tween Vicksburg and Monroe, Individuals have already taken $800,000 in stock, and $200,000 more is expected. Texas has granted a liberal charter (with a donation of 5,000 acres per mile) from the Louisiana linė to El Paso, via Austin. We believe this road to be important to the interests of NewOrleans, and that it will become a great thoroughfare of Texas' freights and tra vel. midway between the contending cities New-Orleans in the south, and St. Louis in the north; free from the objections attaching to both; neither north nor south, but a point at which the fairhaired sons of the north can meet their sun-burnt brothers of the South, and, seated side by side, westward take their way. In addition to this, Memphis seems already to have been selected, by general consent, as the point on the MisThe question so much mooted in sissippi at which all the rail-roads, startTexas of the selection of a Gulf ter- ing from the Atlantic states, tending minus for the San Antonio Road has, westward, both from the north and south, we understand, been decided in favor converge. When the middle and New of Saluria at a late meeting of the England states start their thousands Board of Directors, held at San Antonio. westward, by means of numerous railThe news of the decision was receiv- roads already completed, they reach ed here a few days since by a gentleman who was present at the meeting, and may be relied upon for authenticity. The following gentlemen constituted the Board, all of whom, with the exception of one, voted for Saluria: Enoch Jones, S. A. Maverick, Thos. Devine, Chas. King, Jno. T. McLeod, J. T. Dashiel, R. G. Campbell, Wm. Vance, J. R. Sweet, J. J. Giddings, C. Riotte, A. H. Jones, Dr. R. Peebles, J. A. Paschall, F. Gilbeau, G. T. Howard, and G. T. Gardiner. We are informed that the citizens of Indianola and Lavaca are conciliated to the selection of that point for the terminus, on the ground that the road is to pass immediately through or near those two places, and that each have agreed to build certain sections of the road. The work is to be commenced immediately, from Powder Horn and Lavaca respectively, the operations to extend upwards on the line from each place. The work will also be commenced at Saluria in due time, as well as at San Antonio. The company have some $400,000 funds in hand already, and we have good reason to believe that the road will be commenced immediately in good earnest. We understand that the route contemplated for the road, will strike the Guadaloupe some seventy-five miles above Clinton. From the last most able message of the Governor, we extract the following in regard to the internal improvement policy of Arkansas. "Let a point be selected for the Pacific road free from all objections, both of a political and physical character. That point is MEMPHIS, in Tennessee, situate Cincinnati, thence to Louisville, and upon the cars of the Louisville and Memphis road, now in process of construction, will be set down upon the banks of the mighty Mississippi, at a point opposite the centre of our state. So with the southern traveler, from Virginia, the Carolinas and Georgia, by means of the Charleston and Chattanooga roads, now being completed to Memphis, the same point will be reached. Alabama and Mississippi are rapidly securing their connection with the same point. probable that this vast system of railroads is destined to stop here? I cannot think so; unless, by the criminal neg lect of our most important interests and duties, we fail to afford that aid and encouragement necessary to insure its extension westward, over our own soil, to its ultimate destination on the Pacific. Is it "It cannot be disguised, however, that whatever may be the objections both to St. Louis and New-Orleans, as crossingpoints on the Mississippi river, for the Great Western railroad, they are struggling for it with that power and energy which is ever prompted by a spirit of self-preservation, and with that prospect of success, which results from a judicious combination of wealth, enterprise and energy. "There can be no doubt, that the St. Louis and New-Orleans road, although of recent conception, will very soon claim a large share of public attention; and surely its importance to Arkansas can only be second to the central railroad, and in its immediate and local results, not even to that. Missouri has already commenced, and has now under contract, a considerable portion of a Rail-road Movements, of which Missouri is the Centre. railroad extending westward from St. Louis, and designed to compete for the position of the Great National Road to the Pacific. She proposes to extend a branch to the line dividing Missouri and Arkansas, provided we will carry it across our territory, to unite with a similar branch, emanating from the