The prohibition of slavery contributed greatly to the population of Ohio, and turned the current of European emigration from Kentucky and Tennessee, and spread it widely not only over this State, but also over Indiana and Illinois.[520]The fertility of the soil, the low price of lands, the security of titles, and the high price of labor also served to attract emigrants to this State.[521]
The 'Register' of May 14, 1825 says, "Emigration is powerful to the West."[522]Kentucky was at this time losing her citizens by hundreds and thousands, by removal to the west faster than she had acquired them from the east for some years.[523]The progress of population in Illinois had been greatly retarded by the violent and illegal efforts that were made to cause the introduction of slavery, year after year, and while the question was agitated, persons hesitated about locating themselves in Illinois, preferring to stop in Ohio or Indiana, or even to proceed to Missouri. When the matter was finally put at rest, the emigration to the State rapidly increased.[524]The annual increase of the population of Illinois from 1825-1829 was estimated at 12,000 persons.[525]Of Ohio, the 'Register' says, "the rapid and powerful population of this State would remind us of the days of Cadmus, except that men do not spring up armed to destroy one another."[526]
Travelers coming from the Atlantic States, with the intention of descending the Ohio and going into the western states, preferred the National Road to the one which came from Philadelphia to Pittsburg, and was made by the State of Pennsylvania. Thetraffic of the Pennsylvania "turnpike" was therefore much diminished, and the people of that State, as well as many of the other states, who derived no immediate benefit from this road, were opposed to any grants being made by Congress for keeping it in order.[527]
The conveyance of goods from the eastern ports to Pittsburg, to be sent from that place to the western country, created much business and contributed to the rapid growth of the city. In the year 1813, no less than 4055 wagons engaged in this trade, were calculated to have reached Pittsburg.[528]During the eight months from April to December, 1815, no less than $356,000 were paid at Pittsburg alone for the carriage of goods brought to and unladen at that town, by wagons, from the seaports of the Atlantic. The value of the goods so brought was supposed to be three and a half to four million dollars.[529]During the year 1817, about 12,000 wagons passed between Baltimore and Philadelphia, carrying from 35 to 40 cwt. The cost of carriage was about $7 from Philadelphia to Pittsburg, and the money paid for the conveyance of goods on this road, exceeded 300,000 pounds sterling.[530]Fearon says, "The articles sent from Philadelphia are hardware, and what are denominated "dry goods" This term includes all articles of woolen, linen, cotton, and silk. Those returned from Pittsburg are farming produce, chiefly flour."[531]
For the next few years the trade of Pittsburg failed to increase so rapidly as formerly. The tradesmen, though living well and saving money, complained of hard times, saying that peace had thrown the ocean trade into New Orleans, which they in time of war monopolized.[532]Pittsburg also suffered on account of the enormous influx of British goods, which were imported for the purpose ob breaking down the new manufacturing establishments.[533]Wheeling, being better situated for ready communication with the western country, at all seasons began to draw away some of the trade of Pittsburg.[534]
About the year 1818 the States of New York and Virginia began to show themselves as the rivals of Pennsylvania, which till that time, with the exception of New Orleans had enjoyed the most considerable portion of the commerce of the west.[535]
Pittsburg in 1821, was carrying on a considerable trade with Philadelphia, Baltimore, and New Orleans, and likewise some little with New York, by way of the Hudson and Mohawk Rivers, and the lakes.[536]The price of carriage from Philadelphia and Baltimore had now been reduced to $4 to $6 for one hundred weight.[537]Flint writing a few years later, says, "But the wealth, business, and glory of this place are fast passing away, transferred to Cincinnati, to Louisville, and other places on the Ohio. Various causes have concurred to this result, but especially the multiplication of steamboats, and the consequent facility of communication with the Atlantic ports by the Mississippi. There is little prospect of the reverse of this order of things. The National Road, terminating at Wheeling, contributes to this decay of Pittsburg. Her decline is not much regretted, for she used to fatten on the spoils of the poor emigrants that swarmed to this place."[538]The trade of Pittsburg may have been on the decline, but scarcely so bad as Flint paints it. One traveler, on the road between Baltimore and Frederick, on March 3, 1827, passed 235 wagons in a distance of 35 miles.[539]
Another element contributing largely to the growth and prosperity of Pittsburg was her manufacturing establishments. In 1810 the manufactures of this city amounted to $1,000,000, and in 1814 it was estimated that their value would be doubled.[540]The 'Register' of April 9, 1825 says that Pittsburg is "the greatest manufacturing town in the United States."[541]The articles manufactured at Pittsburg were sent to the western country, New Orleans, and the West Indies.* During this period the population of Pittsburg increased from 4740 inhabitants in 1810[542]to 22,433 in the city and its suburbs in 1830.[543]
