Miami & Erie Canal

The Miami and Erie Canal was a canal completed in 1845 between Cincinnati and Toledo, Ohio, creating a water route between the Ohio River and Lake Erie. Much of it was abandoned after a severe flood in 1913.

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History

As early as 1787, George Washington and Thomas Jefferson had discussed the desirability of a canal linking Lake Erie to the Ohio River. ² It wasn’t until 1807 that Ohio’s first senator, Thomas Worthington, proposed such a route. DeWitt Clinton was appointed to manage the Erie Canal Commission in 1810. Still, he could not get national aid for constructing a canal linking the Erie Canal to the Hudson River in New York. On January 15, 1812, the Ohio General Assembly passed a resolution expressing its opinion that the connection of Lake Erie with the Hudson was of “national concern.” The War of 1812 ended any hopes for the canal.

On December 11, 1816, Clinton, then Governor of New York, sent a letter to the Ohio Legislature indicating his state’s willingness to construct the Erie Canal without national help. ² He asked the state of Ohio to join in the endeavor. The Ohio Legislature directed Governor Thomas Worthington to negotiate a deal with Clinton, but the project’s high cost derailed the project.

Governor Ethan Allen Brown made the idea of canals the chief goal of his administration from 1818 to 1822. ¹² As a direct result of his leadership, the Ohio legislature created the Canal Commission and passed acts to fund the canal system in January 1822.

Construction

James Geddes, an engineer who worked on the New York canal system, was hired to design a network for Ohio. ^{5 12} Five routes were studied, and it was decided to construct two major canals: the Ohio & Erie Canal from Cleveland to Portsmouth via the Licking Divide and the Scioto River valley, and the Miami Canal between Cincinnati and Dayton. The latter would ultimately be extended as the Miami Extension Canal to the Wabash & Erie Canal, a canal from Indiana to Lake Erie in Toledo. ^{5 6} Each was to have a minimum width of 40 feet at the top, 26 feet at the bottom, and a depth of four feet. ²

In February 1825, the Ohio Legislature passed a law to borrow money for the construction of the Miami Canal. ¹ Construction began at Daniel Doty’s farm south of Middletown ¹¹ on July 21 ^{5 10 14} following a ceremony that was attended by DeWitt Clinton. ¹⁶

The first water flowed into the canal from Abner Enoch’s mill race north of Middletown on July 1, 1827. ¹¹ The first lock completed was at Excello, then designated as No. 1 before being renumbered to No. 34. ¹⁹ By August, trips between Middletown and Hamilton were possible, with the canal finished in Cincinnati in December. ¹¹ A large crowd had gathered on Main Street in Cincinnati to watch water being let into the newly completed canal for the first time, but they were left disappointed. ¹⁵ It took four months before the canal could sufficiently hold water enough to float a boat.

By January 25, 1829, the 66-mile Miami Canal became operational, connecting Dayton to Cincinnati. ^{6 7 10} Most notable was a 48-foot change in elevation at Lockland, which necessitated a series of locks. ¹⁰ This, in turn, supported a host of water-powered mills built at the canal’s edge. By 1832, 1,000 people per week were traveling between the cities. ^{10 14}

After political lobbying, the state agreed in 1831 to build the Miami Extension Canal, which would extend from Dayton to the Wabash & Erie Canal and Lake Erie. ⁷ Work on the extension started in the spring of 1833 and reached Miami County by 1835. The construction of the canal bed and ten locks in the county was completed on June 20, 1837.

The first canal boat in Piqua, called the Emigrant ⁷ or the General Harrison, ¹³ was launched on June 21. The boat, with General William Henry Harrison on board, went only to Troy due to insufficient water in the canal between Troy and Piqua. The release of water from a feeder allowed the group to continue on with only a one day delay. A grand dedication ceremony took place in the community on July 5, with notable speakers including General Harrison, John Johnston, and Ohio Militia General Joseph G. Young. ⁷

Piqua served as the terminus of the extension until 1842. ⁷ By June 1845, the entire Miami Extension Canal was finished, connecting to the Wabash & Erie Canal and establishing a water route between Cincinnati and Toledo. In 1849, the Miami Canal, Miami Extension Canal, and Wabash & Erie Canal were merged and renamed the Miami & Erie Canal. ^{5 7} The total cost of the canal network was $8,062,680.

