Chapter IV: Part 4

The route to the western country, by way of New Orleans, was attended with many disadvantages, being much longer and more dangerous, in consequence of a good deal of coasting, and the difficulties of the Gulf of Florida. The voyage from the Balize to New Orleans, a distance of 100 miles, was always tedious and vessels sometimes consumed three weeks in covering this distance. The steamboats, from New Orleans,[511] did not proceed at stated periods, and travelers were sometimes obliged to take up a long and expensive residence in that city. To attempt to engage a passage in a keel boat up the stream was an almost endless undertaking. For these reasons, emigrants were advised to cone overland to Pittsburg, and to float from there down the Ohio River to their destination.[512]

Fearon during his journey from Chambersburg to Pittsburg passed 63 wagons, with families from the several places following: 20 from Massachusetts, 10 from the district of Maine, 14 from Jersey, 13 from Connecticut, 2 from Maryland, 1 from Pennsylvania, 1 from England, one from Holland, 1 from Ireland; and about 200 persons on horseback and 20 on foot.[513] Fearon says that every emigrant whom he met on the Alleghanies, told hi m that he intended to settle in Ohio.[514] The population in Illinois, at this period, was to be found chiefly on the Wabash, below Vincennes, and on the banks of the Kaskaskia, Ohio, and Mississippi Rivers.[515]

In the latter part of the year 1818 Flint writes as follows: "... the current of emigration, being here (Chambersburg) united, strangers from the eastern country, and from Europe, are passing in an unceasing train. An intelligent gentleman at this place informed me, that this stream of emigration has flowed more copiously this year, than at any former period, and that the people now moving westward are ten times more numerous than they were ten years ago. His computation is founded on the comparative amount of the stage coach business and on careful observation."[516] Flint advises emigrants to go from Baltimore to Wheeling as that route is cheaper than the one from Philadelphia to Pittsburg.[517] In 1819 travelers were not so numerous as in 1818, owing to the decline in trade, and depression in the price of land. Flint says, "travelers however are still so numerous that a stranger not fully aware of the rapidity with which new settlements are forming, and of the great populace of the eastern States, might be apt to imagine that the Americans are a singularly volatile people."[518] Nuttall remarks that "A stranger who descends the Ohio at this season of emigration cannot but be struck with the jarring vortex of heterogenous population amidst which he is embarked, all searching for some better country, which ever lies to the west."[519]

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. The traffic 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 even threatened 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 part of 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.

FOOTNOTES:

[487] Flint, T., History and Geography, I., 387.

[488] Ibid., I., 178.

Peck, J. M., Annals, 651-652.

[489] Flint, T., History and Geography, I., 178.

[490] Ibid., I., 172.

[491] Flint, T., History and Geography, I., 178.

[492] Ibid., 180-182.

[493] Howells, W. C., Recollections, 9.

[494] Ibid., 10.

[495] Niles, Weekly Register, V., 263.

[496] Ibid., 39. VIII.

[497] Ibid., VIII., 420.

[498] Niles, Weekly Register, VII., 350.

[499] Ibid., XI., 223.

Ibid., XI., 127. "We observe the current of emigration directed
strongly toward the Territory of Missouri."

Ibid., XI., 208. "Emigration powerfully sets westward. 50 wagons
are said to have passed the Muskingum at Zanesville, in a day,
going west."

[500] Brown, S. R., Gazetteer, 316.

[501] Niles, Weekly Register, XIII., 224. November 29, 1817.

[502] Niles, Weekly Register, XI., 336. June 11, 1817.

[503] Birkbeck, M., Notes, 25-26.

[504] Ibid., 79.

[505] Birkbeck, M., Letters, 33. "Horseback is the most pleasant
and expeditious; on foot the cheapest; a light wagon is eligible
in some cases; in others the stage is a necessary evil."

[506] Birkbeck M., Letters, 33.

[507] Birkbeck, M., Letters, 97.

