| The Great Canals |
For a short, seemingly romantic period, canal systems were hailed
as engineering marvels and were being constructed with
excitement in both Europe and America. Sadly, most fell out of
popularity within only a couple of decades, after a cost of millions
of dollars, dreams and lives, when the railroads suddenly came
into existence. Many immigrants coming to the United States
during the 1840's depended upon these canals to reach their
destinations west of the ports of Baltimore and New York. To us
it represents a tedious and long journey, but given the alternatives
modes of transportation in those days, it was probably viewed by
them as a convenience.
as engineering marvels and were being constructed with
excitement in both Europe and America. Sadly, most fell out of
popularity within only a couple of decades, after a cost of millions
of dollars, dreams and lives, when the railroads suddenly came
into existence. Many immigrants coming to the United States
during the 1840's depended upon these canals to reach their
destinations west of the ports of Baltimore and New York. To us
it represents a tedious and long journey, but given the alternatives
modes of transportation in those days, it was probably viewed by
them as a convenience.
| Clinton's Ditch |
The inland port of Buffalo, New York, at the east end of Lake Erie, is 363 miles from Albany on the
Hudson River, and Lake Erie lies 568 feet above the Hudson River. It would take a great engineering
feat to connect these two ends with a canal, and it was accomplished when Albert Gallati, a Swiss
emigrant and Thomas Jefferson's Secretary of the Treasury, first hatched a plan in 1801 to build a
vast network of canals. In 1810, the mayor of New York City, De Witt Clinton, supported the idea,
inspired by the canal building in Europe.
Hudson River, and Lake Erie lies 568 feet above the Hudson River. It would take a great engineering
feat to connect these two ends with a canal, and it was accomplished when Albert Gallati, a Swiss
emigrant and Thomas Jefferson's Secretary of the Treasury, first hatched a plan in 1801 to build a
vast network of canals. In 1810, the mayor of New York City, De Witt Clinton, supported the idea,
inspired by the canal building in Europe.
Construction began on the Fourth of July, 1817 at Rome, New
York. Thousands of workers using hand tools and horses toiled on
the project, including scores of German masons (who went on to
erect hundreds of building in New York) hired to line the sides of
the big ditch with stone and the bottom with clay.
York. Thousands of workers using hand tools and horses toiled on
the project, including scores of German masons (who went on to
erect hundreds of building in New York) hired to line the sides of
the big ditch with stone and the bottom with clay.
Eight years and seven million dollars later in October, 1825, the 83 locks and an 800-foot aqueduct
carried shipping over the Mohawk River. Horses and mules drawn by singing ferrymen drew barges
through the canal in fifteen-mile shifts. The miracle moat connected the Great Lakes with the Atlantic
Ocean. It was 363 miles long, 40 feet wide, and 4 feet deep, with each lock being 90 feet by 15 feet.
Not only was shipping facilitated but it resulted in a huge population explosion of immigration to the
West. It took two novices at both surveying and engineering to lay out the route, judges James
Geddes and Benjamin Wright, aided by a 27 year old amateur engineer named Canvass White who
had studied the canal system in Britain.
carried shipping over the Mohawk River. Horses and mules drawn by singing ferrymen drew barges
through the canal in fifteen-mile shifts. The miracle moat connected the Great Lakes with the Atlantic
Ocean. It was 363 miles long, 40 feet wide, and 4 feet deep, with each lock being 90 feet by 15 feet.
Not only was shipping facilitated but it resulted in a huge population explosion of immigration to the
West. It took two novices at both surveying and engineering to lay out the route, judges James
Geddes and Benjamin Wright, aided by a 27 year old amateur engineer named Canvass White who
had studied the canal system in Britain.
1000 workers died of "swamp fever" during its construction in 1819, and work halted for a time.
Accidents with explosives also killed many men. But finally, the canal was finished at Buffalo, New
York, turning it into a big city overnight. When it was completed on October 25, 1825, there was a
"Grand Celebration" statewide, and cannons were successively shot along the length of the canal.
