Chesapeake and Ohio Canal National Historical Park ⓘ

The Canal Water System was designed to maintain 2-3 mph current, reducing water resistances, and a depths of 6 feet. To sustain those conditions over 184.5 miles through widely varying terrain required a finely coordinated hydraulic system. A series of feeder dams (1) impounded the river water to supply the canal, while the guard locks (2) controlled the amount of water entering the system. Culverts (3) carried streams under the canal. Water backing up at lift locks (4) was routed around them through flumes, maintaing the water level below the lock (5). Excess water could be drained off to the river through waste weirs (6) by the lockkeeper, who was responsible for the water level control structures above and below their lock. When heavy flooding threatened the canal, guard walls and guard gates (7) protected the canal. In the event of a break in the canal embankment or opening of sinkholes in the prism, the stop gates or planks that could be placed across masonary structures above and below it would limit the loss of water to that section.

Mules played a vital role in the construction and operation of the C&O Canal in the 1800’s. In an age before highways and planes, mules were the “engines” of the boats that traveled along the canal waterway, hauling goods and people between Georgetown and Cumberland. Mules were suited to pull boats along the 184.5 miles of the canal because of their strength, intelligence, and easy-going temperament.

Mules are a perfect example of the hybrid principle: crossing two species to produce a third, often better, species more suited for certain conditions or work. Crossing a female horse (a mare) with a male donkey (a jack) produces a mule. George Washington had ambitions of breeding an "excellent race of mules" in North America. He mated his prize mares with donkeys at Mount Vernon and introduced a powerful breed of mules to the continent. Just as humans inherit certain characteristics from their parents, so do mules: from the father, the donkey, mules get intelligence, long ears and small hooves — imperative for sure-footedness. From the mother, the horse, mules get a cooperative disposition, endurance and strength: pound for pound, one mule equals about one and a half horsepower. All of these attributes made mules the preferred “engines” of C&O Canal boat captains, as they adapted very well to life on a canal boat, could work long hours, and were stronger and smarter than horses and donkeys.

Discover the world of mules. Explore the history of mules as the "engines" of the C&O Canal and learn about the different types of care that mules need to be healthy and happy.

"Three thousand mules is a lot of mules anyway you look at it, yet that is the number the C&O Canal had in service in the early years when over seven hundred boats piled the Canal."

During the C&O Canal's heyday, horses and mules worked alongside boat crews, pulling an estimated 400 to 500 boats every year. An estimated 2,000 to 3,000 mules worked each year on the canal. During the canal's operating years of 1828 through 1924, a normal trip from Cumberland to Georgetown took about four or five 18-hour days. A mule team would pull the boat an average of about three miles per hour. Historically, mules were the preferred animals to pull the boats because they were cheaper to purchase than horses and were less prone to illness and injury. Mules proved to be the perfect "engines" to pull boats up and down the canal because of their endurance and intelligence, as well as their ability to work long hours without needing rest. They also had tougher skin than horses and were less likely to develop harness sores. Additionally, mules were more sure-footed and less likely to trip and injure themselves while pulling the heavy boats. A single canal boat usually had two teams of two or three mules. Each team could tow a 140-ton boat for an average of eight hours a day, seven days a week. Like people, mules worked in shifts and would rotate teams every eight hours. While one team pulled the boat, the other rested in mule stables that were located in cabins at the front of the boat. Mules adapted very well to canal life and some canal workers cared for their mules as they were their pets. Every mule had a name such as Belle, Diamond, or Kate. The mule drivers, usually the children, would develop affection for the mules and were aware of their unique personalities. Not all mules fared well on the canal. A few captains worked their mules too long, others whipped them to move their loaded, stationery 120-ton boat out of a lock as fast as possible; many mules developed large, painful inflammations of leg bones and joints. During the winter, when the captains stabled their mules at farms along the Potomac, not all the farmers in charge of the mules fed the animals properly. Mules remained the driving force of the canal through the majority of its operation. Without their trusty mule teams, canal crews would have found it very difficult to earn their livelihoods on the canal's waterways.

The National Park Service ensures year-round care for the health and safety of the park's team of mules. Each mule receives daily care and has an individual routine that includes excercise and a healthy diet. Mules are naturally affectionate animals and the park's mules are no exception, as they enjoy being around park staff and volunteers that they have grown to trust and build bonds with.

C&O Canal has been home to many mules over the years Each mule has their own unique personality, and they share special bonds with each other and the park staff that work with and care for them . Like people, the park’s mules work until they are ready to retire.

Born: 2013, Kentucky Height: 15.1 hands (60.4 inches) Weight: 1,000 lbs. Eyes: Brown Color: Blonde Sorrel Jen is a very affectionate mule with a confident personality. She is patient with her handlers and the other mules but is extremely suspicious of unfamiliar animals and sounds. Jen is a quiet protector and can usually be found on sentry (or lookout) duty to make sure that there isn't any danger approaching the herd. She can also be found sticking close to her little sister, Julie. Jen retired in 2026.

Born: 2014, Kentucky Height: 14.3 hands (57.2 inches) Weight: 950 lbs. Eyes: Brown Color: Red Sorrel Julie is the smallest and most timid of the mules. While she is sometimes slow to warm up to new situations, she is sweet and trusting of her fellow mules and the people that she bonds with. Julie is the youngest of the four mules but has a big, affectionate personality that balances the team. Julie retired in 2026.

Born: 2003, Virginia Height: 15.2 hands (60.8 inches) Weight: 1,100 lbs. Eyes: Brown Color: Black Bay Dolly is the most headstrong and independent mule on the team. Because of her intelligence and strength, Dolly is always reliable and ready to work. With her powerful but friendly personality, Dolly guides the younger mules during training and boat programs. Dolly and Eva worked together as a pair when they pulled the canal boat. Dolly joined the team in 2008 and retired in June of 2025 after 17 years of service.

Born: 2004, Virginia Height: 15.1 hands (60.4 inches) Weight: 1,200 lbs. Eyes: Brown Color: Black Bay Eva is the quiet giant of the team. Her size might be intimidating at first, but her calm and agreeable demeanor makes her a natural leader for working with the canal boat and training other mules. She is patient, eager to please, and serves as a steady helping hand to the younger mules. Eva was the matriarch (or the leader) of the herd, and the other mules looked to her for guidance during her years at the park. Eva joined the team in 2009 and retired in June 2025 after 16 years of service.

As with most large animals, mules require regular and thorough care. During the 19th century, canal workers dedicated time to caring for the mules by feeding, grooming, and resting them. Today's park mules receive the same basic care, along with thorough, routine medical examinations and necessary medications to ensure that they live long and healthy lives.