[508] Ibid., 110-111.

[509] Ibid., Notes, 36.

Fearon, H. B., Journey, 192. "All the emigrants with whom I
conversed complained of the enormous charges at taverns."

Welby, A., Visit, Early W. Travels, XII., 195-196. Says that the
charges at a good English Inn would be double the amount charged
in America.

Faux, W., Memorable Days, Early W. Travels, XI., 171, 196-197.
Complains of the expense.

[510] Fordham, E. P., Travels, 118.

[511] Ibid., A journey from New Orleans up the Mississippi cost $90.

Fearon, H. B., Journey, 337-338. Quoted from M. Birkbeck's
letter of November 29, 1817.

Fordham, E. P., Travels, 59. The wagons from Baltimore to
Pittsburg, made the journey of 240 miles in 16 days.

Fearon, H. B., Journey, 452-453.

[512] Flint, J., Letters, Early W. Travels, IX., 98, 74, 68, 101.
Discusses the expense of traveling.

Faux, W., Memorable Days, Early W. Travels, XI., 198. Passage in
steamboat from an eastern port to New Orleans was $200.

[513] Fearon, H. B., Journey, 196.

Ibid., 188. He speaks of meeting 20 wagons containing families
from Massachusetts, Jersey, and Connecticut.

[514] Fearon, H. B., Journey, 213-214.

[515] Ibid., 255.

Reynolds, J., My Own Times, 176.

[516] Flint, J., Letters, Early W. Travels, IX., 67-68. Ibid., Ix.,
65, 72, 77, 87. For reference to the vast numbers of emigrants

[517] Flint, J., Letters, Early W. Travels, IX., 105-115.

[518] Ibid., IX., 288.

[519] Nuttall, T., Travels, Early W. Travels, XIII., 65.

James, E., Account, Early W. Travels, XIV., 59. For reference to
emigrants on the Ohio.

Niles, Weekly Register, XVII., 286.

[520] Ogden, G. W., Letters, Early W. Travels, XIX., 80.

[521] Ibid.,

Ibid., XIX., 82. Mentions other inducements to emigration
Reynolds, J:, My Own Times, In 1820 the price of land was
reduced from $2 to $1.25 per acre.

James, E., Account, Early W. Travels, XIV., 63. In 1819-1820,
James says, "The difficulty of establishing an indisputable
title to lands has been a cause operating hitherto to retard
the progress of settlement in some of the most fertile parts
of the country of Ohio, and the inconveniences resulting from
this source still continue to be felt.

[522] Niles, Weekly Register, XXVIII., 161-162.

[523] Ibid., XXIX., 147.

Ibid., XXXVII., 165.

[524] Ibid., XXIX., 422. February 25, 1826.

[525] Ibid., XXXVI., 271.

Ibid., XXXVI., 304. "Owing to the great influx of emigration,
provisions of all kinds are very scarce."

Latrobe, C. J., The Rambler, II., 221-222. Speaks of Illinois as
"a country rapidly filling with settlers."

Reynolds, J., My Own Times, 304. 1830 "For several years past, a
strong tide of emigration has flowed in upon us. Its wilderness
has been subdued; and thriving villages and cultivated farms are
now scattered over its whole extent."

[526] Niles, Weekly Register, XL., 141.

Flint, T., History and Geography, I., 130.

[527] Franchepain, Travels, 90-91.

[528] Flint, J., Letters, Early W. Travels, IX., 86.

Niles, Weekly Register, VI., 207. Says that 4,000 wagon loads of
dry goods, groceries, etc., and 1,000 wagon loads of iron were
received at Pittsburg in 1813.

[529] Niles, Weekly Register, X., 371.

Ibid., X., 231. Wagons with upwards of 3,500 pounds have reached
Pittsburg in 13 days from Philadelphia.

[530] Birkbeck, M., Notes, 29.

Ibid., 128. The land carriage from Philadelphia to Pittsburg is
from $7 to $10 per cwt.