Cincinnati, but a small and unimportant village before 1811, suddenly sprang into prominence during this period and eventhreatened to become the serious rival of Pittsburg. The manufacturing industry contributed largely to the growth of this town. In 1814 the 'Register' speaks of Cincinnati as being "the busiest town in Ohio, and except Pittsburg, and Lexington, the greatest place of manufacturing in the western country."[544]In 1826 the manufacturing industry of this city amounted to $1,800,000, not more than fifteen steam engines being employed in manufactures.[545]In 1830 the 'Register' speaks of this city as follows: "Cincinnati, 'the queen of the West' goes on rapidly to increase in population and wealth. Her happy location is made the most of by industrious and enterprising freemen. Manufactures abound, and a spirit of improvement prevails. Labor is honored, and profits are constantly added to capital. This city seems long since to have recovered from the effects of certain spe culations which, for a considerable time, checked its advancement."[546]Iron articles and cabinet furniture were the chief articles of manufacture exported from the city.[547]The making of sugar mills for Louisiana and the West Indies formed a large business at Cincinnati, and also at Pittsburg and Wheeling.[548]
The trade, especially the exports, formed a very large element of the business of Cincinnati. Birkbeck, writing in 1818, says, "Cincinnati is, however, a most thriving place, and backed as it is already by a great population and a most fruitful country, bids fair to be one of the first cities of the West. We are told, and we cannot doubt the fact, that the chief of what we see is the work of four years. The hundreds of commodious, well furnished brick houses; the spacious and busy markets; the substantial public buildings; the thousands of prosperous well dressed, industrious inhabitants; the numerous wagons and drays; the gay carriages; the shoals of craft; the busy stir prevailing everywhere, ..."[549]all testify to the prosperity of the city. Pork formed the chief article of export.[550]The 'Register' in 1827, says, "The pork business of this city is equal if not of greater magnitude, than that of Baltimore, and is, perhaps, not exceeded by that of any place in the world.[551]The exports of Cincinnati in 1820 were worth about $1,000,000, including both manufactures and other articles.[552]The opening of the Miami Canal increased the trade of Cincinnati, by making it the place of deposit for the produce exported from the surrounding country.[553]In 1812 the sale of imported articles amounted to $250,000 per year;[554]about 1830 the imports, of which dry goods formed the principal item, were estimated to be worth five million dollars.[555]
The population of Cincinnati in 1815 was 6,498;[556]in 1826, 16,230;[557]and in 1830, 25,279.[558]
Louisville derived her greatest advantage from the river trade. Before the building of the canal, goods brought down the river, had to be unloaded here and carried around the Falls.[559]The steam boat commerce of this city amounted in 1820 to 29,014 tons.[560]The wealth of Louisville was employed chiefly in the importation of merchandise from New Orleans, and the eastern cities, and the shipment of western produce to the Southern and Atlantic markets.[561]Manufactures were developed to some extent.[562]The population increased from 1350 in 1810, to 10, 336 in 1830.[563]
Marietta had, in the early period, engaged quite extensively in the ship building industry, which declined from about 1807 to 1816, when it was revived again.[564]In 1814 this town was engaged in manufacturing and carried on quite a brisk trade,[565]but Ogden, in 1821, says that it was rapidly declining.[566]
Wheeling derived much advantage from her location, being situated at a point where the Ohio was navigable at all seasons. It was the principal depot for the supply and commerce of that partof Virginia in 1819,[567]and in 1823 enjoyed considerable importance on account of the great quantity of merchandise brought to and from the Ohio along the National Road.[568]Boat building was carried on to some extent in Wheeling. By 1829 this town had engaged quite extensively in manufactures.[569]
Steubenville, Ohio, was the market for the produce of the surrounding country, which it supplied with English and West India goods.[570]As early as 1815 this town began to establish manufactories,[571]and in 1825 was exporting many thousand dollars worth of cloth to the Atlantic States.[572]In 1817 the city contained 2032 inhabitants,[573]and in 1830, 3153.[574]
Maysville, Kentucky, was the principal river port for the northeastern part of the State.[575]The greater part of the goods from Philadelphia and the eastern cities were landed here, and distributed over the state.[576]
Vincennes, Indiana, served as a place of extensive supply of merchandise to the interior of that state.[577]Vevay, Indiana, was also quite a commercial town.[578]Zanesville, Ohio, became a thriving town, engaged in manufactures[579]and trade.[580]
Shawneetown, Illinois, enjoyed a share in the trade on the river.[581]
These river towns developed and increased in importance as the river trade became an ever increasing object of importance. Pittsburg and Cincinnati were by far the two greatest commercial and manufacturing centers of this western country during the years 1811-1830. As this great stream of emigrants poured into the West, the soil was brought into cultivation, and its surplus produce exchanged for articles of home and foreign manufacture.
[1]Michaux, F. A., Travels, Early W. Travels, III., 191. Used by Pittsburg traders to convey haberdashery goods, more especially tea and coffee, to settlers on the River.
[1]Michaux, F. A., Travels, Early W. Travels, III., 191. Used by Pittsburg traders to convey haberdashery goods, more especially tea and coffee, to settlers on the River.
[2]Hall, J., The West, 110-111.
[2]Hall, J., The West, 110-111.
[3]Hildreth, S. P., Memoirs, 422.
[3]Hildreth, S. P., Memoirs, 422.
[4]Hall, J., The West, 111-113.
[4]Hall, J., The West, 111-113.
[5]Ibid., 10.
[5]Ibid., 10.
[6]Latrobe, C. J., Rambler in North America, I., 103.
[6]Latrobe, C. J., Rambler in North America, I., 103.
[7]Michaux, F. A., Travels, Early W. Travels, III., 159-160.
[7]Michaux, F. A., Travels, Early W. Travels, III., 159-160.
[8]Hall, J., The West, 113.
[8]Hall, J., The West, 113.
[9]Ibid, 113-114,
[9]Ibid, 113-114,
[10]Burnet, J., Notes, 399-400,
[10]Burnet, J., Notes, 399-400,
[11]Ibid., 400.Collot, V., Journey, I., 39. "The carriage of an hundred weight from Philadelphia to Pittsburg is from $8 to $10, and from Baltimore $7 or $8.Collot, V., Journey, II., 198. "The carriage from Philadelphia to the Illinois is 12 piastres the hundred weight—the expense from Baltimore are the same. The expense from New Orleans to the Illinois, is 5 piastres the French hundred weight."Schultz, C, II., 186-187. "Return cargo from New Orleans to St. Louis or Kaskaskia is $6 a hundred. Same to Falls of Ohio—for any greater distance an additional charge of nearly 50 cents for every 100 miles."Schultz, C., I., 125. "The price of carriage over this distance (from Philadelphia or Baltimore to Pittsburg) is $5 and $6 a hundred pounds weight."
[11]Ibid., 400.
Collot, V., Journey, I., 39. "The carriage of an hundred weight from Philadelphia to Pittsburg is from $8 to $10, and from Baltimore $7 or $8.
Collot, V., Journey, II., 198. "The carriage from Philadelphia to the Illinois is 12 piastres the hundred weight—the expense from Baltimore are the same. The expense from New Orleans to the Illinois, is 5 piastres the French hundred weight."
Schultz, C, II., 186-187. "Return cargo from New Orleans to St. Louis or Kaskaskia is $6 a hundred. Same to Falls of Ohio—for any greater distance an additional charge of nearly 50 cents for every 100 miles."
Schultz, C., I., 125. "The price of carriage over this distance (from Philadelphia or Baltimore to Pittsburg) is $5 and $6 a hundred pounds weight."
[12]Burnet, J., Notes, 400.
[12]Burnet, J., Notes, 400.
[13]Hall, J., The West, 13.
[13]Hall, J., The West, 13.
[14]Niles, Weekly Register, I., 71.
[14]Niles, Weekly Register, I., 71.
[15]Brackenridge, H. M., Journey, 43-44.
[15]Brackenridge, H. M., Journey, 43-44.
[16]Hall, J., The West, 114.
[16]Hall, J., The West, 114.