The canal featured several branches. The Warren County Canal, a branch line, was built by a private company ⁶ from the Miami & Erie at Middletown to Lebanon in 1840. It was later taken over by the Miami & Erie, ⁶ although it remained in operation for just 15 years. Other side canals were built at Swan Creek in Toledo, Maumee, Grand Rapids, and Hamilton.

Operations

The canal, spanning 246 miles and incorporating four miles of slack water, featured a total of 103 canal locks, three guard locks, and 19 aqueducts, along with various feeder canals and man-made water reservoirs. Starting from Toledo and heading towards Defiance, the Miami & Erie Canal initially followed the Maumee River in a southwesterly direction before veering southward past Junction, ultimately reaching Loramie Summit in New Bremen. ⁵ Along this stretch, the canal rose by 217 feet through the use of 54 locks. From Lockington onwards, it gradually descended 512 feet in the Great Miami River valley, again utilizing 54 locks, until it reached the Ohio River in Cincinnati.

At Spencerville, between Delphos and St. Marys, was the deepest excavation made along the canal, ranging from five to 52 feet deep for 6,600 feet. ⁸

All locks on the Miami Canal were of cut limestone masonry ¹⁶ except for the 36 wooden locks between Loramie Summit and Defiance that were built on the Miami Extension Canal. ⁵ Some of the wooden locks were later replaced with concrete structures. Each lock was 80 feet long and 14 feet wide, able to lift a boat 10 feet. ¹⁷

The canal featured an average water depth of four feet and a width ranging from 60 feet wide from Toledo to Junction, 50 feet wide from Junction to Dayton, and 40 feet wide from Dayton to Cincinnati. ^{2 5} The towpath was 10 feet wide. Boats up to 90 feet long and 14 feet wide were able to be towed along the canal by mules, horses, or oxen along the towpath at a rate of four to five miles per hour.

To supply water for the canal, man-made reservoirs, including Grand Lake St. Marys and Lake Loramie, were constructed, along with several feeder canals. ^{2 8} At the time of its completion, Grand Lake St. Marys was the largest man-made lake in the world until the construction of the impoundment behind Hoover Dam in Arizona in the 1930s. ¹⁸ Two other reservoirs had been proposed but were never built. ¹⁸

The Sidney Feeder brought water from the Great Miami River, and ran from Lockington through Sidney to a dam just upstream of Port Jefferson. ¹⁸ It was finished in 1841. ¹⁵ Indian Lake was greatly enlarged to provide a steadier supply of water for the Sidney Feeder. The Miami, Mad, St. Marys, and Auglaize Rivers also served as water sources. ⁸

The canal operators found a way to generate extra revenue for their operations. They started acquiring land along the canal and leasing it to local businessmen for industrial purposes. ¹⁶ By October 1834, they had successfully leased 26 mill sites between Cincinnati and Dayton, bringing in over $5,000 in annual revenues. Additionally, they had plans to identify another 150 sites between Piqua and Defiance in the future.

Decline

The canal was initially profitable but started experiencing a decline in revenues in 1852. ⁷ This decline was mainly due to the emergence of competition from railroads, which provided faster and more spacious transportation for both passengers and freight. By 1860, the state had established 2,946 miles of railroads, surpassing the total length of all state-operated canals by more than three times. ⁹ As a result, the canal became economically viable only for transporting bulk goods such as grain and salted pork. ⁷ Additionally, the sparse population and lack of industrial development, especially north of Dayton, further hindered the canal’s success.

In 1861, the canal system was leased to a private operator for an annual fee of $20,000 over a ten-year period. ^{5 7} Due to the need to navigate ten locks, the canal between the Lockport Basin at Sycamore Street and its endpoint at the Ohio River in Cincinnati was abandoned in 1863. ¹⁰ In 1871, the state renewed the lease, but declining revenues led the investment company to relinquish control in 1877, returning control to the state Board of Public Works. ⁷

The Miami and Erie Canal Association was established in 1878 with the aim of enhancing the canal. ⁷ They advocated for the construction of new canal boats and the improvement of the canal’s infrastructure, including larger locks. These upgrades were gradually implemented between 1904 and 1911. ^{5 7} The association also backed the Miami & Erie Transportation Company’s endeavor to lay tracks and utilize an electric “mule” to tow canal boats. ⁷ Unfortunately, this plan failed to materialize due to insufficient financial backing.

