perfect faith in their success, and may be considered as settling the question whether their profitable establishment is within our power."

5. MORE FACTORIES.

The Atlanta Intelligencer says: "We understand that the manufacturing company at Roswell, in Cobb county, have recently laid the foundation of a new factory near the site of the one now in operation. The new factory is to run 5,000 spindles, and the building materials are nearly all in readiness.

We learn also, that Gov. McDonald has just completed a new factory in Campbell county, to run 5,000 spindles. Thus the work goes bravely on."

6. AUGUSTA-SOUTHERN MANUFACTURES.

We have heretofore noticed the various improvements which have been made in our city recently, in the manufacturing line, such as one of the most profitable cotton factories in the Union, two flour mills that will bear a comparison with any in New York, a machine shop, a bucket and barrel steam factory, two founderies, &c. We now have the pleasure of announcing a new branch of industry in the South, and in our city, which, from present appearances, promises to yield a good profit to its enterprising projector.

Those who have visited the city will recollect the building known as the Augusta theater. The spirit of improvement has converted it to another and more profitable use The ground flour has been converted into a brewery, and the second story into one of the handsomest and best arranged concert rooms in the South. The room occupies the whole space of the building, without pillar or post to interrupt the sound, and has an arched roof full twenty feet in height. The lower part, with an adjoining building just erected, is the brewery. Its enterprising proprietor, Mr. Martin Frederick, invited us yesterday to inspect its interior arrangements and test the quality of his brewing He has two samples on tap, one for shipment, the other for immediate use. We tasted of both, and feel no hesitancy in pronouncing his beer equal to any brought from the North, and have no doubt, when he gets well to work, he will be able to produce an article altogether superior.

This brewery will be a great accommodation to the surrounding country, for not only will purchasers be enabled to get a fresh and good article, but at a much less price than that from the North commands. Mr. Frederick will be able to furnish his beer at six dollars, if the barrel is returned, and his establishment, at present, is capable of turning out two hundred barrels per week. The ladies will also find this brewery convenient; for, when in want of that necessary article, yeast, they can always obtain a supply by sending for it.

7. COLEMAN'S GRANITE FLOUR MILL, AUGUSTA.

We are pleased to notice the final completion, after many delays, of this durable and elegant structure. It is now one of the most perfect establishments of the kind in the United States, and will stand, for ages, a monument of Augusta enterprise, and of architectural and mechanical skill. It is built entirely of granite, brought from the head of the canal, and is a solid and showy edifice. No expense has been spared in its interior structure and arrangements, to make it do good work. The machinery is of the most perfect kind, and moves like clock-work.

The small castings are from the excellent foundry of Messrs. Neeson & Tilkey, of this city, and are said to be equal to any that are brought from any quarter. We have had the opportunity of testing the flour turned out by this mill, and we are prepared to pronounce it a beautiful article, equal to the best brands brought into this market.

We can now say, with perfect confidence, that Augusta can furnish, from her two merchant mills-that of J. L. Coleman & Co., and that of Cunningham & Linton-as good flour as any other city in the United States.

8. EXPORTS OF GREAT BRITAIN.

The Liverpool and Manchester journals have been, for some time past, representing trade, in the manufacturing districts, to be in a depressed condition; that

the weekly deliveries of cotton to the trade had materially decreased, and that many of the mills were soon to commence working short time.

We have taken some pains to prepare the following table from official returns to the Board of Trade, for the first quarter of the year 1850, with a comparison for 1849, which are as follows:

EXPORTS of British and Irish produce and manufactures, from the United Kingdom, in the three months ending 5th April, 1850, compared with those in the corresponding months of the year 1849:

66

66 and twist,.

Woolen "

66

Wool, raw, sheep's and lambs'

94.148

114.379

Millinery and haberdashery,

Leather, manufactured and unmanufactured,

105.255

144,892

By the above figures it appears, that there is an increase in the total amount of exports, for the first quarter of 1850, of nearly two millions pounds sterling. This increase, too, on almost every article of British manufacture, does not confirm that dull state of trade, the cotton circulars, received by each steamer, would have us believe. Neither do we think the quantity or value of goods retained for home consumption has been diminished, or that the internal trade of the kingdom has fallen off. The fact is apparent, that cheap food and steady employment, thus far, this year, must have given the working classes the ability to increase, and not decrease, their consumption of the coarser fabrics, notwithstanding the advance in price, caused by the higher rates demanded for the raw material.-N. Y. Courier and Enquirer.

Which is about eight per cent. on the total value of exports during the same period. And this excess all occurred prior to the year 1840, as appears from what follows:

1st period-tariff of 1816,.

Excess of imports. Excess of exports.

$ 16,135,189

$2,423.974,034

542,745,814

$2,966,720,848

3,190,942,603

INTERNAL IMPROVEMENTS.

1. ALABAMA AND TENNESSEE RAILROAD.

We have received, from Lewis Troost, Esq., chief engineer of the above railroad, a pamphlet containing a copy of a letter by him to the President of the above road, illustrated by a map, giving the results of a recounoissance of the proposed route, together with various statistics showing the resources of the Country penetrated by it, together with estimates of business which the road will command, not only from the country along its line, but also from its connection with other lines of intercommunication.

The proposed route of the Alabama and Tennessee River railroad is as follows: Commencing at Selma, the route passes through portions of the counties of Dallas, Perry and Bibb, to Montevallo, in Shelby county; thence it diverges north-eastwardly, through Shelby and Talladega counties to Talladega town; thence it continues, through the counties of Talladega and Benton, to Gadsden, in Cherokee county. Here it is proposed to connect with the Tennessee and Coosa railroad, chartered to extend from Gadsden to Gunter's Landing, on the Tennessee river.

