ALTHOUGH money is generally regarded as the principal agent of commerce, yet when we analyze commercial operations between different countries, we find them based, almost entirely, upon the exchange of consumable commodities. The exchangeable or commercial value of these commodities, at the place of production, depends, in a great measure, upon the labor and cost of placing them in the hands of the consumer. The minimum value being at the place of production, and the maximum at the place of consumption, it follows that the producer sells at the lowest, and the consumer purchases at the highest rates; and, that the difference between the producing and the consuming prices goes, in part, to the merchant, the carrier, warehouseman and laborer; and, in part, to the capitalist, for the use of his money in effecting the exchanges.

It is obviously the true policy of every country to reduce the difference between the producing and consuming price of commodities to the lowest standard; for, on this depends, in a great degree, the prosperity of both producers and consumers. The most simple method of effecting this object, is, to place the producer and consumer as near to each other as practicable; and thus not only save the labor and cost of transportation, but, dispense with the many agents that are supported and grow rich by conducting the exchanges between distant parties. But, owing to a great variety of causes, both natural and social, the wants of civilization must always require the exchange of many commodities between distant parts of the earth; and hence the most effectual method of reducing the cost incident to these exchanges, is that of increasing the facilities for transportation.

It would be a waste of time to enter into an argument to convince the farmer that he would be benefited by an improvement that would enable him to send his crop to market and receive his salt, iron, &c., in return, for one-half the present cost: every intelligent individual is capable of appreciating the value of such improvements; and yet,

few possess sufficient individual enterprise or public spirit, to move in a matter in which all are so deeply interested.

One reason why the people of the West, especially those who have long resided here, do not take more interest in public improvement is, that they have no confidence in their ability to achieve any work that cannot be carried out by individual means. They seem not to comprehend the power of social combinations; and looking upon all schemes of improvement as being impracticable in the present condition of the country, they submit to the disadvantages under which they labor; and generally look to a change of location as the only means of improving their condition. This is more especially the case in Missouri, perhaps, than in any of the other Western States; and so long as our people shall continue to underrate their capacity to improve their condition, and, instead of making a manly effort, leave the country in search of new homes, the resources of the State must remain undeveloped, and the labor of her people comparatively unproductive.

It is folly to wait until we are more able to enter upon works of improvement before we commence; for there is little ground to hope for an accumulation of means so long as our present policy continues.

No country can prosper so long as its farmers and miners haul their products and imports on wagons over natural roads, a distance of from fifty to two hundred and fifty miles, while their commodities come in competition with those transported by steamboats, canals and railways. As well might one expect to prosper by weaving cotton sheetings on the hand loom in New England, or by hammering out nails on the anvil in Pennsylvania: and, hence, improvements in one part of the country increase the necessity of making them in others. Believing that the enlightened people of Missouri cannot long remain blind, nor indifferent to these important truths, and trusting that the time is not far distant when a vigorous effort will be made to improve their present means of transportation; we have been attentive to the collection of facts relating to the different modes of improvement adopted by other States, to the end that our readers may be able to select such plans as are best adapted to our wants and to the means within our control.

The nature of the products, the climate and topography of a country, naturally indicate the kind of improvement most suitable to its condition. In Missouri, a thorough system will require the combination of railways-and of plank or turn-pike roads, connected with the improvement of our smaller rivers.

Railways are, doubtless, to be preferred for long lines, or for comparatively short lines, where the volume commodities or number of persons required to be transported are sufficient to give constant employment to locomotive power. But railways, canals, and navigable streams can never supply the wants of an agricultural country, so far as to dispense with the use of animal power; for almost the entire volume of agricultural products designed for market, must be moved from the place of production, in the first instance, by the producer, with his own teams; and, under the most thorough system of railway improvement, that can be expected to obtain in our State, a large part of the roducers will be under the necessity of hauling their commodities .rom ten to twenty, and perhaps fifty miles; before they can be placed

upon the great thoroughfares of transportation; and hence the importance of improving the natural roads. And, as but little has been done in this branch of improvement in Missouri, it is our duty to institute a searching inquiry in regard to the best mode of constructing roads for the use of teams.