By 1906, the Miami & Erie Canal had largely stopped operating. The last canal boat through Sidney was around 1905, with the last boat on the canal piloted by Captain Billy Coombs, who made a run from a gravel pit outside of Newport to Fort Loramie in 1912. ¹³ In Piqua, the last packet through was the De Camp Statler in the same year. ⁷

The canal infrastructure south of Dayton, which ran parallel to the Great Miami River, was heavily damaged by the Great Dayton Flood of March 1913. ¹³ After a winter of record snowfall, heavy spring rains flooded the canal, destroying aqueducts and washing out banks. The remaining segments of the canal elsewhere were neglected and gradually deteriorated.

The canal in Sidney was used for pleasure cruises for several years. ¹³ One of the boats, the Lenita, was operated by the Verdier family and had a gasoline engine. In 1915, Martin Quinlisk, who represented Shelby County in the state General Assembly, proposed a bill to drain a portion of the Loramie reservoir and create a state park around the remaining lake. This eventually led to the establishment of Lake Loramie State Park.

A formal closing ceremony for the Miami & Erie Canal took place on November 2, 1929, at the original groundbreaking site in Middletown. ¹¹ The legal end of the canal came in May 1931 when Governor George White signed a bill that designated the canal land for the development of a “super highway.”

In the early 1920s, the canal running through Cincinnati and St. Bernard was emptied, and the available space was repurposed for a rapid transit line. ¹⁰ Specifically, a subway tunnel was constructed along a two-mile stretch through downtown and Over-the-Rhine starting in 1925, however, the project was never finished. Despite this, the construction of a boulevard on top of the subway proved to be more successful. Known as Central Parkway, it was officially opened in 1928.

Further north, the Miami Conservancy District implemented flood control measures that further contributed to the dismantling of the canal infrastructure in that region. In Piqua, the Conservancy District constructed flood protection levee banks on the canal, and the remaining section of the canal was filled in during the summer of 1926. ⁷ By autumn, the tracks of the Western Ohio Railway had been relocated from Main Street to the former canal bed.

In Dayton, the canal remained unused for several years until it was completely filled in during 1927. ⁹ Subsequently, Patterson Boulevard was constructed on the former right-of-way. The Erie Highway in Hamilton and Verity Parkway in Middletown were built over the canal bed in the 1930s. ¹¹ In Toledo, Canal Boulevard (today’s Anthony Wayne Trail) was developed atop the right-of-way.

The original towpath of the canal was partly redeveloped to serve as the right-of-way for the Cincinnati & Lake Erie Railroad, an electric interurban streetcar that operated until 1938. A section of the canal near Lockland was filled in, and the land was transformed into the Wright-Lockland Highway, now part of Interstate 75. ⁴

Further north, significant portions of the canal were destroyed when it was filled in to make way for U.S. Routes 24 and 25 and later for Interstate 75. ³

The deep cut at Spencerville between Delphos and St. Marys was designated in 1964 as a U.S. National Historic Landmark.

In 1966, the Ohio Historical Society made the decision to reconstruct a canal boat near Piqua at the Johnston Farm Park. ¹³ They obtained three miles of canal right-of-way and started the process of designing and building the boat. By 1972, the Ohio Historical Society had completed the construction and reopened a one-mile-long section of the canal. They named the boat General Harrison of Piqua, a 70-foot replica from the 1840s canal era. ^{5 7} Today, this boat operates on that section of the canal, pulled by two mules. ¹³

A replica boat operates on a restored section of the canal in Providence. A historical re-enactment of the canal-era days is held between May and October at Providence Metropark, where re-enactors dress and act as if it was 1876. Two mules pull the canal boat, The Volunteer, while workers man the tiller. The canal boat locks through Lock 44 North.

The canal remains watered and navigable for canoes or kayaks between Delphos and St. Marys. The towpath between Fort Loramie and Delphos and beyond is used as a hiking trail.

