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reed of native resources. In every one of the years of scarcity in question, we were considerable exporters, by the help of bounties which existed from the Revolution, and which enhanced the cost to the consumer, without having the slightest effect in producing steadiness of supply. From 1757, about the era of the commencement of the cotton manufacture, and consequent rapid increase of population, we began to import largely; and importing and consuming more than we exported, England became virtually an importing country, the export being factitious. From 1757 to 1793 prices, with agricultural improvement, became more steady, and ranged only between 363. and 52s. Foreign corn, for the protection of landlord rent, being all the while subject to a duty when wheat was under a certain price. The object aimed at in this kind of legislation seems to have been, never to allow the price to fall below 51s., or thereabouts; for, when under this, the duty levied on the foreign article ranged, as Mr. Brown has shown, from 17s. to 25s. a quarter. Thanks to Peel, Russel, and free trade, we have our bread corn at this moment, with more than double the mouths to feed, by 11s. a quarter below this long-cherished landlord standard. In the third year of the war of the French Revolution, the price of wheat rose to 75s., and in the fourth to 78s. In 1798 and 1799, with war and a depreciated currency, it rose to 1138. and 119s., and with the same bad allies in 1812 it rose to 126s.-that is, to between three and four times its present cost, and about 180 per cent higher than it was in the years of famine-1739 and 1740, the last of which was emphatically called by the Scots, 'the black,' or direful spring. From the year 1823 downwards to the entire exploding of the system in 1848, a direct tax on bread has contibuted to the public treasury. In 1842 this tax produced £1,194,615, and in the whole period it has yielded to it, as we find by Mr. Brown's table, £7,661,100. It is quite certain, then, that the whole affair, bounties, duties, and sliding scale, from the first days of King William to the last days of Robert Peel, has been virtually a swindle on the public, the swindlers all the while laboring under the strange hallucination that they were honest men, and even patriots in a sort of breeches-pocket sense."

FOREIGN AND DOMESTIC EXPORTS FROM UNITED STATES FROM 1821 TO 1851.

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EXPORTS OF BREADSTUFFS AND PROVISIONS FROM U. S. FROM 1821 TO 1851.

TABLE EXHIBITING THE AGGREGATE VALUE OF BREADSTUFFS AND PROVISIONS EXPORTED ANNUALLY FROM 1821 To 1851, INCLUSIVE, YEAR ENDING SEPTEMBER 30.

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NOTE.-In the arrivals the past year are included the following foreign vessels :— Ships-Bremen 23, British 2, Swedish 1, Prussian 1; barks-Bremen 8, British 7, Swedish 2, Russian 1, Dutch 1, Lubec 1; brigs-British 61, Danish 1, Genoese 1, Swedish 3, Norwegian 1, Russian 1, Oriental 2; schooners-British 29, Hanoverian 2. Total-27 ships, 21 barks, 70 brigs, 30 schooners--in all, 148.

PRICE OF WHISKY IN BALTIMORE, 1851.

PRICES OF WHISKY IN BARRELS AT BALTIMORE, ON THE 1ST AND 15TH OF EACH MONTH, '51.

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RAILROAD, CANAL, AND STEAMBOAT STATISTICS.

STATISTICS OF THE CANALS OF OHIO.

Comparative statement of the gross amount of tolls, water-rents, and fines collected on each of the Ohio canals; amount of tolls refunded, cost of collection, and net amount paid into the State Treasury, during each of the six years, from 1846 to 1851, inclusive, as compiled for the Cincinnati Price-Current :—

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RAILROADS IN THE UNITED STATES, JANUARY 1, 1852.

The following table of the number of railroads in progress and operation in the United States on the 1st of January, 1852, is derived from the American Railroad Journal. It is believed to be correct, at least so far as those in operation are concerned. It varies, however, from tables prepared for the Merchants' Magazine, and published in July, 1851, (vol xxv., pages 115-121,):

Maine......

New Hampshire...

:

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Vermont...

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THE FIRST STEAMBOAT ON THE OHIO RIVER.

We find in the Cincinnati Chronicle, the following statement, signed by J. Winton and Wm. McGranahan of Newport, Kentucky, in relation to the first steamboat that navigated the Ohio River :

As there are many erroneous opinions extant concerning the first steamboat built on the western waters, the undersigned would like you to publish their evidence in the

matter.