Governor Dewitt Clinton, aboard the boat the Seneca Chief, left from Buffalo in a flotilla, and
took the 10 day canal trip to New York City, where he ceremonially poured Lake Erie water into
the New York Harbor in the "Wedding of the Waters."
Accidents with explosives also killed many men. But finally, the canal was finished at Buffalo, New
York, turning it into a big city overnight. When it was completed on October 25, 1825, there was a
"Grand Celebration" statewide, and cannons were successively shot along the length of the canal.
Governor Dewitt Clinton, aboard the boat the Seneca Chief, left from Buffalo in a flotilla, and
took the 10 day canal trip to New York City, where he ceremonially poured Lake Erie water into
the New York Harbor in the "Wedding of the Waters."
Feeder canals were soon added to the coverage, and the canal continued to be improved and even
widened and slightly re-routed in some stretches, resulting in the abandonment of parts of the original
canal (sometimes called Clinton's Ditch today). This First Enlargement was completed in 1862, and
this reconfiguration is referred to as the Old Erie canal to distinguish it from the canal's modern-day
course. As passenger service, the railroad soon overtook the canal, but the canal carried much more
freight tonnage than the railroads for a time and continued to compete well with the railroads
until 1863.
The New York State Barge Canal was begun in 1905 and replaced the smaller old canal, doing well
until the 1950s when canal use declined due to improved highway system, railroads, and the St.
Lawrence Seaway. Since the 1990s, the Canal system has seen more recreational use, the Erie Canal
being open to small craft and some larger vessels for most of the year. Sections of the old Erie Canal
abandoned after 1918 are owned by the State of New York or by various counties or townships.
Many stretches of the old canal have been filled in to create roads or turned into canal parks, some
actually with the old canal cleaned and refilled with water. As the N.Y.State Canal Corporation says
today in a tourist brochure:
“Explore some of the oldest water routes in North America and follow in the wake of history. The
legend of the grand Erie Canal flows as strongly today as it did when it was opened in 1825.
Travel through New York’s Heartland, gliding past lush farmland, famous battlefields, scenic port
towns and thriving wildlife preserves. The 524-mile New York State Canal System connects with
hundreds of miles of lakes and rivers across the Empire State, linking the Great Lakes with the
majestic Hudson River and with five waterways in Canada.”
widened and slightly re-routed in some stretches, resulting in the abandonment of parts of the original
canal (sometimes called Clinton's Ditch today). This First Enlargement was completed in 1862, and
this reconfiguration is referred to as the Old Erie canal to distinguish it from the canal's modern-day
course. As passenger service, the railroad soon overtook the canal, but the canal carried much more
freight tonnage than the railroads for a time and continued to compete well with the railroads
until 1863.
The New York State Barge Canal was begun in 1905 and replaced the smaller old canal, doing well
until the 1950s when canal use declined due to improved highway system, railroads, and the St.
Lawrence Seaway. Since the 1990s, the Canal system has seen more recreational use, the Erie Canal
being open to small craft and some larger vessels for most of the year. Sections of the old Erie Canal
abandoned after 1918 are owned by the State of New York or by various counties or townships.
Many stretches of the old canal have been filled in to create roads or turned into canal parks, some
actually with the old canal cleaned and refilled with water. As the N.Y.State Canal Corporation says
today in a tourist brochure:
“Explore some of the oldest water routes in North America and follow in the wake of history. The
legend of the grand Erie Canal flows as strongly today as it did when it was opened in 1825.
Travel through New York’s Heartland, gliding past lush farmland, famous battlefields, scenic port
towns and thriving wildlife preserves. The 524-mile New York State Canal System connects with
hundreds of miles of lakes and rivers across the Empire State, linking the Great Lakes with the
majestic Hudson River and with five waterways in Canada.”