New-Orleans and Opelousas road, west, also intended for the Pacific coast. "If these states, upon our northern and southern boundaries, shall complete roads from these two great and growing commercial points, to our northern and southern boundaries, surely Arkansas, with the ample resources which I have shown her to possess, will unite in this so much desired work. The construction of this road will afford facilities to the northern portion of the state which are so much needed, as well as to the wealthy cotton-growing counties of the south, through which it will pass, and bring the whole state, within a day's trave' of New-Orleans on the south, and St. Louis on the north. How far the construction of this road will supersede the necessity of the Gaines' Landing Road, is not for me to determine, but the construction of one will in no wise operate against the other." The St. Louis Republican, in speculating upon the future of that city, points out the duties of Missouri towards her great metropolis, and sums up the railroad movements of which she is or ought to be the centre. First. The road from Alton to Chicago, and thence a continuation up Lake Michigan to Fond du Lac, in Wisconsin, with projected roads beyond to Lake Superior. Second. A road by Terre Haute and Indianapolis to the shores of Lake Erie, and thence by the New-York and Erie Rail-road and Albany and Binghamton Rail-road to New-York and Boston; and a connection from this road by the west end of Lake Erie to the north shore of that lake, and by Niagara again to Boston-or by Toronto to the St. Lawrence and to Portland. Third. The Ohio and Mississippi Railroad to Cincinnati, and thence by Pittsburgh, and the Baltimore and Ohio Railroad to Philadelphia and Baltimore. From this route will ultimately connect a route through Louisville to Richmond and Norfolk. Fourth. By an extension of the Belle 297 ville road to near the mouth of the Ohio, a direct connection through Nashville with Charleston and Savannah. This also making a connection by central roads with Mobile and New-Orleans. Above is found a system of roads projected, and, to a considerable extent, constructed, directly connecting St. Louis with Lake Superior, and with the Atlantic coast, at Portland, at Boston, at New-York, at Philadelphia, at Baltimore, at Norfolk, at Charleston and at Savannah, and with the Gulf of Mexico at Mobile and at New-Orleans-and all these roads to the east being built without any important aid from St. Louis. St. Louis is bound to build roads westward. For every main road that comes from the east, a road must be built to the west; and hence, independent of the great object of developing the wealth of the state, springs the necessity of a system of rail-roads for Missouri. Before the Legislature, a system of roads was presented, looking north to Minnesota, west to the Pacific, southwest to the Gulf of Mexico and Texas, and south to New-Orleans, starting from St. Louis; and considering the importance of the shortest route for each, this system was marked as follows: First. The North Missouri Rail-roadstarting from St. Louis, and passing by St. Charles up the dividing ridge, between the Missouri and the Mississippi rivers, to the north line of the state-to be continued to Minnesota. Second. The Pacific Rail-road-from St. Louis through Gray's Gap, up the Missouri to Jefferson City, and thence by the shortest and best route to the western line at the mouth of the Kansas-to be continued to the Pacific. Third. The Southwest Missouri Railroad-starting from the Pacific Rail-road near the western edge of St. Louis county, and thence by Bourbeuse Ridge, and Osage and Gasconade Ridge, to the southwest corner of the state-to be continued through Texas, and possibly to California. Fourth. The Iron Mountain Rail-road from St. Louis by the Iron Mountain to the south line of the state, and thence through Arkansas. Fifth. Another branch of the same system, not centering at St. Louis, but not the less one of the main trunks, viz., the Hannibal and St. Joseph Rail-road. From the London correspondent of the Rail-Road Journal, we learn the follow- Pig iron, free on board in Cardiff In April, before any advance, it was at. Railway bar iron was in April, before any advance. Now it is very firm for cash, free on board*. £3 7 6 per ton. 250 66 4 50 450 66 7 15 0 66 Out 4 cents fare of $856,000, being equal to interest at 6 per cent. on $14,266,666 66. Out 5 cents fare of $1,138,800, being equal to interest at 6 per cent. on $18,980,000. Out 64 cents fare of $1,466,800, being equal to interest at per cent. on $24, 446,800. This is the project of private capitalists, who are willing to pay the city five millions of dollars for the right of way for four miles. The following will be found to embrace a complete table of the length and cost of the State Works of Pennsylvania: In London, the price of bar iron is usually £1 per ton higher than in the shipping ports of Wales, to pay the expenses of freight, insurance and other charges. The iron from Staffordshire and other Midland counties being of better quality for many purposes, though not for rails, Eastern Division of Pennsylvania is usually £1 per ton higher than Welch merchant bar iron. One of our exchanges gives the following calculation of the railway which it is proposed to have built in Broadway, New-York. The road is to be some four miles long, at an estimated cost of some $250,000. One hundred and twenty cars are to be placed on the road or street, the expenses of which is calculated at $480 per day, or $175,000 per annum. At 64 cents fare would give $4,500 per day, or $1,642,000 per annum. At 5 cents fare would give $3,600 per day, or $1,374,000 per annum. At 4 cents fare would give $2,880 per day, or $1,051,200 per annum. At 3 cents fare would give $2,060 per day, or $788,200 per annum. At 2 cents fare would give $1,440 per day, or $525,000 per annum. At 1 cent fare would give $720 per day, or $262,500 per annum. According to the foregoing estimate, there would be a profit : Out 1 cent fare of $96,000, being equal to interest at 6 per cent. on $3,433,333 33. Out 2 cents fare of $394,820, being equal to interest at 6 per cent. on $5,330,070. Out 3 cents fare of $613,200, being equal to interest at 6 per cent. on $10,260,000. *This article (rails) cannot be bought under £8 per ton to-day, for cash, against bill of lading, and the manufacturers talk of its getting up to £10 per ton before a great while.-November 5, 1852. Length. Cost. Finished Works. Canal, Columbia to the mouth Alleghany Portage Rail-road, Hol lydaysburgh to Johnstown,............ Western Division of Pennsylvania Canal, Johnstown to Pittsburgh.... Total, main line from Philadelphia to Pittsburgh. French Creek Division of Penn- Total finished works..... 43.. 130.. 6,736.509 3,521,412 36.. 1,828,462 105.. 3,069,877 Cotton, Wool and Iron consumed in the United States. 299 ART. XIII.-MANUFACTURING PROGRESS. NEW-ENGLAND FACTORIES-COTTON BAGGING-MANUFACTURES OF THE UNITED STATES. Ir is now said that the manufacturers of New-England are enjoying a fair and moderate prosperity. Those of them which possess an abundance of working capital, and whose real estate and machinery have not cost them too high, are making very handsome profits. Others are doing fairly, and most of them are making up, to a greater or less extent, the losses of the two or three past years, which have been unusually heavy. More than half the stocks in Lowell, Lawrence, Manchester, and other places, which a year ago were selling at 50 or 60 cents on the dollar, have now risen into the neighborhood of 90, and the others, with one or two exceptions, have risen from 10 to 20 per cent. during the year. Cotton Goods in the United States. Capital invested Bales of cotton used. Hands employed Value of entire product... Yards of sheeting, &c..... $74,501,031 609,117 121,099 $34,835,056 $61,869,184 763,678,407 102,287 Woolen Manufactures of the United States. Tons of coal Value of all the raw material Yards of cloth manufactured.. 46,370 39,251 $28,118,650 70,862,829 $25,755,988 $43,207,555 82,206,652 $13,994,220 351,491 33,344 78,767 527,063 14,510,838 Wrought Iron Works of the United States. Tons of ore... Tons of pig metal consumed. Value of raw material and fuel.. $9,518,109 12,975 272,044 $16,387,074 Productive Establishments of the United States. Woolen manufactures have not risen so well from their depression as cotton fabrics, and while the number of woolen mills has been greatly reduced, the stock of those which are still working is yet Massachusetts..... much below par. The manufacture of cotton bagging from moss was not long since spoken of in Mississippi, and, when tested, the bagging was said to possess durability. The experiment of manufacturing this new bagging originated with Maj. Mosely, the Superintendent of the Penitentiary. Some years ago he attempted its manufacture with his cotton machinery, New-Jersey. and he was so well satisfied with the result, that he sent a large quantity of moss to Kentucky, where it was manufactured into bagging with more suitable machinery. We learn that should the bagging be successful, it may be made at a lower rate than the Kentucky bagging. Having an inexhaustible quantity in our woods, a demand for it would bring the price of the raw article down to three cents per pound. Five cents more would amply cover the cost of manufacture, and the article might be furnished at eight cents per yard. The following is an official statement of the quantity of cotton, wool and iron consumed in the United States during the past year, together with the value of the raw material consumed, number of hands employed, and value and quantity of the articles manufactured. Rhode Island. Maine New-Hampshire. ings. iron. iron. 6.. Alabama ART. XIV.-EDITORIAL MISCELLANY. NEW-YORK WORLD'S FAIR-FINANCES OF TENNESSEE--COLT'S PISTOL-GEORGIA FAIR--CLAY MONUMENT-ERICSSON STEAMER--MAURY'S SCIENCE-NEW BOOKS, PERIODICALS, REPORTS, ETC., ETC.-MEMPHIS CONVENTION OF 1853. GREAT preparations are being made for the World's Fair, which is to be opened in New-York, on the 2d May, and a splendid show of foreign and domestic industry is anticipated. We trust that the Southern and Western people will be well represent ed with their agricultural, mechanical, manufacturing and mineral products. The NewYork Board appointed a committee for the southwest, resident at New-Orleans, consisting of the following gentlemen :-James Robb, Lucius Duncan, Maunsel White, E. La Sere, W. N. Mercer, W. E. Gasquet, H. R. W. Hill, A. F. Axson, J. D. B. De Bow, A. M. Horlbrook, Alex. Walker, C. J. Leeds. Newton Richards. "The committee have issued an address to the people of the states embraced in their action, Louisiana, Texas, Alabama, Mississippi, Tennessee, and Arkansas, from which we make the following extracts: "The Fair will be opened on the 2d day of May, 1853, for the exhibition of the industry of all nations, in the splendid structure on Reservoir Square, New-York, embracing an area of 173,000 square feet or four acres. The building has been made a bonded warehouse by government, and already assurances are given of an extensive representation of foreign industry. "Applications for admissions of objects of exhibition must represent their nature and purpose, with the number of square feet required, whether of wall, floor, or counter. The machinery will be exhibited in motion, the motive power to be furnished by the association, and applicants must state also the amount of power required. Paintings in frames will be received. Where ores are exhibited, they should be accompanied by the rocks in which they are found, and also, if possible, by plans and sections of the measures in which they lie, and models and drawings of processes or manufacture. expenses incurred upon it in the way of freight, drayage, &c., until delivered into the custody of the New-York Board. The committee at New-Orleans will decide upon all such applications, and upon the receipt of their favorable judgment, the party will be supplied with a certificate to be forwarded to New-York at the time of shipment. They desire to be informed by the 1st March of the quantity of space which will be required from their division, in order to report to the central committee. "Citizens of the Southwest, you are invited, and earnestly solicited to be represented in this First Great American Fair. We have products in all abundance in every department of industry and ingenuity, if we will but send them, sufficient to delight and instruct every observer. We were comparatively unrepresented at the London Fair, but every consideration of patriotism should induce us to co-operate in this one upon our own soil. We are a part of the nation that must obtain the glory of success or the shame of discomfiture and defeat. Let us unite with our fellow-citizens of the North in this great enterprise, and rely upon their co-operation in any movements we may make hereafter for similar exhibitions in our immediate region. Thus shall we obliterate local feelings and prejudices and antipathies strengthen the bonds of amity and concord-realize indeed that we are one people, with one hope and one inheritance, one faith and one destiny. "Committee-LUCIUS C. DUNCAN, Chairman. The annexed statement exhibits the pub lic indebtedness of the State of Tennessee on the 1st October, 1852: Total indebtedness of the state, Oct. 1, 1851 "Prizes for excellence in the different de- Capital bonds authorized to be issued partments will be awarded under the direction of capable and eminent persons. "Applications from any of the states named in this address may be made at any time before the 1st of March, 1853, and must be directed to the chairman of the committee, at New-Orleans, complying with all the requisitions of section fourth above. The applicant must describe with precision -state the time the product will be ready for shipment, and the port from which he desires to ship, and must also provide for the under the act of the late General Assembly. Indebtedness of the state........ CONTINGENT FUND. Bonds issued as a loan to East TenDo. East Tennessee and Virginia Railnessee and Georgia Rail-road.. road Do. Gibson and Dyer Plank-road. road.. $3,651,856 66 250,000 00 .$3,901,856 66 $350,000 00 300,000 00 25,000 00 240,000 00 Amount loaned Int. Imp. Co.'s....... $915,000 00 |