[17]Hildreth, S. P., Memoirs, 274.
[17]Hildreth, S. P., Memoirs, 274.
[18]Burnet, J., Notes, 49.
[18]Burnet, J., Notes, 49.
[19]Hall, J., The West, 114.
[19]Hall, J., The West, 114.
[20]Ibid., 116.
[20]Ibid., 116.
[21]Ibid., 116-117.
[21]Ibid., 116-117.
[22]Ibid., 13.
[22]Ibid., 13.
[23]Hildreth, S. P., Memoirs, 248.
[23]Hildreth, S. P., Memoirs, 248.
[24]Ibid., 248-249.
[24]Ibid., 248-249.
[25]Ibid., 437.
[25]Ibid., 437.
[26]Pope, J., Tour, 18.
[26]Pope, J., Tour, 18.
[27]Harris, T. M., Tour, Early W. Travels, III., 334, 335.
[27]Harris, T. M., Tour, Early W. Travels, III., 334, 335.
[28]Schultz, C., Travels, II., 100.
[28]Schultz, C., Travels, II., 100.
[29]Michaux, F. A., Travels, Early W. Travels, III., 166.
[29]Michaux, F. A., Travels, Early W. Travels, III., 166.
[30]Cuming, F., Tour, Early W. Travels, IV., 116.
[30]Cuming, F., Tour, Early W. Travels, IV., 116.
[31]Schultz, C., Travels, I., 129.
[31]Schultz, C., Travels, I., 129.
[32]Ibid., 129-130.
[32]Ibid., 129-130.
[33]Ibid., 130.
[33]Ibid., 130.
[34]Ibid., 131.
[34]Ibid., 131.
[35]Ibid., 132.
[35]Ibid., 132.
[36]Schultz, C., Travels, I., 132.
[36]Schultz, C., Travels, I., 132.
[37]Ibid., 132-133.
[37]Ibid., 132-133.
[38]Latrobe, C. J., Rambler in North America, I., 103-104.
[38]Latrobe, C. J., Rambler in North America, I., 103-104.
[39]Hildreth, S. P., Memoirs, 159.
[39]Hildreth, S. P., Memoirs, 159.
[40]Ibid., 160.
[40]Ibid., 160.
[41]Hildreth, S. P., Memoirs, 161.
[41]Hildreth, S. P., Memoirs, 161.
[42]Schultz, C., Travels, I., 143.
[42]Schultz, C., Travels, I., 143.
[43]Ellicott, A., Journal, 25.
[43]Ellicott, A., Journal, 25.
[44]Harris, F. M., Tour, Early W. Travels, III., 338.
[44]Harris, F. M., Tour, Early W. Travels, III., 338.
[45]Schultz, C., Travels, I., 126.
[45]Schultz, C., Travels, I., 126.
[46]Cuming, F., Tour, Early W. Travels, IV., 193.
[46]Cuming, F., Tour, Early W. Travels, IV., 193.
[47]Schultz, C., Travels, I., 142.
[47]Schultz, C., Travels, I., 142.
[48]Ibid., I., 190.
[48]Ibid., I., 190.
[49]Peck, J. M., Annals, 331-333.
[49]Peck, J. M., Annals, 331-333.
[50]Peck, J. M., Annals, 334.
[50]Peck, J. M., Annals, 334.
[51]Ibid., 335.
[51]Ibid., 335.
[52]Forman, S. S., Journey, 41.
[52]Forman, S. S., Journey, 41.
[53]St. Clair, A., Papers, (Smith's Edition), II., 175.
[53]St. Clair, A., Papers, (Smith's Edition), II., 175.
[54]Pope, J., Tour, 26.
[54]Pope, J., Tour, 26.
[55]Ibid, 41.
[55]Ibid, 41.
[56]Treaties and Conventions, 777.
[56]Treaties and Conventions, 777.
[57]Treaties and Conventions, 783.
[57]Treaties and Conventions, 783.
[58]Allinson, M.
[58]Allinson, M.
[59]Peck, J. M., Annals, 504. Burnet, J., Notes, 445, 446.
[59]Peck, J. M., Annals, 504. Burnet, J., Notes, 445, 446.
[60]Flint, T., History and Geography. I., 170-171.
[60]Flint, T., History and Geography. I., 170-171.
