Erie Canal

a canal in New York between Albany and Buffalo, connecting the Hudson River with Lake Erie: completed in 1825. See illus. in next column. Cf. New York State Barge Canal (def. 2).

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Historic waterway, northern U.S. It stretches from Buffalo, N.Y., on Lake Erie to Albany, N.Y., on the Hudson River.

Commissioned by Gov. DeWitt Clinton of New York, it opened in 1825. It connected the Great Lakes with New York City and contributed greatly to the settlement of the Midwest, allowing for the transport of people and supplies. Enlarged several times, the canal is 340 mi (547 km) long, 150 ft (46 m) wide, and 12 ft (4 m) deep. Now used mainly for pleasure boating, it is part of the New York State Canal System.

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▪ canal, United States

Introduction

 historic waterway of the United States, connecting the Great Lakes with New York City via the Hudson River at Albany. Taking advantage of the Mohawk River gap in the Appalachian Mountains, the Erie Canal, 584 km (363 miles) long, was the first canal in the United States to connect western waterways with the Atlantic Ocean. Construction began in 1817 and was completed in 1825. Its success propelled New York City into a major commercial centre and encouraged canal construction throughout the United States. In addition, construction of the canal served as a training ground for many of the engineers who built other American canals and railroads in the ensuing decades.

Design and construction

 Beginning in the 1780s, various plans were proposed to improve navigation on the Mohawk River. In 1792 the Western Inland Lock Navigation Company was incorporated by the state of New York and given the rights to improve navigation on rivers and lakes west of Albany. Under the leadership of Philip Schuyler (Schuyler, Philip John), the company focused most of its activity on the Mohawk River, clearing the riverbed and digging several short canals to bypass river rapids. Although the company achieved some success in making improvements to the river, it never had the financial resources to tackle the larger navigation obstacles in the river.

      The Western Inland Lock Navigation Company, which found itself short of funds and snarled in state partisan politics, never completed its plans. Nonetheless, the Mohawk River still provided a valuable path from the Atlantic Ocean to the Great Lakes, and plans for a new canal were debated. In 1820 the state of New York purchased the company's works, closing the books on the 18th-century canal scheme.

 Meanwhile, a new canal project had been gaining momentum. In particular, DeWitt Clinton (Clinton, DeWitt) had promoted the idea of a western canal as early as 1811 while serving in the New York state senate. He won preliminary legislative approval in 1816 and was named commissioner for the project. In 1817, following election as governor of New York, Clinton persuaded the state legislature to authorize loans for $7 million to build a canal from Buffalo, on the eastern shore of Lake Erie (Erie, Lake), to the upper Hudson, passing through the Mohawk Valley region. Chief engineer Benjamin Wright (Wright, Benjamin) and his corps of self-taught engineers (there were no engineering schools in the United States at that time, though the project prompted several schools to start engineering programs) were successful in overcoming the technological problems faced by the canal, which needed to move boats through more than 150 metres (500 feet) of elevation.

 With a typical canal prism shape—12 metres (40 feet) wide on the top, 8.5 metres (28 feet) wide at the bottom, and 1.2 metres (4 feet) deep—the engineers patterned the Erie Canal after the Middlesex Canal in Massachusetts. The Erie required 83 locks, each made of stone, to move boats up and down the natural elevations. The locks were designed so that each needed only one person for its operation. The canal also required the construction of 18 aqueducts to carry the canal over bodies of water. With nature presenting more daunting obstacles on both the western and eastern sections, construction began in the middle segment on July 4, 1817, with Clinton officiating the groundbreaking at Rome, N.Y.

 On the western side, the challenge was the Niagara Escarpment, a 23-metre (75-foot) rock ridge. Canal engineer Nathan B. Roberts designed a series of 10 locks, five levels with 2 locks side-by-side, to carry boats over this barrier. The staircaselike locks were followed by a 5-km- (3-mile-) long, 9-metre- (30-foot-) deep cut blasted into the rocky plateau. The town that grew at this site was appropriately named Lockport. On the eastern section, the lower Mohawk Valley required the construction of 27 locks over only 50 km (30 miles) in order to surmount a series of natural rapids, including those found in Cohoes and Little Falls.