About twenty-six miles of the line-commencing at Selma and running through the valley of Beach Creek, thence across the dividing ridge, between Beach and Mulberry creeks, into Mulberry creek valley-were graded in 1837, and will require but little additional work to place them in condition to receive the superstructure. From the termination of the graded part of the line on to Montevallo, Talladega and Gadsden, the country presents several practicable lines, through 2 series of well-directed valleys, affording excellent routes for your railroad. At this date, we have traced two lines through from Selma to Gadsden, and I have the pleasure of informing you, that we will be able to make a cha, and effective railway, with a marimum grade of forty feet to the mile, ascending South, the direction in which the greatest amount of freight is to be transported. Timber, of the best kind, for the whole distance, and excellent building stone for three-fourths the route, are abundant, and the soil, along the whole line, is unexceptionable for road making.

From Gadsden to Gunter's Landing, a survey for a railroad was made, in 1846, by Spencer Brown, Esq., civil engineer. The results of this survey are known.* The valleys intervening between the mountain ranges of north Alabama offer several very practicable routes for connecting your railroad with the Georgia and South Carolina railroads, and with the Middle East Tennessee and Virginia railroads. The two most obvious connections are

1. By Jacksonville to Rome, in Georgia, the western terminus of the Georgia railroads.

2. From a point near Gadsden, up the valley of Wills creek, to Chattanooga, at the junction of the Georgia railroads with the Nashville and Chattanooga railroad.

Both of these connections are easy of construction, and their relative merits can only be ascertained by a thorough examination of the different routes, and a proper consideration of the relative advantages to be derived by your railroad and by the country interested in it. One or the other, or both, of these connections must inevitably follow the construction of your railroad, thus completing the union of the Gulf of Mexico with the great railway improvements of Georgia,

South Carolina and Tennessee.

The Alabama and Tennessee River railroad is emphatically a State and a national enterprise.

The State of Alabama embraces, within its limits, an area of about 50,275 square miles. The Tennessee river runs through the northern part of the State, from its north-east to its north-west corner. South of the Tennessee river a mountain range, being the southern extremity of the great Appalachian chain, extends nearly parallel with the river, from the east to the west boundary of the

* The Tennessee and Coosa Railroad Company will be organized shortly; and, by virtue of an act passed at the last session of the legislature, it will be incorporated with the Alabama and Tennessee River Railroad Company. Thus the ent re route, from the Alabama to the Tennessee river, will be under one company and under one direction.

State. The waters rising in the southern slope of this mountain range, drain the middle and southern sections of the State and form the Coosa, Tallapoosa, Cahawba, Warrior, Tombigbee and Alabama rivers. By this disposition of the mountains and rivers, three grand natural divisions of the State are constituted, viz.:

1. The northern division-having an area of 7,255 square miles, north of the mountain range, deprived of a natural communication with the middle and southern divisions, and having access to a market, for a part of the year only, by a tedious and dangerous navigation of from 1,400 to 1,800 miles, by the Tennessee, Ohio and Mississippi rivers.

2. The middle division-having an area of 22,000 square miles, south of the mountain range extending to the parallel of 32° 30′ north latitude, at the head of the navigable waters of the bay of Mobile, and dependent on flatboats and upon wagons, over badly graded earth roads, as the means of transportation for its productions.

3 The southern division-having an area of 21,020 square miles, extending to the southern boundary of the State and to the Gulf of Mexico, and drained by a system of rivers unsurpassed in navigable utility.

We thus perceive that, of the State of Alabama, a seventh part is-commercially, and, therefore, socially and politically- -a distinct member of the State, compelled, by natural barriers, to trade and identify itself, in interest, with other States and communities; and that over one-third part of the State has only a temporary, uncertain and expensive outlet for its productions and communica tion with its seaport.

An enterprise, therefore, which, like your railroad, commences at the northern limit of that division of the State open to a free and uninterrupted navigation to the Gulf of Mexico; which passes through and connects those divisions of the State deprived of an outlet for their productions; which unites all of them by bonds of interest; which affords the safest, most certain and capable means of transit and transport, and which will develop rich and incalculable mineral resources must be, emphatically, a great State work.

It is a national enterprise. Take a map of the United States-trace the connections which it will make by its proposed branch with the railroads now completed and in contemplation, and with rivers-and you will observe, that it connects the Gulf of Mexico with the south Atlantic, middle, western and north Atlantic States.

Let us now turn our attention from these general considerations to the prospects of your railroad, as an investment for capital, and to the effects which will be accomplished by its construction.

The success of a railroad is proportionate to its capacity for transport, and to the quantity of freight, and number of passengers, which it can obtain to transport.

The capacity of a railroad for transport depends on its ascending grades, or inclinations, which it has to overcome, its curvature, and its smoothness and evenness of surface. The two first requisites are governed by the surface of the country, and the latter by the plan and materials adopted for construction.

The quantity of freight, and the number of passengers, depend on the extent, population and productive character, mineral and agricultural, of the country traversed and placed in communication by the railroad.

AGRICULTURAL CHARACTER AND RESOURCES OF ALABAMA.

The route traverses a fertile and well-settled agricultural country, for twentyfive miles from Selma; thence it passes over a sandy, clay and gravel region, covered with long-leaved yellow pine, for twenty miles; thence, for ten mil's, it continues through the well-cultivated valley of the Cahawba; thence, to the Coosa river, there are many good spots of laud, in small bodies, and the country generally is capable of supporting a good population.

The counties of Talladega and Benton are equal to any in the State, as regards soil, wealth. health, and capacity for supporting a dense population. They are settled by a thriving, industrious, independent and intelligent people. The soil is well adapted to the cultivation of cotton, wheat and corn. The country is well watered, abounding in streams affording ample water power for manufactures; and, in fact, it combines advantages for sustaining a dense, industrial