Roads and Canals. [CONTINUED FROM PAGE 24] ry, and at the same time supplies with greater facility the means of effecting them. The same difference is perceptible in the number of bridges erected in the several states. In Maryland, roads, extending from Baltimore in various directions, have lately been undertaken by In the eastern states, and particularly Massachuseveral companies and are rapidly progressing.-setts, wooden bridges, uniting boldness to elegance, On the falls turnpike, which extends in a notherly and having no defect but want of durability, have direction, about four miles of a road, 22 feet wide, been erected over the broadest and deepest rivers. covered with a stratum of pounded stones, 10 inches In the lower counties of Pennsylvania stone bridges thick, and having an ascent not exceeding four de-are generally found across all the small streams. grees, have been completed at the rate of 7,500 Both in that state, and some distance eastwardly, dollars a mile. bridges, with small piers and abutments, and a The "Reister town" turnpike, in a northwest-wooden superstructure, are common over wide ri.' wardly direction, extends 16 miles to that village; vers. Of these the most expensive, and which may whence two branches extending, one 19 and the be considered as the first in the United States, is other 29 miles, farther, will enter Pennsylvania at the permanent Schuylkill bridge near Philadelphia, two different places. The road, 24 feet wide, is co-erected by a company at an expense of 300,000 vered with a stratum 12 inches thick, of pounded dollars. Its length, including the abutments, does stones not more than three inches in diameter. The not exceed 750 feet, and it is supported only by angle of ascent does not exceed three degrees and two piers and the abutments. But those piers, 195 a half. Ten miles have been completed at the ex-feet apart, are of the most solid workmanship, pence of 10,000 dollars a mile, and the work is and one of them was sunk at a depth of more than progressing. The capital of the company amounts twenty four feet below low water. The bridge to 420,000 dollars. is 42 feet wide, and the wooden superstructure is enclosed and covered with a shingle roof. The capital of the "Frederick town" turnpike company amounts to 500,000 dollars; and the com- The want of bridges south of Pennsylvania, even pany is authorised to open the great western road, on the main post road, is sensibly felt. One lately as far as Boonsborough, beyond the Blue Ridge, and thrown across the Potomac, three miles above the 62 miles from Baltimore. The angle of ascent will city of Washington, and which, without any internot exceed four degrees; the road has a convexity vening piers, is wholly suspended to iron chains, of nine inches, and on a breadth of 22 feet is cover-extending from bank to bank, deserves notice on ed with a stratum 10 inches thick of pounded account of the boldness of its construction, and stones, not exceeding three inches in diameter, of its comparative cheapness. The principle of over which are spread two inches of gravel or this new plan, derived from the tenacity of iron, coarse sand. The first 20 miles next to Baltimore seems applicable to all rapid streams of a moderate have cost at the rate of 9,000 dollars, and the next breadth. 17 miles are contracted for at the rate of 7,000 dollars a mile. The general principles of improved roads seem to be: 1st, the reduction of hills by diminishing the angle of ascent, which ought not to exceed, whenever practicable, three degrees and a half, and under no circumstances five degrees: 2d, a sufficient convexity in the bed of the road, together with ditches and drains, all which are intended to prevent the injury caused by standing water or freshets: 3d, an artificial bed of pounded stones or gravel sufficiently substantial to support the weight of the carriages in general use on the road, either for the conveyance of persons, or for the transportation of merchandize. The distance from Boonsborough to Cumberland, at the foot of the Alleghany mountain, following the present road,is 73 miles, and although the company is not yet authorised to extend the turnpike to that place, the ground has been surveyed, and it is ascertained that the road may be continued with an angle of ascent not exceeding four degrees The ascent of the road laid out by the United States, from Cumberland to Brownsville, on the Monongahela, does not exceed five degrees, and the distance is 72 miles: making the whole distance of a turnpike road from Baltimore to the naviga. On the last point it appears, from the facts alreable waters of the Ohio, 207 miles. The distance dy stated, or scattered in the communications re-‘ from the city of Washington to the same spot on ceived on that subject: 1st, that the stones ought the Monongahela is some miles shorter; being, as to be similar in quality and reduced to the same has already been stated, the shortest communica-size, which should not exceed three inches in diation between tide water and the navigable western waters. meter: 2d, That the preferable qualities of stone, rank in the following order-hard black stone, South of the Potomac few artificial roads have granite, flint, or quartz, blue lime stone, white ditbeen undertaken. From Alexandria one is now to: 3d, That the stratum may be either of poundprogressing in a northwestwardly direction towards ed