Commercial Progress-Home and Foreign. The great Fair, which was held in Macon, Georgia, last October, was brilliant in every respect. When we can lay our hands upon the reports of the committees, it will be our pleasure to notice them at length. Mr. Martyn, a gentleman connected with our Review, writes us as follows: 75 them being the handsomest I have ever seen. "Colonel Summer, of South Carolina, exhibited a Thibet sheep, which was of course a great curiosity. He also delivered the address, which was handsomely written, well delivered, and, with perhaps one exception, was highly ap preciated by all who had the pleasure of hearing it. "I have scarcely a word to say of the fair. It was like all other efforts of the same kind. Two or three departments of "I regretted to see so meagre an assortthe exhibition were highly creditable. ment of farming and other mechanical All agreed that for quality and quantity implements-that entire department, of real Chinese chickens, the society had both in its higher and lower branches, much need to be highly gratified. I was extremely deficient. In the fine doubt whether any northern exhibition arts, a few copies of landscapes and a ever excelled the one in that department. few miserably-executed portraits made The quantity of stock was considerable, up the supply. The floral department numbering some fine specimens of was creditable. The fruit department, Devons and other imported breeds. Two with the exception of apples, and one or or three fine Canadian studs excited two specimens of pears, was slim enough. much admiration. The receipts were about $4,000." "The stock of mules was fine, some of ART. XI-COMMERCIAL PROGRESS-HOME AND FOREIGN. COMMERCE OF FRANCE, 1846 TO 1851-CONSUMPTION OF COAL BY SEA STEAMERS-FINANCES AND FOREIGN TRADE OF GREAT BRITAIN, ETC. THE imports and exports of France, according to the official values of 1826, have been for six years as follows, in francs : IMPORTS AND EXPORTS OF FRANCE. which embraces imports for French consumption and exports of French articles only, has been, it appears, more powerfully affected than the general commerce. The imports declined nearly one-half in the year of revolution, and have never recovered. On the other hand, the exTotal. ports did not materially decrease in that .1,257,000,000..1,180,000,000..2,437,000,000 year, and have since increased 50 per 862,000,000..1,153.000,000..2,015,000,000 cent., while the general commerce has 1,142,000,000..1,423,000,000..2,565,000,000 increased but little. The general con.1,174,000,000..1,531,000,000..2,705,000,000 sternation and desire to sell in 1847, .1,158,000,000..1,629,000,000..2,787,000,000 accelerated the exports, which were GENERAL COMMERCE. Exports. .1,347,000,000..1,271,000,000..2,614,000,000 Imports. 1846.. 1847. 1848. 1849. 1850. 1851. 1846 1847. 1848. 1849. 1850. 1851. SPECIAL COMMERCE. further impelled by the 10 per cent. bounty on exports by the government. 976,000,000.. 891,000,000..1,867,000,000 The proceeds of sales were generally 780,000,000..1,032,000,000..1,812,000,000 hoarded instead of being invested in pro.781,000,000..1,123,000,000..1,904,000,000 duce for manufacture or goods for con.781,000,000..1,239,000,000..2,020,000,000 sumption. The transit trade across France By this return, which shows the whole does not appear to have recovered so inward and outward commerce of France much. It was as follows: according to official valuation fixed in 1826, and which therefore represent relative quantities rather than values, it appears that the revolution gave a great check to the importations, but accelerated the exports. The special trade, or that tranquillized as in France, for the resump- a list of 78. This gentleman puts the tion of industry. The Philadelphia Ledger, in an article upon the coal trade, furnishes the following information relative to the consumption of coal by sea-going steamers: number of steamers now using anthracite in whole or in part, that did not use it in 1850, at 46. He places the average daily consumption of these 46 at 11 tons, or 506 tons daily for all. We will suppose, then, that, viz.: 30 of these use wholly New-York being the great centre of anthracite, 16 half only of anthracite; coal consumption, inquiry has been that their steaming time is 265 days in directed to that city, with the view of the year. This would give us for one ascertaining the amount of anthracite year, viz.: 30 steamers, consuming each consumed by steamships, which have so 11 tons for 265 days, and 16 steamers largely multiplied within the last year or burning 5 tons for 265 days, making an two. A gentleman of much experience aggregate consumption of 110,770 tons, in the coal business, who has spent a as the greatest possible increase from week at New-York, pursuing the inquiry, this source. If we even put the working has left with us his rough notes of facts days at 285, and the daily consumption at and observations, from which we learn 15 tons, it would give but 162,500 tons. that the whole number of steamships The whole consumption of anthracite in plying to and from all ports in the United sea-going steamers, December, 1851, is States, (including American steamships in the Pacific, but excluding navy steamships, about sixteen of all sizes.) does not exceed 80. River and Sound steamboats are not counted. The United States coast steamers, including Chagres, &c, all use anthracite. Those on the Pacific use all sorts of fuel, according to the cost. The four Collins steamers take anthracite (Lackawana and Pittston) out, and Welsh, bituminous back. The seven Cunarders take Cumberland coal out, and return with Welsh bituminous. The four Bremen and Havre steamers use bituminous, but the Franklin (Havre) tries anthracite this voyage, to test it against Cumberland. estimated by another gentleman, intelligent in coal statistics, at 822 tons per diem, working time, say 218.000 tons. The largest figures are too small to aid us much in accounting for the 1,200,000 tons extra mining product of 1851. We have said nothing of river steamers; only of sea-going craft. The revenue returns of Great Britain, says the Courier and Enquirer, exhibit a singular anomaly in legislation, and demonstrates the inequalities of taxation, especially in reference to the poorer classes of people. Property, with us in the United States, bears the burden of The Nicaragua Company has just con- taxation, and contributes mainly to the tracted for supplies of Schuylkill coal to support of the state governments; while, be delivered this winter at Havana, with our trans-Atlantic friends, the poor Nicaragua, East Coast, in St. Juan, Pa- man contributes disproportionately to the cific, and Acapulco. The steamers that government revenues, although his labor touch at Kingston, Jamaica, have con- is not so liberally compensated as it is tracted for 10,000 tons of Heilner and here. The heads of taxation in Great Beckworth, to be delivered at Jamaica Britain, which draw so heavily upon the this winter. All steamers touching at poorer classes, are tea, coffee, sugar, New-Orleans take in Pittsburgh coal molasses, tobacco, and malt. We conthere, because of its cheapness; but those running to Richmond, Va., take in at New-York anthracite for out and return. From the alphabetical register of the insurance companies of New-York, a list of steamers of all kinds has been obtained, from which the following record of the build of steamships that affect our Tobacco and Snuff.. inquiry is gathered, viz: dense the table of Annual Revenue for the year ending Sept. 5, 1852, with various subjects of taxation for that period: Malt.. Hops. Sugar and Molasses. Tea... Soap... £5,035,000 4,159,000 5,900,000 444,000 4,466,000 1,043,000 -£21,473,000 Mr. Haswell, U. S. Engineer, furnishes Total Customs and Excise....... 7 Corn. 1,776,000 504,000 Paper 934,000 73 Excise and other licenses.. 1,907,000 2,454,000 .£37,597,000 £6,529,000 the whole exhibit, is the severe taxation upon one article of American manufacture, to the extent of £4,466,000, or 3,789,900 $22,300,000 annually. Instead of taxing 2,422,100 the real and personal property of the 353,000 kingdom, and the individual incomes, to 703,000 such an extent as will cover largely the £56,834,000 expenditures of the nation, those articles are taxed heavily which enter into the daily consumption of the lower classes. It will thus be seen that the articles which enter so generally into consumption among the laboring classes, pay over £21,000,000 sterling, or full thirty-eight per cent. of the aggregate revenue of the United Kingdom. Malt liquors form the prominent beverage of the poorer classes, and although tobacco has been heretofore enumerated among the luxuries of the people of Europe, yet it is essentially, among the English, an article of consumption among their poor. The London Quarterly remarks: "It is curious to observe how very largely the revenue of Great Britain depends on what goes into the mouth. * * * The duties of between thirty and thirty-one millions are levied upon articles of universal consumption in England. All but a mere fraction of this may be in some sort regarded as voluntary taxation, so far as the consumers are concerned." But the most striking feature to us, of The following returns are interesting to our American readers, because the increase of American shipping during the years 1850, 51, 52, employed in the English foreign trade, is shown to be fully 33 per cent.-while that of the British shipping increased very slightly, and that of France actually decreased. The growing importance of the United States in the English foreign trade, is clearly demonstrated in the tables; while the diminished trade with France, Sweden, the German States, Spain, Portugal, &c., is clearly shown. During the eight months, ending 30th September, the importation of the last three years of tobacco (unmanufactured) into Great Britain, was as follows: VESSELS EMPLOYED IN THE FOREIGN TRADE OF THE UNITED KINGDOM. An Account of the Number and Tonnage of Vessels, distinguishing the Countries to which they belonged, which Entered Inwards, and Cleared Outwards, in the Eight Months ending 5th September, 1852, compared with the Entries and Clearances in the corresponding Periods of the Years 1850 and 1851, stated exclusively of Vessels in Ballast, and of those employed in the Coasting Trade, of the Trade between Great Britain and Ireland. IMPROVEMENTS AT WILMINGTON, N. C.-WILMINGTON AND RALEIGH ROAD-TEXAN RAIL-ROAD PASSING through Wilmington, N. C., a few days ago, we learned from Gen. McRae, President of the Rail-road Company, that a line of stages would soon be put on, so as to secure the connection of Wilmington with the Manchester road, as far as completed, and enable passengers to avoid the sea steamers from Charleston, which have been always such a drawback upon this route. The arrangement will shorten the line of travel and greatly promote its comforts. In Wilmington one cannot but be surprised with the evidences of progress and improvement which meet him upon every hand, and the rail-roads which are centering at her door indicate a still brighter future. Handsome residences are multiplying-large stores, extensive mills, and what is of much consequence, the inhabitants have acquired great confidence in the health of the place during the sum mer season. If Charleston would protect herself effectually from the danger of being thrown out of the line