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The Chesapeake and Ohio Canal, abbreviated as the C&O Canal and occasionally called the ‘Grand Old Ditch,’ operated from 1831 until 1924 along the Potomac River from Washington, D.C., to Cumberland, Maryland. Hundreds of original structures, including locks, lock houses, and aqueducts, were built in support of the canal's role as a vital transportation system during the 19th century. Lewis Reed photographed the C&O Canal in operation, 1913-1914, about ten years before it was shut down forever.
The Chesapeake and Ohio Canal, abbreviated as the C&O Canal and occasionally called the ‘Grand Old Ditch,’ operated from 1831 until 1924 along the Potomac River from Washington, D.C., to Cumberland, Maryland. Hundreds of original structures, including locks, lock houses, and aqueducts, were built in support of the canal's role as a vital transportation system during the 19th century. Lewis Reed photographed the C&O Canal in operation, 1913-1914, about ten years before it was shut down forever.
The Potomac River, c. 1913.
Before the invention of the steam engine, waterways were the fastest and safest way to transport goods over long distances. Unfortunately for merchants in the Washington area, river traffic on the Potomac River was impeded by Great Falls. In 1802, the Patowmack Company built a series of small canals on both the Maryland and Virginia sides of the river. These canals improved the passage of freight, but still required boats to travel the river itself in some places. In 1824 the Chesapeake & Ohio Canal Company was formed, with the intent of building a single canal on the Maryland side of the river, stretching from Washington, D.C. to Pittsburgh.
Before the invention of the steam engine, waterways were the fastest and safest way to transport goods over long distances. Unfortunately for merchants in the Washington area, river traffic on the Potomac River was impeded by Great Falls. In 1802, the Patowmack Company built a series of small canals on both the Maryland and Virginia sides of the river. These canals improved the passage of freight, but still required boats to travel the river itself in some places. In 1824 the Chesapeake & Ohio Canal Company was formed, with the intent of building a single canal on the Maryland side of the river, stretching from Washington, D.C. to Pittsburgh.
The groundbreaking ceremony took place on July 4, 1828, next to what would eventually become Lock 6. It took 22 years and over 4,000 men to build the canal’s 184.5 miles of canal and towpath, including all the locks, aqueducts, and culverts. Eventually the Canal Company gave up on reaching Pittsburgh and decided to end in Cumberland, in western Maryland. The final section was completed in 1850, by which time the C&O Canal was competing with B&O Railroad for freight transportation.
The groundbreaking ceremony took place on July 4, 1828, next to what would eventually become Lock 6. It took 22 years and over 4,000 men to build the canal’s 184.5 miles of canal and towpath, including all the locks, aqueducts, and culverts. Eventually the Canal Company gave up on reaching Pittsburgh and decided to end in Cumberland, in western Maryland. The final section was completed in 1850, by which time the C&O Canal was competing with B&O Railroad for freight transportation.
Canal Boats
Canal Boats
A canal boat was about 90 to 95 feet long and about 14.5 feet wide -- only a few inches narrower than the locks. Most of the canal boats were titled with numbers, such as No. 93 of the Canal Towage Co. (at left).
A canal boat was about 90 to 95 feet long and about 14.5 feet wide -- only a few inches narrower than the locks. Most of the canal boats were titled with numbers, such as No. 93 of the Canal Towage Co. (at left).
Canal boats were drawn by mules that were driven along a towpath to the side of the waterway. Mules were bought at 2½ years old, often from Kentucky, and were broken in by having them drag logs. The command to stop mules was not "whoa" but "ye–yip–ye."
Canal boats were drawn by mules that were driven along a towpath to the side of the waterway. Mules were bought at 2½ years old, often from Kentucky, and were broken in by having them drag logs. The command to stop mules was not "whoa" but "ye–yip–ye."
To get a loaded boat going, the mules would have to walk until the line was taut, then put their weight into it, and step once the boat had moved, and repeat this process. Within 25 feet, the boat would be moving. See below for an image of mules towing a canal boat on the C&O.
To get a loaded boat going, the mules would have to walk until the line was taut, then put their weight into it, and step once the boat had moved, and repeat this process. Within 25 feet, the boat would be moving. See below for an image of mules towing a canal boat on the C&O.
In these 1913 photographs below, the canal boat Farmer's Friend is dry-docked for repair (below left) and then re-launched (below right). There were several boat repair areas, called dry-docks, along the canal. Once the boat was guided in, it would settle on raised beams as the drydock was drained, and the men could make the necessary repairs. Canal boats also routinely carried oakum and chisels with which to patch leaks. In the mid-1800s the Canal Company authorized at least 6 drydocks, documented at the following locations: Locks 45-46, Lock 47 (Four Locks), Lock 44 (Shepherdstown), above Lock 14 (near Carderock), Edwards Ferry (Lock 25), and in the rear of Lock 10 (Seven Locks).
In these 1913 photographs below, the canal boat Farmer's Friend is dry-docked for repair (below left) and then re-launched (below right). There were several boat repair areas, called dry-docks, along the canal. Once the boat was guided in, it would settle on raised beams as the drydock was drained, and the men could make the necessary repairs. Canal boats also routinely carried oakum and chisels with which to patch leaks. In the mid-1800s the Canal Company authorized at least 6 drydocks, documented at the following locations: Locks 45-46, Lock 47 (Four Locks), Lock 44 (Shepherdstown), above Lock 14 (near Carderock), Edwards Ferry (Lock 25), and in the rear of Lock 10 (Seven Locks).
The Towpath
The Towpath
The towpath is the dirt and stone path that runs 184.5 miles alongside the C&O Canal between Georgetown and Cumberland. It was originally built for the mules to walk beside the canal as they towed the canal boats through the waterway.
The towpath is the dirt and stone path that runs 184.5 miles alongside the C&O Canal between Georgetown and Cumberland. It was originally built for the mules to walk beside the canal as they towed the canal boats through the waterway.
Top left, a canal boat in the background is loaded with lumber while Lewis Reed takes a photo from the towpath. After 1891, the canal principally transported coal, and sometimes West Virginia limestone, wood, lumber, sand, and flour.
Bottom left, the towpath at Lock 24, Seneca.
Lockhouse 25 (Edwards Ferry Road, Poolesville)
Lockhouse 25 (Edwards Ferry Road, Poolesville)
Photographs above and below c. 1913: Lockhouses 24 & 25, where the lock-keepers lived
Lock-keepers lived all along the canal, quartered in company-built houses that sat adjacent to the stone locks. The lock-keeper's job was to operate the giant wooden gates that trapped and released water, allowing boats to rise or descend in order to pass through to the next section. They were required to operate the locks 24 hours a day, whenever a boat came by.
Lock-keepers lived all along the canal, quartered in company-built houses that sat adjacent to the stone locks. The lock-keeper's job was to operate the giant wooden gates that trapped and released water, allowing boats to rise or descend in order to pass through to the next section. They were required to operate the locks 24 hours a day, whenever a boat came by.
At certain pivotal points along the canal, small communities formed around the lock, with stores and warehouses servicing the boats. One of these was at Edwards Ferry, near Lockhouse 25.
At certain pivotal points along the canal, small communities formed around the lock, with stores and warehouses servicing the boats. One of these was at Edwards Ferry, near Lockhouse 25.
Scenes along the canal. Businesses to support canal boats and their cargo peppered the waterway in the 19th century.
Canal Infrastructure
Canal Infrastructure
Aqueducts carried the canal over rivers and large streams, where they were too large for a culvert. Eleven aqueducts were built for the C&O Canal, including the Seneca Aqueduct, pictured in 1914 above and at left, below. Seneca is a unique structure, not only being the first built, but also the only red sandstone aqueduct on the C&O and the only aqueduct that is also a lock (Lock 24, or Riley’s Lock). It is located at the end of Riley’s Lock Road in Seneca, Maryland.
Aqueducts carried the canal over rivers and large streams, where they were too large for a culvert. Eleven aqueducts were built for the C&O Canal, including the Seneca Aqueduct, pictured in 1914 above and at left, below. Seneca is a unique structure, not only being the first built, but also the only red sandstone aqueduct on the C&O and the only aqueduct that is also a lock (Lock 24, or Riley’s Lock). It is located at the end of Riley’s Lock Road in Seneca, Maryland.
This aqueduct was also the site of an incident in 1897 when a freight boat loaded with watermelons collided with a passenger steam packet boat. There were no injuries to the passengers when the boat sank, but the local people eagerly collected the free watermelons floating in the turning basin, upriver.
This aqueduct was also the site of an incident in 1897 when a freight boat loaded with watermelons collided with a passenger steam packet boat. There were no injuries to the passengers when the boat sank, but the local people eagerly collected the free watermelons floating in the turning basin, upriver.
Left: a culvert along the canal. Culverts are the most numerous structures along the canal, giving the C&O Canal National Historical Park the distinction of possessing the most historical structures of any National Park. Culverts are also the most often overlooked feature on the canal, since they pass unnoticed beneath pedestrians on the towpath.
Left: a culvert along the canal. Culverts are the most numerous structures along the canal, giving the C&O Canal National Historical Park the distinction of possessing the most historical structures of any National Park. Culverts are also the most often overlooked feature on the canal, since they pass unnoticed beneath pedestrians on the towpath.
Canoeists enjoy the Potomac River recreationally, 1913.
Lewis Reed's photographs have effectively captured this bygone era of the C&O Canal in its heyday.
Lewis Reed's photographs have effectively captured this bygone era of the C&O Canal in its heyday.
Today the remains of the canal provide a place to enjoy nature and recreation, but most importantly they also tell the story of the canal's vital role in America's history.
Today the remains of the canal provide a place to enjoy nature and recreation, but most importantly they also tell the story of the canal's vital role in America's history.
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