The Cumberland Road Project- Remarks On the Intercourse of Baltimore With the Western Country

From the early date of Philadelphia, the settlements made by an industrious people around it, and its early importance as a capitol, the trade of the Carlisle valley, west of the Blue Ridge, at first naturally went to that city. The improvements made in the interior, her roads and bridges, were admired long before they were imitated by her neighbours. A principal road was very early made from the settlements near Carlisle and Chambersburg, which crossed the Allegany mountains and led to Pittsburgh. The situation of Pittsburgh at the very head of the Ohio, with every advantage, powerfully aided the general state of things, which all contributed to throw the intercourse of these new countries solely into the arms of Philadelphia. The operation of this trade, the wealth it has produced, may be seen in the present greatness of that city.

Situated at the head of one of the finest bays in the world, on the shores of which a great quantity of wheat and tobacco were annually raised—Baltimore began soon to assume importance. The state of the world was for 20 years most favourable to her prosperity—The wars of Europe created a great demand for her products ; the West-India islands were to be fed from the United States; the carrying trade was pursued to most advantage in small and swift sailing vessels, in the construction of which, the mechanics of the Chesapeake particularly excelled ; the position of her city gradually began to draw to her the produce of the fertile districts lying on each side of the Blue Ridge ; and the enterprise and intelligence of her merchants seizing these advantages, raised Baltimore in less than an ordinary life-time from an obscure hamlet, to a great and wealthy city of upwards of 60,000 souls.

As soon as the advantages of the intercourse with the Blue Ridge country were perceived, and men had amassed sufficient capital to enable them to spare a part, the pubic spirit of Baltimore induced them to construct solid and permanent roads, leading in every direction to the country whose commerce they wished to secure. It would be superfluous to enlarge upon the benefits which these roads have conferred upon the city; a view of its rapid progress at every point where they meet the town is abundant evidence. It maybe allowed, however, to pay a just tribute to the pubic spirit and motives of those who constructed the Frederick, Reister’s-town, and York turnpikes, which have ever since their construction been open sluices, pouring in silently their streams of fertility to Baltimore- and, to regret, that the same spirit, as if wearied with the exertion, appears now to be in a state of repose. Satisfied as it were with these exertions, the people of Baltimore have busied themselves in other projects, and contented with the enjoyment of that share of the commerce of the interior which they possess, they have rather looked over the ocean to other parts of the world to open new sources of gain. But,

though their vessels range in every clime, and their commercial views embrace every quarter of the globe, they are yet far from possessing a just idea of the immense importance of the nations growing up rapidly in the west, and the intimate connection which nature has permitted the city of Baltimore to enjoy with that great country, provided she will take the pains to acquire and secure it.

The natural effect of the settlements on the Ohio being made by Pennsylvania, was to retain for some time, the principal, if not the whole intercourse of those settlements within that state. The flourishing towns, rich farms, and populous appearance of the country along the main road from Philadelphia to Pittsburgh, sufficiently mark it as a well established channel of a profitable trade. Sensible of the importance of this intercourse, the Legislature of Pennsylvania have encouraged by pecuniary subscriptions, every measure which should render it more easy and commodious. Turnpikes have been extended gradually from Philadelphia, to the foot of the Allegany, bridges erected over the Susquehanna and other rivers ; and they looked forward to the slow but certain completion of the whole line of communication from Philadelphia, the eastern, to Pittsburgh, the western capital of the state.

In this manner Pennsylvania was quietly proceeding, when on a sudden, she has been aroused by the appearance of two sources of evil, which had not been anticipated, and which promise to destroy her fairest prospects. These are the introduction of steam-boats for the navigation of the Mississippi and Ohio, and the near completion of the National Turnpike, constructed from Cumberland on the Potomack, to Wheeling on the Ohio. On the first, we will by and by take occasion to make some observations ; on the latter, we may remark with regret, that its importance to Maryland, appears even at the present moment to be better understood and appreciated in Pennsylvania by the commercial rivals of Baltimore, than among ourselves. The apprehension of loss may be more sharp-sighted than the desire of gain; but, it becomes us surely, to make up for loss of time, by increased diligence and spirit, when we put ourselves in action.- It is with a view of exciting the proper spirit of inquiry in the pubic mind, and of calling abler and better hands to the work, that these observations are submitted.

The penetrating mind of Washington, who seemed gifted above all other men with the talent of discerning truth, through all time and under any circumstances, early pointed out as a circumstance of the greatest importance to his country, the free and easy communication over the Allegany mountains. The first pubic act of his life, was a perilous journey to the head waters of the Allegany river : and the first pubic document which he addressed in the nineteenth year of his age to the Governour of Virginia, points out the importance of taking possession of the

forks of the Monongahela and Allegany rivers, the very spot on which Pittsburgh now stands, and on which there was not at that time even an Indian cabin.- Nor did he rest, until this was captured from the French, and finally secured by the erection of a fort in the year 1757. To the close of his life, the concern he took in the improvement of the navigation of the Potomack, and the different plans for uniting its head waters with the waters of the Ohio, is known to the whole country. It is believed, that his opinion remained unchanged, that eventually the principal communication with the Western country, would be by passing the Allegany somewhere in the neighbourhood of the upper branches of the Potomack.

Perhaps it was very much owing to the turn given to pubic opinion by this illustrious man, that when provision was made by act of Congress, for the admission of the North Western Territory into the Union, a stipulation was made, that 2 per cent, on the sales of pubic lands should be reserved as a fund, to be applied to the construction of roads leading to the states which should be formed out of that territory,-- and, when afterwards, Congress instead of waiting the tedious operation of that fund, determined to advance the money and make a great road, it was agreed, probably from the same causes, that the location should commence at Cumberland; a location in all respects judicious, and as it regards the states who were eventually to furnish the money, eminently just.

It was particularly fortunate that the location of this road was established at that time. The influence of President Jefferson with Congress gave an authority to the measure, which it could not have had from any of his successors. Its consequences were too remotely perceived to become the causes of great opposition. But they are now seen in their full extend The half-measures of Pennsylvania, betrayed in the stipulation that it should pass through Union-town and Washington, have been followed up by bolder and more direct hostility. A gentleman of distinguished talents has been selected from the Pittsburgh bar, and sent to Congress, as is generally believed, to oppose its completion ; and his re-election a few weeks since, though opposed by a political and professional rival, manifests a spirit which will justify a recent observation of one of the most distinguished men in that state, “that if the road were now to be made, Pennsylvania would utterly refuse to let it pass through any part of her territory.”

During a recent journey to that part of the country, I was struck with the interest which this National Turnpike excited. For a long time, while the work was struggling through the recesses and lost in the wildernesses of the mountain, it escaped in a great measure the public notice.-- But having subdued the hills, and conquered the streams by noble bridges, the workmen last summer emerged from the forests, and descending the Laurel Hill,

the most western mountain in their route, they have halted at Union-town, in the great valley of the Monongahela. The great work of vanquishing the Allegheny is accomplished ; and if Napoleon could say when he finished the roads of Simplon and Mont Cenis, “Les Alpes n'existent plus,” we may say to our western brethren, “the Allegheny is broken down, it is no longer a barrier between us.”

This impression, prevalent throughout that country has excited very great attention. A general movement has already commenced which will break up and change the present channels of intercourse; fixing them finally in those positions deemed most advantageous, or where the western people may be most freely received and find it their best interest to remain.

