29:
331:
305:.James Brindley (1745-1820) was the Chief Engineer for the project until it was suspended in 1786 for lack of funds. The Proprietors of the Susquehanna Canal, as the company was called, succeeded by 1802 in completing a canal of 9 miles (14 km) along the east bank of the river from the Chesapeake Bay to the Pennsylvania state line. The Proprietors hoped the Pennsylvania legislature would allow an extension on the other side of the state line; however, no canal below Columbia, Pennsylvania, was approved by Pennsylvania until after the opening in 1829 of the Chesapeake and Delaware Canal. It cut across the northern isthmus of the
202:, page 198, Lewis Historical Pub. Co., New York, 1925, by Cyrus T. Fox. Therein it specifically confirms that Mr Dechant, a young surveyor for Reading Railroad, completed the survey in 1875 from Columbia, PA to Havre de Grace, MD. Also see, The_Aegis_and_Intelligencer_Fri__Jul_30__1875, page where it states Mr Dechant finished a complete map of the canal to Havre de Grace in 1875.
191:
but the assumption is the original was created while the canal was in use. The assumed final page (68) which would be a survey of the final lock in Havre de Grace, MD is missing. An original copy (undated) of the survey is located in the
Archives of Safe Harbor Dam as of 2022 (Brookfield Renewable). That document is also missing the final page 68.
228:
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
237:
Despite toll collections rising from $ 42,000 in its first year to about four times that amount by 1850, the canal company faced money problems. Construction costs had totaled $ 3.5 million; with only $ 1.25 million in start-up capital, the company had borrowed heavily, and it struggled to pay its
194:
The survey was completed in 1875 after the
January 1, 1872 lease of the Canal to the Reading Railroad. Support for a date of the survey having been completed in 1875 include the fact that the John Bair Warehouse (now Tucquan Club) completed in 1879 (date stone in surviving building) was not on the
190:
including structures and property ownership details was donated (date unknown) by the Safe Harbor Water Power
Corporation to Millersville University (assessed on 10/06/2016 in the MU Archives at Sp. Coll. Map 386.409748 S128 Folio). The survey consists of 67 pages, 98 x 30 cm. and is undated
372:
across the
Susquehanna River. A footpath along the river leading from Lock 12 <39.813674, -76.328744> passes under highway Route 372 to the ruins of Locks 13. Lock 14 no longer exists. Preserved Lock 15 <39° 48.009'N 76° 18.481'W> is accessible by car 1.5 miles south of Lock 12 along
309:
and made a lower
Susquehanna canal more appealing to Philadelphia. A combination of high costs, faulty construction, and low revenues led the Proprietors to sell the Susquehanna Canal at a loss in 1817, and it was abandoned entirely in 1840 when the Susquehanna and Tidewater Canal opened on the
171:. Built between 1836 and 1840, it ran 43 miles (69 km) along the west bank of the river and rendered obsolete an older, shorter canal along the east bank. Of its total length, 30 miles (48 km) were in Pennsylvania and 13 miles (21 km) in Maryland. Although rivalry between
286:
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 Susquehanna River simultaneously without colliding. From the canal outlet at Havre de Grace,
300:
Long before the opening of the
Susquehanna and Tidewater Canal, the Maryland legislature of 1783, hoping to open a reliable trade route along the lower Susquehanna River, had granted a charter to a company of 40 men, mostly from Baltimore, to build a canal called the
179:, delayed its construction, the finished canal brought increased shipments of coal and other raw materials to both cities from Pennsylvania's interior. Competition from railroads was a large factor in the canal's decline after 1855. Canal remnants, including a
282:'s Eastern Division, part of the 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
215:
In the 1820s, seeking raw materials from and trade with
Pennsylvania's interior counties, residents of the large port city of Baltimore favored building a canal along the lower Susquehanna linking Chesapeake Bay to Pennsylvania's
291:
pulled the boats to
Baltimore or other destinations. Mules on the Baltimore boats waited in Havre de Grace for the return journey, while boats bound for Philadelphia took their mules with them to use on the next towpath canal.
476:
229:
benefit both cities. 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.
527:
422:
691:
Robert J Kapsch & Yvonne E Long (2011) James Brindley, American Canal Engineer, The International Journal for the History of Engineering & Technology, 81:1, 22-59, DOI:10.1179/175812110X12869022260114
1081:
1076:
360:. The Susquehanna Museum in Havre de Grace has restored the lock house and other infrastructure at the southern terminus of the canal. On the Pennsylvania side, Lock #12 has been preserved by
224:, across the river from Wrightsville. Residents of the rival port city of Philadelphia, fearing loss of trade to Baltimore, argued against the proposal. In 1829, completion of the
1066:
195:
survey (see map page 23). However, the York Furnace Bridge ruins are indicated. The bridge was destroyed in 1856. This suggests a date between 1856 and 1879.