Food and water are essential to a mule's longevity and wellbeing. Mules are herbivores (plant eaters) and their diet consists of grasses, grains, and shrubs. The park's team of mules are fed grain and hay according to their individual dietary needs, and they sometimes munch on fruits and vegetables for a special treat. Mules have tasebuds just like humans and can have taste and texture preferences, resulting in them liking and disliking some foods. Mules can drink up to 15 gallons of water a day. That's 120, 16 oz. bottles per day! Mules can store water longer than horses. This can help them to adapt to dry and hot climates, a trait that they get from the desert-loving donkey. In order to stay hydrated, mules can snack on salt licks which prompts them to drink more water. Historically, mules would drink water right out of the canal, but the banks of the canal were often too steep to allow them to reach the water’s surface. “Informal overflows,” sections along the canal that were two feet below the main towpath, would gather excess floodwater and made drinking easier for mules. Canallers called these areas “mule drinks.” Today the park mules have 24-hour access to a large water trough that is refilled with clean, fresh water every morning and evening. A mule's feeding routine can vary depending on their changing dietary and health needs. Park staff monitor the mules' eating habits daily and adjust their diets as needed to ensure that they are eating properly and getting enough nutrients.

Mules can sleep laying down or standing up just like horses and donkeys. Sleeping while standing allows them to run as soon as they detect danger. They typically sleep standing up but will lay down if they feel safe from predators. It is not uncommon for a team of mules to take turns standing and laying down while sleeping so that at least one mule can "stand guard" and look for predators. Mules are known for their endurance and ability to work long hours in between rest breaks. Historically , mules worked along the canal in six to eight hour shifts. Today's park mules only work two one-hour shifts with a one hour break in between. When they are not working or training, the mules are free to rest as they please.

Just like people, mules require regular grooming for their health and wellbeing. Park staff maintain a regular grooming schedule for each individual mule based on their changing needs. Just like their feeding routines, a mule's grooming regiment can change over time depending on their individual needs. The mule's daily grooming schedule includes brushing to remove dirt and shine the coat, picking dirt and stones out of their hooves, and detangling their tails. Depending on the needs of the mule, parts of the grooming routine can be done twice a day. Routine maintenance like hoof and hair trimming occur every few weeks for general upkeep and health. A mule's hooves grow over the course of the mule's life and should be trimmed every six to eight weeks. Some mules even wear muleshoes (similar to horseshoes) to provide their hooves extra protection if needed. A farrier regularly checks on the shoes and replaces them as needed.

The mules receive routine medical care as part of their overall routine. They are visited by an equine veterinarian regularly and receive annual wellness check-ups, vaccines, and nutrishion assessments. These routine exams help park staff determine if changes in feeding and grooming are needed, as well as adjustments in training or work assignments. Only mules that have a clean bill of health are assigned working tasks.

On October 12, 1998, the C&O Canal National Historical Park commemorated the 100th Anniversary of William O. Douglas' birth by unveiling a portrait of Justice Douglas hiking along the towpath. Speakers at the ceremony included Park Superintendent Douglas D. Faris, U.S. Representative Connie Morella (MD), and U.S. Representative Gilbert Gude (MD) (see photo above) who introduced the legislation that preserved the C&O Canal by designating it a National Historical Park. Seated from left to right are Douglas's widow Cathleen Douglas Stone, Carl Linden (C&O Canal Association), and portrait artist Tom Kozar. The portrait commissioned by the C&O Canal Association now hangs in the Great Falls Tavern Visitor Center . Each year the C&O Canal Association holds a canal hike in his honor. Late in life, someone asked the justice how he would like to be remembered. Although he was involved in many landmark decisions while serving on the Supreme Court, he replied as someone who tried to make the earth a little more beautiful.

Working on a boat on the Chesapeake and Ohio Canal was a family job. It required everyone to pitch in together to get the job done.

Each boat had a 12’x12’ cabin that served as the family home. In her recollection of growing up on the canal, Lavenia Brust remembered:

"Our cabin was always spotless; small but neat. [Mother] made it home for father and me. We had two bunk beds, table and chairs, a coal stove, and cupboards for dishes. Two oil lamps with chimneys shining so clean from mother’s polishing that they reflected the whole cabin. There were always crisp curtains at the tiny windows and the floor was always shiny clean, although just a plank floor, for it was scrubbed everyday by mother."

In addition to cleaning, the mother cooked, tended to the smaller children and helped steer the boat.

The father was the boat captain. He was in charge of everything. If his family wasn’t big enough he hired crew members to help. He was responsible for feeding the family and/or crew, their conduct at work, and their general welfare. One boatman said, "He saw that you got somethin’ to eat and a bath every once in awhile."

Canal children usually went to school only in the winter when the boats weren’t operating. One of the younsters who worked on the canal, Mary Schroeder recalled:

"We went [to school] about two months. You didn’t get no education nor nothing in those days. Nowadays the kids need education and don’t want it. We wanted it, and didn’t get it. We were glad to get to school, but about the time we thought we were learnin’, we were taken out. We didn’t catch up. How could you catch up?"

Generally, everyone worked from 4 am to 9 pm. The trip from Cumberland to Georgetown usually lasted five days. After the long trip, many canal families took advantage of their times in Georgetown to socialize and go shopping. The children particularly enjoyed Georgetown. They could get together to play and go to the candy store or the bakery. Mary Schroeder recalled of Georgetown, "That’s where we had our fun. We used to have good times down there."

Life on the canal was hard work but it did afford families the opportunity to live, work, and play together.

An interview with Lambie Benner also provides an oral history of a childhood spent on canal boats.

We are at the home of Mr. Lambie Benner of Sharpsburg, Md. He is joining us today with his friend Boogie Grove. Both of you live in Sharpsburg and Mr. Grove and Mr. Benner are going to talk to us today about some of their recollections about the C&O Canal.

Mr. Benner, let me start with you. Can you tell me anything about your early years and your canal family? Was your Dad a worker on the C&O Canal? Yes, He was a captain. They called the man at the head of it a captain of the boat, see. That was my daddy. He was the captain of our boat. We're just mule skinners. And, ah, all of us kids, you know, worked for him, drove mules on the canal. See I was on with my sister. She lives up here on Front Alley. And her and I worked together on the canal. My other two oldest sisters was at home then. My daddy used to make us ride the mules at night and sing so he knowed we didn't go to sleep and fall overboard .

Did you get to ride the mules? Oh, yeah, we'd ride the mules at night. And he was afraid we'd go to sleep and fall off of 'em. You see they was so close to the canal that if you fell off the mule on the inside you went in the canal! And he used to make us sing so he knowed we was still down there.

(Boogie) Sometimes you'd run all night. Boated all night. There's a lot a boatsmen on there boated night and day. But I never got to that. We boated till about 9:00. Tied up. But you wouldn't more than get in bed. 'For you was up. Soon as you pull them harness off them mules, let 'em down and let 'em roll, they was ready to go! Us kids would no more than get to sleep, you'd hear our daddy say, " All right, boys, let's go! Bout 3:00 or 4:00 in the morning. Sometimes we'd run till 11:00 or 12:00 at night.