stones, 12 inches thick, or of pounded stones, 10 Middleburg. Another has lately been commenc-inches thick, with two inches of gravel spread over ed from Richmond to Ross's coal mine. But the the stones; or entirely of gravel, 18 inches thick: only one, which so far as any accounts have been re- 4th, That when the materials are equally conveniceived, is completed, extends 12 miles from Man-ent, the expense of those three modes will not machester, opposite to Richmond, in a westwardly terially differ, but that the rate of expense depends direction, to the coal mines of Falling creek. This principally on the number of hills and bridges, disroad, 36 feet wide, is gravelled and has cost 50,000 dollars: but the last four miles did not cost more than at the rate of 3000 dollars a mile, Yet it is sufficiently substantial, the route being very level, to admit waggons carrying four tons. The greater progress made in the improvement of roads in the nothern parts of the union, must be principally ascribed to a more compact population, which renders those improvements more necessa tance of materials, breadth of the road, and price of labor: and 5th, That the general adoption of broad wheels for the transportation of heavy loads, is necessary to the full enjoyment of the advantages expected from the most substantial artificial roads. On the degree of convexity, and on the proper shape to be given to the natural bed of the road under the artificial stratum, a diversity of opinions seems to prevail. The roads heretofore made may be divided into three general classes. convenience and importance of such a work are too obvious to require any comments: and the expense seems to be the primary object of consideration. 1. Those where the only improvement consists in the reduction of hills, and in the convexity and ditches of the road, whereby the angle of ascent is The distance will be roughly estimated at 1,600 rendered more easy, and standing water excluded; miles; and from what has been stated on the subbut where the natural soil is used without any arti- ject of roads generally, it may be inferred that the ficial stratum. The expense of these roads may greater part of the road, being intended almost exvary according to local circumstances, and the per-clusively for travelling, and not for transportation fection of the work, from five hundred to one of heavy articles, the expense cannot exceed the thousand dollars a mile. They are most generally rate of 3,000 dollars a mile. For although some in use in the eastern states, and may be introduced detached portions of the route, being commercial with advantage in all those districts of country, roads, must be improved as such, and at a greater where wealth does not admit more expensive im expense, an equivalent reduction in other parts will provements, or where the materials of an artificial result from those portions which are already imstratum are altogether wanting. It is only in the proved by private companies, and from the impos. last case that they may be considered as a nation-sibility, for want of materials for an artificial straal object; and no other improvement,besides bridges tum, of going in some places beyond what has been and causeways, is perhaps practicable in the lower described as the first or cheapest species of turncountry of the southern states. Iron, and even tim-pikes. The whole expense may therefore be estiber rail roads, may however sometimes be substimated at 4,800,000 dollars. tuted in those level parts of the country, where A secondary object, but of more importance to stones and gravel are not to be found. government than to individuals, would be the im2. Roads prepared as above, of a reduced provement, on a much less expensive scale, of cerbreadth, and covered with a thin coat of gravel tain portions of roads leading to some points on the not more than six or nine inches thick, such as the extremes of the union, intended principally for the turnpike lately made between Trenton and Bruns- purpose of accelerating the progress of the mail, wick. These roads, the expense of which may be and the prompt transmission of information of a estimated at about 3000 dollars a mile, may be used public nature. The points contemplated, are Dewhenever the frost does not materially affect them, troit, St. Louis in Upper Louisiana, and New Or and in every climate, when they are intended prin-leans. The portions of road which, traversing a wilcipally for the conveyance of persons, and not the transportation of heavy loads. derness, cannot be improved without the aid of the the United States, are: from the Tuscarora branch 3. The artificial roads of the best construction, of the Muskingum to Detroit; from Cincinnati, by such as have been already ‹lescribed. These, when Vincennes, to St. Louis; and from Nashville in Tennot exceeding 22 feet in breadth, and except in nesse, or Athens in Georgia, to Natchez. The exthe vicinity of large cities, will cost at the rate pense necessary to enable the mail and even stages of 7000 dollars a mile, exclusively of bridges over to proceed at the rate of 80 miles a day, may, at large rivers. And they must be resorted to, when the rate of about 200 dollars a mile, including ever a commercial road for transportation is intend-bridges over all the small streams, be estimated for ed, particularly in the middle states, or rather in those three reads, at 200,000 dollars. the