showing an increase for the last year of 230,657 hogsheads, or 265,266,500 pounds. According to our calculations the price of the entire crop has averaged 4 against 5 c. last year. At this average, and taking the estimate of of 1,150 pounds to the hogshead, the aggregate value of the crop of 459,410 hogsheads is $25,095,271 against $14,468,627, the product of 228,753 hogsheads last year; or an increase of $10,626,644. The receipts at the levee since the 1st of September have been 225,356 hogsheads and 7,907 tierces and barrels, against 174,637 hogsheads and 5,976 tierces and barrels last year. The stock now on hand in this State is estimated at 170,000 hogsheads. The yield of molasses from the last year's cane crop is estimated at seventy gallons for each 1,000 pounds of sugar, against the same for the previous year, or an aggregate of 36,982,505 gallons against 18,414,550 the year previous, showing an increase of 18,567,955 gallons, or more than as much again. The arrivals at the levee during the season have been 401,404 barrels against 313,260 last year, showing an increase of 88,944 barrels. The total value of the product, estimated at an average of 18 cents per gallon, sums up $6,703,079 against $4,235,346 last year, showing an increase of $2,467,733. We have prepared the following tables which will be found of interest in connection with the above: TOTAL COTTON CROP IN THE UNITED STATES FROM 1825 TO 1861. Bales. Bales. Bales. 1860-1.... 3,656,086 1848-9.... 2,728,596 1836-7.... 1,422,930 1859-60... 4,669,770 | 1847-8.... 2,347,634 1835-6.... 1,360,725 1858-9.... 3,851,481 1846.7.... 1,778,651 1834-5.... 1,254,328 1857-8.... 3,113,962 1845-6.... 2,100,537 1833-4.... 1,205,394 1856-7.... 2,939,519 1844-5.... 2,394,503 1832-3.... 1,070,438 1855-6.... 3,527,845 1843-4.... 2,030,409 1831-2.... 987,477 1854-5.... 2,847,339 1842-3.... 2,378,875 1830–1.... 1,038,848 1853-4.... 2,930,027 | 1841-2.... 1,683,574 1829-30... 1852-3.... 3,262,882 1840-1.... 1,634,945 1828-9... 1851-2.... 3,015,029 1839-40... 2,177,835 1827-8... 1850-1.... 2,355,257 |1838–9.... 1,360,532 1826-7... 1849-50... 2,096,706 1837-8.... 1,801,497 1825-6.... 976,845 870,415 727,593 957,281 720,027 STATEMENT SHOWING THE AMOUNT CONSUMED IN THE UNITED STATES AND EXPORTED FROM 1847 TO 1861. United Foreign United Foreign export. 2,140,927 1847-8..bales 616,044 1,731,590 1854-5..bales 706,412 1848-9...... 642,485 2,086,111 1855-6...... 770,739 2,757,106 1849-50..... 613,498 1,483,208 1856–7...... 819,936 2,119,583 1850-1...... 485,614 1,869,643 1857-8...... 595,562 2,518,400 1851-2... 699,603 2,315,426 1858-9... 927,651 2,923,830 1852-3...... 803,725 2,459,157 1859-60...... 972,043 3,677,727 1853-4...... 737,236 2,192,791 1860-1...... 848,740 2,812,346 .... THE HOP TRADE. The following in relation to the hop trade is from the trade circular of Messrs. WOOLLOTON & SON: The 15th of September, 1862, dates the freedom of English hops from excise impost, and the abolition of customs duties upon foreign hops. Time alone can show the effect so serious a change will have on the average prices of a produce of increasing importance throughout the world. Our opinion is, that under perfect freedom of trade hops will vary in price in each district of production, only in proportion to their quality and the cost of transport; and that consumers will find prices more uniformly even than has hitherto been known, since the simultaneous failure in the crop at home and abroad is beyond the range of probability. With regard to the present season we remark, that the unfavorable weather of part of the summer has had its influence upon the English crop. From the Worcester district but a very small produce will be received, and scarcely any of fine quality. Many of the best Mid Kent and a few East Kent parishes have been much affected with mould and red rust. The Farnham crop is but moderate; the Country Farnhams, Weald of Kent, and Sussex plantations, produce a very large crop of fine quality. On the continent of Europe the result is very variable. Bohemia and Bavaria do not grow so many hops as last year, but the quality of their crop is most superior. This circumstance will tend to compensate for the injury which has affected some of our best parishes at home. The other districts of Germany have a very large produce, but it is, as usual, deficient in flavor and strength. It is within the experience of some brewers to have bought these hops at low prices, under the name of Bavarians, and when too late to have discovered the difference. From the western provinces of France, where the crop is very large, we shall receive considerable consignments, of exquisite flavor and condition, cultivated and cured with extreme care. The Belgian crop is not so abundant as last year, but there will be no lack of samples of beautiful color and condition. A few plantations are attacked with mould, a malady hitherto unknown in that country. The American crop is large, and the circumstances of that country will lead to important consignments to England. In no single district of production is there a total failure, and in by far the largest portions of plantations at home and abroad the crop is abundant. In our judgment, therefore, the prices asked for new hops are not at present sufficiently reasonable to induce brewers to go largely into stock. SALT TRADE OF