dredge in winter quarters along with its floating conveyors. This and her sister, the Cyclone, were built by Bucyrus.
The Tornado at work cutting a new channel. You can see how the path was prepped by removing the trees, stumps, and brush, leaving only the sand and gravel to be removed. The ladder and hydraulic dredges made the cut by sweeping the entire boat from side to side.
We see the system of conveyors that is depositing the spoils some distance from the cut.
The head unit of the Tornado. Each bucket weighs over 2000 pounds.
Dredge 3- The Cyclone
The Cyclone was a sister to the Tornado. It was used in the deeper water of Oneida Lake. The spoil was deposited in a dump scow and removed to shallow areas around the lake.
Dredge 4 – The Hurricane
The dipper dredge Hurricane is seen at work in the State Cut at Jack’s Reef. This area was solid rock and needed drill rigs and blasting teams to clear the rock. The manufacturer of the dredge is not known.

Dredge 5 – The Tornado
Oddly, this dredge shared the name Tornado with the ladder dredge. This was a Marion dredge. Note the difference in construction between the two dipper booms.
This shot gives us a nice look at the blasted rock and what size the dipper could remove. Many times this larger rock was used in concrete pours with the idea that it could be used to save materials and serve as “keys” between lifts. The rock could also be crushed to use in concrete and other needs. Note the amount of wear on the boom.

All the photos used are from the New York State Archives, Barge Canal Construction, collection series 11833.

A Dredge Roll Call – Contracts 1 and 4

So far, I have identified nearly 40 dredges of various types that were used to build the NYS Barge Canal between 1905 – 1918. Most of these were given a name, but not all. So here is a roll call.

Contract 1 – The Peconic and the Pontiac dipper dredges.

There were two sister dredges built for Contract 1 on the Hudson River, dredge No. 1 and No. 2. They were also given the names Peconic and Pontiac, but so far I have not been able to say which was which.

The dredge loading a scow at Crockers Reef.
This is the Pontiac. Note the rear leg that was used to anchor the dredge against movement as the dipper dug into the ground.
Here is Dredge 2 looking all new and spiffy.
Contract 4 – The Oneida, Ontario, Owego and a grapple.

The Oneida and Ontario were steel-hulled hydraulic dredges designed by Lindon Wallace Bates, either the senior or junior. Both were well know Civil Engineers of the period. Lindon Bates Jr., was in charge of the engineering firm that held the contract.

The dredges were designed to fit through the Enlarged Erie Canal locks so they could move from place to place, however the dredges were found to be too tipsy, so side pontoons were added to help with the stability.

The dual cutter-heads were quite unique for the project and the photographer took a lot of images of them. The cutters proved not to be suitable for the work and the dredges were refitted in 1909.

Lindon Wallace Bates Jr., died in the sinking of the Lusitania.

The Ontario at work digging a new channel. Note the dual smokestacks for the duel pumps.
The Oneida at work.
We get a look at the dual cutters of the Ontario. These would later be replaced with a single cutter.
A close up of the Lindon W. Bates designed cutters.
A rare look at the controls of the Ontario.

The Owego was a smaller hydraulic dredge used for softer materials. This is the only image I have found so far.

This small “orange-peel” dredge is only seen in silhouette. The name orange-peel describes the bucket in use. These would be used for small tasks around docks and piers.

Construction Equipment of the NYS Barge Canal – The Dredge

Note- I have found well over 120 photos showing the dredges used on the construction of the NYS Barge Canal. Addition posts with more photos will follow.

The 1900s New York State Barge Canal was one of a number of “modern day” canal projects that included the Hennepin (Illinois and Mississippi), the Chicago Sanitary, the Panama, and the New York State canals. The construction of the Panama placed it in “competition” with the Barge Canal, at least in the eyes of the engineering forces working on New York’s project. So over the course of construction from 1905 to 1918, we see a very active PR campaign on the part of New York as they try not to get lost in the excitement of the isthmus canal. Thus, we have a wealth of journal articles, reports and photographs to help us understand the construction and machinery used. The engineers were very keen on getting articles in the engineering journals for all to read, and these articles went into great details about the machinery, tools, techniques, and innovations being used and developed. New York even went as far to publish a monthly Barge Canal Bulletin that chronicles the project.

And the engineer’s pride was not too far off as this large project was noteworthy for many innovations. This passage in the February 1915 issue of The Contractor gives a bit of context; “Just as the excavation of the Chicago Drainage Canal caused a great improvement in steam shovel construction, so the New York Barge Canal, with its great variety of material encountered stimulated the builders of hydraulic dredges to develop a machine capable of digging material before considered beyond the ability of this type of dredge. As a result of the experience gained in this work a great advance has been made in cutter construction.“

This look at dredges is a continuation of a series that has been examining the machinery used to construct the New York State Barge Canal between 1906 and 1918. As this project built on the machines and technologies being developed in the other canal projects of the day, what we see here would have been used on those works.

