chiefly as a route to eastern markets; and apprehensions were felt by intelligent merchants and others interested in the trade and prosperity of St. Louis, that when opened it would draw the rich harvests produced in the region of the Illinois river to Chicago, and greatly diminish the trade of St. Louis. Indeed, we remember to have heard the opinion expressed, that the wheat and flour produced on the Upper Mississippi would take that route: and had a vote of the citizens of St. Louis been taken, we think it altogether probable that a majority would have been found opposed to the canal. Time has shown how little cause there was for such apprehensions. Instead of going to Chicago, the canal brings wheat and flour from that place to St. Louis. We saw, last year, flour on the levee with Milwaukie brands on the barrels. This, of course, had been shipped once on the lake and reshipped on the canal at Chicago. There have been times, doubtless, since the canal has been in operation, when wheat has been shipped from the Illinois River to the lake, but we are persuaded that St. Louis has been a greater gainer than Chicago by this improvement. We can but regret that we are not in possession of such facts as would show the true nature and extent of the change produced in the course of trade between St. Louis and Chicago by the canal. The principal facts in our possession which bear upon the subject, are those contained in our tables of Steamboat arrivals. In 1847, the year before the canal was opened, the number of arrivals at St. Louis from the Illinois river was 658; in 1850, the number had increased to 788, an increase of more than 20 per cent. in four years. But even this statement does not exhibit the true extent of increase in the trade of the Illinois river; for it is to be recollected that the grain crop of 1847 was one of unusual abundance: and the demand occasioned by the famine in Ireland brought the entire surplus to market.

These facts show that the trade of St. Louis has greatly improved in the direction of the lakes since the opening of the canal; and so far as concerns the commercial prosperity of this city, the direction which the produce takes is of little importance. EDITORS.

THE COURSE OF TRADE.

While all the adaptations and tendencies of nature conspire to draw the produce of the interior of Iowa to the southern outlet of the State at the "Great Gate," the laws of trade are tending with irresistible force to produce the same result.

It would doubtless be possible to attract the trade of the interior of our State across the dividing ridges, bluffs, rivers and valleys, to the Mississippi, and thence two or three hundred miles across Illinois to the Lakes, or half that distance in an eastern direction to the centre of the State, and thence, at right angles with this course, three or four hundred miles to the southern terminus of

Illinois. But there must be great inducements held out to bring about such an unnatural state of things, greater indeed, than can ever, under any circumstances, be offered. Taking Burlington and Keokuk as the points of comparison, at which the produce of Iowa is to leave the State, and admitting that the cost of transportation to these places is equal, any one, at all acquainted with the cost of transportation on Railroads and on the Mississippi, can see at a glance, that the cost by Railroad from Burlington, admitting one shall be built, and thence to Cairo, must be immensely greater than the freight from Keokuk to the same point, and even greater than the average cost from Burlington by the river route. Then, so far as the southern market is concerned, there can be no question that Keokuk is, and ever will be, the most favorable point in the State to take advantage of its benefits.

And now, taking Chicago and St. Louis as the representatives to the people of Iowa of the benefits of a northern and southern market, remembering that St. Louis can be reached at a tithe of the cost to Chicago, what are their comparative advantages?

During the last four or five years, the price of the staple products of Iowa have gradually advanced in St. Louis as compared with Chicago, and during the past two years the average prices for these productions have been higher in St. Louis than in Chicago. To show how the matter stands in regard to the article of wheat, destined to be our most important staple, we give the prices for as many months during the past two years, as we have at hand, not doubting that a complete statement would fully bear out the result indicated below:

These figures taken from chance numbers of the Prairie Farmer in our possession, and compared with the St. Louis prices current, extend over a sufficient space of time to demonstrate that the

Southern route leads to decidedly the best market, with much less expense in getting there.

Hogs were higher last winter and winter before last in St. Louis than in Chicago, and the prices in Keokuk were about the same as in Chicago.

We have not compared prices of beef, oats, and corn, in the two places, during the entire period of the past two years, but from the quotations we have noticed, we incline to the opinion that the average price has been decidedly in favor of St. Louis, and that it would not at any time have paid to take these articles to Chicago, even had there been a Railroad in operation to that point.

As we stated before, the St. Louis market has been constantly improving, in comparison with the Chicago, and that it has been as good, or better, for the past two years, is shown, not only by the prices quoted, but by the fact that the greater bulk of the pork, produce and even the flour of the Illinois river, has gone down the river, rather than through the canal to Chicago.