POLAND. The salt trade in Poland is a government monopoly, which has existed since the last partition of Poland. Formerly the Duchy of Warsaw received one-half of the income produced by the salt mines at Wielicztia, near Cracow; but these mines having been ceded to Austria, a monopoly of the salt trade of the kingdom was granted to the Polish treasury as a compensation for the revenue abandoned to Austria. This source of revenue was farmed for some years, and produced on an average, from the year 1816 to 1821, an annual sum of 820,000 roubles. In the year 1821, the government purchased about 10,000 tons of English salt from the Prussian Government, paying at the rate of 22.10 roubles per ton; and English salt continued to be imported into the king dom at the rate of about 3,000 tons per annum, till the year 1834, the price having been reduced to 18.36 roubles per ton. Since that date, the purchase of English salt has entirely ceased, except during the year 1855, when, in consequence of the blockade of the Russian ports, salt was admitted exceptionally into the empire by the Polish frontier. The Polish treasury, in virtue of a contract with the Austrian Government, which expired in March last, purchased annually from the latter government 650,000 Vienna centners of rock salt, which, including 12 per cent on the weight allowed by the Austrian Government to cover losses, makes, in Polish measure, 2,471,600 poods; the price being 15 kopecks per pood. The government salt works within the kingdom, at Ciechocinek, which are now farmed by the Polish Bank, produced, in the year 1860, 319,000 poods of salt, for which the government paid the bank at the rate of 30 kopecks per pood. The market price of salt, within the kingdom, is 90 kopecks per pood for first quality, and 80 kopecks for inferior, and it is sold exclusively in government depots, and by government officials, the number of depots for the sale being forty. The entire quantity sold during the year 1860 amounted to 2,836 551 poods, the value being 2.503,000 roubles. In addition to this the imperial treasury paid, in 1860, in accordance with an agreement entered into with the Polish Government in the year 1851, when the Polish customs duties were abandoned, and as compensation for the loss to the treasury on the reduction of the price of salt from the then existing price to the present rate, the sum of 2,199,373 roubles, which, added to the above value of 2.510,000 roubles, makes the total value of 4,709,373 roubles, the receipts of this monopoly. The expenses of purchase and transport are stated in the Polish budget at 1,953,000 roubles, which, deducted from the above, makes a clear gain to the treasury of 2,746,373 roubles.-Grocer of London. SUCCESSFUL RICE GROWING IN THE HAWAIIAN ISLANDS. The Honolulu Commercial Advertiser says that "Messrs. JUDD and WILDER have just harvested their first crop of rice, and shipped it on board the Coinet for San Francisco. Having heard that the yield was very large, we have requested the particulars, from these gentlemen, who have kindly supplied them. Their land is situated at Waiahole on the windward side of Oahu, in the Koolau district, and embraced 83 taro patches, which have been accurately surveyed, showing an area of 15 acres and 802 feet. The yield of this land was carefully weighed as it was put on board the Comet, and turns out 89,200 pounds or 5,935 pounds per acre. Extraordinary as this yield may appear, it would have been much greater had not the grain on five acres been badly beaten down and rotted by a severe rain storm, causing a loss on that tract of about one-half its yield. Had not this casuality occurred, the produce of the 15 acres would have exceeded one hundred thousand pounds. There can be no mistake in this statement, and the experience of other rice growers in that vicinity will attest it. We congratulate Messrs. J. and W. on this result of their first attempt in rice growing, and doubt not this new branch of industry will prove, in favorable localities, and under foreign management, the most remunerative crop that can be grown." RAILWAY, CANAL, AND TELEGRAPH STATISTICS. 1 A RAILWAY THROUGH THE PYRENEES. 2. THE ITALIAN RAILWAY CONRACT. RAILROADS. 4. STEEL FOR RAILWAY BARS. 5. THE NEW YORK CANALS. A RAILWAY THROUGH THE PYRENEES. 8. TOLLS ON THE successful completion of a Spanish railway across the Pyrenees, and the first which has actually passed over either of the two greatest of the mountainous ranges of Western Europe, may perhaps be deemed of sufficient interest in several respects to deserve a passing notice. On the 21st of August, 1862, the first railway train, drawn by locomotive engines, crossed the chain of the Cantabrian Pyrenees, over the northern division of the Tudela and Bilbao Railway, from the seaport of Bilbao to the town of Miranda on the Ebro. On the 22d the Minister of Public Works for Spain made his inspection from Miranda to Bilbao, returning on the 23d, the passage across the mountains being made by trains running also in both directions each day. The distance from Bilbao to Miranda is about sixty-six English miles, of which more than forty miles are in ascending from the coast to the summit, which is 2,163 feet above the sea, being the lowest pass in the whole range of the Pyrenees. The northern slopes are almost invariably steep. Here the difficulties