Aware of this circumstance, Pennsylvania has begun to make every exertion to preserve the western trade, and keep it in its old channel. The Legislature have assisted by very liberal subscriptions the turnpike roads now making to Pittsburgh, and on the mountains which presented the worst obstacles, they are already completed. An endeavour will be made this winter, to do away the advantage which the National Road enjoys of being toll free, by purchasing the whole road west from Chambersburg, and declaring it free; or if that cannot be done, to release the shares owned and already paid for by the state, on condition that broad wheel waggons shall not be subject to any toll.

In this state of things, when the people of the west from their mountain tops are looking eastwardy to fix their final destination, when the rivalry of Baltimore is admitted by every writer in Pennsylvania, to be dangerous in the extreme-- what are the enterprising people of Baltimore doing ? With their arms folded, they appear content to be spectators of a struggle which involves their dearest interests, and on the issue of which the prosperity (I will not say the existence) of their city depends. To chance or jealous rivals, they leave the fostering of those means which nature and fortune have put before them as the foundations of greatness. They seek to amuse the eye with vain embellishments of their domicile; and are unwilling to lift their view to the Allegheny, where they may blend the grand scenes of nature with the prospective wealth and greatness of their city, of themselves and of their children.

The Legislature, it is true, when they renewed the charters of the banks in 1814, imposed it upon them as a condition, that they should make a turnpike road from the Conococheague Creek to Cumberland. The banks are chiefly in Baltimore-- the money furnished from thence-- and the fear of losing their charters, is a sufficient security that the road will be made. But the manner of doing it, took away the graciousness of the favor. By imposing it as a bonus, they tempted the banks to make it as cheaply as possible (and of course as indifferent); they retained no supervision,

they gave it no privileges, nor aided it with any funds. The interest of the banks, as such, was opposite to the interests of the pubic. If the result has not been such as might be expected, it is because the deep stake which Baltimore has in the road is so evident, that the directors would have committed a sort of felo de se, to have neglected the interests of the pubic.

Further than the concern which Baltimore has in the Bank road, there seems to be a total indifference to the subject. To excite some attention to it, and to show the very great and important concern which the city has at stake-- the causes which will put her existence in jeopardy, and the vast advantages on the other hand, within her grasp, we will examine the subject somewhat in detail-- It is with a single view to the interests of the state and city that these pages are written; nor does the nature of the subject admit of the vanity of authorship. As the matter admits of. Several divisions, each of which is capable of standing alone, we have arranged it under the following propositions, in order to have a view of the whole ; each will be afterwards separately treated, in order that every part may be examined, every fallacy detected, every overcharge corrected, and the whole ground of every conclusion exposed to the severest scrutiny.

The skeleton of our argument is then contained in the following propositions:

1st. The great high road between the Atlantic and the Western States, ought naturally to be from Baltimore, towards Brownsville and Wheeling.

2nd. This great road is now lying in parts nearly completed, and requires only that the fragments should be united, and the whole carefully improved and kept in order.

3rd. As a matter of great interest to Maryland, this road should be considered as a great measure of state improvement, and fostered by the application of some indirect tax, or particular fund to it. To attain this properly, it outright to become state property.

4th. On this route, heavy waggons for the regular transport of goods and merchandise, stages and post-coaches of the best sort should be established ; and every possible facility and accommodation given to travelers.

5th. The consequence of these measures would be, that almost every traveler crossing the mountains would come to Baltimore, All foreign goods would begin their inland transportation at Baltimore.

6th. Admitting, (merely for sake of the argument) that the land carriage of merchandise over the mountains is abandoned, there must still be a direct communication with the Atlantic and Europe, embracing the operations of exchange, banking, drafts, and paper negotiations in its different forms. This would pass through Baltimore, where much of it would naturally remain.

7th. But there is every reason to believe, that the land carriage of light goods and merchandise over the mountains would continue, and of all those various articles in which quickness of transport is an object.

8th. Even the heavy goods can be transported from Baltimore to the Ohio, at little more than half the price at which they were brought last summer from New-Orleans to Louisville;-- and, though the latter may become still lower, yet from the expense of steam-boats, the additional insurance from dangers of the boat and the river, delay. &c. it is not probable that it can be reduced much below the transportation price, it any.

9th. The routes proposed in other states do not present equal facilities, and therefore cannot support a competition with this road. The canals, yet in a nascent state, have a doubtful prospect of being completed. If they are completed, they may be intersected by water communications, and their advantages turned to Baltimore.

10th. However unfavorable the present state of the country to undertaking expensive canals, they ought not to be lost sight of. Their place in a regular system of improvement should be fixed; and preparation made to embrace the first favorable opportunity of constructing these arteries of domestic commerce.

11th. These are some of the capacities of improvement of which the internal trade of Baltimore is susceptible—Time may open other objects; but, they must be arranged under one of these heads, viz-- A great road leading directly over the mountains—and the navigation of the Susquehanna and Potomack.

The self-evident interest of Baltimore is then to keep a steady eye upon these objects, and grasp them firmly whenever occasion offers. And first, the road should be immediately and carefully completed. The work is easy-- difficulties trifling-- cost inconsiderable-- opportunity inviting, and the certain advantages immense. No one can visit the country of the west-- no one can give his attention to the subject, but must exclaim, “Now-- now, indeed, is the appointed time.”

We proceed to develop the grounds, and state briefly the facts which support the above propositions.

1st Proposition. A glance at the map is abundantly sufficient to shew how much nearer to the Ohio Baltimore is planed than any other Atlantick seaport—with the exception of Georgetown,which is about the same distance, but which labors under the disadvantage of a difficult river navigation to the Chesapeake. The inspection of the map is so satisfactory on this point, that we proceed to the details of the route from Baltimore, by which it will appear that only 10 miles of turnpike on one route, or 20 miles on another, (which shortens the whole distance,) remain to be provided for. By making 20 miles of turnpike instead of 10, we shorten the whole distance upwards of 4 miles; which is preferred for the present estimates. We take the Frederick road, because it is actually finished across the Blue Ridge, and is probably as near as any road which could be made, for reasons which will appear hereafter. Where they could be had, the official returns of the surveys have furnished the distances:

From Baltimore to Boonsborough, in the valley west of the Blue Ridge—turnpike completed-- every river bridged: 60 miles

From Boonsborough to Stone Quarry Ridge, (through Hagers-town, 24 miles 235 perches-- Do. do. through Williamsport, 20 miles—Say the latter) This is the only gap unprovided for-- at S. Q. R. we intersect the road making by the banks: 20 miles

From Hancock to Cumberland—Bank turnpike—by Pratt’s: 38 miles – 47-1/2 perches

From Cumberland, National Road completed to Union-town, with superb bridges over the Youghiogheny: 59 miles – 2 perches

From Union to Brown’s-ville-- National Road to be continued, but only 2 miles contracted for-- present distance 12 miles, but will be shortened at least l-1/2 miles: 10 miles – 160 perches

From Brown’s-ville it is 55 miles of good boat navigation to Pittsburgh-- Generally, when there is water at Pittsburgh to go down the Ohio, there is water enough to go from Brown’s-ville— Goods from Baltimore to Pittsburgh, are always put in boats at Brown’s-ville-- price 25 cts. Per cwt.—The road by land 35 miles, is very bad.