The hydraulic dredge Champlain at work on the northern end of the Champlain Canal, contract 15.

The steam powered dredge was about 30 years old when it was put to use in the various construction contracts along the NYS Barge Canal. Human and animal powered dredges had been in use as early as 1718 in Europe, but it was the development of the small “portable” steam engine that really brought them into use in earth removal.

The construction of the Barge Canal was broken up and let out as many contracts that companies could bid on. The low bidder won the bid and then set about setting up his plant. The contract might be for dredging a river, lake, or cutting a completely new channel. The machines use reflected what the contractor thought they would be excavating.

The dredge had to be suited to the materials (spoils) to be removed. “Soft” homogeneous materials such as organic muck, marl, sand, ooze, quicksand, and so on, could be removed in a steady continuous manner. Thus we find the “continuous dredge” type being used. These fall into two types; the ladder/bucket/elevator dredge, and the suction/hydraulic dredge. These dredges could remove, transport and deposit the spoils fairly quickly, making them the preferred dredge to use whenever possible. Although these machines could handle small rocks, they were not suited to removing harder materials like rock, large stone, boulders, conglomerate soils. In many cases these materials had to be drilled and blasted so that they could be removed. If possible, it was better to use a track mounted steam shovel and carry out the removal in dry conditions. However, in many cases the rock was found under softer material in a watered channel. In these cases, the steam shovel was still used, except it was mounted to a barge. As the spoil was removed scoop by scoop, this type of dredge was called an intermittent dredge. The dipper dredge and the cable operated grapple dredge fall into this type.

We will begin with the continuous types.

The Ladder Dredge

The ladder dredge Mineola on Contract 66.

The oldest dredge type was the ladder/elevator/bucket dredge dating back to the 1700s. The name(s) comes from the design, where a long boom fitted with a endless chain of buckets. When the boom is lowered into the materials to be removed, the buckets scoop up the spoil and carry it to the top of the boom, dump it onto a system of belt conveyors, and the return as the chain revolves. The belt conveyor then carries dredging spoils to a dump scow or deposit them onto land. Since the material is removed in a continuous manner, it is considered to be a continuous dredge type.

The ladder dredge Tornado digging a new channel and using the spoils to build up the banks. Contract 12.

Ladder dredges were better suited for to a dryer environment as if the materials being removed is too loose, it could easily wash out of the bucket before it got to the conveyor. However, they are more robust in what they could handle. Ladder dredges were often seen in mining operations as they can work in dry material. By using a series of screens along the conveyor, the materials could be easily separated into various piles of different sizes. In the images we often see the ladder dredges being used to build up banks and dikes since they could pile the spoils.

This area along the canal has been prepared to receive spoils from the ladder dredge. The spoils will be used to build up the bank. Contract 66.

The working depth depended on the length of the boom and the size of the engines. In the machines we see used on the Barge Canal, each bucket weights over 2000 pounds and could scoop up 8.5-cubic-feet of materials.

Ladder dredges were extensively used on the construction of the Suez Canal, and it was what the French used in their attempt to dig the Panama Canal. When they left the project, they left behind nearly 20 of the large machines to rot in the jungle.

The Hydraulic Dredge

The first suction dredge was designed in 1867 in Europe and the first suction dredge in America followed shortly after in 1872. These machines used a large centrifugal pump to create a suction that basically vacuumed up the earth and rock. A long suction tube extended out from the bow of the dredge and was lowered into the work area. At the stern, hundreds, or even thousands, of feet of discharge pipes carried the spoil and water mix to a dump scow, landside containment area, or even dumped into non-navigation area in the river or lake. As with the ladder dredge, these are called continuous dredges.

The hydraulic dredge Niagara on contract 19. Notice the men standing near the cutter-head.

An improvement was made to the dredge in 1878 when a revolving cutter head was fitted to the suction tube. The cutter-head could loosen harder materials and cut through organic matter. It is like the beater head on a home vacuum. To differentiate between the two types, the dredge without the cutter-head was called a suction dredge, while the one with the cutter-head was called a hydraulic dredge. Most of the machines we see in use on canal projects were hydraulic dredges, although at least one suction dredge was used to mine a sand bank for a concrete plant.

The suction dredge Veronica at work mining a sand bank. Contract 41.

The hydraulic dredge was so important to the project that a 1913 article in the Engineering News begins with this synopsis. The excavation required for enlarging the new York State Canals to form the 12-foot Barge Canal across the state amounts to 110,000,000 cubic yards. A large amount of this material is being removed by hydraulic suction dredges, which have been specially designed for the work. The record of the performances of these dredges will be of interest to every contractor and engineer who deals with earth handling.

The hydraulic dredge was remarkably robust and the spoil piles show rather large stone being removed, although this caused quiet a bit of damage to the pumps. However in the rivers and lakes, these dredges were the only option to the contractors and they had to deal with the damage.

