Information taken from The Office of Public Works leaflet "The Royal Canal".

The attraction of linking Dublin with the River Shannon was obvious and in 1755 two alternative routes were put forward to the Irish Parliament.

The Southerly route (via Sallins and Tullamore to reach the Shannon near Banagher) was approved and this became the Grand Canal.

In the 1780's a disgruntled director of the Grand Canal Company decided to build a rival link to the Shannon using a more northerly route (somewhat similar to that rejected in 1755), and got a parliament grant for the purpose. Work commenced in 1790, although it must have been doubtful even then as to whether the level of traffic could justify two canals.

An early request by the Grand Canal Company that both canals save money by sharing a route to Dublin from a point near Edenderry/Kinnegad was rejected by the Royal Canal Company. Cost mounted and several times the compand was rescued by further injections of Government money. As the canal neared the Shannon the rival Grand Canal Company helped prevent the link being made at Lough Ree and forced further expense by insisting that the canal followed the longer route set out in it's charter. The Royal Canal finally reached the river at Clondra, Co. Longford, in 1817. The total cost of building the canal was £1,421,954.

The quality of workmanship was very high - most lock chambers and bridges are still in almost perfect condition after 200 years. As was customary at the time many of the bridges were named after directors or major shareholders. John Binns who was one of the principal supporters of the Royal Canal and had previously been a director of the Grand Canal Company, has the unique distinction of lending his name to a bridge on both the Grand Canal (at Robertstown, Co. Kildare) and the Royal Canal (at Drumcondra, Dublin).

Virtually all the materials needed were available locally. Oak was the principal timber used for the lock gates, and limestone quarries provided stone for bridges and lock chambers. Lime kilns (to provide mortar) and forges (for racking equipment) were set up along the route. Heavy impervious clay (to line the bed and sides of the canal) was also widely available. The enormous physical task of construction fell to a huge workforce of locally recruited labourers and tradesmen.

By 1920 cargo had fallen further to 10,000 tons, a slight revival occourred during the 1939-45 war with the turf trade to Dublin but by the 1950's there was virtually no traffic. In 1955 the last through voyage was made by the "Hark" and the canal was offically closed to navigation by C.I.E. (which had taken over in 1944 when railway, tram and bus transport were nationalised).

They set up a lock-gate factory in Dublin to build lock-gates for the eastern section of the canal, and organised dredging works and many improvements schemes. Without their efforts the canal would not have survived. Westmeath County Council then set up another lock-gate factory in Killucan to make lock-gates for the western section of the canal.

By late 1989 all lock-gates between Blanchardstown, Co. Dublin and Mullingar had been replaced and dredging and other essential works enabled this section of the canal to be reopened to navigation in May, 1990, the two hundredth annivarsary of the commencement of construction.

Restoration is now underway west of Mullingar. Dredging is being carried out, lock-gates are being manufactured and installed, and sections are being gradually re-watered. However there are many major obstacles to be overcome, especially low bridges. The task of complete restoration is a very considerable undertaking and progress will depend on the resources which are available. There is strong local support for the project, as there always has been from the RCAG, and they continue to offer valuable help along the way.

In addition to boating traffic the canal has tremendous potential for amenity purposes. It represents a liner corridor which will facilitate leisure persuits. The Office of Public Works has initiated a major programme to transform the canal into a top class fishery. Partly because of it's comparative neglect for so many years it supports a wide range of wild flowers, insects and birds. Several areas along the canal and it's towpath are of great interest to nature lovers.

The Royal Canal has been appreciated as an engineering achievement, an unspoilt boating venue, a rewarding fishing amenity and as a nature trail by all who make the effort to savour it.