did. Again, the division could not, for the same reason, be made on

the basis of receipts; the States of the seaboard, in which the great part of the Government's revenue was raised, would then be almost the only beneficiaries; the West would receive nothing. The accusation of favoritism came with piercing force. Suppose, for instance, New York and Mississippi should come at the same time to Congress, the one asking for the improvement of the Erie Canal, and the other for the improvement of the Mississippi River. Which party would Congress listen to if the public treasury was not in a position to satisfy both applicants? It was urged that this procedure destroyed the whole principle of representative responsibility. Take the case of New York and her great canal,--the most important material improvement in the fifty years of the nation's life; New York came to the Government when the project was first broached, asking for aid. The cause was a good one; in peace it would be a benefit to at least six States, and in war it would be a national advantage of untold moment; in fact, as we have seen, the possibility of another war with England along the Lakes was the very argument that turned the scale and caused the canal to be built. The project was discouraged at Washington, and not a cent of Government treasure went into the undertaking. Why now, a score of years later, should New York representatives vote money from the national treasury for objects no less national or needful than the Erie Canal? Several neighboring States (Ohio, for instance) had declined to invest funds in the Erie Canal venture when it was first promoted; why now should New York representatives vote national funds (such a large part of which came from New York ports) for improvements in these States, whose delegates in Congress refused aid to the Erie Canal in its dark hours? On the other hand it was urged that even the Erie Canal, the most famous work of internal improvement promoted by any of the States, had done "nothing toward the extinguishment of its debt," up to 1830; if this great work did not reimburse the treasury which built it, though operated by a purely local authority well acquainted with all conditions and able to take advantage of all circumstances, how would it be with works promoted by the national Government, in distant parts of the country, with little or no knowledge of local circumstances or conditions? Another argument, more powerful than was realized at the time, was that which prophesied the swift advance of the locomotive and the railroad, and the consequent decay and disuse of the common road and the canal. Said a member of Congress in debate on the floor of the House, "The honorable gentleman from Virginia [Mr. Mercer, the father of the Chesapeake and Ohio Canal], Sir, must hear the appalling, the heartrending fact, that this mighty monument [the Chesapeake and Ohio Canal] which, for years, he has been laboring with zeal and exertion to erect to his memory, and which, no doubt, he had fondly hoped would transmit his name down to the latest posterity, must fall, and must give place to the superior improvement of railroads."

On the proposed national road from Buffalo to New Orleans by way of Washington the opposition poured out its vials of sarcasm and ridicule. To the arguments of the friends of the measure, that the road was needed as a commercial and military avenue and for the use of the Post-office department, the reply was a denial so sweeping, from such reliable and informed parties, that there was no hope for the measure. Perhaps the strongest argument for the negative was advanced by James K. Polk, who was little less than withering in his fire, piling up ridicule on top of sarcasm to a degree seldom seen in Congress. Polk found that twenty-one routes between Washington and Buffalo had been outlined by engineers for this road "in the rage for engineering, surveying, reconnoitring, and electioneering." He alleged that the entire population in a space of territory one hundred miles in width between the two cities had been made to expect the road, and the surveys had been conducted in the heat of a political campaign. "The certain effect of this system, as exemplified by this road, is, first, to excite hopes; second, to produce conflicts of section arrayed against section; and lastly, dissatisfaction and heart-burnings amongst all who are not accommodated." The speaker exhausted his keen-edged sarcasm on the word "national" and the uses to which the word was put by the defenders of the improvement bills. He affirmed that he was sure a number of men who proposed to support the Buffalo-New Orleans Road Bill would not consider it sufficiently "national" if it were known that it was not to pass through their districts; he affirmed that every catfish in the Ohio River was a "national" catfish as truly as the Cumberland Road was a national road; he challenged the friends of the bill to decide definitely upon a route for the proposed road from the Lakes to the Gulf, and then hold true to the measure representatives from districts through which the road was not to pass. Polk affirmed that the many various surveys were made merely to ally with the friends of the measure the representatives of all districts touched by these alternative courses. "This same national road was mounted as a political hobby in my district," said the Tennessean; "for a time the people seemed to be carried away with the prospect of having millions of public money expended among them. We were to have a main route and cross routes intersecting the district in every direction. It was to run down every creek, and pass through almost every neighborhood in the district. As soon as there was time for reason to assume her seat the delusion passed off."