How did you do school-wise? Didn't have none. You didn't get into school till late. That's the reason I never got a whole lot of education. They pull you out in April, you never get in till December or last of November. You was so far behind the kids then. Teachers didn't pay much attention to you then, see.

Barefooted all the time. Them old stones down in Point of Rocks, ballast stones off the railroad. Canal company would get 'em, put 'em on the towpath, build the towpath up and all. Boy, they was rough on your feet! It was a rough life for a kid. It really was. It wasn't too bad for them old boatsmen, for most of 'em drank! They lay on the deck and sleep. Go to Washington and Cumberland, they was in the saloons all the time! Yeah, that's true. You know what you'd do here in Sharpsburg? Here in Sharpsburg, all the boatsmen, all of 'em drank, pretty near. They'd take what money they got off the canal, see, be in these bar rooms half the time. But we always had plenty to eat, see. We had gardens and little homes had gardens...raised them, yeah. We'd steal coal off the Canal Co!!!

When you boated on the canal you got $15 a trip. I boated for different peoples after my daddy left the canal. And we'd get $5 of it. Course the man you was boatin' for, he kept it, and give you $2 in Cumberland and $2.50 in Washington. That's what you'd get.

I'll tell you a fella who can tell you a lot about the canal. But he's in Frederick. He's 87. Theodore Hebb. He owned a place here in Sharpsburg. See several Hebb Family Photographs.

(Ted) Mr. Hebb. Yes Mam. Your father was a boat captain during the operating period. That is right.

How old were you before your dad, whose name is Augustus Hebb (pictured at right), how old were you before he began to take you on the boat with him? I was 11 years old. Whenever we could we steered the boat, and then we would work around over the boat, cleaning up the boat , and taking care of the mules. When we would change the teams when they would pull into a lock and lower the boat to a certain degree, ... there was a platform that they stuck out and you bring the mules out of the stable. And it was this front here that was the stable where the mules were kept. And they was brought out, and the other team that had been out workin' went back in here for a rest for about four hours. They changed about every four hours if possible. And then that's the way they traveled. Lots of times the water was low and the mules were heavy loaded. They put them all four out to work at the same time.

How long could they pull then before they had to take a rest? Well, they generally kept it up about 4 hours, and then they had it figured that if possible they would make one team capable of going into the stable just about evening. And the other one would go maybe about an hour or so further.

(Ted) One thing after the 23rd, on November the 23rd they'd generally close up about around Thanksgiving. Ya see, the canal would freeze hard; you couldn't move. And then they'd draw all of the water out of it. And the boats would set there on the bottom of the canal until next spring. Well this time they would come in like that, they'd take their teams ... they would take the majority of them up to the Four Locks above Williamsport along the canal. And that's where they would keep them over the winter, feed 'em and all. And also some of them in Sharpsburg, down below Sharpsburg, had what they call a big farm down there. And he would take so many and keep 'em until next spring.

So they boarded the mules then over the winter? That's right. You say they drained the canal? Yes, always in the fall of the year. And they just let a lot of the boats sit right on the bottom, tied up I guess. Yes. What did the captains do then? Did some of them stay on their boats? Oh, no, none of them ever stayed on in the winter, most of them had homes wherever they tied up. Williamsport, Sharpsburg, and I think there was a couple in Brunswick, and some in Cumberland, some in Hancock, and ah, I think there was one or two at the head of Big Pool.

What was Cumberland like? Well, it was a wild place. Wild? Yeah!!! Why do you say wild? Well, there be too many in the bad, rough part of the city then, right down along the canal and on the river. See, and they ah, sometimes it was pretty rough. I seen people killed.

You saw people killed? After they were shot. They'd be shot in the evening and they'd just lay there, they'd let 'em lay there.

Well, between Cumberland and Georgetown which was the better place? Which end of the line was better from a kid's point of view? Washington!! You see it was right down where you'd go up, you cross the bridge and what we'd call....you'd stop there. You know there was a concrete wall along the canal up on the road, that goes right down along the canal there. And, ah, they had a bridge down there where M Street came up there and went across the river to Arlington. I think Arlington is what it was. And they, ah, had a pair of steps up there you could go up. We'd go down there and go up the steps sometimes, and walk up the street a piece. You didn't go far for you didn't know where you was going, and you didn't know what you was gonna run into.

Did you eat well on the canal? We lived pretty good. Ate a lot of sour bean soup in my time! Never throwed nothin' away! My daddy cooked. He could cook, see.

Did you eat any of the critters that you could catch along the canal? Oh, yeah, fish, my, fish!! Turtles, that's what we lived on. Easton eels.

You ate EELS? Oh, yeah. Eels. Turtles. You see each one of these locks down here, at Seven Locks, Seven Locks, Six Locks, they had in the locks, they had these pots in there see. Man, you'd get them great big eels and skin 'em. You had to drive a nail in the head of 'em, get a pair of pliers and jerk that jacket off 'em. Fry 'em, fry 'em in a skillet. They'd still be jumpin'. I'll tell you sumpin' else I used to love. I used to love turtles. Used to get 'em on the canal. Have a dip net, dip 'em out of the canal, big ones. Big ones!! Yeah!

(Lambie and Boogie) What was so dangerous about Great Falls? Oh, well, the towpath was so narrow down there. And then the water, a lot of water down there! Yeah! You remember Widewater? It used to be deep in down there.

Is it still that way? I knowed a man who was boatin' sand up there, Tony Singer. He was an old boatsman. He was a clerk. He was boatin' sand up there. It was the fall of the year. Hadn't left the canal yet. He fell off his boat and drownded down there.

(Ted) Ted, in the years that you were boating, were there places on the canal that were your favorite; or were there places that were real dangerous that you didn't like at all? Well, I wasn't so well satisfied when you got out in this river, see now lots of times this river got pretty high. It could've been missed and the boat went on down over this dam, you see. But the dam was about a mile below where these boats come back into the canal down above Taylor's Landing.

(Ted) And were you there when it closed? Yes. Wasn't runnin' then. See what happened, I don't know whether somebody may have told you how it happened to close it up. You tell me. In the fall of the year you would bring your boat in somewhere, wherever you lived. You tied it fast in the canal and then you tied it there till winter, till next spring. Well in 1924, they had a terrible flood. And that's where all them boats was washed away up there. And ah, just that way, we never seen any after it was over, the flood. And that stopped the canal. They never rebuilt it. It was too much expense. Well nothing they could do, see, when the flood washed away everything, and everything they had on the boats went with it, see. And then they had to just do the best they could till they got another job.

The story of Justice William O. Douglas' contribution to preserving the Chesapeake and Ohio Canal for future generations has been widely and justifiably told and retold. A lesser known story of contributions to the preservation of the canal dates some 15 years before Douglas' famous walk. It is the story of young men living in a struggling nation attempting to provide opportunity for all.