[61]Hall, J., The West, 107.Collot, V., Journey, II., 95, "The population is composed of about ten thousand souls, including free mulattoes and slaves.
[61]Hall, J., The West, 107.
Collot, V., Journey, II., 95, "The population is composed of about ten thousand souls, including free mulattoes and slaves.
[62]Collot, V., Journey, II., 197.
[62]Collot, V., Journey, II., 197.
[63]Ibid., II., 198-199.
[63]Ibid., II., 198-199.
[64]Ellicott, A., Journal, 24.
[64]Ellicott, A., Journal, 24.
[65]Ellicott, A., Journal, 23-24.
[65]Ellicott, A., Journal, 23-24.
[66]Hildreth, S. P., Memoirs, 159.
[66]Hildreth, S. P., Memoirs, 159.
[67]Hildreth, S. P., Memoirs, 309.
[67]Hildreth, S. P., Memoirs, 309.
[68]Ibid.,
[68]Ibid.,
[69]Ibid., 161.
[69]Ibid., 161.
[70]Michaux, F. A., Travels, Early W. Travels, III., 191.
[70]Michaux, F. A., Travels, Early W. Travels, III., 191.
[71]Ibid., 191.
[71]Ibid., 191.
[72]Ibid., 157-158.
[72]Ibid., 157-158.
[73]Michaux, F. A., Travels, Early W. Travels, III., 205.
[73]Michaux, F. A., Travels, Early W. Travels, III., 205.
[74]Ibid., 245.
[74]Ibid., 245.
[75]Ibid., 247.
[75]Ibid., 247.
[76]Ibid., 239-240.
[76]Ibid., 239-240.
[77]Ibid., 158.
[77]Ibid., 158.
[78]Michaux, F. A., Travels, Early W. Travels, III., 266.
[78]Michaux, F. A., Travels, Early W. Travels, III., 266.
[79]Ibid., 252.
[79]Ibid., 252.
[80]Reynolds, J., MY Own Times, 90.
[80]Reynolds, J., MY Own Times, 90.
[81]Ibid., 91.
[81]Ibid., 91.
[82]St. Clair, A., Papers, (Smith's Edition), II., 175.
[82]St. Clair, A., Papers, (Smith's Edition), II., 175.
[83]Michaux, F. A., Travels, Early W. Travels, III., 157-158.
[83]Michaux, F. A., Travels, Early W. Travels, III., 157-158.
[84]Ibid., III., 252.
[84]Ibid., III., 252.
[85]Ibid., III., 241. "It is now clearly demonstrated that the expense of conveying goods which go up the river again from New Orleans to Louisville, is not so great as that from Philadelphia to Limestone."
[85]Ibid., III., 241. "It is now clearly demonstrated that the expense of conveying goods which go up the river again from New Orleans to Louisville, is not so great as that from Philadelphia to Limestone."
[86]Treaties and Conventions, 276.
[86]Treaties and Conventions, 276.
[87]Ibid., 275-278.
[87]Ibid., 275-278.
[88]Hall, J., The West, 14-15.
[88]Hall, J., The West, 14-15.
[89]Burnet, J., Notes, 397-399.
[89]Burnet, J., Notes, 397-399.
[90]Burnet, J., Notes, 396-397.
[90]Burnet, J., Notes, 396-397.
[91]Harris, T. M., Tour, Early W. Travels, III., 334-335.
[91]Harris, T. M., Tour, Early W. Travels, III., 334-335.
[92]Ibid., III., 334-335.
[92]Ibid., III., 334-335.
[93]Ibid., III., 338.
[93]Ibid., III., 338.
[94]Harris, T. M., Tour, Early W. Travels, III., 353.
[94]Harris, T. M., Tour, Early W. Travels, III., 353.
[95]Ibid., III., 343.
[95]Ibid., III., 343.
[96]Ibid.
[96]Ibid.
[97]Ibid., 344.
[97]Ibid., 344.
[98]Louisiana Gasette, I. 15.
[98]Louisiana Gasette, I. 15.
[99]Ibid., I., 29; I., 78.
[99]Ibid., I., 29; I., 78.
[100]Ibid., I., 53.
[100]Ibid., I., 53.
[101]Ibid., II., 162; II., 171; I., 194; II., 169.
[101]Ibid., II., 162; II., 171; I., 194; II., 169.