Erie Canal
The Erie Canal is a historic canal in upstate New York that runs east–west between the Hudson River and Lake Erie. Completed in 1825, the canal was the first navigable waterway connecting the Atlantic Ocean to the upper Great Lakes above Niagara Falls, vastly reducing the costs of transporting people and goods across the Appalachians. The Erie Canal accelerated the settlement of the Great Lakes region, the westward expansion of the United States, and the economic ascendancy of New York state.
A canal from the Hudson River to the Great Lakes was first proposed in the 1780s, but a formal survey was not conducted until 1808. The New York State Legislature authorized construction in 1817. Political opponents of the canal denigrated the project as "Clinton's Folly" and "Clinton's Big Ditch". Nonetheless, the canal saw quick success upon opening on October 26, 1825, with toll revenue covering the state's construction debt within the first year of operation. The westward connection gave New York City a strong advantage over all other US ports and brought major growth to canal cities such as Albany, Utica, Syracuse, Rochester, and Buffalo.
The construction of the Erie Canal was a landmark civil engineering achievement in the early history of the United States. When built, the canal was the second-longest in the world after the Grand Canal in China. Initially wide and deep, the canal was expanded several times, most notably from 1905 to 1918 when the "Barge Canal" was built and over half the original route was abandoned. The modern canal measures long, wide, and deep. It has 35 locks, including the Waterford Flight, the steepest locks in the United States. When leaving the canal, boats must also traverse the Black Rock Lock to reach Lake Erie or the Troy Federal Lock to reach the tidal Hudson. The overall elevation difference is about.
The Erie's peak year was 1855, when 33,000 commercial shipments took place. It continued to be competitive with railroads until about 1902, when tolls were abolished. Commercial traffic declined heavily in the latter half of the 20th century due to competition from trucking via the newly developed Interstate Highway System and the 1959 opening of the larger St. Lawrence Seaway. The canal's last regularly scheduled hauler, the Day Peckinpaugh, ended service in 1994.
Today, the Erie Canal is mainly used by recreational watercraft. It connects the three other canals in the New York State Canal System: the Champlain, Oswego, and Cayuga–Seneca. Some long-distance boaters take the Erie as part of the Great Loop. The canal has also become a tourist attraction in its own right—numerous parks and museums are dedicated to its history. The New York State Canalway Trail is a popular cycling path that follows the canal across the state. In 2000, Congress designated the Erie Canalway National Heritage Corridor to protect and promote the system.
Ambiguity in name
The waterway today referred to as the Erie Canal is quite different from the nineteenth-century Erie Canal. More than half of the original Erie Canal was destroyed or abandoned during construction of the New York State Barge Canal in the early 20th century. The sections of the original route remaining in use were widened significantly, mostly west of Syracuse, with bridges rebuilt and locks replaced. It was called the Barge Canal at the time, but that name fell into disuse with the disappearance of commercial traffic and the increase of recreational travel in the later 20th century.History
Background
Before railroads, water transport was the most cost-effective way to ship bulk goods. A mule can only carry about but can draw a barge weighing as much as along a towpath. In total, a canal could cut transport costs by about 95 percent.In the early years of the United States, transportation of goods between the coastal ports and the interior was slow and difficult. Close to the seacoast, rivers provided easy inland transport up to the fall line, since floating vessels encounter much less friction than land vehicles. However, the Appalachian Mountains were a great obstacle to further transportation or settlement, stretching from Maine to Alabama, with just five places where mule trains or wagon roads could be routed. Passengers and freight bound for the western parts of the country had to travel overland, a journey made more difficult by the rough condition of the roads. In 1800, it typically took 2½ weeks to travel overland from New York to Cleveland, Ohio, and 4 weeks to Detroit.
