1. RAILROAD FROM ST. LOUIS TO NEW ORLEANS: Arguments in favor of the enterprise. Practicability of the route. Means of constructing the work........ .....BY THE SENIOR EDITOR. II.-COFFEE: AND THE COFFEE TRADE. Production of coffee in Brazil, Java, Cuba, Porto Rico, St. Domingo, Laguira, Ceylon, Mocha, Simatra and other countries. Consumption in the United States and Europe. Crops of 1850 and 1851. Comparative view of the production and consumption. FROM THE MERCHANTS' MAGAZINE. III-DIVISION OF HUMAN FOODA. Uses of Gelatine PAGE. CIRCULATION, OF MATTER IN THE ANIMAL AND VEG- BY JUSTUS. LIEBIG. Rate of IV. STEAM-CARRIAGE ON PLANK-ROADS AND SMOOTH Allemakee counties. General FROM THE DUBUQUE HERALD. COMMERCIAL STATISTICS COMMERCE OF ST. LOUIS. Comparative statement of the monthly prices of Tobacco, Hemp, Lead, Flour, Wheat, Corn,. Oats, Barley, Rye, Castor Beans, Fiax-seed, Potatoes, Hay, Whisky, Sigar, Molasses, Coffee, Lard and Pork for the years 1850 and 1851. 293 201 366 309 3.5 319 322 TABLE SHOWING THE QUANTITY OF LIQUORS, OIES, MOLAS- 328 LUMBER TRADE OF ST. LOUIS, for the year 1851. Comparative statement of the Lumber Trade for five years. 329 JOURNAL OF PUBLIC IMPROVEMENTS. PAGE. LIST OF RAILROADS IN THE UNITED STATES in operation and 330 333 BANKS AND BANKING. REPORT of the condition of the Bank of the State of Missouri and branches, on the 31st December, 1851. DEPARTMENT OF MANUFACTURES. 334 TOBY & ANDERSON'S PLOW MANUFACTORY, at Peoria, Ill. LITERARY DEPARTMENT. 1. INDEPENDENCE. Dependence is the positive state of man and the Universe. Inde- 2. RAIL'OAD LITERATURE. Moral poison below par, wholesome ideas in demand. 3. CONVERSATION. Hints of Dean Swift and Sir W. Temple. 4. ATALA.-From the French of M. VISCOUNT 5. DE CHATEAUBRIAND.. .................. 338 340 SELECTED. 348 Sad change. Fatal vow. Revengeful spirit of Chactas subdued by A VALENTINE. INFLUENCE OF A DEVOTIONAL SPIRIT 6. FRIENDSHIP A VISION. } BY THE JUNIOR EDITOR. 355 In a late number of the Western Journal and Civilian we noticed the peculiar relations which the Gulf of Mexico presents in respect to the principal geographical divisions of the earth, and endeavored to show how much the future prosperity of the region watered by the Mississippi and its tributaries depends upon the channels through which its inhabitants may carry on their foreign trade. Had the use of steam as a motive power been confined to river navigation and labor saving machinery, the Gulf of Mexico would have been always regarded as the natural and most convenient commercial thoroughfare between the valley of the Mississippi and foreign countries. But the Locomotive and the Ocean Steamer are producing a revolution in commerce which must, in a great degree, affect the private and public economy as well as the commercial and social relations of every civilized people. And although these mighty engines are rapidly overcoming the principal obstacles to commercial and social intercourse, yet, owing to their tendency to centralize commerce and capital, it has become necessary, in an economical point of view, that the people of every State, and indeed of every county, should adopt some measure to protect their own interests against the monopolizing power of steam. We have so often remarked upon the ruinous policy of carrying on our foreign commerce through the Eastern cities, that we refrain from discussing that topic in the present article. A glance at a map, exhibiting the lines of railroads projected, and now in progress of construction, from the Atlantic to the Mississippi, will show that, when these projects shall have been completed, the entire commerce of the West will be placed under the control of New York, and other Eastern cities. And, instead of becoming commercial emporiums, our towns will be reduced to the condition of mere depots for receiving and forwarding commodities in transitu; unless we can devise some plan that will counteract the influence of the railroad system which is designed to connect the Mississippi with the Atlantic coast. The Central railroad of Illinois, in connection with the Mobile and Ohio railroad, though conforming in its direction to the natural laws of trade, is too remote from the Mississippi to increase its commerce or to enlarge materially the growth of the river towns. Its location is well calculated to promote the interests of the region through which it passes; but it will add little, if anything, to the commerce of the Gulf of Mexico. Nor will its connection with a railroad to New Orleans be of much benefit to the people in the immediate valley of the Mississippi river. And hence we must look to a more direct route to New Orleans, than can be obtained through the States of Illinois, Kentucky and Tennessee. We must have a route connected with the commerce of the river located with a view to the development of the resources of the States west of the Mississippi. A line drawn from St. Louis to Helena, Arkansas, and thence South until it intersects the railroad proposed to be constructed from New Orleans to Holly Springs, Mississippi, may be regarded as the shortest practicable route between the valley of the Upper Mississippi and New Orleans. On an air line the distance from St. Louis to New Orleans is about six hundred miles, and the railroad proposed by the way of Helena, would probably not exceed 650 miles, and might be travelled from New Orleans to St. Louis in twenty four hours. The distance from St. Louis to New Orleans, by the route here proposed, is less by about four hundred and fifty miles than from St. Louis to New York. And estimating the cost of railroad transportation at three cents per ton per mile, which may be regarded as the average rate on dry goods, the charges on this class of merchandize from New Orleans to St. Louis will be less by sixty |