blinds on the sides of the cars, so arranged that their motion may not resist its free passage. The inventor of this valuable improvement is Mr. Hovey of New York city; and, so far as we can judge from the experiment we witnessed, the success of his in vention was most triumphantly demonstrated. It is no exaggeration to say, that on one of the most trying days of the season there was not even the smallest annoyance from the dust.

The change from this most comfortable and well ventilated car, to those in common use, was even greater than supposed possible. The rest of our journey was performed with open-windowed cars, admitting clouds of hot dust, smoke and cinders, and at its end we were hardly recognizable, we were so thoroughly covered. Mr. H. has our most hearty good wishes and prayers that he may succeed in introducing his invention upon every line of railroad in the country.

WHAT RAILROADS MUST ACCOMPLISH.

"Were the railroad trains to keep moving nights and Sundays," says the Commonwealth, “very few but laboring people would reside in the city, and by no means all of them." One great advantage that must eventually result from railroads will be the dispersion of the laboring classes of the city among our rural villages and towns. Country life must not long remain the exclusive luxury of the rich, who pursue their business "in town." The men of small means, mechanics and even day lahorers, will find that they can remove their families ten or twenty miles into the country, and have their little vegetable gardens, their fruit trees, their cows, pigs and poultry, their pure air, with healthy rustic employments for their children, and the adjoining forest for a holiday ramble. What a blessed change, physically and morally, for the families now packed in the cellars or garrets of old houses, in filthy alleys, where the breezes of heaven cannot pass without contamination, and where the roses on childhood's cheeks are withered before they can bloom!

Every year or two we hear of the departure of some rich man, who leaves princely bequests to some institution, perhaps already liberally endowed, or who sends his money to convert the heathen in distant lands. As soon as we have fifty thousand dol lars to give away, we will dispose of it, not in bequests of doubtful utility to take effect after "the pitcher is broken at the fountain," but we will purchase a liberal tract of land, within a radius of twenty miles of Boston, and there create a village for day-laborers, who procure their daily employment in the city. They could live as economically as they now do, in spite of the additional charge of a passage to and fro in the cars. They and their children would soon acquire a taste for country life and agricultural pursuits. If they are Irish and Catholics, they shall have a church and a priest, and a burial ground, (for which they will not have as much use as now,) and this last shall be in a wood remote from their habitation-Bishop Fitzpatrick approving, of course. We have reached the end of our page, and our day-dream shall terminate with it.

AMERICAN VS. ENGLISH RAILROADS.

"The American people number 23,000,000 of souls, to whom, besides the natural yearly native increment, an addition is made by emigration of between 400,000 to 500,000 settlers, mostly in the prime of life, and many with hard cash in their pockets. Wages are in the States so high, and the whole population so well off, that they can afford to spend money in traveling more universally and to a greater extent, than the inhabitants of any other country. Intensely migratory, and proverbially locomotive themselves, the annual influx of strangers and emigrants passing on to their settlement, or traveling through the country, fill every medium of conveyance to every quarter, and to overflowing. Wood is to be had everywhere for the cutting. Irish navigators present themselves on the arrival of every ship. Land may be had for nothing-premiums even offered to railway projectors by proprietors to carry their lines through their properties. There are no lawyers and jobbers to run up enormous bills in Parliamentary contests. Economy is uniformly consulted-cheapness always commended. The result, reluctantly acknowledged, and hastily slurred over, by our stags, our capitalists, and the common jackalls of the press, is neither more nor less than this: Twenty-eight millions of British have 7,000 miles of railway, and 24,000,000 of Yankees have 10,000. The English paid £250,000,000 for their 7,000 miles, while the Americans constructed and furnished 10,000 miles for £66,654,000. In a word, British

railways cost £35,700 per mile, and Yankee railways average £6,500, or little more than one sixth of the cost of our own. It is obvious from these data, that if the London and North-western can afford to divide 5 per cent, the line from New York to Albany or Buffalo should yield 33 per cent; and it may, on the most assured evidence, be with great safety concluded, that the account contained in our last, of American dividends ranging from 6, 8, and 10 to 15, and even 19 per cent, scarcely comes up to the most moderate estimate of the probabilities of the case.-. -London Despatch.

THE NEW HAMBURG TUNNEL ON THE HUDSON RIVER RAILROAD. The following is a description by the Engineer who superintended the work of the principal tunnel on the Hudson River Railroad. It will interest the engineering fraternity generally, as well as others in this State who are agitating the question of the cost of the Hoosac Tunnel, on the Troy and Greenfield line :-

SIR:-At the request of the President I furnish you below all the information I can draw together during the short interval before the departure of the mail.

The tunnel at New Hamburg is approached on both sides by such heavy rock cutting as rendered it necessary to commence operations through shafts.

Firstly. The tunnel is 836 feet long.

Secondly.--The area of the tunnel is 15,603 cubic yards, (15,603-1,000) per lineal foot. The specification herein quoted gives the outline. Grading for a double track. The tunnel to be twenty-four feet wide at the grade line, eighteen feet high at the center, seventeen feet high at a distance of five and a half feet each side of the center, (these points being nearly perpendicular to the center of the smoke pipe of the locomotive,) and ten feet high at the springing points of the arch, distant twelve feet each side of the center. The bottom to be excavated one foot below grade for ballast to imbed the sleepers, and also side drains two feet below grade. The roof is a curve of three

centers.

Thirdly. The total time occupied from the removal of the first cubic yard to its completion was sixteen months. The excavation was commenced and carried north and south in the first shaft, during September, 1848. The excavation was commenced and carried both ways in the second shaft in December of the same year. North end of the tunnel commenced early in February, 1849. South end commenced middle of June, 1849. From the middle of June to December 27th, 1849, the time of completion, workmen were employed on an average of four faces. The drifts, ten feet by six feet nearly, at the top center of the tunnel, were driven day and night from the very commencement until their completion in October, 1849.

Fourthly. The cost of excavation of 13,011 cubic yards of rock, embracing the tunnel proper, was $4,249-1,000 or nearly $4 25 per cubic yard. Also 6,000 cubic yards hoisted through shafts at 75 cents-$4,500. Also 608 cubic yards of shaft excavation, at $5 00-$3,040; all of which included, made the cost about $4 51 per cubic yard.

Fifthly. There were two shafts, one forty-five feet, the other thirty-five feet in depth from the natural surface to the top center of the arch. Distance between the two shafts 245 feet. The work, though expedited by more than half, was increased in its cost by the use of shafts. 1st.-From the fact that all the material thus excavated was hoisted. 2d.-By the removal of 2,000 to 2,500 gallons of water per day, during the greater portion of the spring and autumn months, and perhaps half that quantity during the remaining seasons from each shaft. 3d.-The necessity for pumping fresh air to remove the smoke from the blasts and to displace carbonic acid gas, which would have rendered the shafts otherwise untenantable. 4th.-Lights, and higher wages, and time lost in ascending and descending.

The rock was throughout a compact limestone of different degrees of purity, free from seams or layers of earth, so much so that every inch was made by blasting. The contour laid down in the specifications was carefully observed by the workmen, and the tunnel is beyond all question safe in every part.

I would remark in addition, that had the tunnel been worked only from the extremities, and the time for its completion prolonged for more than another year, the excavations might have been made for $4 per cubic yard, yielding to the contractor nothing more than a fair profit.

Very respectfully, your obedient servant,

THOMAS C. MEYER, Civil Engineer.

INCREASE OF OCEAN STEAMSHIP LINES.

The vast field of enterprise opened by the expansion of steam navigation, cannot fail to produce a sensation of astonishment in the minds of most individuals; and to casual and inexperienced observers of passing events, the rapid strides made under the direction of those who have encouraged the movement, must appear to be associated with that indomitable attempt to extend the links in the grand chain of communication, so as to embrace the whole of the civilized world within the range of what may be described as our every day occupations. The circumstance that a contract has just been concluded with the General Screw Steam Company, for a monthly communication with the Cape of Good Hope, and also the rapid progress making by the Royal West India Mail Company to complete their arrangements for starting the Brazilian line in the early part of the ensuing year, has given the subject a fresh interest in a public point of view, and affords us the opportunity of a few passing observations.

To look back at the period when the power of steam was first applied to navigation, or to trace its course in connection with the facilities it has afforded in channel conveyance or continental communication, is a task we need not impose upon ourselves. The history of the last half century is sufficient to record its achievements, and to show incontestably the advantages which have resulted from its employment. What is now simply proposed to be done is, to inquire how far, and in what manner, our colonial possessions or distant points of intercourse have been, or are likely to be, supplied with this means of connection between themselves and the parent country, or such countries whose connection it may be considered desirable to cultivate,

