Hike #1277; Clarks Ferry to Newport
11/30/19 Clarks Ferry to Newport PA with John DiFiore, James Quinn, Diane Reider, Brittany Audrey, and Mr. Morris
911 Trail Map
This next hike would be another point to point, the next in the 911 Memorial Trail series.
A view from the AT at Clarks Ferry
We had last visited in October, where we covered the section from Ellendale Forge to Duncannon. This route was taken because it was a better walking route than the one suggested on the website, which relies only on road walking between Blue Marsh Lake and Duncannon area.
I had no interest in doing that horrible road walk suggested there, so I spoke with Robert Thomas, one of the planners, who gave several other suggested routes.
One of them was the Horse-Shoe Trail, which I recently completed, so I didn’t want to just repeat that. Another was part of the Conewago Trail and Lebanon Valley Rail Trail, but I’d done that and connected to Harrisburg too.
The AT above Clarks Ferry
I wanted to do something new, but something that also fits into this series. When Thomas suggested Stoney Valley Rail Trail, I recognized something I’d have more interest in completing. Some of the suggested route also allowed for me to explore more of the old Union Canal, which was also on my list.
For this hike, we would finally return to the actual suggested trail route between Duncannon and Newport, although I took several liberties on this one as well.
I need to find my own interests in these routes, because the long road walk through the Juniata River valley just looks boring as all hell.
Fortunately, this route is also the former route of the Pennsylvania Canal Juniata Division. I’d traced much of this already between Huntingdon and Hollidaysburg as closely as possible, and so this would help fill in that gap.
It’s getting complicated with the planning of these things, because it’s getting to be so far away. The canal also switches sides of the river, and much is inaccessible.
Junction with Susquehanna Trail
I reviewed the route as much as I could beforehand, and I tacked a little loop on to the start of it.
The Appalachian Trail has numerous side trails which we tried to incorporate as much as we could when we were doing the Appalachian Trail series across the state. There are however tons of theme we never got around to. It’s a bigger commitment to come out this far, and it’s harder to figure out how the side trails would fit into another series. So, some of these I passed by.
Such was the case with the Susquehanna Trail, a three or so mile trail that loops with the Appalachian Trail above the Clarks Ferry Bridge.
Up the AT
I planned for a loop that would start the hike off using the AT and Susquehanna Trail, and then continue out into the Juniata Valley to finish in the town of Newport. The only stuff I would be repeating that I’d already done before was some of the Appalachian Trail section, but I didn’t mind that either because I was short of photos of the section. When I did that bit, somehow I accidentally lost my good camera, my Olypus Stylus Tough, and with it most all of the photos I’d taken during the day save for the ones I’d gotten on my old LG Optimus cell phone, and some taken by others.
Clarks Ferry View
The majority of this hike would be new ground for me.
I made the meeting point to be Newport PA. John, Brittany, and I showed up first, kind of early. Diane was next, and James was out by Duncannon, so I just had him meet us at the start.
I chose the Weis shopping center in Newport as the place to meet.
The town has some history that might involve Diane’s ancestors, as it used to be called Reidersville, she told us as we were heading back to the starting point.
We headed to the park and ride and AT lot at Clarks Ferry, where the covered bridge used to cross the Susquehanna. This was also where there was a towpath crossing.
View on the Susquehanna Trail
Clarks Ferry was the original site, and then the Clarks Ferry Bridge, a covered bridge was erected there as part of the Main Line of Public Works which was the series of canals and railroads completed in the 1830s to connect Philadelphia and Pittsburg. It was made up of the Columbia and Philadelphia Railroad, the Eastern Division Canal, the Juniata Division Canal, the Allegheny Portage Railroad, and then the Western Division Canal. The route was originally intended to be entirely canal, but it was found that there was not an adequate enough water source for it. The canal was originally only going to Middletown where it could connect with the Union Canal, but even that was having trouble.
Historic view of Clarks Ferry and bridge
It was instead decided that a railway sections would be best to serve the connection interests.
There was still a whole lot of canal involved in this route however.
Clarks Ferry view today
The Eastern Division was completed in 1833, 43 miles from Columbia up the east side of the Susquehanna to Duncans Island just above Duncannon. It used 14 locks averaging 7.5 feet.
Susquehanna Trail
The last lock in the division was just adjacent to the place we had parked, but it’s now covered over by the highway and probably current bridge ramp.
