Eastern Shore Railroad

Sir -- As much with a view to the spirit, as the letter of **** ****, from the Eastern Shore of Maryland, and as to a general discussion of the subject I address you. The Eastern Shore railroad is to cost, for 118 miles, but $8541 per mile, and with all the insinuations to the contrary, will not, agreeably to the description given of the ground, cost more than $10,000 per mile; at the same time it will enjoy a prospect of its reasonable share of the 50,000 travellers passing annually from north to south. Fifty thousand, did I say? rather 500,000; for, before ten years shall have elapsed, a number nearer to 500,000, than to 50,000, will pass it. In short, there will be among those who "travel by land or by water," sufficient to pay both road and steamers, and to repress feelings like those which have prompted this tilt against the former; for that there will be ample room for both, there is not the slightest doubt.

But how does the Eastern Shore writer sustain himself? He thinks Engineer Kearney's notion of Tangier [Sound] quite out of the question; forgets that, as in the case of Philadelphia, it may possibly furnish an "excellent winter harbor" for Baltimore, and the probability which exists of the ships availing themselves of that harbor, instead of waiting in Hampton Roads "for a thaw." I think that, were I a Baltimorean, I should hail the project with pleasure; inasmuch as with -- miles back carriage from Elkton, it would give my fellow citizens the same chance of having their merchandise in winter, as Philadelphia. That city, it seems, projects "a railroad from the capes, to strike the railroad at Wilmington, (note A;) and, when this shall be accomplished, foreign goods can be transported to those cities (P. and W.) and cargoes carried by the return cars. By these means Jack Tar may be kept constantly at sea, free from the temptations and corruptions of the city, and perhaps Philadelphia may regain her commercial ascendancy in the country." I cannot see why these arguments, will not as fully and as forcibly apply to Baltimore, as to Philadelphia; and, according to **** ****'s own showing, infinitely more so; for, without the Eastern Shore road, the trade of north Maryland, during the season of interruption, in a great degree, will pass to Pennsylvania. Besides, trade at all times will seek that place where supplies arrive without interruption.

Of the facilities of Tangier as a harbor, I am ignorant; but I had thought some of the British men of war had made good use of it during the last war, and as to the sneers of **** **** relative to "the mosquitoes and the marshes," and "the gloomy Siberian forests," they still more strongly enforce on my mind the value of the improvement. It is to form a link in the great chain of coast railroad; (of another from Wilmington to Charleston they begin to speak.) It is to pass through a country requiring it, and thus the services the road may render are incalculable.

In page 744, of your 5th volume, and page 2 of the 6th, I see what is doing for Jersey, by means of marl, and what may be done for Maryland and Delaware, by means of lime; and as the upper Delawares are now boring for finding marl daily, I do not know whether a similar result may not be witnessed on lower Delaware, Accomack, and Northampton. I would observe, I am ignorant of localities, and without good maps; but, I do not fear being found in any grievous error, as my general ground is so solid.

As to all the routes from the south, and vice versa, there will be room enough, and travel enough, for the whole of them; but, as to "the most eligible one" being by "Richmond, Washington, and Baltimore," **** **** is mistaken, unless he confines himself to those who wish to loiter and spend money in taverns, or seek office at Washington. He allows that three hours would be saved from Portsmouth to Philadelphia, (note B). It is 85 miles by water to Tangier, and may be run in 6 or 7 hours. Doubtless, ere the road is completed, cars will travel with perfect safety, at the rate of 20 miles an hour, and this brings you to Wilmington in 12 or 13 -- so that I greatly suspect more than three hours will be saved in time; and I know that thrice, or more than thrice that number will be saved in dollars -- and especially to families. Of personal conveniences I am silent.

As to "no art" being able to improve "the Siberian forest of Delaware" it weighs as much as me as the ultimate and prophetic clause of the communication. Of the correctness of both, I am in great doubt. Of the powers of the writer in
prophecy, a full proof is now (thank Heaven!) to be had as to Atlantic steamer navigation, and, perhaps, ere these lines can appear in print, the return of the Sirius and Great Western will give the coup-de-grace to all this sort of vaticination. The pious, the philanthropic, the philosophic, the political, the mercantile and the mechanical classes will all join, and join most heartily, in prayer for their success.

