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Title: The Paths of Inland Commerce, A Chronicle of Trail, Road,
and Waterway

Author: Archer B. Hulbert

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This Book, Volume 21 In The Chronicles Of America Series, Allen
Johnson, Editor, Was Donated To Project Gutenberg By The James J.
Kelly Library Of St. Gregory's University; Thanks To Alev Akman.

Scanned by Dianne Bean. Proofed by Doris Ringbloom.





THE PATHS OF INLAND COMMERCE, A CHRONICLE OF TRAIL, ROAD, AND WATERWAY

By Archer B. Hulbert




PREFACE

If the great American novel is ever written, I hazard the guess
that its plot will be woven around the theme of American
transportation, for that has been the vital factor in the
national development of the United States. Every problem in the
building of the Republic has been, in the last analysis, a
problem in transportation. The author of such a novel will find a
rich fund of material in the perpetual rivalries of pack-horseman
and wagoner, of riverman and canal boatman, of steamboat promoter
and railway capitalist. He will find at every point the old
jostling and challenging the new pack-horsemen demolishing wagons
in the early days of the Alleghany traffic; wagoners deriding
Clinton's Ditch; angry boatmen anxious to ram the paddle wheels
of Fulton's Clermont, which threatened their monopoly. Such
opposition has always been an incident of progress; and even in
this new country, receptive as it was to new ideas, the
Washingtons, the Fitches, the Fultons, the Coopers, and the
Whitneys, who saw visions and dreamed dreams, all had to face
scepticism and hostility from those whom they would serve.

A. B. H.

Worcester, Mass., 
June, 1919.


CONTENTS

I. THE MAN WHO CAUGHT THE VISION
II. THE RED MAN'S TRAIL
III. THE MASTERY OF THE RIVERS
IV. A NATION ON WHEELS
V. THE FLATBOAT AGE
VI. THE PASSING SHOW OF 1800
VII. THE BIRTH OF THE STEAMBOAT
VIII. THE CONQUEST OF THE ALLEGHANIES
IX. THE DAWN OF THE IRON AGE
X. THE PATHWAY OF THE LAKES
XI. THE STEAMBOAT AND THE WEST
BIBLIOGRAPHICAL NOTE


THE PATHS OF INLAND COMMERCE

CHAPTER I. The Man Who Caught The Vision

Inland America, at the birth of the Republic, was as great a
mystery to the average dweller on the Atlantic seaboard as the
elephant was to the blind men of Hindustan. The reports of those
who had penetrated this wilderness--of those who had seen the
barren ranges of the Alleghanies, the fertile uplands of the
Unakas, the luxuriant blue-grass regions, the rich bottom lands
of the Ohio and Mississippi, the wide shores of the inland seas,
or the stretches of prairie increasing in width beyond the
Wabash--seemed strangely contradictory, and no one had been able
to patch these reports together and grasp the real proportions of
the giant inland empire that had become a part of the United
States. It was a pathless desert; it was a maze of trails,
trodden out by deer, buffalo, and Indian. Its great riverways
were broad avenues for voyagers and explorers; they were
treacherous gorges filled with the plunder of a million floods.
It was a rich soil, a land of plenty; the natives were seldom
more than a day removed from starvation. Within its broad
confines could dwell a great people; but it was as inaccessible
as the interior of China. It had a great commercial future; yet
its gigantic distances and natural obstructions defied all known
means of transportation.

Such were the varied and contradictory stories told by the men
who had entered the portals of inland America. It is not
surprising, therefore, that theories and prophecies about the
interior were vague and conflicting nor that most of the schemes
of statesmen and financiers for the development of the West were
all parts and no whole. They all agreed as to the vast richness
of that inland realm and took for granted an immense commerce
therein that was certain to yield enormous profits. In faraway
Paris, the ingenious diplomat, Silas Deane, writing to the Secret
Committee of Congress in 1776, pictured the Old Northwest--
bounded by the Ohio, the Alleghanies, the Great Lakes, and the
Mississippi--as paying the whole expense of the Revolutionary
War.* Thomas Paine in 1780 drew specifications for a State of
from twenty to thirty millions of acres lying west of Virginia
and south of the Ohio River, the sale of which land would pay the
cost of three years of the war.** On the other hand, Pelatiah
Webster, patriotic economist that he was, decried in 1781 all
schemes to "pawn" this vast westward region; he likened such
plans to "killing the goose that laid an egg every day, in order
to tear out at once all that was in her belly." He advocated the
township system of compact and regular settlement; and he argued
that any State making a cession of land would reap great benefit
"from the produce and trade" of the newly created settlements.

* Deane's plan was to grant a tract two hundred miles square at
the junction of the Ohio and the Mississippi to a company on the
condition that a thousand families should be settled on it within
seven years. He added that, as this company would be in a great
degree commercial, the establishing of commerce at the junction
of those large rivers would immediately give a value to all the
lands situated on or near them.

** Paine thought that while the new State could send its exports
southward down the Mississippi, its imports must necessarily come
from the East through Chesapeake Bay because the current of the
Mississippi was too strong to be overcome by any means of
navigation then known.


There were mooted many other schemes. General Rufus Putnam, for
example, advocated the Pickering or "Army" plan of occupying the
West; he wanted a fortified line to the Great Lakes, in case of
war with England, and fortifications on the Ohio and the
Mississippi, in case Spain should interrupt the national commerce
on these waterways. And Thomas Jefferson theorized in his study
over the toy states of Metropotamia and Polypotamia--brought his

...trees and houses out
And planted cities all about.

But it remained for George Washington, the Virginia planter, to
catch, in something of its actual grandeur, the vision of a
Republic stretching towards the setting sun, bound and unified by
paths of inland commerce. It was Washington who traversed the
long ranges of the Alleghanies, slept in the snows of Deer Park
with no covering but his greatcoat, inquired eagerly of trapper
and trader and herder concerning the courses of the Cheat, the
Monongahela, and the Little Kanawha, and who drew from these
personal explorations a clear and accurate picture of the future
trade routes by which the country could be economically,
socially, and nationally united.

Washington's experience had peculiarly fitted him to catch this
vision. Fortune had turned him westward as he left his mother's
knee. First as a surveyor for Lord Fairfax in the Shenandoah
Valley and later, under Braddock and Forbes, in the armies
fighting for the Ohio against the French he had come to know the
interior as it was known by no other man of his standing. His own
landed property lay largely along the upper Potomac and in and
beyond the Alleghanies. Washington's interest in this property
was very real. Those who attempt to explain his early concern
with the West as purely altruistic must misread his numerous
letters and diaries. Nothing in his unofficial character shows
more plainly than his business enterprise and acumen. On one
occasion he wrote to his agent, Crawford, concerning a proposed
land speculation: "I recommend that you keep this whole matter a
secret or trust it only to those in whom you can confide. If the
scheme I am now proposing to you were known, it might give alarm
to others, and by putting them on a plan of the same nature,
before we could lay a proper foundation for success ourselves,
set the different interests clashing and in the end overturn the
whole." Nor can it be denied that Washington's attitude to the
commercial development of the West was characterized in his early
days by a narrow colonial partisanship. He was a stout Virginian;
and all stout Virginians of that day refused to admit the
pretensions of other colonies to the land beyond the mountains.  
But from no man could the shackles of self-interest and
provincial rivalry drop more quickly than they dropped from
Washington when he found his country free after the close of the
Revolutionary War. He then began to consider how that country
might grow and prosper. And he began to preach the new doctrine
of expansion and unity. This new doctrine first appears in a
letter which he wrote to the Marquis de Chastellux in 1783, after
a tour from his camp at Newburg into central New York, where he
had explored the headwaters of the Mohawk and the Susquehanna: "I
could not help taking a more extensive view of the vast inland
navigation of these United States [the letter runs] and could not
but be struck by the immense extent and importance of it, and of
the goodness of that Providence which has dealt its favors to us
with so profuse a hand. Would to God we may have wisdom enough to
improve them. I shall not rest contented till I have explored the
Western country, and traversed those lines, or great part of
them, which have given bounds to a new empire."

"The vast inland navigation of these United States!" It is an
interesting fact that Washington should have had his first
glimpse of this vision from the strategic valley of the Mohawk,
which was soon to rival his beloved Potomac as an improved
commercial route from the seaboard to the West, and which was
finally to achieve an unrivaled superiority in the days of the
Erie Canal and the Twentieth Century Limited.

We may understand something of what the lure of the West meant to
Washington when we learn that in order to carry out his proposed
journey after the Revolution, he was compelled to refuse urgent
invitations to visit Europe and be the guest of France. "I found
it indispensably necessary," he writes, "to visit my Landed
property West of the Apalacheon Mountains.... One object of
my journey being to obtain information of the nearest and best
communication between Eastern & Western waters; & to facilitate
as much as in me lay the Inland Navigation of the Potomack."

On September 1, 1784, Washington set out from Mount Vernon on his
journey to the West. Even the least romantic mind must feel a
thrill in picturing this solitary horseman, the victor of
Yorktown, threading the trails of the Potomac, passing on by
Cumberland and Fort Necessity and Braddock's grave to the
Monongahela. The man, now at the height of his fame, is retracing
the trails of his boyhood--covering ground over which he had
passed as a young officer in the last English and French war--but
he is seeing the land in so much larger perspective that,
although his diary is voluminous, the reader of those pages would
not know that Washington had been this way before. Concerning
Great Meadows, where he first saw the "bright face of danger" and
which he once described gleefully as "a charming place for an
encounter," he now significantly remarks: "The upland, East of
the meadow, is good for grain." Changed are the ardent dreams
that filled the young man's heart when he wrote to his mother
from this region that singing bullets "have truly a charming
sound." Today, as he looks upon the flow of Youghiogheny, he sees
it reaching out its finger tips to Potomac's tributaries. He
perceives a similar movement all along the chain of the
Alleghanies: on the west are the Great Lakes and the Ohio, and
reaching out towards them from the east, waiting to be joined by
portage road and canal, are the Hudson, the Susquehanna, the
Potomac, and the James. He foresees these streams bearing to the
Atlantic ports the golden produce of the interior and carrying
back to the interior the manufactured goods of the seaboard. He
foresees the Republic becoming homogeneous, rich, and happy.
"Open ALL the communication which nature has afforded," he wrote
Henry Lee, "between the Atlantic States and the Western
territory, and encourage the use of them to the utmost...and
sure I am there is no other tie by which they will long form a
link in the chain of Federal Union."

Crude as were the material methods by which Washington hoped to
accomplish this end, in spirit he saw the very America that we
know today; and he marked out accurately the actual pathways of
inland commerce that have played their part in the making of
America. Taking the city of Detroit as the key position,
commercially, he traced the main lines of internal trade. He
foresaw New York improving her natural line of communication by
way of the Mohawk and the Niagara frontier on Lake Erie--the
present line of the Erie Canal and the New York Central Railway.
For Pennsylvania, he pointed out the importance of linking the
Schuylkill and the Susquehanna and of opening the two avenues
westward to Pittsburgh and to Lake Erie. In general, he thus
forecast the Pennsylvania Canal and the Pennsylvania and the Erie
railways. For Maryland and Virginia he indicated the Potomac
route as the nearest for all the trade of the Ohio Valley, with
the route by way of the James and the Great Kanawha as an
alternative for the settlements on the lower Ohio. His vision
here was realized in a later day by the Potomac and the
Chesapeake and Ohio Canal, the Cumberland Road, the Baltimore and
Ohio Railway, and by the James-Kanawha Turnpike and the
Chesapeake and Ohio Railway.

Washington's general conclusions are stated in a summary at the
end of his Journal, which was reproduced in his classic letter to
Harrison, written in 1784. His first point is that every State
which had water routes reaching westward could enhance the value
of its lands, increase its commerce, and quiet the democratic
turbulence of its shut-in pioneer communities by the improvement
of its river transportation. Taking Pennsylvania as a specific
example, he declared that "there are one hundred thousand souls
West of the Laurel Hill, who are groaning under the
inconveniences of a long land transportation.... If this
cannot be made easy for them to Philadelphia...they will seek
a mart elsewhere.... An opposition on the part of [that]
government...would ultimately bring on a separation between
its Eastern and Western settlements; towards which there is not
wanting a disposition at this moment in that part of it beyond
the mountains."

Washington's second proposal was the achievement of a new and
lasting conquest of the West by binding it to the seaboard with
chains of commerce. He thus states his point: "No well informed
mind need be told that the flanks and rear of the United
territory are possessed by other powers, and formidable ones 
too--nor how necessary it is to apply the cement of interest to 
bind all parts of it together, by one indissoluble
bond--particularly
the middle States with the Country immediately back of them--for
what ties let me ask, should we have upon those people; and how
entirely unconnected should we be with them if the Spaniards on
their right or Great Britain on their left, instead of throwing
stumbling blocks in their way as they do now, should invite their
trade and seek alliances with them?"

Some of the pictures in Washington's vision reveal, in the light
of subsequent events, an almost uncanny prescience. He very
plainly prophesied the international rivalry for the trade of the
Great Lakes zone, embodied today in the Welland and the Erie
canals. He declared the possibility of navigating with oceangoing
vessels the tortuous two-thousand-mile channel of the Ohio and
the Mississippi River; and within sixteen years ships left the
Ohio, crossed the Atlantic, and sailed into the Mediterranean.
His description of a possible insurrection of a western community
might well have been written later; it might almost indeed have
made a page of his diary after he became President of the United
States and during the Whiskey Insurrection in western
Pennsylvania. He approved and encouraged Rumsey's mechanical
invention for propelling boats against the stream, showing that
he had a glimpse of what was to follow after Fitch, Rumsey, and
Fulton should have overcome the mighty currents of the Hudson and
the Ohio with the steamboat's paddle wheel. His proposal that
Congress should undertake a survey of western rivers for the
purpose of giving people at large a knowledge of their possible
importance as avenues of commerce was a forecast of the Lewis and
Clark expedition as well as of the policy of the Government today
for the improvement of the great inland rivers and harbors.

"The destinies of our country run east and west.  Intercourse
between the mighty interior west and the sea coast is the great
principle of our commercial prosperity."  These are the words of
Edward Everett in advocating the Boston and Albany Railroad. In
effect Washington had uttered those same words half a century
earlier when he gave momentum to an era filled with energetic
but unsuccessful efforts to join with the waters of the West the 
rivers reaching inland from the Atlantic. The fact that American
engineering science had not in his day reached a point where it
could cope with this problem successfully should in no wise
lessen our admiration for the man who had thus caught the vision
of a nation united and unified by improved methods of
transportation.



CHAPTER II. The Red Man's Trail

For the beginnings of the paths of our inland commerce, we must
look far back into the dim prehistoric ages of America. The
earliest routes that threaded the continent were the streams and
the tracks beaten out by the heavier four-footed animals. The
Indian hunter followed the migrations of the animals and the
streams that would float his light canoe. Today the main lines of
travel and transportation for the most part still cling to these
primeval pathways.

In their wanderings, man and beast alike sought the heights, the
passes that pierced the mountain chains, and the headwaters of
navigable rivers. On the ridges the forest growth was lightest
and there was little obstruction from fallen timber; rain and
frost caused least damage by erosion; and the winds swept the
trails clear of leaves in summer and of snow in winter. Here lay
the easiest paths for the heavy, blundering buffalo and the
roving elk and moose and deer. Here, high up in the sun, where
the outlook was unobstructed and signal fires could be seen from
every direction, on the longest watersheds, curving around river
and swamp, ran the earliest travel routes of the aboriginal
inhabitants and of their successors, the red men of historic
times. For their encampments and towns these peoples seem to have
preferred the more sheltered ground along the smaller streams;
but, when they fared abroad to hunt, to trade, to wage war, to
seek new, material for pipe and amulet, they followed in the main
the highest ways.

If in imagination one surveys the eastern half of the North
American continent from one of the strategic passageways of the
Alleghanies, say from Cumberland Gap or from above Kittanning
Gorge, the outstanding feature in the picture will be the
Appalachian barrier that separates the interior from the Atlantic
coast. To the north lie the Adirondacks and the Berkshire Hills,
hedging New England in close to the ocean. Two glittering
waterways lie east and west of these heights--the Connecticut and
the Hudson. Upon the valleys of these two rivers converged the
two deeply worn pathways of the Puritan, the Old Bay Path and the
Connecticut Path. By way of Westfield River, that silver
tributary which joins the Connecticut at Springfield,
Massachusetts, the Bay Path surmounted the Berkshire highlands
and united old Massachusetts to the upper Hudson Valley near Fort
Orange, now Albany.

Here, north of the Catskills, the Appalachian barrier subsides
and gives New York a supreme advantage over all the other
Atlantic States--a level route to the Great Lakes and the West.
The Mohawk River threads the smiling landscape; beyond lies the
"Finger Lake country" and the valley of the Genesee. Through this
romantic region ran the Mohawk Trail, sending offshoots to Lake
Champlain and the St. Lawrence, to the Susquehanna, and to the
Allegheny. A few names have been altered in the course of years--
the Bay Path is now the Boston and Albany Railroad, the Mohawk
Trail is the New York Central, and Fort Orange is Albany--and
thus we may tell in a dozen words the story of three centuries.

Upon Fort Orange converged the score of land and water pathways
of the fur trade of our North. These Indian trade routes were
slowly widened into colonial roads, notably the Mohawk and
Catskill turnpikes, and these in turn were transformed into the
Erie, Lehigh, Nickel Plate, and New York Central railways. But
from the day when the canoe and the keel boat floated their bulky
cargoes of pelts or the heavy laden Indian pony trudged the
trail, the routes of trade have been little or nothing altered.

Traversing the line of the Alleghanies southward, the eye notes
first the break in the wall at the Delaware Water Gap, and then
that long arm of the Susquehanna, the Juniata, reaching out
through dark Kittanning Gorge to its silver playmate, the dancing
Conemaugh. Here amid its leafy aisles ran the brown and red
Kittanning Trail, the main route of the Pennsylvania traders from
the rich region of York, Lancaster, and Chambersburg. On this
general alignment the Broadway Limited flies today toward
Pittsburgh and Chicago. A little to the south another important
pathway from the same region led, by way of Carlisle, Bedford,
and Ligonier, to the Ohio. The "Highland Trail" the Indian
traders called it, for it kept well on the watershed dividing the
Allegheny tributaries on the north from those of the Monongahela
on the south.

Farther to the south the scene shows a change, for the Atlantic
plain widens considerably. The Potomac River, the James, the
Pedee, and the Savannah flow through valleys much longer than
those of the northern rivers. Here in the South commerce was
carried on mainly by shallop and pinnace. The trails of the
Indian skirted the rivers and offered for trader and explorer
passageway to the West, especially to the towns of the Cherokees
in the southern Alleghanies or Unakas; but the waterways and the
roads over which the hogsheads of tobacco were rolled (hence
called "rolling roads") sufficed for the needs of the thin
fringes of population settled along the rivers. Trails from
Winchester in Virginia and Frederick in Maryland focused on
Cumberland at the head of the Potomac. Beyond, to the west, the
finger tips of the Potomac interlocked closely with the
Monongahela and Youghiogheny, and through this network of
mountain and river valley, by the "Shades of Death" and Great
Meadows, coiled Nemacolin's Path to the Ohio. Even today this
ancient route is in part followed by the Baltimore and Ohio and
the Western Maryland Railway.

A bird's-eye view of the southern Alleghanies shows that, while
the Atlantic plain of Virginia and the Carolinas widens out, the
mountain chains increase in number, fold on fold, from the Blue
Ridge to the ragged ranges of the Cumberlands. Few trails led
across this manifold barrier. There was a connection at Balcony
Falls between the James River and the Great Kanawha; but as a
trade route it was of no such value to the men of its day as the
Chesapeake and Ohio system over the same course is to us. As in
the North, so in the South, trade avoided obstacles by taking a
roundabout, and often the longest route. In order to double the
extremity of the Unakas, for instance, the trails reached down by
the Valley of Virginia and New River to the uplands of the
Tennessee, and here, near Elizabethton, they met the trails
leading up the Broad and the Yadkin rivers from Charleston, South
Carolina.

To the west rise the somber heights of Cumberland Gap. Through
this portal ran the famous "Warrior's Path," known to wandering
hunters, the "trail of iron" from Fort Watauga and Fort Chiswell,
which Daniel Boone widened for the settlers of Kentucky. To the
southwest lay the Blue Grass region of Tennessee with its various
trails converging on Nashville from almost every direction. Today
the Southern Railway enters the "Sapphire Country," in which
Asheville lies, by practically the same route as the old
Rutherfordton Trail which was used for generations by red man and
pioneer from the Carolina coast. In our entire region of the
Appalachians, from the Berkshire Hills southward, practically
every old-time pathway from the seaboard to the trans-Alleghany
country is now occupied by an important railway system, with the
exception of the Warrior's Trail through Cumberland Gap to
central Ohio and the Highland Trail across southern Pennsylvania.
And even Cumberland Gap is accessible by rail today, and a line
across southern Pennsylvania was once planned and partially
constructed only to be killed by jealous rivals.

These numerous keys to the Alleghanies were a challenge to the
men of the seaboard to seize upon the rich trade of the West
which had been early monopolized by the French in Canada. But the
challenge brought its difficult problems. What land canoes could
compete with the flotillas that brought their priceless cargoes
of furs each year to Montreal and Quebec? What race of
landlubbers could vie with the picturesque bands of fearless
voyageurs who sang their songs on the Great Lakes, the Ohio, the
Illinois, and the Mississippi?

In the solution of this problem of diverting trade probably the
factor of greatest importance, next to open pathways through the
mountain barriers, was the rich stock-breeding ground lying
between the Delaware and the Susquehanna rivers, a region
occupied by the settlers familiarly known as the Pennsylvania
Dutch. In this famous belt, running from Pennsylvania into
Virginia, originated the historic pack-horse trade with the "far
Indians" of the Ohio Valley. Here, in the first granary of
America, Germans, Scotch-Irish, and English bred horses worthy of
the name. "Brave fat Horses" an amazed officer under Braddock
called the mounts of five Quakers who unexpectedly rode into camp
as though straight "from the land of Goshen." These animals,
crossed with the Indian "pony" from New Spain, produced the wise,
wiry, and sturdy pack-horse, fit to transport nearly two hundred
pounds of merchandise across the rough and narrow Alleghany
trails. This animal and the heavy Conestoga horse from the same
breeding ground revolutionized inland commerce.

The first American cow pony was not without his cowboy. Though
the drivers were not all of the same type and though the
proprietors, so to speak, of the trans-Alleghany pack-horse trade
came generally from the older settlements, the bulk of the hard
work was done by a lusty army of men not reproduced again in
America until the picturesque figure of the cow-puncher appeared
above the western horizon. This breed of men was nurtured on the
outer confines of civilization, along the headwaters of the
Susquehanna, the Potomac, the James, and the Broad--the country
of the "Cowpens." Rough as the wilderness they occupied, made
strong by their diet of meat and curds, these Tatars of the
highlands played a part in the commercial history of America that
has never had its historian. In their knowledge of Indian
character, of horse and packsaddle lore, of the forest and its
trails in every season, these men of the Cowpens were the kings
of the old frontier.

An officer under Braddock has left us one of the few pictures of
these people*:

* "Extracts of Letters from an Officer" (London, 1755).


"From the Heart of the Settlements we are now got into the
Cow-pens; the Keepers of these are very extraordinary Kind of
Fellows, they drive up their Herds on Horseback, and they had
need do so, for their Cattle are near as wild as Deer; a Cow-pen
generally consists of a very large Cottage or House in the Woods,
with about four-score or one hundred Acres, inclosed with high
Rails and divided; a small Inclosure they keep for Corn, for the
family, the rest is the Pasture in which they keep their calves;
but the Manner is far different from any Thing you ever saw; they
may perhaps have a Stock of four or five hundred to a thousand
Head of Cattle belonging to a Cow-pen, these run as they please
in the Great Woods, where there are no Inclosures to stop them.
In the Month of March the Cows begin to drop their Calves, then
the Cow-pen Master, with all his Men, rides out to see and drive
up the Cows with all their new fallen Calves; they being weak
cannot run away so as to escape, therefore are easily drove up,
and the Bulls and other Cattle follow them; and they put these
Calves into the Pasture, and every Morning and Evening suffer the
Cows to come and suckle them, which done they let the Cows out
into the great Woods to shift for their Food as well as they can;
whilst the Calf is sucking one Tit of the Cow, the Woman of the
Cow-Pen is milking one of the other Tits, so that she steals some
Milk from the Cow, who thinks she is giving it to the Calf; soon
as the Cow begins to go dry, and the Calf grows Strong, they mark
them, if they are Males they cut them, and let them go into the
Wood. Every Year in September and October they drive up the
Market Steers, that are fat and of a proper Age, and kill them;
they say they are fat in October, but I am sure they are not so
in May, June and July; they reckon that out of 100 Head of Cattle
they can kill about 10 or 12 steers, and four or five Cows a
Year; so they reckon that a Cow-Pen for every 100 Head of Cattle
brings about 40 pounds Sterling per Year. The Keepers live
chiefly upon Milk, for out of their Vast Herds, they do
condescend to tame Cows enough to keep their Family in Milk,
Whey, Curds, Cheese and Butter; they also have Flesh in Abundance
such as it is, for they eat the old Cows and lean Calves that are
like to die. The Cow-Pen Men are hardy People, are almost
continually on Horseback, being obliged to know the Haunts of
their Cattle". "You see, Sir, what a wild set of Creatures Our
English Men grow into, when they lose Society, and it is
surprising to think how many Advantages they throw away, which
our industrious Country-Men would be glad of: Out of many hundred
Cows they will not give themselves the trouble of milking more
than will maintain their Family."