In the fall of 1811 we were both present at the launching of the first steamer built on the Ohio River, and on board of her. She was built at the Pipetown shipyard at Pittsburg; was intended for the Pittsburg and New Orleans trade, and called the "Orleans." She was built after the fashion of a ship, with port-holes in the sidelong bowsprit-painted a sky blue. Her cabin was in the hold.

She left in November of that year (1811) for New Orleans, and made the trip down in safety, but was never able to get back over the falls, her power being insufficient to propel her against a strong current. She continued to run below the falls for some time. Many persons are of the opinion that the Enterprise was the first boat built for the above trade. Such is not the fact. The Enterprise was the fourth or fifth boat built. The names of the others were the Etna and Vesuvius, built by a company who had a charter for fourteen years renewable, for the sole navigation by steam, of the Ohio and Mississippi rivers. The Enterprise was built at Brownsville by a private

company, and, on her arrival at New Orleans, was attached for an infringement of the chartered rights of the company. A legal investigation followed, and the owners of the Enterprise gained the suit by proving that the plaintiffs had violated their charter. Thus ended the steamboat monopoly on the Ohio and Mississippi rivers.

PHILADELPHIA AND READING RAILROAD.

The report of the President and Managers of the Philadelphia and Reading Railroad Company gives a very full and minute exhibit of the receipts, expenditures, and other details, for the year ending November 30th, 1851. The report is dated January 12, 1852. From it we abstract a few of its most important statements:

BUSINESS OF PHILADELPHIA AND READING RAILROAD FOR THE YEAR ENDING NOV. 30, 1851.

TONNAGE.

Coal transported, tons of 2,240 lbs....
Merchandise transported, tons of 2,000 lbs..

Materials for use of road, including earth, gravel, timber, rails, sills,
cord-wood, stone, brick, iron, &c., &c., in tons of 2,000 lbs....
Total tonnage of road for the year, including weight of passergers,
in tons of 2,000 lbs.....

Total amount of coal, transported to date, tons of 2,240 lbs....
Total tonnage of road to date, tons of 2,000 lbs....

PASSENGER TRAVEL,

Total number of passengers during year......

Total number of miles traveled by same..

Equal to, in through passengers, over whole length of road...
Total number of passengers transported to date...

RECEIPTS OF ROAD.

From freight and tolls on coal..

From freight on merchandise..

From passenger travel..

From transportation of United States Mail, express car, and other

sources.

Total receipts...

1,650,270

63,807

219,731

2,145,132

9,389,222

12,363,344

127,590

5,298,573

57.593 1,071,029

$2,018,870 79

123,672 34 152,431 64

19,355 63

$2,314,330 40

We have space only for a few of the closing remarks of this able and interesting report.

The prospect for the future was never more encouraging for all directly or indirectly interested in the anthracite coal trade. Without glutting the market, without depression in price, with profitable results to producer, carrier, and consumer, 1,101,051 more tons have been transported during the past than any preceding year. With the peace and prosperity of our country the demand seems surely to increase. New channels of trade, and its application to new purposes, are daily presenting wider fields for its consumption. The supply is inexhaustible, and no one can safely venture to place a limit to the demand for future years. It may well be, that in 1852, all other channels for the trade will be employed to the extent of their capacity, and that this company may be compelled to use, to the uttermost, all their means for transportation.

The results of the business for the past year are regarded by the Managers as a just subject for congratulation. It is true that the severe competition has, in some degree, diminished the profits; but, even if it should continue, the proprietors have the satisfaction to know that, whilst contending under such unfavorable circumstances, 6 per cent upon the whole capital has been earned. The small advance of only 10 cents per ton on the average freight (which cannot fail to satisfy the public) will, without any increase in the tonnage, equal $165,000, or, in other words, an additional profit of 4 per cent upon the amount of common stock. That the demand for Pennsylvania's great staple will continue to increase, none can doubt. It has become, by its price, by its ease of transportation, by its economy in use, forever connected with the steamengine, and is thus inseparable from the Commerce and Manufactures of our country. In their progress will be found the secure basis of the prosperity of this company.

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