In 1939, if you stood where the Carderock picnic pavilion now stands just outside the I-495 loop, you would have been in the center of Camp NP-2-Md., the bustling home of nearly 200 enrollees of the Civilian Conservation Corps (CCC). Young men, between the ages of 17 and 25, lived here year-round as they worked to provide for themselves and their families while restoring the first 22 miles of the Chesapeake and Ohio Canal as a national park. As part of CCC Company 333, each enrollee received dress and work uniforms, was assigned a bunk in a barracks, and received three meals a day. The enrollee's daily life was commanded by reserve officers of the United States Army. Their work projects were supervised by the National Park Service.

Those enrolled in Company 333 worked with those enrolled in Company 325 (who lived in Camp NP-1-Md. just downstream from Camp NP-2) in rewatering the first 22 miles of the C&O Canal. Both companies were designated in the official camp reports as "CJ" or "C-JR." "J" or "JR" indicated that they were junior camps (housing men between the ages of 17 and 25 rather than World War I veterans). "C" indicated that the men housed in the camps were, in the terms of the day, "colored." These young African American men who served their country and contributed to the opportunities we now enjoy at Chesapeake and Ohio Canal National Historical Park faced the segregated reality of their times each day in camp. They would also face the sometimes harsher reality of segregation outside their camps when they went on bi-weekly visits to Washington, DC, limited in the opportunities they could pursue even for recreation.

Though the challenges of racism have not been eradicated, our nation has advanced in providing more opportunities for all of its citizens since the days of the Great Depression and institutionalized segregation. The members of the Civilian Conservation Corps on the C&O Canal and throughout the United States and its territories contributed greatly to the opportunities we experience today in our national and state parks and other public lands. It is only fitting that their contributions be recognized and remembered.

On July 4, 1828, President John Quincy Adams turned over a spadeful of dirt during ceremonies at Little Falls, Maryland, and therefore began construction of the Chesapeake and Ohio Canal. It was officially the work of the C&O Canal Company, which raised about $3.6 million from private and public investors. Included among its stockholders were the federal government, the states of Maryland and Virginia, and the cities of Washington, Georgetown, and Alexandria; all of them hoped the waterway would bring trade and therefore jobs to the region. As it turned out, events that day would affect the C&O in another way, because it was also on the 4th that work began on the Baltimore and Ohio Railroad (B&O).

From the start, problems slowed progress on the canal. The rocky ground embarrassed the president with three false starts, and foreshadowed how difficult construction would be. An acute labor shortage forced the company to recruit workers from other states and abroad. Construction scenes were often described as a dizzy stir of activity. Irish, German, Dutch, and English immigrants, promised a better life in America, worked long hours for little pay using primitive tools to dig the canal. Disputes arose with landowners who resisted efforts to purchase necessary land. A long legal battle with the B&O involving the right-of-way between Point of Rocks and Harpers Ferry slowed construction of both the canal and the railroad until about 1832. Inflation increased the cost of labor, materials, and land during the late 1820s and 1830s until they far exceeded the original estimates. Labor unrest among the predominantly Irish workers and the financial panic of 1837 added more difficulties, and between 1842 and 1847 construction stopped entirely.

The canal was finally completed in 1850 at a total cost of $11 million, the original plan to extend the waterway over the Allegheny Mountains having long since been abandoned. The canal succeeded an earlier venture, led by George Washington, to improve navigation of the Potomac by constructing canals. The C&O was intended, as its name suggests, to connect the Chesapeake Bay to the Ohio River, but it never made it that far.

Boats began to appear on the canal soon after the first short section was completed in 1831 between Little Falls and Seneca. Sections opened for navigation as they were completed: Georgetown to Seneca in 1830, then to Harpers Ferry in 1833, to near Hancock in 1839, and finally to Cumberland in 1850. In October of that year, the first five boats filled with coal traveled the distance of the canal. Trade increased as other segments opened in western Maryland, and cargoes of flour, grain, building stone, and whiskey began to move down to Georgetown. Not until the canal reached Cumberland, however, did the tonnage increase substantially. Large quantities of coal from the Cumberland region began to be shipped, and by 1871, the peak year, some 850,000 tons were carried down the canal. Trade was so busy that at times more than 500 boats were in operation on the canal.

Coal traffic then began to decline, however, as mining companies shifted more of their business to the B&O Railroad. A major economic depression in the mid-1870s and major floods in 1877 and 1886 put a severe strain on the C&O's finances. In 1889 another serious flood forced the canal company into receivership, at which point the B&O Railroad bought up the majority of C&O's bonds. The railroad had captured almost all of the canal's trade by 1924 when another devastating flood struck. This time no repairs to the canal were made, and its operation as a trade route came to an end.

In 1938 the railroad sold the entire canal to the U.S. Government for $2 million, which placed it under the supervision of the National Park Service. The Park Service did some restoration under the emergency work programs of the 1930s, and other repairs took place in the following decades. In 1961 President Eisenhower proclaimed the canal a national monument. In 1971 Congress declared the C& OCanal a National Historical Park, thus conserving its historic and natural features for all to enjoy. Today, visitors can examine how the locks work, take rides in canal boats pulled by mules, and bike and walk along the canal's 185 mile route.

The seven-day trip from Cumberland to Georgetown was a long and demanding journey. Most of the family's eighteen-hour day was devoted to moving the cargo, mostly coal, down the canal. The hours on the quiet stretches between locks could be tedious, but encounters with other boats and locking through furnished the opportunity for all-too-brief exchanges with other canallers.

Because the boat was designed for cargo, those aboard had to content themselves with the smallest of accommodations: a 12'x12' cabin was the family's quarters for the trip. Although small, the cabin contained all the necessities: a coal burning stove, bunk beds with hay mattresses, a table, and a small cupboard for supplies. The boats also included a stable for the mules and a hay storage area.

Lock tenders were also an important part of canal operations. Living in rent free houses just beside their locks, the lockkeepers worked "dawn to dawn", constantly on duty to lock through approaching boats. The lock tender listened for the boatman's horn and his cry of "Hey-y-y-y Lock!" which signaled the canal was, at any hour, hard at work.

Mother Nature's wrath took its toll on the canal over the years. Repeated flooding closed the canal for months, even whole seasons. Furthermore, the canal could not match the speed or dependability of its rival, the Baltimore & Ohio Railroad. The railroad, which stretched west many years ahead of the canal, had captured almost all of the canal's trade by 1924 when another devastating flood struck. This time, no repairs were made and the canal ceased commercial operations.

The Chesapeake and Ohio Canal brought a variety of benefits to the Potomac River Valley, an area that was predominantly agricultural. Construction created many jobs, both skilled and unskilled, but there were not enough workers around to fill them all. As a result, wages went up, and many new workers came from other regions or from other countries.