Until within a few years past, McAdams' method of constructing roads, with broken stone, obtained almost exclusively throughout the United States. This is doubtless a valuable and useful mode of improvement to the country in which they are located; but when we look to the small profits which they have generally paid to the stockholders, we are forced to the conclusion that McAdamized roads are destined to give place to some other plan of improvement that will be less expensive in construction, more profitable to the stockholders, and not less beneficial to the country at large. Indeed, the small profits derived from investments in these roads, afford a powerful argument against their utility; for, it would seem to be a just principle, governing every mode of improvement, that the profits of the stockholder should bear a reasonable proportion to the benefits received by the community. We regret that it is not in our power to give a complete statement of the dividends paid by all the McAdamized roads in the United States ;-but if they have not paid better elsewhere than in Kentucky, they must be regarded, we think, as being greatly behind the age.

The following statement, from the report of O. G. Cates, Esq., president of the Board of Internal Improvement of Kentucky, shows that the dividends on the turnpike roads in that State, for the year 1849, were less than one and one-eighth per cent. on the investment: (See the following Table.)

shed roads in miles.

It will be observed, that the highest dividend paid by any of the Kentucky roads in 1849, was six per cent.-this was on the Frankfort, Lexington and Versailles line, twenty-seven miles in length. This case simply proves that on great thoroughfares short lines may pay a reasonable profit; but does not sustain the idea that even short lines will pay where they are located merely for the purpose of accommodating the trade and travel of a limited district.

These discouraging facts relating to McAdamized roads, and the necessity of improving highways for the use of animal power, have occasioned much inquiry in respect to the cost and utility of plank roads. These inquiries are especially pertinent in Missouri at the present time. Five McAdamized roads have been projected from the city of Saint Louis, leading in different directions: and, although short sections have been completed on each, yet, it is not too late to change the mode of construction, provided, that, upon a thorough examination of the subject, it should be found to be the interest of the community to Much will depend upon the success of these roads: if they should be completed upon the present plan, and be found unprofitable, they will probably be superseded in a few years by some other mode of improvement, and the investment, in part, be lost to the county. But, should these roads be constructed with plank, and prove to be cheaper and better than stone roads, the result would be the means of encouraging the plank road system throughout the State.

do so.

In our leading articles, we have hitherto avoided the discussion of local subjects; but we have been induced to notice this, because, notwithstanding the work is local, yet, it is intimately connected with the general interest of the country; and, for the additional reason that we have received a communication on the subject, from the Hon. O. Williams, one of the Judges of the county court, in which he seems to incline in favor of prosecuting the work according to the original plan. In comparing the merits of stone and plank roads, the Judge says: “if rock and lumber were equally convenient, I would make rock roads ; for rock is a living substance: when almost every thing else gives way to time, it is still found solid: neither moth, rust, nor decay is found on it; and a little more of that living substance, applied in due time, keeps the road a living one for centuries. When, every ten or twelve years, the plank road will have to be made anew, which will cost more than the original construction of the rock road; and more than double the cost of keeping the rock road in repair." The cost of roads, whether of rock or plank, must be governed in all cases, in a great measure, by their particular locations; but is susceptible of being estimated with almost perfect accuracy; and, when the quantity and price of the necessary materials and labor are known, there is no difficulty in making the calculation. The communication to which we have referred contains a number of tables, showing the cost of a plank road in St. Louis county. By the table, in which the author estimates the plank at $1 50 per hundred feet, he makes the materials upon the ground cost $5,227 20 for each mile. His road, however, is twenty-two feet wide-this width we do not esteem necessary for any road required in St. Louis county.

A writer in the American Railroad Journal 66 says: a double plank track will rarely be necessary. No one without experience in the