There was a towpath affixed to the side of the covered bridge over the river, and the canal continued onto Duncans Island on the west side.
There was a 1,998 foot long dam across the Susquehanna just below the bridge, and the riffles from it can still be seen. This provided the slack water needed for boats to be pulled across by mules from the bridge.
Historic image of Clarks Ferry Bridge
Boats could go in three different directions from this point upstream.
On the east side of the Susquehanna, the Wiconsico Canal continued twelve miles north to Millersburg, starting in 1845, employing seven more locks in that stretch.
Map showing Clarks Ferry vicinity
The first two locks of that canal would have been within sight of where we started, but both of those are now covered over by current Route 147.
Susquehanna Trail
Boats could also move across and continue on the Main Line of Public Works by way of the Juniata Division Canal.
The Eastern Division opened in this area prior to 1833 (it was extended to Columbia by then, and used Union Canal connection I suppose prior to that).
The Juniata Division opened up in sections, and was completed in 1832, an incredible 127 miles from the Susquehanna River to the Allegheny Portage Railroad in Hollidaysburg. To overcome the 584 feet of elevation, it employed 86 locks.
Susquehanna Trail
I have read that much of this division of the canal was more poorly built than the others, and that is why so much of it is harder to find today than on other canals.
Also on the other side of the river, the Susquehanna Division continued to the north. It was part of a larger Susquehanna Network that started here at Clarks Ferry. The Susquehanna Division continued up the west side of the river to Northumberland 41 miles away, and employed twelve more locks. There, the West Branch Canal continued another 72 miles to Ferrandsville, and the North Branch Canal continued another 169 miles and connected by way of a Junction Canal to the Chemung Canal in New York, which would lead to the Erie Canal. Quite an amazing network.
Maybe one day I’ll get around to hiking all of it.
When we got to the parking area, a guy pulled up alongside of me, and put on an orange vest. It was the first day of hunting season in the area, and so we were expecting to see a lot of hunters, but we actually didnt see very many at all this time.
Susquehanna Trail
The guy introduced himself to us, and his name was Morris. I think Dan Morris. He has been working on doing sections of the Appalachian Trail when he gets the chance, and this time planned on doing the AT west to the next road, then doubling back the way he came.
I told him much of what we were doing was the same as he was doing, and that he was welcome to join us if he liked. He was at first just going ot do the AT out and back, but I explained to him that he could see different stuff this way.
Seasonal view on Susquehanna Trail
When it sunk in, he said “Yah, I think I’ll do that!”
And so, we got another participant just like that.
We started out by following the AT up hill, across the former Pennsylvania Railroad tracks, and then up the step part of a stone retaining wall to a switchback.
The AT section is incredibly steep sloped. The climb is not all that hard, but a fall to the right off of the precipice could certainly mean death.
Seasonal Susquehanna Trail view
We continued climbing up on a very well constructed side hill trail until we got to the intersection of the Susquehanna Trail, the blue blazed side trail that makes its way along the ridge a little lower down.
As per my AT map, the trail continued all the way out to a power line to the east...at least as per the map I was carrying. We would soon find out that the trail had been rerouted, and maybe to some degree completely reconstructed. It was a good thing it worked out this way, or we’d be short on time.
Rock outcrops
The trail took us up hill a bit more, and then kind of leveled off. There were some nice rock outcrops, and I found a nice spot where a historic photo that included the old dam and covered bridge had been taken.
We continued along the trail, which followed along about the same elevation contour, and then hit an old woods road.
It crossed the road and continued up hill, but there was a sign on the road reading “trail closed”. My Appalachian Trail map reads that Susquehanna Trail is a woods road.
Rocks on the AT
None of the Susquehanna Trail that we had followed was a woods road. It was all foot path. I figure this road was probably the former Susquehanna Trail, but that it had been closed off by the land owner.
The way it was supposed to go was to be a woods road heading to the east for a bit, then to the right on the second utility line clearing. The trail we followed started climbing a long set of switchbacks, which were very well constructed through some pretty intense rock, and eventually took us up to the AT again west of the first utility line.
AT on the ridge
I had thought that we would be going almost to the next road with our new friend Mr. Morris, but that wasn’t the case. I informed him that he would need to continue out to the road to go through with his plan, but that we had to turn back on the AT to get where we were going.
We said our goodbyes and he got the information needed to join future hikes. We then started climbing a bit more on the AT to a rocky ridge top.
View through the trees
There were some pretty cool overhanging rocks on the way up. I’d forgotten just how cool the section was the last time I was up on it.
When we got to the top of a rocky outcrop, there was a bit of a view through the trees to the west, up the Juniata River with it’s confluence with the Susquehanna in view. I seemed to remember this view being a little clearer. Maybe the trees grew a bit since the last time I was there.
View up the Juniata from the Susquehanna
We continued down and up through some rocky clefts, and then there was a bit of a view to the south through some sparse trees, of the Susquehanna bending around Dauphin Narrows.
The AT
The trail reached a point on the rocky ridge with a pointy outcrop, and then started weaving down hill to the right just after a spot where there was a little cave into the rocks.
The route is really great, along the slope where a fall would be deadly.
On the way down, we passed through a wider shelf, where there was an old stone foundation and and some stone rows around.
The foundation was part of the Berkeheimer Farm, which burned down some time between 1910 and 1920. The stone row area had camp sites and a bit of a view to Duncannon.
View on the AT to the Juniata
We continued down hill via more switchbacks and passed the junction with the Susquehanna Trail where we had turned off from earlier, and continued down hill.
On the AT
The trail soon reached the railroad tracks where we descended form the wall again and into the parking lot.
I had forgotten to grab my Fiesta Wrap I had bought at Sheetz on the way up, so it was a good thing we were passing the van again.
We then turned to cross over the Clarks Ferry Bridge.
The bridge here was completed in 1996 with a good walkway for the Appalachian Trail. It replaced a concrete arch bridge that was erected to replace the original covered bridge in 1925.
We passed beneath the on ramp from Rt 22 east of us, and continued across the bridge where we could see a riffle in the river that remains of the Pennsylvania Canal dam.
Once on the other side, we continued on the AT route, which crosses without a crosswalk over Rt 849.
The trail then crosses over the concrete arch bridge over the Juniata River.
The Duncannon area is one of the most rednecky of all of the Appalachian Trail towns.
On the AT
When I think of an AT town, I think of gentrified, well-to-do neighborhoods with cute little upscale shops, places to stay, places to eat, as well as museums and visitor centers.
Duncannon doesn’t welcome us with stuff like that. At the turn, there are two strip clubs. There was the lack of a crosswalk on a major road. The trail crosses again with no safe crossing as it enters Duncannon just ahead, at the Pennsylvania Railroad underpass, and then it passes through town through a nice neighborhood, but without many stores or anything one would expect.
On the AT
One would expect the most popular trail in the world to go past the businesses or at least the historic sites, but they have the trail running up a residential street rather than the historic thoroughfare where there are accesses to the Susquehanna River.
This time, we turned away form the AT before getting to town.
We reached the entrance to Duncannon Lions Club Campgrounds, and continued just a bit ahead to an old concrete foundation on the right.
Outcrops
We cut behind the foundation, where there was a beat old AT marker post leaning up, and then entered the back part of the campground parallel with the former Pennsylvania Railroad track.
We continued through the camp ground, which only had a few people staying in it. One guy seemed to have a permanent structure to the right, which was made of ply wood and junk material. The other sites had a degree of decor, but only a couple of other people were around. Much of the decor was patriotic Fourth of July style stuff and American Flags.
View on the trail
We reached a little stream where the road turned. We had to turn right and cross a bridge over the creek, and it didn’t look like anyone was using the camp ground beyond that point. We were able to follow it to the very end, but there was no path that continued beyond. We then turned left and climbed to the railroad tracks. This was the former Pennsylvania Railroad.
The Pennsylvania Railroad in this area took shape originally in the 1850s through the area, and coexisted with the Pennsylvania Canal. The state sold the Main Line of Public Works to the Pennsylvania Railroad in 1857.
View down the Susquehanna
The rest of the Pennsylvania Canal system was sold off by 1859. The Pennsylvania Railroad continued to operate the Pennsylvania Canal system it acquired in sections, and abandoned bits of it over time. Most of the canal system around Clarks Ferry was finished by 1901.
The Pennsylvania Railroad went through major improvements like many of the railroads did after the turn of the century, and the main line through this area was rebuilt and to a degree rerouted in 1904 partly onto the old canal route.
View down the Susquehanna
The main lines went to four tracks wide eventually. The track we started to follow was once a four track, but it was now brought back to only two.