The spoils from the hydraulic dredge Clyde on contract 47.

The major difficulty in using the hydraulic dredge was the handling of the spoil and water. Low areas near the project site would be selected and perimeter dikes would be built. As the slurry was pumped into the disposal area, the water was allowed to escape and (hopefully) return to the river. But as the dikes were often hastily constructed, they could break and cause the surrounding area to be flooded with the muddy mess.

The Dipper and Grapple Dredge

Although the hydraulic dredge was the principle tool in the contractors toolbox, it was not suited to all materials. In places were rock ledge, hardpan, or conglomerate materials had to be removed, the dipper or grapple dredge was placed in service.

This dipper dredge is at work loaded a scow. Contract 19.

The dipper dredge was basically a steam shovel mounted on a barge and like its land bound cousin, it’s large bucket could lift large pieces of blasted rock, boulders, or scoop gravels. Since the spoil was removed one bucket at a time, these fall into the intermittent type. In the photos, these are often seen working along with drilling rigs and blasting teams. The spoils were placed into dump scows or landside dump trains, or simply cast aside if space allowed. The working depth was limited by the length of the boom and the stability of the boat.

The dipper dredge Hurricane at work on the State Ditch at Jack’s Reef. Note the drilling rig at work preparing the rock ledge for blasting. The dredge loads a dump train. Contract 12.

The grapple dredge was a cable crane mounted on a barge and outfitted with a clamshell or orange-peel bucket. (The orange-peel was a round bucket with 4 sections that was very good at sinking into soft materials.) This was the slowest of all the dredge types and was used in small projects. The clamshell was good for lifting large rock and stone, whereas the orange-peel was used to remove softer materials.

The grapple dredge Teddy fitted with a clam shell bucket. The dredge is being used to line the canal bank with rip-rap. Contract 19.

These dredges were large machines with steam engines, pumps, electrical generators, winches and so on. Unlike the steam shovel that could be moved to the work site by rail, the dredge was typically built on site, used, and then disassembled. Depending on the size of the work fleet, the contractor might have set up a drydock, such as what Stewart, Kerbaugh and Shenley constructed at Brewerton, west of Oneida Lake.(3) Many of the dredges were built by well known companies such as Bucyrus, Marion, Morris, American Locomotive, and sent to the project site as a pre-built kit. As each dredge was custom built, each has its own unique appearance. Some dredges were handsome boats while other had a more “rustic” look. The dredge was typically given a name that reflected the region of their work. Thus we see the Clyde near Clyde, Niagara in the west, Canajoharie in the Mohawk River, etc.

The Brewerton yard. Contract 12.
The hull of the Fairport being constructed in the winter of 1911.
By March 1911, the dredge was fairly complete.

Each dredge was staffed with a crew that could number up to 15 men per shift. These included a captain or foreman, assistant, operator, fireman for the steam engine, mechanics, line handlers, men to shift the pipes, and others. If the crew ran 24-hours, the total crew could easily number around 40. To feed and house all these men, a floating crew quarters was used.

The crew of the all-electric Fairport pose for the photographer. The dredge was powered by a land-side generating station. Contract 63.

None of the dredges were self-propelled and had to be moved by tug boat. At the work site, long spuds would be lowered to anchor the dredge in place and to help steady it as it worked. The boom of the ladder and hydraulic dredge could only be raised and lowered, so to move the boom through the earth, the entire boat would be “swept” from side to side. To do this, cables would be attached to anchor points, one spud would be raised, and by winching the cable in, the dredge could be moved to that side. Then the process was reversed for the other side. As the spuds were raised and lowered, the dredge would “walk” forward.

This is just an introduction to the topic of dredges and dredging. But the photos tell the real story.

References-

All the photos used here are from – Barge Canal Construction Photos, Series 11833, New York State Archives, Albany, NY.

Barge Canal Bulletin, New York State, 1908-1918.

Hydraulic Dredging on the New York Barge Canal, Engineering News, Vol 69, No 15. page 710.

Prelini, Charles. Dredges and Dredging. D.Van Nostrand Company, NY , 1911

Engineering News- July 29, 1909 The Excavating and Dredging Outfit on the Oneida River Section, Contract No. 12 of the New York State Barge Canal. Page 111

Lanyon, Richard. Building The Canal To Save Chicago, 2012

Gigantic Feats For Engineers. The Syracuse Herald, April 18, 1909.

Breaks World’s Record. Baldwinsville Gazette and Farmer, November 18, 1909.

Big Dredge Is Built. The Chicago Sunday Tribune, October 20, 1895.

Report of Organizer Whitcraft, Steam Shovel and Dredge, Chicago, Illinois, August, 1908. Page 581.

Allen, Jean M. The Hydraulic Dredge; Its Value as a Contractor’s Tool, The Contractor, Vol 21, No. 4, February 15, 1915, page 26.