It is certainly within the last fifteen years that fleets of steamers-the property of individual companies, supported by government contracts for performance of mail service-have covered our seas. Taking these in the order in which their importance gives them rank, we must first name the Peninsular and Oriental; secondly, the Royal West India Mail Company; thirdly, the Cunard, Halifax and Boston Company; and, fourthly, the General Screw Company. The General Steam Company, although holding a very prominent position, is more closely allied with the trade of the continent and the north of Europe, and does not, therefore come immediately within the scope of our notice. By the Peninsular and Oriental Company, the whole of the Indian route, exclusive of its Spanish and Portuguese junctions, is supplied; and from Malta, through the whole course of the voyage, even to Hong Kong, the lengthy arterial line of com munication has been kept up with undeviating punctuality. The Royal Mail Steam Company has, probably, scarcely proved so fortunate in the performance of the public service assigned it. The West India line has, from time to time, failed; and the Mexican mails have, through difficulties which could not be well avoided, frequently missed, or have been anticipated. These errors have, at length, been rectified, and there is now the promise of the West India and the Mexican routes being established at once, on a perfect and punctual footing. The experiment of the Brazilian line is one of no ordinary character. That it may prove successful, all who are interested in the trade of Rio, Bahia, Pernambuco and Buenos Ayres, evidently strongly wish; since it is now alone these places that the old government packets are allowed to monopolize, much to the inconvenience of business intercommunication. Of the importance of as speedily as possible effecting a steam route to the Cape there can be no question. The powerful passive resistance to the introduction of the convict system, by the settlers, has possibly prompted Sir Harry Smith to lay representations before the government respecting Whatever may have been the conclusions arrived at in this matter, it is self-evident that, if the great chain is to be carried out with proper consideration to the wants of the mercantile community, this colony could not be omitted.

it.

That intercommunication exists in the closest possible relationship between England and America, none will have the temerity to dispute. The Cunard Company satisfactorily establish the degree of connection between Liverpool and the ports on the seaboard of the United States. Already the laurels this company have gained are to be disputed by the American company known as Collins' line, the trips of whose vessels show a spirit of competition which will at least produce vigilance and exertion, so as to ensure in each case regularity and dispatch. Who shall profess to contemn the spirit of Anglo-Saxon enterprise and adventure, when it is discovered that by this means the position of two great nations, divided by the broad Atlantic, is recognized at the expiration of little less than a fortnight. The extension of steam navigation, both by England and America, is one of the great wonders of the age. The same mighty agent which, through the assistance of the rail, conveys to the remotest inland localities, with unparalleled celerity, the impressionable circumstances of the hour,

carries alike, with proportionate punctuality, similar intelligence over the rough paths of the ocean, wherever encompassing the known habitable world.

The supply of steam communication to the Cape of Good Hope and the Brazils, leaves only unprovided a group of settlements which, as far as the complete absence of all such connection is concerned, renders it absolutely necessary that further delay should not be permitted. The Australian colonies deserve, and ought to be permitted to enjoy, this privilege. They stand in a progressive condition, as recent parliamentary statistics will clearly establish. The increase of population, according to an analysis of the document referred to, appears to be, in the last ten years, as follows: New South Wales, 93 per cent; Van Diemen's Land, 59 per cent; South Australia, 236 per cent; and Western Australia, 107 per cent. As regards the entire population of these colonies, it may be stated that the progress has been from 170,676 souls in 1839, to 333,764 in 1848, exhibiting an augmentation of 163,088, or at the rate of 95 per cent. The balance of trade in 1848 was in favor of Australia, the imports being £2,578,442, and the exports £2,854,315, while the total tonnage inwards and outwards was 694,904 tons. Facts such as these are appreciable by the meanest comprehension. It cannot be said that the large and growing interest of the wool trade of New South Wales, does not merit the facilities sought to be obtained, or that the mining prosperity of South Australia, and the Indian trade of Western Australia, fail to require the various benefits that would inevitably spring therefrom. The question of route may be one which may have aided in deferring temporarily the practical accomplishment of the undertaking; but this should not be allowed to interfere to the extent it has, when it is so clearly to be perceived what results must follow.

India, connected from port to port by her fleet of steamers; the West Indies, in every respect, fully accommodated, even in conjunction with Mexico; England and America, hand in hand, as it were, through the medium of her hebdomadal mails; the Brazils and the Cape of Good Hope afforded ample room for their communication, Australia will, when suffered, join the throng, forming the complete bond of union created and nurtured by this fostering power. Whatever revolutions in our commercial career may succeed these changes-promoted, as they must sooner or later be, by the other branches of communication in the Atlantic and Pacific-there is little fear of their not warranting the experiments that have been attempted in our own period.-London Shipping Gazette.

CANAL BUSINESS AT TOLEDO.

The canal movements to and from Toledo for the past season exhibit a gratifying increase over those of 1850.

The account is made up to 10th November of each year. Reduced to tons the amount will be nearly as follows:

1850......... 184,000 1851........

250,000 Increase..

66,000

tons, being over 36 per cent. The Miami Canal, connecting Cincinnati and Toledo encountered this season a new rival, for river and lake exchanges, in the Cleveland Columbus, and Cincinnati Railroad. The canal has vindicated its power, by holding its own, against both the railroads connecting Cincinnati with Lake Erie at Cleveland and Sandusky city. When the latter road (Mad River,) shall be re-laid with a T rail, the tolls on the canal will have to be reduced, for many articles, to enable it to compete successfully with that road.

STEAMERS BETWEEN LIVERPOOL AND SOUTH AMERICA.

A company has been formed for the purpose of establishing a line of steamers from this port to Rio in the first instance. Three screw steam-ships, of from 1500 to 1700 tons, and 300 horse-power each, and with an average speed of ten knots per hour, are to be built as a beginning. There are to be branch steamers on the river Plate. The boats will call at Lisbon for passengers and fuel, and the departures will be monthly. It is calculated that the whole distance will be run in thirty-five days, including the detention at Rio, which will be reached in twenty-five days. The first steamer is to be dispatched on the 21st of June, and to arrive at Rio on the 16th of July, leaving that port on the 31st, and reaching Liverpool again on the 25th of August, 1852.

A RAILROAD IN AFRICA.

One of the most interesting facts in relation to the onward course of things which characterizes the present age is, that the Viceroy of Egypt has sanctioned the project of a railroad from Alexandria to the Isthmus of Suez, by the way of Cairo. It is said that the Viceroy is able at any time to place a hundred thousand Arabs at work on the proposed route, and, as he is a very enterprising monarch, it is supposed that he will not suffer the improvement to languish. The spirit of progress was never so active as it is at present. Every nation in Europe is exhibiting striking evidences of this fact. Even the Sultan of Turkey has roused himself from the long dream in which his government has indulged, and is now busily engaged in introducing reforms from other nations in Europe. The hoary old despotisms of Asia must also renounce their torpor and decrepitude, be rejuvenated and enter on the grand career of improvement. Railways and telegraphic lines will hereafter pierce the solitudes of Oriental despotism, and open up highways for the exchange of the products of mind as well as of manufactures and agriculture.

JOURNAL OF MINING AND MANUFACTURES.

THE CULTIVATION OF BASKET WILLOW IN THE UNITED STATES.

We cheerfully give place to the subjoined letter of Mr. WATSON G. HAYNES, well known throughout the country for his untiring devotion to the cause of improving the condition of seamen, and especially for his successful efforts to abolish the use of the lash in the United States Navy. Having devoted several years to the accomplishment of these benevolent objects, with no other resources than a stout heart and a strong will, Mr. Haynes has now turned his attention to the production of an article that promises not only to benefit the country, but afford him a pecuniary competency. FREEMAN HUNT, Esq., Editor Merchants' Magazine :—

DEAR SIR-Knowing something of your knowledge of the commercial affairs of the world, and of your desire to lay before your readers information calculated to benefit them, I have taken the liberty of addressing to you a few remarks touching the growth and cultivation of the OZIER, or BASKET WILLOW.

From the best information I can obtain, there are from four to five million of dollars' worth of willow annually imported into this country from France and Germany. The price ranges from $100 to $130 per ton weight-the quantity imported may appear large, and yet it is not sufficient for the consumption. In view of this importation, and the large sums expended for willow, would it not be well for some of your wealthy readers and landholders to give a little attention to this subject. Loudon, in his Arboretum, (vol. 3.) gives an account and description of one hundred and eighty-three varieties of this plant. Knowing nothing of botany, I will confine myself exclusively to the three kinds best adapted for basket making, farming, tanning and fencing.

The Salix Viminalis is that specimen of all others best calculated for basket-makers. An acre of this properly planted and cultivated upon suitable soil, will yield at least two tons weight per year, costing about $35 per ton for cultivating and preparing for market.

This kind of willow, grown in this country, and sent to market free from bruises, breaks and mildew, will at all times command the highest price.

The importers (quite naturally) discountenance the idea of attempting the cultivation in this country, alleging as a reason that the flies will seriously damage the crop, and that labor is so high, it will never pay. To this I have to say, that I have growing as good a quality of willow as grown in any part of the world; that from two acres cut last year, the proceeds, clear of all expense, was the snug little sum of $333 75; and if any person requires stronger proof than this of the feasibility of growing willow profitably in this country, I can refer them to John Bevridge, Esq., of Newburg, N. Y., and Dr. Charles W. Grant, M. D., of the same place, a practical botanist, and thoroughgoing horticulturist, who has given much time and attention to this subject, and has the best and greatest variety of willow, and the largest quantity planted, of any one in the United States. All his stock is imported, and in fine condition for propagating.