The Paths of Inland Commerce [10]
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
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