From Brown’s-ville to Washington-- National Road, not yet made-- present distance 24 miles, but will be reduced at least 2-1/2 miles: 21 miles – 160 perches

From Washington to Wheeling, whole distance contracted for, and now making: 31 miles - 130 perches

In the year 1734, the Ohio Company wishing to push their fur trade with the Indians, engaged Col. Cresap to explore for them a route over the Allegheny mountains. Cresap employed an Indian, a veteran hunter and warrior, of a tribe who dwelt at the forks of Youghiogheny, who marked with his tomahawk a path which Cresap cut out and made passable for pack horses, and this it is believed, was the first road which crossed the Allegheny. it was afterwards widened and improved by the Virginians under Washington, in 1752. Braddock made his army work on it, and by the delay lost not only the certain victory, but his army and life. Gen, Forbes after endeavoring in vain to open a better, at last passed by this road and captured Fort Duquesne (now Pittsburgh); and finally, the commissioners appointed by Mr. Jefferson to locate the National Turnpike, found they could do no better than follow generally this direction first traced by the sagacious Indian.

The points of this road are well situated for a general communication. From Baltimore (which is 4 or 5 hours ride from the seat of the general government) there are stages, steam-boats, and packets, every day to the northward, eastward, and southward ; the steam-boats to Norfolk and Richmond, (to which will probably be added in a few years an interior communication, principally by steam-boats to Charleston and Savannah,) and it is freely open to the sea. At Brown’s-ville, is the nearest approximation of the boatable western waters to the tide of the Atlantic. Wheeling is the place where the great road to Ohio, Kentucky, Indiana, Illinois, and the still unsettled countries of the Northern Mississippi and Missouri crosses the river Ohio.-— Some previous arrangements are here made to erect a bridge over this proud stream ; with what success it is impossible to predict, as there is reason to fear that the "beautiful river” may continue justly to claim that fine epithet unworthily bestowed by Virgil upon the Araxes. “Indomitique Dahae, et pontem indignatus Araxes”

2d. Prop. A reference to the road bill given above will show, that there is but one gap or break in the road, for the making of which there is no provision. This gap must be filled up before we can receive the full benefit of the road ; and from this will spring up the greatest dangers which can await our proposed communication with the West. It has been proposed to make a turnpike from the Reister’s-town road at Westminster, to pass the Blue Ridge at Harman’s Gap, and thence to Hager’s town. It will be a revival of the question of the William’s-port or the Hager’s town location on the bank road, with all its passions. The distractions in the pubic mind caused by the hostile statements of facts by the interested advocates of these two communications, will probably do much to injure the great interests of

Baltimore. The sums expended by the Frederick and Reister’s-town Companies, each above 600,000 dollars, awaken the zeal and activity of interested partisans, and the pubic spirit which belongs equally to both companies, will create a diversion and contradiction in the pubic mind, of the effects of which we have the most melancholy apprehensions. The great object of Baltimore is to take the nearest practicable route to the Western Country* and the subject should be considered with this view alone. Let us hope that pubic opinion will raise itself above the clamor of self-interest-- that means will be taken to ascertain by disinterested persons, what is the truth of the facts stated by the parties ; and that the judgment of the pubic will be deliberate. Temperate, and enlightened.

3rd. Prop. The system under which our turnpike roads are made, though perhaps no other could have been carried through at the time, is nevertheless liable to some objections. It seems natural that a road for pubic utility should be made by the pubic—who will be interested in keeping it in good order. When it is made by stockholders, as is the general practice with us, the goodness of the road is a secondary object-- the first, is the interest they get for their money. Hence, the pubic frequently pay tolls on a wretched road ; while the stockholders continue to make dividends ; and the smaller the dividends, the less they think they can afford to lay out on the improvement of the road. It is easier to discover this evil than to cure it.—An appropriation to a road is so directly local and sectional, that it will ever be a matter of the greatest difficulty in a government purely popular. It needs however very little to show, that the state of Maryland is intimately concerned in making, if possible, her waters, her ports, and her roads, the great doors of entry to the immense regions of the interior. Her very boundaries along both shores of the Chesapeake, narrowing as they go west, appear to have been selected, in order that no local conflicting interest should distract her attention from this object. Georgetown, formerly the object of her cares, is now cut off and lost to her. The wealth of Georgetown gives nothing to Maryland ; in times of emergency she can look to Georgetown for nothing; the prosperity of Georgetown is that of the stranger, and her contributions go into foreign coffers. The state of Maryland must look to another capital-- she must foster another source of strength and wealth; or linger in debility in the outskirts of her neighbor’s improvements.

It is not necessary here to enter into the precise plan which should be followed in the event of these ideas being adopted.-- There is no doubt but that a purchase of the whole road, or of any part of it might be made on very advantageous terms-- The peculiar advantage of its being state property is, that it then could be made the subject of local regulation; could receive any appropriation

of funds; and beside the income from tolls, a fund arising from some indirect tax, such as the income derived from the tax on banks, or any similar revenue might be assigned to it.-- Thus it would produce an interest to the state, continually increasing as the appropriation became larger and the road better and more traveled, and the mutual reaction of these causes be a general gain little short of the calculations of compound interest. There are no taxes which people pay with cheerfulness, unless it be an indirect tax whose appropriation is visible to their eyes, and whose benefits are directly felt in their pockets. And is it not fair and just in the nature of things, that a share of the revenue raised in Baltimore- should be expended on a great state artery, which nourishes her commerce, and fertilizes every part of the state which it touches.

4th Prop. It requires very few words to satisfy us of the utility of an establishment for the transportation of goods. The uncertainty of the common mode of procuring wagons, the fluctuation of their prices, and irresponsibility, are things that it would be very desirable to remedy ; but the great benefit would arise from the reduction in price of freight. This is a pivot on which the question turns of the share of the western trade which Baltimore may continue to enjoy- It becomes therefore of the highest importance to attend to it, and to reduce it to the lowest terms possible, even disregarding a saving profit. What those terms are, we shall presently examine. For the same reasons, every inducement should be offered to collect the scattered traveling which now crosses the mountains in various directions, and fix it at once on this route. The stages established a few months ago have been, contrary to the expectations of their owners, already profitable; and persons from New-York intending to descend the Ohio, have this fail come on to Baltimore, and taken the route to Wheeling. The western roads are said to be impassable in the winter for a stagecoach ; and until there is a continuance of paved road, there will be no security that they will not be stopped. We should endeavor to further its completion therefore in every way.

5th Prop. The consequences of these measures are self-evident; and the stream of communication which would settle in this channel, would fertilize every part of the soil it touched, perhaps for generations to come. The emerging of the National Road, from the gloom of the forest to the broad daylight of the settlements, has awakened a very general attention in the minds of the western people ; and they are standing as it were on tiptoe, looking over the mountains, and as yet “--Uncertain, where to chose Their place of rest.” Let us be the first to greet and fix them.

6th Prop. In the case (admitted merely for argument) that the transport of merchandise over the mountains is abandoned, there will still be great sources of prosperity in the direct communication. Travelers will of course take this route. The infinitely varied relations between the nations growing up in that quarter, and the people of the Atlantic states, of Europe, indeed of the world-- will support any city which shall possess them. The produce of those countries being shipped from New-Orleans, there will be some port more convenient for intelligence, and whose communications are more expeditious, through which returns will be made, and which will naturally become their banking-house. It is impossible indeed, to enumerate the various forms of communication, between the western people, (rapidly becoming a great nation of themselves) and those of the Atlantick. We can only hint at the general course of some operations; but it is certain that the intercourse will be very great, and as certain that the shortest and best communication will be preferred.

7th Prop. The western people have begun to manufacture for themselves the coarser articles. We cannot speak with absolute certainty of their future wants; but it is more than probable they will demand rather the luxuries of other countries, than articles of the first necessity. Should the heavy groceries, sugar and coffee take, what appears to be their geographical channel from the West-Indies and New-Orleans up the Mississippi, still it does not appear that the difference of freight would make it an object to import the light goods through that channel.