Fearon, H. B., Journey, 186,196. references to this trade.

[531] Fearon, H. B., Journey, 186.

Niles, Weekly Register, XIII., 116-117. "A merchant from
Marietta, Ohio, has just left this city (New York) with several
tons of goods (it being his second trip,) who takes them from
Albany by way of Geneva and Hamilton on the Alleghany River, to
his place in the State of Ohio. This gentleman is of opinion
that goods can be transported from this place to Pittsburg for
considerably less than they can be taken from Philadelphia over
the mountains to Pittsburg."

[532] Fearon, H. B., Journey, 205. "The state of trade is at
present dull, but that there is a great deal of business done
must be evident from the quantity of "dry goods" and "grocery
stores", many of the proprietors of which have stocks as large
as the majority of London retail dealers."

Fordham, E. P., Travels, 75.

[533] Niles, Weekly Register, XXVIII., 82.

Birkbeck, M., Notes, 34.

Nuttall, T., Travels, Early W. Travels, XIII., 41. "To judge of
the inland commerce carried on betwixt Philadelphia and
Pittsburg, a stranger has but to view this road at the present
season. All day I have been brushing past wagons heavily loaded
with merchandise, each drawn by five and six horses.

[534] Welby, A., Visit, Early W. Travels, XII., 197.

Niles, Weekly Register, XV., 267. "It has been estimated that
three millions of dollars worth of goods were at Pittsburg on
the 7th ult. (December, 1818) waiting for a rise of the waters,
to descend the river, as well as a multitude of travelers and
emigrants."

[535] Nuttall, T., Travels, Early W. Travels, XIII., 38.

[536] Ogden, G. W., Letters, Early W. Travels, XIX., 25.

[537] Ibid., XIX., 27.

Niles, Weekly Register, XXVII., 149. "The number of wagons
loaded for Pittsburg, by a single house last year was upwards
of 200; and the freight alone, at the present reduced rate,
amounted to $24,000. (from Philadelphia).

[538] Flint, T., Recollections, 17.

Hall, J., Letters, 34. Agrees with Flint's statement of the
causes of the decline.

[539] Niles, Weekly Register, XXXII., 34.

Ibid., XXXI., 165. "The river remains low. But the number of
heavily laden keels which arrive and depart daily, show that the
improvements in the channel have been such as to secure us an
uninterrupted navigation from Pittsburg westward, at the very
lowest stages of the water."

Ibid., XXXIV., 411. "Pittsburg goes on prosperously. The happy
union of the two arms of the American system will make her
great, her manufactures and the location of the Pennsylvania
Canal

[540] Niles, Weekly Register, VI., 208.

[541] Ibid., XXVIII., 82.

[542] Niles, Weekly Register, VI., 208.

[543] Ibid., XXXIX., 219

For references to manufactures see

Niles, Weekly Register, VI., 208.

Ibid., XVII., 341.

Ibid., VIII., 141.

Thomas, D., Travels, 52.

Brown, S. R. Gazetteer, 338.

Fordham, E. P., Travels, 75-76, 71-72.

Fearon, H. B., Journey, 203.

Birkbeck, M., Notes, 33-34.

Nuttall, T., Travels, Early W. Travels, XIII., 45.

Ogden, G. W., Letters, Early W. Travels, XIX., 25.

Niles, Weekly Register, XXIX., 180.

Ibid., XXXV., 102.

Hall, J., Letters, 34.

Flint, T., History and Geography, I., 132, 147, 426-427.

Niles, Weekly Register, XXXVI., 66.

Ibid., XXXVII., 178.

Ibid., XXXIV., 346.

[544] Niles, Weekly Register, VI., 209.

[545] Hall, J., The West, 264.

Hall, J., Notes, 270.

[546] Niles, Weekly Register, XXXVIII., 86.

Hall, J., Notes, 174. A period of distress in the western
country which reached its height about 1819.