These points of opposition to the improvement campaign have been outlined at some length to show the strength of the opposition and the ground it took. No measure went through Congress for any kind of Government aid without the strongest kind of opposition; in fact, the Virginia delegates worked and voted against the Dismal Swamp Canal in their own State in order to be consistent with their oft-expressed views on such questions. Yet, one by one, a considerable number of important measures of internal improvement went through Congress and received the signatures of the different Presidents; the effect of these measures was inestimably beneficial, giving a marked impetus to national development, and awakening in men's minds a dim conception of the growth that was to be the one great wonder of the century.

From the adoption of the Constitution to the year 1828 the following sums were granted by the general Government for purposes either of education or road-building or canal-building: Maine, $9,500; New York, $4,156; Tennessee, $254,000; Arkansas, $45,000; Michigan, $45,000; Florida, $83,417; Ohio, $2,527,404; Illinois, $1,725,959; Indiana, $1,513,161; Missouri, $1,462,471; Mississippi, $600,667; Alabama, $1,534,727; Louisiana, $1,166,361. In addition to this the Government built, or assisted in building, five great works of improvement from among the scores that were proposed. For the Delaware and Chesapeake Canal $300,000 was advanced; for the Chesapeake and Ohio Canal, $10,000; for the Dismal Swamp Canal, $150,000; for the Louisville and Portland Canal, $90,000; for the Cumberland Road, $2,230,903; for western and southwestern State roads, $76,595, making a total appropriation of $13,838,886.

The danger of the system was in making the national purse an object of plunder for Congressmen, and the consequent danger of unholy alliances and combinations for looting the public treasury. It is interesting that for so long a period as it was in vogue there were so slight symptoms of this sort of thing; and men little knew that, by acting on liberal lines at the time, despite the dangers and risks, they were exerting a power to shape the new nation, to incite private investment, to encourage State and private works of promotion, and to aid the commercial awakening of a people to an activity and an enterprise whose possibilities cannot at the present day be estimated. Take the Portland Canal around the historic "falls of the Ohio" at Louisville; this was a work for no one State in particular to perform, not even Kentucky; it was a detriment to Louisville itself, for it destroyed the old portage business, as the Erie Canal ruined the overland carrying trade between Schenectady and Albany. All the States bordering on the Ohio were benefited by this improvement, as was equally true respecting the Government's improvement of the Ohio River itself, which began in 1825. The Portland Canal was one of the important investments which tended to prove the financial benefit of such investments. The Government's total subscription of stock was $233,500; when the affairs of the Company were closed in 1874 by the purchase of the canal by the Government, it was found that the national profit (in mere interest) had been $257,778. This was due to exorbitant tolls charged by the Company, which resulted, finally, in the purchase of the canal and throwing it open toll-free.

The men who labored for this era of improvement are practically unknown, with the exception of two or three who became prominent because of special ability or renown gained in other lines of activity, like Clay and Calhoun. It is not important here to attempt to catalogue them; the work they did by voting for the so-called American System was of critical importance; but, still greater, in so doing they were showing a braver, more optimistic, more American spirit and a high faith in the fundamental good judgment of the people. It was, without doubt, a dangerous extreme to approach, possible of wanton violation in unprincipled hands, and a precedent of very questionable tendencies. But it was of immeasurable importance that such moral support as just such acts as these afforded should have come at just this time; and, could we read the result aright, it would be seen, possibly, that much of our commercial success found its origin at this very moment, and came into being because a number of men at this crucial time gave an impetus to private adventure and private investment that was almost providential in its ultimate effect on our national life. Losing their individual identity in the common promotion of temporary measures of infinite national advantage, they will be remembered only in a vague, impersonal way as men who honored their country by trusting in its destiny and believing in the genius of its growth.

INDEX

"ADAMS," 295

Adams, Herbert B., 78

Adams, John Quincy, 244, 344

"Adventure Galley," 119

Alleghany Portage Railway, 251-255

American Board of Commissioners for Foreign Missions, 304, 317, 318, 329

American Fur Company, 310, 311

_American Historical Review_, 320

"American System," 345-358

Ashburton Treaty, 330

Ashley, --, 311

Astor, John Jacob, 282-297, 343

Astoria, 282, 289-296

BACON, James H., 201

Baltimore, 36, 241-244, 248, 255

Baltimore and Ohio Railroad, 36, 77, 243-245, 248

Bartleson, Colonel, 331

Bartlett, --, 189

"Beautiful Spring" (Schönbrunn), 141

"Beaver," 294, 295

Bensons, The, in Oregon, 333

Bethlehem, Pa., 133, 134

Bliss, --, 189

Block, Captain, 296

Bonneville, --, 311

Boone, Daniel, 29, 30, 89-101

Boonesborough, Ky., 96, 101, 116

Bouquet, --, 284

Bourne, Prof. E. G., 320

Bradford County, Pa., 138

Bridger, James, 311, 335

Brown, George, 242

Buffalo-New Orleans Road, 352-354

Bullock, Leonard Henley, 90

Bunch of Grapes Tavern, Boston, 112

Burnett, Peter H., 331

Bushnell, --, 206

Butterfield, --, 336

CALHOUN, John C., 322, 344, 358

Calk, William, 96

Canals, 35, 36, 209-232, 239-245, 247, 249-254

Carroll, Charles, 77, 244

Carter's Valley, 99

Cass, --, 189

Catholic missionaries in Oregon, 314, 319, 326, 333

Catlin, George, 304

Chastellux, Chevalier de, 62

Chesapeake and Ohio Canal, 76, 215, 240, 243-245, 247-249, 352, 356

Clark, George Rogers, 100, 151-178, 261, 329

Clark, Jonathan, 153-157

Clark, William, 156, 157, 262-272, 281, 283, 287, 290, 303

Clarksville, 176

Clay, Henry, 184, 192, 205, 342, 344-346, 358

Claysville, Pa., 184

Cleaveland, Moses, 124

Cleveland, Ohio, 124

Clinton, Gov. De Witt, 35, 135-137, 218, 229, 230

"Clinton's Ditch," 218, 221

Coal, 54, 56

Colquit, --, 189

Colter, --, 270

_Commonwealth, The_ (Pittsburg), 216

Congregational missions to Indians, 304

Congress, Powers of, 346

Connellsville, Pa., 163

Coshocton, Ohio, 141

Crab Orchard, Ky., 97

Crawford, William, 45-47, 49-52, 55, 334

Cressap, Captain, 170

Cumberland Gap, 98

Cumberland Road, 35, 74, 77, 181-206, 228, 235, 343-345, 356

Cushing, Caleb, 321

Cutler, Rev. Manasseh, 111-115, 117; his son, 120

"DEFIANCE" stage line, 200, 201

Delafield, --, 189

Delaware and Chesapeake Canal, 356

Devol, --, 120

DeWitt, Simeon, 211, 212, 218

Dickson, --, 270

Dismal Swamp Canal, 355, 356

Dunmore, Governor, 87

Dunmore's War, 91, 170

EAST India Company, 288

Eddy, Thomas, 218

Eells, Dr. Cushing, quoted, 319

English, William H., quoted, 171, 176

"Enterprise," 295

Erie Canal, 35, 74, 76, 209-232, 239, 249, 343, 350, 351, 357

Everett, Edward, 147, 196, 197

"FALLS of the Ohio" (Louisville), 97, 175, 176

Farnham, --, 333

"Father of Ohio," 124

Fearing, --, 120

Fife, William H., 201

Forbes's Road, 118

Forman, Joshua, 216

Fort Boone, 96, 99, 101

Fort Detroit, 139, 143

Fort Duquesne, 164, 315, 316

Fort Edward, N. Y., 210, 211

Fort Harmar, 116, 121

Fort Necessity, 163

Fort Pitt, 115, 139, 143, 164

Fort William, N. Y., 136

"Founders of Ohio," 118

Freeman, Thomas, 52

Fremont, John C., 311, 321, 332, 335

Fulton, Robert, 218

Fur trade, 281, 282, 284-296, 314, 315

GALLATIN, Albert, 184, 189, 284, 347

Gant, John, 331

Geddes, James, 211, 212