The building of the C & O helped other people in the region. Landowners profited directly from the sale of their property to the canal company and indirectly because surrounding property increased in value. Others established construction firms that produced good profits because building materials were in high demand. Workers needed food and shelter, which created more jobs local farmers and builders.

The canal continued to help the region's development after it opened. It lowered the cost of transportation, which allowed industries and farmers to ship their goods farther. Cheaper freight rates also made it possible to bring in more goods: farmers, for example, could now import fertilizer and thereby rejuvenate soil that had lost most of its nutrients.

The owners of and workers in the coal mines near Cumberland were among the biggest beneficiaries of the canal. Competition between the B & O and the C & O for cargo reduced freight rates; as costs fell, the profits for mine owners and operators increased. Georgetown shippers who carried the coal to New England textile mills and iron-smelting operations made substantial profits as well.

Other canal-related industries supported many families in the Potomac Valley. Water flowing through the canal powered new grain mills, foundries, and textile factories, all of which produced still more jobs. Some members of the construction teams took on the positions of canal boat captains and crew, while others found jobs as lock tenders and maintenance workers. As boat building and repair became a profitable occupation, dry docks were constructed in various locations along the canal to provide places for these repairs. Many people operated grocery and feed stores along the waterway. Merchants provided provisions for boatmen, their families, and their mules. The pay the workers received from the canal company was usually spent in the neighboring towns and cities along the canal.

Competition from the B & O Railroad and destructive floods eventually put the canal out of business. Although it never provided great fortunes for its investors, the canal did serve the Potomac Valley for nearly a century and stimulated growth in the region.

The joyful crowd gathered early on October 10, 1850, as the Independent Blues Band played. Folks came from far and near to celebrate the long awaited opening of the Chesapeake and Ohio Canal between Cumberland and tidewater Maryland. A procession of citizens and officials marched to the locks at the mouth of Wills Creek where five coal boats waited to start the run down to Georgetown.

"Many of us were young when this great work was commenced," said the spokesman for the town, "The opening of yonder gates to let through the first boat carrying freight...is the turning point in the history of the canal."

To reach Cumberland, canal engineers began near the nation's capital in 1828 to construct 184.5 miles of ditch and towpath. They built 74 locks, 7 dams, 11 aqueducts and a 3,118-foot tunnel--remarkable achievements with the tools of the day. As each dam was completed, diverting water from the Potomac River into the canal, boats began using the watered sections. The canal arrived opposite Harpers Ferry, Virginia (later West Virginia), in 1833 and reached Hancock, Maryland, in 1839. Work on the final 50 miles was stalled by labor unrest, financial troubles and the challenges constructing the tunnel at Paw Paw.

Meanwhile, the nation's first railroad, the Baltimore & Ohio, steamed into Cumberland in 1842. The railroad, which had begun its East-West route the same day as the canal won the race to Cumberland. Passengers could continue the trip from Baltimore to the Ohio Valley by boarding a horse-drawn stagecoach at Cumberland and crossing the mountains on the National Road. The railroad eventually continued westward but the canal company abandoned plans to build the waterway farther than Cumberland.

Despite the brave oratory of opening day, canal business grew slowly, delayed by seasonal floods, then threats to commerce during the Civil War. In the 1870's, the canal at last made good its bright promise. The rich harvest of coal from western Allegany County mines became the mainstay of canal shipping. A small world of canal enterprise developed in Cumberland around the two boat basins--stables, drydocks, hotels, saloons and warehouses. Branch rail lines entered the area to facilitate loading of coal. In 1870 canal boats moved almost a million tons of freight, not only coal but building materials, lumber, and flour from local mills.

Offers of land persuaded canal company officials to locate Dam 8 and the turning basins for boats at Cumberland's commercial center. The canal terminus settled on a part of town known as "Walnut Bottom." Just below Dam 8 two basins were dug, the main basin stretching in a long curve next to the North Branch of the Potomac River. Beyond that lay the broader Shriver Basin. The double locks watered both basins, although a steam pumping station was needed later to boost the water level for the 50 miles of canal downstream. Stores for provisions crowded grog shops and pool parlors--among them such colorful bars as Aunt Susan's Rising Sun Saloon and Louise's Den of Iniquity. The string of establishments along Wineow Street that served the watermen was called "Shantytown." "Probably the roughest, toughest spot along the Canal," according to one mule driver. The company's boatyard was located about where the railroad station now stands. Frederick Mertens operated another boatyard near the entrance to Shriver Basin. At that point a trestle carried coal company railroad cars above boats lined up to receive coal by chute. New wharfs and warehouses bordered the area. At the canal's peak, as many as 500 boats a season plied the canal and waited turns in the basins to collect cargo. One tall tale speaks of a bulldog trained to swim the towline across the basin so as to speed hitching up the mules.

The port of Cumberland was busy; at its peak, boatyards turned out 170 new craft, repair scows moved to shore up embankments and tandem-hitched mules in stepped briskly down the towpath. Many boatmen and families wintered in Cumberland when the canal did not operate. During the decades around the turn of the century, the city of Cumberland attracted new industries and enjoyed at robust prosperity. The population doubled and doubled again. A rolling mill for the manufacture of rails set up shop along with tanneries, glassworks and a furniture factory. Footers Dye Works began business on the far side of Shriver Basin. Cumberland ranked as the second largest city in the state, after Baltimore.

In 1889 a devastating flood destroyed the canal. For 18 months no boats could move; the canal company went bankrupt. The canal's long time rival, the B&O Railroad, took over receivership under the name Consolidation Coal Company. In return for restoring operations control of the canal passed into the hands of the railroad directors. As the canal's freight business dwindled the receivers sold parts of the basins. Under the Canal Towage Company (another subsidiary of the B&O), organized in 1902 to manage the boats, mules and watermen, the canal folk lost their independent ways of life. Boats once owned by the watermen became company property; impersonal numbers replaced the boat names. The Western Maryland Railroad filled in the upper reach of the main basin and built its station, part of which is now the park's visitor center.

Another great flood in 1924 left the canal in ruins. The railroad that had been considered at the start "an experiment wholly untried in any country," ushered in the nation's industrial boom. The canal age was abandoned to history.

Since 1971 the canal has a new lease on life as the Chesapeake and Ohio Canal National Historical Park. The national Park Service has restored the towpath and rewatered several sections of the canal. The park offers visitors a rich resource of recreation and preserves a significant landmark of trade and transport in the new nation.

Ground was broken for the Chesapeake & Ohio Canal in 1828. The following year, the Canal experienced its first flood. By 1996, 17 major floods and numerous minor ones had occurred in the life of the canal. Floods have caused millions of dollars in damages to structures along the canal, and a major flood in 1924 ultimately caused the canal to cease operations. However, good things can come from adversity; this potentially devastating force is largely responsible for the extraordinary biological diversity of the Chesapeake & Ohio Canal National Historic Park.