373:
River Road where can be found interpretive panels about the canal operation. Lock 11 (removed) was located at the spillway (kayak feature) of the Holtwood Dam.
125:
350:
887:
1071:
804:
702:
243:
1004:
633:
139:
774:
357:
464:
at the western terminus of the Philadelphia and Columbia Railroad and the southern terminus of the Eastern Division Canal
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still exists, having been purchased by the Philadelphia Electric Company, and now owned by its successor,
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keeper's house, have been preserved in Maryland, and locks 12 and 15 have been preserved in Pennsylvania.
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884:
469:
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105:
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debts. After 1855, toll revenue fell; flood damage, railroad competition, and the disruptions of the
217:
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346:
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115:
808:
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overcoming 231 feet (70 m) of elevation. At Wrightsville and the Columbia–Wrightsville
1016:
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365:
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221:
180:
779:
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163:, at the head of Chesapeake Bay, provided an interstate shipping alternative to 19th-century
993:
792:
8:
793:
Maryland Historical Trust: Listing for Southern Terminal, Susquehanna and Tidewater Canal
176:
389:. Its rights as a Maryland corporation, dating to 1783, allowed the construction of the
246:, which used the canal to haul coal to Baltimore until 1894, during the Reading's first
369:
306:
279:
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129:
679:
742:
708:
639:
609:
335:
168:
669:, The Reorganization of the American Railroad System, 1893–1900, 1938, OCLC 2995375
164:
198:
The confirmation comes from the biography of William H. Dechant of Reading. See
1086:
891:
608:. York, Pennsylvania: American Canal and Transportation Center. pp. 69–72.
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opposite side of the river. The Susquehanna Canal was also known as the
28:
1082:
Transportation buildings and structures in York County, Pennsylvania
1007:
1077:
Transportation buildings and structures in Harford County, Maryland
349:, 3 miles (4.8 km) northwest of Havre de Grace as part of the
242:
hastened the decline. In 1872, the company sold its assets to the
1042:
988:
769:
288:
283:
807:. Maryland Department of Natural Resources. 2007. Archived from
386:
167:, rafts, and boats plying the difficult waters of the lower
33:
Map of historic Pennsylvania canals and connecting railroads
200:
Reading and Berks County, Pennsylvania: A History, Volume 3
678:
Pennsylvania Railroad Technical & Historical Society,
606:
The Amazing Pennsylvania Canals, 150th Anniversary Edition
188:
a detailed survey blueprint of the entire canal system
962:. United States Geological Survey. September 12, 1979
741:. New York: W.W. Norton and Company. pp. 16–17.
68:
Susquehanna Canal Company and Tidewater Canal Company
55:
Abandoned except for recreation and historic interest
1067:
Buildings and structures in Havre de Grace, Maryland
948:
704:
The Philadelphia-Baltimore Trade Rivalry, 1780–1860
635:
The Philadelphia-Baltimore Trade Rivalry, 1780–1860
351:Southern Terminal, Susquehanna and Tidewater Canal
936:. United States Geological Survey. August 2, 1979
922:
910:. United States Geological Survey. August 2, 1979
707:. Philadelphia: Ayer Publishing. pp. 33–36.
638:. Philadelphia: Ayer Publishing. pp. 74–78.
1048:
853:"Introduction to Pennsylvania's Historic Canals"
381:As a corporate entity, the corporation known as
334:Southern end of a lock at the abandoned town of
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627:
625:
874:List of Subsidiaries of Exelon Generation
700:
631:
622:
383:The Proprietors of the Susquehanna Canal
329:
265:
244:Philadelphia and Reading Railway Company
833:. Chesapeake Bay Gateways Network. 2007
599:
597:
595:
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515:Village near the midpoint of the canal
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831:"Susquehanna Museum of Havre de Grace"
770:"National Register Information System"
734:
376:
603:
396:
341:Remnants of the canal can be seen at
1072:History of York County, Pennsylvania
775:National Register of Historic Places
590:
358:National Register of Historic Places
960:Geographic Names Information System
934:Geographic Names Information System
908:Geographic Names Information System
762:
579:List of canals in the United States
13:
855:. Pennsylvania Canal Society. 2007
786:
260:Columbia and Port Deposit Railroad
16:Canal in Pennsylvania and Maryland
14:
1103:
977:
701:Livingood, James Weston (1970).
