248 A. L. Bishop — The State Works of Pennsylvania. 



adelphia frequently entered into agreements to charge excessively 

 high rates during the first few weeks of the season before the Erie 

 canal was open. This policy resulted in a somewhat general 

 avoidance of this route for through traffic when other lines became 

 accessible. 



Hence the main line of Pennsylvania's transportation system 

 failed to secure the trade of the West. This fact was freely admitted 

 by the canal commissioners, legislators and others.* It would be an 

 interesting matter, however, to compare in tonnage and value the 

 movement of commodities upon the Erie and Pennsylvania canals 

 from the West to tide-water and vice versa. Unfortunately this can- 

 not be done with any degree of accuracy; for the returns of the 

 latter line as contained in the reports of the canal commissioners do 

 not furnish the necessary data. Owing to the lack of classification, 

 it is not possible to distinguish the local from the through tonnage or 

 the quantity or value of the commodities received from and going 

 to other states as shown by the reports of traffic on the Erie canal. 

 The returns show only a small movement eastward over the Portage 

 railroad. Probably this indicates fairly correctly the through 

 movement. The westbound traffic passing over the same railroad 

 was larger both in tonnage and valuef — the opposite of what was 

 anticipated when the main line was being built. 



The principal causes which gave rise to the popular movement for 

 the disposal of the state Avorks having noAv been considered, attention 



By the present interniptcd communication there is great irregularity as to 

 time. Tlie machinery is loo complicated for an extensive trade. Articles 

 that belong to the same individual become divided, sometimes damaged by 

 the frequent changes, sometimes lost. There is a rigidity in the system that 

 does not admit of changing according to the changes of trade with the 

 season." — From report of B. Aycrigg, Civil Engineer, made to the legislature, 

 in J. H. Rep., 18.38-9, III, p. 523. 



* See Baker, Relative Commercial Progress of New York and Philadelphia, 

 p. 23; Tyson, Letters on the Resources and Commerce of Philadelphia, p. 14; 

 Hunt's Mer. Mag., XXV, 1856, p. 140; J. H. Rep., 1842, III, p. 42. 



f About 30,000 tons of various kinds of commercial commodities were taken 

 over the Allegheny mountains in wagons annually from 1818 to 1824. 

 Though it is not definitely stated in the reference it suggests that this figure 

 represented the tonnage going westwa.rd. — See J. H. Rep., 1824-25, II, p. 280. 



In 1836 the westbound freight carried over the Portage railroad was 29,740 

 tons, while passing eastward the amoimt was 15,439 tons. The total freight 

 going east and west, weighed at Hollidaysburg, was, in 1844, 65,870 tons: in 

 1845, 83,072 tons; in 1854, 73,000 tons. The movement from the western 

 states to tide-water by the Erie canal during the same years was in 1836, 