Despite only having half what it did, there were always trains coming by all day. We must have passed at least fifteen of them.
There was an island to the right of us I do not know the name of, but the river between it and the near shore looked like it might have been a navigation thing.
Rock outcrops
The track bed here was once four tracks wide, but today is only two. That gave us plenty of room to walk.
We started following it up along the Juniata with the island to the right. There were some pretty high cliffs off to the right, so we couldn’t just get up to the nearby road that the trail officially follows.
There’s no way I was going to go up on that pavement for that long anyway. We continued and soon passed beneath the bridge that carries Routes 11 and 15 over the Juniata.
View south of the Susquehanna
At this point, the Juniata Division canal was on the other side, passing through fields to the north, having just crossed from Duncans Island to follow the river.
View down to the Dauphin Narrows
We continued walking the tracks to the north, and eventually we could see the remains of the piers for the old canal aqueduct ahead in the river. The first train passed us here.
Clarks Ferry Bridge from the AT
We had seen a few trains from above on the Appalachian Trail, but this was the first one up close. It was a long freight train heading westbound carried lots of metal containers.
When it passed, we continued a little ahead and then bushwhacked down to the slope steeply toward the river edge.
We moved over a bit closer to the old aqueduct site, and could see that the piers to the bridge were still standing on either side of the river, just barely to the waters edge.
AT at Clarks Ferry
We got a little closer, and could see that the near abutment to the crossing was badly deteriorated. The rest of the piers only had footings in place and the rest was rubble.
Coming down from the AT
Directly on the other side from here, the Susquehanna Division Canal continued up along the west side of the Susquehanna, and crossed over an aqueduct across a water channel between the Juniata and the Susquehanna that was filled in starting some time in the early 1900s, perhaps 1907.
This was quite a cool site to see.
While we were there, another train came by. This one was an eastbound Amtrack passenger one. We continued from here around the aqueduct site and into a mowed area with fire pit.
The AT
I didn’t want to come out in a back yard, so we went to the left an climbed the fill to the former canal. The prism was recognizable at this point. We followed the former canal route, which became a bit messy, and then climbed back up to the railroad tracks. from which we could still see it.
I think there might have been a lock in this area, but I’m not sure.
We walked the tracks to the north, and there were more houses to the right. The road that serves them is called Towpath Road, which I had wanted badly to walk, but it is not currently a through route. It ends at various points of private land.
Historic marker on the canal at Clarks Ferry
We pushed on ahead and crossed over Linton Hill Road. I had thought maybe to go to the road and walk that through this stretch, but it still looked pretty inviting along the tracks, so we stayed down there.
Another trail heading westbound soon came by. We got off of the right of way and sat down to let them pass pretty much every time they went by, as not to cause any problems.
We continued on, and passed what were probably rail fans waiting to watch trains at one of the crossings. We went over Pennell’s Church Road I think next.
We crossed a brook in this stretch, and I wondered what the canal did to get over it. Maybe a weir or just a small culvert.
We continued on and crossed over Bretz Lane. I looked at the maps to see how we were doing, and found a business next to us called “Wee Wee Walkers Pet Relief Specialists”, which was quite funny.
We entered a wooded section ahead, and another train went by. We sat on a cement thing and waited before moving on. We then crossed over Short Road, a more dirt type road crossing. The canal was just below us to the right.
Clarks Ferry Bridge
Lower Bailey Road started running closely parallel with us for this next stretch, and it descended closer to the edge of the tracks.
The canal got closer to the railroad bed, and I think it goes under it through part of this section ahead.
I recall another train passing in this section as well.
I was looking at remnants of the canal going off to the left, through here, as well as what was probably the earlier right of way of the Pennsylvania Railroad.
Former dam site across the Susquehanna
At around the point the other routes came back to the current track route, another train went by, and we were already in the woods checking out the other grade.
John had already ridden some of the route of the trail by bicycle recently, and was familiar with what was coming up.
The parallel road, Lower Bailey Road, is actually great in this area. It becomes unpaved, and then is gated off to traffic, which I would not have expected. It becomes simply a trail through State Game Lands #281.
Juniata Aqueduct site
I was happy to leave the tracks to climb up and walk this lovely route for a bit. We made our way through some weeds, and then found the old road to be wide and grassy.
Historic map of the canal above Duncans Island
We simply began following the old road to the northwest.
