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LETTER
Washington, January 20, 1853.
HARRISON ROBERTSON, ESQ.
Dear Sir,—In presenting the annexed Map of tlie United
States, I beg to call your attention to tiie two great lines of Rail
Road wliieh run westward froiu tiie Atlantic Coast. A single
glance at them, will show their determinate shipping point to be
at the mouth of the Chesapeake. These general lines are made
up by a number of Companies, chartered by the different States
through which the roads extend, and were intended at first, only
for the local advantage of each ; but are now rapidly forming the
main thoroughfares over which the products from tlie entire
Valley of the Mississippi must be borne, to a point from which
they will seek their market in Europe. That the waters of the
Chesapeake offer the advantages of position, climate, and free
egress, at all seasons of the year, alike unaffected by the frosts
of the North, or the deleterious influence of the humid atmo-
s])}iere of the Soutli, are facts not to be doubted. To these,
however, must be added the facilities which only can draw the
tide of Commerce thitlier, to secure its determination to that
poiirt; and they must be afforded at an early day, and in advance
of the completion of tlie roads, to turn the attention of the West
to Virginia as its outlet to the European world. If such facili¬
ties are not created in time fur this, the tide of travel and trade
will take its course over the roads northward, too firmly to be
afterwards diverted into its most natural channel through the
mouth of the Chesapeake Bay.
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When the Central Road is completed to its terminus on the
Ohio River, it will connect with roads extending due West to
St. Louis, and by them and their branches, Norfolk as a point
of shipment, will he the nearest Atlantic City to the entire West,
and even to the northwest. This may be shown by the follow¬
ing table of distances, which are taken by the nearest practicable
routes from, and to each of the places named.
From Chicago to New York, - 900 miles,
" Chicago to Norfolk, - - 780 "
In favor of Norfolk, - - 120 miles.
From St. Louis to New York, - 1080 miles,
" St. Louis to Norfolk, - - 800 "
In favor of Norfolk, - - 280 miles.
From Cincinnati to New York, - 862 miles.
" Cincinnati to Norfolk, - - 580
In favor of Norfolk, - - 282 miles.
From Louisville to New York, - 1002 miles.
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Louisville to Norfolk, - - 660
In favor of Norfolk, - - 342 miles.
From every point South of Louisville, there can be no com¬
petition, the distance being so entirely in favor of Norfolk. It
needs but a single effort, therefore, on the part of Virginia, to
turn the labours and improvements of the Western and Southern
States to her advantage. That effort is the establishment of the
proposed Line of Steamers to Europe. It wdll take nearly two
years to put that line in active operation. And the impulse
which the prospect of that line will give to the rail road lines,
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will render certain their completion in nearly the same period
of time. Norfolk will then become what New York and New
Orleans have been, the point of departure for the markets of
Europe, of the products of the Western and Southern States.
Her climate is admirably adapted to the storeing and shipping
of the Beef, Pork, Bacon and other provisions of Illinois, Indiana,
and Ohio, and the great difference of distance in her favor,
added to the advantage of climate, will secure this trade. Some
idea of its value may be obtained from the following returns of
Cincinnati, for the year 1852, In that City, there was put up
180,000 Barrels of Pork.
25,000,000 Pounds of Bacon.
16,500,000 « Lard.
2,500,000 " Candles.
6,200,000 " Bar Soap.
8,800,000 " Fancy Soap.
The total value of this trade was estimated at $8,000,000.
A vast market will be opened also for the Beef and other pro¬
ductions from the rich grazing lands of Western Virginia, while
the Pork, Tobacco and Hemp Trade of Kentucky; the Cotton,
Tobacco and other products of Tennessee; and the states south
and west of her must also seek Norfolk by the Virginia and
Tennesste Road- and it would therefore seem to be the wisest
course, to at once turn the attention of the whole southwest and
west to Virginia, by an efforton her part to meet the requirements
and wishes of those states for a near and central outlet to a
Trans-Atlantic Market. This can only be done by an immediate
movement for direct intercourse in the most favorable manner
with Europe. Modern improvements have left no choice as to
the means of promoting commerce ; steam is the only power
which binds it to the northern cities ; and it is only by the aid of
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the same power that Virginia can participate in foreign trade.
The mistaken idea that steamers cannot carry heavy freights
ought not to keep Virginia shackled and dependent. No better
evidence that they can carry profitably all that description of
freight which will seek Norfolk for shipment, can be given than the
published manifests of the steamers from Philadelphia to Liver¬
pool ; I give only such as I have been able to lay my hands upon
in the newspapers, without seeking to obtain a list of the larger
shipments from the Custom House, which I know to have been
made.