to be overcome are concentrated. In the present case they have been surmounted by winding along the shoulders of the mountains, with heavy works of excavation, tunneling, and embankments, until the railway resembles a turnpike road more than such a line as is usually considered should be made to enable a locomotive engine to travel over it with speed and safety, and dragging heavy loads. The average rate of ascent from the sea is 54 feet per mile; the maximum is 76 feet. The predominant curvature has a radius of 300 yards only, and the curves are constantly reverting. There are two points on the line at the entrance of the Concha, or Basin of Ordima (the ancient capital of the province of Biscay,) distant only 600 yards apart measured horizontally across the neck or gorge of the basin, which are distant fully eight and a half miles from each other in travelling along the line, and which differ 456 feet in level. A technical description of the railway would be out of place here, and it would occupy pages to paint in words the grandeur of the mountain scenery, seen as it was seen, in full perfection, under the beautiful sunny sky which beamed over each day's passage of the trains. The changes of view were almost as rapid as the motion of the locomotive engine, owing to the tortuous character of the course, forced upon the engineer by the rugged country traversed. The last glimpse of the northern landscape which the passengers had was over the Gujuli waterfall, and down to a depth of 400 feet to the bottom of the ravine into which it fell; after which the carriages rushed into the summit tunnel to emerge into a wide meadow with a gently falling stream; for the descent on the southern side is very gradual, the average rate from the summit to the Ebro being less than 24 feet to a mile. The valley being wide the curves are also much easier. The most remarkable point in the descent is the pass or gorge of the Techas, through which flows the river Bazas at the village of Subijana Morillos, where Wellington had his headquarters a night before the battle of Vittoria, in the summer of 1813. The time occupied by trains between Bilbao and Miranda is two hours and three-quarters. To the powerful locomotives of this railway the sharp reversing curves and steep gradients in ascending from the north to the summit appear to make no difference with trains of seven or eight carriages. On the occasion of the crossing of the mountains on the 22d of August, there was the usual cortege of authorities and officials meeting the Minister of Public Works and the gentlemen of his party. The usual breakfast was set out, but there were no toasts and no speeches. Upon arriving in Bilbao a small steamer took the distinguished group down to the mouth of the river (Nervion) where a good view was obtained of the deep Bay of Bilbao, where it is proposed to construct a breakwater more than a mile in length, within which nearly 1,000 acres of sheltered anchorage will be attainable-in fact, a safety harbor, so much required at the extremity of the Bay of Biscay. The southern division of the Tudela and Bilbao Railway (which is to be completed by the early part of the year 1863) proceeds eastward from Miranda for nearly ninety miles, always on the right or south bank of the Ebro, for strategic though not for engineering reasons. The amount expended and to be expended on the 155 miles of the Tudela and Bilbao Railway is about £2,500,000 sterling. The sixty-six miles from Bilbao to Miranda (including twenty miles of the most difficult of railway works known, principally through the Pyrenees) have cost merely for construction more than $1,000,000; the eighty-nine miles along the Ebro have been made for four-fifths of that sum. The rest of the money has been spent on stations, rolling stock, management, &c. The total with all paid and capital account closed is £16,000 per English mile, and is within the capital of the company. The whole of this capital is Spanish money, mostly subscribed by Bilbao and its commercial connections. Not a share is held out of Spain or the colonies of Spain. No bonds have been issued, nor any mortgages given. The credit of the company and of its directors stood high enough to procure them all the financial aid they wanted; and they were spared the necessity of having to issue their obligations at the ruinous discount common to other railway companies on the Continent. There is a government subvention equivalent to 30 per cent of the capital. It may be mentioned that this line joins the Northern Railway of Spain at Miranda on the Ebro, which railway is opened from Madrid to the southern slope of the Pyrenees, near Alzazua, about 25 miles N. E. of Vittoria, with the exception of a gap of 30 or 40 miles, including the Guadarama Mountains. By this route the Minister of Public Works (Marquis ARMIGO DE VEGA), returned from Bilbao to Madrid in 18 hours, of which only 12 were by railway. When the above gap is closed as it will be next year, the journey from Bilbao to Madrid will be performed in 14 hours. It will perhaps be some years longer before the Northern Railway of Spain will be completely connected with the French lines at the frontier; but towards the end of next year (1863) there will only remain a portion unfinished equal to four or five hours' travelling by diligence across the Pyrenees, form |