The principal exportable product of the Ohio Valley was grain, which was a high-volume, low-priced commodity, bolstered by supplies from the coast. Frequently, it was not worth the cost of transporting it to far-away population centers. This was a factor leading to farmers in the west turning their grains into whiskey for easier transport and higher sales, and later the Whiskey Rebellion. In the 18th and early 19th centuries, it became clear to coastal residents that the city or state that succeeded in developing a cheap, reliable route to the West would enjoy economic success, and the port at the seaward end of such a route would see business increase greatly. In time, projects were devised in Virginia, Maryland, Pennsylvania, and relatively deep into the coastal states.
Topography
The Mohawk River rises near Lake Ontario and runs in a glacial meltwater channel just north of the Catskill range of the Appalachian Mountains, separating them from the geologically distinct Adirondacks to the north. The Mohawk and Hudson valleys form the only cut across the Appalachians north of Alabama. A navigable canal through the Mohawk Valley would allow an almost complete water route from New York City in the south to Lake Ontario and Lake Erie in the west. Via the canal and these lakes, other Great Lakes, and to a lesser degree, related rivers, a large part of the continent's interior would be made well connected to the Eastern seaboard.Conception
Among the first attempts made by European colonists to improve upon the future state's navigable waterways was the construction in 1702 of the Wood Creek Carry, or Oneida Carry, a short portage road connecting Wood Creek to the Mohawk River near modern-day Rome, New York. However, the first documented instance of the idea of a canal to tie the East Coast to the new western settlements via New York's waterways was discussed as early as 1724: New York provincial official Cadwallader Colden made a passing reference to improving the natural waterways of western New York. Colden and subsequent figures in the history of the Erie Canal and its development would draw inspiration from other great works of the so-called "canal age," including France's Canal du Midi and the Bridgewater Canal in England. The attempt in the 1780s by George Washington to build a canal from the tidewaters of the Potomac into the fledgling nation's interior was also well known to the planners of the Erie Canal.Gouverneur Morris and Elkanah Watson were early proponents of a canal along the Mohawk River. Their efforts led to the creation of the "Western and Northern Inland Lock Navigation Companies" in 1792, which took the first steps to improve navigation on the Mohawk and construct a canal between the Mohawk and Lake Ontario, but it was soon discovered that private financing was insufficient. Christopher Colles, who was familiar with the Bridgewater Canal, surveyed the Mohawk Valley, and made a presentation to the New York state legislature in 1784, proposing a shorter canal from Lake Ontario. The proposal drew attention and some action but was never implemented.
Jesse Hawley had envisioned encouraging the growing of large quantities of grain on the western New York plains for sale on the Eastern seaboard. However, he went bankrupt trying to ship grain to the coast. While in Canandaigua debtors' prison, Hawley began pressing for the construction of a canal along the Mohawk River valley. Support for a canal also came from Joseph Ellicott. Ellicott realized that a canal would add value to the land he was selling in the western part of the state and served as one of the original Canal Commissioners.
New York legislators became interested in the possibility of building a canal across New York in the first decade of the 19th century. Shipping goods west from Albany was a costly and tedious affair; there was no railroad yet, and to cover the distance from Buffalo to New York City by stagecoach took two weeks. The problem was that the land rises about from the Hudson to Lake Erie. Locks at the time could handle up to of lift, so even with the heftiest cuttings and viaducts, fifty locks would be required along the canal. Such a canal would be expensive to build even with modern technology; in 1800, the expense was barely imaginable. President Thomas Jefferson called it "little short of madness" and rejected it.
Eventually, Hawley interested New York Governor DeWitt Clinton in the project. There was much opposition, and the project was ridiculed as "Clinton's folly" and "Clinton's ditch". In 1817, though, Clinton received approval from the legislature for $7 million for construction.
Construction
The original canal was long, from Albany on the Hudson to Buffalo on Lake Erie. The channel was cut wide and deep, with removed soil piled on the downhill side to form a walkway known as a towpath. Its construction, through limestone and mountains, proved a daunting task. To move earth, animals pulled a "slip scraper". The sides of the canal were lined with stone set in clay, and the bottom was also lined with clay. The Canal was built by Irish laborers and German stonemasons. All labor on the canal depended upon human and animal power or the force of water. Engineering techniques developed during its construction included the building of aqueducts to redirect water; one aqueduct was long to span of river. As the canal progressed, the crews and engineers working on the project developed expertise and became a skilled labor force.The men who planned and oversaw construction were novices as surveyors and as engineers. There were no civil engineers in the United States. James Geddes and Benjamin Wright, who laid out the route, were judges whose experience in surveying was in settling boundary disputes. Geddes had only used a surveying instrument for a few hours before his work on the Canal. Canvass White was a 27-year-old amateur engineer who persuaded Clinton to let him go to Britain at his own expense to study the canal system there. Nathan Roberts was a mathematics teacher and land speculator. Yet these men "carried the Erie Canal up the Niagara escarpment at Lockport, maneuvered it onto a towering embankment to cross over Irondequoit Creek, spanned the Genesee River on an awesome aqueduct, and carved a route for it out of the solid rock between Little Falls and Schenectady—and all of those venturesome designs worked precisely as planned".
Construction began on July 4, 1817, at Rome, New York. The first, from Rome to Utica, opened in 1819. At that rate, the canal would not be finished for 30 years. The main delays were caused by felling trees to clear a path through virgin forest and moving excavated soil, which took longer than expected, but the builders devised ways to solve these problems. To fell a tree, they threw rope over the top branches and winched it down. They pulled out the stumps with an innovative stump puller. Two huge wheels were mounted loose on the ends of an axle. A third wheel, slightly smaller than the others, was fixed to the center of the axle. A chain was wrapped around the axle and hooked to the stump. A rope was wrapped around the center wheel and hooked to a team of oxen. The mechanical advantage obtained ripped the stumps out of the soil. Soil to be moved was shoveled into large wheelbarrows that were dumped into mule-pulled carts. Using a scraper and a plow, a three-man team with oxen, horses and mules could build a mile in a year.
The remaining problem was finding labor; increased immigration helped fill the need. Many of the laborers working on the canal were Irish, who had recently come to the United States as a group of about 5,000. Most of them were Roman Catholic, a religion that raised much suspicion in early America because of its hierarchic structure, and many laborers on the canal suffered violent assault as the result of misjudgment and xenophobia.
Construction continued at an increased rate as new workers arrived. When the canal reached Montezuma Marsh, it was rumored that over 1,000 workers died of "swamp fever", and construction was temporarily stopped. However, recent research has revealed that the death toll was likely much lower, as no contemporary reports mention significant worker mortality, and mass graves from the period have never been found in the area. Work continued on the downhill side towards the Hudson, and the crews worked on the section across the swampland when it froze in winter.
The middle section from Utica to Salina was completed in 1820, and traffic on that section started up immediately. Expansion to the east and west proceeded simultaneously, and the whole eastern section, from Brockport to Albany, opened on September 10, 1823, to great fanfare. The Champlain Canal, a separate but connected north–south route from Watervliet on the Hudson to Lake Champlain, opened on the same date.
After Montezuma Marsh, the next difficulties were crossing Irondequoit Creek and the Genesee River near Rochester. The former ultimately required building the long "Great Embankment", to carry the canal at a height of above the level of the creek, which ran through a culvert underneath. The canal crossed the river on a stone aqueduct, long and wide, supported by 11 arches.
In 1823 construction reached the Niagara Escarpment, an wall of hard dolomitic limestone. The route followed the channel of a creek that had cut a ravine steeply down the escarpment. The construction and operation of two sets of five locks along a corridor soon gave rise to the community of Lockport. The lift-locks had a total lift of, exiting into a deeply cut channel. The final leg had to be cut deep through another limestone mass, the Onondaga ridge. Much of that section was blasted with black powder, and the inexperience of the crews often led to accidents, and sometimes to rocks falling on nearby homes.
Two villages competed to be the terminus: Black Rock, on the Niagara River, and Buffalo, at the eastern tip of Lake Erie. Buffalo expended great energy to widen and deepen Buffalo Creek to make it navigable and to create a harbor at its mouth. Buffalo won over Black Rock, and grew into a large city, eventually annexing its former rival.