SAILING OF THE CITY OF MANCHESTER.
The fine Steamer " City of Manchester," Capt. R. Leitch, was cleared for
Liverpool on Thursday morning by Mr. Thomas Richardson, with 62 cabin
passengers, and a heavy freight, consisting of 16,786 bushels of Wheat; 2,666
brls Flour; 1,000 brls Rosin; 128 bales Cotton; 8 casks Beeswax; and sundry
packages of Merchandise.—Philadelphia Commercial List, June 5th, 1852,
FOREIGN EXPORTS.
The steamship " City of Glasgow," Capt. Wylie, sailed on Saturday morning
last for Liverpool, with 46 cabin passengers, ^30,000 in specie on freight, and a
cargo of 1600 brls of Flour; 18,250 bushels of Wheat; 50 ceroons Caraccas
Indigo; 43 hhds Tobacco, and 300 packages of sundries.—Philadelphia Commer¬
cial Lisi, Oct, 9th, 1852,
FOREIGN EXPORTS.
The fine steamship " City of Glasgow," Capt Wylie, was cleared for Liver¬
pool on Saturday last by Mr. Thomas Richardson, with a cargo of 500 brls Flour;
18,963 bushels Wheat; 105 hhds Quercitron Bark; 104 hhds Tobacco; 192 brls
Apples; 5 casks Sperm Oil; 13 tierces Beeswax, and 357 packages sundry mer¬
chandise. She also carried out $15,000 in Specie, and thirty-eight cabin pas¬
sengers.—Philadelphia Commercial List, Nov. 27th. 1852.
By these shipments made in the dullest business seasons of the
year, it will be seen that even Rosin in barrels., can be carried
in steamers; while the principal articles of Virginia production,
Wheat, Flour and Tobacco, form the larger portions of the cargo;
and much larger portions of these articles could have been taken
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on each of these voyages had there been quantities aggregated
for shipment. The inward freight from Liverpool, of which I
give but a single manifest, that of the 28th of December last,
shows the amount of freight which one of these steamers can
carry ; it is as follows :—
Reported for the Inquirer.
LIVERPOOL—Steamship City of Manchester, Leitch—352 pVgs mdze,
Lewis dc Co; 272 do. Reiss, Bros & Co; 147 do. Aldrid¿je, Hit^den & Co;
143 do. Stewart & Bro; 123 do. C. W. Churchman; 112 do Henry Farnum &
Co; 101 do Gihon & Co; 119 do Geo. B. Reese; 90 do McHenry & Raphael;
35 do Abbott, Johns 8t Co; 9 do Adams & Co; 3 do Aldridge & Earp; 1 do A.
Yoong: 3 do J. B. Ashmead 8c Co; 26 do Wray & G'lllilan; 61 do Robert
Creighton; 2 do J. 8c J. Bailey; 7 do Bailey, Bros. 8c Co; 25 do Barcroft,
Beaver 8c Co; 21 do Isaac Barton 8c Co; 10 do BatesSc Coates; 5 do Baughlert
Fisher 8c Co; 5 do Bedell & Pearce; 7 do Bell 8c Son; 1 do Belvin Mead;
9 do Bevan 8c Co; 3 do Bokcr, Bros. & Jones; 70 do S. Bonnafon; 40 do P.
Brady 8c Co; 9 do Brown Sc M'inchester; 3 do Robert Buist; 6 do Bmin, Rai-
giiel 8c Co; 1 do Burnett 8c Hennessy; 22 do H. & J. R. Campbell; 4 do R. Sc
A. Campbell; 1 do S. & W. Connell; 1 do Chambers & Cattell; 7 do Chase
8c Walters; Î do A. & J. Chevanx; 2 do G. M. Coates; 1 do Henry Cohen &
Co: 36 do Caleb Cope 8c Co; 1 do Cummings 8t Co; 18 do Currell, Jr. & Co.
2 do Dalee, Koss 8c Withers; 12 do Oberteffer 8c Freytag; 5 do J. 8c B. Orne^
8c Co; 3 do Davis 8c Co; 10 do De Coursey, Lofoiircade & Co; 6 do Dulles.
