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The '''Susquehanna and Tidewater Canal''' between [[ |
The '''Susquehanna and Tidewater Canal''' between [[Wrightsville, Pennsylvania]], and [[Havre de Grace, Maryland]], at the head of Chesapeake Bay, provided a shipping alternative to 19th century [[Ark (river boat)|ark]]s, rafts, and boats plying the difficult waters of the lower Susquehanna River. Seeking raw materials from and trade with Pennsylvania's interior counties, Baltimore pushed for the canal in the 1820s, but for about 10 years, fearing loss of trade, Philadelphia resisted. In 1829, completion of the [[Chesapeake and Delaware Canal]] across an isthmus south of Philadelphia, resolved the impasse by shortening the water link between Havre de Grace and Philadelphia to {{convert|74|mi|km|0}}. Since this was only {{convert|20|mi|km|0}} further by water than from Havre de Grace to Baltimore, the Susquehanna and Tidewater Canal stood to benefit both cities.<ref name=Livingood> {{cite book | last = Livingood | first = James Weston | title = The Philadelphia-Baltimore Trade Rivalry, 1780-1860 | publisher = Ayer Publishing | date = 1970 | location = Philadelphia | pages= 74-78 | url = http://books.google.com/books?id=SNVzO-P-gpAC&pg=PA75&lpg=PA75&dq=chesapeake+tidewater+canal&source=web&ots=wVvBSeh3Bi&sig=bwNQB-L7s6LCp6Gzi5WPg2ezxxE#PPA78,M1|isbn= 0405024630}}</ref> In 1835, the Susquehanna Canal Company of Pennsylvania joined the Tidewater Canal Company of Maryland in privately funding and building the canal. Construction began in 1836 and was finished in 1840.<ref name=shank> {{cite book | last = Shank | first = William H. | title = The Amazing Pennsylvania Canals, 150th Anniversary Edition | publisher = American Canal and Transportation Center | date = 1986 | location = York, Pennsylvania | pages= 69–72 |isbn=0-933788-37-1}}</ref> |
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Running {{convert|43|mi|km|0|}} along the west bank of the river, the canal had 29 [[Lock (water transport)|lock]]s overcoming {{convert|231|ft|m|0}} of elevation. At the Columbia canal basin, it connected with the Eastern Division Canal of Pennsylvania's [[Main Line of Public Works]]. Cargo included coal, lumber, grain, and iron, much of it bound for Baltimore or Philadelphia. Boats passed through a weigh lock at York Furnace, where tolls were paid. Teams of mules walked on [[towpath]]s beside the canal and pulled the boats. At the upper terminus, across the river from Columbia, a wooden bridge with a two-tier tow path allowed mules going in opposite directions to cross the river simultaneously without colliding. From the canal outlet at Havre de Grace, [[tugboat|tugs]] pulled the boats to Baltimore or other destinations. Mules on the Baltimore boats waited in Havre de Grace for the return journey. Boats bound for Philadelphia took their mules with them to use on the next towpath canal.<ref name=shank> {{cite book | last = Shank | first = William H. | title = The Amazing Pennsylvania Canals, 150th Anniversary Edition | publisher = American Canal and Transportation Center | date = 1986 | location = York, Pennsylvania | pages= 69–72 |isbn=0-933788-37-1}}</ref> |
Running {{convert|43|mi|km|0|}} along the west bank of the river, the canal had 29 [[Lock (water transport)|lock]]s overcoming {{convert|231|ft|m|0}} of elevation. At Wrightsville and the [[Columbia, Pennsylvania|Columbia]] canal basin, it connected with the Eastern Division Canal of Pennsylvania's [[Main Line of Public Works]]. Cargo included coal, lumber, grain, and iron, much of it bound for Baltimore or Philadelphia. Boats passed through a weigh lock at York Furnace, where tolls were paid. Teams of mules walked on [[towpath]]s beside the canal and pulled the boats. At the upper terminus, across the river from Columbia, a wooden bridge with a two-tier tow path allowed mules going in opposite directions to cross the river simultaneously without colliding. From the canal outlet at Havre de Grace, [[tugboat|tugs]] pulled the boats to Baltimore or other destinations. Mules on the Baltimore boats waited in Havre de Grace for the return journey. Boats bound for Philadelphia took their mules with them to use on the next towpath canal.<ref name=shank> {{cite book | last = Shank | first = William H. | title = The Amazing Pennsylvania Canals, 150th Anniversary Edition | publisher = American Canal and Transportation Center | date = 1986 | location = York, Pennsylvania | pages= 69–72 |isbn=0-933788-37-1}}</ref> |
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Despite toll collections rising from $42,000 a year to about four times that amount by 1850, the canal company faced money problems. Construction costs totaled $3.5 million; with only $1.25 million in start-up capital, the company had borrowed heavily, and it struggled to pay its debts. After 1855, toll revenue fell; flood damage, railroad competition, and the disruptions of the [[American Civil War|Civil War]] hastened the decline.<ref name=Livingood> {{cite book | last = Livingood | first = James Weston | title = The Philadelphia-Baltimore Trade Rivalry, 1780-1860 | publisher = Ayer Publishing | date = 1970 | location = Philadelphia | pages= 74-78 | url = http://books.google.com/books?id=SNVzO-P-gpAC&pg=PA75&lpg=PA75&dq=chesapeake+tidewater+canal&source=web&ots=wVvBSeh3Bi&sig=bwNQB-L7s6LCp6Gzi5WPg2ezxxE#PPA78,M1|isbn= 0405024630}}</ref> In 1872, the company sold its assets to the [[Reading Company|Reading Railroad]], which used |
Despite toll collections rising from $42,000 a year to about four times that amount by 1850, the canal company faced money problems. Construction costs totaled $3.5 million; with only $1.25 million in start-up capital, the company had borrowed heavily, and it struggled to pay its debts. After 1855, toll revenue fell; flood damage, railroad competition, and the disruptions of the [[American Civil War|Civil War]] hastened the decline.<ref name=Livingood> {{cite book | last = Livingood | first = James Weston | title = The Philadelphia-Baltimore Trade Rivalry, 1780-1860 | publisher = Ayer Publishing | date = 1970 | location = Philadelphia | pages= 74-78 | url = http://books.google.com/books?id=SNVzO-P-gpAC&pg=PA75&lpg=PA75&dq=chesapeake+tidewater+canal&source=web&ots=wVvBSeh3Bi&sig=bwNQB-L7s6LCp6Gzi5WPg2ezxxE#PPA78,M1|isbn= 0405024630}}</ref> In 1872, the company sold its assets to the [[Reading Company|Reading Railroad]], which used the canal to haul coal to Baltimore until 1894.<ref name=shank> {{cite book | last = Shank | first = William H. | title = The Amazing Pennsylvania Canals, 150th Anniversary Edition | publisher = American Canal and Transportation Center | date = 1986 | location = York, Pennsylvania | pages= 69–72 |isbn=0-933788-37-1}}</ref> |
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Remnants of the canal can be seen at Susquehanna State Park in [[Harford County, Maryland]], {{convert|3|mi|km|1}} miles northwest of Havre de Grace.<ref>{{cite web | title = Susquehanna State Park | publisher = Maryland Department of Natural Resources | date = 2007 | url = http://www.dnr.state.md.us/publiclands/central/susquehanna.html | | accessdate = 2007-11-16 }}</ref> The Susquehanna Museum in Havre de Grace has restored the lock house at the southern terminus of the canal.<ref>{{cite web | title = Susquehanna Museum of Havre de Grace | publisher = Chesapeake Bay Gateways Network | date = 2007 | url = http://www.baygateways.net/general.cfm?id=69 | | accessdate = 2007-11-16}}</ref> |