This was a nice long and relaxing stretch. We saw a couple more trains go by from above. In this section, I think the railroad is almost entirely built over the canal.
We eventually came to where the road became a vehicle one again, and there were two trucks parked there, probably someone hunting.
We continued on the road, because there would be hardly anyone on it anyway.
I didn’t know anything about where we were walking to, but there were a few houses coming up. The first one was on the right, down hill, seemingly abandoned.
The next two were in somewhat poor shape, but obviously lived in.
We had stopped and chatted briefly with some hunters at the corner of Old Limekiln Lane and Lower Bailey Road. They were just about finishing up for the day, and seemed somewhat amused and surprised to see anyone out walking around.
Abandoned Lower Bailey Road
After the second home, someone pointed out that behind it and down through the yard was an old iron furnace.
I was rather blown away to see this back there. It was in fact a furnace, recently repointed.
Map with Duncan's Island
The furnace is directly related to the beginnings of the town I have found. It was called the Caroline Furnace, and it was constructed along the canal in 1835.
Caroline Furnace
The Caroline Furnace was built by John Dunbar Creigh and named after his wife Caroline Williamson.
It was actually a somewhat common practice to name the furnaces after wives, as we had seen on many other furnace visits such as JoAnna Furnace and others.
Thanks to the convenience provided by the Juniata Division Pennsylvania Canal, and plentiful lumber and materials needed for the operation, it seemed like a successful venture.
Historic view of Caroline Furnace
Unfortunately, Creigh overextended his assets, didn't pay his labor, and went bankrupt in 1839. He reportedly had an underage Irish boy working for him, and fell into debt.
Caroline Furnace
The site was purchased by politician Joseph Bailey in 1845, and the settlement became known as Baileysburg. There was a wharf built on the canal in this area, and some of the former mooring area beside the furnace is certainly built upon by the railroad today.
Vacant scene
The furnace ceased operation some time around 1850, and sat idle ever since. The settlement became simply known as "Bailey". In 2011, Perry Historians acquired the land, and raised funds to have it stabilized in 2018.
Lock #2 was somewhere just to the east of Caroline Furnace, but might be buried.
Sign we found
We continued to head mostly north and passed Upper Bailey Road, where there was an old school house converted into a residence.
The railroad moved off more to the right, as did the canal in this area.
We simply remained on the road, which is the official trail route through this section. It was lightly traveled, so it wasn’t bad at all. We followed it around a bend and switched from going north to west, and passed the intersection with Leshville Road. I suppose that’s the name of the little settlement that was along the canal just below. The towpath route is now a road route down below, but there’s no way to connect from either side. I probably missed a lock or something in this stretch as well, but it’s just not nearly as easy to try to trace as other canals we do. The canal continues in another disconnected section with a “Towpath Road” following it, but we didn’t have the time to be doing out and backs on those.
River Bend Hop Farm Brewery
After a short bit, we came to the River Bend Hop Farm and Brewery, which was my planned lunch stop. It was a bit late for lunch, but that was okay.
This turned out to be quite a very good stop. The place had beautiful ambiance, with beers brewed on premises and delicious food.
I had a “Belgian Style Strong Banana Stout” which was far better than even I expected it would be, as well as their specialty burger with their recommended dressing topping. It was excellent.
Always better when we meet a cat!
The young girl who served us took my credit card and saw my cat, Carrot, on it.
“OH MY GOD, is this your cat???” she asked enthusiastically. People actually ask me this quite often.
I concurred, and she went on about how she loved animals so much, and that she would pick them up on the road to try to help them. She had just recently picked up a porcupine and took it to an animal sanctuary for rehabilitation. Of course, I had to show her photos of the possums Jillane has accumulated and how incredibly cute they are.
The canal
She said she loves to hike, and would like to join us when we are back in the area, so maybe we recruited someone new!
We left the place and headed out the back of it to try to reach Bretz Development Road, which leads to a piece of the canal towpath and the tracks.
On the way, we met a friendly tabby cat that approached us right away. The cat was skiddish, but soon allowed us to pet it.
We headed down the road, and then turned left on the tracks again. The sun was getting lower in the sky, and I was getting worried that we’d get back to Newport before dark.
Canal remnants beyond the tracks
The canal was close to the tracks, in the development, recognizable but not something we could really get on and walk.