Flint, T., History and Geography. I., 180.

[547] Flint, T., History and Geography, I., 410.

Niles, Weekly Register, XXXVIII., 86. Speaks of the exportation
of chair and cabinet wares.

[548] Niles, Weekly Register, XXXVIII., 293.

[549] Birkbeck, M., Notes, 70.

[550] Niles, Weekly Register, XXIV., 176.

[551] Ibid., XXXII., 35. In three months, 40,000 hogs were packed
in Cincinnati. See also, Niles, Weekly Register, XL., 142.

[552] Hall, J., Notes, 270.

Flint, T., History and Geography, Appendix, 211. From Cincinnati
in 1831 the exports were over $1,000,000.

[553] Niles, Weekly Register, XXXVIII., 86-87. Ibid., XL., 52.

[554] Niles, Weekly Register, VI., 209.

[555] Flint, T., History and Geography, I., 410. Fearon, H. B.,
Journey, 231. Flint, J., Letters, Early W. Travels.

Ix., 238. The Town suffered a decline in trade in 1817 and 1820

[556] Niles, Weekly Register, X., 16.

[557] Ibid., XXXII., 35.

[558] Ibid., XXXIX., 5.

[559] Tranchepain, Travels, 116.

[560] Niles, Weekly Register, XXXII., 89.

[561] Hall, J., Notes, 267.

[562] Niles, Weekly Register, VI., 250.

Brown, S. R. Gazetteer, 104-105.

Niles, Weekly Register, XXXVII., 181.

[563] Flint, History and Geography, I., 355.

[564] Ogden, G. W., Letters, Early W. Travels, XIX., 34.

[565] Niles, Weekly Register, VI., 209.

[566] Ogden, G. W., Letters, Early W. Travels, XIX., 34.

[567] Nuttall, T., Travels, Early W. Travels, XIII., 51.

[568] Tranchepain, Travels, 91.

[569] Niles, Weekly Register, XXXVI., 298.

Flint, T., History and Geography, I., 431-432.

[570] Ogden, G. W., Letters, Early W. Travels, XIX., 34.

[571] Niles, Weekly Register, VIII., 452.

[572] Ibid., XXVIII., 82.

[573] Ibid., XII., 144.

[574] Ibid., XXXVIII., 339.

[575] Brown, S. R. Gazetteer, 90.

[576] Flint, T., History and Geography, I., 356-357.

[577] Ibid., I., 378.

[578] Ogden, G. W., Letters, Early W. Travels, XIX., 42.

[579] Flint, T., History and Geography, I., 414.

[580] Niles, Weekly Register, VI., 209.

[581] Ibid., XXXVI., 302.

_BIBLIOGRAPHY._

_SOURCES._

American State Papers, I., Foreign Relations, I; V., Indian Affairs, I.; XVI., Public Lands, I., Washington, 1832, 1833.

Beck, Lewis M., A Gazetteer of the States of Illinois and Missouri. Albany 1823.

Birkbeck, Morris. Letters from Illinois. Philadelphia 1818.

Birkbeck, Morris. Notes on a journey in America. London, 1818.

Brackenridge, H. M. Views of Louisiana together with a journal of a voyage up the Missouri River in 1811. Pittsburg 1814

Brown, Samuel R. Western Gazetteer or Emigrant's Directory. Auburn 1817.

Bullock, William. Sketch of a journey through the western states of North America from New Orleans by the Mississippi, Ohio, City of Cincinnati, and Falls of Niagara to New York in 1827. London 1827. Reprinted in Thwaites' Early Western Travels, XIX.

Burnet, Jacob. Notes on the early settlement of the Northwestern territory. Cincinnati 1847.

Chapman, Thomas. Journal of a Journey through the United States 1795-1796. Historical magazine, V.

Collot, Victor. A Journey in North America. 2 vols., Paris 1826.

