IMPORTS FROM CANADA INTO THE PORT OF BUFFALO. The following table, from the books of the Custom-house, Buffalo, shows the total value of imports from Canada into that district, for the year ending December 31st, 1850, and also, the quantity and value of merchandise bonded, and duties paid on the same. Period. Value of imports, 1st quarter, 1850...$17,812 00 ... Value. Duty paid. $2,139 03 2d 99 90,459 00 18,025 81 Mr. MORGAN: In your Weekly of the 22d inst., I find an article headed "Flax Growing in the West," originally from the N. Y. Tribune, on flax, hemp, &c. And having been engaged for many years in the manufacture of rope and cordage of all kinds, and from the difficulty often experienced in procuring from St. Louis such an article of hemp as I needed, I have made several attempts during the last eleven years at becoming independent of that market, (and of Congress, too, in not clearing the rapids,) and I now declare myself independent of both. My struggle lasted thus long on account of my preconceived opinion that rich timber land, or the river sandy bottom were the only soils in which hemp could be raised to advantage; and in these soils I kept sowing for nine years with but little success. I believe, however, that rich bottom land, not too sandy, is admirably adapted to hemp growing -and it was only by accident that I discovered the genuine, almost California placer. In 1849, I could procure but three acres of timber land convenient, which I sowed; and having four bushels of seed left, I procured from Rev. A. Leonard, three acres more in the lot with his nursery, which I sowed on the third of June, (at least twenty days too late,) and from which I did not anticipate much. But to my great surprise, it yielded about fifteen hundred lbs. to the acre, while that sown in the bottom I never cut, it not being worth it. You know, sir, that Mr. Leonard's is dry, upland prairie; it had been in potatoes the year before; the bottom land had been in small grain. Being now converted from my former prejudices, I last year on the adjoining farm, formerly the Hildreth farm, but now owned by J. T. Kaster, sowed nearly eight acres, on which I put ten bushels of seed about the 18th of May; and from what I have already broke, I am satisfied that it will yield over fifteen hundred lbs. per acre. This land had never been tilled before, but was broke the previous summer, and, as you, I presume, know, is high, dry, level prairie. I ploughed it deep and harrowed it well, so that it was quite loose and mellow. I had hoped to have procured a hemp cutting machine, such as is used in Illinois on their prairies, but did not, and had to have it cut with the old Kentucky Hooks. I had a practical hemp grower to cut it, who declared, that as it stood in the field before being cut, in Kentucky, it would be worth five hundred dollars! Only think of that! Is not that an Iowa placer? There is one advantage which Iowa possesses over Missouri or Kentucky: as soon as hemp is cured, it may be spread out to dew rot, so that it will be rotted and ready to break before winter; as it will not sunburn here when spread out in September or October, and the farmer may break when he pleases. I have kept a strict account of its cost, which, for rent, seed, ploughing, harrowing, cutting, binding, spreading out to rot and lifting of the grass, costs $15; dressing by hand on common brakes, $20; so that to make one ton of hemp ready for market will cost $35. Well, sir, by reference to the prices current, you will find that the average price for eighteen years has been $127 per ton; eight years ago it was worth but $50, but ever since that time I have had to pay, on an average, $130 per ton for dew rotted hemp. Many, seeing the crop which I raised, say if they had seed they would try a few acres. The seed can easily be obtained at St. Louis, and any of our merchants will furnish it if requested. Others say if they thought they could find a market for it, they would raise. it. To all such persons I would say, that any of our commission houses will make advances upon good hemp, as it is always a ready cash article in St. Louis. In fact, I can see nothing to hinder hemp from becoming one of the staples of Iowa-the lint is the best I ever saw, (Russian excepted;) the climate and soil well adapted to its growth; the labor will not interfere with the farmer's other crops; and if on our plank roads, he can load $125 (one ton) on one wagon and with a span of horses drive to Burlington, where Peasley, Parsons, Mauro, or Wright will advance on it liberally; or he can forward it to any market desired, on opening of navigation. But, look here! What a prospect that Rail Road opens to view for this article! All the Eastern markets will then be ours-where our dew rotted hemp commands $175 per ton. I ask, you, then, sir, what crops are the most profitable to raise, corn, wheat or hemp? Look at the item of marketing aloneone comes ten miles with a load of corn, he may have to haul some $7 50 if corn is in demand-the other has to haul the same distance, with a load of hemp, certain of $100, perhaps $125. But, sir, I say to all, that any attempt to raise hemp on wet, poor, foul land, will prove an entire failure. T. M. WILLIAMS. OHIO AND MISSISSIPPI RAILROAD-MISSISSIPPI AND ATLANTIC RAILROAD. The General Assembly of Illinois, at its recent session, opened the way for the establishment of a system of internal improvement calculated, when completed, to affect in no small degree the present system of commerce in every part of the nation. The Central Railway, connecting by its branches the northern lakes and the upper Mississippi with the Gulf of Mexico is, beyond all question, when considered in all its bearings, the most important work that has been, or ever can be projected east of the Mississippi. Cutting, at right angles, through about ten degrees of latitude, commanding the products of the tropics through the Gulf, at one end, and, those of the north, as far as that region is habitable, through the lakes at the other, it will constitute a more complete thoroughfare for exchanging the commodities of all the different climates than any other route of equal length on the globe. There may be commodities however, which will not bear the cost of carriage through the entire route at the present rate of railway transportation; but the quantity excluded upon this ground will bear but a very small proportion to the quantity received by the way, and exchanged at different points on the line. When we take into consideration the great extent of our mineral resources, and, that we possess the means and may command the skill required to produce all the products of art now produced in the eastern States, and in Europe, it is obvious that when the central railway shall have been completed a rapid change will take place in the great commercial current of all that region between the Alleghanies and the Mississippi. The Ohio and Mississippi Railway connecting Cincinnati and St. Louis is another part of that system to which we have alluded. This is a section of the great central route extending from Baltimore to the western boundary of Missouri, and, deviating but slightly from a direct east and west line. Passing through the great central cities, and, dividing the population of the Union into parts nearly equal on the north and south sides, it must be regarded as the most important east and west line on the continent. We are aware that this work is not regarded with favor by some of the inteligent citizens of St. Louis; but we are fully persuaded that no railway that can be projected to commence at this city can be more important or necessary to the continuance of its growth and prosperity. It constitutes the main trunk from which must diverge all the branches connecting St. Louis with the southern States, east of the Mississippi. All the principal cities on the Gulf and Atlantic from Mobile to Baltimore will, in time, be connected with this line by railways; and thus a communication will be opened between St. Louis and that great division of the United States lying between the Mississippi and the Potomac, bounded on the north by the Ohio; a region with which we have at present no commerce, and, but little social intercourse, except the small portion adjacent to the Mississippi and its tributaries. It would be difficult to specify the precise nature of the commerce which would be carried on between St. Louis and the southern States; but, were such a system of railways now complete it would, in our opinion, be the means of doubling our commerce in a few years. But those of our citizens who do not see the subject in this light may find an argument, nearer home, sufficiently cogent to convince them of the importance of encouraging the construction of the Ohio and Mississippi railway. It is now generally conceded that the central road from Cairo to Chicago and Galena will be completed in a few years; and we have been informed that it will be commenced and prosecuted with vigor during the present season. Now, unless St. Louis forms a connection with this route, it is obvious that an important branch of her trade will be diverted to other markets. The apprehension felt by some of our citizens that St. Louis would be absorbed by Cincinnati were these two cities connected by a railway is, in our estimation totally groundless. Cincinnati and St. Louis may be regarded as rivals, but not competitors. Not less than three cities, larger than are either of these, will grow up between them, though perhaps not in a direct line, before the end of the present century; and these intermediate cities will only progress the more rapidly if the Ohio and Mississippi railway should not be constructed. A distance equal to two thirds of that between St. Louis and Cincinnati embraces the three largest cities in the Union; and it is not less absurd to suppose that New York will absorb Philadelphia and Baltimore, as a consequence of their railway connections than that a railway between Cincinnati and St. Louis will in any way retard the growth and commercial importance of the latter. The charter granted by the Illinois legislature is as liberal as could be reasonably desired, with the exception that it might, probably, have been more acceptable had the company been allowed the privilege of commencing the work at such points as they might deem best instead of being compelled to commence at Illinoistown and at the crossing of the central railway at the same time, and proceed eastward. We have noticed these two great lines as constituting the basis of a system; and it is in that light that we view them when we speak of them as the most important enterprises that have been projected east of the Mississippi. The Mississippi and Atlantic Railway designed as a continuation of the line from Philadelphia, by the way of Pittsburg, Indianopolis and Terre Haute, to the Mississippi constitutes the casis of another great system; and would, were both lines now dompleted, be more in demand perhaps than the Cincinnati route; but we are persuaded that, in time, the latter will be found the more important of the two. A company was organized last summer under the provisions of the general railroad law of Illinois with a view to the construction of a railway from Terre Haute to Illinoistown. In pursuance of this organization the route was surveyed, stock subscribed for, and right of way obtained for the location of a considerable portion of the route; but the legislature having refused to sanction the termini, the prosecution of the work will, as we suppose, be suspended until a judicial decision can be had on the right of the company to proceed. It is not our province to call in question the policy of a neighboring State. If the route from Terre Haute to Alton is calculated to promote the interest of the State of Illinois more than one from Terre Haute to Illinoistown we have no right to complain of the policy of that State. She must be allowed to judge for herself on all matters touching her own system of internal improvements. If however the Mississippi and Atlantic Railroad Company should be allowed to proceed with their work under their present charter we are assured that this enterprise will be prosecuted with vigor; and in that case the two great central systems of railways, east of the Mississippi, will be brought into connection with the Pacific Railway from St. Louis to the western boundary of the State of Missouri, In a national point of view such a con |