With such a race of born horsemen, every whit as bold and
resourceful as the voyageurs, to bear the brunt of a new era of
transportation, all that was needed to challenge French trade
beyond the Alleghanies was competent and aggressive leadership.
The situation called for men of means, men of daring, men closely
in touch with governors and assemblies and acquainted with the
web of politics that was being spun at Philadelphia,
Williamsburg, New York, London, and Paris. Generations of
tenacious struggle along the American frontier had developed such
men. The Weisers, Croghans, Gists, Washingtons, Franklins,
Walkers, and Cresaps were men of varied descent and nationality.
They had the cunning, the boldness, and the resources to
undertake successfully the task of conquering commercially the
Great West. They were the first men of the colonies to be
unafraid of that bugbear of the trader, Distance. We may aptly
call them the first Americans because, though not a few were
actually born abroad, they were the first whose plans, spirit,
and very life were dominated by the vision of an America of
continental dimensions.

The long story of French and English rivalry and of the war which
ended it concerns us here chiefly as a commercial struggle. The
French at Niagara (1749) had access to the Ohio by way of Lake
Erie and any one of several rivers--the Allegheny, the Muskingum,
the Scioto, or the Miami. The main routes of the English were the
Nemacolin and Kittanning paths. The French, laboring under the
disadvantages of the longer distance over which their goods had
to be transported to the Indians and of the higher price
necessarily demanded for them, had to meet the competition of the
traders from the rival colonies of Pennsylvania and Virginia,
each of them jealous of and underbidding the other.

When Celoron de Blainville was sent to the Allegheny in 1749, by
the Governor of New France, his message was that "the Governor of
Canada desired his children on Ohio to turn away the English
Traders from amongst them and discharge them from ever coming to
trade there again, or on any of the Branches." He sent away all
the traders whom he found, giving them letters addressed to their
respective governors denying England's right to trade in the
West. To offset this move, within two years Pennsylvania sent
goods to the value of nine hundred pounds in order to hold the
Indians constant. The Governor had already ordered the traders to
sell whiskey to the Indians at "5 Bucks" per cask and had told
the Indians, through his agent Conrad Weiser, that if any trader
refused to sell the liquor at that price they might "take it from
him and drink it for nothing." There was but one way for the
French to meet such competition. Without delay they fortified the
Allegheny and began to coerce the natives. Driving away the
carpenters of the Ohio Company from the present site of
Pittsburgh, they built Fort Duquesne. The beginning of the Old
French War ended what we may call the first era of the pack-horse
trade.

The capture of Fort Duquesne by the English army under General
Forbes in 1758 and the final conquest of New France two years
later removed the French barrier and opened the way to expansion
beyond the Alleghanies. Thereafter settlements in the Monongahela
country grew apace. Pittsburgh, Uniontown, Morgantown,
Brownsville, Ligonier, Greensburg, Connellsville--we give the
modern names--became centers of a great migration which was
halted only for a season by Pontiac's Rebellion, the aftermath of
the French War, and was resumed immediately on the suppression of
that Indian rising. The pack-horse trade now entered its final
and most important era. The earlier period was one in which the
trade was confined chiefly to the Indians; the later phase was
concerned with supplying the needs of the white man in his
rapidly developing frontier settlements. Formerly the principal
articles of merchandise for the western trade were guns,
ammunition, knives, kettles, and tools for their repair,
blankets, tobacco, hatchets, and liquor. In the new era every
known product of the East found a market in the thriving
communities of the upper Ohio. As time went on the West began to
send to the East, in addition to skins and pelts, whiskey that
brought a dollar a gallon. Each pony could carry sixteen gallons
and every drop could be sold for real money. On the return trip
the pack-horses carried back chiefly salt and iron.

Doddridge's "Notes", one of the chief sources of our information,
gives this lively picture:

"In the fall of the year, after seeding time, every family formed
an association with some of their neighbors, for starting the
little caravan. A master driver was to be selected from among
them, who was to be assisted by one or more young men and
sometimes a boy or two. The horses were fitted out with
packsaddles, to the latter part of which was fastened a pair of
hobbles made of hickory withes,--a bell and collar ornamented
their necks. The bags provided for the conveyance of the salt
were filled with bread, jerk, boiled ham, and cheese furnished a
provision for the drivers. At night, after feeding, the horses,
whether put in pasture or turned out into the woods, were hobbled
and the bells were opened. The barter for salt and iron was made
first at Baltimore; Frederick, Hagerstown, Oldtown, and Fort
Cumberland, in succession, became the places of exchange. Each
horse carried two bushels of alum salt, weighing eighty-four
pounds to the bushel. This, to be sure, was not a heavy load for
the horses, but it was enough, considering the scanty subsistence
allowed them on the journey. The common price of a bushel of alum
salt, at an early period, was a good cow and a calf.

Thus, with the English flag afloat at Fort Pitt, as Duquesne was
renamed after its capture, a new day dawned for the great region
to the West. Beyond the Alleghanies and as far as the Rockies, a
new science of transportation was now to be learned--the art of
finding the dividing ridge. Here the first routes, like the
"Great Trail" from Pittsburgh to Detroit, struck out with an
assurance that is in marvelous agreement with the findings of the
surveyors of a later day. The railways, when they came, found the
valleys and penetrated with their tunnels the watersheds from the
heads of the streams of one drainage area to the streams of
another. Thus on the Pennsylvania, the Baltimore and Ohio, the
Southern, the Chesapeake and Ohio, and other railroads, important
tunnels are to be found lying immediately under the Red Man's
trail which clung to the long ascending slope and held
persistently to the dividing ridges.

Even this necessarily brief survey shows plainly how that
preeminently American institution, the ridge road, came about.
East and west, it was the legitimate and natural successor to the
ancient trail. With the coming of the wagon, whose rattle was
heard among the hills as early as Braddock's campaign, the
process of lowering these paths from the heights was inevitably
begun, and it was to the riverways that men first looked for a
solution of the difficult problems of inland commerce. Eventually
the paths of inland commerce constituted a vast network of
canals, roads, and railway lines in those very valleys to which
Washington had called the nation's attention in 1784.



CHAPTER III. The Mastery Of The Rivers

It would perhaps have been well, in the light of later
difficulties and failures, if the men who at Washington's call
undertook to master the capricious rivers of the seaboard had
studied a stately Spanish decree which declared that, since God
had not made the rivers of Spain navigable, it were sacrilege for
mortals to attempt to do so. Even before the Revolution, Mayor
Rhodes of Philadelphia was in correspondence with Franklin in
London concerning the experiences of European engineers in
harnessing foreign streams. That sage philosopher, writing to
Rhodes in 1772, uttered a clear word of warning: "rivers are
ungovernable things," he had said, and English engineers "seldom
or never use a River where it can be avoided." But it was the
birthright of New World democracy to make its own mistakes and in
so doing to prove for itself the errors of the Old World.

As energetic men all along the Atlantic Plain now took up the
problem of improving the inland rivers, they faced a storm of
criticism and ridicule that would have daunted any but such as
Washington and Johnson of Virginia or White and Hazard of
Pennsylvania or Morris and Watson of New York. Every imaginable
objection to such projects was advanced--from the inefficiency of
the science of engineering to the probable destruction of all the
fish in the streams. In spite of these discouragements, however,
various men set themselves to form in rapid succession the
Potomac Company in 1785, the Society for Promoting the
Improvement of Inland Navigation in 1791, the Western Inland Lock
Navigation Company in 1792, and the Lehigh Coal Mine Company in
1793. A brief review of these various enterprises will give a
clear if not a complete view of the first era of inland water
commerce in America.

The Potomac Company, authorized in 1785 by the legislatures of
Maryland and Virginia, received an appropriation of $6666 from
each State for opening a road from the headwaters of the Potomac
to either the Cheat or the Monongahela, "as commissioners...
shall find most convenient and beneficial to the Western
settlers." This was the only public aid which the enterprise
received; and the stipulated purpose clearly indicates the fact
that, in the minds of its promoters, the transcontinental
character of the undertaking appeared to be vital. The remainder
of the money required for the work was raised by public
subscription in the principal cities of the two States. In this
way 40,300 pounds was subscribed, Virginia men taking 266 shares
and Maryland men 137 shares. The stock holders elected George
Washington as president of the company, at a salary of thirty
shillings a year, with four directors to aid him, and they chose
as general manager James Rumsey, the boat mechanician. These men
then proceeded to attack the chief impediments in the Potomac--
the Great Falls above Washington, the Seneca Falls at the mouth
of Seneca Creek, and the Shenandoah Falls at Harper's Ferry. But,
as they had difficulty in obtaining workmen and sufficient liquor
to cheer them in their herculean tasks, they made such slow
progress that subscribers, doubting Washington's optimistic
prophecy that the stock would increase in value twenty per cent,
paid their assessments only after much deliberation or not at
all. Thirty-six years later, though $729,380 had been spent and
lock canals had been opened about the unnavigable stretches of
the Potomac River, a commission appointed to examine the affairs
of the company reported "that the floods and freshets
nevertheless gave the only navigation that was enjoyed." As for
the road between the Potomac and the Cheat or the Monongahela,
the records at hand do not show that the money voted for that
enterprise had been used.

The Potomac Company nevertheless had accomplished something: it
had acquired an asset of the greatest value--a right of way up
the strategic Potomac Valley; and it had furnished an object
lesson to men in other States who were struggling with a similar
problem. When, as will soon be apparent, New York men undertook
the improvement of the Mohawk waterway there was no pattern of
canal construction for them to follow in America except the
inadequate wooden locks erected along the Potomac. It is
interesting to know that Elkanah Watson, prominent in inland
navigation to the North, went down from New York in order to
study these wooden locks and that New Yorkers adopted them as
models, though they changed the material to brick and finally to
stone.

Pennsylvania had been foremost among the colonies in canal
building, for it had surveyed as early as 1762 the first lock
canal in America, from near Reading on the Schuylkill to
Middletown on the Susquehanna. Work, however, had to be suspended
when Pontiac's Rebellion threw the inland country into a panic.
But the enterprise of Maryland and Virginia in 1785 in developing
the Potomac aroused the Pennsylvanians to renewed activity. The
Society for Promoting the Improvement of Roads and Inland
Navigation set forth a programme that was as broad as the
Keystone State itself. Their ultimate object was to capture the
trade of the Great Lakes. "If we turn our view," read the
memorial which the Society presented to the Legislature, "to the
immense territories connected with the Ohio and Mississippi
waters, and bordering on the Great Lakes, it will appear...
that our communication with those vast countries (considering
Fort Pitt as the port of entrance upon them) is as easy and may
be rendered as cheap, as to any other port on the Atlantic tide
waters."

Pennsylvania, lying between Virginia and New York, occupied a
peculiar position. Her Susquehanna Valley stretched
northwest--not
so directly west as did the Potomac on the south and the Mohawk
on the north. This more northerly trend led these early
Pennsylvania promoters to believe that, while they might "only
have a share in the trade of those [the Ohio] waters," they could
absolutely secure for themselves the trade of the Great Lakes,
"taking Presq' Isle [Erie, Pennsylvania] which is within our own
State, as the great mart or place of embarkation."

The plan which the Society proposed involved the improvement of
water and land routes by way of the Delaware to Lake Ontario and
Lake Otsego, and of eight routes by the Susquehanna drainage,
north, northwest, and west. A bill which passed the Legislature
on April 13, 1791, appropriated money for these improvements.
Work was begun immediately on the Schuylkill-Susquehanna Canal,
but only four miles had been completed by 1794, when the
Lancaster Turnpike directed men's attention to improved highways
as an alternative more likely than canals to provide the desired
facilities for inland transportation. The work on the canal was
renewed, however, in 1821, when the rival Erie Canal was nearing
completion, and was finished in 1827. It became known as the
Union Canal and formed a link in the Pennsylvania canal system,
the development of which will be described in a later chapter.

In New York State, throughout the period of the Old French and
the Revolutionary wars, barges and keel boats had plied the
Mohawk, Wood Creek, and the Oswego to Lake Ontario. Around such
obstructions as Cohoes Falls, Little Falls, and the portage at
Rome to Wood Creek, wagons, sleds, and pack-horses had
transferred the cargoes. To avoid this labor and delay men soon
conceived of conquering these obstacles by locks and canals. As
early as 1777 the brilliant Gouverneur Morris had a vision of the
economic development of his State when "the waters of the great
western inland seas would, by the aid of man, break through their
barriers and mingle with those of the Hudson."

Elkanah Watson was in many ways the Washington of New York. He
had the foresight, patience, and persistence of the Virginia
planter. His "Journal" of a tour up the Mohawk in 1788 and a
pamphlet which he published in 1791 may be said to be the
ultimate sources in any history of the internal commerce of New
York. As a result, a company known as "The President, Directors,
and Company of the Western Inland Lock Navigation in the State of
New York," with a capital stock of $25,000, was authorized by act
of legislature in March, 1792, and the State subscribed for
$12,500 in stock. Many singular provisions were inserted in this
charter, but none more remarkable than one which stipulated that
all profits over fifteen per cent should revert to the State
Treasury. This hint concerning surplus profits, however, did not
cause a stampede when the books were opened for subscriptions in
New York and Albany. In later years, when the Erie Canal gave
promise of a new era in American inland commerce, Elkanah Watson
recalled with a grim satisfaction the efforts of these early
days. The subscription books at the old Coffee House in New York,
he tells us, lay open three days without an entry, and at Lewis's
tavern in Albany, where the books were opened for a similar
period, "no mortal" had subscribed for more than two shares.

The system proposed for the improvement of the waterways of New
York was similar to that projected for the Potomac. A canal was
to be cut from the Mohawk to the Hudson in order to avoid Cohoes
Falls; a canal with locks would overcome the forty-foot drop at
Little Falls; another canal over five thousand feet in length was
to connect the Mohawk and Wood Creek at Rome; minor improvements
were to be made between Schenectady and the mouth of the
Schoharie; and finally the Oswego Falls at Rochester were to be
circumvented also by canal. All the objections, difficulties, and
discouragements which had attended efforts to improve waterways
elsewhere in America confronted these New York promoters. They
began in 1793 at Little Falls but were soon forced to cease owing
to the failure of funds. Under the encouraging spur of a state
subscription to two hundred shares of stock, they renewed their
efforts in 1794 but were again forced to abandon the work before
the year had passed. By November, 1795, however, they had
completed the canal and in thirty days had received toll to the
amount of about four hundred dollars.

The total actual work done is not clearly shown by the documents,
but it is evident that the measure of success achieved was not
equaled elsewhere on similar improvements on a large scale. From
1796 to 1804 the tolls received at Rome amounted to over fifteen
thousand dollars, and at Little Falls to over fifty-eight
thousand dollars--a sum which exceeded the original cost of
construction. Dividends had crept up from three per cent in 1798
to five and a half per cent in 1817, the year in which work was
begun on the Erie Canal.

No struggle for the mastery of an American river matches in
certain respects the effort of the Lehigh Coal and Navigation
Company to bridle the Lehigh and make it play its part in the
commercial development of Pennsylvania. The failures and trials
of the promoters of this company were no less remarkable than
was the great success that eventually crowned the effort. In 1793
the Lehigh Coal Mine Company was organized and purchased some ten
thousand acres in the Mauch Chunk anthracite region, nine miles
from the Lehigh River. It then appropriated a sum of money to
build a road from the mines to the river in the expectation that
the State would improve the navigation of the waterway, for
which, it has already been noted, an appropriation had been made
in 1791, in accordance with the programme of the Society for
Promoting the Improvement of Roads and Inland Navigation. Nothing
was done, however, to improve the river, and the company, after
various attempts at shipping coal to Philadelphia, gave up the
effort and allowed the property, which was worth millions, to lie
idle. In 1807 the Lehigh Coal Mine Company, in another effort to
get its wares before the public, granted to Rowland and Butland,
a private firm, free right to operate one of its veins of coal;
but this operation also resulted in failure. In 1813 the company
made a third attempt and granted to a private concern a lease of
the entire property on the condition that ten thousand bushels of
coal should be taken to market annually. Difficulties immediately
made themselves apparent. No contractor could be found who would
haul the output to the Lehigh River for less than four dollars a
ton, and the man who accepted those terms lost money. Of five
barges filled at Mauch Chunk three went to pieces on the way to
Philadelphia. Although the contents of the other two sold for
twenty dollars a ton, the proceeds failed to meet expenses, and
the operating company threw up the lease.

But it happened that White and Hazard, the wire manufacturers who
purchased this Lehigh coal, were greatly pleased with its
quality. Believing that coal could be obtained more cheaply from
Mauch Chunk than from the mines along the Schuylkill, White,
Hauto, and Hazard formed a company, entered into negotiation with
the owners of the Lehigh mines, and obtained the lease of their
properties for a period of twenty years at an annual rental of
one ear of corn. The company agreed, moreover, to ship every year
at least forty thousand bushels of coal to Philadelphia for its
own consumption, to prove the value of the property.

White and his partners immediately applied to the Legislature for
permission to improve the navigation of the Lehigh, stating the
purpose of the improvement and citing the fact that their efforts
would tend to serve as a model for the improvement of other
Pennsylvania streams. The desired opportunity "to ruin
themselves," as one member of the Legislature put it, was granted
by an act passed March 20, 1818. The various powers applied for,
and granted, embraced the whole range of tried and untried
methods for securing "a navigation downward once in three days
for boats loaded with one hundred barrels, or ten tons." The
State kept its weather eye open in this matter, however, for a
small minority felt that these men would not ruin themselves.
Accordingly, the act of grant reserved to the commonwealth the
right to compel the adoption of a complete system of slack-water
navigation from Easton to Stoddartsville if the service given by
the company did not meet "the wants of the country."

Capital was subscribed by a patriotic public on condition that a
committee of stockholders should go over the ground and pass
judgment on the probable success of the effort. The report was
favorable, so far as the improvement of the river was concerned;
but the nine-mile road to the mines was unanimously voted
impracticable. "To give you an idea of the country over which the
road is to pass," wrote one of the commissioners, "I need only
tell you that I considered it quite an easement when the wheel of
my carriage struck a stump instead of a stone." The public mind
was divided. Some held that the attempt to operate the coal mine
was farcical, but that the improvement of the Lehigh River was an
undertaking of great value and of probable profit to investors.
Others were just as positive that the river improvement would
follow the fate of so many similar enterprises but that a fortune
was in store for those who invested in the Lehigh mines.

The direct result of the examiners' report and of the public
debate it provoked was the organization of the first interlocking
companies in the commercial history of America. The Lehigh
Navigation Company was formed with a capital stock of $150,000
and the Lehigh Coal Company with a capital stock of $55,000. This
incident forms one of the most striking illustrations in American
history of the dependence of a commercial venture upon methods of
inland transportation. The Lehigh Navigation Company proceeded to
build its dams and walls while the Lehigh Coal Company
constructed the first roadway in America built on the principle--
later adopted by the railway--of dividing the total distance by
the total descent in order to determine the grade. Not to be
outdone in point of ingenuity, the Lehigh Navigation Company,
then suffering from an unprecedented dearth of water, adopted
White's invention of sluice gates connecting with pools which
could be filled with reserve water to be drawn upon as navigation
required. By 1819 the necessary depth of water between Mauch
Chunk and Easton was obtained. The two companies were immediately
amalgamated under the title of the Lehigh Coal and Navigation
Company and by 1823 had sent over two thousand tons of coal to
market.

As most of the efforts to improve the rivers, however, met with
indifferent success and many failures were recorded, the pendulum
of public confidence in this aid to inland commerce swung away,
and highway improvement by means of stone roads and toll road
companies came into favor in the interval between the nation's
two eras of river improvement and canal building.



CHAPTER IV. A Nation On Wheels

In early days the Indian had not only followed the watercourses
in his canoe but had made his way on foot over trails through the
woods and over the mountains. In colonial days, Englishman and
Frenchman followed the footsteps of the Indian, and as settlement
increased and trade developed, the forest path widened into the
highway for wheeled vehicles. Massachusetts began the work of
road making in 1639 by passing an act which decreed that "the
ways" should be six to ten rods wide "in common grounds," thus
allowing sufficient room for more than one track. Similar broad 
"ways" were authorized in New York and Pennsylvania  in 1664;
stumps and shrubs were to be cut close to the ground, and
"sufficient bridges" were to be built over streams and marshy
places. Virginia passed legislation for highways at an early
date, but it was not until 1669 that strict laws were enacted
with a view to keeping the roads in a permanently good condition.
Under these laws surveyors were appointed to establish in each
county roads forty feet wide to the church and to the courthouse.
In 1700, Pennsylvania turned her local roads over to the county
justices, put the King's highway and the main public roads under
the care of the governor and his council, and ordered each county
to erect bridges over its streams.

The word "roadmaking" was capable of several interpretations. In
general, it meant outlining the course for the new thoroughfare,
clearing away fallen timber, blazing or notching the trees so
that the traveler might not miss the track, and building bridges
or laying logs "over all the marshy, swampy, and difficult dirty
places."

The streams proved serious obstacles to early traffic. It has
been shown already that the earliest routes of animal or man
sought the watersheds; the trails therefore usually encountered
one stream near its junction with another. At first, of course,
fording was the common method of crossing water, and the most
advantageous fording places were generally found near the mouths
of tributary streams, where bars and islands are frequently
formed and where the water is consequently shallow. When ferries
began to be used, they were usually situated just above or below
the fords; but when the bridge succeeded the ferry, the primitive
bridge builder went back to the old fording place in order to
take advantage of the shallower water, bars, and islands. With
the advent of improved engineering, the character of river banks
and currents was more frequently taken into consideration in
choosing a site for a bridge than was the case in the olden
times, but despite this fact the bridges of today, generally
speaking, span the rivers where the deer or the buffalo splashed
his way across centuries ago.

On the broader streams, where fording was impossible and traffic
was perforce carried by ferry, the canoe and the keel boat of the
earliest days gave way in time to the ordinary "flat" or barge.
At first the obligation of the ferryman to the public, though
recognized by English law, was ignored in America by legislators
and monopolists alike. Men obtained the land on both sides of the
rivers at the crossing places and served the public only at their
own convenience and at their own charges. In many cases, to
encourage the opening of roads or of ferries, national and state
authorities made grants of land on the same principle followed in
later days in the case of Western railroads. Such, for instance,
was the grant to Ebenezer Zane, at Zanesville, Lancaster, and
Chillicothe in the Northwest Territory. These monopolies
sometimes were extremely profitable: a descendant of the owners
of the famous Ingles ferry across New River, on the Wilderness
Road to Kentucky, is responsible for the statement that in the
heyday of travel to the Southwest the privilege was worth from
$10,000 to $15,000 annually to the family. But as local
governments became more efficient, monopolies were abolished and
the collection of tolls was taken over by the authorities. The
awakening of inland trade is most clearly indicated everywhere by
the action of assemblies regarding the operation of ferries, and
in general, by the beginning of the eighteenth century, tolls and
ferries were being regulated by law.

But neither roads nor ferries were of themselves sufficient to
put a nation on wheels. The early polite society of the settled
neighborhoods traveled in horse litters, in sedan chairs, or on
horseback, the women seated on pillions or cushions behind the
saddle riders, while oxcarts and horse barrows brought to town
the produce of the outlying farms. Although carts and rude wagons
could be built entirely of wood, there could be no marked advance
in transportation until the development of mining in certain
localities reduced the price of iron. With the increase of travel
and trade, the old world coach and chaise and wain came into use,
and iron for tire and brace became an imperative necessity. The
connection between the production of iron and the care of
highways was recognized by legislation as early as 1732, when
Maryland excused men and slaves in the ironworks from labor on
the public roads, though by the middle of the century owners of
ironworks were obliged to detail one man out of every ten in
their employ for such work.

While the coastwise trade between the colonies was still
preeminently important as a means of transporting commodities, by
the beginning of the eighteenth century the land routes from New
York to New England, from New York across New Jersey to
Philadelphia, and those radiating from Philadelphia in every
direction, were coming into general use. The date of the opening
of regular freight traffic between New York and Philadelphia is
set by the reply of the Governor of New Jersey in 1707 to a
protest against monopolies granted on one of the old widened
Indian trails between Burlington and Amboy. "At present," he
says, "everybody is sure, ONCE A FORTNIGHT, to have an
opportunity of sending any quantity of goods, great or small, at
reasonable rates, without being in danger of imposition; and the
sending of this wagon is so far from being a grievance or
monopoly, THAT BY THIS MEANS AND NO OTHER, a trade has been
carried on between Philadelphia, Burlington, Amboy, and New York,
which was never known before."

The long Philadelphia Road from the Lancaster region into the
Valley of Virginia, by way of Wadkins on the Potomac, was used by
German and Irish traders probably as early as 1700. In 1728 the
people of Maryland were petitioning for a road from the ford of
the Monocacy to the home of Nathan Wickham. Four years later Jost
Heydt, leading an immigrant party southward, broke open a road
from the York Barrens toward the Potomac two miles above Harper's
Ferry. This avenue by way of the Berkeley, Staunton, Watauga, and
Greenbrier regions to Tennessee and Kentucky--was the longest and
most important in America during the Revolutionary period. The
Virginia Assembly in 1779 appointed commissioners to view this
route and to report on the advisability of making it a wagon road
all the way to Kentucky. In 1795, efforts were made in Kentucky
to turn the Wilderness Trail into a wagon road, and in this same
year the Kentucky Legislature passed an act making the route from
Crab Orchard to Cumberland Gap a wagon road thirty feet in width.

>From Pennsylvania and from Virginia commerce westward bound
followed in the main the army roads hewn out by Braddock and
Forbes in their campaigns against Fort Duquesne. In 1755,
Braddock, marching from Alexandria by way of Fort Cumberland, had
opened a passage for his artillery and wagons to Laurel Hill,
near Uniontown, Pennsylvania. His force included a corps of
seamen equipped with block and tackle to raise and lower his
wagons in the steep inclines of the Alleghanies. Three years
later, Forbes, in his careful, dogged campaign, followed a more
northerly route. Advancing from Philadelphia and Carlisle, he
established Fort Bedford and Fort Ligonier as bases of supply and
broke a new road through the interminable forest which clothed
the rugged mountain ranges. From the first there was bitter
rivalry between these two routes, and the young Colonel
Washington was roundly criticized by both Forbes and Bouquet, his
second in command, for his partisan effort to "drive me down," as
Forbes phrased it, into the Virginia or Braddock's Road. This
rivalry between the two routes continued when the destruction of
the French power over the roads in the interior threw open to 
Pennsylvania and her southern neighbors alike the lucrative 
trade of the Ohio country.

>From the journals of the time may be caught faint glimpses of
the
toils and dangers of travel through these wild hill regions. Let
the traveler of today, as he follows the track that once was
Braddock's Road, picture the scene of that earlier time when, in
the face of every natural obstacle, the army toiled across the
mountain chains. Where the earth in yonder ravine is whipped to a
black froth, the engineers have thrown down the timber cut in
widening the trail and have constructed a corduroy bridge, or
rather a loose raft on a sea of muck. The wreck of the last wagon
which tried to pass gives some additional safety to the next.
Already the stench from the horse killed in the accident deadens
the heavy, heated air of the forest. The sailors, stripped to the
waist, are ready with ropes and tackle to let the next wagon down
the incline; the pulleys creak, the ropes groan. The horses, weak
and terror-stricken, plunge and rear; in the final crash to the
level the leg of the wheel horse is caught and broken; one of the
soldiers shoots the animal; the traces are unbuckled; another
beast is substituted. Beyond, the seamen are waiting with tackle
attached to trees on the ridge above to assist the horses on the
cruel upgrade--and Braddock, the deceived, maligned,
misrepresented, and misjudged, creeps onward in his brave
conquest of the Alleghanies in a campaign that, in spite of its
military failure, deserves honorable mention among the
achievements of British arms.

Everywhere, north and south, the early American road was a
veritable Slough of Despond. Watery pits were to be encountered
wherein horses were drowned and loads sank from sight. Frequently
traffic was stopped for hours by wagons which had broken down and
blocked the way. Thirteen wagons at one time were stalled on
Logan's Hill on the York Road. Frightful accidents occurred in
attempting to draw out loads. Jonathan Tyson, for instance, in
1792, near Philadelphia saw a horse's lower jaw torn off by the
slipping of a chain.

Save in the winter, when in the northern colonies snow filled the
ruts and frost built solid bridges over the streams, travel on
these early roads was never safe, rapid, nor comfortable. The
comparative ease of winter travel for the carriage of heavy
freight and for purposes of trade and social intercourse gave
the colder regions an advantage over the southern that was an 
important factor in the development of the country.

No genuine improvement of roads and highways seems to have been
attempted until the era heralded by Washington's letter to
Harrison in 1784. But the problem slowly forced itself upon all
sections of the country, and especially upon Pennsylvania and
Maryland, whose inhabitants began to fear lest New York,
Alexandria, or Richmond should snatch the Western trade from
Philadelphia or Baltimore. The truth that underlies the proverb
that "history repeats itself" is well illustrated by the fact
that the first macadamized road in America was built in
Pennsylvania, for here also originated the pack-horse trade and
the Conestoga horse and wagon; here the first inland American
canal was built, the first roadbed was graded on the principle of
dividing the whole distance by the whole descent, and the first
railway was operated. Macadam and Telford had only begun to show
the people of England how to build roads of crushed stone--an art
first developed by the French engineer Tresaguet--when
Pennsylvanians built the Lancaster Turnpike. The Philadelphia and
Lancaster Turnpike Road Company was chartered April 9, 1792, as a
part of the general plan of the Society for the Improvement of
Roads and Inland Navigation already described. This road,
sixty-two miles in length, was built of stone at a cost of
$465,000 and was completed in two years. Never before had such a
sum been invested in internal improvement in the United States.
The rapidity with which the undertaking was carried through and
the profits which accrued from the investment were alike
astonishing. The subscription books were opened at eleven o'clock
one morning and by midnight 2226 shares had been subscribed, each
purchaser paying down thirty dollars. At the same time Elkanah
Watson was despondently scanning the subscription books of his
Mohawk River enterprise at Albany where "no mortal" had risked
more than two shares.

The success of the Lancaster Turnpike was not achieved without a
protest against the monopoly which the new venture created. It is
true that in all the colonies the exercise of the right of
eminent domain had been conceded in a veiled way to officials to
whose care the laying out of roads had been delegated. As early
as 1639 the General Court of Massachusetts had ordered each town
to choose men who, cooperating with men from the adjoining town,
should "lay out highways where they may be most convenient,
notwithstanding any man's property, or any corne ground, so as it
occasion not the pulling down of any man's house, or laying open
any garden or orchard." But the open and extended exercise of
these rights led to vigorous opposition in the case of this
Pennsylvania road. A public meeting was held at the Prince of
Wales Tavern in Philadelphia in 1793 to protest in round terms
against the monopolistic character of the Lancaster Turnpike.
Blackstone and Edward III were hurled at the heads of the "venal"
legislators who had made this "monstrosity" possible. The
opposition died down, however, in the face of the success which
the new road instantly achieved. The Turnpike was, indeed,
admirably situated. Converging at the quaint old "borough of
Lancaster," the various routes--northeast from Virginia, east
from the Carlisle and Chambersburg region and the Alleghanies,
and southeast from the upper Susquehanna country--poured upon the
Quaker City a trade that profited every merchant, landholder, and
laborer. The nine tollgates, on the average a little less than
seven miles apart, turned in a revenue that allowed the
"President and Managers" to declare dividends to stockholders
running, it is said, as high as fifteen per cent.

The Lancaster Turnpike is interesting from three points of view:
it began a new period of American transportation; it ushered in
an era of speculation unheard of in the previous history of the
country; and it introduced American lawmakers to the great
problem of controlling public corporations.

Along this thirty-seven-foot road, of which twenty-four feet were
laid with stone, the new era of American inland travel
progressed. The array of two-wheeled private equipages and other
family carriages, the stagecoaches of bright color, and the
carts, Dutch wagons, and Conestogas, gave token of what was soon
to be witnessed on the great roads of a dozen States in the next
generation. Here, probably, the first distinction began to be
drawn between the taverns for passengers and those patronized by
the drivers of freight. The colonial taverns, comparatively few
and far between, had up to this time served the traveling public,
high and low, rich and poor, alike. But in this new era members
of Congress and the elite of Philadelphia and neighboring towns
were not to be jostled at the table by burly hostlers, drivers,
wagoners, and hucksters. Two types of inns thus came quickly into
existence: the tavern entertained the stagecoach traffic, while
the democratic roadhouse served the established lines of
Conestogas, freighters, and all other vehicles which poured from
every town, village, and hamlet upon the great thoroughfare
leading to the metropolis on the Delaware.

Among American inventions the Conestoga wagon must forever be
remembered with respect. Originating in the Lancaster region of
Pennsylvania and taking its name either from the horses of the
Conestoga Valley or from the valley itself, this vehicle was
unlike the old English wain or the Dutch wagon because of the
curve of its bed. This peculiarly shaped bottom, higher by twelve
inches or more at each end than in the middle, made the vehicle a
safer conveyance across the mountains and over all rough country
than the old straight-bed wagon. The Conestoga was covered with
canvas, as were other freight vehicles, but the lines of the bed
were also carried out in the framework above and gave the whole
the effect of a great ship swaying up and down the billowy hills.
The wheels of the Conestoga were heavily built and wore tires
four and six inches in width. The harness of the six horses
attached to the wagon was proportionately heavy, the back bands
being fifteen inches wide, the hip straps ten, and the traces
consisting of ponderous iron chains. The color of the original
Conestoga wagons never varied: the underbody was always blue and
the upper parts were red. The wagoners and drivers who manned
this fleet on wheels were men of a type that finds no parallel
except in the boatmen on the western rivers who were almost their
contemporaries. Fit for the severest toil, weathered to the color
of the red man, at home under any roof that harbored a demijohn
and a fiddle, these hardy nomads of early commerce were the
custodians of the largest amount of traffic in their day.

The turnpike era overlaps the period of the building of national
roads and canals and the beginning of the railway age, but it is
of greatest interest during the first twenty-five years of the
nineteenth century, up to the time when the completion of the
Erie Canal set new standards. During this period roads were also
constructed westward from Baltimore and Albany to connect, as the
Lancaster Turnpike did at its terminus, with the thoroughfares
from the trans-Alleghany country. The metropolis of Maryland was
quickly in the field to challenge the bid which the Quaker City
made for western trade. The Baltimore-Reisterstown and
Baltimore-Frederick turnpikes were built at a cost of $10,000 and
$8,000 a mile respectively; and the latter, connecting with roads
to Cumberland, linked itself with the great national road to Ohio
which the Government built between 1811 and 1817. These famous
stone roads of Maryland long kept Baltimore in the lead as the
principal outlet for the western trade. New York, too, proved her
right to the title of Empire State by a marvelous activity in
improving her magnificent strategic position. In the first seven
years of the nineteenth century eighty-eight incorporated road
companies were formed with a total capital of over $8,000,000.
Twenty large bridges and more than three thousand miles of
turnpike were constructed. The movement, indeed, extended from
New England to Virginia and the Carolinas, and turnpike companies
built all kinds of roads--earth, corduroy, plank, and stone.

In many cases the kind of road to be constructed, the tolls to be
charged, and the amount of profit to be permitted, were laid down
in the charters. Thus new problems confronted the various
legislatures, and interesting principles of regulation were now
established. In most cases companies were allowed, on producing
their books of receipts and expenditures, to increase their tolls
until they obtained a profit of six per cent on the investment,
though in a number of cases nine per cent was permitted. When
revenues increased beyond the six per cent mark, however, the
tendency was to reduce tolls or to use the extra profit to
purchase the stock for the State, with the expectation of
ultimately abolishing tollgates entirely. The theories of state
regulation of corporations and the obligations of public
carriers, extending even to the compensation of workmen in case
of accident, were developed to a considerable degree in this
turnpike era; but, on the other hand, the principle of permitting
fair profit to corporations upon public examination of their
accounts was also recognized.

The stone roads, which were passable at all seasons, brought a
new era in correspondence and business. Lines of stages and
wagons, as well known at that time as are the great railways of
today, plied the new thoroughfares, provided some of the comforts
of travel, and assured the safer and more rapid delivery of
goods. This period is sometimes known in American history as "The
Era of Good Feeling" and the turnpike contributed in no small
degree to make the phrase applicable not only to the domain of
politics but to all the relations of social and commercial life.

While road building in the East gives a clear picture of the rise
and growth of commerce and trade in that section, it is to the
rivers of the trans-Alleghany country that we must look for a
corresponding picture in this early period. The canoe and pirogue
could handle the packs and kegs brought westward by the files of
Indian ponies; but the heavy loads of the Conestoga wagons
demanded stancher craft. The flatboat and barge therefore served
the West and its commerce as the Conestoga and turnpike served
the East.



CHAPTER V. The Flatboat Age

In the early twenties of the last century one of the popular
songs of the day was "The Hunters of Kentucky." Written by Samuel
Woodworth, the author of "The Old Oaken Bucket," it had
originally been printed in the New York Mirror but had come into
the hands of an actor named Ludlow, who was playing in the old
French theater in New Orleans. The poem chants the praises of the
Kentucky riflemen who fought with Jackson at New Orleans and
indubitably proved

That every man was half a horse
And half an alligator.

Ludlow knew his audience and he saw his chance. Setting the words
to Risk's tune, "Love Laughs" at Locksmiths, donning the costume
of a Western riverman, and arming himself with a long "squirrel"
rifle, he presented himself before the house. The rivermen who
filled the pit received him, it is related, with "a prolonged
whoop, or howl, such as Indians give when they are especially
pleased." And to these sturdy men the words of his song made a
strong appeal:

We are a hardy, freeborn race,
 Each man to fear a stranger;
Whate'er the game, we join in chase,
 Despising toil and danger;
And if a daring foe annoys,
 No matter what his force is,
We'll show him that Kentucky boys
 Are Alligator-horses.

The title "alligator-horse," of which Western rivermen were very
proud, carried with it a suggestion of amphibious strength that
made it both apt and figuratively accurate. On all the American
rivers, east and west, a lusty crew, collected from the waning
Indian trade and the disbanded pioneer armies, found work to its
taste in poling the long keel boats, "corralling" the bulky
barges--that is, towing them by pulling on a line attached to the
shore--or steering the "broadhorns" or flatboats that transported
the first heavy inland river cargoes. Like longshoremen of all
ages, the American riverman was as rough as the work which
calloused his hands and transformed his muscles into bands of
tempered steel. Like all men given to hard but intermittent
labor, he employed his intervals of leisure in coarse and brutal
recreation. Their roistering exploits, indeed, have made these
rivermen almost better known at play than at work. One of them,
the notorious Mike Fink, known as "the Snag" on the Mississippi
and as the "Snapping Turtle" on the Ohio, has left the record,
not that he could load a keel boat in a certain length of time,
or lift a barrel of whiskey with one arm, or that no tumultuous
current had ever compelled him to back water, but that he could
"out-run, out-hop, out-jump, throw down, drag out, and lick any
man in the country," and that he was "a Salt River roarer."

Such men and the craft they handled were known on the Atlantic
rivers, but it was on the Mississippi and its branches,
especially the Ohio, that they played their most important part
in the history of American inland commerce. Before the beginning
of the nineteenth century wagons and Conestogas were bringing
great loads of merchandise to such points on the headwaters as
Brownsville, Pittsburgh, and Wheeling. As early as 1782, we are
told, Jacob Yoder, a Pennsylvania German, set sail from the
Monongahela country with the first flatboat to descend the Ohio
and Mississippi. As the years passed, the number of such craft
grew constantly larger. The custom of fixing the widespreading
horns of cattle on the prow gave these boats the alternative name
of "broadhorns," but no accurate classification can be made of
the various kinds of craft engaged in this vast traffic.
Everything that would float, from rough rafts to finished barges,
was commandeered into service, and what was found unsuitable for
the strenuous purposes of commercial transportation was palmed
off whenever possible on unsuspecting emigrants en route to the
lands of promise beyond.

Flour, salt, iron, cider and peach brandy were staple products of
the Ohio country which the South desired. In return they shipped
molasses, sugar, coffee, lead, and hides upon the few keel boats
which crept upstream or the blundering barges which were
propelled northward by means of oar, sail, and cordelle. It was
not, however, until the nineteenth century that the young West
was producing any considerable quantity of manufactured goods.
Though the town of Pittsburgh had been laid out in 1764, by the
end of the Revolution it was still little more than a collection
of huts about a fort. A notable amount of local trade was carried
on, but the expense of transportation was very high even after
wagons began crossing the Alleghanies. For example, the cost from
Philadelphia and Baltimore was given by Arthur Lee, a member of
Congress, in 1784 as forty-five shillings a hundredweight, and a
few months later it is quoted at sixpence a pound when Johann D.
Schoph crossed the mountains in a chaise--a feat "which till now
had been considered quite impossible." Opinions differed widely
as to the future of the little town of five hundred inhabitants.
The important product of the region at first was Monongahela
flour which long held a high place in the New Orleans market.
Coal was being mined as early as 1796 and was worth locally
threepence halfpenny a bushel, though within seven years it was
being sold at Philadelphia at thirty-seven and a half cents a
bushel. The fur trade with the Illinois country grew less
important as the century came to its close, but Maynard and
Morrison, cooperating with Guy Bryan at Philadelphia, sent a
barge laden with merchandise to Illinois annually between 1790
and 1796, which returned each season with a cargo of skins and
furs. Pittsburgh was thus a distributing center of some
importance; but the fact that no drayman or warehouse was to be
found in the town at this time is a significant commentary on the
undeveloped state of its commerce and manufacture.

After Wayne's victory at the battle of the Fallen Timber in 1794
and the signing of the Treaty of Greenville in 1795, which ended
the earlier Indian wars of the Old Northwest and opened for
settlement the country beyond the Ohio, a great migration
followed into Ohio, Indiana, and Kentucky, and the commercial
activity of Pittsburgh rapidly increased. By 1800 a score of
profitable industries had arisen, and by 1803 the first bar-iron
foundry was, to quote the advertisement of its owner,
"sufficiently upheld by the hand of the Almighty" to supply in
part the demand for iron and castings. Glass factories were
established, and ropewalks, sail lofts, boatyards, anchor
smithies, and brickyards, were soon ready to supply the rapidly
increasing demands of the infant cities and the countryside on
the lower Ohio. When the new century arrived the Pittsburgh
district had a population of upwards of two thousand.

One by one the other important centers of trade in the great
valley beyond began to show evidences of life. Marietta, Ohio,
founded in 1788 by Revolutionary officers from New England,
became the metropolis of the rich Muskingum River district, which
was presently sending many flatboats southward. Cincinnati was
founded in the same year as Marietta, with the building of Fort
Washington and the formal organization of Hamilton County. The
soil of the Miami country was as "mellow as an ash heap" and in
the first four months of 1802 over four thousand barrels of flour
were shipped southward to challenge the prestige of the
Monongahela product. Potters, brickmakers, gunsmiths, cotton and
wool weavers, coopers, turners, wheelwrights, dyers, printers,
and ropemakers were at work here within the next decade. A
brewery turned out five thousand barrels of beer and porter in
1811, and by the next year the pork-packing business was
thoroughly established.

Louisville, the "Little Falls" of the West, was the entrepot of
the Blue Grass region. It had been a place of some importance
since Revolutionary days, for in seasons of low water the rapids
in the Ohio at this point gave employment to scores of laborers
who assisted the flatboatmen in hauling their cargoes around the
obstruction which prevented the passage of the heavily loaded
barges. The town, which was incorporated in 1780, soon showed
signs of commercial activity. It was the proud possessor of a
drygoods house in 1783. The growth of its tobacco industry was
rapid from the first. The warehouses were under government
supervision and inspection as early as 1795, and innumerable
flatboats were already bearing cargoes of bright leaf southward
in the last decade of the century. The first brick house in
Louisville was erected in 1789 with materials brought from
Pittsburgh. Yankees soon established the "Hope Distillery"; and
the manufacture of whiskey, which had long been a staple industry
conducted by individuals, became an incorporated business of
great promise in spite of objections raised against the "creation
of gigantic reservoirs of this damning drink."

Thus, about the year 1800, the great industries of the young West
were all established in the regions dominated by the growing
cities of Pittsburgh, Cincinnati, and Louisville. But, since the
combined population of these centers could not have been over
three thousand in the year 1800, it is evident that the adjacent
rural population and the people living in every neighboring creek
and river valley were chiefly responsible for the large trade
that already existed between this corner of the Mississippi basin
and the South.

In this trade the riverman was the fundamental factor. Only by
means of his brawn and his genius for navigation could these
innumerable tons of flour, tobacco, and bacon have been kept from
rotting on the shores. Yet the man himself remains a legend
grotesque and mysterious, one of the shadowy figures of a time
when history was being made too rapidly to be written. If we ask
how he loaded his flatboat or barge, we are told that "one squint
of his eye would blister a bull's heel." When we inquire how he
found the channel amid the shifting bars and floating islands of
that tortuous two-thousand-mile journey to New Orleans, we are
informed that he was "the very infant that turned from his
mother's breast and called out for a bottle of old rye." When we
ask how he overcame the natural difficulties of trade--lack of
commission houses, varying standards of money, want of systems of
credit and low prices due to the glutting of the market when
hundreds of flatboats arrived in the South simultaneously on the
same freshet--we are informed that "Billy Earthquake is the
geniwine, double-acting engine, and can out-run, out-swim, chaw
more tobacco and spit less, drink more whiskey and keep soberer
than any other man in these localities."

The reason for this lack of information is that our descriptions
of flatboating and keel boating are written by travelers who, as
is always the case, are interested in what is unusual, not in
what is typical and commonplace. It is therefore only dimly, as
through a mist, that we can see the two lines of polemen pass
from the prow to the stern on the narrow running-board of a keel
boat, lifting and setting their poles to the cry of steersman or
captain. The struggle in a swift "rife" or rapid is momentous. If
the craft swerves, all is lost. Shoulders bend with savage
strength; poles quiver under the tension; the captain's voice is
raucous, and every other word is an oath; a pole breaks, and the
next man, though half-dazed in the mortal crisis, does for a few
moments the work of two. At last they reach the head of the
rapid, and the boat floats out on the placid pool above, while
the "alligator-horse" who had the mishap remarks to the scenery
at large that he'd be "fly-blowed before sun-down to a certingty"
if that were not the very pole with which he "pushed the
broadhorn up Salt River where the snags were so thick that a fish
couldn't swim without rubbing his scales off." Audubon, the
naturalist-merchant of the Mississippi, has left us a clear
picture of the process by which these heavy tubs, loaded with
forty or fifty tons of freight, were forced upstream against a
swift current:

"Wherever a point projected so as to render the course or bend
below it of some magnitude, there was an eddy, the returning
current of which was sometimes as strong as that of the middle of
the great stream. The bargemen, therefore, rowed up pretty close
under the bank and had merely to keep watch in the bow lest the
boat should run against a planter or sawyer. But the boat has
reached the point, and there the current is to all appearance of
double strength and right against it. The men, who have rested a
few minutes, are ordered to take their stations and lay hold of
their oars, for the river must be crossed, it being seldom
possible to double such a point and proceed along the same shore.
The boat is crossing, its head slanting to the current, which is,
however, too strong for the rowers, and when the other side of
the river has been reached, it has drifted perhaps a quarter of a
mile. The men are by this time exhausted and, as we shall suppose
it to be 12 o'clock, fasten the boat to a tree on the shore. A
small glass of whiskey is given to each, when they cook and eat
their dinner and, after resting from their fatigue for an hour,
recommence their labors. The boat is again seen slowly advancing
against the stream. It has reached the lower end of a sandbar,
along the edge of which it is propelled by means of long poles,
if the bottom be hard. Two men, called bowsmen, remain at the
prow to assist, in concert with the steersman, in managing the
boat and keeping its head right against the current. The rest
place themselves on the land side of the footway of the vessel,
put one end of their poles on the ground and the other against
their shoulders and push with all their might. As each of the men
reaches the stern, he crosses to the other side, runs along it
and comes again to the landward side of the bow, when he
recommences operations. The barge in the meantime is ascending at
a rate not exceeding one mile in the hour."

Trustworthy statistics as to the amount and character of the
Western river trade have never been gathered. They are to be
found, if anywhere, in the reports of the collectors of customs
located at the various Western ports of entry and departure.
Nothing indicates more definitely the hour when the West awoke
to its first era of big business than the demand for the creation
of "districts" and their respective ports, for by no other means
could merchandise and produce be shipped legally to Spanish
territory beyond or down the Mississippi or to English territory
on the northern shores of the Great Lakes.

Louisville is as old a port of the United States as New York or
Philadelphia, having been so created when our government was
established in 1789, but oddly enough the first returns to the
National Treasury (1798) are credited to the port of Palmyra,
Tennessee, far inland on the Cumberland River. In 1799 the
following Western towns were made ports of entry: Erie, Sandusky,
Detroit, Mackinaw Island, and Columbia (Cincinnati). The first
port on the Ohio to make returns was Fort Massac, Illinois, and
it is from the collector at this point that we get our first hint
as to the character and volume of Western river traffic. In the
spring months of March, April, and May, 1800, cargoes to the
value of 28,581 pounds, Pennsylvania currency, went down the
Ohio. This included 22,714 barrels of flour, 1017 barrels of
whiskey, 12,500 pounds of pork, 18,710 pounds of bacon, 75,814
pounds of cordage, 3650 yards of country linen, 700 bottles, and
700 barrels of potatoes. In the three autumn months of 1800, for
instance, twenty-one boats ascended the Ohio by Fort Massac, with
cargoes amounting to 36 hundredweight of lead and a few hides.
Descending the river at the same time, flatboats and barges
carried 245 hundredweight of drygoods valued at $32,550. When we
compare these spring and fall records of commerce downstream we
reach the natural conclusion that the bulk of the drygoods which
went down in the fall of the year had been brought over the
mountains during the summer. The fact that the Alleghany
pack-horses and Conestogas were transporting freight to supply
the Spanish towns on the Mississippi River in the first year of
the nineteenth century seems proved beyond a doubt by these
reports from Fort Massac.

The most interesting phase of this era is the connection between
western trade and the politics of the Mississippi Valley which
led up to the Louisiana Purchase. By the Treaty of San Lorenzo in
1795 Spain made New Orleans an open port, and in the next seven
years the young West made the most of its opportunity. But before
the new century was two years old the difficulties encountered
were found to be serious. The lack of commission merchants, of
methods of credit, of information as to the state of the market,
all combined to handicap trade and to cause loss. Pittsburgh
shippers figured their loss already at $60,000 a year. In
consequence men began to look elsewhere, and an advocate of big
business wrote in 1802: "The country has received a shock; let us
immediately extend our views and direct our efforts to every
foreign market."

One of the most remarkable plans for the capture of foreign trade
to be found in the annals of American commerce originated almost
simultaneously in the Muskingum and Monongahela regions. With a
view to making the American West independent of the Spanish
middlemen, it was proposed to build ocean-going vessels on the
Ohio that should carry the produce of the interior down the
Mississippi and thence abroad through the open port of New
Orleans. The idea was typically Western in its arrogant
originality and confident self-assertion. Two vessels were built:
the brig St. Clair, of 110 tons, at Marietta, and the Monongahela
Farmer, of 250 tons, at Elizabeth on the Monongahela. The former
reached Cincinnati April 27, 1801; the latter, loaded with 750
barrels of flour, passed Pittsburgh on the 13th of May.
Eventually, the St. Clair reached Havana and thus proved that
Muskingum Valley black walnut, Ohio hemp, and Marietta
carpenters, anchor smiths, and skippers could defy the grip of
the Spaniard on the Mississippi. Other vessels followed these
adventurers, and shipbuilding immediately became an important
industry at Pittsburgh, Marietta, Cincinnati, and other points.
The Duane of Pittsburgh was said by the Liverpool "Saturday
Advertiser" of July 9, 1803, to have been the "first vessel which
ever came to Europe from the western waters of the United
States." Probably the Louisiana of Marietta went as far afield as
any of the one hundred odd ships built in these years on the
Ohio. The official papers of her voyage in 1805, dated at New
Orleans, Norfolk (Virginia), Liverpool, Messina, and Trieste at
the head of the Adriatic, are preserved today in the Marietta
College Library.

The growth of the shipbuilding industry necessitated a
readjustment of the districts for the collection of customs.
Columbia (Cincinnati) at first served the region of the upper
Ohio; but in 1803 the district was divided and Marietta was made
the port for the Pittsburgh-Portsmouth section of the river. In
1807 all the western districts were amalgamated, and Pittsburgh,
Charleston (Wellsburg), Marietta, Cincinnati, Louisville, and
Fort Massac were made ports of entry.

The Louisiana Purchase in 1803 gave a marked impulse to inland
shipbuilding; but the embargo of 1807, which prohibited foreign
trade, following so soon, killed the shipyards, which, for a few
years, had been so busy. The great new industry of the Ohio
Valley was ruined. By this time the successful voyage of Fulton's
steamboat, the Clermont, between New York and Albany, had
demonstrated the possibilities of steam navigation. Not a few men
saw in the novel craft the beginning of a new era in Western
river traffic; but many doubted whether it was possible to
construct a vessel powerful enough to make its way upstream
against such sweeping currents as those of the Mississippi and
the Ohio. Surely no one for a moment dreamed that in hardly more
than a generation the Western rivers would carry a tonnage larger
than that of the cities of the Atlantic seaboard combined and
larger than that of Great Britain!

As early as 1805, two years before the trip of the Clermont,
Captain Keever built a "steamboat" on the Ohio, and sent her down
to New Orleans where her engine was to be installed. But it was
not until 1811 that the Orleans, the first steamboat to ply the
Western streams, was built at Pittsburgh, from which point she
sailed for New Orleans in October of that year. The Comet and
Vesuvius quickly followed, but all three entered the New
Orleans-Natchez trade on the lower river and were never seen
again at the headwaters. As yet the swift currents and flood
tides of the great river had not been mastered. It is true that
in 1815 the Enterprise had made two trips between New Orleans and
Louisville, but this was in time of high water, when counter
currents and backwaters had assisted her feeble engine. In 1816,
however, Henry Shreve conceived the idea of raising the engine
out of the hold and constructing an additional deck. The
Washington, the first doubledecker, was the result. The next year
this steamboat made the round trip from Louisville to New Orleans
and back in forty-one days. The doubters were now convinced.

For a little while the quaint and original riverman held on in
the new age, only to disappear entirely when the colored
roustabout became the deckhand of post-bellum days. The riverman
as a type was unknown except on the larger rivers in the earlier
years of water traffic. What an experience it would be today to
rouse one of those remarkable individuals from his dreaming, as
Davy Crockett did, with an oar, and hear him howl "Halloe
stranger, who axed you to crack my lice?"--to tell him in his own
lingo to "shut his mouth or he would get his teeth sunburnt"--to
see him crook his neck and neigh like a stallion--to answer his
challenge in kind with a flapping of arms and a cock's crow--to
go to shore and have a scrimmage such as was never known on a
gridiron--and then to resolve with Crockett, during a period of
recuperation, that you would never "wake up a ringtailed roarer
with an oar again."

The riverman, his art, his language, his traffic, seem to belong
to days as distant as those of which Homer sang.



CHAPTER VI. The Passing Show Of 1800

Foreign travelers who have come to the United States have always
proved of great interest to Americans. From Brissot to Arnold
Bennett while in the country they have been fed and clothed and
transported wheresoever they would go--at the highest prevailing
prices. And after they have left, the records of their sojourn
that these travelers have published have made interesting reading
for Americans all over the land. Some of these trans-Atlantic
visitors have been jaundiced, disgruntled, and contemptuous;
others have shown themselves of an open nature, discreet,
conscientious, and fair-minded.

One of the most amiable and clear-headed of such foreign guests
was Francis Baily, later in life president of the Royal
Astronomical Society of Great Britain, but at the time of his
American tour a young man of twenty-two. His journey in 1796-97
gave him a wide experience of stage, flatboat, and pack-horse
travel, and his genial disposition, his observant eye, and his
discriminating criticism, together with his comments on the
commercial features of the towns and regions he visited, make his
record particularly interesting and valuable to the historian.*
Using Baily's journal as a guide, therefore, one can today
journey with him across the country and note the passing show as
he saw it in this transitional period.

* "Journal of a Tour in Unsettled Parts of North America in 1796
and 1797" by the late Francis Baily (London, 1856). 


Landing at Norfolk, Virginia, Baily was immediately introduced to
an American tavern. Like most travelers, he was surprised to find
that American taverns were "boarding-places," frequented by
crowds of "young, able-bodied men who seemed to be as perfectly
at leisure as the loungers of ancient Europe." In those days of
few newspapers, the tavern everywhere in America was the center
of information; in fact, it was a common practice for travelers
in the interior, after signing their names in the register, to
add on the same page any news of local interest which they
brought with them. The tavern habitues, Baily remarks, did not
sit and drink after meals but "wasted" their time at billiards
and cards. The passion for billiards was notorious, and taverns
in the most out-of-the-way places, though they lacked the most
ordinary conveniences, were nevertheless provided with billiard
tables. This custom seems to have been especially true in the
South; and it is significant that the first taxes in Tennessee
levied before the beginning of the nineteenth century were the
poll tax and taxes on billiard tables and studhorses!

>From Norfolk Baily passed northward to Baltimore, paying a fare
of ten dollars, and from there he went on to Philadelphia, paying
six dollars more. On the way his stagecoach stuck fast in a bog
and the passengers were compelled to leave it until the next
morning. This sixty-mile road out of Baltimore was evidently one
of the worst in the East. Ten years prior to this date, Brissot,
a keen French journalist, mentions the great ruts in its heavy
clay soil, the overturned trees which blocked the way, and the
unexampled skilfulness of the stage drivers. All travelers in
America, though differing on almost every other subject,
invariably praise the ability of these sturdy, weather-beaten
American drivers, their kindness to their horses, and their
attention to their passengers. Harriet Martineau stated that, in
her experience, American drivers as a class were marked by the
merciful temper which accompanies genius, and their perfection in
their art, their fertility of resource, and the gentleness with
which they treated female fears and fretfulness, were exemplary.

In the City of Brotherly Love Baily notes the geniality of the
people, who by many travelers are called aristocratic, and
comments on Quaker opposition to the theater and the
inconsequence of the Peale Museum, which travelers a generation
later highly praise. Proceeding to New York at a cost of six
dollars, he is struck by the uncouthness of the public buildings,
churches excepted, the widespread passion for music, dancing, and
the theater, the craze for sleighing, and the promise which the
harbor gave of becoming the finest in America. Not a few
travelers in this early period gave expression to their belief in
the future greatness of New York City. These prophecies, taken in
connection with the investment of eight millions of dollars which
New Yorkers made in toll-roads in the first seven years of this
new century, incline one to believe that the influence of the
Erie Canal as a factor in the development of the city may have
been unduly emphasized, great though it was.

>From New York Baily returned to Baltimore and went on to
Washington. The records of all travelers to the site of the new
national capital give much the same picture of the countryside.
It was a land worn out by tobacco culture and variously described
as "dried up," "run down," and "hung out to dry." Even George
Washington, at Mount Vernon, was giving up tobacco culture and
was attempting new crops by a system of rotation. Cotton was
being grown in Maryland, but little care was given to its culture
and manufacture. Tobacco was graded in Virginia in accordance
with the rigidity of its inspection at Hanover Court House,
Pittsburgh, Richmond, and Cabin-Point: leaf worth sixteen
shillings at Richmond was worth twenty-one at Hanover Court
House; if it was refused at all places, it was smuggled to the
West Indies or consumed in the country. Meadows were rapidly
taking the place of tobacco-fields, for the planters preferred to
clear new land rather than to enrich the old.

At Washington Baily found that lots to the value of $278,000 had
been sold, although only one-half of the proposed city had been
"cleared." It was to be forty years ere travelers could speak
respectfully of what is now the beautiful city of Washington. In
these earlier days, the streets were mudholes divided by vacant
fields and "beautified by trees, swamps, and cows."

Departing for the West by way of Frederick, Baily, like all
travelers, was intensely interested upon entering the rich
limestone region which stretched from Pennsylvania far down into
Virginia. It was occupied in part by the Pennsylvania Dutch and
was so famous for its rich milk that it was called by many
travelers the "Bonnyclabber Country." Most Englishmen were
delighted with this region because they found here the good old
English breed of horses, that is, the English hunter developed
into a stout coach-horse. Of native breeds, Baily found animals
of all degrees of strength and size down to hackneys of fourteen
hands, as well as the "vile dog-horses," or packhorses, whose
faithful service to the frontier could in no wise be appreciated
by a foreigner.

This region of Pennsylvania was as noted for its wagons as for
its horses. It was this wheat-bearing belt that made the common
freight-wagon in its colors of red and blue a national
institution. It was in this region of rich, well-watered land
that the maple tree gained its reputation. Men even prophesied
that its delightful sap would prove a cure for slavery, for, if
one family could make fifteen hundred pounds of maple sugar in a
season, eighty thousand families could, at the same rate, equal
the output of cane sugar each year from Santo Domingo!

The traveler at the beginning of the century noticed a change in
the temper of the people as well as a change in the soil when the
Bonnyclabber Country was reached. The time-serving attitude of
the good people of the East now gave place to a "consciousness of
independence" due, Baily remarks, to the fact that each man was
self-sufficient and passed his life "without regard to the smiles
and frowns of men in power." This spirit was handsomely
illustrated in the case of one burly Westerner who was "churched"
for fighting. Showing a surly attitude to the deacon-judges who
sat on his case, he was threatened with civil prosecution and
imprisonment. "I don't want freedom," he is said to have replied,
bitterly; "I don't even want to live if I can't knock down a man
who calls me a liar."

Pushing on westward by way of historic Sideling Hill and Bedford
to Statlers, Baily found here a prosperous millstone quarry,
which sold its stones at from fifteen to thirty dollars a pair.
Twelve years earlier Washington had prophesied that the
Alleghanies would soon be furnishing millstones equal to the best
English burr. As he crossed the mountains Baily found that
taverns charged the following schedule: breakfast, eighteen
pence; dinner and supper from two shillings to two shillings and
sixpence each. Traversing Laurel Hill, he reached Pittsburgh just
at the time when it was awakening to activity as the trading
center of the West.

In order to descend the Ohio, Baily obtained a flatboat,
thirty-six feet long and twelve feet broad, which drew eighteen
inches of water and was of ten tons burden. On the way
downstream, Charleston and Wheeling were the principal
settlements which Baily first noted. Ebenezer Zane, the founder
of Wheeling, had just opened across Ohio the famous landward
route from the Monongahela country to Kentucky, which it entered
at Limestone, the present Maysville. This famous road, passing
through Zanesville, Lancaster, and Chillicothe, though at that
time safe only for men in parties, was a common route to and from
Kentucky.

On such inland pathways as this, early travelers came to take for
granted a hospitality not to be found on more frequented
thoroughfares. In this hospitality, roughness and good will,
cleanliness and filth, attempts to ape the style of Eastern towns
and habits of the most primitive kind, were singularly blended.
In one instance, the traveler might be cordially assigned by the
landlord to a good position in "the first rush for a chance at
the head of the table"; at the next stopping place he might be
coldly turned away because the proprietor "had the gout" and his
wife the "delicate blue-devils"; farther on, where "soap was
unknown, nothing clean but birds, nothing industrious but pigs,
and nothing happy but squirrels," Daniel Boone's daughter might
be seen in high-heeled shoes, attended by white servants whose
wages were a dollar a week, skirting muddy roads under a
ten-dollar bonnet and a six-dollar parasol. Or, he might emerge
from a lonely forest in Ohio or Indiana and come suddenly upon a
party of neighbors at a dreary tavern, enjoying a corn shucking
or a harvest home. Immediately dubbed "Doctor," "Squire," or
"Colonel" by the hospitable merrymakers, the passer-by would be
informed that he "should drink and lack no good thing." After he
had retired, as likely as not his quarters would be invaded at
one or two o'clock in the morning by the uproarious company, and
the best refreshment of the house would be forced upon him with a
hilarity "created by omnipotent whiskey." Sometimes, however, the
traveler would encounter pitiful instances of loneliness in the
widespreading forests. One man in passing a certain isolated
cabin was implored by the woman who inhabited it to rest awhile
and talk, since she was, she confessed, completely overwhelmed by
"the lone!"

Every traveler has remarked upon the yellow pallor of the first
inhabitants of the western forests and doubtless correctly
attributed this sickly appearance to the effects of malaria and
miasma. The psychic influences of the forest wilderness also
weighed heavily upon the spirits of the settlers, although, as
Baily notes, it was the newcomers who felt the depression to an
exaggerated degree. As he says:

"It is a feeling of confinement, which begins to damp the
spirits, from this complete exclusion of distant objects. To
travel day after day, among trees of a hundred feet high, is
oppressive to a degree which those cannot conceive who have not
experienced it; and it must depress the spirits of the solitary
settler to pass years in this state. His visible horizon extends
no farther than the tops of the trees which bound his plantation-
-perhaps five hundred yards. Upwards he sees the sun, and sky,
and stars, but around him an eternal forest, from which he can
never hope to emerge:---not so in a thickly settled district; he
cannot there enjoy any freedom of prospect, yet there is variety,
and some scope for the imprisoned vision. In a hilly country a
little more range of view may occasionally be obtained; and a
river is a stream of light as well as of water, which feasts the
eye with a delight inconceivable to the inhabitants of open
countries."

In direct contradiction to this longing for society was the
passion which the first generation of pioneers had for the
wilderness. When the population of one settlement became too
thick, they were seized by an irresistible impulse to "follow the
migration," as the expression went. The easy independence of the
first hunter-agriculturalist was upset by the advance of
immigration. His range was curtailed, his freedom limited. His
very breath seems to have become difficult. So he sold out at a
phenomenal profit, put out his fire, shouldered his gun, called
his dog, and set off again in search of the solitude he craved.

Severe winter weather overtook Baily as he descended the Ohio
River, until below Grave Creek floating ice wrecked his boat and
drove him ashore. Here in the primeval forest, far from "Merrie
England," Baily spent the Christmas of 1796 in building a new
flatboat. This task completed, he resumed his journey. Passing
Marietta, where the bad condition of the winter roads prevented a
visit to a famous Indian mound, he reached Limestone. In due time
he sighted Columbia, the metropolis of the Miami country.
According to Baily, the sale of European goods in this part of
the Ohio Valley netted the importers a hundred per cent. Prices
varied with the ease of navigation. When ice blocked the Ohio the
price of flour went up until it was eight dollars a barrel;
whiskey was a dollar a gallon; potatoes, a dollar a bushel; and
bacon, twelve cents a pound. At these prices, the total produce
which went by Fort Massac in the early months of 1800 would have
been worth on the Ohio River upwards of two hundred thousand
dollars! In the preceding summer Baily quoted flour at Norfolk as
selling at sixty-three shillings a barrel of 196 pounds, or
double the price it was bringing on the ice-gorged Ohio. It is by
such comparisons that we get some inkling of the value of western
produce and of the rates in western trade.

After a short stay at Cincinnati, Baily set out for the South on
an "Orleans boat" loaded with four hundred barrels of flour. At
the mouth of Pigeon Creek he noted the famous path to "Post St.
Vincent's" (Vincennes), over which he saw emigrants driving
cattle to that ancient town on the Wabash. At Fort Massac he met
Captain Zebulon M. Pike, whose tact in dealing with intoxicated
Indians he commended. At New Madrid Baily made a stay of some
days. This settlement, consisting of some two hundred and fifty
houses, was in the possession of Spain. It was within the
province of Louisiana, soon to be ceded to Napoleon. New Orleans
supplied this district with merchandise, but smuggling from the
United States was connived at by the Spanish officials.

>From New Madrid Baily proceeded to Natchez, which then contained
about eighty-five houses. The town did not boast a tavern, but,
as was true of other places in the interior, this lack was made
up for by the hospitality of its inhabitants. Rice and tobacco
were being grown, Baily notes, and Georgian cotton was being
raised in the neighborhood. Several jennies were already at work,
and their owners received a royalty of one-eighth of the product.
The cotton was sent to New Orleans, where it usually sold for
twenty dollars a hundred weight. From Natchez to New Orleans the
charge for transportation by flatboat was a dollar and a half a
bag. The bags contained from one hundred and fifty to two hundred
and fifty pounds, and each flatboat carried about two hundred and
fifty bags. Baily adds two items to the story of the development
of the mechanical operation of watercraft. He tells us that in
the fall of 1796 a party of "Dutchmen," in the Pittsburgh region,
fashioned a boat with side paddle wheels which were turned by a
treadmill worked by eight horses under the deck. This strange
boat, which passed Baily when he was wrecked on the Ohio near
Grave Creek, appeared "to go with prodigious swiftness." Baily
does not state how much business the boat did on its downward
trip to New Orleans but contents, himself with remarking that the
owners expected the return trip to prove very profitable. When he
met the boat on its upward voyage at Natchez, it had covered
three hundred miles in six days. It was, however, not loaded, "so
little occasion was there for a vessel of this kind." As this run
between New Orleans and Natchez came to be one of the most
profitable in the United States in the early days of
steamboating, less than fifteen years later, the experience of
these "Flying Dutchmen" affords a very pretty proof that
something more than a means of transportation is needed to create
commerce. The owners abandoned their craft at Natchez in disgust
and returned home across country, wiser and poorer.

Baily also noted that a Dr. Waters of New Madrid built a schooner
"some few years since" at the head of the Ohio and navigated it
down the Ohio and Mississippi and around to Philadelphia, "where
it is now employed in the commerce of the United States." It is
thus apparent, solely from this traveler's record, that an
ocean-going vessel and a side-paddle-wheel boat had been seen on
the Western Waters of the United States at least four years
before the nineteenth century arrived.

Baily finally reached New Orleans. The city then contained about
a thousand houses and was not only the market for the produce of
the river plantations but also the center of an extensive Indian
trade. The goods for this trade were packed in little barrels
which were carried into the interior on pack-horses, three
barrels to a horse. The traders traveled for hundreds of miles
through the woods, bartering with the Indians on the way and
receiving, in exchange for their goods, bear and deer skins,
beaver furs, and wild ponies which had been caught by lariat in
the neighboring Apalousa country.

Baily had intended to return to New York by sea, but on his
arrival at New Orleans he was unable to find a ship sailing to
New York. He therefore decided to proceed northward by way of the
long and dangerous Natchez Trace and the Tennessee Path. Though
few Europeans had made this laborious journey before 1800, the
Natchez Trace had been for many years the land route of thousands
of returning rivermen who had descended the Mississippi in
flatboat and barge. In practically all cases these men carried
with them the proceeds of their investment, and, as on every
thoroughfare in the world traveled by those returning from
market, so here, too, highwaymen and desperadoes, red and white,
built their lairs and lay in wait. Some of the most revolting
crimes of the American frontier were committed on these northward
pathways and their branches.

Joining a party bound for Natchez, a hundred and fifty miles
distant overland, Baily proceeded to Lake Pontchartrain and
thence "north by west through the woods," by way of the ford of
the Tangipahoa, Cooper's Plantation, Tickfaw River, Amite River,
and the "Hurricane" (the path of a tornado) to the beginning of
the Apalousa country. This tangled region of stunted growth was
reputed to be seven miles in width from "shore to shore" and
three hundred miles in length. It took the party half a day to
reach the opposite "shore," and they had to quench their thirst
on the way with dew.

At Natchez, Baily organized a party which included the five
"Dutchmen" whose horse boat had proved a failure. For their
twenty-one days' journey to Nashville the party laid in the
following provisions: 15 pounds of biscuit, 6 pounds of flour, 12
pounds of bacon, 10 pounds of dried beef, 8 pounds of rice, 1 1/2
pounds of coffee, 4 pounds of sugar, and a quantity of pounded
corn, such as the Indians used on all their journeys. After
celebrating the Fourth of July, 1797, with "all the inhabitants
who were hostile to the Spanish Government," and bribing the
baker at the Spanish fort to bake them a quarter of a
hundredweight of bread, the party started on their northward
journey.

They reached without incident the famous Grindstone Ford of Bayou
Pierre, where crayfishes had destroyed a pioneer dam. Beyond, at
the forks of the path where the Choctaw Trail bore off to the
cast the party pursued the alternate Chickasaw Trail by Indian
guidance, and soon noted the change in the character of the soil
from black loam to sandy gravel, which indicated that they had
reached the Piedmont region. Indian marauders stole one horse
from the camp, and three of the party fell ill. The others,
pressed for food, were compelled to leave the sick men in an
improvised camp and to hasten on, promising to send to their aid
the first Indian they should meet "who understood herbs." After
appalling hardships, they crossed the Tennessee and entered the
Nashville country, where the roads were good enough for coaches,
for they met two on the way. Thence Baily proceeded to Knoxville,
seeing, as he went, droves of cattle bound for the settlements of
west Tennessee. With his arrival at Knoxville, his journal ends
abruptly; but from other sources we learn that he sailed from New
York on his return to England in January, 1798. His interesting
record, however, remained unpublished until after his death in
1844.

Not only to Francis Baily but to scores of other travelers, even
those of unfriendly eyes, do modern readers owe a debt of
gratitude. These men have preserved a multitude of pictures and a
wealth of data which would otherwise have been lost. The men of
America in those days were writing the story of their deeds not
on parchment or paper but on the virgin soil of the wilderness.
But though the stage driver, the tavern keeper, and the burly
riverman left no description of the life of their highways and
their commerce, these visitors from other lands have bequeathed
to us their thousands of pages full of the enterprising life of
these pioneer days in the history of American commerce.



CHAPTER VII. The Birth Of The Steamboat

The crowds who welcomed the successive stages in the development
of American transportation were much alike in essentials--they
were all optimistic, self-congratulatory, irrepressible in their
enthusiasm, and undaunted in their outlook. Dickens, perhaps,
did not miss the truth widely when, in speaking of stage
driving, he said that the cry of "Go Ahead!" in America and of
"All Right!" in England were typical of the civilizations of the
two countries. Right or wrong, "Go Ahead!" has always been the
underlying passion of all men interested in the development of 
commerce and transportation in these United States.