However, I would add, that an experience of more than half a century has thoroughly and conscientiously answered me, that in an active and enterprising community, (and some acquaintance with such a society as that of the United States has more impressively implanted it on my mind, there is not the slightest doubt, that, like the Bridgewater canal and the Liverpool and Manchester railroad, every road projected in Virginia, will not only directly pay the proprietors a large interest, but indirectly, to the mass of society, a most enormous profit. "The value of every farm, consequently the wealth, and perhaps the strength of a country, greatly depend on an easy and uninterrupted communication by good roads." (Rees' Cy.) Of course there is no individual in Virginia, who is not concerned in opening roads either in his own or any other sections; and whether the road be from Abingdon to Winchester, or to Lynchburg, from the Roanoke to the Ohio, or the Kanawha to the James or the Appomatox, from Raleigh, from Wilmington, or form Fayetteville -- everyone of them will tend to augment her trade, foster her agriculture, and increase the general income of the state -- of course, the real value of her landed property -- and perhaps be the means, in 1850, of rescuing her from the condition, as to representation in Congress, in which the census of 1840 must leave her. Nor has any section of the country any thing whatever to fear from roads coming from north or south. The wheels of commerce should revolve with rapidity. Unlike that of fortune, they confer benefit at every turn. This we are all taught by the experience of the last century. Louis XIV. and George II. set a glorious example in France and Great Britain. They were great road-makers

In a country like that of the United States, there is not, nor will there ever be, one highway "of preference," that will "beggar" the other: a sentiment, I regret to see promulgated, and especially from such a state as Maryland; especially as there will be one and one great use for the Eastern Shore railroad. It will form a link in a great chain. It is necessary for the conveyance of the mail directly from New York, &c. to the south and south-west. As soon as it is completed, letters will rapidly proceed thither, passing through Raleigh, Columbia, and Augusta, as well as a Wilmington and Charleston. Express mails will be put down; and as soon as others, equally interested, choose to act, no more horses will be killed in carrying presidential messages at extra sessions. Here will be a difficulty, and indeed a difficulty. However, it will be removed when responsible engineers shall attend to their own business, and do not permit their journeymen, and perhaps journeymen looking forward to an interest in the contract to be made on the ground they pointed out, to run roads through morasses; and at an expense per mile, equal altogether to the fee simple value of the farms through which they pass; roads which, if laid out in a circuitous way, would not only, 1st. have been better sited; 2d. would have increased the value of land that required it; 3. would have not only furnished a market for wood, but wood for a market, where in winter it is sold for from $4 50 to $7 00 per cord; 4. would perhaps, have partially rendered the road useful and usable for two, instead of one section of country; for, as you observe, "to adopt the route which will command the most transportation and yield the most profitable dividends, is a consideration of still more importance than choosing the best (shortest) and most practicable route for a railway;" 5. would not have cost a dollar more -- perhaps not as much. Dr. Howard pointed out one of 156 miles for the Charleston and Hamburg railroad. The company, under would-be-wiser advice, ran a straight line of 136. It spent double the money that was necessary, and has now to pay for embankment, as much or more than the whole of his route would have originally cost.

As to any partiality you are charged to have shown to the Petersburg road, you may refer for your exculpation to "Smeaton," at page 622 of Vol. II, of the Register, where the conduct of the Richmond and Petersburg delegations in the house of delegates was discussed, and their opposition to the Portsmouth and Roanoke road condemned. Have not both succeeded, admirably succeeded? The animadversion on their "powerful scrutiny -- their searching sagacity" -- was intended to be severe. But, I fear, "my lords of Norfolk" do not superabound with that liberty of courteousness they expect to receive, and indeed to receive from others.

G.L.C.

NOTES.

Note A. -- By what route? Why cannot the Eastern Shore railroad be so run as to serve Philadelphia and Tangier? The maps do not show on which side the Breakwater is constructing, and I forget the position.

Note B. -- The fact is, that Richmond, Washington, and Baltimore are avoided as much as possible on account of their expense. Philadelphia is not a cheap, but it is a comfortable place. There are two cheap villages in its vicinity. The great object is to reach Philadelphia, &c., &c. There they can see the world, and thence they take their departure; "to various ways they run, &c." The same reasons take so many passengers direct from Charleston to New York. But a railroad into the mountains of Virginia would produce the same effect. Well would it be, if that and more were attempted. New York borrowed $7,000,000 for her canal. In 20 years her productive public property was increased from $2, 198,617 to $22,157,142. The revenue from $419,907 to $1,418,846. On public buildings $500,000 were expended. The school and literature funds were doubled. The state tax discontinued; the people relieved from taxation. How terrible then are the effects of the national debt?