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Branches

Branch	Location	Length	Condition
Swan Creek Side Cut	Toledo
Junction Swan Creek Side Cut	Toledo		Demolished
Maumee Side Cut	Maumee	2.5 miles	Included six stone locks, four of which are still existing.
Grand Rapids Side Cut	Grand Rapids		Side canal that served Grand Rapids.
Grand Reservoir Feeder	Junction to Celina	11 miles	Feeder supplied water to the main canal at Junction.
Sidney Feeder	Lockington to Sidney to Port Jefferson to Miami Dam	14 miles
Wabash & Erie Canal	Lock 39 North on the Miami & Erie Canal at Defiance to Antwerp to Indiana state line	18 miles	Included locks 8 to 13.
Warren County Canal	Middletown to Lebanon
Hamilton Basin Side Cut	Hamilton

Features

Milepost	ID	Location	Type	Condition
0	1	Manhattan	Lock
	2	Manhattan	Lock
		Swan Creek Side Cut	Branch
	52 North	Logan St. / Toledo	Lock
	51 North	Newton St. / Toledo	Lock	Demolished
5		Junction Swan Creek Side Cut	Branch	Demolished
	50 North	Mill St. / Toledo / Armada Mills	Lock	Demolished
	49 North	Mill St. / Toledo / Armada Mills	Lock	Demolished
	48 North	Mill St. / Toledo / Armada Mills	Lock	Demolished
	47 North	Railroad Ave. / Toledo / Sash Factory	Lock	Demolished
		NYC Water Bridge		Existing (abutments)
	46 North		Lock	Demolished
12	45 North	Port Miami	Lock	Demolished
14		Maumee Side Cut	Branch	Included six stone locks, four of which are still existing.
30	44 North	Providence Guard and Lift Lock	Lock	Existing (restored, operated)
		Providence Dam		Existing
		Grand Rapids Side Cut	Branch	Side canal that served Grand Rapids.
		Slackwater
	43 North	Bucklin’s	Lock	Existing
34	42 North	Rice’s / Rees	Lock	Demolished
		Bad Creek	Culvert	Existing (good condition)
	41 North	Texas	Lock	Demolished
		Turkeyfoot Creek	Culvert	Existing (good condition)
		Oberhause Creek	Culvert	Existing (good condition)
		Independence Dam	Dam	Existing
57	40 North	Independence Guard and Lift Lock	Lock
		Slackwater
61	39 North	Defiance	Lock	Demolished
	38 North	Defiance	Lock	Demolished
	37 North	Defiance	Lock	Demolished
	36 North	Defiance / Defiance Mills / Wilhelm’s	Lock	Existing
	35 North	Defiance / Palano / Erie Mill	Lock	Existing
	34 North	Defiance / Paper Mill	Lock	Existing (renovated 1906-09)
	33 North	Schooley’s	Lock	Existing
		Six Mile Creek	Culvert	Existing
		Little Flat Rock Creek	Culvert	Existing
		Flat Rock Creek Aqueduct	Aqueduct	Existing
			Culvert	Existing
	32 North	Vial’s	Lock	Existing
75		Charloe	Culvert	Demolished
		Blue Creek Aqueduct	Aqueduct	Existing (north abutment)
		Little Auglaize River Aqueduct	Aqueduct	Existing (south abutment)
82	31 North	Ridenhour’s / John Hipp’s Flouring Mill	Lock	Demolished
87	30 North	Stone	Lock	Demolished
	29 North		Lock
			Culvert	Existing (good condition)
91	28 North	Ottoville	Lock	Demolished
	27 North		Lock	Demolished
	26 North		Lock
	25 North		Lock
		W. Jennings Creek Aqueduct	Aqueduct	Demolished
		Jennings Creek Aqueduct	Aqueduct	Existing (south abutment)
	24 North	Stone	Lock	Existing
97	23 North	Delphos	Lock
	22 North		Lock
	21 North		Lock
	20 North		Lock
101	19 North	Bloom	Lock
	18 North		Lock
104	17 North		Lock
106	16 North	Acadia	Lock
	15 North	Spencerville	Lock
108		Deep Creek Bridge		Demolished
		Prairie Creek Culvert		Existing (good condition)
112.5		Six Mile Creek Aqueduct		Existing
115	14 North	Saw Mill	Lock	Existing (replica)
117			Basin
	13 North	St. Mary’s	Lock	Existing (restored)
120	12 North	St. Mary’s	Lock	Demolished
		St. Mary’s River Aqueduct	Aqueduct	Demolished
121		Grand Reservoir Feeder	Feeder
	11 North		Lock	Existing (good condition)
	10 North		Lock
	9 North		Lock	Existing
	8 North	Stone	Lock	Existing
	7 North		Lock	Demolished
		St. Mary’s Reservoir Feeder	Feeder	Dry
124	6 North		Lock	Demolished
	5 North		Lock	Demolished
	4 North	Saw Mill	Lock	Demolished
	3 North		Lock	Demolished
126.5	2 North	Flouring Mill	Lock	Demolished
128	1 North	New Bremen – North Summit Level	Lock	Existing (restored 2009)
133		Loramie Reservoir Feeder	Feeder	Mostly demolished; c. 1906-09 weir extant
		Loramie Creek Aqueduct	Aqueduct	Demolished
		Ft. Loramie – Elm Street	Culvert	Demolished
		Big Painters Creek	Culvert	Existing (poor condition)
		Painters Creek	Culvert	Existing (good condition)
147		Turtle Creek	Culvert	Demolished
		Mill Creek	Culvert	Existing (poor condition)
151		Lockington – Sidney Feeder		Demolished