United States, between 41 and 36 degrees of north latitude. North of the 41st degree, the snow lies generally the whole winter; and the great bulk of heavy transportation is effected in sleighs during that season. There is therefore less necessity for using the roads in the spring; and they are also better protected against the effects of the frost by the snow. South of the 36th degree, which in the Atlantic states may be considered as the boundary of the great cotton cultivation, the frost does not materially injure the roads. It is between those two extremes that the most substantial are required; and it also happens that the great land communications with the western country, which considerably increase the amount of transportation, are principally within the same limits. The same principles, which have directed the arrangement adopted in this report in relation to canals, will also point out those roads which seem in the first instance to claim the patronage of the general government. RECAPITULATION AND RESOURCES. The improvements which have been respectfully suggested as most important, in order to facilitate the communication between the great geographical divisions of the United States, will now be recapitulated; and their expense compared with the resources applicable to that object. I From north to south, in a direction parallel to the sea coast: Dollars. 1. Canals opening an inland na- 2. Those which appear most necessary for the comunications between the Atlantic and western rivers have already been mentioned under that head; and the improvement of the water communication between the North river and the great lakes ought to take the precedence of any other in that direc-ing communications across the tion. II. From east to west, form mountains between the A dantic That road which therefore seems exclusively to clain public attention, is a great turnpike extend-1. ing from Maine to Georgia in the general direction of the sea coast and main post road, and passing through all the principal sea ports. The general] Improvement of the navigation of four great Atlantic rivers, including canals parallel to them, 4,800,000 7,800,000 1,500,000 III. In a northern and north westwardly direction, forming inland navigations between the Atlantic sea coast, and the great lakes and the St Lawrence: 1. Inland navigation between the North river and lake Champlain, 2. Great inland navigation, opened the whole way by canals, from the North river to lake Ontario, 3. Canal around the falls and rapids of Niagara, opening sloop navigation from lake Ontario to the upper lakes, as far as the extremities of lake Michigan, Making together, 300,000 200,000 800,000 2,200,000 1,000,000 -4,800,000 years, and may, without inconvenience, be supplied in time of peace, by the existing revenues and resources of the United States. This may be exemplified in several ways. The annual appropriation on account of the principal and interest of the public debt, has, during the last six years, amounted to eight millions of dollars. After the present year, or at farthest, after the ensuing year, the sum which, on account of the irredeemable nature of the remaining debt, may be applied to that object, cannot, in any one. year, exceed 4,600,000 dollars, leaving therefore from that source alone, an annual surplus of 3,400,000 dollars, applicable to any other object. From the 1st January, 1801, to the 1st January, 1809, a period of eight years, the United States shall have discharged about 34 millions of the principal of the old debt; or, deducting the Loui siana debt, incurred during the same period, and not yet discharged, about 23 millions of dollars. They may, with equal facility, apply, in a period of ten years, a sum of 20 millions of dollars, to internal improvements. The annual permanent revenue of the United States, calculated on a state of general peace, and on the most moderate estimate, was, in a report made to congress on the 6th day of December, 1806, computed for the years 1809-1815, at 14 4,000,000 millions of dollars. The annual expenses on the peace establishment, and including the 4,600,000$16,600,000 dollars, on account of the debt, and 400,000 dolIV. The great geographical features of the coun- lars for contingencies, do not exceed eight millions try have been solely adhered to in pointing out and a half, leaving an annual surplus of five milthose lines of communication: and these appear to lions and a half of dors. To provide for the embrace all the great interests of the union, and protection and defence of the country, is undoubtto be calculated to diffuse and increase the nation. [edly the object to which the resources of the Unital wealth in a very general way, by opening an in-ed States must, in the first instance, be applied, tercouse between the remotest extremes of the and to the exclusion of all others, if the times shall United States. Yet it must necessarily result from require it. But it is believed, that in times of an adherence to that principle, that those parts of peace, (and to such period only are these remarks the Atlantic states, through which the great wes- applicable) the surplus will be amply sufficient to tern and north west communications will be carri-defray the expenses of all the preparatory meaed, in addition to the general advantages in which sures of a permanent nature which prudence may they will participate, receive from