The engineering need to construct artificial navigable channels dates back beyond the ancient
Egyptians and Chinese and continues through history. The first river-to-sea canal is reputed to have
been built by the Pharaoh Sesosteris I 4000 years ago in Egypt. The Greeks and Romans developed
the concept as well, but the next surge in canal development prior to the Industrial Revolution was in
Europe when the engineering ideas generated in Italy in the 15th and 16th centuries evolved in
France and resulted in the Canal du Midi in the 16th century. The Duke of Bridgewater then
constructed the first sophisticated canal of the Industrial Revolution in Great Britain, and canals
sprang up all over Britain in the late 18th century. In the mid-19th century, canal engineering came to
North America, in Canada with the Rideau Canal, and in the United States most notably with the Erie
Canal, although smaller, less prominent canals were common throughout the earlier days.
Egyptians and Chinese and continues through history. The first river-to-sea canal is reputed to have
been built by the Pharaoh Sesosteris I 4000 years ago in Egypt. The Greeks and Romans developed
the concept as well, but the next surge in canal development prior to the Industrial Revolution was in
Europe when the engineering ideas generated in Italy in the 15th and 16th centuries evolved in
France and resulted in the Canal du Midi in the 16th century. The Duke of Bridgewater then
constructed the first sophisticated canal of the Industrial Revolution in Great Britain, and canals
sprang up all over Britain in the late 18th century. In the mid-19th century, canal engineering came to
North America, in Canada with the Rideau Canal, and in the United States most notably with the Erie
Canal, although smaller, less prominent canals were common throughout the earlier days.
| Karl's Ditch |
Germans were amazed by a new canal around the time of the Erie Canal as well. Today, the Rhine-
Main- Danube Canal (or the Main-Danube Canal, RMD Canal or Europa Canal) which was
completed in 1992, connects the Main and Danube from Bamberg, by Nurnberg to Regensberg, and
forms a connection from the Rhine delta in Rotterdam to the Danube delta in the Black Sea. It has
amazed modern Europe as an engineering marvel. But the idea of connecting the North Sea and the
Black Sea with a navigable waterway began long ago under Charlemagne around the year 793.
Main- Danube Canal (or the Main-Danube Canal, RMD Canal or Europa Canal) which was
completed in 1992, connects the Main and Danube from Bamberg, by Nurnberg to Regensberg, and
forms a connection from the Rhine delta in Rotterdam to the Danube delta in the Black Sea. It has
amazed modern Europe as an engineering marvel. But the idea of connecting the North Sea and the
Black Sea with a navigable waterway began long ago under Charlemagne around the year 793.
Known as Fossa Carolina, or Karl's Ditch, this apparently unfinished waterway ran from the upper
run of the Swabian Rezat to the Altmühl river, with a series of beaded together ponds and tiny lakes,
locks bring unperfected at the time, and various but useless attempts were made through the
centuries at improving this connection. The idea of this waterway did not die, however.
run of the Swabian Rezat to the Altmühl river, with a series of beaded together ponds and tiny lakes,
locks bring unperfected at the time, and various but useless attempts were made through the
centuries at improving this connection. The idea of this waterway did not die, however.
| King Ludwig's Ditch |
In 1825, King Ludwig I. of Bavaria assigned Baron Henry von Pechmann the
grand task planning an ambitious canal connecting the Danube and Main rivers,
and in 1836 the ten year long construction of the Ludwig-Danube-Main Canal
(also called Ludwig's Canal, King Ludwig Canal or the Old Canal) began,
resulting in a a 172 km. long canal with 100 locks between Kelheim and
Bamberg. More than 900 workmen with horses had felled trees, dug with hand
tools, piled up dam materials and quarried rock to build the canal. It was
celebrated throughout Germany as a technological marvel.
grand task planning an ambitious canal connecting the Danube and Main rivers,
and in 1836 the ten year long construction of the Ludwig-Danube-Main Canal
(also called Ludwig's Canal, King Ludwig Canal or the Old Canal) began,
resulting in a a 172 km. long canal with 100 locks between Kelheim and
Bamberg. More than 900 workmen with horses had felled trees, dug with hand
tools, piled up dam materials and quarried rock to build the canal. It was
celebrated throughout Germany as a technological marvel.