_Genesee Messenger, The_, 216

Gilmans, The, 120

Gnadenhütten, Ohio, 141, 146, 336

"Good Intent" stage line, 200

Goodale, --, 120

Government ownership, 191, 198

Gratiot, --, 189

Gray, Captain, 268, 287

Gray, William H., 310

Great Meadows, 47, 163

Greene, --, 120

Greene, --, of American Board of Foreign Missions, 326, 329, 331, 337

Greenhow's "Memoir," 330

Grist-mill, First west of Alleghanies, 55

HANCOCK, --, 270

Hanks, Abraham, 96

Harrison, William Henry, 261

Harrodsburg, Ky., 97

Harrodstown, Ky., 173

Hart, David, 90, 93

Hartzell, --, 189

Hawley, Jesse, 215, 216

Hawley, M. S., 219

Heath, General, 108

Heckewelder, John, 31, 142

Henderson, Ky., 99

Henderson, Richard, 29, 30, 83-101, 172-174, 182, 260, 343

"Hercules" (Jesse Hawley), 215

Higgins, --, 167, 168

"Hit or Miss," 252, 253

Hoar, Senator, quoted, 107-110, 119, 120

Hogg, James, 90

Howard, Captain, 334

Hudson Bay Company, 287, 288, 312, 314

Hunt, Wilson Price, 291-295

ILLINOIS, 100, 105, 174, 175, 177

Independence Township, Cuyahoga Co., Ohio, 145

Indiana, 100, 105

Indians, 31, 87, 121, 131-146, 164-166, 302, 303, 309

Irving, Washington, quoted, 286

JEFFERSON, Thomas, 79, 153, 215, 259, 262, 342, 347

Jeffersonville, Ky., 176

Johnson, Thomas, 59

Johnson, Sir William, 137

Johnston, Joseph E., 189

Johnstone, William, 90

Jones, Rev. David, 165-168

Jones, John Gabriel, 173

"June Bug" stage line, 200

KANSAS City (Westport), 322

Kent, Chancellor, 218-220

Ken-ta-kee, Kentucky, 117-175

Kentucky, 29, 30, 79, 91-100, 171-176, 183

LAMB, Mrs. Martha J., quoted, 307

Lancaster Turnpike, 187, 188

"Landlords" stage line, 200

Lands, Western, 28, 39-58, 66, 163

"Lark," 294

Lawrence County, Pa., 140

Lawyer's examination, 83-86

Lee, Capt. Hancock, 171

Lee, Rev. Jason, 304

Leestown, on Kentucky River, 171

"Legend of Whitman's Ride, The," 320

"Letter of John Zachrey," 323

Lewis and Clark Expedition, 79, 157, 262-272, 281, 283, 287, 290, 301

Lewis, Gen. Andrew, 87

Lewis, Meriwether, 262-272, 281, 283, 287, 290

Lewis, Gov. Morgan, 210, 211

Lichtenau, Ohio, 141

Linn, Lewis F., 321, 330

Livingston, Robert R., 218

Locomotives, 246

"Long Hunters," 87, 88

Louisiana Territory, 259-277, 281, 290

Louisville, Ky., 97, 175, 176

Louisville and Portland Canal, 356-358

Luttrell, John, 90, 93

MACKENZIE, Sir Alexander, 287

Macomb County, Mich., 145

Madison, James, 158

Mansfield, --, 189

Manufactures in Oregon, 333

Manypenny, Geo. W., 201

"Marcus Whitman," 337

Marietta, O., 116, 121-125

Marietta College, 125

Martin, Captain Joseph, 93, 97

Maryland, 239-248

Massie, --, 124

Mauch Chunk, Pa., 242

Maysville Road Bill, 74

McDougal, Duncan, 291, 296

McKee, --, 189

McKenzie, Donald, 291

"Meadow of Light" (Lichtenau), 31, 141, 313

Meigs, --, 119

"Memoir" (Greenhow), 330

Mercer, Colonel, 49

Mercer, --, of the Chesapeake and Ohio Canal, 352

Methodist missions to Indians, 304

Michigan, 105

Milan, Erie Co., Ohio, 145

Millstones from Alleghanies, 55

Missionaries to Indians, 304, 309-319, 326-328, 332, 333

Mohawk Valley route, 62, 76, 78, 214

Monroe, President, 191-193

Moravian Brethren, 31, 115, 131-146, 304, 305

Morris, Gouverneur, 35, 210-212, 218

Mounds in Ohio Valley, 170

Moundsville, W. Va., 170

Mowry, William A., 337

NATIONAL Road Stage Company, 199

Neville, Presley, 57

New Albany, Ky., 176

New Philadelphia, Ohio, 131

New York City, 241

North Carolina, 30, 87, 98-100

Northwest Company of Montreal, 282, 287, 288, 290, 294, 296

OCONOSTOTA, Cherokee chief, 90

Ohio, 30, 31, 76, 100, 105, 113-147, 243

Ohio Company, 48, 49, 92, 113-125

Ohio National Stage Company, 199

"Old Two-Horn," 125

Ordinance of 1787, 41, 79, 92, 112-115, 117, 123

"Oregon Emigrating Society," 331

Oregon Territory, 301-338

"Origin of the Erie Canal, The," 219

Owens, David, 166-168

PACIFIC Fur Company, 291, 292

Parker, Rev. Samuel, 308, 309

Parkersburg, W. Va., 167

Parsons, --, 120

Pennsylvania Canal, 249-254

Pennsylvania Railway, 249, 250, 254

Pennsylvania Road, 118

Perryopolis, Fayette Co., Pa., 55

Philadelphia, 241

Philadelphia and Columbia Railway, 253

Pickell, --, 189

Pike, Zebulon M., 272-277, 281

"Pilot" stage line, 200

"Pioneer" stage line, 200

Pittsburg, 115, 163, 168

Platt, Judge, 218, 219

Polk, James K., 353, 354

Porter, Hon. James M., 324, 325

Post, Frederick Christian, 134-137

Potomac Company, 74-76, 236-240, 245

Potomac River Improvements, 58-61, 65-68, 72, 75, 79, 213, 236-240, 297

Potter County, Pa., 140

Prentiss, Miss (Mrs. Whitman), 307, 310

Presbyterian missions to Indians, 304

Putnam, Gen. Rufus, 106-114, 118-127, 182, 260, 342, 343

"RACCOON," 296

Railroads, 242-246, 248-255

Read, Thomas B., author "Sheridan's Ride," 336

Rianhard, William, 201

Richardson, Judge, 224

Rickman, --, 331

River improvement, 237

Road-building, 35, 77, 181-206, 352-356

Robertson, Donald, 158

Robinson, Moncure, 252

Rome, N. Y., 136, 223

Roosevelt, Theodore, quoted, 264, 275

SANDUSKY, Ohio, 143

Sargent, Winthrop, 112, 115

Schönbrunn, Ohio, 141

Schuyler, Gen. Philip, 218

Schuylkill and Susquehanna Canal, 215

Scioto Company, 114

Sheridan, Philip, 336

"Sheridan's Ride," 336

Slavery, 123

Soldiers' lands, 48-52, 111, 112, 122

South Pass, 308, 322

Spaulding, Rev. Henry H., and wife, 310-313

Sproat, Col. Ebenezer, 118, 120

Stagecoach lines, 199-202

St. Clair, Gov. Arthur, 120, 122, 125, 126, 284

Steamboats, 72, 218

Steubenville, Ohio, 166

Stewart's Crossing (Connellsville, Pa.), 163, 171

St. Louis, 263, 270

Surplus for internal improvements, 347

Surveyors, 158-160

Swann, Thomas, 248

TAYLOR, Lieut.-Gov. John, 219

"Tents of Grace" (Gnadenhütten), 141

Territory Northwest of the River Ohio, 113

Thomas, Nathaniel, 90

Thomas, Philip Evan, 35, 241-243, 255

Thompson, Chief Justice, 219

Thorn, Captain, 292

Thornton, Col., 331

Todd, Col. John, 177

Toledo, Ohio, 261

"Tom Thumb," Peter Cooper's locomotive, 246

Tompkins, Governor, 219, 220

"Tonquin," 292-294

Transylvania Company, 88-91, 98-100, 116, 172, 173

Treaty of Fort Mclntosh, 121

Treaty of Fort Stanwix, 59, 87-89

Treaty of Fort Watauga, 90

Tupper, --, 120

UNIONTOWN, Pa., 199

VANCE, --, 189

Varnum, --, 119

Virginia, 30, 59, 79, 87-89, 98-100, 173, 176, 177, 239, 240

WALKER, Felix, 91

Walpole Grant, 49, 51

"Washington and the West" (Hulbert), 65, 80

Washington Coal and Coke Company, 56

Washington, George, 27-30, 39-80, 106-108, 126, 159, 160, 163, 182, 236, 238, 252, 253, 297, 334

Washington State, Settlement of, 312, 316

Washington's Bottoms, 47

Washington's Letter to Benjamin Harrison, 1784, 68-74, 236, 253

Washington's Run mill, 55

Watauga Settlement, 89-92

Watson, Elkanah, 211

Wayne, Anthony, 126, 261

Weaver, Jno. W. & Co., 201

Webster, Daniel, 123, 330, 342, 344

Welch, Sylvester, 252, 255

West Newton, Pa., 118

Westport (Kansas City), 322

Wheeling, W. Va., 166

Whipple, --, 119

White, Major Hatfield, 117

Whitman, Marcus, 305-338

Whitman, Mrs., 307, 310-312

Wilkes, Lieutenant, 330, 331

Wilkinson, General, 273

Williams, --, 189

Williams, Judge John, 90

"Winning of the West, The," 275

Winsor, Justin, quoted, 321

Wisconsin, 105

Women in the Northwest, 311, 312

Wright, F. M., 201

YATES, Judge, 218, 219

Yontz, Jno., 201

Young, Samuel, 224

ZEISBERGER, David, 31, 115, 131-147, 182, 284, 305, 336

_Uniform with "Pilots of the Republic"_

THE GLORY SEEKERS

THE ROMANCE OF WOULD-BE FOUNDERS OF EMPIRE IN THE EARLY DAYS OF THE SOUTHWEST

BY

WILLIAM HORACE BROWN

_Illustrated with portraits, and with original drawings by W. J. Enright. Price $1.50 net._

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"No one who wishes to know the true story of the conquest of the greater part of this great nation can afford to pass by this book."--_Cleveland Leader._

"A vivid picture of the Indian wars preceding the Louisiana purchase, of the expedition of Lewis and Clark, and of events following the occupation of Oregon."--_The Congregationalist._

"It may not be the great American novel we have been waiting for so long, but it certainly looks as though it would be very near it."--_Rochester Times._

"The characters that are assembled in 'The Conquest' belong to the history of the United States; their story is a national epic."--_Detroit Free Press._

McLOUGHLIN AND OLD OREGON

By EVA EMERY DYE. A Chronicle. _Fifth Edition._ 12mo, $1.50.

This is a most graphic and interesting chronicle of the movement which added to the United States that vast territory, previously a British possession, of which Oregon formed a part, and how Dr. John McLoughlin, then chief factor of the Hudson's Bay Company for the Northwest, by his fatherly interest in the settlers, displeased the Hudson's Bay Company and aided in bringing this about. The author has gathered her facts at first hand, and as a result the work is vivid and picturesque and reads like a romance.

"A spirited narrative of what life in the wilderness meant in the early days, a record of heroism, self-sacrifice, and dogged persistence; a graphic page of the story of the American pioneer."--_New York Mail and Express._

A. C. McCLURG & CO., _Publishers_

+----------------------------------------------------------------- + | Transcriber's Note: | | | | Minor typographical errors have been corrected without note. | | | | Punctuation and spelling were made consistent when a predominant | | form was found in this book; otherwise they were not changed. | | | | Ambiguous hyphens at the ends of lines were retained. | | | | Mid-paragraph illustrations have been moved between paragraphs | | and some illustrations have been moved closer to the text that | | references them. The List of Illustrations paginations were | | changed accordingly. | | | | Italicized words are surrounded by underline characters, | | _like this_. | | | | Superscripts are enclosed in brackets like this 2{nd}. | | | | Duplicated section headings have been omitted. | | | |Footnotes were moved to the end of chapters and numbered in one | |continuous sequence. | +------------------------------------------------------------------+

End of Project Gutenberg's Pilots of the Republic, by Archer Butler Hulbert