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

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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

rofits. 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. 1 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

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,

ppi, its imports must necessarily come from the East through Chesapeake Bay because the cur

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

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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,

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

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 b

ision from the strategic valley of the Mohawk, which was soon to rival his beloved Potomac as an improved commercial route from the seaboa

rgent 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 o

his 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 reachi

munication 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 Vi

atic 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

ssed 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

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

fect 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 eng