		Lockington – Towpath Change Bridge	Bridge	Demolished
	1 South	Lockington – Big Lock	Lock	Existing
		Lockington – Turning Basin and Dry Dock	Basin Dry Dock	Dry
	2 South	Lockington	Lock	Existing
	3 South	Lockington	Lock	Existing
		Piqua – Piqua Hydraulic Basin	Basin	Dry
	4 South	Lockington	Lock	Existing
	5 South	Lockington	Lock	Existing
		Loramie Creek Aqueduct	Aqueduct	Existing (abutments)
	6 South	Crooked Lock	Lock	Existing
	7 South	Landman’s Mill	Lock	Existing
152	8 South	State Dam	Lock	Existing
		State Dam	Dam	Ruins
		Piqua	Guard Gate
155	9 South	Piqua	Lock	Existing (partially excavated)
158	10 South	Farrington & Slosson	Lock	Mostly demolished
		Aldean	Culvert	Existing (good condition)
160	11 South	Allen’s Mill	Lock	Demolished
163	12 South	Troy – Troy Dam & Troy Feeder Canal	Feeder Lock	Existing inside a Hobart factory
165	13 South	John’s Mills	Lock	Existing
			Aqueduct	Existing (abutments)
166	14 South	Miami Feeder Canal / Shaffer’s Lock	Feeder Lock	Existing (good condition)
169	15 South	Tippecanoe	Lock	Existing (good condition)
172	16 South	Picayune	Lock	Existing (good condition)
175		Miami Aqueduct	Aqueduct	Existing (partial)
176	17 South	Smith’s Distillery	Lock	Relocated to park
	18 South	Distillery	Lock	Existing in Canal Lock Park
178	19 South	Flouring Mill	Lock	Existing (good condition)
		Mad River Aqueduct	Aqueduct	Existing (south abutment)
	20 South	Mad River	Lock	Demolished
		Mad River Dam & Mad River Feeder Canal	Feeder
	21 South	Dayton – Cooper’s New Line	Lock	Demolished
184	21 South	Dayton – Old Line	Lock	Demolished
190	22 South	Snider’s Mills	Lock
		Hole’s Creek	Culvert
191	23 South	Dryden’s Mills	Lock	Demolished
193	24 South	Carrollton	Lock	Mostly demolished
	25 South	Carrollton	Lock	Mostly demolished
		Miamisburg Hydraulic Canal
		Miamisburg Dam	Dam
		Sycamore Creek Aqueduct	Aqueduct	Existing (good condition)
195	26 South	Miamisburg	Lock	Demolished
		Shepherds Run	Culvert	Existing (good condition)
		Sunfish Aqueduct	Aqueduct
	27 South	Sunfish / Smiley’s	Lock	Existing (good condition); built 1829, rebuilt in 1907 and 1990
		Clear Creek Aqueduct	Aqueduct	Demolished
201	28 South	Franklin – Clutch’s Paper Mill	Lock	Existing
	29 South	Greenland	Lock	Demolished
	30 South	Greenland	Lock	Demolished
205		Miami Dam	Dam	Breached
	31 South	Dine’s	Lock	Demolished
		Middletown Hydraulic Canal		Existing
		Middletown Dam	Dam
208	32 South	Middletown – Doty’s / Thomas Sons’ Paper Mill	Lock	Demolished for Verity Parkway
210	33 South	Amanda’s Mill	Lock	Existing (one chamber wall)
		Amanda Aqueduct	Aqueduct	Demolished
	34 South	Excello – Excello Mills	Lock	Existing with spillway; built in 1826 as No. 1; stone walls covered in concrete c. 1900.
213		Lesourdesville – Lesourdesville Aqueduct	Aqueduct	Existing (south abutment)
	35 South	Swindler’s / Tangeman’s	Lock	Existing (under a paper mill)
	36 South	Hamilton – Snider’s Sons	Lock	Demolished
	37 South	Hamilton – Carl’s Flouring Mill	Lock	Demolished
221		Hamilton Basin Side Cut	Branch
		Port Union – Port Union Aqueduct	Aqueduct	Existing (poor condition)
	38 South	Rialto / Friend & Fox Paper Mill	Lock	Existing (good condition)
	39 South	Crescentville – Crescent Paper Mill	Lock	Demolished
		Crescentville Aqueduct	Aqueduct	Existing (abutments)
237	40 South	Lockland – Upper Lockland	Lock	Demolished for Wright-Lockland Highway
	41 South	Lockland – Collector’s	Lock	Demolished for Wright-Lockland Highway
	42 South	Lockland – Flour Mill	Lock	Demolished for Wright-Lockland Highway
		Mill Creek Aqueduct	Aqueduct	Demolished for Wright-Lockland Highway
	43 South		Lock
241		Carthage – Ruffner’s Basin	Basin	Demolished
		Cincinnati – Lockport (Cheapside) Basin	Basin	Demolished
	44 South (10)	Cincinnati	Lock	Abandoned after 1863; demolished
	45 South (9)	Cincinnati	Lock	Abandoned after 1863; demolished
	46 South (8)	Cincinnati	Lock	Abandoned after 1863; demolished
	47 South (7)	Cincinnati	Lock	Abandoned after 1863; demolished
	48 South (6)	Cincinnati	Lock	Abandoned after 1863; demolished
	49 South (5)	Cincinnati	Lock	Abandoned after 1863; demolished
	50 South (4)	Cincinnati	Lock	Abandoned after 1863; demolished
	51 South (3)	Cincinnati – Congress St.	Lock	Abandoned after 1863; demolished
	52 South (2)	Cincinnati – Front St.	Lock	Abandoned after 1863; demolished
250	53 South (1)	Cincinnati – Ohio River	Lock	Abandoned after 1863; demolished

