第40章 THE PATHWAY OF THE LAKES (3)

So absorbed were these Chicago folk in the building of their canal and in wresting from their lake firm foothold for a city (reclaiming four hundred feet of lake bed in two years) that the panic affected their town less than it did many a rival.Although the canal enterprise came to an ominous pause in 1842, after the expenditure of five millions, the pledge of the State stood the enterprise in good stead.Local financiers, together with New York and Boston promoters, advanced about a quarter of a million, while French and English bankers, notably Baring Brothers, contributed about three-quarters of a million.With this assistance the work was carried to a successful ending.On April 10,1848, the first boat passed over the ninety-mile route from Chicago to Ottawa, and the Great Lakes and the Mississippi Basin were united by this Erie Canal of the West.Though its days of greatest value were soon over, no one can exaggerate the importance of this waterway in the growth and prosperity of Chicago between 1848 and 1860.By 1857 Chicago was sending north and south annually by boat over twenty million bushels of wheat and corn.

The awakening of the lands behind Lake Erie, Lake Huron, and Lake Michigan brought forth innumerable demands for roads, canals, and railways to the ports of Buffalo, Cleveland, Toledo, Detroit, Milwaukee, and Chicago.There were actually hundreds of these enterprises undertaken.The development of the land behind Lake Superior was particularly spectacular and important, not only because of its general effect on the industrial world but also because out of it came the St.Mary's River Ship Canal.Nowhere in the zone of the Great Lakes has any region produced such unexpected changes in American industrial and commercial life as did the region of Michigan, Wisconsin, and Minnesota contributory to Lake Superior.If, as the story goes, Benjamin Franklin said, when he drew at Paris the international boundary line through Lake Superior, that this was his greatest service to America, he did not exaggerate.The line running north of Isle Royale and thence to the Lake of the Woods gave the United States the lion's share of that great inland seaboard and the inestimably rich deposits of copper and iron that have revolutionized American industry.

>From earliest days rumors of deposits of bright copper in the land behind Lake Superior had been reported by Indians to fur traders who in turn had passed the story on to fur company agents and thus to the outside world.As a result of her "Toledo War"--as her boundary dispute was called--Michigan had reluctantly accepted the northern peninsula lying between Lake Superior and Lake Michigan in lieu of the strip of Ohio territory which she believed to be hers.If Michigan felt that she had lost by this compromise, her state geologist, Douglass Houghton, soon found a splendid jewel in the toad's head of defeat, for the report of his survey of 1840 confirmed the story of the existence of large copper deposits, and the first rush to El Dorado followed.Amid the usual chaos, conflict, and failure incident to such stampedes, order and system at last triumphed and the richest copper mines of the New World were uncovered.Then came the unexpected finding of the mammoth iron-ore beds by William A.

Burt, inventor of the solar compass.The circumstance of this discovery is of such national importance that a contemporary description by a member of Burt's party which was surveying a line near Marquette, Michigan, is worth quoting:

"I shall never forget the excitement of the old gentleman when viewing the changes of the variation.He kept changing his position to take observations, all the time saying "How would they survey this country without my compass" and "What could be done here without my compass." At length the compassman called for us all to "come and see a variation which will beat them all." As we looked at the instrument, to our astonishment, the north end of the needle was traversing a few degrees to the south west.Mr.Burt called out "Boys, look around and see what you can find." We all left the line, some going to the east, some going to the west, and all of us returned with specimens of iron ore."But it was not enough that this Aladdin's Land in the Northwest should revolutionize the copper and steel industry of the world, for as soon as the soil took to its bosom an enterprising race of agriculturists it bade fair to play as equally important a part in the grain industry.Copper and iron no less came out of the blue of this cold northern region than did the mighty crops of Minnesota wheat, corn, and oats.In the decade preceding the Civil War the export of wheat from Lake Superior rose from fourteen hundred bushels to three and a quarter millions of bushels, while in 1859 nearly seven million bushels of corn and oats were sent out to the world.

The commerce of Lake Superior could not await the building of a canal around the foaming rapids of the St.Mary's River, its one outlet to the lower lakes.In the decade following the discovery of copper and iron more than a dozen ships, one even of as much as five hundred tons, were hauled bodily across the portage between Lake Huron and Lake Superior.The last link of navigation in the Great Lake system, however, was made possible in 1852 by a grant by Congress of 750,000 acres of Michigan land.Although only a mile in length, the work proved to be of unusual difficulty since the pathway for the canal had to be blasted throughout practically its whole length out of solid rock.It was completed in 1855, and the princely empire "in the moon" was in a position to make its terms with the coal fields of Pennsylvania and to usher in the iron age of transportation and construction.