Flooding, of course, has been part of the Potomac River for millions of years. As a result, flood-adapted habitats such as floodplain forests and scourbars, have been created. These habitats have gained significance in Maryland and nationally due to increasing habitat loss and fragmentation from development and invasion of alien plant species. In fact, many rare plants depend on these unique habitats.

Like so many things in Nature, floods occur in cycles that fluctuate in frequency and amplitude. Floods also occur at different times of the year. Many Potomac River floods occur in spring after heavy rainfall that may last for several days.

The situation can be further aggravated by snowmelt and frozen ground which prevents runoff from being absorbed. This combination of factors was responsible for the January 1996 flood and also the largest recorded flood, which occurred in 1936.

Periodic inundation of the banks of the Potomac River and bordering C&O Canal NHP benefits the natural system as a whole. Silt, enriched by nutrients and minerals, is deposited by flood waters creating fertile soils which foster biological diversity.

Floodplain forest habitat comprises about 85% of the park and benefits from such soils. Many spring wildflowers that attract the public to the park thrive in this habitat.

Fertile soil can also be scoured away by the swift river, leaving substrates of rock or sand on the river's edge. These dynamic habitats are called floodplain scourbars which support unique floral communities. Floods also carry seeds great distances helping rare and endangered species to establish in new locations. Unfortunately, this also helps alien weeds that may out compete native plants. Some trees, such as silver maple and sycamore, take advantage of the potential for water transport by producing seeds that float. While some plants gain wider distribution, others can disappear entirely from certain locations. Floods also clear debris from the forest floor, but can damage trees by the powerful rush of water.

Although some organic matter and nutrients are lost from the system, disturbances, like floods, make room for new growth and allow sunlight to reach plants and young trees.

The Potomac River watershed is part of a larger system - the Chesapeake Bay. Impacts from flooding of the river also affect the Bay. Excessive nutrients and sediment, local contamination, and lowered salinity can affect Bay grasses and some fish production, and can cause algae blooms.

During major floods, fish are carried into the historic canal with water from the Potomac River. However, some fish get stranded in the canal as the water recedes. The C&O Canal NHP and Maryland Department of Natural Resources staffs and volunteers rescue many fish with electroshocking equipment and dip nets.

The park is also planning to construct future sustainable design structures, such as additional water weirs. These structures will drain canal water in certain locations reducing fish kills and other damage from floods.

Flooding has benefits and costs. C&O Canal NHP managers, and other organizations, continue to learn about the river's natural cycles and its effects on natural and cultural resources. For a park with over 2,000 recorded plant and animal species, 16 identified state and nationally significant natural areas, and more than 1,300 historic structures, the management and protection of park resources remains an important goal.

In the 19th and early 20th century, the C&O Canal provided jobs and opportunities for people throughout the Potomac River Valley, from the tidal basin in Washington, DC, to the mountains of western Maryland.

In a little less than one hundred years, the C&O Canal witnessed a race west by transportation giants, the growth and decline of communities and businesses along the banks of the Potomac River, fierce battles raging between a divided nation, and improvements in technology that made life along the canal obsolete.

Today the remains of the C&O Canal provide a place to enjoy nature and recreation, but most importantly they tell the story of the canal's important role in America's history. Stories of western expansion, transportation, engineering, the Civil War, immigration, industry and commerce.

Discover the fascinating people and stories that compose the C&O Canal's unique history. Additional historical documents and publications are available through the Park History Program .

C&O Canal is an oasis for visitors and for historians and researchers because of its well protected cultural heritage and history. With an archeological record going back millennia and hundreds of years of written history, the story of C&O Canal is diverse, complex, and continually being reframed. Research in archives, on the landscape, through oral histories, and through archeology provides information about how to best care for the park and informs how we tell the stories of our park. Read more in the articles below about researchers studying history and culture at C&O Canal and nearby national parks.

Although the Chesapeake and Ohio Canal never achieved its goal of linking Chesapeake Bay with the Ohio River, it provides for us today a window into the North American continent's geologic past and a pathway through the rich natural system of the "Nation's River."

The Chesapeake and Ohio Canal National Historical Park includes 19,236 acres paralleling the Potomac River from the densely urbanized Washington, DC, upriver for 184.5 miles through pastoral farm country and forest to Cumberland, MD. Many of the park's three million annual visitors come here to enjoy the outdoors, access the river, hike and bike, jog, ride horses, and observe wildlife .

The C&O Canal begins in the Atlantic Coastal Plain and crosses through portions of the Piedmont, Blue Ridge, and Valley and Ridge physiographic provinces. This diverse landscape , with the influences of the Potomac River, results in the rich geological, ecological, and biological diversity found within the Park's boundaries. Over 1,500 different species of plants , including a significant number of state and nationally rare plant species, take refuge in the many habitats that the C&O Canal provides. Interesting geologic formations exist in the park such as Great Falls and limestone caves. The natural resources provide scenery and backdrop to our daily lives. Found along the second largest tributary of the Chesapeake Bay, these natural resources are also an important part of the larger bay ecosystem. Much of the park preserves floodplain forest and wetlands that contribute to the conservation of the Chesapeake Bay. The forest and wetlands can act as a "sponge," slowing down the flow of water during floods. Plants in the forest and wetlands can also absorb (and use for their own growth) some of the many nutrients that run off surrounding lands in the Potomac River watershed. This can lower the amount of "excess nutrients" that can harm the river's and bay's ecosystems.

The many habitats along that journey from sea level to the mountains rank C&O Canal among the most biodiverse national parks.

Diversity of ecosystems, natural communities, geologic formations, and waterways that the C&O Canal contains and protects.

The park has recorded over 1,500 species of vascular plants, including over 260 non-native plant species.

C&O Canal is a natural oasis for visitors and for scientific researchers because of its protected natural landscape. The research done here provides the accurate and current natural resource information we need to provide to best care for the park. Scientists look at what key resources are present in the park, if they are stable or changing, how ecosystems are changing over time, and how much change is normal.

Like a physician monitoring a patient's heartbeat and blood pressure, National Park Service ecologists with the National Capital Region Inventory & Monitoring Network collect long-term data on forest vegetation, bird and amphibian communities, water quality, and other key resources at C&O Canal, analyze the monitoring results, and share them with the park. Read more in the articles below about researchers studying nature at C&O Canal and nearby national parks.

The C&O Canal is one of the most biologically diverse parks in the National Park system, especially in regard to plant species. The park has recorded over 1,500 species of vascular plants, including over 260 non-native plant species. Over 100 state-listed rare, threatened, or endangered plant species found within the park, in addition to one federally endangered plant species. The number of rare plants is one of the highest concentrations of state-listed rare plants in the eastern United States. Several species are globally rare, and some occur here because they are dependent upon special habitats and ecological conditions present along the Potomac River. These rare plant species as well as the more common native plant species are threatened by invasive plant species that grow in similar habitats but have no predators. Invasive and non-native plants can drastically affect what wildflowers are seen along the towpath throughout the year.

