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    Ohio and Erie Canal
    Ohio and Erie Canal
    Ohio and Erie Canal
    Ebook181 pages51 minutes

    Ohio and Erie Canal

    By Boone Triplett

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    About this ebook

    A fascinating history of the Ohio and Erie Canal, from a national leader in agricultural output to a recreational resource.


    George Washington first proposed the idea of a canal connecting the Great Lakes to the Ohio-Mississippi River System in 1784. Inspired by the Erie Canal in New York, the State of Ohio began surveying routes in 1822 for its own grand internal improvement project. Completed a decade later, the 309-mile-long Ohio and Erie Canal connected Cleveland, Akron, Massillon, Dover, Roscoe, Newark, Columbus, Circleville, Chillicothe, Waverly, and Portsmouth. Success was immediate, as this vital transportation link provided access to Eastern markets. Within a span of 35 years, canals transformed Ohio from a rural frontier wilderness into the nation's leader in agricultural output and third most populous state by 1860. Railroads marked the end of the canal as an economic engine, but traffic continued to operate until the Great Flood of 1913 destroyed the system as a commercial enterprise. Today, the Ohio and Erie Canal is enjoying a rebirth as a recreational resource.

    LanguageEnglish
    PublisherArcadia Publishing
    Release dateAug 25, 2014
    ISBN9781439646953
    Ohio and Erie Canal
    Author

    Boone Triplett

    Boone Triplett is the editor of Towpaths and vice president of the Canal Society of Ohio (CSO). Images were selected from the CSO archives, academic institutions, historical foundations, libraries, museums, and private collections.

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      Ohio and Erie Canal - Boone Triplett

      century.

      INTRODUCTION

      The United States had secured its independence from Great Britain, but George Washington was concerned about the new nation’s future. Immediately after the American Revolution, all trans-Appalachian commerce flowed into British Canada or Spanish Louisiana. The Ohio Country was the key to growth and prosperity. As Washington wrote to the governor of Virginia in 1784, I need not remark to you Sir, that the flanks and rear of the United States are possessed by other powers, and formidable ones too; nor how necessary it is to apply the cement of interest, to bind all parts of the Union together by indissoluble bonds. These indissoluble bonds were canals. Washington proposed in the same letter to "let the courses and distances of it [the Ohio River] be taken to the mouth of the Muskingum, and up that river to the carrying place with Cayahoga [sic]; down the Cayahoga to Lake Erie . . . and with the Scioto also." So Washington not only envisioned the Ohio and Erie Canal, but the cities of Cleveland and Akron, as well.

      Ohio became a state in 1803, but progress on canals was slow. A lottery was created to finance navigational improvements along the state’s rivers, but few tickets were sold. Then, the War of 1812 intervened. After the war, it appeared that funding for internal improvements might be forthcoming from the federal government, but Pres. James Madison vetoed the Bonus Bill of 1817. This veto meant that it would be up to the states to build such projects. Gov. DeWitt Clinton of New York accepted the challenge, spearheading construction of the 363-mile-long Erie Canal. Connecting the Atlantic Ocean to the Great Lakes, Clinton’s Ditch was the crowning transportation achievement of its time.

      Completed in 1825, New York’s Erie Canal changed the landscape in Ohio. Now that a canal to the west was operating, a canal opening up the western interior was the next logical step. Ohio was one of America’s poorest states in 1822, but Gov. Ethan Allen Brown was able to get $6,000 authorized to initiate surveys and establish a canal commission. The final route was announced in May 1825. Ohio’s canal, from Lake Erie to the Ohio River, would run along the Cuyahoga, Tuscarawas, Muskingum, Licking, Little Walnut, and Scioto Valleys from Cleveland to Portsmouth. (A second canal, the Miami Canal, was the result of a political compromise. It would eventually be extended to Lake Erie by 1845.) The dizzying success of the Erie Canal in New York meant that material, men, and money would not present any barriers for the financially strapped state of Ohio to undertake its grand internal improvement project.

      Governor Clinton himself turned the first shovelful of earth during ground-breaking ceremonies for the Ohio and Erie Canal near Newark on July 4, 1825. This act would be repeated millions of times, as mostly Irish immigrants poured into the Buckeye State to work from sunup to sundown for 30¢ a day and a jigger of whiskey under horrendous conditions. The new canal’s dimensions were nearly the same as those on the Erie Canal: minimums of 40 feet wide at water level and 26 feet wide at the bottom; a depth of 4 feet; and a 10-foot-wide towpath. Progress was steady, and, two years later, the first section of the Ohio and Erie Canal was completed, from Cleveland to Akron. Ohio governor Allen Trimble and canal commissioner Alfred Kelley were among dignitaries who traveled on the first boat, the State of Ohio. A wild celebration greeted the State of Ohio when it arrived in Cleveland on July 4, 1827, as everyone in the cheering crowd realized that the canal would allow them to sell high and buy cheap. In fact, export commodity prices more than tripled overnight.

      Similar celebrations greeted the canal as it stretched southward to Massillon in August 1828, Dover in October 1829, Newark in July 1830, and Chillicothe in October 1831. When it finally opened to Portsmouth on October 15, 1832, the completed Ohio and Erie Canal was 309 miles long. It consisted of 14 aqueducts, 155 stone culverts, and 148 lift locks, used to overcome an elevation difference of 1,207 feet. These statistics were subject to change throughout the lifespan of the canal. For example, the number of aqueducts would almost double, to 27. Locks were 90 feet long by 15 feet wide. The cost to build the system, which included a network of feeder and sidecut canals and associated reservoirs, was $7,904,972.

      Despite inherent disadvantages, such as a four-mile-per-hour speed limit and seasonal operation, the state-operated canal system was generally successful. Never particularly profitable due to high maintenance costs, the canals, within a generation, transformed Ohio from a backwoods frontier wilderness into the nation’s leading state in terms of agricultural output. Real estate values increased by an unbelievable 1,400 percent in Ohio’s 37 canal counties from 1826 to 1859, and the state became the nation’s third most populous. Receipts on the canals increased steadily, peaking at $799,025 in 1851. Then, the bottom dropped out. Receipts were down to $109,286 by 1861, and the state leased the system to private interests that same year. Railroads, something nobody could have predicted in the age of George Washington or DeWitt Clinton, were the cause. Rail’s advantages of speed, year-round operation, and low maintenance costs doomed the canal system.

      Still, the Ohio and Erie Canal continued to function. Ohio resumed control in 1878, and the operators of family boats were able to eke out a modest living by transporting commodities such as coal, ice, stone, and timber. There was enough of a niche business from this largely local trade, and from the selling of water rights by the state, that allocations to refurbish the system were started in 1905. This resulted in the entire northern section, from Cleveland to Tuscarawas County, being rebuilt. But the Great Flood of 1913 was the death knell. This greatest natural disaster in Ohio history devastated the canal system, and it would never be rebuilt. Epitaphs of the Ohio and Erie Canal often read: Born in 1825 and died in 1913.

      The Ohio and Erie Canal no longer exists as

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