those commu. suggest, and to pay the sum destined for internal nications greater local and immediate benefits, than improvements. Three millions annually applied the eastern, and perhaps southern states. As the during the same period of ten years, would arm expense must be defrayed from the general funds every man in the United States, fill the public ar of the union, justice, and perhaps policy, not less senals and magazines, erect every battery and forthan justice, seem to require that a number of tification, which could be manned, and even, if local improvements, sufficient to equalize the ad- thought eligible, build a navy. That the whole vantages, should also be undertaken in those states, surplus would be inadequate to the support of any parts of states, or districts, which are less imme-considerable increase of the land or naval force diately interested in those inland communications. kept in actual service in time of peace, will be Arithmatical precision cannot indeed be obtained readily admitted. But such a system is not conin objects of that kind; nor would an apportionment of the monies applied, according to the population of each state, be either just or practicable; since roads, and particularly canals, are often of greater utility to the states which they unite, than to those through which hey pass. But a sufficient number of local improvements, consisting either of roads or canals, may without any material difficulty be selected so as to do substantial justice, and give general satisfaction. Without pretending to suggest what would be the additional sum necessary for that object, it will, for the sake of round num bers, be estimated at 3,400,000 Which added to the sum estimated for general improvements, Would make an aggregate of twen ty millions of dollars, templated: if ever adopted, the objects of this repor must probably be abandoned. For, it has not heretofore been found an easy task for any government to indulge in that species of expenses, which leaving no trace behind it, adds nothing to the real strength of the country, and at the same time to provide for either its permanent defence or improvement. It must not be omitted that the facility of com. munications constitutes, particularly in the United States, an important branch of national defence. Their extensive territory opposes a powerful obstacle to the progress of an enemy. But on the other hand, the number of regular forces, which 16,600,000 may be raised, necessarily limited by the population, will for many years be inconsiderable when compared with that extent of territory. That defec cannot otherwise be supplied than by those great national improvements, which will afford the means of a rapid concentration of that regular force. 20,000,000 An annual appropriation of two million of dollars, would accomplish all those great objects in ten and of a formidable body of militia, on any given [ing to the circumstances of the United States, point. would be amply sufficient. Until this be obtained, the assent of the states be ing necessary for each improvement, the modifications under which that assent may be given, will necessarily control the manner of applying the money. It may be, however, observed that, in relation to the specific improvements which have been suggested, there is hardly any which is not either already authorised by the states, respectively, or so immediately beneficial to them, as to render it highly probable that no material difficulty will be experienced in that respect. Amongst the resources of the union, there is The manner in which the public monies may be one which from its nature seems more particularly applied to such objects, remains to be considered. applicable to internal improvements. Exclusively It is evident that the United States cannot, under of Louisiana, the general government possesses, in the constitution, open any road or canal, without trust for the people of the United States, about the consent of the state through which such road one hundred millions of acres fit for cultivation, or canal must pass. In order, therefore, to remove north of the river Ohio, and near fifty millions south every impediment to a national plan of internal imof the state of Tennessee. For the disposition of provement, an amendment to the constitution was those lands a plan has been adopted, calculated to suggested by the executive when the subject was enable every industrious citizen to become a free-recommended to the consideration of congress. holder, to secure indisputable titles to the purcha. sers, to obtain a national revenue, and above all to suppress monopoly. Its success has surpassed that of every former attempt, and exceeded the expectations of its authors. But a higher price, than had usually been paid for waste lands by the first inhabitants of the frontier, became an unavoidable ingredient of a system intended for general benefit, and was necessary in order to prevent the public lands being engrossed by individuals possessing greater wealth, activity or local advantages. It is believed that nothing could be more gratifying to the pur-1 chasers, and to the inhabitants of the western states generally, or better calculated to remove popular objections, and to defeat insidious efforts, than the application of the proceeds of the sales to improve. ments conferring general advantages on the nation, and an immediate benefit on the purchasers