Earl 6c Cope; 6 do Eaton 8c Brothers; 23 do Eckell, Raigucl 8c Co: 13 do
Edwards, Sanford 8c Co: 1 do J. Eneiston; 1 do C. Ellis 8c Co; 2 do Ellison
8c Son; 14 do S. 8c F. Evans; 8 do Everett 8c Engles; 46 do Farnum 8c Imbrie
17 do S. G. Fenton 8c Co; 3 do Lea 8c Fenton; 4 do Gans, Leberman 8c Co; 21
do J. W. Gibbs 8c Sons; 4 do Graydon, Swanwick 8c Co; 12 do Greenway,
Bros. 8c Co; 16 do L. 8c P. Grosshohz; 10 do E Grundy; 2 do Jos. Hate; 45 do
M. L. Hallowell 8c Co; 2 do George Hammersly; 2 do llanvell 8c Co; 12 do
llanline'Sc Ostheimcr; 1 do S. M. Harper; 2 do M. Hartz; 28 do Harrison 8c
Sons; 11 do Hewson, Abbott 8c Co; 39 do Oram, Hopkins8c Hose; 2 do Pierce^
Lloyd 8c Co; 5 do Bettle Paul; 2 do Perkins Sc Co; 7 do Geo. D. Parrish; 10
do Fred'k Lannig; 13 do D. Landrelh; 10 do Luing, McGinnis & Brown; 2 do
F. V. Krug 6c Co; 3 do Kohler & Bro; 14 do Johns & Payne; 96 do W. W.
Watson dc Co; 11 do Jackson dc Wiltbank; 1 do Hodges & Emerick; 1 do
David Herring; 7 do Wm. H. Horseman dc Sons; 6 do Ke'.lcy, Ball dt Co; 4 do
Ktemm dt Bro; 1 do Chas. Williams dt Co; 22 do Robbins, Powell dc Co; 6 do
John Raid; 20 do S. W. Roop; 11 do IL Rosenheil; 18 do S. Robinson; 5 do
Smith dc English; 11 do U. S. Uoss; 4 do J. J. Smith; 52 do Sharp, Haines dc
Co; 30 do Sharpley dc Rue; 26 do T. Sltarpless dc Sons; 4 do Scott, Baker dt
Co; 19 do Shelby, Moulton dc Woodruff; 2 do Shcpard dc Co: 19 do Si'er^
Price and Co; 7 do Seller, Siter and Co; 1 do Jacob Senneff; 68 do S. D Sewati;
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14 do Jaeger, Lamb and Co; 3 do Shoiferand Zeîghler; 27" do Inskeep, Shack¬
elford and MeKee; 3 do Shaffer and Roberts; 7 do Sexton, Seal and Svvearing-
toii; 1 do Jos. Sill and Co; 3 do Schnelwlnd and Co; 1 do Westcott and Hal-
lowell; 16 do J. and J. P. Slenier; 2 do S. Paul; 6 do N. Thuronand Co; 12 do
H. Tilge and Co; 3 do Saml. Townscnd; 4 do Tennant, Derrickson and Co;
6 do Chas. Veziti, Son and Co; 24 do Wood, Bacon and Co: 2 do Sumiiel C.
AVood; 2 do S. B.Wiltbank; 53 do Henry AVeiner; 14 do AVray and Graham;
15 do A. Worrell; 2 do A. Wright; 2 do Henry Walton; 1 doThos, E, Walker;
3 do S. Levine; 52 do L. J. Levy and Co; 3 do 11. Lewis, Jr; 1 do M. Lewis;
1 do Lewis, Bros, and Co; 1 do Lewis and Drost; 1 do Lippincolt, Grambo and
Co; 7 do Lippincott and Parry; 80 do Loltimer and Large; 6 do W. H. Love and
Son; 2 do Maennel and Schepler; 6 do Martin and Lewis; 9 do A. McCallum
and Co; 1 do McCutcheon and Collins: 2 do D. McGulre; 83 do Mcllvain
and AVilliams; 62 do Wm. McKee and Co; 8 do Mecke and Leippeiii; 5 do
Tlios. Mellor; 14 do S. V. Merrick and Son; 12 do John Mills; 16 do Mitchell,
Brognurd and Co.; 4 do J. AV. Moore; 8 do Morris and Jones and Co.; 1 do
Mustin and Bennett; 11 do Myers, Claghorn and Co. ; 1 do R. and G. A.