During the era of river improvement already described, men of
imagination were fascinated with the idea of propelling boats by
mechanical means. Even when Washington fared westward in 1784, he
met at Bath, Virginia, one of these early experimenters, James
Rumsey, who haled him forthwith to a neighboring meadow to watch
a secret trial of a boat moved by means of machinery which worked
setting-poles similar to the ironshod poles used by the rivermen
to propel their boats upstream. "The model," wrote Washington,
"and its operation upon the water, which had been made to run
pretty swift, not only convinced me of what I before thought next
to, if not quite impracticable, but that it might be to the
greatest possible utility in inland navigation." Later he
mentions the "discovery" as one of those "circumstances which
have combined to render the present epoch favorable above all
others for securing a large portion of the produce of the western
settlements, and of the fur and peltry of the Lakes, also."

>From that day forward, scarcely a week passed without some new
development in the long and difficult struggle to improve the
means of navigation. Among the scores of men who engaged in this
engrossing but discouraging work, there is one whom the world is
coming to honor more highly than in previous years--John Fitch,
of Connecticut, Pennsylvania, and Kentucky. As early as August,
1785, Fitch launched on a rivulet in Bucks County, Pennsylvania,
a boat propelled by an engine which moved an endless chain to
which little paddles were attached. The next year, Fitch's second
boat, operated by twelve paddles, six on a side--an arrangement
suggesting the "side-wheeler" of the future--successfully plied
the Delaware off "Conjuror's Point," as the scene of Fitch's
labors was dubbed in whimsical amusement and derision. In 1787
Rumsey, encouraged by Franklin, fashioned a boat propelled by a
stream of water taken in at the prow and ejected at the stern. In
1788 Fitch's third boat traversed the distance from Philadelphia
to Burlington on numerous occasions and ran as a regular packet
in 1790, covering over a thousand miles. In this model Fitch
shifted the paddles from the sides to the rear, thus anticipating
in principle the modern stern-wheeler.

It was doubtless Fitch's experiments in 1785 that led to the
first plan in America to operate a land vehicle by steam. Oliver
Evans, a neighbor and acquaintance of Fitch's, petitioned the
Pennsylvania Legislature in 1786 for the right of operating
wagons propelled by steam on the highways of that State. This
petition was derisively rejected; but a similar one made to the
Legislature of Maryland was granted on the ground that such
action could hurt nobody. Evans in 1802 took fiery revenge on the
scoffers by actually running his little five-horse-power carriage
through Philadelphia. The rate of speed, however, was so slow
that the idea of moving vehicles by steam was still considered
useless for practical purposes. Eight years later, Evans offered
to wager $3000 that, on a level road, he could make a carriage
driven by steam equal the speed of the swiftest horse, but he
found no response. In 1812 he asserted that he was willing to
wager that he could drive a steam carriage on level rails at a
rate of fifteen miles an hour. Evans thus anticipated the belief
of Stephenson that steam-driven vehicles would travel best on
railed tracks.

In the development of the steamboat almost all earlier means of
propulsion, natural and artificial, were used as models by the
inventors. The fins of fishes, the webbed feet of amphibious
birds, the paddles of the Indian, and the poles and oars of the
riverman, were all imitated by the patient inventors struggling
with the problem. Rumsey's first effort was a copy of the old
setting-pole idea. Fitch's model of 1785 had side paddle wheels
operated by an endless chain. Fitch's second and third models
were practically paddle-wheel models, one having the paddles at
the side and the other at the stern. Ormsbee of Connecticut made
a model, in 1792, on the plan of a duck's foot. Morey made what
may be called the first real stern-wheeler in 1794. Two years
later Fitch ran a veritable screw propeller on Collect Pond near
New York City. Although General Benjamin Tupper of Massachusetts
had been fashioning devices of this character eight years
previously, Fitch was the first to apply the idea effectively. In
1798 he evolved the strange, amphibious creation known as his
"model of 1798," which has never been adequately explained. It
was a steamboat on iron wheels provided with flanges, as though
it was intended to be run on submerged tracks. What may have been
the idea of its inventor, living out his last gloomy days in
Kentucky, may never be known; but it is possible to see in this
anomalous machine an anticipation of the locomotive not
approached by any other American of the time. Thus, prior to 1800
almost every type of mechanism for the propulsion of steamboats
had been suggested and tried; and in 1804, Stevens's twin-screw
propeller completed the list.

It is not alone Fitch's development of the devices of the endless
chain, paddle wheel, and screw propeller and of his puzzling
earth-and-water creature that gives luster to his name. His
prophetic insight into the future national importance of the
steamboat and his conception, as an inventor, of his moral
obligations to the people at large were as original and striking
in the science of that age as were his models.

The early years of the national life of the United States were
the golden age of monopoly. Every colony, as a matter of course,
had granted to certain men special privileges, and, as has
already been pointed out, the questions of monopolies and
combinations in restraint of trade had arisen even so early as
the beginning of the eighteenth century. Interwoven inextricably
with these problems was the whole problem of colonial rivalry,
which in its later form developed into an insistence on state
rights. Every improvement in the means of transportation, every
development of natural resources, every new invention was
inevitably considered from the standpoint of sectional interests
and with a view to its monopolistic possibilities. This was
particularly true in the case of the steamboat, because of its
limitation to rivers and bays which could be specifically
enumerated and defined. For instance, Washington in 1784 attests
the fact that Rumsey operated his mechanical boat at Bath in
secret "until he saw the effect of an application he was about to
make to the Assembly of this State, for a reward." The
application was successful, and Rumsey was awarded a monopoly in
Virginia waters for ten years.

Fitch, on the other hand, when he applied to Congress in 1785,
desired merely to obtain official encouragement and intended to
allow his invention to be used by all comers. Meeting only with
rebuff, he realized that his only hope of organizing a company
that could provide working capital lay in securing monopolistic
privileges. In 1786 he accordingly applied to the individual
States and secured the sole right to operate steamboats on the
waterways of New Jersey, Delaware, New York, Pennsylvania, and
Virginia. How different would have been the story of the
steamboat if Congress had accepted Fitch at his word and created
a precedent against monopolistic rights on American rivers!

Fitch, in addition to the high purpose of devoting his new
invention to the good of the nation without personal
considerations, must be credited with perceiving at the very
beginning the peculiar importance of the steamboat to the
American West. His original application to Congress in 1785
opened: "The subscriber begs leave to lay at the feet of
Congress, an attempt he has made to facilitate the internal
Navigation of the United States, adapted especially to the Waters
of the Mississippi." At another time with prophetic vision he
wrote: "The Grand and Principle object must be on the Atlantick,
which would soon overspread the wild forests of America with
people, and make us the most oppulent Empire on Earth. Pardon me,
generous public, for suggesting ideas that cannot be dijested at
this day."

Foremost in exhibiting high civic and patriotic motives, Fitch
was also foremost in appreciating the importance of the steamboat
in the expansion of American trade. This significance was also
clearly perceived by his brilliant successor, Robert Fulton. That
the West and its commerce were always predominant in Fulton's
great schemes is proved by words which he addressed in 1803 to
James Monroe, American Ambassador to Great Britain: "You have
perhaps heard of the success of my experiments for
navigating boats by steam engines and you will feel the
importance of establishing such boats on the Mississippi and
other rivers of the United States as soon as possible." Robert
Fulton had been interested in steamboats for a period not
definitely known, possibly since his sojourn in Philadelphia in
the days of Fitch's early efforts. That he profited by the other
inventor's efforts at the time, however, is not suggested by any
of his biographers. He subsequently went to London and gave
himself up to the study and practice of engineering. There he
later met James Rumsey, who came to England in 1788, and by him
no doubt was informed, if he was not already aware, of the
experiments and models of Rumsey and Fitch. He obtained the loan
of Fitch's plans and drawings and made his own trial of various
existing devices, such as oars, paddles, duck's feet, and Fitch's
endless chain with "resisting-boards" attached. Meanwhile Fulton
was also devoting his attention to problems of canal construction
and to the development of submarine boats and submarine
explosives. He was engaged in these researches in France in 1801
when the new American minister, Robert R. Livingston, arrived,
and the two men soon formed a friendship destined to have a vital
and enduring influence upon the development of steam navigation
on the inland waterways of America.

Livingston already had no little experience in the same field of
invention as Fulton. In 1798 he had obtained, for a period of
twenty years, the right to operate steamboats on all the waters
of the State of New York, a monopoly which had just lapsed owing
to the death of Fitch. In the same year Livingston had built a
steamboat which had made three miles an hour on the Hudson. He
had experimented with most of the models then in existence--
upright paddles at the side, endless-chain paddles, and stern
paddle wheels. Fulton was soon inspired to resume his efforts by
Livingston's account of his own experiments and of recent
advances in England, where a steamboat had navigated the Thames
in 1801 and a year later the famous sternwheeler Charlotte Dundas
had towed boats of 140 tons' burden on the Forth and Clyde Canal
at the rate of five miles an hour. In this same year Fulton and
Livingston made successful experiments on the Seine.

It is fortunate that, in one particular, Livingston's influence
did not prevail with Fulton, for the American Minister was
distinctly prejudiced against paddle wheels. Although Livingston
had previously ridden as a passenger on Morey's sternwheeler at
the rate of five miles an hour, yet he had turned a deaf ear when
his partner in experimentation, Nicholas J. Roosevelt, had
insisted strongly on "throwing wheels over the sides." At the
beginning, Fulton himself was inclined to agree with Livingston
in this respect; but, probably late in 1803, he began to
investigate more carefully the possibilities of the paddle wheel
as used twice in America by Morey and by four or five
experimenters in Europe. In 1804 an eight-mile trip which Fulton
made on the Charlotte Dundas in an hour and twenty minutes
established his faith in the undeniable superiority of two
fundamental factors of early navigation--paddle wheels and
British
engines. Fulton's splendid fame rests, and rightly so, on his
perception of the fact that no mere ingenuity of design could
counterbalance weakness, uncertainty, and inefficiency in the
mechanism which was intended to make a steamboat run and keep
running. As early as November, 1803, Fulton had written to
Boulton and Watt of Birmingham that he had "not confidence in any
other engines" than theirs and that he was seeking a means of
getting one of those engines to America. "I cannot establish the
boat without the engine," he now emphatically wrote to James
Monroe, then Ambassador to the Court of St. James. "The question
then is shall we or shall we not have such boats."

But there were difficulties in the way. Though England forbade
the exportation of engines, Fulton knew that, in numerous
instances, this rule had not been enforced, and he had hopes of
success. "The British Government," Fulton wrote Monroe, "must
have little friendship or even civility toward America, if they
refuse such a request." Before the steamboat which Fulton and
Livingston proposed to build in America could be operated there
was another obstacle to be surmounted. The rights of steam
navigation of New York waters which Livingston had obtained on
the death of Fitch in 1798 had lapsed because of his failure to
run a steamboat at the rate of four miles an hour, which was one
provision of the grant. In April, 1803, the grant was renewed to
Livingston, Roosevelt, and Fulton jointly for another period of
twenty years, and the date when the boat was to make the required
four miles an hour was extended finally to 1807.

Any one who is inclined to criticize the Livingston-
Roosevelt-Fulton monopoly which now came into existence should
remember that the previous state grants formed a precedent of no
slight moment. The whole proceeding was in perfect accord with
the spirit of the times, for it was an era of speculation and
monopoly ushered in by the toll-road and turnpike organizations,
when probably no less than two hundred companies were formed. It
was young America showing itself in an unmistakable manner--
"conceived in liberty" and starting on the long road to learn
that obedience to law and respect for public rights constitute
true liberty. Finally, it must be pointed out that Fulton, like
his famous predecessor, Fitch, was impelled by motives far higher
than the love of personal gain. "I consider them [steamboats] of
such infinite use in America," he wrote Monroe, "that I should
feel a culpable neglect toward my country if I relaxed for a
moment in pursuing every necessary measure for carrying it into
effect." And later, when repeating his argument, he says: "I
plead this not for myself alone but for our country."

It is now evident why the alliance of Fulton with Livingston was
of such epoch-making importance, for, although it may have in
some brief measure delayed Fulton's adoption of paddle wheels, it
gave him an entry to the waters of New York. Livingston and
Fulton thus supplemented each other; Livingston possessed a
monopoly and Fulton a correct estimate of the value of paddle
wheels and, secondly, of Boulton and Watt engines. It was a rare
combination destined to crown with success a long period of
effort and discouragement in the history of navigation.

After considerable delay and difficulty, the two Americans
obtained permission to export the necessary engine from Great
Britain and shipped it to New York, whither Fulton himself
proceeded to construct his steamboat. The hull was built by
Charles Brown, a New York shipbuilder, and the Boulton and Watt
machinery, set in masonry, was finally installed.

The voyage to Albany, against a stiff wind, occupied thirty-two
hours; the return trip was made in thirty. H. Freeland, one of
the spectators who stood on the banks of the Hudson when the boat
made its maiden voyage in 1807, gives the following description:

"Some imagined it to be a sea-monster whilst others did not
hesitate to express their belief that it was a sign of the
approaching judgment. What seemed strange in the vessel was the
substitution of lofty and straight smoke-pipes, rising from the
deck, instead of the gracefully tapered masts...and, in place
of the spars and rigging, the curious play of the walking-beam
and
pistons, and the slow turning and splashing of the huge and naked
paddlewheels, met the astonished gaze. The dense clouds of smoke,
as they rose, wave upon wave, added still more to the wonderment
of the rustics.... On her return trip the curiosity she
excited was scarcely less intense...fishermen became
terrified, and rode homewards, and they saw nothing but
destruction devastating their fishing grounds, whilst the wreaths
of black vapor and rushing noise of the paddle-wheels, foaming
with the stirred-up water, produced great excitement...."

With the launching of the Clermont on the Hudson a new era in
American history began. How quick with life it was many of the
preceding pages bear testimony. The infatuation of the public for
building toll and turnpike roads was now at its height. Only a
few years before, a comprehensive scheme of internal improvements
had been outlined by Jefferson's Secretary of the Treasury,
Albert Gallatin. When a boy, it is said, he had lain on the floor
of a surveyor's cabin on the western slopes of the Alleghanies
and had heard Washington describe to a rough crowd of Westerners
his plan to unite the Great Lakes with the Potomac in one mighty
chain of inland commerce. Jefferson's Administration was now
about to devote the surplus in the Treasury to the construction
of national highways and canals. The Cumberland Road, to be built
across the Alleghanies by the War Department, was authorized by
the president in the same year in which the Clermont made her
first trip; and Jesse Hawley, at his table in a little room in a
Pittsburgh boarding house, was even now penning in a series of
articles, published in the Pittsburgh Commonwealth, beginning in
January, 1807, the first clear challenge to the Empire State to
connect the Hudson and Lake Erie by a canal. Thus the two next
steps in the history of inland commerce in America were ready to
be taken.



CHAPTER VIII. The Conquest Of The Alleghanies

The two great thoroughfares of American commerce in the first
half of the nineteenth century were the Cumberland Road and the
Erie Canal. The first generation of the new century witnessed the
great burst of population into the West which at once gave Ohio,
Indiana, Illinois, Michigan, and Wisconsin a place of national
importance which they have never relinquished. So far as pathways
of commerce contributed to the creation of this veritable new
republic in the Middle West, the Cumberland Road and the Erie
Canal, cooperating respectively with Ohio River and Lake Erie
steamboats, were of the utmost importance. The national spirit,
said to have arisen from the second war with England, had its
clearest manifestation in the throwing of a great macadamized
roadway across the Alleghanies to the Ohio River and the digging
of the Erie Canal through the swamps and wildernesses of New
York.

Both of these pathways were essentially the fruition of the
doctrine to which Washington gave wide circulation in his letter
to Harrison in 1784, wherein he pictured the vision of a vast
Republic united by commercial chains. Both were essentially
Western enterprises. The highway was built to fulfil the promise
which the Government had made in 1802 to use a portion of the
money accruing from the sale of public lands in Ohio in order to
connect that young State with Atlantic waters. It was proposed to
build the canal, according to one early plan, with funds to be
obtained by the sale of land in Michigan. So firmly did the
promoters believe in the national importance of this project that
subscriptions, according to another plan, were to be solicited as
far afield as Vermont in the North and Kentucky in the Southwest.
All that Washington had hoped for, and all that Aaron Burr is
supposed to have been hopeless of, were epitomized in these great
works of internal improvement. They bespoke cooperation of the
highest existing types of loyalty, optimism, financial skill, and
engineering ability.

Yet, on the other hand, the contrasts between these undertakings
were great. The two enterprises, one the work of the nation and
the other that of a single State, were practically
contemporaneous and were therefore constantly inviting
comparison. The Cumberland Road was, for its day, a gigantic
government undertaking involving problems of finance, civil
engineering, eminent domain, state rights, local favoritism, and
political machination. Its purpose was noble and its successful
construction a credit to the nation; but the paternalism to which
it gave rise and the conflicts which it precipitated in Congress
over questions of constitutionality were remembered soberly for a
century. The Erie Canal, after its projectors had failed to
obtain national aid, became the undertaking of one commonwealth
conducted, amid countless doubts and jeers, to a conclusion
unbelievably successful. As a result many States, foregoing
Federal aid, attempted to duplicate the successful feat of New
York. In this respect the northern canal resembled the Lancaster
Turnpike and tempted scores of States and corporations to
expenditures which were unwise in circumstances less favorable
than those of the fruitful and strategic Empire State.

In the conception of both the roadway and the canal, it should be
noted, the old idea of making use of navigable rivers still
persisted. The act foreshadowing the Cumberland Road, passed in
1802, called for "making public roads leading from the navigable
waters emptying into the Atlantic, to the Ohio, to said State
Ohio and through the same"; and Hawley's original plan was to
build the Erie Canal from Utica to Buffalo using the Mohawk from
Utica to the Hudson.

Historic Cumberland, in Maryland, was chosen by Congress as the
eastern terminus of the great highway which should bind Ohio to
the Old Thirteen. Commissioners were appointed in 1806 to choose
the best route by which the great highway could reach the Ohio
River between Steubenville, Ohio and the mouth of Grave Creek;
but difficulties of navigation in the neighborhood of the Three
Sister Islands near Charlestown, or Wellsburg, West Virginia, led
to the choice of Wheeling, farther down, as a temporary western
terminus.

The route selected was an excellent compromise between the long
standing rival claims of Pennsylvania, Maryland, and Virginia to
the trade of the West. If Baltimore and Alexandria were to be
better served than Philadelphia, the advantage was slight; and
Pennsylvania gained compensation, ere the State gave the National
Government permission to build the road within its limits, by
dictating that it should pass through Uniontown and Washington.
In this way Pennsylvania obtained, without cost, unrivaled
advantages for a portion of the State which might otherwise have
been long neglected.

The building of the road, however satisfactory in the main, was
not undertaken without arousing many sectional and personal hopes
and prejudices and jealousies, of which the echoes still linger
in local legends today. Land-owners, mine-owners, factory-owners,
innkeepers and countless townsmen and villagers anxiously watched
the course of the road and were bitterly disappointed if the new
sixty-four-foot thoroughfare did not pass immediately through
their property. On the other hand, promoters of toll and turnpike
companies, who had promising schemes and long lists of
shareholders, were far from eager to have their property taken
for a national road. No one believed that, if it proved
successful, it would be the only work of its kind, and everywhere
men looked for the construction of government highways out of the
overflowing wealth of the treasury within the next few years.

In April, 1811, the first contracts were let for building the
first ten miles of the road from its eastern terminus and were
completed in 18191. More contracts were let in 1812, 1813, and
1815. Even in those days of war when the drain on the national
treasury was excessive, over a quarter of a million dollars was
appropriated for the construction of the road. Onward it
crawled, through the beautiful Cumberland gateway of the Potomac,
to Big Savage and Little Savage Mountains, to Little Pine Run
(the first "Western" water), to Red Hill (later called "Shades of
Death" because of the gloomy forest growth), to high-flung Negro
Mountain at an elevation of 2325 feet, and thence on to the
Youghiogheny, historic Great Meadows, Braddock's Grave, Laurel
Hill, Uniontown, and Brownsville, where it crossed the
Monongahela. Thence, on almost a straight line, it sped by way of
Washington to Wheeling. Its average cost was upwards of thirteen
thousand dollars a mile from the Potomac to the Ohio. The road
was used in 1817, and in another year the mail coaches of the
United States were running from Washington to Wheeling, West
Virginia. Within five years one of the five commission houses
doing business at Wheeling is said to have handled over a
thousand wagons carrying freight of nearly two tons each. The
Cumberland Road at once leaped into a position of leadership,
both in volume of commerce and in popularity, and held its own
for two famous decades. The pulse of the nation beat to the
steady throb of trade along its highway. Maryland at once
stretched out her eager arms, along stone roads, through
Frederick and Hagerstown to Cumberland, and thus formed a single
route from the Ohio to Baltimore. Great stagecoach and freight
lines were soon established, each patronizing its own stage house
or wagon stand in the thriving towns along the road. The
primitive box stage gave way to the oval or football type with
curved top and bottom, and this was displaced in turn by the more
practical Concord coach of national fame. The names of the
important stagecoach companies were quite as well known, a
century ago, as those of our great railways today. Chief among
them were the National, Good Intent, June Bug, and Pioneer lines.
The coaches, drawn by four and sometimes six horses, were usually
painted in brilliant colors and were named after eminent
statesmen. The drivers of these gay chariots were characters
quite as famous locally as the personages whose names were borne
by the coaches. Westover and his record of forty-five minutes for
the twenty miles between Uniontown and Brownsville, and "Red"
Bunting, with his drive of a hundred and thirty-one miles in
twelve hours with the declaration of war against Mexico, will be
long famous on the curving stretches of the Cumberland Road.

Although the freight and express traffic of those days lacked the
picturesqueness of the passenger coaches, nothing illustrates so
conclusively what the great road meant to an awakening West as
the long lines of heavy Conestogas and rattling express wagons
which raced at "unprecedented" speed across hill and vale.
Searight, the local historian of the road, describes these large,
broad-wheeled wagons covered with white canvas as 

"visible all the day long, at every point, making the highway
look more like a leading avenue of a great city than a road
through rural districts.... I have staid over night with
William Cheets on Nigger [Negro] Mountain when there were about
thirty six-horse teams in the wagon yard, a hundred Kentucky
mules in an adjoining lot, a thousand hogs in their enclosures,
and as many fat cattle in adjoining fields. The music made by
this large number of hogs eating corn on a frosty night I shall
never forget. After supper and attention to the teams, the
wagoners would gather in the bar-room and listen to the music on
the violin furnished by one of their fellows, have a Virginia
hoe-down, sing songs, tell anecdotes, and hear the experiences of
drivers and drovers from all points of the road, and, when it was
all over, unroll their beds, lay them down on the floor before
the bar-room fire side by side, and sleep with their feet near
the blaze as soundly as under the parental roof."

Meanwhile New York, the other great rival for Western trade, was
intent on its own darling project, the Erie Canal. In 1808, three
years before the building of the Cumberland Road, Joshua Forman
offered a bill in favor of the canal in the Legislature of New
York. In plain but dignified language this document stated that
New York possessed "the best route of communication between the
Atlantic and western waters," and that it held "the first
commercial rank in the United States." The bill also noted that,
while "several of our sister States" were seeking to secure "the
trade of that wide extended country," their natural advantages
were "vastly inferior." Six hundred dollars was the amount
appropriated for a brief survey, and Congress was asked to vote
aid for the construction of the "Buffalo-Utica Canal." The matter
was widely talked about but action was delayed. Doubt as to the
best route to be pursued caused some discussion. If the western
terminus were to be located on Lake Ontario at the mouth of the
Oswego, as some advocated, would produce not make its way to
Montreal instead of to New York? In 1810 a new committee was
appointed and, though their report favored the paralleling of the
course of the Mohawk and Oswego rivers, their engineer, James
Geddes, gave strength to the party which believed a direct canal
would best serve the interests of the State. It is worth noting
that Livingston and Fulton were added to the committee in 1811.

The hopes of outside aid from Congress and adjacent States met
with disappointment. In vain did the advocates of the canal in
1812 plead that its construction would promote "a free and
general intercourse between different parts of the United States,
tend to the aggrandizement and prosperity of the country, and
consolidate and strengthen the Union." The plan to have the
Government subsidize the canal by vesting in the State of New
York four million acres of Michigan land brought out a protest
from the West which is notable not so much because it records the
opposition of this section as  because it illustrates the
shortsightedness of most of the arguments raised against the New
York enterprise. The purpose of the canal, the detractors
asserted, was to build up New York City to the detriment of
Montreal, and the navigation of Lake Ontario, whose beauty they
touchingly described, was to be abandoned for a "narrow, winding
obstructed canal...for an expense which arithmetic dares not
approach." It was, in their minds, unquestionably a selfish
object, and they believed that "both correct science, and the
dictates of patriotism and philanthropy [should] lead to the
adoption of more liberal principles." It was a shortsighted
object, "predicated on the eternal adhesion of the Canadas to
England." It would never give satisfaction since trade would
always ignore artificial and seek natural routes. The attempting
of such comparatively useless projects would discourage worthy
schemes, relax the bonds of Union, and depress the national
character. But though these Westerners thus misjudged the
possibilities of the Erie Canal, we must doff our hats to them
for their foresight in suggesting that, instead of aiding the
Erie Canal, the nation ought to build canals at Niagara Falls and
Panama!