The expense of transporting an article is measured by a comparison of the price of transport with the value of the article. A box of jewelry, which could be sent in perfect safety Inland, would not be trusted to the seas; for the price of its transport by land, would be less than its insurance against sea-risk. To give some general idea of the rate per centum on their value, at which goods could be transported from Baltimore to Brown’s-ville or to Wheeling, the following items are presented. The transport is supposed to be reduced to 2 dollars per cwt. To Brown’s-ville, and 2-1/2 dollars to Wheeling ; and the articles are chiefly of coarse quality and low price, in order to avoid all chance of exaggeration : --A pair of rose blankets, it will be seen, which cost five and a half dollars a pair will be carried to Brown’s-ville for eleven cents ; a yard of cloth which cost two dollars and a quarter, for two cents and a half-- and so on with the other articles.

The hardware is estimated from the weight and value of several assortments actually selected by a Western trader for that market.--

It appears from the above, that the transport of dry goods would cost from one-half per cent, to 2-1/2 per cent, on their value; hardware 2 or 2-1/2 exclusive, and 3-1/2 per cent, inclusive of heavy articles. The same calculations may be made with respect to India goods, teas, linens, British, Irish, German, and French goods, wares of the precious metals, Sec. &c. The result will show that the cost of transport bears a small proportion to the value of the articles ; the trader therefore will probably rather prefer to receive these directly over the mountains, than by the tedious and circuitous route of New Orleans. But the additional insurance in the Gulf of Mexico, and that in the river against accidents of the boat and dangers of the river, amount to something. In fact if our information be cornet, that the risk down the never is estimated at 2-1/2 to 5 per cent, the risk up must be considerable. If therefore the price of inland transportation can be reduced to any thing near the results of our table, viz. An average of 1-1/2 per cent, on the value of dry goods; from 2 to 3-1/2 per cent, on hardware, and so on upon all merchandise transported, (the finer and more valuable the goods, the less per cent, the cost of transport,) there will be little doubt of the supply continuing to go from the Atlantick cities. It is therefore fairly presumable, that the 7th Prop, is true ; that its deductions are not sanguine or too hastily drawn; and that all light and valuable commodities at least will be carried to the western country by land.

8th Prop. But we come now to inquire, what will be the cost of transporting goods from Baltimore to Brown’s-ville and Wheeling on a good turnpike road. On a road not turnpiked, where there is not a secure communication all seasons, prices are extremely variable. This is now the case on all the roads leading over the mountains. From Baltimore to Pittsburgh it has

been this summer from 4-1/2 to 5 dollars per cwt.; and from Philadelphia from 6 to 8 dollars per cwt. Without regarding occasional extremes-- And here we may remark, that the price from Pittsburgh to Philadelphia, is not more than 1/3 or 1/2 the price from Philadelphia to Pittsburgh. On examination, however, we discover, that wherever a turnpike road has secured an easy intercourse at all seasons, that the price has gradually found its true place and settled at the point of real value. Thus from Philadelphia to Lancaster, a distance of 62 miles, it may be taken at 50 cents per cwt. To Harrisburg 100 miles, one dollar, and frequently for 75 cents. From Baltimore to Frederick-town, distance 45 miles, about 50 cents.

From these data we might reasonably suppose, that the price (the road being completed) from Baltimore to Brown’s-ville, 200 miles would be two dollars; and to Wheeling, 252 miles, about two dollars and a half per cwt. The Transporting Company in Philadelphia calculate, that when the turnpikes to Pittsburgh are finished, they will be able to reduce the price to 4 dollars per cwt., and perform the journey to Pittsburgh in 8 days. If their calculation be correct (and having been in operation this summer, they must have some experience), the same ratio ought to apply to the Baltimore and Wheeling route; which would bring the price per hundred to Brown’s-ville to 2 dollars 66 cts. or to Wheeling 3 dollars 36 cents-- And, it is to be remarked, that the advantages of the Baltimore route would probably create a great difference in its favor, viz. That the National Road, embracing the most difficult part of the mountains is toll free, and that it is a far better road than any of those making in Pennsylvania, which are constructed by private subscription,, and of course with every attention to economy and the saving of expense.

The difficulties which the Philadelphia company have encountered, have almost entirely been on that part of the road west of Chambersburg; that is to say, in crossing the mountains. They are not yet turnpiked, and though from the great exertion now making, they will probably be soon finished, yet that already done is by no means equal to the National Road. The heavy toll which must be paid on the whole road, to make any dividend, perhaps enters into the calculations of the Philadelphia Company, and induces them to fix their price at four dollars.

In order to form some notion of the expenses of a transporting company, which must govern our calculations as to the minimum price of transporting goods, let us make the following general estimate. We divide the distance to Brown’s-ville into 14 stages, of 14-1/2 miles each. This division could be altered into more convenient stages, if found advisable; we assume it merely for the calculation.

A team ought to travel from 18 to 22 miles a day, but we will say only 14-1/2 miles, or one stage. Then to start one wagon daily from Baltimore, and one from Brown’s-ville returning, the following estimates would be made:

FIRST COST.
2 teams at each stage—28 teams, 6 horses each—168 horses.
168 horses, at $120	$20,160
25 wagons, at 300	$7,500
Expenses not foreseen,	$2,340 ________
	$230,000

ANNUAL EXPENSE.
Interest on 30,000 dollars capital, at 6 per cent.	$1,800
Keep of 168 horses, at 40 cents per diem,	$24,528
28 drivers, at 20 dollars per month,	$6,720 ________
	$33,048

ANNUAL RECEIPT.
60 cwt. Taken for 2 dollars, for 300 working days,	$36,000
One-third freight back,	$12,000 ________
	$48,000

Leaving a balance of $15,000, after paying interest on the capital-- a small part of which would suffice to pay clerks and office hire—the remainder would go to make dividends, which added to the 6 per cent, interest already provided for, would make a very handsome dividend.

The items are put down, in order that every one may make the calculation himself, varying the charges according to his own judgment. The expense of supporting a team of six horses, including interest on purchase money, driver, waggon, repairs, and keeping up the team, is found by the Messrs. Ellicotts, Cheston, &c. who have been for many years in the business ot grinding wheat and employing teams, to be about 1200 dollars per annum. We cannot be wrong therefore in taking the experience of these gentlemen, particularly as they are in a city which is expensive.-- Their teams are rated to travel 18 or 20 miles a day, but we will say only 14-1/2 as above.

Then 28 teams at $1,200 – $33,600 yearly expense.

ANNUAL RECEIPT.
60 cwt. For $2 per cwt. For 300 working days,	$36,000
Return freight, say one-third,	$12,000 ________
Total	$48,000

TO WHEELING.
36 teams at $1,200.......$43,200

RECEIPT.
60 cwt for 2-1/2, for 300 working days	$45,000
Return freight, say one-third,	$15,000 ________
Total	$60,000

Leaving in one case a balance of 14,400 dollars, and in the other 16,800 dollars, to pay a few extra expenses, and divide among the proprietors.