People cheered the canal, below center, as they did in America with the opening of the Erie Canal.A
beautiful monument was erected in Erlangen. But like most canal systems of the day, its prominence
did not last long, and by 1860, competition from the new railroad made it insignificant economically.
The old canal languished lazily through the years, winding through the countryside, until 1945 when
Allied bombs damaged it considerably.
beautiful monument was erected in Erlangen. But like most canal systems of the day, its prominence
did not last long, and by 1860, competition from the new railroad made it insignificant economically.
The old canal languished lazily through the years, winding through the countryside, until 1945 when
Allied bombs damaged it considerably.
In 1950, it was officially shut down. Various sections were destroyed
or filled in during later highway construction. Some was even lost in
recent times when the new marvel, the Main-Danube Canal, was
constructed. The lovely monument was once in a park like setting by
the lazy banks of the Kanal. It is one of a mere 10% of German
monuments that managed to survive the massive Allied bombing. It
is now all but hidden under a highway overpass near Erlangen and
difficult for people to see or visit.
or filled in during later highway construction. Some was even lost in
recent times when the new marvel, the Main-Danube Canal, was
constructed. The lovely monument was once in a park like setting by
the lazy banks of the Kanal. It is one of a mere 10% of German
monuments that managed to survive the massive Allied bombing. It
is now all but hidden under a highway overpass near Erlangen and
difficult for people to see or visit.
| Pennsylvania's Over-the-Mountain Ditch |
A German immigrant landing in Baltimore in the 1840s would likely
have gone from there to Columbia, Pennsylvania and taken a horse
drawn canal boat until he arrived in Harrisburg if he were going west.
From there, the boat was put on a train, lifted over mountains by
cables, dragged through dark tunnels and narrow passes, then put
back in the water.
have gone from there to Columbia, Pennsylvania and taken a horse
drawn canal boat until he arrived in Harrisburg if he were going west.
From there, the boat was put on a train, lifted over mountains by
cables, dragged through dark tunnels and narrow passes, then put
back in the water.
It then continued by canal again until it was possible to board a steamship bound for Pittsburgh and
the western regions of the state. By 1825, something had to be done to improve Pennsylvania's
transportation system. Goods going from Pittsburg to Philadelphia sometimes had to travel down the
Ohio River to New Orleans and the Gulf of Mexico, then back up the coast! Some Philadelphia and
Harrisburg entrepreneurs liked the idea of a canal system from Philadelphia to Pittsburgh. The center
of the proposed canal system was interrupted by steep mountains in Cambria County, and it would
be bypassed with a 36-mile railroad over the rugged terrain called the Allegheny Portage Railroad,
built by 2,000 men, among them many immigrants recruited from newspaper ads placed in Ireland
and elsewhere. Construction of the railroad began in 1831, and they had to cut through thick forests
using hand tools.
the western regions of the state. By 1825, something had to be done to improve Pennsylvania's
transportation system. Goods going from Pittsburg to Philadelphia sometimes had to travel down the
Ohio River to New Orleans and the Gulf of Mexico, then back up the coast! Some Philadelphia and
Harrisburg entrepreneurs liked the idea of a canal system from Philadelphia to Pittsburgh. The center
of the proposed canal system was interrupted by steep mountains in Cambria County, and it would
be bypassed with a 36-mile railroad over the rugged terrain called the Allegheny Portage Railroad,
built by 2,000 men, among them many immigrants recruited from newspaper ads placed in Ireland
and elsewhere. Construction of the railroad began in 1831, and they had to cut through thick forests
using hand tools.
The canal was soon teeming with passengers eager to settle in western Pennsylvania and farther
west. Travelers stopped to eat, drink or stay the night at inns along the way.In the early days,
passengers switched back and forth from railroad cars to packet boats. They boarded the packets
which were secured to railcars in Philadelphia, and at Columbia they were lowered into the water
and tied together for the trip to Hollidaysburg, where they were placed on flatcars.
west. Travelers stopped to eat, drink or stay the night at inns along the way.In the early days,
passengers switched back and forth from railroad cars to packet boats. They boarded the packets
which were secured to railcars in Philadelphia, and at Columbia they were lowered into the water
and tied together for the trip to Hollidaysburg, where they were placed on flatcars.