The War of 1812 suspended all talk of the canal, but the subject
was again brought up by Judge Platt in the autumn of 1816. With
alacrity strong men came to the aid of the measure. De Witt
Clinton's Memorial of 1816 addressed to the State Legislature may
well rank with Washington's letter to Harrison in the documentary
history of American commercial development. It sums up the
geographical position of New York with reference to the Great
Lakes and the Atlantic, her relationship to the West and to
Canada, the feasibility of the proposed route from an engineering
standpoint, the timeliness of the moment for such a work of
improvement, the value that the canal would give to the state
lands of the interior, and the trade that it would bring to the
towns along its pathway.

The Erie Canal was born in the Act of April 14, 1817, but the
decision of the Council of Revision, which held the power of
veto, was in doubt. An anecdote related by Judge Platt tends to
prove that fear of another war with England was the straw that
broke the camel's back of opposition. Acting-Governor Taylor,
Chief Justice Thompson, Chancellor Kent, Judge Yates, and Judge
Platt composed the Council. The two first named were open
opponents of the measure; Kent, Yates, and Platt were warm
advocates of the project, but one of them doubted if the time was
ripe to undertake it.

Taylor opposed the canal on the ground that the late treaty with
England was a mere truce and that the resources of the State
should be husbanded against renewed war.

"Do you think so, Sir?" Chancellor Kent is said to have asked the
Governor.

"Yes, Sir," was the reported reply. "England will never forgive
us for our victories, and, my word for it, we shall have another
war with her within two years."

The Chancellor rose to his feet with determination and sealed the
fate of the great enterprise in a word.

"If we must have war," he exclaimed, "I am in favor of the canal
and I cast my vote for this bill."

On July 4, 1817, work was formally inaugurated at Rome with
simple ceremonies. Thus the year 1817 was marked by three great
undertakings: the navigation of the Mississippi River upstream
and down by steamboats, the opening of the national road across
the Alleghany Mountains, and the beginning of the Erie Canal. No
single year in the early history of the United States witnessed
three such important events in the material progress of the
country.

What days the ancient "Long House of the Iroquois" now saw! The
engineers of the Cumberland Road, now nearing the Ohio River,
had enjoyed the advantage of many precedents and examples; but
the Commissioners of the Erie Canal had been able to study only
such crude examples of canal-building as America then afforded. 
Never on any continent had such an inaccessible region been
pierced by such a highway. The total length of the whole network
of canals in Great Britain did not equal that of the waterway
which the New Yorkers now undertook to build. The lack of roads,
materials, vehicles, methods of drilling and efficient business
systems was overcome by sheer patience and perseverance in
experiment. The frozen winter roads saved the day by making it
possible to accumulate a proper supply of provisions and
materials. As tools of construction, the plough and scraper with
their greater capacity for work soon supplanted the shovel and
the wheelbarrow, which had been the chief implements for such
construction in Europe. Strange new machinery born of Mother
Necessity was now heard groaning in the dark swamps of New York.
These giants, worked by means of a cable, wheel, and endless
screw, were made to hoist green stumps bodily from the ground
and, without the use of axe, to lay trees prostrate, root and
branch. A new plough was fashioned with which a yoke of oxen
could cut roots two inches in thickness well beneath the surface
of the ground.

Handicaps of various sorts wore the patience of commissioners,
engineers, and contractors. Lack of snow during one winter all
but stopped the work by cutting off the source of supplies.
Pioneer ailments, such as fever and ague, reaped great harvests,
incapacitated more than a thousand workmen at one time and for a
brief while stopped work completely.

For the most part, however, work was carried on simultaneously on
all the three great links or sections into which the enterprise
was divided. Local contractors were given preference by the
commissioners, and three-fourths of the work was done by natives
of the State. Forward up the Mohawk by Schenectady and Utica to
Rome, thence bending southward to Syracuse, and from there by way
of Clyde, Lyons, and Palmyra, the canal made its way to the giant
viaduct over the Genesee River at Rochester. Keeping close to the
summit level on the dividing ridge between Lake Ontario streams
and the Valley of the Tonawanda, the line ran to Lockport, where
a series of locks placed the canal on the Lake Erie level, 365
miles from and 564 feet above Albany. By June, 1823, the canal
was completed from Rochester to Schenectady; in October boats
passed into the tidewaters of the Hudson at Albany; and in the
autumn of 1825 the canal was formally opened by the passage of a
triumphant fleet from Lake Erie to New York Bay. Here two kegs of
lake water were emptied into the Atlantic, while the Governor of
the State of New York spoke these words:

"This solemnity, at this place, on the first arrival of vessels
from Lake Erie, is intended to indicate and commemorate the
navigable communication, which has been accomplished between our
Mediterranean Seas and the Atlantic Ocean, in about eight years,
to the extent of more than four hundred and twenty-five miles, by
the wisdom, public spirit, and energy of the people of the State
of New York; and may the God of the Heavens and the Earth smile
most propitiously on this work, and render it subservient to the
best interests of the human race."

Throughout these last seven years, the West was subconsciously
getting ready to meet the East halfway by improving and extending
her steamboat operations. Steamboats were first run on the Great
Lakes by enterprising Buffalo citizens who, in 1818, secured
rights from the Fulton-Livingston monopoly to build the
Walk-in-the-Water, the first of the great fleet of ships that now
whiten the inland seas of the United States. Regular lines of
steamboats were now formed on the Ohio to connect with the
Cumberland Road at Wheeling, although the steamboat monopoly
threatened to stifle the natural development of transportation on
Western rivers.

The completion of the Erie Canal--coupled with the new
appropriation by Congress for extending the Cumberland Road from
the Ohio River to Missouri and the beginning of the Pennsylvania
and the Chesapeake and Ohio canals, reveal the importance of
these concluding days of the first quarter of the nineteenth
century in the annals of American transportation. Never since
that time have men doubted the ability of Americans to accomplish
the physical domination of their continent. With the conquest of
the Alleghanies and of the forests and swamps of the "Long House"
by pick and plough and scraper, and the mastery of the currents
of the Mississippi by the paddle wheel, the vast plains beyond
seemed smaller and the Rockies less formidable. Men now looked
forward confidently, with an optimist of these days, to the time
"when circulation and association between the Atlantic and
Pacific and the Mexican Gulf shall be as free and perfect as they
are at this moment in England" between the extremities of that
country. The vision of a nation closely linked by wellworn paths
of commerce was daily becoming clearer. What further westward
progress was soon to be made remains to be seen.



CHAPTER IX. The Dawn Of The Iron Age

Despite the superiority of the new iron age that quickly followed
the widespreading canal movement, there was a generous spirit and
a chivalry in the "good old days" of the stagecoach, the
Conestoga, and the lazy canal boat, which did not to an equal
degree pervade the iron age of the railroad. When machinery takes
the place of human brawn and patience, there is an indefinable
eclipse of human interest. Somehow, cogs and levers and
differentials do not have the same appeal as fingers and eyes and
muscles. The old days of coach and canal boat had a
picturesqueness and a comradeship of their own. In the turmoil
and confusion and odd mixing of every kind of humanity along the
lines of travel in the days of the hurtling coach-and-six, a
friendliness, a robust sympathy, a ready interest in the
successful and the unfortunate, a knowledge of how the other half
lives, and a familiarity with men as well as with mere places,
was common to all who took the road. As Thackeray so vividly
describes it:

"The land rang yet with the tooting horns and rattling teams of
mail-coaches; a gay sight was the road in those days, before
steam-engines arose and flung its hostelry and chivalry over. To
travel in coaches, to know coachmen and guards, to be familiar
with inns along the road, to laugh with the jolly hostess in the
bar, to chuck the pretty chamber-maid under the chin, were the
delight of men who were young not very long ago. The road was an
institution, the ring was an institution. Men rallied around
them; and, not without a kind of conservatism expatiated on the
benefits with which they endowed the country, and the evils which
would occur when they should be no more decay of British spirit,
decay of manly pluck, ruin of the breed of horses, and so forth
and so forth. To give and take a black eye was not unusual nor
derogatory in a gentleman: to drive a stage-coach the enjoyment,
the emulation, of generous youth. Is there any young fellow of
the present time, who aspires to take the place of a stoker? One
sees occasionally in the country a dismal old drag with a lonely
driver. Where are you, charioteers? Where are you, O rattling
Quicksilver, O swift Defiance? You are passed by racers stronger
and swifter than you. Your lamps are out, and the music of your
horns has died away.

Behind this change from the older and more picturesque days which
is thus lamented there lay potent economic forces and a strong
commercial rivalry between different parts of the country. The
Atlantic States were all rivals of each other, reaching out by
one bold stroke after another across forest, mountain, and river
to the gigantic and fruitful West. Step after step the inevitable
conquest went on. Foremost in time marched the sturdy
pack-horsemen, blazing the way for the heavier forces quietly
biding their time in the rear--the Conestogas, the steamboat, the
canal boat, and, last and greatest of them all, the locomotive.

Through a long preliminary period the principal center of
interest was the Potomac Valley, towards whose strategic head
Virginia and Maryland, by river-improvement and road-building,
were directing their commercial routes in amiable rivalry for the
conquest of the Western trade. Suddenly out from the southern
region of the Middle Atlantic States went the Cumberland National
Road to the Ohio. New York instantly, in her zone, took up the
challenge and thrust her great Erie Canal across to the Great
Lakes. In rapid succession, Pennsylvania and Maryland and
Virginia, eager not to be outdone in winning the struggle for
Western trade, sent their canals into the Alleghanies toward the
Ohio.

It soon developed, however, that Baltimore, both powerful and
ambitious, was seriously handicapped. In order to retain her
commanding position as the metropolis of Western trade she was
compelled to resort to a new and untried method of transportation
which marks an era in American history.

It seems plain that the Southern rivals of New York City--
Philadelphia, Baltimore, and Alexandria--had relied for a while
on the deterring effect of a host of critics who warned all men
that a canal of such proportions as the Erie was not practicable,
that no State could bear the financial drain which its
construction would involve, that theories which had proved
practical on a small scale would fail in so large an undertaking,
that the canal would be clogged by floods or frozen up for half
of each year, and that commerce would ignore artificial courses
and cling to natural channels. But the answer of the Empire State
to her rivals was the homely but triumphant cry "Low Bridge!"--
the warning to passengers on the decks of canal boats as they
approached the numerous bridges which spanned the route. When
this cry passed into a byword it afforded positive proof that the
Erie Canal traffic was firmly established. The words rang in the
counting-houses of Philadelphia and out and along the Lancaster
and the Philadelphia-Pittsburgh turnpikes--"Low Bridge! Low
Bridge!" Pennsylvania had granted, it has been pointed out, that
her Southern neighbors might have their share of the Ohio Valley
trade but maintained that the splendid commerce of the Great
Lakes was her own peculiar heritage. Men of Baltimore who had
dominated the energetic policy of stone-road building in their
State heard this alarming challenge from the North. The echo ran
"Low Bridge!" in the poor decaying locks of the Potomac Company
where, according to the committee once appointed to examine that
enterprise, flood-tides "gave the only navigation that was
enjoyed." Were their efforts to keep the Chesapeake metropolis in
the lead to be set at naught?

There could be but one answer to the challenge, and that was to
rival canal with canal. These more southerly States, confronted
by the towering ranges of the Alleghanies to the westward, showed
a courage which was superb, although, as time proved in the case
of Maryland, they might well have taken more counsel of their
fears. Pennsylvania acted swiftly. Though its western waterway--
the roaring Juniata, which entered the Susquehanna near
Harrisburg--had a drop from head to mouth greater than that of
the entire New York canal, and, though the mountains of the
Altoona region loomed straight up nearly three thousand feet,
Pennsylvania overcame the lowlands by main strength and the
mountain peaks by strategy and was sending canal boats from
Philadelphia to Pittsburgh within nine years of the completion of
the Erie Canal.

The eastern division of the Pennsylvania Canal, known as the
Union Canal, from Reading on the Schuylkill to Middletown on the
Susquehanna, was completed in 1827. The Juniata section was then
driven on up to Hollidaysburg. Beyond the mountain barrier, the
Conemaugh, the Kiskiminitas, and the Allegheny were followed to
Pittsburgh. But the greatest feat in the whole enterprise was the
conquest of the mountain section, from Hollidaysburg to
Johnstown. This was accomplished by the building of five inclined
planes on each slope, each plane averaging about 2300 feet in
length and 200 feet in height. Up or down these slopes and along
the intermediate level sections cars and giant cradles (built to
be lowered into locks where they could take an entire canal boat
as a load) were to be hauled or lowered by horsepower, and later,
by steam. After the plans had been drawn up by Sylvester Welch
and Moncure Robinson, the Pennsylvania Legislature authorized the
work in 1831, and traffic over this aerial route was begun in
March, 1834. In autumn of that year, the stanch boat Hit or Miss,
from the Lackawanna country, owned by Jesse Crisman and captained
by Major Williams, made the journey across the whole length of
the canal. It rested for a night on the Alleghany summit "like
Noah's Ark on Ararat," wrote Sherman Day, "descended the next
morning into the Valley of the Mississippi, and sailed for St.
Louis."

Well did Robert Stephenson, the famous English engineer, say
that, in boldness of design and difficulty of execution, this
Pennsylvania scheme of mastering the Alleghanies could be
compared with no modern triumph short of the feats performed at
the Simplon Pass and Mont Cenis. Before long this line of
communication became a very popular thoroughfare; even Charles
Dickens "heartily enjoyed" it--in retrospect--and left
interesting impressions of his journey over it:

"Even the running up, bare-necked, at five o'clock in the morning
from the tainted cabin to the dirty deck; scooping up the icy
water, plunging one's head into it, and drawing it out, all fresh
and glowing with the cold; was a good thing. The fast, brisk walk
upon the towing-path, between that time and breakfast, when every
vein and artery seemed to tingle with health; the exquisite
beauty of the opening day, when light came gleaming off from
everything; the lazy motion of the boat, when one lay idly on the
deck, looking through, rather than at, the deep blue sky; the
gliding on, at night, so noiselessly, past frowning hills, sullen
with dark trees, and sometimes angry in one red burning spot high
up, where unseen men lay crouching round a fire; the shining out
of the bright stars, undisturbed by noise of wheels or steam, or
any other sound than the liquid rippling of the water as the boat
went on; all these were pure delights."*

* "American Notes" (Gadshill Edition), pp. 180-181.


Dickens also thus graphically depicts the unique experience of
being carried over the mountain peaks on the aerial railway:

"There are ten inclined planes; five ascending and five
descending; the carriages are dragged up the former, and let
slowly down the latter, by means of stationary engines; the
comparatively level spaces between being traversed, sometimes by
horse, and sometimes by engine power, as the case demands.
Occasionally the rails are laid upon the extreme verge of a giddy
precipice; and looking from the carriage window, the traveler
gazes sheer down, without a stone or scrap of fence between, into
the mountain depths below. The journey is very carefully made,
however; only two carriages traveling together; and while proper
precautions are taken, is not to be dreaded for its dangers.

"It was very pretty traveling thus, at a rapid pace along the
heights of the mountain in a keen wind, to look down into a
valley full of light and softness; catching glimpses, through the
tree-tops, of scattered cabins; children running to the doors;
dogs bursting out to bark, whom we could see without hearing;
terrified pigs scampering homewards; families sitting out in
their rude gardens; cows gazing upward with a stupid
indifference; men in their shirt-sleeves looking on at their
unfinished houses, planning out tomorrow's work; and we riding
onward, high abode them, like a whirl-wind. It was amusing, too,
when we had dined, and rattled down a steep pass, having no other
motive power than the weight of the carriages themselves, to see
the engine released, long after us, come buzzing down alone, like
a great insect, its back of green and gold so shining in the sun,
that if it had spread a pair of wings and soared away, no one
would have had occasion, as I fancied, for the least surprise.
But it stopped short of us in a very business-like manner when we
reached the canal; and, before we left the wharf, went panting up
this hill again, with the passengers who had waited our arrival
for the means of traversing the road by which we had come."*

* Op. cit.


This Pennsylvania route was likewise famous because it included
the first tunnel in America; but with the advance of years,
tunnel, planes, and canal were supplanted by what was to become
in time the Pennsylvania Railroad, the pride of the State and one
of the great highways of the nation.

In the year before Pennsylvania investigated her western water
route, a joint bill was introduced into the legislatures of the
Potomac Valley States, proposing a Potomac Canal Company which
should construct a Chesapeake and Ohio canal at the expense of
Maryland, Virginia, and the District of Columbia. The plan was of
vital moment to Alexandria and Georgetown on the Potomac, but
unless a lateral canal could be built to Baltimore, that city--
which paid a third of Maryland's taxes--would be called on to
supply a great sum to benefit only her chief rivals. The bitter
struggle which now developed is one of the most significant in
commercial history because of its sequel.

The conditions underlying this rivalry must not be lost sight of.
Baltimore had done more than any other Eastern city to ally
herself with the West and to obtain its trade. She had
instinctively responded to every move made by her rivals in the
great game. If Pennsylvania promoted a Lancaster Turnpike,
Baltimore threw out her superb Baltimore-Reisterstown boulevard,
though her northern road to Philadelphia remained the slough that
Brissot and Baily had found it. If New York projected an Erie
Canal, Baltimore successfully championed the building of a
Cumberland Road by a governmental godmother. So thoroughly and
quickly, indeed, did she link her system of stone roads to that
great artery, that even today many well-informed writers seem to
be under the impression that the Cumberland Road ran from the
Ohio to Washington and Baltimore. Now, with canals building to
the north of her and canals to the south of her, what of her
prestige and future?

For the moment Baltimore compromised by agreeing to a Chesapeake
and Ohio canal which, by a lateral branch, should still lead to
her market square. Her scheme embraced a vision of conquest regal
in its sweep, beyond that of any rival, and comprehending two
ideas worthy of the most farseeing strategist and the most astute
politician. It called not only for the building of a transmontane
canal to the Ohio but also for a connecting canal from the Ohio
to the Great Lakes. Not only would the trade of the Northwest be
secured by this means--for this southerly route would not be
affected by winter frosts as would those of Pennsylvania and New
York--but the good godmother at Washington would be almost
certain to champion it and help to build it since the proposed
route was so thoroughly interstate in character. With the backing
of Maryland, Virginia, Western Pennsylvania, Ohio, and probably
several States bordering the Inland Lakes, government aid in the
undertaking seemed feasible and proper.

Theoretically the daring scheme captured the admiration of all
who were to be benefited by it. At a great banquet at Washington,
late in 1823, the project was launched. Adams, Clay, and Calhoun
took the opportunity to ally themselves with it by robustly
declaring themselves in favor of widespread internal
improvements. Even the godmother smiled upon it for, following
Monroe's recommendation, Congress without hesitation voted thirty
thousand dollars for the preliminary survey from Washington to
Pittsburgh. Quickly the Chesapeake and Ohio Canal Company and the
connecting Maryland Canal Company were formed, and steps were
taken to have Ohio promote an Ohio and Lake Erie Company.

As high as were the hopes awakened by this movement, just so deep
was the dejection and chagrin into which its advocates were
thrown upon receiving the report of the engineers who made the
preliminary survey. The estimated cost ran towards a quarter of a
billion, four times the capital stock of the company; and there
were not lacking those who pointed out that the Erie Canal had
cost more than double the original appropriation made for it.

The situation was aggravated for Baltimore by the fact that
Maryland and Virginia were willing to take half a loaf if they
could not get a whole one: in other words, they were willing to
build the canal up the Potomac to Cumberland and stop there.
Baltimore, even if linked to this partial scheme, would lose her
water connection with the West, the one prized asset which the
project had held out, and her Potomac Valley rivals would, on
this contracted plan, be in a particularly advantageous position
to surpass her. But the last blow was yet to come. Engineers
reported that a lateral canal connecting the Potomac and
Chesapeake Bay was not feasible. It was consequently of little
moment whether the Chesapeake and Ohio Canal could be built
across the Alleghanies or not, for, even if it could have been
carried through the Great Plains or to the Pacific, Baltimore
was, for topographical reasons, out of the running.

The men of Baltimore now gave one of the most striking
illustrations of spirit and pluck ever exhibited by the people of
any city. They refused to accept defeat. If engineering science
held a means of overcoming the natural disadvantages of their
position, they were determined to adopt that means, come what
would of hardship, difficulty, and expenditure. If roads and
canals would not serve the city on the Chesapeake, what of the
railroad on which so many experiments were being made in England?

The idea of controlling the trade of the West by railroads was
not new. As early as February, 1825, certain astute
Pennsylvanians had advocated building a railroad to Pittsburgh
instead of a canal, and in a memorial to the Legislature they had
set forth the theory that a railroad could be built in one-third
of the time and could be operated with one-third of the number of
employees required by a canal, that it would never be frozen, and
that its cost of construction would be less. But these arguments
did not influence the majority, who felt that to follow the line
of least resistance and to do as others had done would involve
the least hazard. But Baltimore, with her back against the wall,
did not have the alternative of a canal. It was a leap into the
unknown for her or commercial stagnation.

It is regrettable that, as Baltimore began to break this fresh
track, she should have had political as well as physical and
mechanical obstacles to overcome. The conquest of the natural
difficulties alone required superhuman effort and endurance. But
Baltimore had also to fight a miserable internecine warfare in
her own State, for Maryland immediately subscribed half a million
to the canal as well as to the newly formed Baltimore and Ohio
Railroad. In rival pageants, both companies broke ground on July
4, 1828, and the race to the Ohio was on. The canal company clung
doggedly to the idle belief that their enterprise was still of
continental proportions, since it would connect at Cumberland
with the Cumberland Road. This exaggerated estimate of the
importance of the undertaking shines out in the pompous words of
President Mercer, at the time when construction was begun:

"There are moments in the progress of time, which are counters of
whole ages. There are events, the monuments of which, surviving
every other memorial of human existence, eternize the nation to
whose history they belong, after all other vestiges of its glory
have disappeared from the globe. At such a moment have we now
arrived."

This oracular language lacks the simple but winning
straightforwardness of the words which Director Morris uttered on
the same day near Baltimore and which prove how distinctly
Western the new railway project was held to be:

"We are about opening a channel through which the commerce of the
mighty country beyond the Allegheny must seek the ocean--we are
about affording facilities of intercourse between the East and
West, which will bind the one more closely to the other, beyond
the power of an increased population or sectional differences to
disunite."

The difficulties which faced the Baltimore enthusiasts in their
task of keeping their city "on the map" would have daunted men of
less heroic mold. Every conceivable trial and test which nature
and machinery could seemingly devise was a part of their day's
work for twelve years struggles with grades, locomotives, rails,
cars. As Rumsey, Fitch, and Fulton in their experiments with
boats had floundered despondently with endless chains, oars,
paddles, duck's feet, so now Thomas and Brown in their efforts to
make the railroad effective wandered in a maze of difficulties
testing out such absurd and impossible ideas as cars propelled by
sails and cars operated by horse treadmills. By May, 1830,
however, cars on rails, running by "brigades" and drawn by
horses, were in operation in America. It was only in this year
that in England locomotives were used with any marked success on
the Liverpool and Manchester Railroad; yet in August of this year
Peter Cooper's engine, Tom Thumb, built in Baltimore in 1829,
traversed the twelve miles between that city and Ellicott's Mills
in seventy-two minutes. Steel springs came in 1832, together with
car wheels of cylindrical and conical section which made it
easier to turn curves.

The railroad was just beginning to master its mechanical problems
when a new obstacle confronted it in the Potomac Valley. It could
not cross Maryland to the Cumberland mountain gateway unless it
could follow the Potomac. But its rival, the canal, had inherited
from the old Potomac Company the only earthly asset it possessed
of any value--the right of way up the Maryland shore. Five years
of quarreling now ensued, and the contest, though it may not have
seriously delayed either enterprise, aroused much bitterness and
involved the usual train of lawsuits and injunctions.

In 1833 the canal company yielded the railroad a right of way
through the Point of Rocks--the Potomac chasm through the Blue
Ridge wall, just below Harper's Ferry on condition that the
railroad should not build beyond Harper's Ferry until the canal
was completed to Cumberland. But probably nothing but the
financial helplessness of the canal company could have brought a
solution satisfactory to all concerned. A settlement of the long
quarrel by compromise was the price paid for state aid, and, in
1835 Maryland subsidized to a large degree both canal and
railroad by her famous eight million dollar bill. The railroad
received three millions from the State, and the city of Baltimore
was permitted to subscribe an equal amount of stock. With this
support and a free right of way, the railroad pushed on up the
Potomac. Though delayed by the financial disasters of 1837, in
1842 it was at Hancock; in 1851, at Piedmont; in 1852, at
Fairmont; and the next year it reached the Ohio River at
Wheeling.

Spurred by the enterprise shown by these Southerners,
Pennsylvania and New York now took immediate steps to parallel
their own canals by railways. The line of the Union Canal in
Pennsylvania was paralleled by a railroad in 1834, the same year
in which the Allegheny Portage Railway was constructed. New York
lines reached Buffalo in 1842. The Pennsylvania Railroad, which
was incorporated in 1846, was completed to Pittsburgh in 1854.

It is thus obvious that, with the completion of these lines and
the building of the Chesapeake and Ohio Railway through the
"Sapphire Country" of the Southern Alleghanies, the new railway
era pursued its paths of conquest through the very same mountain
passageways that had been previously used by packhorseman and
Conestoga and, in three instances out of four, by the canal boat.
If one motors today in the Juniata Valley in Pennsylvania, he can
survey near Newport a scene full of meaning to one who has a
taste for history. Traveling along the heights on the highway
that was once the red man's trail, he can enjoy a wide prospect
from this vantage point. Deep in the valley glitters the little
Juniata, route of the ancient canoe and the blundering barge.
Beside it lies a long lagoon, an abandoned portion of the
Pennsylvania Canal. Beside this again, as though some monster had
passed leaving a track clear of trees, stretches the right of way
of the first "Pennsylvania," and a little nearer swings the
magnificent double-tracked bed of the railroad of today. Between
these lines of travel may be read the history of the past two
centuries of American commerce, for the vital factors in the
development of the nation have been the evolution of
transportation and its manifold and far-reaching influence upon
the expansion of population and commerce and upon the rise of new
industries.

Thus all the rivals in the great contest for the trade of the
West speedily reached their goal, New York with the Erie and the
New York Central, and Pennsylvania and Maryland with the
Pennsylvania and the Baltimore and Ohio. But what of this West
for whose commerce the great struggle was being waged? When the
railheads of these eager Atlantic promoters were laid down at
Buffalo on Lake Erie and at Pittsburgh on the Ohio they looked
out on a new world. The centaurs of the Western rivers were no
less things of the far past than the tinkling bells borne by the
ancient ponies of the pack-horse trade. The sons of this new West
had their eyes riveted on the commerce of the Great Lakes and the
Mississippi Valley. With road, canal, steamboat, and railway,
they were renewing the struggle of their fathers but for prizes
greater than their fathers ever knew.

New York again proved the favored State. Her Mohawk pathway gave
her easiest access to the West and here, at her back door on the
Niagara frontier, lay her path by way of the Great Lakes to the
North and the Northwest.



CHAPTER X. cv 
As one stands in imagination at the early railheads of the West--
on the Ohio River at the end of the Cumberland Road, or at
Buffalo, the terminus of the Erie Canal--the vision which
Washington caught breaks upon him and the dream of a nation made
strong by trans-Alleghany routes of commerce. Link by link the
great interior is being connected with the sea. Behind him all
lines of transportation lead eastward to the cities of the coast.
Before him lies the giant valley where the Father of Waters
throws out his two splendid arms, the Ohio and the Missouri, one
reaching to the Alleghanies and the other to the Rockies.
Northward, at the end of the Erie Canal, lies the empire of the
Great Lakes, inland seas that wash the shores of a Northland
having a coastline longer than that of the Atlantic from Maine to
Mexico.

Ships and conditions of navigation were much the same on the
lakes as on the ocean. It was therefore possible to imagine the
rise of a coasting trade between Illinois and Ohio as profitable
as that between Massachusetts and New York. Yet the older
colonies on the Atlantic had an outlet for trade, whereas the
Great Lakes had none for craft of any size, since their northern
shores lay beyond the international boundary. If there had been
danger from Spain in the Southwest, what of the danger of
Canada's control of the St. Lawrence River and of the trade of
the Northwest through the Welland Canal which was to join Lake
Ontario to Lake Erie? But in those days the possibility of
Canadian rivalry was not treated with great seriousness, and many
men failed to see that the West was soon to contain a very large
population. The editor of a newspaper at Munroe, New York,
commenting in 1827 on a proposed canal to connect Lake Erie with
the Mississippi by way of the Ohio, believed that the rate of
Western development was such that this waterway could be expected
only "some hundred of years hence." Even so gifted a man as Henry
Clay spoke of the proposed canal between Lake Michigan and Lake
Superior in 1825 as one relating to a region beyond the pale of
civilization "if not in the moon." Yet in twenty-five years
Michigan, which had numbered one thousand inhabitants in 1812,
had gained two hundredfold, and Ohio, Indiana, and Illinois had
their hundreds of thousands who were clamoring for ways and means
of sending their surplus products to market.

Early in the century representatives of the Fulton-Livingston
monopoly were at the shores of Lake Ontario to prove that their
steamboats could master the waves of the inland sea and serve
commerce there as well as in tidewater rivers. True, the luckless
Ontario, built in 1817 at Sackett's Harbor, proved unseaworthy
when the waves lifted the shaft of her paddle wheels off their
bearings and caused them to demolish the wooden covering built
for their protection; but the Walk-in-the-Water, completed at
Black Rock (Buffalo) in August, 1818, plied successfully as far
as Mackinac Island until her destruction three years later. Her
engines were then inherited by the Superior of stronger build,
and with the launching of such boats as the Niagara, the Henry
Clay, and the Pioneer, the fleet builders of Buffalo, Cleveland,
and Detroit proved themselves not unworthy fellow-countrymen of
the old seafarers of Salem and Philadelphia.

But how were cargoes to reach these vessels from the vast regions
beyond the Great Lakes? Those thousands of settlers who poured
into the Northwest had cargoes ready to fill every manner of
craft in so short a space of time that it seems as if they must
have resorted to arts of necromancy. It was not magic, however,
but perseverance that had triumphed. The story of the creating of
the main lakeward-reaching canals is long and involved. A period
of agitation and campaigning preceded every such undertaking; and
when construction was once begun, financial woes usually brought
disappointing delays. When a canal was completed after many
vicissitudes and doubts, traffic overwhelmed every method
provided to handle it: locks proved altogether too small; boats
were inadequate; wharfs became congested; blockades which
occurred at locks entailed long delay. In the end only lines and
double lines of steel rails could solve the problem of rapid and
adequate transportation, but the story of the railroad builders
is told elsewhere.*

* See "The Railroad Builders," by John Moody (in "The Chronicles
of America"). 


Ohio and Illinois caught the canal fever even before the Erie
Canal was completed, and the Ohio Canal and the Illinois-Michigan
Canal saw preliminary surveying done in 1822 and 1824
respectively. Ohio particularly had cause to seek a northern
outlet to Eastern markets by way of Lake Erie. The valleys of the
Muskingum, Scioto, and Miami rivers were producing wheat in large
quantities as early as 1802, when Ohio was admitted to the Union.
Flour which brought $3.50 a barrel in Cincinnati was worth $8 in
New York. There were difficulties in the way of transportation.
Sometimes ice prevented produce and merchandise from descending
the Ohio to Cincinnati. At other times merchants of that city had
as many as a hundred thousand barrels awaiting a rise in the
river which would make it possible for boats to go over the falls
at Louisville. As these conditions involved a delay which often
seemed intolerable, the project to build canals to Lake Erie met
with generous acclaim. A northward route, though it might be
blocked by ice for a few months each winter, had an additional
value in the eyes of numerous merchants whose wheat, sent in bulk
to New Orleans, had soured either in the long delay at Louisville
or in the semi-tropical heat of the Southern port.

The Ohio Legislature in 1822 authorized the survey of all
possible routes for canals which would give Ohio an outlet for
its produce on Lake Erie. The three wheat zones which have been
mentioned were favored in the proposed construction of two canals
which, together, should satisfy the need of increased
transportation: the Ohio Canal to connect Portsmouth on the Ohio
River with Cleveland on Lake Erie and to traverse the richest
parts of the Scioto and Muskingum valleys, and to the west the
Miami Canal to pierce the fruitful Miami and Maumee valleys and
join Cincinnati with Toledo. De Witt Clinton, the presiding
genius of the Erie Canal, was invited to Ohio to play godfather
to these northward arteries which should ultimately swell the
profits of the commission merchants of New York City, and amid
the cheers of thousands he lifted the first spadefuls of earth in
each undertaking.

The Ohio Canal, which was opened in 1833, had a marked effect
upon the commerce of Lake Erie. Before that date the largest
amount of wheat obtained from Cleveland by a Buffalo firm had
been a thousand bushels; but in the first year of its operation
the Ohio Canal brought to the village of Cleveland over a quarter
of a million bushels of wheat, fifty thousand barrels of flour,
and over a million pounds of butter and lard. In return, the
markets of the world sent into Ohio by canal in this same year
thirty thousand barrels of salt and above five million pounds of
general merchandise.

Ever since the time when the Erie Canal was begun, Canadian
statesmen had been alive to the strong bid New York was making
for the trade of the Great Lakes. Their answer to the Erie Canal
was the Welland Canal, built between 1824 and 1832 and connecting
Lake Erie with Lake Ontario by a series of twenty-seven locks
with a drop of three hundred feet in twenty-six miles. This
undertaking prepared the way for the subsequent opening of the
St. Lawrence canal system (183 miles) and of the Rideau system by
way of the Ottawa River (246 miles). There was thus provided an
ocean outlet to the north, although it was not until 1856 that an
American vessel reached London by way of the St. Lawrence.

With the Hudson and the St. Lawrence in the East thus competing
for the trade of the Great Lakes, it is not surprising that the
call of the Mississippi for improved highways was presently
heard. From the period of the War of 1812 onward the position of
the Mississippi River in relation to Lake Michigan was often
referred to as holding possibilities of great importance in the
development of Western commerce. Already the old portage-path
links between the Fox and Wisconsin and the Chicago and Illinois
rivers had been worn deep by the fur traders of many generations,
and with the dawning of the new era enthusiasts of Illinois were
pointing out the strategic position of the latter route for a
great trade between Lake Michigan and the Gulf of Mexico. Thus
the wave of enthusiasm for canal construction that had swept New
York and Ohio now reached Indiana and Illinois. Indian ownership
of land in the latter State for a moment seemed to block the
promotion of the proposed Illinois and Michigan Canal, but a
handsome grant of a quarter of a million acres by the Federal
Government in 1827 came as a signal recognition of the growing
importance of the Northwest; and an appropriation for the
lighting and improving of the harbor of the little village of
Chicago was hailed by ardent promoters as sure proof that the
wedding of Lake Michigan and the Mississippi was but a matter of
months.

All the difficulties encountered by the advocates of earlier
works of this character, in the valleys of the Potomac, the
Susquehanna, and the Mohawk, were the portion of these dogged
promoters of Illinois. Here, as elsewhere, there were rival
routes and methods of construction, opposition of jealous
sections not immediately benefited, estimates which had to be
reconsidered and augmented, and so on. The land grants pledged to
pay the bonds were at first of small value, and their advance in
price depended on the success of the canal itself, which could
not be built unless the State underwrote the whole enterprise--if
the lands were not worth the bonds. Thus the argument ran in a
circle, and no one could foresee the splendid traffic and
receipts from tolls that would result from the completed canal.

The commissioners in charge of the project performed one
interesting service in these early days by putting Chicago on the
map; but the two terminals, Ottawa on the Illinois and Chicago on
Lake Michigan--both plotted in 1830--were very largely figures of
speech at that time. The day of miracles was at hand, however,
for the little town of one hundred people at the foot of Lake
Michigan. The purchase of the lands of the Potawatomies, the
Black Hawk War in 1832, which brought steamboats to Chicago for
the first time, and the decision of Illinois in 1836 to pledge
her good name in favor of the Illinois and Michigan Canal made
Chicago a city of four thousand people by the panic year of 1837.
So absorbed were these Chicago folk in the building of their
canal and in wresting from their lake firm foothold for a city
(reclaiming four hundred feet of lake bed in two years) that the
panic affected their town less than it did many a rival. Although
the canal enterprise came to an ominous pause in 1842, after the
expenditure of five millions, the pledge of the State stood the
enterprise in good stead. Local financiers, together with New
York and Boston promoters, advanced about a quarter of a million,
while French and English bankers, notably Baring Brothers,
contributed about three-quarters of a million. With this
assistance the work was carried to a successful ending. On April
10,1848, the first boat passed over the ninety-mile route from
Chicago to Ottawa, and the Great Lakes and the Mississippi Basin
were united by this Erie Canal of the West. Though its days of
greatest value were soon over, no one can exaggerate the
importance of this waterway in the growth and prosperity of
Chicago between 1848 and 1860. By 1857 Chicago was sending north
and south annually by boat over twenty million bushels of wheat
and corn.

The awakening of the lands behind Lake Erie, Lake Huron, and Lake
Michigan brought forth innumerable demands for roads, canals, and
railways to the ports of Buffalo, Cleveland, Toledo, Detroit,
Milwaukee, and Chicago. There were actually hundreds of these
enterprises undertaken. The development of the land behind Lake
Superior was particularly spectacular and important, not only
because of its general effect on the industrial world but also
because out of it came the St. Mary's River Ship Canal. Nowhere
in the zone of the Great Lakes has any region produced such
unexpected changes in American industrial and commercial life as
did the region of Michigan, Wisconsin, and Minnesota contributory
to Lake Superior. If, as the story goes, Benjamin Franklin said,
when he drew at Paris the international boundary line through
Lake Superior, that this was his greatest service to America, he
did not exaggerate. The line running north of Isle Royale and
thence to the Lake of the Woods gave the United States the lion's
share of that great inland seaboard and the inestimably rich
deposits of copper and iron that have revolutionized American
industry.

>From earliest days rumors of deposits of bright copper in the
land behind Lake Superior had been reported by Indians to fur
traders who in turn had passed the story on to fur company agents
and thus to the outside world. As a result of her "Toledo War"--
as her boundary dispute was called--Michigan had reluctantly
accepted the northern peninsula lying between Lake Superior and
Lake Michigan in lieu of the strip of Ohio territory which she
believed to be hers. If Michigan felt that she had lost by this
compromise, her state geologist, Douglass Houghton, soon found a
splendid jewel in the toad's head of defeat, for the report of
his survey of 1840 confirmed the story of the existence of large
copper deposits, and the first rush to El Dorado followed. Amid
the usual chaos, conflict, and failure incident to such
stampedes, order and system at last triumphed and the richest
copper mines of the New World were uncovered. Then came the
unexpected finding of the mammoth iron-ore beds by William A.
Burt, inventor of the solar compass. The circumstance of this
discovery is of such national importance that a contemporary
description by a member of Burt's party which was surveying a
line near Marquette, Michigan, is worth quoting:

"I shall never forget the excitement of the old gentleman when
viewing the changes of the variation. He kept changing his
position to take observations, all the time saying "How would
they survey this country without my compass" and "What could be
done here without my compass." At length the compassman called
for us all to "come and see a variation which will beat them
all." As we looked at the instrument, to our astonishment, the
north end of the needle was traversing a few degrees to the south
west. Mr. Burt called out "Boys, look around and see what you can
find." We all left the line, some going to the east, some going
to the west, and all of us returned with specimens of iron ore."

But it was not enough that this Aladdin's Land in the Northwest
should revolutionize the copper and steel industry of the world,
for as soon as the soil took to its bosom an enterprising race of
agriculturists it bade fair to play as equally important a part
in the grain industry. Copper and iron no less came out of the
blue of this cold northern region than did the mighty crops of
Minnesota wheat, corn, and oats. In the decade preceding the
Civil War the export of wheat from Lake Superior rose from
fourteen hundred bushels to three and a quarter millions of
bushels, while in 1859 nearly seven million bushels of corn and
oats were sent out to the world.

The commerce of Lake Superior could not await the building of a
canal around the foaming rapids of the St. Mary's River, its one
outlet to the lower lakes. In the decade following the discovery
of copper and iron more than a dozen ships, one even of as much
as five hundred tons, were hauled bodily across the portage
between Lake Huron and Lake Superior. The last link of navigation
in the Great Lake system, however, was made possible in 1852 by a
grant by Congress of 750,000 acres of Michigan land. Although
only a mile in length, the work proved to be of unusual
difficulty since the pathway for the canal had to be blasted
throughout practically its whole length out of solid rock. It was
completed in 1855, and the princely empire "in the moon" was in a
position to make its terms with the coal fields of Pennsylvania
and to usher in the iron age of transportation and construction.

It is only in the light of this awakening of the lands around the
Great Lakes that one can see plainly the task which fell to the
lot of the successors of the frail Walk-in-the-Water and sturdier
Superior of the early twenties. For the first fifteen years the
steamboat found its mission in carrying the thousands of
emigrants pouring into the Northwest, a heterogeneous multitude
which made the Lake Erie boats seem, to one traveler at least,
filled with "men, women and children, beds, cradles, kettles, and
frying pans." These craft were built after the pattern of the
Walk-in-the-Water--side-wheelers with a steering wheel at the
stern. No cabins or staterooms on deck were provided; and amid
such freight as the thriving young towns provided were to be
found the twenty or thirty cords of wood which the engines
required as fuel.

The second period of steamboating began with the opening of the
Ohio Canal and the Welland Canal about 1834 and extended another
fifteen years to the middle of the century, when it underwent a
transformation owing to the great development of Chicago, the
completion of the Illinois and Michigan and St. Mary's canals,
and the new railways. This second period was marked by the
building of such steamers as the Michigan, the Great Western, and
the Illinois. These were the first boats with an upper cabin and
were looked upon with marked suspicion by those best acquainted
with the severe storms upon the Great Lakes. The Michigan, of 475
tons, built by Oliver Newberry at Detroit in 1833, is said to
have been the first ship of this type. These boats proved their
seaworthiness and caused a revolution in the construction of lake
craft. Later in this period freight transportation saw an equally
radical advance with the building of the first propellers. The
sloop-rigged Vandalia, built by Sylvester Doolittle at Oswego on
Lake Ontario in 1842, was the first of the propeller type and
was soon followed by the Hercules, the Samson, and the Detroit.

One very great handicap in lake commerce up to this time had been
the lack of harbors. Detroit alone of the lake ports was
distinctly favored in this respect. The harbors of Buffalo,
Cleveland, Milwaukee, and Chicago were improved slowly, but it
was not until the great Chicago convention of 1846 that the
nation's attention was focused on the needs of Western rivers and
harbors, and there dawned a new era of lighthouses and buoys,
breakwaters and piers, and dredged channels. Another handicap to
the volume of business which the lake boats handled in the period
just previous to the Civil War was the inadequacy of the feeders,
the roads, riverways, and canals. The Erie Canal was declared too
small almost before the cries of its virulent opponents had died
away, and the enlargement of its locks was soon undertaken. The
same thing proved true of the Ohio and Illinois canals. The
failure of the Welland Canal was similarly a very serious
handicap. Although its locks were enlarged in 1841, it was found
by 1850 that despite the improvements it could not admit more
than about one-third of the grain-carrying boats, while only one
in four of the new propellers could enter its locks.

As late as the middle forties men did not in the least grasp the
commercial situation which now confronted the Northwest nor could
they foresee that the land behind the Great Lakes was about to
deluge the country with an output of produce and manufactures of
which the roads, canals, ships, wharfs, or warehouses in
existence could handle not a tenth part. They did not yet
understand that--this trade was to become national. It was well
on in the forties before the Galena lead mines, for instance,
were given up as the terminal of the Illinois Central Railroad
and the main line was directed to Chicago. The middle of the
century was reached before the Lake Shore was considered at
Cleveland or Chicago as important commercially as the neighboring
portage paths which by the Ordinance of 1787 had been created
"common highways forever free." The idea of joining Buffalo,
Cleveland, and Chicago with the interior--an idea as old as the
Indian trails thither--still dominated men's minds even in the
early part of the railroad epoch. Chicago desired to be connected
with Cairo, the ice-free port on the Mississippi; and Cleveland
was eager to be joined to Columbus and Cincinnati. The
enthusiastic railway promoters of Ohio, Indiana, and Illinois
drew splendid plans for uniting all parts of those States by
railway lines; but the strategic position of the cities on the
continental alignment from New York to the Pacific by way of
South Pass never came within their horizon. The ten million
dollar Illinois scheme did not even contemplate a railway running
eastward from Chicago. But the future of the commerce of the
Great Lakes depended absolutely upon this development. There was
no hope of any canals being able to handle the traffic of the
mighty empire which was now awake and fully conscious of its
power. The solution lay in joining the cities to each other and
to the Atlantic world markets by iron rails running east and
west.

This railroad expansion is what makes the last decade before the
Civil War such a remarkable series of years in the West. In the
half decade, 1850-55, the Baltimore and Ohio and Pennsylvania
railways reached the Ohio River; the links of the present Lake
Shore system between Buffalo and Chicago by way of Cleveland and
Toledo were constructed; and the Pennsylvania line was put
through from Pittsburgh to Chicago. The place of the lake country
on the continental alignment and the imperial situation of
Chicago, and later of Omaha, came to be realized. The new view
transformed men's conceptions of every port on the Great Lakes in
the chain from Buffalo to Chicago. At a dozen southern ports on
Ontario, Erie, Huron, and Michigan, commerce now touched the
swiftest and most economical means of transcontinental traffic.
This development culminated in the miracle we call Chicago. In
1847 not a line of rail entered the town; its population then
numbered about twenty-five thousand and its property valuation
approximated seven millions. Ten years later four thousand miles
of railway connected with all four points of the compass a city
of nearly one hundred thousand people, and property valuation had
increased five hundred per cent. The growth of Buffalo,
Cleveland, and Detroit during this period was also phenomenal.

When the crisis of 1861 came, the service performed by the
Walk-in-the-Water and her successors was seen in its true light.
The Great Lakes as avenues of migration had played a providential
part in filling a northern empire with a proud and loyal race;
from farm and factory regiment on regiment marched forth to fight
for unity; from fields without number produce to sustain a nation
on trial poured forth in abundance; enormous quantities of iron
were at hand for the casting of cannon and cannon balls; and,
finally, pathways of water and steel were in readiness in the
nick of time to carry these resources where they would count
tremendously in the four long years of conflict.



CHAPTER XI. The Steamboat And The West

Two great fields of service lay open before those who were to
achieve by steam the mastery of the inland waterways. On the one
hand the cotton kingdom of the South, now demanding great stores
of manufactured goods, produce, and machinery, was waiting to be
linked to the valleys and industrial cities of the Middle West;
and, on the other hand, along those great eastward and westward
rivers, the Ohio and Missouri, lay the commerce of the prairies
and the Great Plains. But before the steamboat could serve the
inland commerce of the West, it had to be constructed on new
lines. The craft brought from the seaboard were of too deep draft
to navigate shallow streams which ran through this more level
country.

The task of constructing a great inland river marine to play the
dual role of serving the cotton empire and of extending American
migration and commerce into the trans-Mississippi region was
solved by Henry Shreve when he built the Washington at Wheeling
in 1816. Shreve was the American John Hawkins. Hawkins, that
sturdy old admiral of Elizabethan days, took the English ship of
his time, trimmed down the high stern and poop decks, and cut
away the deep-lying prow and stern, after the fashion of our
modern cup defenders, and in a day gave England the key to sea
mastery in the shape of a new ship that would take sail and
answer her rudder beyond anything the maritime world until then
had known. Shreve, like Hawkins, flagrantly ignoring the
conventional wisdom of his day and craft, built the Washington to
sail on the water instead of in it, doing away altogether with a
hold and supplying an upper deck in its place.

To few inventors, indeed, does America owe a greater debt of
thanks than to this Ohio River shipbuilder. A dozen men were on
the way to produce a Clermont had Fulton failed; but Shreve had
no rival in his plan to build a flat-bottomed steamboat. The
remarkable success of his design is attested by the fact that in
two decades the boats built on his model outweighed in tonnage
all the ships of the Atlantic seaboard and Great Lakes combined.
Immediately the Ohio became in effect the western extension of
the great national highway and opened an easy pathway for
immigration to the eastern as well as the western lands of the
Mississippi Basin. The story goes that an old phlegmatic negro
watched the approach of one of the first steamboats to the wharf
of a Southern city. Like many others, he had doubted the
practicability of this new-fangled Yankee notion. The boat,
however, came and went with ease and dispatch. The old negro was
converted. "By golly," he shouted, waving his cap, "the
Mississippi's got her Massa now."

The Mississippi had indeed found her master, but only by slow
degrees and after intervals of protracted rebellion did she
succumb to that master. Luckily, however, there was at hand an
army of unusual men--the "alligator-horses" of the flatboat era--
upon whom the steamboat could call with supreme confidence that
they would not fail. Theodore Roosevelt has said of the Western
pioneers that they "had to be good and strong--especially,
strong." If these men upon whom the success of the steamboat
depended were not always good, they were beyond any doubt
behemoths in strength.

The task before them, however, was a task worthy of Hercules. The
great river boldly fought its conquerors, asking and giving no
quarter, biding its time when opposed by the brave but crushing
the fearful on sight. In one respect alone could it be depended
upon--it was never the same. It is said to bring down annually
four hundred million tons of mud, but its eccentricity in
deciding where to wash away and where to deposit its load is
still the despair of river pilots. The great river could destroy
islands and build new ones overnight with the nonchalance of a
child playing with clay. It could shorten itself thirty miles at
a single lunge. It could move inland towns to its banks and leave
river towns far inland. It transferred the town of Delta, for
instance, from three miles below Vicksburg to two miles above it.
Men have gone to sleep in one State and have wakened unharmed in
another, because the river decided in the night to alter the
boundary line. In this way the village of Hard Times, the
original site of which was in Louisiana, found itself eventually
in Mississippi. Were La Salle to descend the river today by the
route he traversed two and a half centuries ago, he would follow
dry ground most of the way, for the river now lies practically
everywhere either to the right or left of its old course.