      Work was undertaken by multiple contractors who agreed to dig small sections of the canal. Each contractor was then responsible for supplying equipment and for hiring, supervising, and paying his own workers. Using horses and manpower, the canal was dug across the state. Canal engineer Canvass White solved one of the construction obstacles when he discovered how to create a cement that hardened underwater. Having a local source of hydraulic cement greatly aided the construction process, and it reduced costs by eliminating the need to import European cement.

      The canal was finished on Oct. 26, 1825, two years ahead of schedule. In a grand ceremony, Clinton and other dignitaries boarded the Seneca Chief in Buffalo and traveled the length of the canal. At the conclusion of the trip in New York City, Clinton emptied a keg of water from Lake Erie into the Atlantic Ocean, calling it the “marriage of the waters.” Altogether, the locks, the aqueducts, and the canal itself were considered an American engineering marvel, and it was a great source of pride as an example of how citizens in a republic could improve upon nature and promote progress.

From commercial artery to national symbol

 The canal was an instant commercial and financial success. Pulled by mules or horses, canal boats were capable of carrying 30 tons of produce—far more than wagons—which lowered the cost of transporting products from Buffalo to New York City from $100 per ton to less than $10 per ton. With ready access to markets, settlers moved into upstate New York and western territories. Towns, including Syracuse, Rochester, and Buffalo, developed lively trade based on canal traffic. Buffalo became a major transshipment point as farm produce from Ohio, Indiana, Illinois, Michigan, and Canada flowed through the city on its way to New York City. Trade ran in both directions as manufactured goods from eastern cities were carried on the canal into western towns and villages. New York City in particular saw a dramatic increase in its trade and blossomed as a major trading centre. In just nine years, tolls charged on the canal had completely repaid the state loan and financed several branch canals in the state.

      In 1835 the state decided to enlarge the canal to 21 metres wide by 2.1 metres deep (70 feet wide by 7 feet deep). Lock size was also increased to 33.5 metres by 5.5 metres (110 feet by 18 feet). Boats on the enlarged canal, which was completed in 1862, could carry up to 100 tons of produce. Although the canal had to close for up to five months each winter, it remained a popular method of shipment even after competition from railroads increased. Water transport, though slow, remained a steady and valuable method of moving freight, particularly bulky or heavy cargo.

 In 1915 the state undertook a major overhaul of the canal system, increasing its dimensions to 46 metres wide by 3.6 metres deep (about 150 feet wide by 12 feet deep) and occasionally changing its path. Renamed the New York State Barge Canal (later the New York State Canal System), it connected the main artery of the old Erie Canal with Lake Champlain (Champlain, Lake), Lake Ontario (Ontario, Lake), and the Finger Lakes. This new waterway could handle steamships carrying 2,000 metric tons of cargo. In spite of this modernization, trade had changed. The waterway could no longer compete against railroads or the new St. Lawrence Seaway (Saint Lawrence River and Seaway), and traffic on the canal dwindled. Today the New York State Canalway Trail uses more than 320 km (200 miles) of the Barge Canal, including segments of the original Erie Canal, for multipurpose recreation.

      The Erie Canal was not the first canal built in the United States, but it was the most influential. Begun in the spirit of nationalism and with optimistic pride in the American republican system of government, the canal became a symbol of this progress. Canal towns, including Rome, Utica, Troy, and Syracuse, were named after Classical cities. Architecture on the canal, including the weigh lock at Rochester, were styled after Greek and Roman buildings.

      Considered one of the finest American accomplishments and a testament to the ingenuity of the American character, the Erie Canal was a marvel to be viewed by tourists and the inspiration for plays, poems, songs, and books. The success of the Erie Canal motivated other states to begin their own canal projects, and engineers trained on the Erie fanned out across the country providing expertise to these projects. By creating the nation's first east-west water trade link, the canal encouraged westward expansion and enhanced New York's economic growth.

Frances C. Robb

Additional Reading

Ronald E. Shaw, Erie Water West: A History of the Erie Canal, 1792–1854 (1966, reprinted 1990), in addition to describing the construction and operation of the canal, examines the relationship between government policy and the growth of commerce and settlements in the West following its construction. Carol Sheriff, The Artificial River: The Erie Canal and the Paradox of Progress, 1817–1862 (1996), is especially focused on social changes associated with the canal in upstate New York.

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