632:Livingood, James Weston (1970).
295:
27:
878:
867:
845:
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153:Susquehanna and Tidewater Canal
22:Susquehanna and Tidewater Canal
1043:https://thelockhousemuseum.org
728:
694:
685:
672:
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566:City at the southern terminus
318:, not to be confused with the
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1:
584:
226:Chesapeake and Delaware Canal
7:
1032:GPX (secondary coordinates)
572:
325:
10:
1108:
984:Pennsylvania Canal Society
735:Kapsch, Robert J. (2004).
604:Shank, William H. (1986).
504:Peach Bottom, Pennsylvania
322:upstream near York Haven.
262:across the river in 1877.
205:
173:Philadelphia, Pennsylvania
157:Wrightsville, Pennsylvania
106:Wrightsville, Pennsylvania
1027:GPX (primary coordinates)
1002:Map all coordinates using
667:Columbia University Press
218:Main Line of Public Works
135:
121:
111:
101:
96:
88:
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72:
64:
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51:
43:
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1010:Download coordinates as:
805:"Susquehanna State Park"
555:Havre de Grace, Maryland
368:at the south end of the
347:Harford County, Maryland
278:, it connected with the
161:Havre de Grace, Maryland
116:Havre de Grace, Maryland
665:Edward Gross Campbell,
232:
1057:Canals in Pennsylvania
989:American Canal Society
450:Columbia, Pennsylvania
366:Pennsylvania Route 372
343:Susquehanna State Park
338:
222:Columbia, Pennsylvania
140:Eastern Division Canal
1092:Canals opened in 1840
1022:GPX (all coordinates)
994:National Canal Museum
780:National Park Service
544:39.54917°N 76.09167°W
493:39.75083°N 76.22583°W
439:40.03361°N 76.50444°W
333:
266:Infrastructure, cargo
256:Pennsylvania Railroad
680:PRR Chronology: 1877
126:Conestoga Navigation
811:on November 6, 2007
682:, June 2006 edition
549:39.54917; -76.09167
539: /
498:39.75083; -76.22583
488: /
444:40.03361; -76.50444
434: /
377:Corporate successor
177:Baltimore, Maryland
1062:Canals in Maryland
890:2011-07-15 at the
397:Points of interest
370:Norman Wood Bridge
339:
312:Port Deposit Canal
307:Delmarva Peninsula
280:Pennsylvania Canal
130:Codorus Navigation
73:Construction began
782:. April 15, 2008.
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354:historic district
336:Lapidum, Maryland
303:Susquehanna Canal
270:The canal had 29
169:Susquehanna River
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296:Earlier canal
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964:. Retrieved
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912:. Retrieved
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859:November 26,
857:. Retrieved
847:
837:November 16,
835:. Retrieved
825:
815:November 16,
813:. Retrieved
809:the original
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764:
752:. Retrieved
737:
730:
718:. Retrieved
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649:. Retrieved
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470:Peach Bottom
410:Description
407:Coordinates
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248:receivership
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276:canal basin
258:opened the
211:Competition
136:Connects to
102:Start point
89:Date closed
1051:Categories
904:"Columbia"
585:References
553: (
534:76°05′30″W
531:39°32′57″N
502: (
483:76°13′33″W
480:39°45′03″N
448: (
429:76°30′16″W
426:40°02′01″N
186:A copy of
122:Branch(es)
966:March 27,
940:March 27,
914:March 22,
754:March 27,
720:March 27,
651:March 27,
240:Civil War
112:End point
97:Geography
888:Archived
573:See also
416:Columbia
404:Feature
326:Remnants
284:towpaths
155:between
462:Borough
314:or the
254:). The
206:History
60:History
1087:Exelon
745:
738:Canals
711:
642:
612:
387:Exelon
364:along
175:, and
159:, and
52:Status
272:locks
44:Locks
968:2009
942:2009
916:2009
861:2007
839:2007
817:2007
756:2009
743:ISBN
722:2009
709:ISBN
653:2009
640:ISBN
610:ISBN
289:tugs
233:Debt
181:lock
165:arks
151:The
92:1894
84:1840
76:1836
1017:KML
362:PPL
345:in
220:at
1053::
958:.
932:.
906:.
778:.
772:.
624:^
592:^
393:.
142:,
128:,
47:29
970:.
944:.
918:.
863:.
841:.
819:.
758:.
724:.
655:.
618:.
557:)
506:)
452:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