These data are thrown together with the view of enabling every one to satisfy himself, that the positions taken are supported by facts, within the knowledge or inquiry of every one. But whatever we may think of them, there is a fact which establishes that the reduction of freight will be at least equal to the estimate given. In the course of the inquiries which he was led to make, the author of these remarks proposed to a person of considerable experience in this way, and who is at present part proprietor of the line of stages from Baltimore to Wheeling, to ascertain the price at which contracts could be made with persons to furnish horses tor the regular transportation of goods, &c. At first this gentleman thought it would be higher than is here stated, but upon pursuing the subject further, he came to the following proposal, which is hereby offered to the public viz. “To contract for the regular carriage of goods from Cumberland to Union-town, near 60 miles, at the price of 62-1/2 cents per cwt. If the road continues without any repairs, but if there are any measures taken to keep the road in repair, he will then undertake to do it at 50 cents, per cwt.--provided, that he has regular employment and a return loads,” This offer, which is made very fairly, and in the hope that it will lead to a permanent establishment, should put an end to all doubt on the subject.

That constant employment could be afforded to an establishment of this sort, there can be very little doubt. During the months which are the busy months of the year, contracts could be made for additional teams; and here we have an advantage which the Philadelphians had not. They had to contend with

the ill-will of almost every body on the road ; so that their agent has been refused admittance into an inn at night. With us, many persons are anxious for such an establishment, and have given assurances to promote it by all means in their power.

The return load will be easily made up with the productions , of the west. Flour sells for 4 and 4-1/2 dollars at Brown’s-ville and Washington. Its carriage at $2 per cwt. Would be from Brown’s-ville 3-1/2 dollars a barrel, bringing its cost in Baltimore from 7-1/2 to 8 dollars; a price which it will always command. But in our estimates of the receipts of the Transporting Company, we have charged only one-third price for the return freight, which would be 177 cents freight per barrel; not more than is given from any part of the Blue Ridge valley ; and which would pour the productions of the west into our market.

Other articles, bacon, tobacco, peltries, &c. would in like manner compose the return load ; and most likely bear the cost of transport and give profit. But if they paid only the expense of the returning teams, (which the waggoners even now find they will do) it would be abundantly sufficient for our purpose. In the calculations made on the transport of western produce, it must be kept in mind, that if it bear the transport and give a profit at one time, it should continue to do so ; for the prices at Baltimore and New-Orleans being regulated by the foreign demand, must be proportionate to each other—If the price falls at one, it ought to fall at the other outlet, and therefore must fall at the place where it is grown or manufactured.

9th Prop. Philadelphia is our rival in the trade by land—She has large capitals vested in it; they are employed by sober, steady, intelligent men, who have been brought up to the business ; she has possession of the channels, and will make great exertions to preserve the benefits of the trade. But if we make equal exertions the advantages of our position are such, that she cannot stand the competition with us; as Mr. Breck¹, the most zealous of her writers, (indeed of all writers) expressly admits.

The New York Canal is the most splendid undertaking in our country. Its length, as laid out, is 353 miles, and it is estimated by the commissioners, that the cost will be $4,881,738. From calculations, however, of other works executed to the Eastward, it is thought that the cost will be more than $7,400,000. If Baltimore could enjoy the greater portion of the western trade until this canal is finished, she would then have capital and wealth enough to undertake something similar.

The great uncertainty of this canal’s being ever finished is not the only circumstance against it. If finished, it will be subject to the interruptions of ice in the winter, (which is 6 weeks or 2 months longer in that latitude than with us). The great length of the route to the Ohio, will be a serious objection to it, being

upwards of 750 miles, and requiring frequent loading and unloading. To get from Lake Erie to French Creek, or the Allegany river, there must be a portage; for on the South shore of the Lake the Land rises to a considerable height, forming a mountain ridge about ten miles or more over, which cannot be canalled—and when arrived at the creek or river it is only when there is a rise of the waters that they are navigable. The saving of one halt per cent, or one per cent, on the value of such goods as compose an assortment for the westward, will therefore by no means compensate for the additional certain delay, increased risk, and probable loss of the market for the best part of the season.-- So long as the trader comes in himself for his goods, he will willingly pay a higher price to get them speedily to their destination ; and that route would unquestionably be preferred, by which his goods would be transported to the Ohio, with almost as much speed as he himself could travel.

Pennsylvania, it has been remarked, is about to make great exertions. A book has recently been published by Mr. Breck, of Philadelphia, which does him honor, and which will doubtless produce (indeed it has already produced) the effect he desires, of arousing pubic attention. It is not within the scope of these cursory remarks to touch this subject but for a moment. His argument is, that a communication must be opened from Philadelphia to Pittsburgh and Lake Erie;-- by connecting the Allegheny River with the Juniata, or the West branch of the Susquehanna, and by making a Canal to connect me latter with the Schuylkill, by means of the Swatara and Tulpehocken Creek, near Harrisburg and Reading. In this state of things he supposes, that all the trade floating on the Susquehanna would go to Philadelphia; arguing that the river from Columbia to Havre-de-Grace is incapable of being made good navigation.

The different modes of effecting this union of the Susquehanna and the branches of the Allegheny River are marked out in the Map which he has given, and may be traced on any Map of Pennsylvania by the following Table:--

No. 1.	Miles
From the Delaware to Tulpehocken Creek	61
Up Tulpehocken to Canal laid out,	37
Canal,	4
Down the Quitapahilla Creek to Swatara	15
Down the Swatara to Middletown	23
Up Susquehanna to Juniata,	23
Up Juniata to Huntingdon,	86
Up Juniata still to Poplar Run	42
Portage to Little Conemaugh	16
Down Little Conemaugh to Stoney Creek,	18
Down Main Conemaugh and Kiskemanetta to Allegheny River,	69
Down Allegheny to Pittsburgh,	29 ______
Total	423

No. 2	Miles
Philadelphia to Middletown (as above)	140
Up Susquehanna to West Branch at Sunbury,	65
Up W, B. to Mouth of Sinemahoning,	106
Up Sinemahoning to the Fork,	15
Up West Branch of Sinnemahoning,	24
Portage to Toby’s Creek	14
Down Little Toby to Main Toby’s Creek	10
Down Toby’s Creek to Allegheny,	70
Down Allegheny to Pittsburgh,	74
Total	518

A difference of opinion we are told exists with respect to the choice of these routes.-- A canal can be more easily made across the portage on the latter route, which atones for its being longer. The difficulty of making either of them practicable for navigation, can only be judged of by those acquainted with the country, the streams, quantity of water, and the position of the mountains.

Of the other communications which are proposed by Mr. Breck we have not room to speak. The capacities of the Susquehanna are certainly great and noble-- Connected with the Allegheny, she reaches Luke Erie by French Creek or by the Chautauqua Lake, and by the Tyoga Branch she strikes at the Seneca Lake and the richest part of the State of New York.

The struggle for this noble river must be made by Baltimore. The essays of a gentleman whose name in this country ruts become almost the name of his honorable and enlightened profession, (and which were lately published in the Federal Gazette over the signature of B) point out the way.— Should it be found on accurate survey that a canal from Columbia to Baltimore can be easily made, there can be little doubt of the consequences, The circuitous route by the Swatara, Tulpehocken and the Schuylkill, a distance of 140 miles, would be unable to stand :he competition with one direct to a market and of one-third the distance. The pamphlet of Mr. Breck, whose imagination delights to revel in the sweets of the future Western Trade, may be read with delight by the Baltimorean; when he sees that ah these deep streams of wealth can be made to flow to his own home.

