miles of which are in Pennsylvania, to Beaver river, at a cost of 764,372 dollars. Milan canal extends from Huron, three miles, to Milan, to which steamboats now ascend. The Mad river and Sandusky city railroad extends from Tiffin, thirty-six miles, to Sandusky city. The Ohio railroad extends from Manhattan, forty miles, to Sandusky city.

INDIANA. The greatest works of internal improvement undertaken by this state is the Wabash and Erie canal, which extends from Lafayette on the Wabash, 187 miles, to Lake Erie, at Toledo, on the Maumee bay; eighty-seven miles and a quarter of it being in Ohio, and ninety-nine miles and three quarters in Indiana. The White Water canal extends from Lawrenceburg, thirty miles, to Brookville. This canal, when completed, will connect Cambridge, on the national road, with the Ohio river, the entire length being seventy-six miles, at an estimated cost of 1,400,000 dollars. The central canal is designed to connect the Wabash and Erie canal at Peru, with the Ohio river at Evansville, passing through Indianapolis. The entire length will be 290 miles, and the estimated cost 3,500,000 dollars. Parts of this work have been completed. Terre Haute and Eel river canal will connect Terre Haute, the southern termination of the Wabash and Erie canal, with the central canal in Greene county, at a distance of forty miles and a half, and an estimated expense of 629,631 dollars. This work is not completed. The Madison and Indianapolis railroad extends from Madison, on the Ohio river, ninety-five miles to Indianapolis. It is nearly completed. Several other canals and railroads have been projected.

MICHIGAN has projected and commenced an extensive system of internal improvements. The Central railroad extends from Detroit, forty-four miles, to Ann Arbor, and when completed is designed to extend 194 miles to St. Joseph on Lake Michigan. The Erie and Kaalmazoo railroad extends from Toledo, thirty-three miles, to Adrian. This road is designed to be continued until it meets the Central railroad, which it will leave at Kalamazoo and terminate at Allegan. The whole distance from Toledo to Kalamazoo is 183 miles. The Ypsilanti and Tecumseh railroad leaves the Central railroad at Ypsilanti, and

connects with the Erie and Kalamazoo railroad at Tecumseh, twenty-five miles. The Detroit and Pontiac railroad extends from Detroit, twenty-five miles, to Pontiac. Numerous other railroads have been laid out and commenced; and the Clinton and Kalamazoo canal is designed to unite the waters of Lake Michigan and St. Clair. The whole length is 216 miles, and is estimated to cost 2,250,000 dollars.

The state of WISCONSIN commenced in 1838, the Portage canal, one mile and a quarter long, to connect the Wisconsin and Fox rivers, which completes a steam-boat navigation from Lake Michigan to the Mississippi. The Milwaukie and Rock river canal, sixty miles in length, to connect Rock river with Lake Michigan, is in progress.

INTERNAL TRADE AND NAVIGATION OF THE UNITED STATES OF AMERICA.

THE internal trade of North America has increased to its present enormous extent since the beginning of the present century, from little more than a mere interchange of manufactures for the skins of wild beasts, by those who have proceeded into the western and northern wilderness, in order to carry on the fur trade. Exclusive of this there was little internal navigation, except in carrying up the rivers, in canoes or boats, provisions and other supplies for the wood-cutters, and floating down the timber which they had felled and prepared for the markets of the sea-ports. In the same ratio as the wilderness was explored, and settlements were made, west of the Alleghanys, and on the banks of the great lakes, and of the Mississippi, Ohio, Missouri, and other rivers which drain the great valleys, plains, and mountains of the west, there arose fresh resources, and prospects. Those magnificent wilds possessed all the natural elements which yield, by culture and art, sustenance and wealth to man, and accommodation and prosperity to communities. Labour, skill, implements, and capital, were directed with spirit, and judgment, to the lands, waters, forests, and minerals of those regions. Enterprise and industry opened the means of intercourse between the old and the new settlements: first by common roads, and common river boats; then by canals; and soon after by railroads and steamboats. The consequent increase of population, and of the internal navigation and trade, in less than half a century, has been unparalleled in the history of the world.

One of the most remarkable characteristics of the settlement of America, is the tendency (of which England has been the example more than any other country, except, perhaps, Flanders), of the people to reside in towns. We

believe, however, that this tendency has always kept pace, in all ages, and in all countries, with the extension of trade. For in every case where trade and manufactures have been established, and maintained,-and have increased and prospered, we find that the population and wealth have increased in about the same ratio. The wealth and population of towns have always declined along with the decrease of manufactures and commerce. Among the numerous examples of this fact, we have Venice, Augsburg, and many other once flourishing cities. In all cases of the decline of large prosperous towns,-the rents,-the agriculture, -and the value of the crops, and pastures, of the surrounding rural districts, have diminished, in at least as great a degree, as the decreased trade and riches of the cities. We believe, at the same time, that the population of the great cities of antiquity have been greatly exaggerated in numbers.

