2.-POPULATION OF FRANCE.

In our April number we gave an elaborate sketch of the agriculture and agricultural wealth of France; we now give some of its statistics.

Official returns divide the whole population into six classes—three degrees of ignorance and three of instruction-as follows:

Of these, however, the following calculation shows that not one half were entitled to vote at the last election:

Of, or above 21 years of age

8,916,000

There are therefore 8,916,000 voters who are thus divided:

Of the 6,585.000 belonging to the first class, 5,591,000 are in a state of ignorance, most of them unable to read or write; and in the fourth class there is also a sad deficiency of knowledge, as out of 1000 recruits, 500 do not know their alphabet.

425,000

379,000

8,916,000

MISCELLANIES.

1. GALVESTON AND RED RIVER RAIL-ROAD.

An act has passed the legislature of Texas incorporating the above road, and efforts are now being made in that state in order to carry out the enterprise.

An address has been made setting forth the claims of this road, from which we take the liberty of extracting:

The contemplated road is designed to connect the navigable waters of the Red River above the raft, and all that immediate section of valuable and productive country lying south of it, by the most expeditious, safe, and economical means of transportation to this city. Its precise route is a matter which can only be ascer tained by a careful survey, and must be finally decided by the agents of those who shall furnish the capital for its construction.

It is believed safe to expect that the country on each side of the road, for at least 50 miles distant, will seek its facilities by this route in preference to any other that can be obtained. The counties last named contain, according to the assessment rolls returned for 1847, 9,473,930 acres of land, which may be set down at ten millions of acres; and allowing the estimate of the increase to be five dollars per acre, as an average, and we have an increase of the value of the real estate in these counties amounting to the sum of forty-five millions of dollars. This es

timate will give to the district of country mentioned, an increase of value, in real estate alone, of sixty millions of dollars.

We would first call your attention to the present condition of that portion of the state through which the proposed road will pass. The Northern or Red River counties of this section of the state, including the counties of Grayson, Fannin, Lamar, Red River, Bowie, Cass, Titus, Hopkins, Hunt, Collin, Denton and Dallas, are now estimated to raise about 40.000 bales of cotton, which finds its way to market mostly by Shreveport, at an expense, including hauling and freight, of about five dollars per bale, and is exposed to all the losses, damages and uncertainties of the Red River navigation. The counties named, are capable of produc ing not only an almost incalculable amount of this great staple, but also an immense amount of wheat and other cereal grains, tobacco, flax, hemp, pork, fruits and other domestic products of the farm, which will not bear transportation to market. They contain, according to the tax returns of the assessors in 1847, 3,674,719 acres of land, and the probability is that five million of acres would be a nearer approximation to the truth. These lands now average a nominal value of fifty cents per acre, and could not be sold at half that price for cash. With such facilities to market as a railroad to Galveston would give, it is safe to estimate the quantity of cotton produced five years hence at two hundred thousand bales, and the other products of the country at an equal amount in value. The lands would rapidly appreciate, and the average may be safely estimated at three dollars per acre, thus increasing the wealth of the country, by the appreciation of real estate alone, at least ten fold; to this should be added the reduced expense of transportation to market, which would be about one half, besides the advantages of certainty, safety and despatch, and which would have saved the country, during the past season, at least one hundred thousand dollars. This same district of country has lost, by delays in getting the cotton to market, during the past winter, in season to take advantage of the fair price of cotton, at least four cents on the pound, which, estimating the cotton at four hundred pounds to the bale, makes a further loss of eighty thousand dollars. So that we have a loss to the counties named, during the past season, of at least one hundred and eighty thousand dollars for the want of those facilities to market which the projected road would afford. If the advantages which we have above stated, (and we believe them to be but a small part of the truth) can be obtained by the construction of this road, we ask, what amount of land can you afford to give, to ensure its construction? With a donation of the half, you will have made a large speculation, by an appreciation of five hundred per cent. on the whole quantity.

To our fellow-citizens of Galveston, we would say, this enterprise demands and should receive your most hearty and sincere co-operation. Its success will fill your wharves and ware-houses with produce and your harbor with shippingwith the exception of New-Orleans, you will rival every 'city south of New-York. Its success will excite the inhabitants of the Brazos, the Colorado and the Gauda-, lupe to lend a helping hand for the construction of those branches, which a liberal charter permits this company to construct; and the entire trade of this state, with the exception of the immediate coast, will pour its wealth into your city. The extensive navigation of Red River, west of the terminus, will bring you the trade of New Mexico and Chihuahua, which are sure to become of immense value.