Cuming, Fortescue. Sketches of a tour to the western country through the States of Ohio and Kentucky, a voyage down the Ohio and Mississippi Rivers, and a trip through the Mississippi Territory and a part of West Florida, 1807-1809. Pittsburg 1810. Reprinted in Thwaites' Early Western Travels, IV.

Ellicott, Andrew. Journal of A. Ellicott, late commissioner on behalf of the United States, 1796-1800, for determining the boundary between the possessions of the United States and Spain. Philadelphia 1814.

Faux, W. Memorable days in America, being a journal of a tour to the United States to ascertain the condition and probable prospects of British emigrants, including accounts of Birkbeck's settlement in the Illinois. London 1823. Reprinted in Thwaites' Early Western Travels, XI., XII.

Fearon, Henry B. Narrative of a journey through the eastern and western States of America 1817-1818. London 1819.

Flint, James. Letters from America, containing observations on the climate and agriculture of the Western States, the manners of the people, and the prospects of emigrants. Edinburgh 1822. Reprinted in Thwaites' Early Western Travels, IX.

Flint, Timothy. History and Geography of the Mississippi Valley. 2 vols. in one. Cincinnati 1832.

Flint, Timothy. Recollections of the last ten years, in the Valley of the Mississippi from Pittsburg and the Missouri to the Spanish frontier. Boston 1826.

Fordham, Elias Pym. Personal Narrative of Travels in Virginia, Maryland, Pennsylvania, Ohio, Indiana, Kentucky, and of a Residence in the Illinois Te rritory 1817-1818. F. A. Ogg's edition 1906.

Forman, Samuel S. Narrative of a journey down the Ohio and Mississippi in 1789-1790. Cincinnati 1818.

Hall, Basil. Travels in North America in the year 1827-1828. 3 vols. Edinburgh 1829.

Hall, James. Letters from the West, containing sketches of scenery, manners, and customs. London 1828.

Hall, James. Notes on the western States containing descriptive sketches of their soil, climate, resources, and scenery. Philadelphia 1838.

Hall, James. Sketches of history, life, and manners in the West. 2 vols. Philadelphia 1835.

Hall, James. The West, its commerce and navigation. Cincinnati 1848. (Not always accurate.)

Harris, Thaddeus M. Journal of a tour into the territory northwest of the Alleghany Mountains, made in the spring of the year 1803, with a geographical and historical account of the State of Ohio. Boston 1805. Reprinted in Thwaites' Early Western Travels, III.

Howells, W. Cooper. Recollections of life in Ohio 1813-1840. Cincinnati 1895.

Hulme, Thomas. Journal of a tour in the western countries of America, September 30, 1818.--August 8, 1819. Reprinted in Thwaites' Early Western Travels, X.

Hurd, Harvey B. The Revised Statutes of the State of Illinois. Chicago 1901.

Imlay, Gilbert, Topographical Description of the Western Territory of America. London 1797.

James, Edwin. Account of an expedition from Pittsburg to the Rocky Mountains performed in the years 1819-1820, under command of Major Stephen H. Long. Philadelphia 1823. Reprinted in Thwaites' Early Western Travels, XIV-XVII.

Latrobe, Charles J. Rambler in North America 1832-1833. 2 vols. London 1835.

Michaux, Andre. Journal 1793-1796. (Englished from the original French, appearing in American Philosophical Society proceedings 1889. pp. 91-101, 114-140.) Reprinted in Thwaites' Early Western Travels, III.

Michaux, Francois A. Travels to the westward of the Alleghany Mountains in the States of the Ohio, Kentucky, and Tennessee, and return to Charleston, through the upper Carolinas in 1802. London 1805. Reprinted in Thwaites' Early Western Travels, III.

Mills, Samuel J., and Smith, Daniel. Report of a Missionary Tour through that part of the United States, which lies west of the Alleghany Mountains, performed under the direction of the Massachusetts Missionary Society. Andover 1815.

Niles, Weekly Register, I.-XL. Baltimore and Washington.