With ten incline planes on the Portage Railroad, five on either side of the summit of the Allegheny
Ridge, the rail cars and canal boats were hoisted over the Allegheny Mountain by hemp rope until
1844, when engineer John A. Roebling, the same German immigrant who would later design the
Brooklyn Bridge, replaced the dangerous and unreliable hemp with his new safer, wire rope.
Ridge, the rail cars and canal boats were hoisted over the Allegheny Mountain by hemp rope until
1844, when engineer John A. Roebling, the same German immigrant who would later design the
Brooklyn Bridge, replaced the dangerous and unreliable hemp with his new safer, wire rope.
Once over the mountains, the boats were reassembled again for the final canal trip into Pittsburgh.
The vertical ascent from Johnstown was 1,172 feet, and from Hollidaysburg it was 1,399 feet. The
canal barges were drawn by horses along level sections, which included a 900 foot tunnel and a
viaduct. The entire system connecting the two cities was 400 miles long. When completed, the Main
Line of Public Works shortened the time of a cross-state trip from twenty three days by freight
wagon to just 4 1/2 days.
The vertical ascent from Johnstown was 1,172 feet, and from Hollidaysburg it was 1,399 feet. The
canal barges were drawn by horses along level sections, which included a 900 foot tunnel and a
viaduct. The entire system connecting the two cities was 400 miles long. When completed, the Main
Line of Public Works shortened the time of a cross-state trip from twenty three days by freight
wagon to just 4 1/2 days.
In 1831, Sam and Jean Lemon built a large, two-story house constructed of sandstone in
the Allegheny Mountains and called it the Lemon House. It served as both a tavern and a
home. They and their children lived on the upper floor while the lower floor held guests.
The new Allegheny Portage Railroad was built next to the tavern, at the top of Incline #6,
and this was a great boon to the Lemons. The house was furnished grandly, provided
good food, and for years it served thousands of travelers.
the Allegheny Mountains and called it the Lemon House. It served as both a tavern and a
home. They and their children lived on the upper floor while the lower floor held guests.
The new Allegheny Portage Railroad was built next to the tavern, at the top of Incline #6,
and this was a great boon to the Lemons. The house was furnished grandly, provided
good food, and for years it served thousands of travelers.
In 1841, after the 6 hour trip on the Allegheny Portage Railroad, Harriet Beecher Stowe wrote: "The appearance of the
berths in the ladies’ cabin was so repulsive, that we were seriously contemplating sitting out all night when it
began to rain so as to leave us no choice."
berths in the ladies’ cabin was so repulsive, that we were seriously contemplating sitting out all night when it
began to rain so as to leave us no choice."
The introduction of steam locomotives soon shortened the trip to only three and one half days.
It took three years to complete, and was financed by the State of Pennsylvania as a means to
compete with the Erie Canal and the Chesapeake and Ohio Canal. However, by 1850, with
wear-and-tear and competition from the new Pennsylvania Railroad, the old railroad's existence was
threatened, and it was sold to the Pennsylvania Railroad in 1857. Disconnected remnants of the old
canal were run for more than forty years, but without through-traffic business. The last remaining
canal section near Harrisburg was shut down by the railroad in 1901.
It took three years to complete, and was financed by the State of Pennsylvania as a means to
compete with the Erie Canal and the Chesapeake and Ohio Canal. However, by 1850, with
wear-and-tear and competition from the new Pennsylvania Railroad, the old railroad's existence was
threatened, and it was sold to the Pennsylvania Railroad in 1857. Disconnected remnants of the old
canal were run for more than forty years, but without through-traffic business. The last remaining
canal section near Harrisburg was shut down by the railroad in 1901.
| Ohio's Ditch |
Approximately 800 to 1,000 miles of canal were built by state and private enterprise in Ohio from
1825 to 1848. Thomas Jefferson had first suggested a canal system between Lake Erie, to connect
with the Saint Lawrence, and the Ohio River, to connect with the Mississippi, as early as 1787.