The Potomac Company Began to improve the navigation of the Potomac in 1784. They have expended from that time to the autumn of 1817, about Six Hundred and Fifty Thousand Dollars, They have constructed at the Great Falls, where the difference of level is seventy-six feet nine inches, a canal 6 feet deep, 25 feet wide, and 1200 yards long, having 5 locks and % basin. At the Little Falls, a Canal, same depth and width, three thousand eight hundred and fourteen yards long, with four locks, having a difference of level of 37 feet —At Harper's Ferry, one seventeen hundred and sixty yards long—difference of level fifteen feet. At Seneca Falls one thirteen hundred and twenty yards long-- difference of level seven feet.--At House’s Falls one fifty yards long-- difference of level 3 feet-- the three last being without locks.-- They have also done much work on the bed of the river; removing masses of rock ; making wing walls to collect the water; making cuts on its sides to draw the water to better channels; and erecting cradles or chutes to pass boats.-- The aggregate amount of tolls received by the Company from the 1st of August, 1799, to 1st of August, 1817, a period of 92 years, is $162,379.95. They never made but one dividend, viz : in 1803, when they divided $3,890 among the Stockholders ; but have constantly applied the tolls, amounting to $158,489, to the river:-- and they were in the beginning of 1818 in debt to the amount of $140,200; besides some claims which are contested, and which would probably raise their debts to $150,000. The following will exhibit a fair statement of the value of the trade of that river. The years are selected about the time of the embargo and declaration of war.

The estimated value of all the produce and merchandise which passed up of down the river for seventeen years is $7,002,370, being an average of $411,900(?) yearly. The trade of the Potomac, it would appear from these state-merits, is not great-- nor has it increased as might be expected, from the money expended on its navigation.-- The value of the trade of the Schuylkill, limited as it now is, amounts to between five and $600,000 annually-- and the freight alone paid to wagons from Philadelphia to Pittsburgh, is computed at $730,000 every year.

The small value of return goods in the above Table is worthy of particular note.-- It would seem that the trade ascending the river is very trifling, not indeed more than a single wagon would carry in common broad-cloths.

In an official report of the Potomac Company, it appears that there is a difference of level between the upper point of improvement and tide water of eleven hundred and sixty feet.

In what view the Company consider the fact here reported, I am ignorant. Some ideas have suggested themselves, in considering this subject, which appear to be founded on philosophical principles, and to be of great assistance in enabling us to form a correct estimate of the capabilities of the Potomac.

If from the whole difference of level, 1160 feet, we subtract the difference of level provided for by locks at the Little Falls and the Great Falls, and which amounts to 113 feet 9 inches, there will remain a perpendicular fall of 1046 feet 3 inches, in the distance of about 217 miles,-- being at the rate of 57.85 inches, or fifty eight inches nearly in every mile. This great rapidity of current must be ever unfavorable to an ascending navigation.-- The Kenhawa, a rapid river, has a descent from the Falls to the Ohio, distance 91 miles, of 101 feet, being a traction more than 13 inches per mile. The Ohio at Pittsburgh, is supposed to be about the level of Lake Erie, which latter is 565 feet above tidewater at Albany. But, (as the estimate which will give the greatest fall to the Ohio) we take the report of the Secretary of the Treasury, who states that the river at Brown's-ville is eight hundred and fifty feet above the tide in the Chesapeake. Say then at Pittsburgh the Ohio is eight hundred and thirty feet above tide-water in the Gulf of Mexico; the distance between Pittsburgh and tide-water, by the river, being two thousand two hundred miles, it follows that it has a descent of four inches fifty-two hundredths of an inch, or four and a half inches per mile. The ascent of these rivers is, notwithstanding, tedious and laborious, and a comparison of the fall of the Mississippi and Ohio, four and a half inches per mile, with the fall of the Potomac, fifty-eight inches per mile, certainly leads to most unfavorable conclusions; particularly, when we consider the rocky and mountainous country through which the Potomac passes, and the great extremes to which it is subject;-- being sometimes very low, and at others violently flooded, and perfectly wild and unmanageable. The descent of the river Amazon was found by Condamine to be six inches and three-quarters per mile in a straight line, which, allowing for the binding of the river, would be about 4 inches per mile. Major Rennell, in his treatise on the Ganges, observes, that from Hurdwar to the sea, A distance of 1350 miles, the surface

of that river appears to be an uniform plane. A section of 60 miles was, however, taken with great care by order of Mr. Hastings, and the river found to have a descent of 9 inches per mil. In a straight line; and when this was applied to the course and windings of the river, the result was that its current had an actual descent of 4 inches per mile. He observes also, that this small descent gave a current of rather less than 3 miles per hour in the dry, and between 5 and 6 miles in the wet season, and which, under particular circumstances was increased to 7 or 8 miles per hour.

The “Ohio Navigator” asserts, “that the current of the Monongahela moves at the rate of 2 miles per hour, when the river is low; and 3 or 4 miles per hour when it is swelled.” The current of the Mississippi is said, on the same authority, to have a velocity of 3 or 4 miles per hour, and faster (but it does not state how much) when the rivers are in a state of flood.-- It is probable, however, that it is similar to the Ganges in its general. Features; and it is not uninteresting to remark, how nearly the results of the scientific examination of the Ganges, accord with the data we have assumed, and the descent per mile which they give, and the known velocity of the Ohio and Mississippi.

But on the other hand it would appear from these considerations that the Potomac is little else than a continued rapid; and when we consider the effect of a rapid stream upon the channel, especially in a rocky and mountainous country, we must acknowledge that the difficulties of making it a good navigation are very serious. It would seem to justify the expression of an enlightened advocate for the Potomac, “that it would be better to abandon at once the bed of the river, and construct a canal the whole way.”

There is however a very practicable mode of uniting the waters of the Potomac with the Patapsco, and by continuing the boat navigation from George-town to Baltimore, to make the latter place the sea-port of the Potomac. A company has been chartered by the Legislature to make a canal from the Eastern Branch to Curtis’s Creek, taking in, perhaps as feeders, the forks of the Patuxent, and passing by the Severn. The route has not yet been accurately surveyed, but by the concurring testimony of persons acquainted with the country, the scheme is very practicable, the length from the neighborhood of Vans-Ville to Curtis’s Creek between 25 and 30 miles, and great part of the ground extremely favorable. As the City of Washington is to be put in a hot-bed and forced by government; as the arsenals, store-houses, navy-yards, depositories, &c. &c. are to be there, it must surely be the policy of the general government to establish a direct communication of this sort with the bead of the Chesapeake, and the route to Philadelphia, New York, &c.-- The subject is one of considerable interest, but we must be content with these hints for the present.

If, however, the navigation of the Potomac shall be further improved by the efforts which greater population, greater wealth, and greater resources may enable us hereafter to make, that river can be also united to Baltimore by another route. In order to show that Baltimore possesses a means of water communication with the Ohio, and even with Pittsburgh, in half the distance, at half the expense, and possessing equal facility for transporting goods with the communication from Philadelphia as proposed by Mr. Breck, we give the following route.-- It is derived from a gentleman who for many years has been engaged in different appointments relating to this particular subject, and who to general information unites an eminent geographical knowledge of this section of country. It is given in addition to what is said in page 19, on the proposed Canal to York, to show that whenever a water communication is opened through the Allegheny, that it can be done from Baltimore on better terms than from Philadelphia. The distances are given from land routes and not from the windings of the waters, which it would appear by several items, is also Mr. Breck’s computation, though he does not expressly say so.

From Baltimore to Potomac, through the Eastern Branch Canal, and thence up the Potomac;

Thence across to the Monocacy by Bennett’s Creek, taking the Patuxent branches as feeders, 30 miles

Across to Cheat River, using the Big and Little Youghiogheny Branches, which intervene as feeders, 15 miles

From Cheat River there is at present a portage of only 37 miles to the Potomac. From Cumberland it is only 40 miles by the national road to Smythfieid or the Big Crossings of Youghiogheny-- whose navigation is interrupted only by the Falls which it makes in breaking through Laurel Ridge. Mr. Latrobe who visited them, is of opinion they may be overcome by a Canal ; and persons of the neighborhood have stated the expense at $100,000. These speculations may serve to amuse for the present, and to familiarize the public mind to the system of canaling, until we acquire strength and wealth enough to meet the great difficulty and expense.