Notes from the Louisiana Courier, Louisiana Gasette, and the Louisiana Moniteur. I am indebted to Miss May Allinson for the use of these notes.

Nuttall, Thomas. Journal of travels into the Arkansas territory during the year 1819, with occasional observations on the manners of the aborigines. Philadelphia 1821. Reprinted in Thwaites' Early Western Travels, XIII.

Ogden, George W. Letters from the West; comprising a tour through the western country, and a residence of two summers in the States of Ohio and Kentucky. New-Bedford 1823. Reprinted in Thwaites' Early Western Travels, XIX.

Peck, J. M. A guide for Emigrants, containing sketches of Illinois, Missouri, and the adjacent parts. Boston 1831.

Poore, Benjamin Perley. The Federal and State Constitutions, Colonial charters, and other Organic Laws of the United States. vol. I. Washington 1877.

Pope, John. A tour through the southern and western territories of the United States of North America, the Spanish Dominions, the Floridas, Creek Nations, and many other uninhabited parts, 1792. Richmond 1792.

Reynolds, John. My own times embracing also the history of my life. Illinois 1855.

Schultz, Christian. Travels on an inland voyage through the States of New York, Pennsylvania, Virginia, Ohio, Kentucky, Tennessee, and through the Territory of Indiana, Louisiana, Mississippi, New Orleans, in 1807-1808. 2 vols. New York 1810.

St. Clair, A. Papers, II., Smith's Edition. Cincinnati 1882

Thomas, David. Travels through the western country in the summer of 1816. Auburn 1819.

Thwaites, Reuben Gold. Early Western Travels, 1748-1846. III, IV, IX, X, XI, XII, XIII, XIV, XV, XVI, XVII, XIX.

Tranchepain. Travels through the United States and America. London 1828.

United States. Journals of Congress, XII., XIII. Philadelphia 1801. Treaties and Conventions concluded between the United States of America and other powers since July 4, 1776. Washington 1873.

Volney, C. F. View of the Climate and Soil of the United States of America. London 1814.

Welby, Adlard. Visit to North America and the English settlements in Illinois, with a winter residence in Philadelphia, solely to ascertain the actual prospects of the emigrating agriculturalist, mechanic, and commercial speculator. London 1821. Reprinted in Thwaites' Early Western Travels. XII.

_SECONDARY WORKS._

Hildreth, S. Prescott. Biographical and historical memoirs of the early pioneer settlers of Ohio. Cincinnati 1852.

Hinsdale, Burke A. The Old Northwest, the beginning of our colonial system. Boston 1899.

Howe, Henry. Historical collections of Ohio relating to its general and local history. Cincinnati 1847.

Hulbert, Archer Butler. Historic Highways of America, IX. 1902-1905.

Peck, J. M. and Perkins, J. H. Annals of the West. 1850.

Sparks, Edwin Erle. The expansion of the American people, social and territorial. Chicago 1900.

Winsor, Justin. Narrative and Critical History of America, VII., Boston 1889.

Winsor, Justin. The westward movement: the colonies and the Republic west of the Alleghanies 1763-1798: with full cartographical illustrations from contemporary sources. Boston 1897.

Transcriber's Notes:

As this is not a professionally published document, and was under the full control of the author, no attempt has been made to edit or improve the document. Every effort has been made to retain each character of the original document, including typographical errors and omissions, except as noted below. Hand-written corrections in typed documents were common, are assumed to be the work of the author, and have been incorporated into the document where they could be deciphered.

Changes to footnotes were made, however, in order to facilitate the linking possible in an ebook. This included the re-joining of all split footnotes, ignoring slashes that were meant to be periods following the footnote numbers, and the following correction:

The second footnote reference #6 changed to #7 on page 104 to allow linking between the text and the footnotes.

Note: A footnote is missing from the original text on page 102. An asterisk has been left in the anchor's place, but there is no matching footnote.