Ethan Allen Brown proposed a canal system between Lake Erie and the Ohio in 1818, and in 1822 a
canal act was passed by the Ohio General Assembly authorizing the hiring of an engineer to survey
possible routes and to estimate the cost. A bill authorizing the construction of the Ohio and Erie and
the Miami Canals was passed on February 4, 1825, and a Canal Fund was commissioned to finance
the project through the selling of bonds.
In 1830, the completion and extension of the Miami Canal from Dayton to the Auglaise River at
Defiance was approved by the Assembly, at 127 miles with an approximate cost of $2,055,421. The
Ohio & Erie canal was officially begun and dedicated in a ceremony on July 4,1825. Four months
later, the first of its boats journeyed from Lake Erie to New York via the Erie Canal and the Hudson
River. Ohio was to be the last stage in the chain between the Eastern Seaboard and the great, new
West. By 1850, there were almost 1,000 miles of canal throughout Ohio.
1825 to 1848. Thomas Jefferson had first suggested a canal system between Lake Erie, to connect
with the Saint Lawrence, and the Ohio River, to connect with the Mississippi, as early as 1787.
Ethan Allen Brown proposed a canal system between Lake Erie and the Ohio in 1818, and in 1822 a
canal act was passed by the Ohio General Assembly authorizing the hiring of an engineer to survey
possible routes and to estimate the cost. A bill authorizing the construction of the Ohio and Erie and
the Miami Canals was passed on February 4, 1825, and a Canal Fund was commissioned to finance
the project through the selling of bonds.
In 1830, the completion and extension of the Miami Canal from Dayton to the Auglaise River at
Defiance was approved by the Assembly, at 127 miles with an approximate cost of $2,055,421. The
Ohio & Erie canal was officially begun and dedicated in a ceremony on July 4,1825. Four months
later, the first of its boats journeyed from Lake Erie to New York via the Erie Canal and the Hudson
River. Ohio was to be the last stage in the chain between the Eastern Seaboard and the great, new
West. By 1850, there were almost 1,000 miles of canal throughout Ohio.
For 25 years the canals were the principal means of transportation of both freight
and passengers within Ohio. With the canals, Ohio's population blossomed with
new settlers, from 581,295 in 1820 to 1,980,329 in 1850, until it was the third most
populous state in the Union. It took 80 hours from Cleveland to Portsmouth at a
cost of a whopping $1.70. Even after railroads became popular, the old canals in
Ohio were still used for another 50 years.
and passengers within Ohio. With the canals, Ohio's population blossomed with
new settlers, from 581,295 in 1820 to 1,980,329 in 1850, until it was the third most
populous state in the Union. It took 80 hours from Cleveland to Portsmouth at a
cost of a whopping $1.70. Even after railroads became popular, the old canals in
Ohio were still used for another 50 years.
Passengers enjoyed the leisurely canal trips where they could spend the day taking in the sights and
taking breaks to go ashore for lunch. Crews and teams of animals moved the canal boats. The Lock
Keeper, living near the canal, would ease the boat through a lock, while the boat's captain and crew
lived in the cabin on the boat. At night, using a system of lantern, bugles and shouts, the Lock
Keeper and Captain would synchronize the gate openings of the locks. In 1848, a mere three years
after the Miami and Erie Canal was completed, the first railroad from Lake Erie to the Ohio River
began operating as the Cleveland-Columbus-Cincinnati line began service in 1851. The canals were
leased by the state to private enterprise in 1861, but they came back to the state in 1878 in poor
condition. The Flood of 1913, known as the greatest natural disaster in Ohio history, put the finish to
the canals. In some parts of the state, officials chose to dynamite remaining old canal locks in an
attempt to alleviate the flooding, and this ensured the permanent end to canal transportation.