David Hume was justly of opinion that no ancient city contained as many inhabitants as London: that was about 800,000, when he wrote. He considered that there were inherent causes which would check a much greater increase of the population: even of the most favourably circumstanced towns. At that time, the means of supply, and of payment, within the bounds of any one place, might possibly justify his conclusion. When Hume wrote, cattle from the Highlands could not be brought to Smithfield in as many days as they now can be brought in as many hours. The smacks which brought salmon were often as many days, during boisterous weather, making their passage to London, as the steamers are now performing the voyage in the same number of hours. The drover followed the routes, through Scotland and England, with his cattle, where they could best bite up the grass to subsist on. They arrived lean, and were afterwards fattened by the English graziers. Splendid wood or iron steam ships of from 600 to 1000 tons, now bring the cattle fattened on the pastures of the Aberdeenshire Highlands, and on the brows of the Grampians, rapidly and direct, without losing flesh, to the quays of the Thames.

Neither the power-loom, the canal, the steam-engine, nor the railroad, nor the steam-ship, nor the splendid docks of London or Liverpool, were then contemplated by Mr. Hume. It is, therefore, not to be wondered at that he was sceptical as to the population of towns exceeding 800,000.

The first canal in England was begun by the Duke of Bridgewater, in 1760. In 1760, Hargreaves gave us the spinning jenny. Arkwright, soon after, the spinning frame. Crompton, in 1779, combined the two, and called it the mule. In 1785, Watt brought the steam-engine to that perfect state, for acting, which made it powerful and profitable. Cartwright then invented the power-loom, but it came only into general use in 1820.

To the Bridgewater canal, and the canals which it originated; to the steamengine, spinning-jenny, mule, and power-loom; to coal and iron conveniently interstratified for the one to smelt the other; to the coal fields, generally, of the

north, central, and western counties, and of Wales; to the coal and iron of the Clyde; to the salt mines of Cheshire; to the copper and tin mines of Cornwall; to the perseverance and industry of the people; to the enterprise of her manufacturers, and the skill of her artisans; to her geographical position and seaports; to her fisheries, which originated her naval architecture, and her fleets; to the adventurous spirit of her princely merchants; and to the hardy intrepidity of her brave mariners, does Great Britain owe her power and prosperity; her manufacturing and commercial wealth; her ability to pay high taxation and high rents;-in despite of monopolies, protective duties, and dear food; in despite of all these banes to national prosperity: banes to national progress, which all countries, and none more so than the United States, would act wisely to banish from their legislation.

As to the increase of population, and the inhabited extension of settlement, in the United States, we must refer to the detailed tables which we have given. We shall now briefly view the subject, as bearing on the past, present, and future internal industry and trade of these fertile and extensive regions. From a series of articles on the internal trade of the United States, written by Mr. Scott, of Ohio, in which, although he reasons frequently on the most fallacious principles, he conveys much information, and some curious and not improbable computations, we extract the following passages:

"In the states of Massachusetts, New York, Pennsylvania, and Ohio, the improvements of the age operated to some extent on their leading towns from 1830 to 1840. Massachusetts had little benefit from canals, railways, or steam power; but her towns felt the beneficent influence of her labour-saving machinery moved by water power, and her improved agriculture and common roads. The increase of her nine principal towns, commencing with Boston and ending with Cambridge, from 1830 to 1840, was 66,373, equal to fifty-three per cent; being more than half the entire increase of the state, which was but 128,000, or less than twenty-one per cent. The increase, leaving out those towns, was but eleven per cent. Of this eleven per cent, great part, if not all, must have been in the towns not included in our list.

"The growth of the towns in the state of New York, during the same period, is mainly due to her canals. That of the fourteen largest, from New York to Seneca, inclusive, was 204,507, or sixty-four and a half per cent; whereas, the increase in the whole state was less than twenty seven per cent, and of the state, exclusive of these towns, but nineteen per cent. Of this, it is certain, that nearly all is due to the other towns not in the list of the fourteen largest.

"Pennsylvania has canals, railways, and other improvements, that should give a rapid growth to her towns. These works, however, had not time, after their completion, to produce their proper effects, before the crash of her monetary system nearly paralysed every branch of her industry, except agriculture and the coal business. Nine of her largest towns, from Philadelphia to Erie, inclusive, exhibit a gain, from 1830 to 1840, of 84,642, being at the rate of thirty-nine and one-third per cent. This list does not include Pottsville, or any other mining town. The increase of the whole state was but twenty-one and three-quarters

per cent.

"Ohio has great natural facilities for trade, in her lake and river coasts; the former having become available only since the opening of the Erie canal, in 1826, and that to little purpose before 1830. She has also canals, which have been constructing and coming gradually into use since 1830. These now amount to about 760 miles. For the last five years, she has also constructed an extent of M'Adam roads exceeding any other state,

and amounting to hundreds of miles. Her railways, which are of small extent, have not been in operation long enough to have produced much effect. From this review of the state, it will not be expected to exhibit as great an increase in town population, from 1830 to 1840, as will distinguish it hereafter. The effects of her public improvements, however, will be clearly seen in the following exhibit. Eighteen of her largest towns, and the same number of medium size and average increase, contained, in 1830, 58,310, which had mented, in 1840, to 138,916; showing an increase of 138 per cent. The increase of the whole state, during the same period, was sixty-two per cent. The north-west quarter of the state has no towns of any magnitude, and has but begun to be settled. This quarter had but 12,671 inhabitants in 1830, and 92,050, in 1840.

aug

"The increase of the twenty largest towns of the United States, from New York to St. Louis, inclusive, from 1830 to 1840, was fifty-five per cent, while that of the whole country was less than thirty-four per cent. If the slave-holding states were left out, the result of the calculation would be still more favourable to the towns.

"The foregoing facts clearly show the strong tendency of modern improvements to build towns. Our country has just begun its career; but as its progress in population is in a geometrical ratio, and its improvements more rapidly progressive than its population, we are startled at the results to which we are brought, by the application of these principles, to the century into which our inquiry now leads us.

"In 1840, the United States had a population of 17,068,666. Allowing its future increase to be at the rate of thirty-three and one-third per cent, for each succeeding period of ten years, we shall number, in 1940, 303,101,641. Past experience warrants us to expect this great increase. In 1790, our number was 3,927,827. Supposing it to have increased each decade, in the ratio of thirty-three and one-third per cent, it would, in 1840, have amounted to 16,560,256 ; being more than 500,000 less than our actual number as shown by the census. With 300,000,000 we should have less than 150 to the square mile for our whole territory, and but 220 to the square mile for our organised states and territories. England has 300 to the square mile. It does not, then, seem probable that our progressive increase will be materially checked within the 100 years under consideration. At the end of that period, Canada will probably number at least 20,000,000. If we suppose the portion of our country, east and south of the Apalachian chain of mountains, known as the Atlantic slope, to possess at that time 40,000,000, or near five times its present number, there will be left 260,000,000 for the great central region between the Apalachian and Rocky mountains, and between the Gulf of Mexico and Canada, and for the country west of the Rocky mountains. Allowing the Oregon territory 10,000,000, there will be left 250,000,000 for that portion of the American states lying in the basins of the Mobile, Mississippi, and St. Lawrence. If, to these, we add 20,000,000 for Canada, we have 270,000,000 as the probable number that will inhabit the North American valley at the end of the one hundred years, commencing in 1840. If we suppose one-e-third, or 90,000,000 of this number to reside in the country as cultivators and artisans, there will be 180,000,000 left for the towns-enough to people 360, each containing 500,000. This does not seem so incredible as that the valley of the Nile, scarcely twelve miles broad, should have once, as historians tell us, contained 20,000 cities. But, lest 100 years seem too long to be relied on, in a calculation having so many elements, let us see how matters will stand fifty years from 1840, or forty-seven years from this time. The ratio of increase we have adopted cannot be objected to as extravagant for this period. In 1890, according to that ratio, our number will be 72,000,000. Of these, 22,000,000 will be a fair allowance for the Atlantic siope. Of the remaining 50,000,000, 2,000,000 may reside west of the Rocky mountains, leaving 48,000,000 for the great valley within the states. If, to these, we add 5,000,000 as the population of Canada, we have an aggregate of 53,000,000 for the North American valley. One-third, or say 18,000,000, being set down as farming labourers and rural artisans, there will remain 35,000,000 for the towns, which might be seventy in number, having each 500,000 of souls. It can scarcely be doubted that, within the forty-seven years, our agriculture will be so improved, as to require less than one-third to furnish food and raw materials for manufacture for the whole population. Good judges have said that we are not now more than twenty or thirty years behind England in our husbandry. It is certain that we are