Remnants of the canal can be seen at Susquehanna State Park in [[Harford County, Maryland]], {{convert|3|mi|km|1}} miles northwest of Havre de Grace.<ref>{{cite web | title = Susquehanna State Park | publisher = Maryland Department of Natural Resources | date = 2007 | url = http://www.dnr.state.md.us/publiclands/central/susquehanna.html | | accessdate = 2007-11-16 }}</ref> The Susquehanna Museum in Havre de Grace has restored the lock house at the southern terminus of the canal.<ref>{{cite web | title = Susquehanna Museum of Havre de Grace | publisher = Chesapeake Bay Gateways Network | date = 2007 | url = http://www.baygateways.net/general.cfm?id=69 | | accessdate = 2007-11-16}}</ref> |
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Revision as of 20:55, 16 November 2007
The Susquehanna and Tidewater Canal between Wrightsville, Pennsylvania, and Havre de Grace, Maryland, at the head of Chesapeake Bay, provided a shipping alternative to 19th century arks, rafts, and boats plying the difficult waters of the lower Susquehanna River. Seeking raw materials from and trade with Pennsylvania's interior counties, Baltimore pushed for the canal in the 1820s, but for about 10 years, fearing loss of trade, Philadelphia resisted. In 1829, completion of the Chesapeake and Delaware Canal across an isthmus south of Philadelphia, resolved the impasse by shortening the water link between Havre de Grace and Philadelphia to 74 miles (119 km). Since this was only 20 miles (32 km) further by water than from Havre de Grace to Baltimore, the Susquehanna and Tidewater Canal stood to benefit both cities.[1] In 1835, the Susquehanna Canal Company of Pennsylvania joined the Tidewater Canal Company of Maryland in privately funding and building the canal. Construction began in 1836 and was finished in 1840.[2]
Running 43 miles (69 km) along the west bank of the river, the canal had 29 locks overcoming 231 feet (70 m) of elevation. At Wrightsville and the Columbia canal basin, it connected with the Eastern Division Canal of Pennsylvania's Main Line of Public Works. Cargo included coal, lumber, grain, and iron, much of it bound for Baltimore or Philadelphia. Boats passed through a weigh lock at York Furnace, where tolls were paid. Teams of mules walked on towpaths beside the canal and pulled the boats. At the upper terminus, across the river from Columbia, a wooden bridge with a two-tier tow path allowed mules going in opposite directions to cross the river simultaneously without colliding. From the canal outlet at Havre de Grace, tugs pulled the boats to Baltimore or other destinations. Mules on the Baltimore boats waited in Havre de Grace for the return journey. Boats bound for Philadelphia took their mules with them to use on the next towpath canal.[2]
Despite toll collections rising from $42,000 a year to about four times that amount by 1850, the canal company faced money problems. Construction costs totaled $3.5 million; with only $1.25 million in start-up capital, the company had borrowed heavily, and it struggled to pay its debts. After 1855, toll revenue fell; flood damage, railroad competition, and the disruptions of the Civil War hastened the decline.[1] In 1872, the company sold its assets to the Reading Railroad, which used the canal to haul coal to Baltimore until 1894.[2]
Remnants of the canal can be seen at Susquehanna State Park in Harford County, Maryland, 3 miles (4.8 km) miles northwest of Havre de Grace.[3] The Susquehanna Museum in Havre de Grace has restored the lock house at the southern terminus of the canal.[4]
References
- ^ a b Livingood, James Weston (1970). The Philadelphia-Baltimore Trade Rivalry, 1780-1860. Philadelphia: Ayer Publishing. pp. 74–78. ISBN 0405024630.
- ^ a b c Shank, William H. (1986). The Amazing Pennsylvania Canals, 150th Anniversary Edition. York, Pennsylvania: American Canal and Transportation Center. pp. 69–72. ISBN 0-933788-37-1.
- ^ "Susquehanna State Park". Maryland Department of Natural Resources. 2007. Retrieved 2007-11-16.
{{cite web}}: Cite has empty unknown parameter:|1=(help) - ^ "Susquehanna Museum of Havre de Grace". Chesapeake Bay Gateways Network. 2007. Retrieved 2007-11-16.
{{cite web}}: Cite has empty unknown parameter:|1=(help)