It remains now only to notice the route of communication proposed by the Board of Public Works u the Legislature of Virginia, in their Annual Report of 1817. The full and minute detail there presented, from actual surveys, by the principal Engineer, affords strong grounds for asserting, that it is the most unfavorable route of any that have been proposed. From Richmond the James River is ascended to the mouth of Looney’s Creek near Beal’s Bridge in Botecourt County, a distance of 220 miles.-- On this part of the river the James River Company have spent (to Jan. 1816) the sum of $374,290. From Looney’s Creek the route passes up the James River and up Jackson’s River to the mouth of Dunlap Creek, a distance of 6o miles, on which no improvements have been made; which are rapid and turbulent streams, flowing among mountains, over beds of rock and gravel. From Dunlap Creek there must be a portage or road, over the Allegheny, of 100 miles, to the Great Falls of Kenhawav; and thence down, the Kenhavvay 91 miles to the Ohio. The whole distance from Richmond to the Ohio will thus be 471 miles-- 100 of which must be land-carriage over the mountains, on a road not yet constructed. That the James River will continue to afford increasing nourishment to Richmond and the State of. Virginia, there is no doubt; but it never can become the channel of the Western Country.

From this view of the proposed water communications with the Western Country, it will be seen that the difficulties to be encountered are very serious. It is very easy to trace on the map the course of rivers to their head-waters, and lay down a portage of a few miles-- but when those rivers are to be made so that a boat can ascend with perfect ease, then it is that the labor commences.-- The full benefits of canal navigation cannot be enjoyed unless boats pass either way in slack water, and have a good towing path at the side. Whoever considers the great descent of the rivers which flow Eastwardly, from the Allegheny, their frequent and high floods, the rocks and broken nature of their beds, the violence of the current when swelled, and the force of the drift-ice in the spring, will perceive that these mighty waters aren't to be bridled and mastered but by immense labor, large expense, and the most determined perseverance.

10th Prop. Yet, however unfavorable may be the prospect of carrying into operation at the present time any great system of canal communication, these last and best improvements in the face of a country should be always kept in view. In the progressive improvement of a country roads must precede canals-- We have not yet done with roads, as is proved by the imperfect state of those works sufficiently. The great difficulties on that head are, however, overcome-- they now only require attention and a little exertion.

Whether the Susquehanna is made the medium of communication with the Western Country or not, the commerce of that country is of vast importance.-- From the report of the commissioners appointed in 1817 to examine the river, it would seem that its obstructions to boat navigation principally occur between Columbia and Havre-de Grace.—If (as Mr. Latrobe, the commissioners and others think it is impracticable to make a safe navigation between those places by the river, there remains but the choice of a turnpike road, or a canal across the country from Baltimore to the mouth of Cadorus. The road is already finished, and it remains to be seen whether the canal is practicable.-- If it is practicable there can be no doubt of its immense utility to Baltimore.

The communication with the Potomac should be kept in view; In the increasing state of our country, the navigation of these rivers will increase, and whatever changes may hereafter be made upon them, we stand ready to claim from them those advantages which nature has granted to us; but which she has granted only upon the conditions which she annexes to every good and precious gift, namely, that it is the reward of labor and enterprise, and earned by the “sweat of our brow”.

Prop, llth. In arranging the future projects of improvement, which time may hereafter develop, under one of these three classes; namely, the Susquehanna, a road over the mountains, and the Potomac, we mean only to make a general classification. The importance of the Susquehanna is not sufficiently understood.-- It reaches the Genessee country and the centre of NewYork by the Seneca Lake, and it taps every line of communication in Pennsylvania. A good boat navigation to Columbia, would in fact make Baltimore instead of Philadelphia, the capital of Pennsylvania.-- Some great measures should be taken to relieve this noble river; and, as she has with coyness set a price upon her favors, to endeavor to pay it, under the certain conviction that ten-fold will be returned us.

The Cross-Cut Canal from French-Town to New Castle seems not to belong to either of the above classes.-- When it was first projected many persons of good judgment thought that it would be injurious to the interests of Baltimore; that much of the produce of the upper shores of the Chesapeake would pass through it to the Brandy-Wine Mills and to Philadelphia. Whether their apprehensions would be realized must still be matter of opinion:-- but there certainly appear to be very strong reasons for supposing that it would not be prejudicial, but highly beneficial to Baltimore. The vessels which navigate the Chesapeake, bringing the productions or the Eastern and Western Shore to Baltimore can now go round to Philadelphia with great ease, and they would do it if Philadelphia was really so golden a market.-- In fact most of the productions of the lower part of the Chesapeake do at present go round to Philadelphia or NewYork (principally the latter)

according to the report of the state of the market or the fancy of the owner.-- it is impossible to prevent this; nor is it of any great moment to do it.-- Checks and restraints, tending to throw it by force into any particular channel, are injurious to the whole system of commerce. It must be diverted gently; and like the irrigation of a green meadow it ought to be generally diffused-- the richest spots will then be most luxuriant.

Unrivaled as we s jail be in our road to the Western Country, should we not studiously improve our communications to the Eastward and Southward ? It it is our aim to divert the trade of the interior from Philadelphia to Baltimore, should we not make the communication between those two places as simple and cheap as possible? Certainly every view of the subject will lead us to answer in the affirmative.-- The ease of conveyance by steamboats already has brought many traders, whose destination was Philadelphia or New-York, through Baltimore. Having made their purchases, they transport them from the former places, directly to the West. When the heavy groceries were supplied by land carriage as they were until the last two years, the price of freight made it an object to save the additional land carriage from Philadelphia, and they were often shipped to Baltimore to be wagoned to the westward.-- The trader who came to Baltimore to attend to the transportation, and remained a few days, always found something to please him in our market and added it to his stock. But the supply of these groceries has very much diminished within two years in consequence of the steam-boats on the Mississippi. The trader’s purchases, therefore, consisting more of light goods, he disregards the freight, and putting them in a wagon direct for Pittsburgh, hastens after them himself, and we see no more of him. But let us attend to the evident effects of the Canal. If it were made wide enough to admit the same boat which came down the Delaware, to pass through and come on to Baltimore, there is no doubt but that every package of merchandise destined at Philadelphia for the Western Country, would come to Baltimore, to be put in wagons there. For the saving of wagon transport, would be about one-third at least of the charge on a wagon load, whatever that might be. The freight from Philadelphia to Baltimore could not be more than $5, (a large allowance) per wagon load of 40 cwt.-- and if we say that this load is taken to Pittsburgh from Philadelphia for $8 per cwt., and from Baltimore for $5, there would be a saving of $115 on each wagon load-- and if the wagon freight were reduced to $3 from Philadelphia and $2 from Baltimore, the cost on each wagon load would be $85 from the latter and $120 from the former.-- Of course the wagons would all come to Baltimore for their freight: the produce they bring with them would be sold in the Baltimore market; a proportionate quantity of goods purchased ; and the business thus created cause a demand for warehouses, laborers, dwellings and all kinds of property.