The improvement of the St. Louis market during this period, is owing partly to the increased demand south, but more to the fact that within a very few years past, the completion of railroads and canals has opened up vast regions of productive country in Ohio, Indiana, Illinois, Wisconsin, Michigan, and portions of Kentucky, Virginia, and Pennsylvania, to the Northern market. All the immense districts named will be enabled to reach the northern market at less expense and in less time than it can be reached by Iowa. And the only compensation we have is in the fact that we can reach the Southern Market in less time and at less expense than they. But this Southern Market will be as good as the Northern, for the vast increase of facilities for transportation which is rapidly opening up the entire scope of the middle and western States to the eastern market must eventually create an equilibrium between this market and the southern. Besides this will be very much promoted by the completion of the railroads from the Ohio and Mississippi to Baltimore, Charleston, and Mobile,

The entire central and northwestern portions of the United States with their inexhaustible supplies can reach the eastern market in advance of us, and at less expense: but the very fact that so vast a region of country is opened up to the northern market insures an equilibrium between that and the southern, and we can reach the southern market in less time and at less expense than they of Ohio, Indiana, &c.

It is inevitable then, that the produce of Iowa must go south, as that is the direction indicated by the laws of nature, and the laws of trade. And the people of the interior, would they consult their own interests, must act in accordance and concert with these laws, instead of expending their means and energies in a vain effort to thwart and oppose them. The produce of Iowa must come this way, and the object should be to get it here by the most direct and cheapest route.

ARTICLE V.

CONSTRUCTION OF PLANK ROADS.

THE following article constitutes the fourth chapter of a pamphlet entitled "observations on Plank Roads, their utility, cost and expensive character, compared with Railroads," from the pen of Joseph E. Ware, Esq., of St. Louis.

The author is the inventor of a new method of constructing Plank Roads, for which he has obtained a patent. His improvement consists chiefly, as we are informed, in the use of fastenings designed to keep the planks in place, so as to preserve a uniform surface, the main object which should be aimed at in the construction of all roads. His plan has been approved by the "Scientific American" and other prints, in handsome terms; and we use this occasion to recommend it to the consideration of Plank Road companies throughout the country. In his plan the author dispenses with sleepers, and consequently a considerable item of cost is saved in the construction.

His hints on the subject of engineering will, we think, be found useful to the country, for we are persuaded that the importance of employing competent Engineers on Plank Roads is not sufficiently appreciated. And we are also persuaded that to make Plank Roads, as they should be, their cost will be greater, than it is generally estimated; but not greater than their utility will authorise, for we regard them as indispensable to a highly prosperous condition of the EDITORS. agricultural interest.

ENGINEERING.

Our advice to those proposing to build a Plank Road is, first and foremost, to obtain the services of a good engineer, and give no heed to the statements of many that an engineer is entirely unnecessary arguing that the cost is considerable, and may more profitably be used in the construction of the road. If a large number of the stockholders of any proposed line is possessed with such opinions, it is frequently useless for an intelligent advocate of a In nine thorough and scientific course to urge such a course. cases out of ten some ignorant and frothy upstart, without a particle of practical or even theoretical skill or knowledge, prepossesses the minds of the mass with the supposition that any common hand can lay Plank Road." Where such is the case, the friends of a judicious course had better withhold their money, or reconcile themselves to the loss of a large portion of it.

On a road in Iowa, recently built, opposition was raised to the

employment of an engineer. One of the best friends of the road, and the largest stockholder, an engineer by profession, and of splendid abilities, offered his services free of cost. They were declined. A portion was built over a steep hill, while at a distance of a few hundred feet a beautiful ascent offered itself in the bed of a small stream that descended from the rear of the hill. Instead of adopting the route that science pointed out, to preserve a straight line, and as they stated, cheap one, the creek was crossed by a bridge eighty feet high, and the road carried over the brow of the hill, with a grade of one in ten in some places. The result is, that five thousand or six thousand dollars have been squandered and the road nearly worthless. As an evidence, however, of the profitableness of Plank Roads, this road, notwithstanding its clumsy construction and waste of money, has, as we are informed by letter from the President of the Company, paid a dividend of twentyfive per cent. In our estimates we include "engineering," as a portion of the expense, and allow enough so as to procure the services of thorough-bred engineers-not chain-carriers or rod-men, nor sub-contractors on other roads, passing themselves upon the public, where they are not known, as able engineers, and money will be saved.

Another point of importance is a right

GRADE.

No point involves the question of utility to the public more fully, than that of proper grade. It is, therefore, very important in laying out a Plank Road, to select that route having the most even surface. The advantages of a Plank Road may be entirely lost, if in laying out the line, due regard is not paid to the grade.

In the "Mechanic Industrielle," we find a table, giving the relative resistance from friction, for wheels in motion on a plane, as follows:

On a road of sand and gravel, one sixteenth of the load.

On a broken stone road, in good order, one seventeenth of the load.

On a broken stone road, in ordinary condition, one twenty-fifth of the load.

On a pavement, one fifty-fourth of a load..

On sawed oak plank, one ninety-eighth of a load.

And in "Aide Memoir de Mecanique," we find the experiments of Morin, elaborately detailed, as follows: