what is the present and future continuity of the lines of railway from the Gulf of Mexico to the Atlantic cities. The following is a schedule of roads, distances, and the time consumed in travelling over them. Mobile to Girard, by rail-road; Girard to Fort Valley, by Muscagee rail-road; Fort Valley to Macon, by the south-western rail-road; Macon to Brinsonville, by the Central Rail-Road; Brinsonville to Augusta, by the Augusta and Waynesbro' RailRoad; Augusta to Branchville, by the South Carolina Rail-Road; Branchville to Manchester, by the Columbia and Camden Rail-Road; Manchester to Wilmington, by the Manchester and Wilmington Rail-Road; and from Wilmington by various ways to Maine. The advantages, considered in a social point of view, to be derived from a free and easy intercommunication with all parts of the country, are inappreciable. With quick and cheap transit are associated many pleasures and comforts. Some require the facility of getting away from a climate incongenial to their health, to one more genial; with others the human affections are to be gratified, and friendly visits must be frequently interchanged; others need variety of scene, or pleasure, or rest for recreation from toil and labor; others avail themselves of easy transit to facilitate business operations; but with all quick and cheap communication to distant points is conducive to human happiness, convenience and profit. Another advantage of no minor consideration in these days, when the postal system is so much an element in the commercial world, is the facilities that this railway will furnish for the transmission of mail intelligence. At the common rate of railway speed, intelligence may be conveyed on a continuous line of rail-road from New York to New Orleans in less than four days. It is unnecessary to comment upon the benefits resulting from such close intercourse with distant correspondents-they are apparent to all. The rail-roads are "the proxies of men's clasping hands" kuitting the affections together with "hooks of steel," or, to speak more literally, binding and welding them with iron bands. In a political aspect, the construction of this road as "the last link in the chain of communication of the extreme south-west with the extreme north-east of our confederacy," is of primary consideration. In these times of agitation, the most effectual mode of suppressing sectional animosity, and promoting kindly feeling, is to bring the people of this widely extended country into close communion; to make them better acquainted. Want of communion, of free and cheap intercourse generates want of confidence, distrust of every kind, and bad blood: "Lands intersected by a narrow faith Abhor each other. Mountains interposed Like kindred drops been mingled into one." This view of the matter suggests an idea growing out of the relations of the federal and state governments in regard to appropriations for works of internal improvement. We have before alluded to the grant made by the Senate of the United States, of alternate sections of the public lands to the Illinois railway. The precedent is a sufficient assurance to us that Congress will be equally liberal to the Girard RailRoad; but there is superadded obligation imposed upon the government to aid this enterprise. It is well known that at Pensacola there is a navy yard, an extensve depot of military stores and munitions of every kind, and a very expensive fortress in progress of construction. This port is designed to be the key of the Gulf, the pro tection of the immense commerce of this great inland sea. In a case of emergene it could nol be supplied with an effective force in twelve or fifteen days; build this road, and any amount of men from the interior could be poured into it in as many hours. The Girard Rail-Rail will run within forty miles of Pensacola, and a road of as many miles will connect this important point with every part of the country. N. O. Bulletin. 4. VICKSBURG AND JACKSON (MISS.) RAIL-ROAD. When in Vicksburg last August, we took especial pains in inquiring into the condition of this work, and through the courtesics and attentions of the able and accomodating Treasurer, Col. Roach, were able to collect many interesting facts which want of space has hitherto prevented our incorporating in the Review. We shall furnish a part of them now, and hereafter, in an article upon Mississippi, for which we have collected abundant material, will recur to the subject. "The Vicksburg Rail-Road extends from the city of Vicksburg, on the Mississippi River, eastward to Jackson, the capital of the State of Mississippi, a distance of fortysix miles. It was commenced in 1836 and finished in October, 1840. It is laid with Trail on cedar ties and post-oak sills; and although it has been in full operation for nearly ten years, and has transported more than 300,000 passengers, not a single passenger has ever been injured on the road. "The rates of passage of this road are four and one-third cents per mile-nearly as low as those on any good road in the Middle and Northern States. "Freights going eastward are received daily, Sunday excepted, at the Vicksburg dépôt, from 7 A. M. to 5 P. M. in the summer, from 8 A. M. to 4 P. M. in the winter, and freights for Vicksburg at all the other dépôts from 8 A. M. to sunset. "The Southern Rail-Road, from Jackson to Brandon, fourteen miles long, owned by the state, but operated by the Vicksburg company, is the commencement of the great line of road intended to connect Vicksburg on the Mississippi and Charleston on the Atlantic. "After the 1st July, 1850, the great mail will be carried by a line of first class four-horse post-coaches from Brandon, M.i, to Montgomery, Ala., and thence by rail-road to Charleston, S. C. This route will offer to Southern travellers one of the most eligible routes for travel castward as regards speed, safety and economy. ARTICLES OF FREIGHT SENT BY RAIL-ROAD FROM VICKSBURG EASTWARD. NUMBER OF BALES OF COTTON RECEIVED BY RAIL-ROAD AT VICKSBURG. Amount paid rail-road for its transportation, $2,973 15. Its weight, at 52 lbs. to the bushel, 3,244,488 lbs., or over 1,622 tons of 2,000 lbs. each. The average distance transported is over 38 miles, and allowing a good four-horse or six-ox team to carry 3,000 lbs., and to travel twenty miles a day, it would have required a hundred of such teams, constantly occupied for forty-four days, to effect the transport. The cost of hauling by teams from Vicksburg to Clinton, before the construction of the rail-road, ranged from 40 to 125 c. per 100 lbs. If the lower rate be assumed, then the transport of the above amount of corn would cost It actually paid by rail-road $12,977 60 2,973 15 $10,004 45 Or if we estimate each team-driver, &c., at $3 per day, then the cost would amount to $13,200. This is merely the incidental supply; besides this, 100 to 150 tons are sent during the winter to supply the ice depots at Jackson. These cannot well be classed. This does not show the full transport of lumber, as the chief supply comes from Jackson and from Edwards to intermediate depots. These numbers do not freely represent the carriages transported, for they are sometimes boxed. and forwarded as merchandise. COST OF SUPPORTING WORKMEN WITH PROVISIONS. We introduce these figures to show with what economy labor may be supported in this region, and they should have some bearing in discussing the questions of manufactures here: Cost of Feeding Men on the Vicksburg and Jackson Rail-Road. For the 6 months ending 1st Sept., 1848, average cost of each man per month, $2 33 1st Mar., 1849, Average per month for two years for each man, $2.62 The ration consists of bacon, flour, molasses, coffee, sugar, beans, tobacco, rice, potatoes, meal, salt. MISCELLANEOUS DEPARTMENT. 1. PRODUCE OF THE INTERIOR RECEIVED AT NEW-ORLEANS 1849-50. A Table showing the receipts of the principal articles from the interior during the year ending 31st August, 1850, with their estimated average and total value. Apples,.... bbls. casks Bacon, ass'd,.....bxs 38,336 40 00 1,533,440 578,820 Bacon Hams, hhds. & tierces Lead, bar, kgs, & bxs 631 18 00 11,338 crop,)... gallons 12,000,000 20 2,400,000 Oats,..bbls. and sacks 325,795 100 325,795 13,024 200 26,048 688,832 Oil, Linseed, barrels 9,307 3 00 Butter, kgs and firkins 51,058 4 00 27,921 Oil, Castor,... 204,232 Oil, Lard, Butter, Beeswax,... Beef, 66 49,473 900 445,257 15,798 15 00 236,970 48,219 6 2,893 358 65 00 23,270 837,723 50 00 41,886,150 5,187 275 14,264 42,719 90 38,447 Corn, shelled,...sacks 1,114,897 140 1,560,855 Coal, Western, 66 boxes ...bales Pork, tcs, and barrels Soap, .....boxes 14,680 66 ..kegs 188,427 ...M. 6,000 35 00 210,000 2,709 270,000 Lard,. Lard, Sugar (estimated crop) ..tons ...hbds .bbls. and tes ..kegs 20 25 00 215 60 00 228,019 18 00 302,366 3 00 12,900 4,104,342 907,098 Other various articles, estimated at... 5,000,000 25,416 900 117,753 900 1,059,777 4,887 5 00 24.435 57,508 200 115,016 2. ANNUAL COTTON STATEMENT; CROP, 1849-50. EXPORTS TO FOREIGN PORTS FROM UNITED STATES, Stocks on hand at the commencement of the year, 1st Sept. 1849: In the southern ports,... In the northern ports,. bales..2,096,700 .72,468 154,753 .2,251,459 QUANTITY CONSUMED BY AND IN THE HANDS OF HOME MANUFACTURERS. In our last annual statement, the estimate of cotton taken for consumption for the year ending September 1, 1849, in the states south and west of Virginia, was probably over-estimated; the following for the past year is believed to be very nearly correct. The number of mills has increased since that time and are still increasing, but the quantity consumed as far as we can learn, is, owing to high prices, &c., less th in the year previous. The following estimate is from a judicious and careful observer at the South, of the quantity so consumed and not included in the receipts. Thus, in |