The Muhammadans have five burial grounds along the road; Narikeldanga, Gobra, Kasia-bagan, Tangra and Karbela.

Respecting the native part of Calcutta, little is to be gleaned. We find in Holwell's account, that in 1752, the names of the following places are mentioned:-Patrea Ghat, Soba-bazar, Bag-bazar, Hatkhola, Simla district, Mirzapur district, Hogulkurea district, Doubapara, Jaun Nagore, Baniapuker, Tangra, and Dollond.

We have thus taken a glance at the chief points of interest in the different streets,-but the European population change here so rapidly, that the events of the past soon become buried in oblivion, and this was particularly the case before the newspaper press sprang up, which is such a mirror of the events of the day. Few of the streets bear any marks of antiquity, and the English, like the Americans, have had the bad taste to give them European names, instead of euphonious expressions drawn from native associations, yet there is not a single street which perpetuates the name of the founder of Calcutta, Mr. Charnock. The natives have not been so neglectful, as Barrackpur still retains the soubriquet of Chanak. Of the native ones some are called after things which were sold on the site of the existing streets; as Suriparah (wine sold); Harikatta (bones for combs); Kulutala (oil); Chuturparah (carpenters); Chunam (lime); Molunga (salt); Aharitola (curds); Kumartola (potters' tank.)

The names of old native proprietors are recalled by Hedaram Banerjea Guli, Bihma Banerji Guli (Bihma was noted for inviting large parties of natives, and giving them scanty fare); Jay Narayan Pakrasi Guli, (Jay Narayan is said to have had a contract for building a part of the fort, having received several lakhs in advance, he fled); Tulsi Ram Ghose Guli, (Tulsi Rám gained much money as a ship banyan.)

Loudon-street recals the name of the Countess of Loudon, in whose time it was built. Russel-street was called after Sir H. Russel, Chief Justice, who built the first house there, now occupied as a boarding establishment. Middleton-street was so named after its first resident, a civilian; it was formerly a part of Sir E. Impey's park. Grant's-lane, in Cossitolla, so called from the late Charles Grant, father of Lord Glenelg, who resided in the first house on the right hand side as you enter from Cossitala. He came out to India, poor and penniless, but by the force of integrity and religious principle, he rose afterwards to be chairman of the Court of Directors. What a contrast his original position was,

that of an "interloper" or private trader,—a class to which the Court was so hostile, that in 1682 they sent out orders that none of their servants should intermarry with them. Clive-street, so called from Lord Clive, he lived where the Oriental Bank is now located.

The Musalmans have given few names to places, those chiefly from pirs-such as Maniktala, which was called after a Musalman pír or saint, named Manik.

The Portuguese have Baretto-street (the name of Baretto occurs, as that of a Viceroy in India, in 1558). Joseph Baretto was a Portuguese merchant, who came from Bombay and settled in Calcutta as a merchant, and was a man of the same generous stamp as Palmer.

We close now our notes on the localities of Calcutta; an equally wide field is presented in the people of Calcutta of last century-their amusements-literary and religious condition their dress-diet-diseases-manners-institutions-the newspaper press-the prices of articles-trades- but the limits assigned to this Review, and the extent of our article, forbid our entering on the subject at present.

ART. III.-Selections from Public Correspondence, North Western Provinces. Published by Authority. Nos. I. to XI. Agra. Secundra Orphan Press..

"THE Government of India," said Burke, " is a Government ' of writing-a Government of record." "This system," he adds, "affords such means of governing a great, foreign and dispersed empire, as few countries ever possessed even in governing the 'most limited and narrow jurisdiction." Regarding no country in the world has more been written than India, and yet regarding no country is the general public more misinformed and more apathetic. No Government is more commented upon by Englishmen than the Indian, and yet no Government is less understood by them. One cause, among many others, of this practical paradox, has been the non-publication of official documents. In this respect the Government of the North Western Provinces has started on a new course. Of all the Indian Governments, it has published the most, and it stands the highest in public estimation. It is one of the first duties of an enlightened Government to "justify its ways to men." Such an administration will gain by publicity, and lose by secrecy. But besides the moral influence acquired by the Government from the publication of its records, the effect produced on the officers of the various departments is quite electrical. When officials at a distance learn what their fellow-workmen are doing-what plans are conceived-what thoughts are moulded into shape they are not only stimulated to action, but are also instructed how to act. the light of improvement is reflected and infinitely diffused, and the ideas of progress are communicated to the remotest parts of the Presidency, just as the winged words fly along the wires of the telegraph.

Thus

With this feeling we propose to review the Selections placed at the head of this paper. They have appeared in separate numbers, at various dates, during the last three years. Eleven numbers have been issued, of which the united bulk nearly equals two octavo volumes. They are well got up, and the pages are copiously interspersed with colored maps, plans, and drawings. The facts and subjects are sufficiently varied to admit of classification and generalization. We shall therefore note those headings under which the records may naturally be grouped, so as to enable the reader to see at a glance what is the nature of the information offered. It may be said then that the papers relate to 1-Bridges; 2-Roads; 3-Canals and works for irrigation; 4-Navigation; 5-Statistics; 6—Revenue;

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7-Criminal Administration; 8-Miscellaneous. It should be noted en passant, that none of the correspondence refers to the "Dewan," or civil department. We shall now consider what light has been thrown on each of these subjects by the present publications.

The subject of bridges stands first in the list. As there is little hope that many of our great rivers, with their shifting courses and their precarious banks, will ever be spanned by viaducts or permanent bridges, it becomes of great importance to consider how temporary bridges may be best constructed, that can withstand the lesser floods and currents, and can afford an easy transport for the winter traffic. The ordinary boat-bridges can be economically constructed, but then they are apt to yield to the force of the stream, and to the pressure of the traffic; and then they undulate under passing loads. In 1845, Mr. Jackson, the magistrate of Agra, endeavoured to strengthen the Jumna bridge by the insertion of pontoons, or iron cylinders, in lieu of boats. The experiment was tested by the passage of the captured Sikh ordnance, and, subsequently, the pontoons having been increased to the number of seventy, till they bridged the whole river, a space of 1,250 feet,-a committee, composed chiefly of professional judges, was appointed to examine the relative merits of pontoon and boat bridges. We will note the chief points established by the committee's enquiries. The expense of the iron structure is greater-a pontoon bridge would cost three times as much as a boat bridge. But then, by the pontoon, we secure stability and buoyancy to resist the stream, and to support a greater load of traffic, and rigidity to facilitate the passage. Further, it may be presumed, with the utmost probability, that the pontoon bridge will be the most durable. The cost of maintenance and repair would be about equal in both cases. The form of structure must, firstly, depend on the nature of the river. For deep and rapid rivers the cylinders used at Agra are the best, as offering less obstruction to the current, and being therefore more capable of resisting it; while, for a shallow stream like the Jumna at Agra, a more boat-like form is desirable, as occasioning a less draught of water. With respect to the materials, the committee has explained the precautions necessary for the preservation of the iron when the pontoons rest on the wet sand.

It is reported that pontoon bridges, on the Agra model, are to be constructed at Delhi and Allahabad. When this improvement shall have been added to the wooden tram roads already conducted over the sands, the crossing of the river will be most complete. Before quitting the subject, we must observe,

that in the Punjab, where there are more temporary bridges than in any other province, the consideration of pontoon bridges becomes very important, both on account of the scarcity of wood and the violence of the winter floods. There are few boatbridges which do not require renewal during the winter, and which are not swept away on the first melting of the mountain snows in March.

Permanent wooden bridges are treated of in the Selections. There are some useful plans inserted for their construction in hill districts, where the nature of the ground and the abundance of timber offer unwonted facilities; but their use in champaign country is not recommended. Several wooden bridges of great size and antiquity in the Rohilcund territory are described. When some bridges of this kind were erected by the Shahjehanpore local committee, the Court of Directors enquired what special antidote had been provided against destruction by whiteants and dry rot. The important fact was elicited, that the best preservative against their ravages is the vibration occasioned by traffic. The timbers of bridges built prior to British rule have remained unscathed, although subjected to no kyanizing process, and fortified by no external application. In reference to the preservation of wood, we will, in this place, advert to a valuable report by Dr. Paton, the superintendent of the Government mail carts, established on the Grand Trunk Road, relative to the preparation of babul wood by boiling. For some years past, the wheels of the mail carriages have been made of this wood. This process had been considered injurious to strength, elasticity, and durability; but it is now found to secure, instead of destroying, these qualities. Dr. Paton attributes this effect to the extraction of the sap, and to the amalgamation of the tannin (which exudes from the bark) with the fibres of the wood, which results are produced by the process of boiling. To show the value of this process, it is sufficient to state that it seasons wood in four months, which would otherwise have been seasoned by atmospheric influences in four years

We find no mention of suspension bridges; however, several valuable treatises on this class of bridges have been already published. There are two valuable plans for bridges; one is a plan by Lieut. Briggs, surveyor on the Grand Deccan Road, for crossing the Nerbudda. The remarkable feature of this plan is the super-structure, which is formed on what is called the "double-truss" principle. The wooden trusses compose the flooring of the bridge, and are substitutes for arches. The piers are to be of masonry, and their foundations must be sunk till they reach a substratum of rock or some such substance.