Wright; 29 do AVithers, Little and Peterson; 6 do Wicht and Lankenau; 1 do
N. Wolfe; 2 do E. and C. Yarnall and Co.; 18 do. Yard, Gillmore and Co.;
3 casks hardware, Albert and Bro; 5 do Bailey and Co.; 9 do M. AV. Baldwin;
1 do. Baxter and Bro.; 1 do. S. H. Bibighaus; 5 do J. M. Coleman; 2 do Con¬
rad and Roberts; 59 doNewlin and Marshalls; 4 do Duncan and Co.; 2 casks
hardware, Longstreth and Buzby; 4 do Faust and AA^inebrenner; 2doJ. G.
Fields and Co.; 5 do Field and Langstroth; 3 do J. S. Fisher; 10 do Morton
and Smith; 9 do E. Frith; 2 do Goff and Peterson; 2 do J. C. Grubb; 2 do
H. D. Plemsole; 1 do. Plummer and Co-; 6 do watches, Pratt and Wreath;
8 do E, C. Pratt and Bro; 1 do B. Richarclson and Co.; 3 do Geo. K. Tryon;
3 do N. and G. Taylor; 27 do Thos. C. AVells; 3 do Robert AVade; 6 do
AVagner and Bro.; 3 do McAllister and Co.; 1 do AA'hitmore and Wolfe; 1 do
S. AVonderly and Sons; 11 do Thos. C. Hill; 43 Justice and Co.; 55 bales
English hops, Robert Newlin; 25 do AV. C. Rudman; 200 firkins butter, Saml
Butler; 14 surgical instruments, E. Shannon; 320 bdls iron, Morris, Tasker and
Morris; 5 punclieons Wiiiskey, Thos. Neilson; 2 copper bottoms, N. Trotter;
2 casks hardware, Norris; 149 pkgs merchandise to order.
There is no greater error, than the belief that Steamers have
not room for freight, after deducting the space required for pas¬
sengers and coals. A Steamer of 2000 tons register, properly
constructed, will have 133,760 cubic feet of space below her
lower deck. For her engines, boilers, and 1000 tons of coal, it
will require 60,800 cubic feet. There is therefore left for stow¬
age, 72,960 cubic feet. The largest tobacco hogshead made
requires hut fifty cubic feet for its sloivage, and therefore 1459
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hogsheads of this largest size can be carried by the Steamer,
■which at the lowest sailing rates of twenty-two shillings and
sixpence, would jield a freight list on this article alone, of
$7,878 60. The entire weight of these hogsheads would cause
the Steamer to draw but 16 feet 4 inches ; leaving still 3 feet
8 inches for other cargo. The space above the third or lower
deck not used for passengers, will stow 4000 barrels, which
at the low price of two shillings per barrel, would add to the
freight list some $2000, making the outward freights, consisting
only of the most unfavorable articles for carrying, and these
too at the rate of sailing ships, worth S9,894 60. This sum
is nearly $5000 more than I have estimated as the outsvard
freight, in my letter to Mr. Deneale.
There are now three propositions before the Congress of the
United States to establish a Rail Road to California. The most
practicable route for this is probably the Southern one, which
connect with the present Raü Road system at Memphis : but
should even the most Northern one, starting from Chicago, or
the Middle one from St. Louis, be established, still Norfolk will
be the nearest point to either, and her port will present the best
and most central one for the Atlantic terminus of this great iron
way between the Pacific and the Atlantic coast. The Southern
route from Memphis would unquestionably be the most desirable
to Virginia, and the early passage of the bill to establish the
Antwerp Line, will exert a strong influence to concentrate action
upon the passage of that bill which seeks to construct the road
from Memphis to California.
The Virginia and Tennessee Road in its South-Westward
course, extends to, and connects with all tliose roads which
penetrate through tlie cotton growing region of the South.
Throughout its whole course, and the courses of those connected
with it, from New Orleans North-westwardly, there is no point
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to whicíi Norfolk is not the best adapted as the shipping port,
for the reason, that by and over these roads, cotton may be de¬
livered more expeditiously, safely and more economically than
it can be at New Orleans, excepting from the extreme Southern
portion, and it is even doubtful whether it might not be advan¬
tageously shipped from that city also, when the road is com¬
pleted to it, for then it will not be quite one thousand miles
from New Orleans to Norfolk by the rail road, while the distance
by sea from New Orleans to Norfolk is over 1600 miles, making
the latter city 600 miles nearer to the ports of Europe.
With so many advantages to accrue to the State from this
great European Steam Line, it is to be hoped that Virginia will
not let this favorable opportunity pass for its early and perma¬
nent establishment.
I am. Very Respectfully,
Your Obedient Servant,
AMBROSE W. THOMPSON.