The Paths of Inland Commerce

st Of The

in 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, co?perating respectively with Ohio River and Lake Erie steamboats, were of th

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

ritism, 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, a

wing the Cumberland Road, passed in 1802, called for "making public roads leading from the navigable waters emptying into the Atlantic, to the Ohio, to sa

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 navigatio

r 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

nd 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, we

c, 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 w

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

what the great road meant to an awakening West as the long lines of heavy Conestogas and rattling express wagons which raced at "unprecedented

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 fe

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 b

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

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 feas

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 comp

eaty with England was a mere truce and that the resourc

hancellor Kent is said to

er forgive us for our victories, and, my word for it,

h determination and sealed the fate

ed, "I am in favor of the canal a

ion of the Mississippi River upstream and down by steamboats, the opening of the national road across the Alleghany Mountains, and the beginning of t

hat 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 b

nter all but stopped the work by cutting off the source of supplies. Pioneer ailments, such as fever and ague, reaped

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

n 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

ng 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. Regu

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 opti