This is the superstructure of the two single tracks from Philadelphia and Baltimore. Depending on the New York channel there will be

This is the extension of the five New York tracks. In addition to these, there are the following North and South roads:

The writer in the Republican considers, that the Philadelphia and Baltimore works are incapable of accommodating the enormous trade of the west, and what is even equally fatal, denies, that when the products of the west are there, that they have reached their natural market. It is asserted, that the principal home market of the United States may be found within a circle, of which Albany is the pole; to include Lake Champlain on the north, Boston on the east, New York on the south, and Syracuse on the west. Here are found the consumers, those who consume and fashion the products of the West; those who in return furnish the West in clothing, tools, and manufactured articles. Here are the workshops and manufactories of the Union, and here the raw materials tend.

Examine the great courses of trade, and it will be found they all point to this vortex. The cotton of the South goes there to be manufactured. The products of the West go there to be consumed. The lumber and grain of Canada, and the Commerce of oceans, all face this common centre. If northern Canada and the great northwest were as well settled as our Southern States, and if State governments permitted trade to pursue an untrammeled course, then, we would see great thoroughfares radiating from this circle; a northern one through Montreal and Quebec; a northwestern one through Lake Ontario, and by the north shores of Huron and Superior; the western through Canada, Michigan, Wisconsin, and Iowa; the southwestern, through Ohio, Indiana, Illinois, and Missouri; and the southern, through Philadelphia, Virginia, Carolina, and Georgia.

All this is very forcible, and the further argument, that the natural tendency is to try the home market before attempting the foreign, is undeniable. This accounts for some of those trade currents, that otherwise seem inexplicable. The fact is, that industrial wants and the laws of economical science, govern more potently than any others, the movements of production. The bulkiest articles will climb mountains to reach a market, while a diamond will hardly tumble to the foot of a hill, if there is no one there to purchase it. The capitalists of New York are reminded, not to waste their money on lines, that will not even enrich their rivals, while they strip themselves of the means to open up the communications between the teeming West and the home of the consumers, so much of which lies territorially within their borders, and all the approaches to which must traverse their State. The particular plan recommended as best calculated for the present to accommodate the freights of the West is, the construction of an angling road from the vicinity of Erie, Pennsylvania, towards Zanesville, Ohio, to interest the trade of the Pennsylvania and Ohio Railroad, the Ohio Cen. tral, the Columbus and Wheeling, and the Cincinnati and Belpre roads. The importance of the St. Louis and Erie Road is also strongly insisted on.

It is a striking instance of the power of local interest to influence the opinions of men, that those members of the Legislature of Pennsylvania from the northern tier of counties, who did the most to force the lake shore line through the State free of taxation, were the very men who strove the hardest to load down the Pennsylvania Central Railroad with restrictions. They contended that the Central Railroad would injure the State Canal, but that the New York and Erie Railroad would not injure it. Their argument was that we should treat our neighbors better than ourselves. For one, I deny both the premises and the conclusion. It is not a contest between the Pennsylvania Railroad and the Pennsylvania Canal; it is a contest between our old Keystone State, rich in her position and her natural advantages, (which has been called by some one a blind giant,") and the Empire State of New York, with which she is contending on the one hand, while with the other she struggles with the restless commercial activity of Maryland.

I am a Pennsylvanian by birth and education. My home is in Philadelphia and my interests are concentrated there. For twenty-five years I have labored as a civil engineer to aid in improving our internal communications. Nothing short of thorough work will now answer the purpose, and the very competition that renders it necessary will compel its accomplishment. I saw the first railroad made in the State, and I hope before long to see such a line completed, from one end of her territory to the other, as may challenge competition with any other in the Union.

I know what an interest this question excites in Ohio; for Ohio is the battle ground on which the Eastern cities contend for the trade of the West. I know that I am addressing an intelligent audience, and that there is no use in endeavoring to evade the question or to conceal the facts. We know that you are wide awake, and we are striving to arouse our citizens and to make them equally vigilant. We know that the railroads running from the Lake shore, already reach to Cincinnati in southwestern Ohio, and to Zanesville and Wellsville in the southeastern part of the State. Go where we will, on your broad plains, we must meet Northern competition; and my opinion is, that it can best be done by perfecting the line from Pittsburg to Philadel phia.

We regard the Ohio and Pennsylvania railroad as a golden link in the chain of internal improvements, which binds the agricultural industry of the West, with an Eastern home market of consumption--a union of interests, both agricultural and commercial: alike sources of national prosperity.

STEAMBOAT NAVIGATION OF CINCINNATI.

In the "Merchants' Magazine and Commercial Review" for October, 1849, (vol. xxi., page 468,) we published a tabular statement of the arrival and departure of steamboats for the port of Cincinnati, for the years 1847 and 1848, and in November, 1850, (vol, xxiii., page 469,) a similar statement for the years 1849 and 1850, and in the number for October, 1851, a statement of the same for the year ending September 1st, 1851. We now subjoin a similar statement for the year ending September 1st, 1852, as follows:

A COMPARATIVE MONTHLY STATEMENT OF ARRIVALS AND DEPARTURES AT THIS PORT FOR THE YEAR ENDING AUGUST 31st, 1852.

LOUISVILLE AND FRANKFORT RAILROAD.

This road extends from Louisville to Frankfort, (Kentucky,) a distance of 65 miles, where it connects with the Lexington and Frankfort Railroad, which is 29 miles in length, both roads making a distance of 94 miles. The fare between Louisville and Frankfort is $2, a fraction more than three cents per mile.

The fourth annual report of the president and directors of the Louisville and Frankfort Railroad, submitted to the stockholders at their annual meeting, July 5th, 1852, presents the condition of the work. The capital stock is made up of a subscription of the city of Louisville of $510,875, paid by taxation on the property of the citizens during the years 1848, 1849, and 1850; $300,000 paid in city bonds on time, and $42,812 50 individual subscriptions, to this to be added $51,443 42 interest on the payments for stock, making in all $905,130 92.

The report of the engineer and superintendent of the road, Charles N. Warren, Esq., exhibits the construction and working of the road for the year ending June 30th. The total receipts since the first locomotive was put on the track have been $222,786 18, and the total expenses $130,338 64, including the hauling of iron and other material. Within the year, the road has been connected with the Lexington Road, side tracks laid at Frankfort, Pleasureville, and Smithfield, water stations put up along the line, the depot at Louisville built, and engine-houses put up at that place and Frankfort. The passenger business for the present June has exceeded that of the corresponding month in 1851, by 16 per cent. At this rate of increase the receipts for the coming year will be $195,000. There are 10 eight-wheeled and one six-wheeled locomotives on the road, two freight engines of ten wheels are to be delivered during the month of September. The total mileage of the engines was 135,000 miles, and they averaged 18,000 miles each.

The receipts per mile run was...

Expenses...

66

deducting items above mentioned......

$1.24 4 0734 0 61 1

The total cost of the road, including interest in cash and stock up to the 1st of July, is $1,358,764 43.

TOLLS AND TONNAGE OF CANADIAN CANALS.

The subjoined statement of tolls, trade, and tonnage of the several canals, during the year 1851, is derived from a Parliamentary document:

VESSELS PASSED THE SEVERAL CANALS IN THE YEAR 1851.

The total movement on the canals for 1851 and three years previous, is as follows: