We continue our exploration of the “ribbons” that are Ewing’s western boundary, and comprise the Delaware Scenic Byway—the river, the canal, the towpath, railroad and road.
But, what’s the deal with a canal running alongside a river? Isn’t the river sufficient?
Far removed from its heyday carrying goods and freight, we in the 21st century largely see the canal as a lovely, quiet, idyllic waterway, and are hard pressed to imagine the transportational and commercial significance of this ‘idyllic waterway’.
But the Delaware and Raritan Canal was of national and economic prominence in the 19th century, as it connected not only the Delaware and the Raritan rivers, but also the growing cities of New York and Philadelphia, New England and the South, and vast quantities of Pennsylvania coal, and goods and materials with coastal, commercial markets. It was, very succinctly, a big thing.
Roads in Colonial America were basically dirt trails. They were adequate for travel via horse, but could be difficult and dangerous for horse-drawn carriages, especially when wet and muddy. Transporting goods and materials was challenging. The Revolution exacerbated the issue, having to regularly move men and equipment across the landscape to the next battle or defense location.
After the war, it was clear that better modes of transportation were needed to allow the development of the new country. Canals had been used successfully in China and Europe to connect rivers and other bodies of water for centuries. William Penn in the 1670’s had actually recommended that a canal or waterway be cut across “New Jarsey.”
But it wasn’t until the War of 1812, during which time the NJ coast, and NY and Philadelphia harbor access, was blockaded that the benefits of a canal across the state was seriously appreciated.
Surveyors thus began earnestly measuring the land to determine the “lay,” and the best locations for canals, to keep them as level as possible. The early 1800s could be considered the nation’s “canal craze days,” as there were many many canals dug to connect waterways and enable easier, more direct and less expensive transportation of materials. This was a time when the steam powered engine was in its infancy, and sails and mule-drawn barges were the primary manner of water transport.
The NJ Legislature first appointed a commission to gather some data and study the possibility in 1816, and brought in a man named Canvass White who was also involved in the Erie Canal. By 1820, the D&R Canal Company was chartered, and was authorized to sell $800,000 of stock.
Unfortunately, the money was not raised. A few more attempts failed as well, with opposition coming from the stagecoach and tavern operators, who feared the canals would put them out of business.
However, the successful opening and use of the Erie Canal occurred in 1825, and there followed another attempt in 1828 to start such an epic project. Canvass White again headed the engineering plans, with Ashbel Welch of Lambertville assisting.
The Main Canal was proposed along the most level route between New Brunswick (on the Raritan) and Bordentown (on the Delaware), 40 miles long. This was dug out from the ground; they did not use existing waterways, as they would be susceptible to flooding. The most important issue would be the source of water for the canal, since there is a constant loss of water at the locks. Thus, a Feeder Canal also had to be dug.
That is the portion of the canal that passes through Ewing, and parallel to the Delaware. River water enters at Bull’s Island, and flows 22 miles downstream (downhill) to Trenton, where it enters the Main Canal. The estimated cost had now increased to more than $1,000,000 – and would eventually cost more than $3,000,000!
There was still difficulty raising the funds, until canal proponent Robert Stockton of Princeton (grandson of the “signer” Stockton) and family put up half the shares. Then Pennsylvania had to agree to the river water diversion. Eventually the NJ Legislature passed the enabling act in 1830, and work could begin on what soon became known as “Stockton’s Folly.”
Helen Kull is an adviser to the Ewing Township Historic Preservation Society.
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