If these ideas are correct, (and they were first suggested by a gentleman, whose character and experience are alone a sufficient sanction to any view he may take) the completion of the Cross-Cut would be a great benefit to Baltimore. One cf the great advantages of her position, as a principal point of communication with the Western Country, is her facility of intercourse with other Atlantick ports-- the more, therefore, we encrease this facility, the more strong will be its argument in our favor. It the goods purchased to the Eastward are brought to Baltimore to begin their transport, (as they must be if we do right) it will soon follow that the shipments from Europe will be made directly to the Chesapeake, and the trade settle there.

There are no means of ascertaining with precision the amount of the trade of the Western Country.-- The following items are thrown together, as leading to an approximation, however remote, of the value of the trade from Philadelphia to Pittsburgh only.

A computation has been made in Philadelphia that ten wagons on an average^ leave that place for Pittsburgh every day, loaded with an average freight of $200.-- This gives for the annual amount of freight $730,000. If we take $8 to be the average price of freight, (which their writers state it is) then $730 000 will give 91.250 cwt, as the quantity carried-- It is difficult to fix an average value to this merchandise, but by attending to the facts and calculations in page 13, it will appear to be a low estimate if wt value it at $200 per cwt round-- Then 91.250 cwt. At $200, will give a gross amount of $l8,250,000-- the value of merchandise wagoned out every year from Philadelphia to Pittsburgh.

If this calculation, from data furnished at Philadelphia, surprise us by the greatness of its amount, let us try how it will agree with one from data entirely different, furnished from Pittsburgh.-- Henry Montgomery, keeper of the turnpike gate at Chesnut Ridge, between Stoy's-town and Greensburgh, made an official return from which it appears that there passed through his gate during the year ending Mav. 1818, among other things 281 four-horse, 2412 five-horse, and 2698 six-horse teams. In order to make every allowance, we throw out the four horse teams entirely, and to allow for wagons returning Eastwardly, We will take only half the number of the five and six horse teams. This will give 2,555(?) teams, which on a moderate calculation must carry an average of 35 cwt,-- The wagons therefore going Westwardly carry 89,425 cwt.-- which at an average of $200

per cwt. Gives the value of merchandise transported to Pittsburgh, $17,885,000 dollars ! ! It the near approximation of the latter to the former calculation excites some surprise, it must not be forgotten that they are from data entirely different-- the one from Philadelphia, the other from an actual account of wagons on the road near Pittsburgh.-- The only assumption in the calculation is the value per cwt. Of the merchandise,-- which is taken at an average of $200. If it should be further reduced, and the average value supposed to flat between $200 and $150 per cwt, then the gross value of merchandise transported from Philadelphia to Pittsburgh, will be somewhere between THIRTEEN AND A HALF MILLIONS AND EIGHTEEN MILLIONS OF DOLLARS ANNUALLY ! ! !

But however uncertain may be our calculations of the precise amount of this trade, one thing is certain that the intercourse is of vast importance. If we have failed in showing how easy it will be for Baltimore to take possession of it, the fault is in the advocate and not in the cause. It is only necessary to travel on the Pittsburgh road to form an idea of the great intercourse which passes constantly on it.-- Through the turnpike-gate on the Chesnut Ridge there passed in the year ending last May, 39,600 horses, and this is only one of two passes over the mountains in that neighborhood. In the month of October last there passed through the gate near Bedford, 4419 souls going Westwardly, and 2979 souls coming Eastwardly. A gentleman living on the great road near Pittsburgh in the year 1813, counted the number of foreign wagons, laden with merchandise, &c. which were seen to pass his farm during the year—they amounted to 4,055.

This intercourse must increase by the mere operation of increasing population, wealth, and greatness of those trans-mountain regions.-- What is found in the establishment of steam-boats will be the case here, and every increased facility of communication will increase the number of those that travel.-- The turnpike being completed from Baltimore to Wheeling, even fashion and luxury will dissipate the sultry season in excursions to the cool and invigorating air of the mountains, or the rich and picturesque banks of the Ohio.-- In the earliest mythologies the Goddess of Health is said to dwell on the mountain ; and the practice cf Europe, where invalids flock from all countries to the Swiss Alps, will be imitated here by resorting to the Allegheny.-- It is very certain that many now preserved in happy age, and many a youthful cheek now beaming with health, owe their restoration to the Western mountain air. It is indeed consoling to think, that an improved communication will render the resort more general, and many a victim snatched from that black list of consumption? Which swells the bills of mortality of the Atlantick Cities,

To conclude:-- It remains for the people of the Counties of Baltimore, Anne-Arundel, Frederick, Washington and Allegany, in particular, to be active and zealous in promoting the route and the establishments we have pointed out; which will bring to their doors a market for every production of their farms, and give an increased value to their lands,-- For the City of Baltimore it is absolutely necessary to attend to it,-- as a matter involving her dearest interests, as a question of continued prosperity or gradual decline, and a case almost of life or death.-- The State of Maryland has a vast interest in gaining the Western trade, which will make her agriculture as well as her commerce flourish ; which will diffuse its benefits far and wide; which will increase the sources of taxation by which her finances will become greatly prosperous; and which will accumulate that wealth, which alone sustained her sinking treasury during the late war. Finally, political considerations of the greatest weight, make this route (as the shortest and the best to the Western Country J of infinite importance to the Union.-- The day which connects the Western waters with the Atlantic by an easy and uninterrupted canal navigation, puts a seal to the bond of union which these States will never break-- While present circumstances procrastinate that period, we have shewn that a great high road, kept up with sedulous care and on expanded principles, will answer every purpose.

On the other hand, the moment that the Western States turn their communications wholly to New-Orleans, and abandon the Atlantic cities—from that moment, the bolts and braces of our CONFEDERATION are withdrawn, its ties and fastenings loosened, and in all human probability it will founder and go to pieces in the first heavy gale.

We have not dwelt as forcibly as we might have done on the great advantages of position enjoyed by Brownsville and Wheeling – While it is a distance of 300 miles from Philadelphia to Pittsburgh, it is only 200 miles from Baltimore to Brownsville, and 252 miles to Wheeling. The latter place is asserted to be the head of navigation, at at times practicable on the Ohio, (see Mr. Clay’s speech on Internal Improvement}; while boats are frequently delayed at Pittsburgh (which is by the river 96 miles above Wheeling) waiting for a rise of the water before they can proceed.-- This very year, an instance of this delay occurred-- on the 9th and 10th of September there was a partial rise of the Monongahela, which enabled the few boats that were then loaded, to get off-- but for a long time afterwards the Pittsburgh papers were regretting the delay of quantities of merchandise detained there, because there was not sufficient water in the river for the boats.

The estimate of the value of the trade from Philadelphia to Pittsburgh, is given merely as an attempt to supply the want of official documents.-- The data being given, it is left for each one to form his own opinion of the result.-- There are, however, many facts which seem all to prove that the gross amount of this trade, is much greater than we should be inclined to believe on first view. Take for instance the following extracts from a general memorial of the inhabitants of Cincinnati in September, 1816, and signed by Messrs. Baum, Drake, Este, Burnet, Hunt, Torrence and Taylor, on behalf of the Town. “Our imports from Philadelphia, Baltimore and NewYork, are much greater than from New-Orleans. In Cincinnati alone there are one hundred stores of European goods; several of which are engaged in a wholesale business, with the merchants of the adjoining country, in Kentucky, Indiana, and Ohio.-- In that part of the latter State, which is termed the Miami Country, and of which if Cincinnati is the entrepot, there are by estimate is many stores in the town.-- To supply these two hundred shops, merchandise to the amount of at least two millions of dollars is annually imported from the Atlantic Cities.”