The Potomac River create a mosaic of different natural habitats. As the park winds westward from just below the Fall Line to western Maryland, a variety of geologic formations support diverse native plant communities . Areas along the Potomac River are subject to frequent floods, causing canopy gaps, scouring, and deposition that creates a diversity of habitats and organisms. Many northern and southern plant species overlap near the Potomac River. Isolated populations of western species survive where rare prairie habitat persists along the river. As a result, rare species occur here that are known to exist in only a few other places in the Mid-Atlantic region, adding to the great diversity of this area.

The canal travels from the coastal plain of Washington, DC, to the mountains of western Maryland. The many habitats along that journey from sea level to the mountains rank C&O Canal among the most biodiverse national parks.

From tiny kinglets to bald eagles, find a wide variety of birds in the woods and waterways along the canal.

Keep wildlife wild! Please enjoy and observe wild animals from a distance. Photograph all wildlife from a safe distance. Use telephoto lenses and observe quietly. Animals can be very protective of their young and can become aggressive if cornered.

It is dangerous and illegal to feed wild animals, including ducks and geese, in national parks. Wildlife can become dependent on handouts and lose their ability to forage for food. Such animals can lose their fear of humans and become threatening.

Some animals found in the Park can carry rabies. If you encounter an animal that is acting strangely (for example, a nocturnal raccoon seen during the day) or an animal has attacked you, immediately report it to our emergency Dispatch Center, at 866-677-6677. Please visit the CDC website to learn more about rabies.

Is the Trail Open? Section A of the Billy Goat Trail often closes due to flooding. Under normal conditions, the trail is closed when the gauge at Little Falls reaches 5 feet and reopens when the gauge falls to 4.8 feet. However, under certain circumstances, the trail may be closed at lower levels. More than half a dozen trails and paths surround the Billy Goat Trail, including the towpath, Gold Mine Loop, and Ford Mine Trail. Visit our map webpage for more info or to download a map. Please check Current Conditions before your trip to confirm the trail that you want to hike is open.

Hikers scramble up a section of Billy Goat Trail Section A NPS photo/T. Kilbourn-Shear Choose Your Trail Located southeast of Great Falls Tavern Visitor Center , in Potomac, Maryland; The Billy Goat Trail, one of the busiest trails in the DC area, contains three different sections that total eight miles, each section begins and ends on the towpath. The Billy Goat Trail provides fun and adventure for all ages. Section A Level : Technical and Strenuous Length : 1.75 miles one way Pets : Not permitted Closest Parkin g : Great Falls Tavern Visitor Center Map and Trail Tips : Great Falls Hiking Map The hike involves scrambling over angled rocks, boulders and climbing. Visitors in less than optimal health, visitors with small children, and visitors not experienced or properly outftted should consider other trail options. The 1.7 mile hike takes most visitors 2-3 hours to complete. Along the trail are views of Mather Gorge and Potomac River. This trail can close due to fooding from the river. Recommended ONE-WAY going downstream: Start at the upstream entrance near Great Falls and end downstream near Anglers One-way travel reduces the number of encounters with other visitors One-way travel prevents hiker "jam-ups" at the Traverse and other narrow areas of the trail One-way travel protects natural habitats The Exit Trail (half way point) will still be two-ways, so hikers can choose just the top half or bottom half of the trail. Are you ready to hike Billy Goat Trail Section A? Check out our safety video for more information, recommendations, and a preview of trail conditions. Section B Level : Moderate Length : 1.4 miles one way Pets : Permitted Closest Parkin g : Anglers Parking Area Map and Trail Tips : Great Falls Hiking Map

Section B contains a few small rock scrambles and provides a quieter atmosphere than Section A. Section B is the best of the three trails for birding, especially in the spring. Section C Level : Easy to Moderate Length : 1.6 miles one way Pets : Permitted Closest Parking : Carderock Recreation Area Map and Trail Tips : Great Falls Hiking Map River views and a small waterfall are encountered on this trail. Although there are a few rock outcroppings, most of the trail is wooded. What to Bring Good, comfortable, broken-in, hiking shoes that grip well on rocks and hills. The majority of injuries—sprained ankles, tweaked knees, and falls—happen because people did not wear good shoes. 64 oz (2 L) of water per person Snacks Suncreen and a hat Map of Hiking Trails

Proceed with Caution Don't become a statistic. There are over 400 emergency rescues each year on the Billy Goat Trail. Cell phone reception may be unavailable. Wading and standing on rocks at the water’s edge are extremely dangerous. One false step can have dire consequences. Fines of $200 or more may be charged for swimming in the Potomac River along the trail. If you’re interested in learning why this part of the river is so deadly, check out this article in the Washington Post.

Parking Access all three of the sections from the towpath between Great Falls Tavern and Carderock. Billy Goat Trail section A - Great Falls Tavern Visitor Center is the closest access Billy Goat Trail section B - Anglers Parking Area is the closest access Billy Goat Trail section C - Carderock Recreation Area is the closest accesss

Leave No Trace Protect fragile plants by staying on the trail. Follow the blue blazes that mark the path. Hike in small groups. Take nothing but pictures and leave nothing but footprints. This is a trash free park. If you pack it in, pack it out. Observe wildlife from a distance. Do not follow or approach them. Never feed animals. Feeding wildlife damages their health, alters natural behaviors, and exposes them to predators and other dangers. Respect other visitors and protect the quality of their experience. Be courteous. Yield to other users on the trail.

Hiking Trails of Great Falls, MD More than half a dozen trails and paths surround the Billy Goat Trail, including the towpath, Gold Mine Loop, and Ford Mine Trail. Visit our map webpage for more info or to download a map.

Great Falls Overlook - The Great Falls Overlook offers a picture-esque view of the Great Falls of the Potomac River. Walk the scenic boardwalk through Olmsted Island, a rare and flourishing ecosystem of thousands of plants and animals. The trailhead is less than a half mile from the Great Falls Tavern Visitor Center and is an easy 15-minute walk one-way.

River Trail - The River Trail is an easy hike along a calmer section of the Potomac River. Whether hiking with a group or solo, the River Trail is full of scenic views, wildlife, and a quiet retreat.

Great Galls Hiking Trails Map Photo Credit: NPS Visit our map webpage to print or download a map.

A trip to Chesapeake and Ohio Canal National Historical Park offers you an opportunity to discover historical, natural, and recreational treasures. While preparing for your visit please be aware of closures and current conditions , weather forecasts , and review the safety tips .