and inhabitants themselves. It may be added, that the United States, considered merely as owners of the soil, are also deeply interested in the opening of those communications, which must necessarily enhance the value of their property. Thus the opening of an inland navigation from tide water, to the great lakes, would immediately give to the great body of lands, bordering on those lakes, as great value as if they were situated at the distance of one hundred miles by land from the sea coast. And if the proceeds of the first ten millions of acres, which inay be sold, were applied to such improvements, the United States would be amply repaid in the sale of the other ninety millions. The monies may be applied in two different manners: the United States may, with the assent of the states, undertake some of the works at their sole expense; or they may subscribe a certain number of shares of the stock of companies incorporated for the purpose. Loans might also, in some instances, be made to such companies. The first mode would, perhaps, by effectually controlling local interests, give the most proper general direction to the work. Its details would, probably, be executed on a more economical plan by private companies. Both modes may, perhaps, be blended together so as to obtain the advantages pertaining to each. But the modifications of which the plan is susceptible must vary according to the nature of the work, and of the charters, and seem to belong to that class of details which are not the immediate subject of consi deration. At present the only work undertaken by the U. States, at their sole expense, and to which the assent of the states has been obtained, is the road The annual appropriation of two millions of dol from Cumberland to Brownsville. An appropriation lars, drawn from the general revenues of the union, may, for that purpose, he made at any time. In which has been suggested, could operate to its full relation to all other works, the United States have extent only in times of peace and under prosperous nothing, at this time, in their power, but to assist. circumstances. The application of the proceeds of those already authorised; either by loans or by be the sales of the public lands, might, perhaps, be coming stockholders, and the last mode appears made permanent until it had amounted to a cer- the most eligible. The only companies, incorporattain sum, and until the most important improve-ed for effecting some of the improvements consiments had been effected. The fund created by dered, in this report, as of national and first rate those improvements, the expense of which has importance, are the Chesapeake and Delaware cabeen estimated at twenty millions of dollars, would nal, the Susquehannah canal, and the Dismal swamp afterwards become itself a perpetual resource for companies; and authority might be given to subfurther improvements. Although some of those scribe a certain number of shares to each, on condifirst communications should not become imme- tion that the plan of the work to be executed should diately productive, and although the same liberal be approved by the general government. A sub. policy, which dictated the measure, would consi-scription to the Ohio canal, to the Pittsburg road, der them less as objects of revenue to government, and, perhaps, to some other objects not fully ascer than of increased wealth and general convenience tained, is also practicable at this time. to the nation, yet they would all sooner or later As an important basis of the geral system, an acquire, as productive property, their par value. immediate authority might also be given to take the Whenever that had taken place in relation to any surveys and levels of the routes of the most imporof them, the stock might be sold to individuals or tant roads and canals which are contemplated-a companies, and the proceeds applied to a new im-work always useful, and by which the practicabi provement. And by persevering in that plan, a lity and expense of the undertakings would be Succession of improvements would be effected until ascertained with much more correctness than in every portion of the United States should enjoy all this report. A moderate appropriation would be the advantages of inland navigation and improved sufficient for those several objects. roads, of which it was susceptible. To effect that In the selection of the objects, submitted in obe. great object, a disbursement of twenty millions of dience to the order of the senate, as claiming, in Nars, applied with more or less rapidity, accord-Ie first instance, the aid of the general govera 3. Breadth, form, materials of the artificial road. 4. Bridges, their dimensions, materials, and construction. work, in all its details, viz. forming the bed of the road, cutting hills, quarrying, transporting, breaking, laying stones or gravel, &c. ment, general principles have been adhered to, as best calculated to suppress every bias of partiality to particular objects. Yet some such bias, of which no individual is perfectly free, may, without being 5. Particular obstructions and difficulties surfelt, have operated on this report. The national mounted, or to be encountered. legislature alone, embracing every local interest, 6. Expenses per mile, and in the whole; and, as and superior to every local consideration, is com-far as practicable, of every component part of the petent to the selection of such national objects. The materials contained in the papers herewith transmitted, and the information to be derived from surveys, taken under the authority of the general government, will furnish the facts necessary for correct decision. Two communications, by Mr. B. H. Latrobe, and by Mr. Robt. Fulton, marked E. and F. are, in the meanwhile, respectfully referred to, as containing much interesting practical infor mation, connected with observations of a general nature, on the subject. All which is respectfully submitted. ALBERT GALLATIN, Secretary of the Treasury. TREASURY DEPARTMENT, 4th April, 1808. CIRCULAR QUERIES, By the secretary of the treasury, in order to obtain N.B. All the documents were obtained in answer to those queries. 