2. STATISTICS OF THE QUARTER-MASTER'S DEPARTMENT, N. ORLEANS. Mr. Clairborne has compiled the following from the books of the department. Eight steam-ships are owned and regularly employed in transporting munitions of war, troops, &c.; ten steam propellers; two ships; two brigs; one barque; twenty seven schooners. Besides the above, at various times have been chartered, twenty-two steam-ships, seven ships, nineteen barques, thirty-nine brigs and seventy-five schoopers.

STORES SHIPPED FROM NEW ORLEANS TO ARMY FROM JULY 1, 1847,

In addition to the above, about 25,000 barrels of subsistence stores have been sent forward, and 200,000 packages of Quarter-Master's stores, camp and garrison equipage, ordnance stores, and clothing for the Army, which it would be impossible to enumerate, in this brief statement.

The amount of fuel and forage purchased in the city of New-Orleans during the period stated, as follows, viz:

During the same period some 15,000 troops and 3.000 teamsters, with their arms, ammunition, camp equipage, &c., have been sent out from this point, besides the provisions for the army, ordnance, military stores, &c.

3.-MANUFACTURES ON THE OHIO RIVER.

Important elements of a manufacturing district, says a writer of a series of papers in the Louisville Journal, are facilities for moving man and matter, and proximity to the raw material and to the market. These are resolved into cost of transportation.

General impressions on this point are very erroneous; and, as the result of my statistics may far exceed the belief of those who have not investigated the subject, I give the facts for the full examination of all who feel an interest in them.

In these articles I refer specially to the cost of manufacturing and vending cotton goods, because this brauch of manufacturing is of more importance and better understood than any other.

Some years since a pamphlet was published in England, by Mr. Graham, on "The Impolicy of the Tax on Cotton Wool." In this is an affidavit of Mr. Gemmell, of Glasgow, who states, "that, although he was for several years in the habit of supplying Chili with cotton domestics, he has latterly been obliged to abandon the trade, in consequence of being unable to compete with the manufac turers of the United States."

Chili is a market equi-distant from the two competitors for her trade. What gave New-England such an advantage over cheap labor, cheap coal, and cheap capital of England? The difference in the cost of transportation on the raw material.

In 1839-40, Montgomery gives this estimate of the cost of importation of cotton to the British manufacturer, the first cost of the cotton being 14 cents per pound.

While the average cost to the N. England manufacturer is stated at 11 per ceent.

The estimate of the actual charges of manufacturing in the two countries gives an average of six mills per yard against us; yet, taking both charges into the estimate, the net advantage was three per cent. in our favor; and besides this, our goods were the best.

Since 1840, the British Government has been obliged to take off the duty, but it could not lessen the cost of labor, of power, or of capital. The wages of the operative then were barely enough to support life; the cost of coal must increase as the seams nearest the surface are exhausted; and it is doubtful whether the capital then invested in the cotton mill was paying any interest.

The changes that have since occurred on this side of the water have all been in our favor; that is, so far as the cost of manufacturing is concerned. More experience has given us greater skill; we have more system, and more economy; new facilities of intercommunication have brought our producers and manufacturers of cotton nearer to each other and lessened the cost of their mutual exchanges; but, more than all, the cost of labor, in which England had so much the advantage, has been lessened over one-half; that is, less than one-half is now required. Besides, of late years the supply of cotton has been so near the demand, that the price has fallen from 14 cents per pound to an average of 8 or 9 cents; as the cost is reduced our relative advantage is increased.

From these facts we have this corollary: that, as the cost of labor, power, and material is reduced, the cost of transportation rises in importance.

If England cannot profitably compete with us in the Chili market, certainly she cannot compete with us here; for the width of the Atlantic gives us a protection, directly or indirectly, of at least 15 per cent. ad valorem.