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Further Reading

• Take a Trip on the Canal from the Great Miami Riverway

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Sources

1. Willard, Eugene B., Daniel W. Williams, George O. Newman, and Charles B. Taylor. “Transportation and Communication.” A Standard History of the Hanging Rock Iron Region of Ohio. Lewis Publishing Company, 1916, pp. 91-93.
2. Hagerty, J.E., C.P. McClelland, and C.C. Huntington. History of the Ohio Canals, Their construction, cost, use and partial abandonment. Ohio State Archaeological and Historical Society, Columbus, OH 1905.
3. Dutton, Lisa. “Toledo Area Still Connected to its Canal History.”. Toledo Magazine, 9 Oct. 2011.
4. Mecklenborg, Jake. “Interstate 75 — 1940s.” Cincinnati Transit.
5. Trevorrow, Frank W. and David G. Barber. “Miami & Erie.” American Canal Society, 27 Jan. 2010.
6. “Ohio & Indiana.” Amrican Canal Society, Jun. 2006.
7. Oda, James C., and Linda Grimes. “The Miami & Erie Canal.” Piqua Public Library, 1991.
8. “Miami-Erie Canal Facts.” Miami & Erie Canal Corridor Association, 2023.
9. Walsh, Andrew. “Miami & Erie Canal History: When and Where was Dayton’s Canal?” Dayton Vistas, 15 Jan. 2020.
10. “Throwback Thursday: Take a Trip on the Miami and Erie Canal.” Cincinnati Public Library, 2 Sept. 2021.
11. Blount, Jim. “Miami-Erie Canal.” The Lane Libraries.
12. Wallace, Rich. “Historical Background.” Shelby County Historical Society, Dec. 1998.
13. Wallace, Rich. “The Demise of the Canal.” Shelby County Historical Society, Dec. 1998.
14. Wallace, Rich. “Beginning of the Miami Canal.” Shelby County Historical Society, Dec. 1998.
15. Wallace, Rich. “Opening the Canal.” Shelby County Historical Society, Dec. 1998.
16. Wallace, Rich. “Construction of the Canal.” Shelby County Historical Society, Dec. 1998.
17. Wallace, Rich. “Managing the Canal Locks.” Shelby County Historical Society, Dec. 1998.
18. Wallace, Rich. “Water Sources.” Shelby County Historical Society, Dec. 1998.
19. “Photograph of the Excello Lock, Excello, Ohio, 1905.” Midpointe Library System.