If the Mississippi could perform such miracles upon its whole
course without a show of effort, what could it not do with the
little winding canal through its center called by pilots the
"channel"? The flatboatmen had laboriously acquired the art of
piloting the commerce of the West through this mazy, shifting
channel, but as steamboats developed in size and power the man at
the wheel had to become almost a superman. He needed to be. He
must know the stage of water anywhere by a glance at the river
banks. He must guess correctly the amount of "fill" at the head
of dangerous chutes, detect bars "working down," distinguish
between bars and "sand reefs" or "wind reefs" or "bluff reefs" by
night as well as by day, avoid the" breaks" in the "graveyard"
behind Goose Island, navigate the Hat Island chutes, or find the
"middle crossing" at Hole-in-the-Wall. He must navigate his craft
in fogs, in storms, in the face of treacherous winds, on black
nights, with thousands of dollars' worth of cargo and hundreds of
lives at stake.

As the golfer knows each knoll and tuft of grass on his home
links, so the pilot learned his river by heart. Said one of these
pilots to an apprentice:

"You see this has got to be learned .... A clear starlight night
throws such heavy shadows that if you didn't know the shape of a
shore perfectly you would claw away from every bunch of timber
because you would take the black shadow of it for a solid cape;
and you see you would be getting scared to death every fifteen
minutes by the watch. You would be fifty yards from shore all the
time when you ought to be within fifty feet of it. You can't see
a snag in one of those shadows, but you know exactly where it is,
and the shape of the river tells you when you are coming to it.
Then there's your pitch-dark night; the river is a very different
shape on a pitch-dark night from what it is on a starlight night.
All shores seem to be straight lines, then, and mighty dim ones,
too; and you'd run them for straight lines only you know better.
You boldly drive your boat right into what seems to be a solid,
straight wall (you knowing very well that in reality there is a
curve there) and that wall falls back and makes way for you. Then
there's your gray mist. You take a night when there's one of
these grisly, drizzly, gray mists, and then there isn't any
particular shape to a shore. A gray mist would tangle the head of
the oldest man that ever lived. Well, then, different kinds of
MOONLIGHT change the shape of the river in different ways....
You only learn the shape of the river; and you learn it with such
absolute certainty that you can always steer by the shape that's
IN YOUR HEAD and never mind the one that's before your eyes."*

* Mark Twain, "Life on the Mississippi," pp. 103-04.


No wonder that the two hundred miles of the Mississippi from the
mouth of the Ohio to St. Louis in time contained the wrecks of
two hundred steamboats.

The river trade reached its zenith between 1840 and 1860, in the
two decades previous to the Civil War, that period before the
railroads began to parallel the great rivers. It was a time which
saw the rise of Ohio, Indiana, Illinois, Missouri, Iowa, and
Arkansas, and which witnessed the spread of the cotton kingdom
into the Southwest. The story of King Cotton's conquest of the
Mississippi South is best told in statistics. In 1811, the year
of the first voyage which the New Orleans made down the Ohio
River, Tennessee, Louisiana, and Mississippi exported five
million pounds of cotton. In 1834 these same States exported
almost two hundred million pounds of cotton. To take care of this
crop and to supply the cotton country, which was becoming
wealthy, with the necessaries and luxuries of life, more and more
steamboats were needed. The great shipyards situated, because of
the proximity of suitable timber, at St. Louis, Cincinnati, and
Louisville became busy hives, not since paralleled except by such
centers of shipbuilding as Hog Island in 1917-18, during the time
of the Great War. The steamboat tonnage of the Mississippi Valley
(exclusive of New Orleans) in the hustling forties exceeded that
of the Atlantic ports (exclusive of New York City) by 15,000
tons. The steamboat tonnage of New Orleans alone in 1843 was more
than double that of New York City.

Those who, if the old story is true, ran in fear to the hills
when the little New Orleans went puffing down the Ohio, in 1811,
would have been doubly amazed at the splendid development in the
art of boat building, could they have seen the stately Sultana or
Southern Belle of the fifties sweep swiftly by. After a period of
gaudy ornamentation (1830-40) steamboat architecture settled
down, as has that of Pullman cars today, to sane and practical
lines, and the boats gained in length and strength, though they
contained less weight of timber. The value of one of the greater
boats of this era would be about fifty thousand dollars. When
Captain Bixby made his celebrated night crossing at Hat Island a
quarter of a million dollars in ship and cargo would have been
the price of an error in judgment, according to Mark Twain,* a
good authority.

*Op. cit., p. 101


The Yorktown, built in 1844 for the Ohio-Mississippi trade, was
typical of that epoch of inland commerce. Her length was 182
feet, breadth of beam 31 feet, and the diameter of wheels 28
feet. Though her hold was 8 feet in depth, yet she drew but 4
feet of water light and barely over 8 feet when loaded with 500
tons of freight. She had 4 boilers, 30 feet long and 42 inches in
diameter, double engines, and two 24-inch cylinders. The
stateroom cabin had come in with Captain Isaiah Sellers's Prairie
in 1836, the first boat with such luxuries ever seen in St.
Louis, according to Sellers. The Yorktown had 40 private cabins.
It is interesting to compare the Yorktown with The Queen of the
West, the giant British steamer built for the Falmouth-Calcutta
trade in 1839. The Queen of the West had a length of 310 feet, a
beam of 31 feet, a draft of 15 feet, and 16 private cabins. The
building of this great vessel led a writer in the New York
American to say: "It would really seem that we as a nation had no
interest in this new application of steam power, or no energy to
appropriate it to our own use." The statement--written in a day
when the Mississippi steamboat tonnage exceeded that of the
entire British Empire--is one of the best examples of provincial
ignorance concerning the West.

On these steamboats there was a multiplicity of arrangements and
equipments for preventing and for fighting fire. One of the
innovations on the new boats in this particular was the
substitution of wire for the combustible rope formerly used to
control the tiller, so that even in time of fire the pilot could
"hold her nozzle agin' the bank." Much of the great loss of life
in steamboat fires had been due to the tiller-ropes being burned
and the boats becoming unmanageable.

The arrival of the railroad at the head of the Ohio River in the
early fifties brought the East into an immediate touch with the
Mississippi Valley unknown before. But however bold railway
engineers were in the face of the ragged ranges of the
Alleghanies, they could not then outguess the tricks of the Ohio,
the Mississippi, or the Missouri, and railway promoters could not
afford to take chances on having their stations and tracks
unexpectedly isolated, if not actually carried away, by swirling,
yellow floods. The Mississippi, too, had been known at times to
achieve a width of seventy miles, and tributaries have overflowed
their banks to a proportionate extent. It was several decades ere
the Ohio was paralleled by a railway, and the Mississippi for
long distances even today has not yet heard the shrill cry of the
locomotive. So the steamboat entered its heyday and encountered
little competition. Until the Civil War the rivers of the West
remained the great arteries of trade, carrying grain and
merchandise of every description southward and bringing back
cotton, rice, and sugar.

The rivalries of the great lines of packets established in these
days of the steamboat, however, equaled anything ever known in
railway competition, and, in the matter of fast time, became more
spectacular than anything of its kind in any line of
transportation in our country. With flags flying, boilers heated
white with abundance of pine and resin, and bold and skillful
pilots at the steering wheels, no sport of kings ever aroused the
enthusiasm of hundreds of thousands to such a pitch as did many
of the old-time races northward from New Orleans.

The J. M. White and her performances stand out conspicuously in
the annals of the river. Her builder, familiarly known to a
generation of rivermen as Billy King, deserves to rank with Henry
Shreve. Commissioned in 1844 to build the J. M. White for J. M.
Converse of St. Louis, with funds supplied by Robert Chouteau of
that city, King proceeded to put into effect the knowledge which
he had derived from a close study of the swells made by
steamboats when under way. When the boat was being built in the
famous shipyards at Elizabeth, on the Monongahela, the wheel
beams were set twenty feet farther back than was customary.
Converse was struck with this unheard-of radicalism in design,
and balked; King was a man given to few words; he was resolved to
throw convention to the winds and trust his judgment; he refused
to build the boat on other lines. Converse felt compelled to let
Chouteau pass on the question; in time the laconic answer came:
"Let King put the beams where he pleases."

Thus the craft which Converse thought a monstrosity became known
far and wide for both its design and its speed. In 1844 the J. M.
White made the record of three days, twenty-three hours, and nine
minutes between New Orleans and St. Louis.* Of course the secret
of Billy King's success soon became known. He had placed his
paddle wheels where they would bite into the swell produced by
every boat just under its engines. He had transformed what had
been a handicap into a positive asset. It is said that he
attempted to shield his prize against competition by destroying
the model of the J. M. White, as well as to have refused large
offers to build a boat that would beat her. But it is said also
that an exhibition model of the boat was a cherished possession
of E. M. Stanton, Secretary of War, and that it hung in his
office during Lincoln's administration.

* This performance is illustrated by the following comparative
table showing the best records of later years between New Orleans
and St. Louis, a distance estimated in 1844 as 1300 miles but in
1870 as 1218 miles, owing to the action of the river in
shortening its course.

YEAR      BOAT        TIME
1844   J. M. White  3 d. 23 h. 9 m.
1849   Missouri     4 d. 19 h. --
1889   Dexter       4 d. 9 h.  --
1870   Natchez      8 d. 21 h. 58 m.
1870   R. E. Lee    3 d. 18 h. 14 m.


The steamboat now extended its service to the West and North. The
ancient fur trade with the Indians of the upper Mississippi, the
Missouri, and the Arkansas, had its headquarters at St. Louis,
whence the notable band of men engaged in that trade were
reaching out to the Rockies. The roll includes Ashley, Campbell,
Sublette, Manuel Lisa, Perkins, Hempstead, William Clark,
Labadie, the Chouteaus, and Menard--men of different races and
colors and alike only in their energy, bravery, and initiative.
Through them the village of St. Louis had grown to a population
of four thousand in 1819, when Major Long's expedition passed up
the Missouri in the first steamboat to ascend that river. This
boat, the Western Engineer, was built at Pittsburgh and was
modeled cunningly for its work. It was one of the first stern
wheelers built in the West; and the saving in width meant much on
streams having such narrow channels as the Missouri and the
Platte, especially when barges were to be towed. Then, too, its
machinery, which was covered over or boarded up, was shrouded in
mystery. A fantastic figure representing a serpent's open mouth
contained the exhaust pipe. If the New Orleans alarmed the
population of the Ohio Valley, the sensation caused among the red
children of the Missouri at the sight of this gigantic snake
belching fire and smoke must have thoroughly satisfied the whim
of its designer.

The admission of Missouri to statehood and the independence of
Mexico mark the beginning of real commercial relations between
St. Louis and Santa Fe. In 1822 Captain William Becknell
organized the first wagon train which left the Missouri (at
Franklin, near Independence) for the long dangerous journey to
the Arkansas and on to Santa Fe. In the following year two
expeditions set forth, carrying out cottons and other drygoods to
exchange for horses, mules, furs, and silver.

Despite the handicaps of Indian opposition and Mexican tariffs,
the Santa Fe trade became an important factor in the growth of
St. Louis and the Missouri River steamboat lines. In 1825 the
pathway was "surveyed" from Franklin to San Fernando, then in
Mexico. This Santa Fe trade grew from fifteen thousand pounds of
freight in 1822 to nearly half a million pounds twenty years
later.

By 1826 steamboat traffic up the Missouri began to assume
regularity. The navigation was dangerous and difficult because
the Missouri never kept even an approximately constant head of
water. In times of drought it became very shallow, and in times
of flood it tore its wayward course open in any direction it
chose. "Of all variable things in creation," wrote a Western
editor, "the most uncertain are the action of a jury, the state
of a woman's mind, and the condition of the Missouri River." A
further handicap, and one which was unknown on the Ohio and rare
on the Mississippi, was the lack of forests to supply the
necessary fuel. The Missouri, it is true, had its cottonwoods,
but in a green state they were poor fuel, and along vast
stretches they were not obtainable in any quantity.

The steamboat linked St. Louis with that vital stretch of the
river lying between the mouth of the Kansas and the mouth of the
Nebraska. From this region the great Western trail ran on to
California and Oregon. In the early thirties Bonneville, Walker,
Kelley, and Wyeth successively essayed this Overland Trail by way
of the Platte through the South Pass of the Rockies to the
Humboldt, Snake, and Columbia rivers. From Independence on the
Missouri this famous pathway led to Fort Laramie, a distance of
672 miles; another 800-mile climb brought the traveler through
South Pass; and so, by way of Fort Bridger, Salt Lake, and
Sutter's Fort, to San Francisco. The route, well known by
hundreds of Oregon pioneers in the early forties, became a
thoroughfare in the eager days of the Forty-Niners.*

* For map see "The Passing of the Frontier," by Emerson Hough (in
"The Chronicles of America").


The earliest overland stage line to Great Salt Lake was
established by Hockaday and Liggett. After the founding of the
famous Overland Stage Company by Russell, Majors, and Waddell in
1858, stages were soon ascending the Platte from the steamboat
terminals on the Missouri and making the twelve hundred miles
from St. Joseph to Salt Lake City in ten days. Stations were
established from ten to fifteen miles apart, and the line was
soon extended on to Sacramento. The nineteen hundred miles from
St. Joseph to Sacramento were made in fifteen days although the
government contract with the company for handling United States
mail allowed nineteen days. A host of employees was engaged in
this exciting but not very remunerative
enterprise--station-agents
and helpers, drivers, conductors who had charge of passengers,
in addition to mail and express and road agents who acted as 
division superintendents. In 1862 the Overland Route was taken 
over by the renowned Ben Holliday, who operated it until the 
railway was constructed seven years later. Freight was hauled by 
the same company in wagons known as the "J. Murphy wagons," which

were made in St. Louis. These wagons went out from Leavenworth 
loaded with six thousand pounds of freight each. A train usually 
consisted of twenty-five wagons and was known, in the vernacular 
of the plains, as a "bull-outfit"; the drivers were 
"bull-whackers"; and the wagon master was the "bull-wagon boss."

The old story, however, was repeated again here on the boundless
plains of the West. The Western trails streaming out from the
terminus of steamboat traffic between Kansas City and Omaha had
scarcely time to become well known before the railway conquerors
of the Atlantic and Great Lakes regions were planning the
conquest of the greater plains and the Rockies beyond. The
opening of the Chinese ports in 1844 turned men's minds as never
before to the Pacific coast. The acquisition of Oregon within a
few years and of California at the close of the Mexican War
opened the way for a newspaper and congressional discussion as to
whether the first railway to parallel the Santa Fe or the
Overland Trail should run from Memphis, St. Louis, or Chicago.
The building of the Union Pacific from Omaha westward assured the
future of that city, and it was soon joined to Chicago and the
East by several lines which were building toward Clinton, Rock
Island, and Burlington.

But the construction of a few main lines of railway across the
continent could only partially satisfy the commercial needs of
the West. True, the overland trade was at once transferred to the
railroad, but the enormous equipment of stage and express
companies previously employed in westward overland trade was now
devoted to joining the railway lines with the vast regions to the
north and the south. The rivers of the West could not alone take
care of this commerce and for many years these great
transportation companies went with their stages and their wagons
into the growing Dakota and Montana trade and opened up direct
lines of communication to the nearest railway. On the south the
cattle industry of Texas came northward into touch with the
railways of Kansas. Eventually lateral and trunk lines covered
the West with their network of lines and thus obliterated all
rivalry and competition by providing unmatched facilities for
quick transportation.

In the last days previous to the opening of the first
transcontinental railway line a unique method of rapid
transportation for mail and light parcels was established when
the famous "Pony Express" line was put into operation between St.
Joseph and San Francisco in 1860. By relays of horsemen, who
carried pouches not exceeding twenty pounds in weight, the time
was cut to nine days. The innovation was the new wonder of the
world for the time being and led to an outburst on the part of
the enthusiastic editor of the St. Joseph Free Democrat that
deserves reading because it breathes so fully the Western spirit
of exultant conquest:

"Take down your map and trace the footprints of our
quadrupedantic animal: From St. Joseph, on the Missouri, to San
Francisco, on the Golden Horn two thousand miles--more than half
the distance across our boundless continent; through Kansas,
through Nebraska, by Fort Kearney, along the Platte, by Fort
Laramie, past the Buttes, over the Mountains, through the narrow
passes and along the steep defiles, Utah, Fort Bridger, Salt Lake
City, he witches Brigham with his swift pony-ship through the
valleys, along the grassy slopes, into the snow, into the sand,
faster than Thor's Thialfi, away they go, rider and horse--did
you see them? They are in California, leaping over its golden
sands, treading its busy streets. The courser has unrolled to us
the great American panorama, allowed us to glance at the home of
one million people, and has put a girdle around the earth in
forty minutes. Verily the riding is like the riding of Jehu, the
son of Nimshi for he rideth furiously. Take out your watch. We
are eight days from New York, eighteen from London. The race is
to the swift."* 

* Quoted in Inman's "The Great Salt Lake Trail," p. 171.


The lifetime of many and many a man has covered a period longer
than that interval of eighty-six years between 1783, when George
Washington had his vision of "the vast inland navigation of these
United States," and the year 1869, when the two divisions of the
Union Pacific were joined by a golden spike at Promontory Point
in Utah. In point of time, those eighty-six years are as nothing;
in point of accomplishment, they stand unparalleled. When
Washington's horse splashed across the Youghiogheny in October,
1784, the boundary lines of the United States were guarded with
all the jealousy and provincial selfishness of European kingdoms.
But overnight, so to sneak these limitations became no more than
mere geometrical expressions. "Pennamite," "Erie," and "Toledo"
wars between the States, suggesting a world of bitterness and
recrimination, are remembered today, if at all, only by the
cartoonist and the playwright. The ancient false pride in mock
values, so cherished in Europe, has quite departed from the
provincial areas of the United States, and Americans can fly in a
day, unwittingly, through many States. Problems that would have
cost Europe blood are settled without turmoil in the solemn
cloisters of that American "international tribunal," the Supreme
Court, and they appear only as items of passing interest in our
newspapers.

In unifying the nation the influence of the Supreme Court has
been priceless, for it has given to Americans, in place of the
colonial or provincial mind, a continental mind. But great is the
debt of Americans to the men who laid the foundations of
interstate commerce. No antidote served so well to counteract the
poison of clannish rivalry as did their enthusiasm and their
constructive energy. These men, dreamers and promoters, were
building better than they knew. They thought to overcome
mountains, obliterate swamps, conquer stormy lakes, master great
rivers and endless plains; but, as their labors are judged today,
the greater service which these men rendered appears in its true
light. They stifled provincialism; they battered down Chinese
Walls of prejudice and separatism; they reduced the aimless
rivalry of bickering provinces to a businesslike common
denominator; and, perhaps more than any class of men, they made
possible the wide-spreading and yet united Republic that is
honored and loved today. 


BIBLIOGRAPHICAL NOTE

The history of the early phase of American transportation is
dealt with in three general works. John Luther Ringwalt's
"Development of Transportation Systems in the United States"
(1888) is a reliable summary of the general subject at the time.
Archer B. Hulbert's "Historic Highways of America," 16 vols.
(1902-1905), is a collection of monographs of varying quality
written with youthful enthusiasm by the author, who traversed in
good part the main pioneer roads and canals of the eastern
portion of the United States; Indian trails, portage paths, the
military roads of the Old French War period, the Ohio River as a
pathway of migration, the Cumberland Road, and three of the
canals which played a part in the western movement, form the
subject of the more valuable volumes. The temptation of a writer
on transportation to wander from his subject is illustrated in
this work, as it is illustrated afresh in Seymour Dunbar's "A
History of Travel in America," 4 vols. (1915). The reader will
take great pleasure in this magnificently illustrated work,
which, in completer fashion than it has ever been attempted,
gives a readable running story of the whole subject for the whole
country, despite detours, which some will make around the many
pages devoted to Indian relations.

For almost every phase of the general topic books, monographs,
pamphlets, and articles are to be found in the corners of any
great library, ranging in character from such productions as
William F. Ganong's "A Monograph of Historic Sites in the
Province of New Brunswick" ("Proceedings and Transactions" of the
Royal Society of Canada, Second Series, vol. V, 1899) which
treats of early travel in New England and Canada, or St. George
L. Sioussat's "Highway Legislation in Maryland and its Influence
on the Economic Development of the State" ("Maryland Geological
Survey," III, 1899) treating of colonial road making and
legislation thereon, or Elbert J. Benton's "The Wabash Trade
Route in the Development of the Old Northwest" ("Johns Hopkins
University Studies in Historical and Political Science," vol.
XXI, 1903) and Julius Winden's "The Influence of the Erie Canal
upon the Population along its Course" (University of Wisconsin,
1901), which treat of the economic and political influence of the
opening of inland water routes, to volumes of a more popular
character such as Francis W. Halsey's "The Old New York Frontier"
(1901), Frank H. Severance's "Old Trails on the Niagara Frontier"
(1903) for the North, and Charles A. Hanna's "The Wilderness
Trail", 2 vols. (1911), and Thomas Speed's "The Wilderness Road"
("The Filson Club Publications," vol. II, 1886) for Pennsylvania,
Virginia, and Kentucky. The value of Hanna's work deserves
special mention.

For the early phases of inland navigation John Pickell's "A New
Chapter in the Early Life of Washington" (1856), is an excellent
work of the old-fashioned type, while in Herbert B. Adams's
"Maryland's Influence upon Land Cessions to the United States"
("Johns Hopkins University Studies in Historical and Political
Science, Third Series," I, 1885) a master-hand pays Washington
his due for originating plans of trans-Alleghany solidarity; this
likewise is the theme of Archer B. Hulbert's "Washington and the
West" (1905) wherein is printed Washington's "Diary of September,
1784," containing the first and unexpurgated draft of his classic
letter to Harrison of that year. The publications of the various
societies for internal improvement and state boards of control
and a few books, such as Turner Camac's "Facts and Arguments
Respecting the Great Utility of an Extensive Plan of Inland
Navigation in America" (1805), give the student distinct
impressions of the difficulties and the ideals of the first great
American promoters of inland commerce. Elkanah Watson's "History
of the...Western Canals in the State of New York" (1820),
despite inaccuracies due to lapses of memory, should be specially
remarked.

For the rise and progress of turnpike building one must remember
W. Kingsford's "History, Structure, and Statistics of Plank
Roads" (1852), a reliable book by a careful writer. The
Cumberland (National) Road has its political influence carefully
adjudged by Jeremiah S. Young in "A Political and Constitutional
Study of the Cumberland Road" (1904), while the social and
personal side is interestingly treated in county history style in
Thomas B. Searight's "The Old Pike" (1894). Motorists will
appreciate Robert Bruce's "The National Road" (1916), handsomely
illustrated and containing forty-odd sectional maps.

The best life of Fulton is H. W. Dickinson's "Robert Fulton,
Engineer and Artist: His Life and Works" (1913), while in Alice
Crary Sutcliffe's "Robert Fulton and the 'Clermont'" (1909), the
more intimate picture of a family biography is given. For the
controversy concerning the Fulton-Livingston monopoly, note W. A.
Duer's "A Course of Lectures on Constitutional Jurisprudence" and
his pamphlets addressed to Cadwallader D. Colden. The life of
that stranger to success, the forlorn John Fitch, was written
sympathetically and after assiduous research by Thompson Westcott
in his "Life of John Fitch the Inventor of the Steamboat" (1858).
For the pamphlet war between Fitch and Rumsey see Allibone's
Dictionary.

The Great Lakes have not been adequately treated. E. Channing and
M. F. Lansing's "The Story of the Great Lakes" (1909) is reliable
but deals very largely with the routine history covered by the
works of Parkman. J. O. Curwood's "The Great Lakes" (1909) is
stereotyped in its scope but has certain chapters of interest to
students of commercial development, as has also "The Story of the
Great Lakes." The vast bulk of material of value on the subject
lies in the publications of the New York, Buffalo, Michigan,
Wisconsin, Illinois, and Chicago Historical Societies, whose
lists should be consulted. These publications also give much data
on the Mississippi River and western commercial development. S.
L. Clemens's "Life on the Mississippi" (in his "Writings," vol.
IX,1869-1909) is invaluable for its graphic pictures of
steamboating in the heyday of river traffic. A. B. Hulbert's
"Waterways of Western Expansion" ("Historic Highways," vol. IX,
1903) and "The Ohio River" (1906) give chapters on commerce and
transportation. For the beginnings of traffic into the Far West,
H. Inman's "The Old Santa Fe Trail" (1897) and "The Great Salt
Lake Trail" (1914) may be consulted, together with the
publications of the various state historical societies of the
trans-Mississippi States.

Various bibliographies on this general subject have been issued
by the Library of Congress. Seymour Dunbar gives a good
bibliography in his "A History of Travel in America," 4 vols.
(1915). The student will find quantities of material in books of
travel, in which connection he would do well to consult Solon J.
Buck's "Travel and Description, 1765-1865" ("Illinois State
Historical Library Collections," vol. IX, 1914).





End of Project Gutenberg Paths of Inland Commerce, by Archer B. Hulbert