of communication between the North and the South, she must speedily enter upon the construction of the roads which some of her citizens have suggested, and which we noticed in a previous number. The Wilmington and Raleigh Road shows a gross total of receipts for the year ending 30th September, 1852, of $510,038. Gross expenditures, $325,909. Leaving a profit of $184,128, or deducting interest account, of $115,898. A dividend of six per cent. was paid on the 12th November. The people of Texas are actively discussing the propriety of an early construction of the Red River and Galveston road, in which it is expected they will have the sympathies of New-York, as in this manner trade will be abstracted from New-Orleans in favor of that city. We have before us a letter from Mr. Lincoln, of Galveston, in which he recommends a course of action to be pursued by the legislature of the state, which meets in January. The suggestions of this letter are criticised in a letter by Mr. Hartley, also before us, who thinks that the donations of land recommended should be made to the counties; that the bonds should be issued at a lower rate of interest than 10 per cent., etc. etc. But to Mr. Lincoln's views, viz: Internal Improvements. 79 "Have the legislature at the next ses- held in Memphis, in which a large num sion pass a law increasing her donation, ber of leading citizens took part. The and giving to all rail-roads sixteen sec- following resolutions were reported by tions of land per mile, to each five miles Robinson Topp, Esq.: of rail-road that is actually properly made, within the limits of the state, with such restrictions as will prevent corporations from over-charging on freights and passengers. "Also, a law authorizing counties, cities, towns, &c., upon a majority of the tax payers voting for the same, to issue ten per cent. bonds, and laying a tax to provide for the interest thereon, to such companies as are designated at the time, the companies paying for the bonds in their stock; no county to issue bonds to the company until they have actually finished the road to the borders of the counties so doing, or to such other points as the majority of the voters shall designate. "The rail-roads receiving the bonds and guaranteeing the principal and interest thereon, (which will make them abundantly safe,) can negociate north for means to build the roads beyond a doubt; particularly now, when NewYork is awake to the importance to her of the rail-road from Red River to Galveston Bay, and the immense amount of trade, now going to New-Orleans by way of Red River, that will be drawn off that route, and be thrown into New-York city by way of Galveston. "Also, the bonds being issued direct by the counties, and the people of the counties receiving a direct and immediate benefit therefrom, the fear of repudiation will never arise in the minds of the capitalists at the North or in Europe. The rail-roads also being bound for their redemption, and the counties having directly received an equivalent not only in benefit from rail-roads, but stock for their bonds, which stock without any additional aid will be of sufficient value to pay off the bonds, with every prospect of doing more, will give such confidence that I can see no reason why the road will not be put under almost immediate contract. "Any attempt to force a county, one to two hundred miles from any public improvement, to pay a tax for such purposes, is not democratic, not equalizing benefits, though it may burdens, and will never be submitted to by Texians; it is enough that they give a share of the public lands for such purposes." A rail-road meeting has been lately Resolved, That it is the opinion of this meeting-and we believe of the entire population of Memphis-that a direct rail-road route from Memphis through the counties of Shelby, Tipton, Haywood, Gibson and Henry, in West Tennesseethence by the nearest and best route to Bowling Green and Louisville, is a project of high magnitude, not alone to the counties through which it may pass, but to the whole Mississippi Valley. Resolved, That we hail with joy the energetic movements now being made in the counties of De Soto, Panola, Yallobusha, and Tallahatchie, Mississippi, for the purpose of constructing a rail-road from this place towards Grenada, or Canton, Mississippi. Resolved, That we regard the last-mentioned road as a link, and an important one, in the great chain of rail-roads, which must ere long be made from Louisville, through Memphis to New-Orleans, and likewise from St. Louis to New-Orleans. Resolved, That we feel deeply concerned in the immediate construction of the road through Mississippi, and that the President of this meeting appoint a delegation to the Rail-road Convention, to be held at Hernando, on the 29th inst., with a very earnest request that they will attend, and assure their brethren in Mississippi that they are identified with them in interest, and that the citizens of Memphis and Shelby county will do their part towards promoting the construction of said road. We published some time ago a very able article by Mr. Hewson, of Tennessee, illustrated by a diagram, showing the value imparted to lands by rail-road improvement at all distances. We have since seen an article in the Rail-Road Journal carrying out the subject in more detail. It is well known, says the Rail-Road Journal, that upon the ordinary highways the economical limit to transportation is confined within a comparatively few miles, depending of course upon the kind of freight and character of the roads. Upon the average of such ways, cost of transportation is not far from fifteen cents per ton per mile, which may be considered as a sufficiently correct estimate |