In point of fact, just as fast as the American manufacturer is able to supply the home demand in any article, the English manufacturer is driven from our market, unless, to raise money or to break down a rival, he is prepared to sell at less than cost. It is to be hoped that the wages of labor in this country will never be so. low that we can compete with China in embroidered shawls or ivory trinkets; or with France and Germany in tapestry or laces made by hand. In such fabrics the cost of transportation bears but a slight proportion to the cost of labor.

it is clear, then, that England cannot sell coarse, heavy, and cheap goods in this valley in competition with our own manufacturer. Let us see if New-England

can.

In 1821, as I am told, the first mill for spinning cotton yarn on an extensive scale was established on the Ohio. Now, who sees in our stores a hank of English or Eastern cotton yarn? The same cause that has produced this resultthat is, the cost of transportation-must, in a few years, build up all the mills we need to supply us with "domestics."

To see what the precise inducements are to start such a mill bere, I give the following details of the cost of transporting cotton from its point of production to us and to the New-England mill, and of the goods from the mill to us. It is clear that the difference in the first and the amount of the last give the sum of our advantages in this item, at least to the extent of our home market.

I base my estimates on a mill of 10,000 spindles for convenience, and because that is near the most economical size. It will be borne in mind that the calculation includes the cost of machinery for preparing the cotton and weaving the goods.

At almost any point on the Ohio river the cost of building is less than in Massachusetts. We have stone, lime, clay, and generally, lumber on or near the spot. There the lumber and lime is brought from Maine; but few positions furnish good clay for brick; and granite is not as easily worked as our lime or sandstone. The moment there is a demand for it, machinery can be made here 20 per cent. cheaper than at the East. The cost now would be nearly this:

This estimate is larger by $20,000 to $30,000 than that made by persons who have far more practical knowledge on the subject than I have.

The longer the material and its product are in transitu, or, in other words, the further the manufactory is from the raw material and the market, the larger must be the working capital; and the interest on the difference is fairly a part of the cost of transportation. And besides, as England and New-England are obliged to enter the cotton market once a year, and at the same time, and at the very time when our other great staples are ready for shipment, prices and freights are then generally at their highest rates; sometimes, as we have seen, sufficient means of transportation cannot be had at all; to guard against this contingency, as well as the fluctuations of price, many mills keep a heavy surplus stock. We can command the market at all times; we are always ready to contract, and can select our own time to receive the cotton. We are here, also, at the point of consumption; we cannot for years supply the home demand, and our goods will be taken as fast as they are made.

With these facts in view, it is very safe to say that the New-England mill requires a working capital of $100,000 more than ours; but, to be altogether within the mark, put it at $50,000; the interest on this is the first item of saving or advantage to be carried out-say per annum $3,000. As we can turn over our capital more than once a year, and its earnings at each time will exceed 6 per cent., we might with propriety make the item much larger.

At Lowell there are forty-five mills, coutaining 253.456 spindles, and with a capital of $11,490 000, or, over $450,000 for every 10,000 spindles. If $50,000 is deducted for capital required to purchase the power, $50,000 more to cover the difference in communicating the power and the additional cost of buildings, the working capital would seem to be $130,000 over that required here by my estinate. But I am not advised as to how much of this capital is required to ena ble the mill to sell on credit, or whether the surplus fund, usually laid aside out of profits, is sufficient for this purpose. The Lowell corporations rarely publish the amount of their reserved funds, or even of their profits, unless when they are remarkably low.

The mill in question will turn out on the average, two tons of goods a daysay 600 tons per annum. The English estimate of waste and loss is one-sixth ; our rule gives 89 pounds of goods for 100 pounds of cotton; by this, the mill will require 666 tons of cotton per annum.

The following estimate of the cost of bringing dry goods to Louisville from Boston, via New-Orleans, was obtained from one of our largest dry goods houses, and I feel confident that the rates are below the average:

Insurance, 2 per cent., on $66, or on cost and 10 per cent. added,

Interest in transitu, 40 days,

023

45

30

1 32

40

Exchange per cent.,

30

Freight to Louisville,

624

$3.42

Add average cost on the bale from the mill to and at Boston, at least,

40

$3.82

The bale, 4-8 brown cotton, of 750 yards, average cost $60; 3 yards to the pound. This gives over cent to the yard, 13 cents to the pound, and $30 per ton. There are, however, but few houses that ship by New-Orleans, and at times when freights are low; altogether the largest portion of the brown cottons and prints brought to the central West come from the Eastern agent or jobber, and by the lakes or across the mountains.

This is the ordinary course of trade, and there is no reason why we should