第19章 The Flatboat Age (4)

Louisville is as old a port of the United States as New York or Philadelphia, having been so created when our government was established in 1789, but oddly enough the first returns to the National Treasury (1798) are credited to the port of Palmyra, Tennessee, far inland on the Cumberland River.In 1799 the following Western towns were made ports of entry: Erie, Sandusky, Detroit, Mackinaw Island, and Columbia (Cincinnati).The first port on the Ohio to make returns was Fort Massac, Illinois, and it is from the collector at this point that we get our first hint as to the character and volume of Western river traffic.In the spring months of March, April, and May, 1800, cargoes to the value of 28,581 pounds, Pennsylvania currency, went down the Ohio.This included 22,714 barrels of flour, 1017 barrels of whiskey, 12,500 pounds of pork, 18,710 pounds of bacon, 75,814pounds of cordage, 3650 yards of country linen, 700 bottles, and 700 barrels of potatoes.In the three autumn months of 1800, for instance, twenty-one boats ascended the Ohio by Fort Massac, with cargoes amounting to 36 hundredweight of lead and a few hides.

Descending the river at the same time, flatboats and barges carried 245 hundredweight of drygoods valued at $32,550.When we compare these spring and fall records of commerce downstream we reach the natural conclusion that the bulk of the drygoods which went down in the fall of the year had been brought over the mountains during the summer.The fact that the Alleghany pack-horses and Conestogas were transporting freight to supply the Spanish towns on the Mississippi River in the first year of the nineteenth century seems proved beyond a doubt by these reports from Fort Massac.

The most interesting phase of this era is the connection between western trade and the politics of the Mississippi Valley which led up to the Louisiana Purchase.By the Treaty of San Lorenzo in 1795 Spain made New Orleans an open port, and in the next seven years the young West made the most of its opportunity.But before the new century was two years old the difficulties encountered were found to be serious.The lack of commission merchants, of methods of credit, of information as to the state of the market, all combined to handicap trade and to cause loss.Pittsburgh shippers figured their loss already at $60,000 a year.In consequence men began to look elsewhere, and an advocate of big business wrote in 1802: "The country has received a shock; let us immediately extend our views and direct our efforts to every foreign market."One of the most remarkable plans for the capture of foreign trade to be found in the annals of American commerce originated almost simultaneously in the Muskingum and Monongahela regions.With a view to making the American West independent of the Spanish middlemen, it was proposed to build ocean-going vessels on the Ohio that should carry the produce of the interior down the Mississippi and thence abroad through the open port of New Orleans.The idea was typically Western in its arrogant originality and confident self-assertion.Two vessels were built:

the brig St.Clair, of 110 tons, at Marietta, and the Monongahela Farmer, of 250 tons, at Elizabeth on the Monongahela.The former reached Cincinnati April 27, 1801; the latter, loaded with 750barrels of flour, passed Pittsburgh on the 13th of May.

Eventually, the St.Clair reached Havana and thus proved that Muskingum Valley black walnut, Ohio hemp, and Marietta carpenters, anchor smiths, and skippers could defy the grip of the Spaniard on the Mississippi.Other vessels followed these adventurers, and shipbuilding immediately became an important industry at Pittsburgh, Marietta, Cincinnati, and other points.