All that remains of the extensive canal systems of Ohio today are some of the large reservoirs, now in
state parks, and small remnants of locks one can sleuth out if one is so inclined.
taking breaks to go ashore for lunch. Crews and teams of animals moved the canal boats. The Lock
Keeper, living near the canal, would ease the boat through a lock, while the boat's captain and crew
lived in the cabin on the boat. At night, using a system of lantern, bugles and shouts, the Lock
Keeper and Captain would synchronize the gate openings of the locks. In 1848, a mere three years
after the Miami and Erie Canal was completed, the first railroad from Lake Erie to the Ohio River
began operating as the Cleveland-Columbus-Cincinnati line began service in 1851. The canals were
leased by the state to private enterprise in 1861, but they came back to the state in 1878 in poor
condition. The Flood of 1913, known as the greatest natural disaster in Ohio history, put the finish to
the canals. In some parts of the state, officials chose to dynamite remaining old canal locks in an
attempt to alleviate the flooding, and this ensured the permanent end to canal transportation.
All that remains of the extensive canal systems of Ohio today are some of the large reservoirs, now in
state parks, and small remnants of locks one can sleuth out if one is so inclined.
| Schwarzenberg Kanal |
In the 14th century, Karl IV, Holy Roman Emperor envisioned a canal system
which would link the major rivers of Bohemia with the Danube, but high
mountains proved to be an obstacle, and the only project along those lines that
was realized was completed much later with the construction of the unique
Schwarzenberg Canal, built through the mountains to transport timber in 1789.
The canal enabled lumber from the mountains to be transported by water from
southern Bohemia to Vienna.
which would link the major rivers of Bohemia with the Danube, but high
mountains proved to be an obstacle, and the only project along those lines that
was realized was completed much later with the construction of the unique
Schwarzenberg Canal, built through the mountains to transport timber in 1789.
The canal enabled lumber from the mountains to be transported by water from
southern Bohemia to Vienna.
Within two years, the 40-kilometre long navigational canal had been carved out of the rugged
mountains. The project for the building of the navigational canal was prepared by Josef Rosenauer,
1735-1804, an employee of the administrative office of the Schwarzenberg estates. In 1775, he
presented project plans for a waterway on which felled logs would be floated down from the forests
regions of the Hapsburg Empire's regions of Bohemia to Vienna. The planned canal was supposed to
lead from the mouth of the stream Zwettelbach to the Grosse Mühl river near the Austrian town of
Haslach, across the forests which belonged to the Austrian monastery of Schlägl to the Bohemian
country across the land which was in the ownership of the Schwarzenberg family and the region of
Plöckenstein towards Hirschperky. The final destination of the Rosenauer project was the stream of
Lichtwasser near the Bavarian border.
mountains. The project for the building of the navigational canal was prepared by Josef Rosenauer,
1735-1804, an employee of the administrative office of the Schwarzenberg estates. In 1775, he
presented project plans for a waterway on which felled logs would be floated down from the forests
regions of the Hapsburg Empire's regions of Bohemia to Vienna. The planned canal was supposed to
lead from the mouth of the stream Zwettelbach to the Grosse Mühl river near the Austrian town of
Haslach, across the forests which belonged to the Austrian monastery of Schlägl to the Bohemian
country across the land which was in the ownership of the Schwarzenberg family and the region of
Plöckenstein towards Hirschperky. The final destination of the Rosenauer project was the stream of
Lichtwasser near the Bavarian border.
At that time, the exclusive rights previously given to the
bishop of Passau to float timber on the Mühl river came to an
end, and authorised by the emperor's patent, this formed a
necessary part of the plans for transporting timber to Vienna.
This right to transport timber was newly awarded to the duke
of Schwarzenberg, and Johann of Schwarzenberg gave
approval to the project, but the actual work did not start for
another ten years in 1789.
bishop of Passau to float timber on the Mühl river came to an
end, and authorised by the emperor's patent, this formed a
necessary part of the plans for transporting timber to Vienna.
This right to transport timber was newly awarded to the duke
of Schwarzenberg, and Johann of Schwarzenberg gave
approval to the project, but the actual work did not start for
another ten years in 1789.