We chose to just stay on the tracks much of the way toward Newport. We had limited daylight, but figured we could probably make it.
After the houses were gone, the canal moved closer to the railroad bed, and then soon passed beneath it. I then watched the left, inland side, and could see it emerge there. I then noticed the original Pennsylvania Railroad right of way over on the far side.
The canal towpath and rail bed beyond
When the canal weaved back in, we stepped off to check it out again, and another train went by. We did hear several of them while we were stopped to eat as well. We figured we’d heard around fifteen all day by that time.
After this, Lower Bailey Road started appearing on the left of us, descending.
When it came down right next to the tracks, we turned to the left and started following the road for a bit of a break.
Abandoned Pennsylvania Canal along the tracks
We continued along the road a bit more, and then came to a well type of structure. Inside the enclosure, there was a water pump. A few pumps got it running well.
Well well well
We took a little break here, and Lower Bailey Road started going slightly up hill again. We chose to turn back to the right onto the tracks heading toward Newport. Yet another train passed by us as we were headed toward town.
I missed a lock somewhere in this area, which Frank Clement had posted in his Pennsylvania Canal group on facebook. I look at a lot of his stuff for reference on the areas I don’t know about going into it, and I missed this one as the hike approached. Too bad because it looks to be in good shape.
Last train
As we aproached the town of Newport, there was a ballfield on the left of us. I figured we would turn away from the tracks there, and then make our way directly into town.
The original Pennsylvania Railroad route through town used to go along what is now the south or west side of this Oliver Township park, and some of it looked like we would be able to follow it is a piece of trail through town.
We headed to a little playground that was right along where the tracks had once been.
Goofin off
John and Brittany got on one of those awesome old merry go round things and I spun them around, and we tried the slide, and I think all of us used the swings.
It was getting darker, but at this point it was fine because we were into town.
As we walked from here, it was obvious that we were following the old railroad bed, right next to the road. This was the main double tracked route during most of the time the canal was in service, although it appears the current track location might have coexisted with it for a time because a historic photo suggests it.
Historic image of the Little Buffalo Aqueduct and Pennsylvania Railroad Bridge, pre-1900.
The town of Newport was originally called Ryder’s Ferry, or Reiders Ferry. It took on the name of Newport only after the canal arrived.
Historic Newport map
We continued along the right of way parallel with 3rd Street, and then got on the right of way alone as it approached the crossing of Little Buffalo Creek.
The old rail bed
There is a ton more exploring to do here.
There was once another railroad that continued up the Little Buffalo Creek called the Newport and Shermans Valley Railroad. It is partially a trail to the west in Little Buffalo State Park. There is also the former Pennsylvania Canal route to the north of town to the point where it used to cross the Juniata River again on a second aqueduct. On the next 911 hike, we’re going to cross over the river at Newport and continue on the other side to that point. There’s no way I’m doing down and then back up the river for such a long distance.
Little Buffalo Bridge
When we approached the bridge crossing, I wanted to be sure this was the railroad, and that it was an earlier one, and so I went down next to the bridge to see if it was made of stone.
The rail bed
If it had been made of concrete, I would have known it was built after 1900, but it wasn’t. It was a nice double stone arch.
I’m not sure if my historic photo is of the Little Buffalo or Buffalo Creek further north. It could be either, but I’m leaning toward the north.
We continued across the bridge and into the parking area of the fire department, then the railroad continued right up the center of 3rd Street. This route took us a few blocks straight ahead right to exactly in the part of the Weis parking lot we had parked in.
Sign has seen better days...
It was only a little after dark we had finished, and it had gone very well.
We had seen a bit more of the canal than I had anticipated seeing, as well as a lot of the railroad. We had some abandoned road turn trail, historic sites like the furnace, and some awesome views.
It seems like every time I do one of these hikes in this series, I say to myself “Okay, this is going to be the worst one in the series yet. This one is kind of going to suck.”, but it never ends up being that way. Every one of them has been something I’m very excited about and happy that I’d done it.
The next one from here has more road walk than the previous one, but also some trail and non trail sections where we will be directly on the old canal for a good while. It will also take us through a much more suburban area, but with a couple of pieces of off trail that might make it a little bit more exciting.
Aqueduct site
I managed to find a Perry County Atlas from 1877 we can use on future hikes:
http://www.historicmapworks.com/Atlas/US/10596/Perry+County+1877/
HAM
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