Level : Moderate Length : 1.4 miles one way Pets : Permitted Closest Parkin g : Anglers Parking Area Map and Trail Tips : Great Falls Hiking Map Section B contains a few small rock scrambles and provides a quieter atmosphere than Section A. Section B is the best of the three trails for birding, especially in the spring.

NPS Photo Want to spend a night under the stars at the C&O Canal? Then you've come to the right place! The C&O Canal is a 184.5 mile long linear park stretching between Washington, DC, and Cumberland, Maryland. It is about a 4 hour drive end to end.

Download the Recreational Guide by Milepost (pdf). Well Water Well water is generally available in across the park from mid-April (around the 15th) to mid-November (around the 15th).

Current state of potable water in the park: Drive-In Campgrounds : Well water within the drive-in campgrounds is potable and treated with iodine - do NOT drink if you have any iodine allergies or if you are on medication for an overactive thyroid. In general, well water is clean and able to be used without additional treatment. However, as a general precaution for wells located in a flood zone, you are advised to boil or treat the water before use for your own protection. Hiker-Biker Campsites : Non-potable water is available in hiker-biker campsites. Please plan to filter, chemically treat, or boil the water before use for your own protection. Park Buildings: Visitor Centers, park buildings, and comfort stations water is potable. Water in all these areas is provided by the nearby municipality and does not require drinking water sampling by the park. Please note that the Swains Lock campsite draws on the same municipal water as the Swains Lockhouse and will remain potable. Winter Well Conditions: Typically around mid-November, water faucets in all camping areas throughout the park are turned off for the season. This gives the pipes a chance to dry out and prevents water inside the pipes from freezing, expanding, and causing the pipes to crack or burst in the cold. Campsites are still open to the public, but visitors should plan to bring their own water supply. Faucets are turned back on in the spring. Water availability is subject to change. Always bring plenty of water with you as a backup option . Please plan your trip accordingly. Overnight Parking Parking overnight is allowed in designated parking areas anywhere in the park without a permit. If you choose to park overnight in the Washington, DC or Montgomery County, MD sections of the park, you should submit your license plate number, description of your car, and when you expect to return to copermitsoffice@nps.gov. If you park outside of Washington, DC and Montgomery County, you do not need to submit this information.

Parking lots are not patrolled regularly, so do not leave any valuables inside your vehicles. The National Park Service is not responsible for cars or their contents; parking is at your own risk. Trash This is a trash free park; take all trash away.

Camping allows you to enjoy the tranquility of the C&O Canal at night. Pictured here is Indian Flats hiker biker campsite. NPS Photo Hiker-Biker Campsites No fee; first-come, first-served; no reservations. Stays limited to one night per site, per trip. With the exception of Swains Lock (Mile 16.6), all campsites are located anywhere from 1 to 5 miles from the nearest parking area. Use the Recreation Guide by Milepost above to determine the nearest parking area to your campsite of choice. Please plan accordingly. All sites have: chemical toilet, picnic table, firepit, and non-potable well water. Well water at hiker-biker campsites is non-potable . Water is not treated and not for drinking or cooking. If you use this water, you are advised to filter, chemically treat, or boil before use. Water is turned off from mid-November to mid-April each year.

Paw Paw campsite NPS photo Reservable Campgrounds By reservation only. Make a reservation . Stay is limited to 14 days between May 1 and October 1. Stay is limited to a total of 30 days for the entire calendar year. No RV Hookups. Trailer length may not exceed 20 feet All sites have: chemical toilet, picnic table, firepit, and well water. Well water within the drive-in campgrounds is potable and treated with iodine - do NOT drink if you have any iodine allergies or if you are on medication for an overactive thyroid. In general, well water is clean and able to be used without additional treatment. However, as a general precaution for wells located in a flood zone, you are advised to boil or treat the water before use for your own protection. Water is turned off from mid-November to mid-April each year. Drive-in Campgrounds Antietam Creek and Paw Paw have adjacent parking, but visitors cannot park at the actual campsite. Visitors may not park and sleep in recreational vehicles in these parking areas. $20 per site per night, pass holders may be entitled to additional discounts. Limit eight people per site. Group Campgrounds $40 per site per night during peak season, and $20 during non-peak season. Groups with more than eight people need to use the group campsites or register for more than one site in the campground.

Camping Regulations Camp only in designated sites. This is a trash free park ; take all trash away. Quiet hours: 10 pm and 6 am Pets must be leashed at all times. Bring only kiln fired or dried wood into the park; it may also be collected from grounded dead material in park and used in campgrounds only, do not remove wood. Bring handsaws to cut to size. Fires restricted to grills and fire rings provided or portable grills positioned off the ground. Coals must be extinguished and removed from the park. Single campsites at Drive-In campgrounds allow a maximum of two tents and eight people. Hiker-Biker campsites can fit a maximum of five to ten tents, depending on the campsite. Please refer to signage at the campsite for specific details. Do not tie ropes to trees and structures. The use of hammocks at the Chesapeake & Ohio Canal NHP is permitted at designated hiker-biker campsites and within campgrounds where reservations are required. If attaching to trees, hammocks must have straps that are at least one inch wide. Plastic zip cords, nails or screws are not permitted for the purpose of anchoring a hammock. Do not wash dishes, bathe, or clean fish near wells. Draining or dumping refuse from trailers or other vehicles is prohibited.

Want to spend a night under the stars at the C&O Canal? Then you've come to the right place! The C&O Canal is a 184.5 mile long linear park stretching between Washington, DC, and Cumberland, Maryland. It is about a 4 hour drive end to end. The park offers two different types of campsites: Primitive Campsites for hikers and bikers, and Reservable Campgrounds for individuals and groups. There are no RV hookups in the park. Read more below to find out which type of campsite will work best for you. Private accommodations are available in many canal towns or stay in a refurbished lockhouse operated by the C&O Canal Trust . Download the Recreational Guide by Milepost (pdf).

Well water is generally available in across the park from mid-April (around the 15th) to mid-November (around the 15th). Since spring 2023, the well water in hiker-biker campsites have been signed non-potable . Water from wells at paid campgrounds remains potable and safe for drinking, cooking, or washing. This change occurred to ensure a more reliable water source for visitors in the park. Due to testing and treatment requirements, the park can maintain potable water in a targeted number of wells in fee campgrounds. Current state of potable water in the park:

Parking overnight is allowed in designated parking areas anywhere in the park without a permit. If you choose to park overnight in the Washington, DC or Montgomery County, MD sections of the park, you should submit your license plate number, description of your car, and when you expect to return to copermitsoffice@nps.gov. If you park outside of Washington, DC and Montgomery County, you do not need to submit this information. Parking lots are not patrolled regularly, so do not leave any valuables inside your vehicles. The National Park Service is not responsible for cars or their contents; parking is at your own risk.

With 184.5 miles of towpath to choose from, there are lots of places to roam and run!