The building of the Schwarzenberg navigational canal went very quickly. During the first year a 29.3
km long section of the canal was built from the Zwettelbach stream to the Hefenkriegbach stream,
and it was lengthened until 1793 when the first section of the navigational canal ( later called "the old
canal") ended with a total length of 39.9 km. The building of the canal did not continue, because
even Rosenauer himself had doubts if the water from the reservoirs would be sufficient for the
smooth function of the canal. In 1791, the first continuous flow of logs along the whole length of the
canal took place. The logs floated freely through the Schwarzenberg canal and on to the Mühl river
up to Neuhausen, where an unloading canal with a boat dock was built. Before the mouth of the
Mühl river to the Danube river, the logs were caught and loaded onto a boat which took them to
Vienna.
The logs had to be placed into the canal evenly so that they would not pile up. There was an
optimum capacity of 900-1,000 feet of timber a day, and up to 200 people tended to the smooth
running of the canal and piling up timber and other obstacles from the canal. It came to an end when
all the timber was expended or if there was insufficient water. In this situation, it was necessary to
suspend the process and wait until there was rain.
km long section of the canal was built from the Zwettelbach stream to the Hefenkriegbach stream,
and it was lengthened until 1793 when the first section of the navigational canal ( later called "the old
canal") ended with a total length of 39.9 km. The building of the canal did not continue, because
even Rosenauer himself had doubts if the water from the reservoirs would be sufficient for the
smooth function of the canal. In 1791, the first continuous flow of logs along the whole length of the
canal took place. The logs floated freely through the Schwarzenberg canal and on to the Mühl river
up to Neuhausen, where an unloading canal with a boat dock was built. Before the mouth of the
Mühl river to the Danube river, the logs were caught and loaded onto a boat which took them to
Vienna.
The logs had to be placed into the canal evenly so that they would not pile up. There was an
optimum capacity of 900-1,000 feet of timber a day, and up to 200 people tended to the smooth
running of the canal and piling up timber and other obstacles from the canal. It came to an end when
all the timber was expended or if there was insufficient water. In this situation, it was necessary to
suspend the process and wait until there was rain.
The increase in logging brought more work, and this brought numerous loggers
to the areas near the canal, and they, along with their families, populated new
settlements with the approval of the nobility (Many such villagers were Germans
who would be brutally expelled at a later date in history after the area became
part of a newly hatched "Czechoslovakia"). The increased requirement for
lumber supported the idea of finishing the canal as per the original project, and
therefore make other areas of the forests accessible for production.
to the areas near the canal, and they, along with their families, populated new
settlements with the approval of the nobility (Many such villagers were Germans
who would be brutally expelled at a later date in history after the area became
part of a newly hatched "Czechoslovakia"). The increased requirement for
lumber supported the idea of finishing the canal as per the original project, and
therefore make other areas of the forests accessible for production.
The second part of the canal flowed toward the Bavarian border. The first voyage through the "new
canal" took place in 1824. The total length of the water way after connection of both sections of the
canal was now a total length of 89.7 km. The canal was fed by 21 streams, and was crossed with 87
bridges, 80 water sluices, 78 water ditches and 22 gates.
During the second half of the 19th century, coal edged out firewood for fuel and the timber industry
shifted to long building timbers which the canal was not suited for, but some timber floating still
continued through the canal. The water transportation of the timber from Haslach to Vienna finally
ended in 1891. The railway finally won out over water transport. In 1916, the last journey took place
through the whole length of the canal. Only a small section was used in the 20th century.
canal" took place in 1824. The total length of the water way after connection of both sections of the
canal was now a total length of 89.7 km. The canal was fed by 21 streams, and was crossed with 87
bridges, 80 water sluices, 78 water ditches and 22 gates.
During the second half of the 19th century, coal edged out firewood for fuel and the timber industry
shifted to long building timbers which the canal was not suited for, but some timber floating still
continued through the canal. The water transportation of the timber from Haslach to Vienna finally
ended in 1891. The railway finally won out over water transport. In 1916, the last journey took place
through the whole length of the canal. Only a small section was used in the 20th century.