1. Points united by canal, and their distance by said canal. 7. Capital already expended, vested or wanted for completing the work. 8. Rate, and gross amount, of tolls; annual expenses of repairs and contingencies; annual nett income. 9. Substance of charters and acts of legislatures on the subject. E. MR. LATROBE'S COMMUNICATION. Washington, March 16, 1808. SIR-I have the bonor of your letter of the 29th of July, 1807, transmitting to me a cony of the resolution of the senate of the United States, of the 2d of March, 1807, together with a list of queries respecting artificial navigations, and canals, to which you request my answer and opinion. In order to give you all the information on this subject which you wish, and I possess, and in the most condensed form, I ask your permission to depart from the order which your questions demand, 2 Elevation of the highest ground through which and after treating the subject generally, to enter the canal passes, descent thence to the two extreupon an account of those works, in detail, with mities; and number of miles where the canal is which my personal experience has made me more particularly acquainted. level. 3. Number, dimensions, contents, construction, and situation of locks. The most striking circumstance in a view of the Atlantic states of the union, in relation to the im4. Supply of water; whence obtained; its amount provement of their internal navigation, is the unireduced to cubic feet per minute, hour or day; its formity of the natural arrangement of their rivers elevation above the highest point of the canal-and mountains, and that this arrangement differs length of feeders; situation and contents of reser- from that of every other country, in which artificial voirs, What additional resources may be resorted navigation has been attempted. to if the present supply should fall short of the quantity wanted? 5. Designation of such parts of the route where the natural or improved bed of rivers is used. 6. Depth and breadth of canal; burthen of vessels; breadth of towing paths. 7. Aqueducts across valleys or rivers; tunnels through hills; bridges across the canal. 8. Particular obstructions and difficulties mounted, or to be encountered. In other countries the general course of the ri vers is between the mountains, and along the vallies; in this, the general course of the rivers is across that of the mountains and of the vallies. Our mountains, from their termination to the southwest in Georgia, hold a course to the east of north; the general direction of our principal rivers is to the east of south: and on inspection of the map, it sur-will be observed, that as the direction of the mountains to the N. E. of the Delaware, becomes more easterly, so do our rivers acquire a more southern course always crossing the mountains at nearly the sane angle. 9. Defects either in the plan or execution, and the proposed remedies. 10. Estimate of the tonnage of vessels; species, weight and value of the articles annually conveyed by the cansl; expense of carriage by canal, compared with land or river carriage before the canal was made; time employed in navigating through the whole canal. 11. Capital already expended, vested or wanted for completing the work. 12. Expenses per mile, and in the whole; and, as far as practicable, of every component part of the work, in all its details. 13. Rate, and gross amount, of tolls; annual expenses of repairs and contingencies; annual nétt come. 14. Substance of charters and acts of legislatures on the subject. QUERIES RESPECTING ARTIFICIAL ROADS. 1. Pons united and their distance. Our rivers may be divided into three classes:Primary rivers, that discharge their water immediately into the ocean. Of these the relative mag. nitude might be rated, according to the surface they respectively drain; Secondary rivers, or suchi as fall into the first, above their tide water; and creeks, properly so called, which rise below the falls of the first rivers, or rather collect the water of the level land below the falls, and discharge it into the tide waters. Of our primary rivers, the Susquehannah is the in-principal. By a great degree of geographical injustice, this mighty river loses its name at the foot of its falls, and is called the Chesapeake bay, from thence to the ocean; although its width, compared with its length, forbids the term of bay to be applied to what is called the Chesapeake. All of these rivers cross, in the greatest part of their course, the direction of the mountains. Of the secondary rivers, many of which are of great impor 2. Elevation of the hills over which the road passes; greatest angle of ascent which has been alLowed. |