of Government lands remaining unsold within her borders. By the Report of the Commissioners of the General Land Office, they amounted, on the 30th June, 1845, to 10,409,034 acres. Of these, there had been in market five years, 1,018,114 acres; ten years, 451,390 acres; fifteen years, 2,974,097; twenty years, 934,131; twenty five years, 894,424; thirty years, 2,924,172; and over thirty years, 1,222,706. These lands are all held at a minimum of $1.25 per acre, at which price they can never be sold, and will remain a heavy incubus upon our prosperity. The subject calls loudly for the action of Congress, and was ably urged upon it by General Shields in the Report above named. Under the graduation system, of about 4,344,725 acres in nine years, was sold 3,469,320.92 acres, and the balance is, and will be soon disposed of. Every consideration demands strict legislation, economy, comity to the States in whose borders these lands lie, and justice to the mighty wave of the frontier population, sweeping onward to the base of the Rocky Mountains and the shores of the Pacific, and extending the laws and institutions of our country across the continent. The removal of all difficulties in the way of the occupancy of our public lands, has always been a favorite idea with me, and, in connection with it, I cannot here help alluding to a public man, whose official career is now nearly runone whose untiring industry and unvarying accuracy, have made him famous, whilst his far reaching sagacity and comprehensive ability have shed a mighty flood of light upon all the financial and industrial interests of his country. I allude to Robert I. Walker, of Mississippi, and I cannot better conclude this subject, than by quoting his own language in reference to it. "Reduce," says he, "the price which the laborer must pay for the public domain; bring thus the means of purchase within his power; confine the sales to settlers and cultivators, in limited quantities; preserve thus hundreds of millions of acres for ages to come, as homes for the poor and oppressed; reduce the taxes by reducing the tariff, and bring down the prices which the poor are thus compelled to pay for the comforts and necessaries of life-and more will be done for the benefit of American labor, than if millions were added to the profits of manufacturing capital."

There is much else which I could well allude to in connection with my State, but I am warned to conclude. I can only say, that, to my view, no State has fairer and brighter prospects before her in the future, if prudence shall rule the action of her people, and wisdom guide their counsels and conduct.

ART. III. COMMUNICATION BETWEEN NEW YORK AND NEW ORLEANS,

PROPOSED NEW ROUTE FOR A DIRECT COMMUNICATION BETWEEN NEW YORK AND NEW ORLEANS, across the PENINSULA Of Florida. Since the reception of the following paper, we have had an oportunity of conversing with senator Yulee, of Florida, who is an enthusiastic advocate of the measure it proposes, and who has taken an opportunity of bringing it before Congress. Mr. Yulee states, that considerable interest has been manifested by northern capitalists in the undertaking, and that some early steps with regard to surveys, &c., will be made. Certainly, nothing can be more important than the proposed connection, and nothing can be more immediately practicable, if

taken spiritedly in hand. The idea of bringing New Orleans and New York, these great emporiums, by a safe and pleasant medium of travel, within four days distance of each other, is worthy of the progressive spirit of the age, and is but another indication of the high destinies of our country. We shall be obliged to Mr. Fairbank, or senator Yulee, for further and more full particulars, and shall be happy to afford the review as a medium of their discussion.-ED.

SINCE the acquisition of Louisiana, and the immense and increasing commerce which has its center of operations at New Orleans, a speedy and direct communication between New York, the great northern emporium of commercial interest, and New Orleans that of the south and south-west, has engrossed much of public attention, and has been constantly a matter of absorbing interest.

The first and most natural channel of communication, was by means of ship packets between the two places; and, for freight, this has continued the sole means of transportation. Until within a few years this was the ordinary, and still continues to be the usual, route of passage. The distance by sea is estimated at about 2,500 miles, or nearly as far as to Europe; and the length of passage from fifteen to thirty days.

By means of the steamboats ascending the Mississippi and Ohio Rivers, a new channel of communication was opened inland by steamboats, as far as Pittsburgh, and connected with Baltimore, within a few years past, by the Baltimore and Ohio rail road. This route, following the circuitous meandering of the Mississippi and Ohio Rivers, and ascending against their strong currents, although perhaps performed with greater comfort, is but little less in point of time than that by the packet ships.

The most direct route has always been through Alabama, Georgia, South Carolina, North Carolina, Virginia, and other States on the line of travel. Performed by stages, this was an exceedingly tedious, difficult, and expensive route, and was only used by those to whom time was an object. The gradual opening of railroads through these States has increased the comfort and dispatch of this route. It is now so connected, that but about one hundred miles of the journey are made by stages, and the remainder is traversed by steamboats and railroads. The most disagreeable feature of this route, at present, is the outside steamboat connection between Charleston, S. C., and Wilmington, about one hundred and fifty miles, in steamboats of very ordinary size and construction; the shallowness of the water upon the bar at Cape Fear rendering the employment of larger steamers impracticable. Another disagreeable feature is the rare connection of the different roads, and consequent transfer of passengers and luggage at the different terminii, with day and night traveling in the cars, and but little opportunity for rest. The time within which the connection is made through to New York, is eight days; which may be abridged, perhaps to seven, when the one hundred miles of stageing is connected by railroad.

Within the past season, by the opening of the Illinois Canal, a new route has been thrown open by way of the great lakes, by which nearly the whole distance is performed by water, with an increase of distance, but an addition of comfort; this route being some three or four thousand miles, but not more expensive than the others.

The impulse given to commerce, by the introduction of ocean steam

ers, although soon realized in this country, has not been acted upon until within the last three years; our dock yards have teemed with the rapid construction of ocean steamers. This mode of communication is evidently superior to any other yet made use of. Combining the greatest safety with the greatest possible speed, and under the influence of American enterprise, the steamship is becoming the striking feature of the present century; and with these upon the ocean, and the electric telegraph upon land, we are compressing the globe, by the rapid transmission of intelligence, into a thousandth part of its former compass.

An attempt was made, as early as 1820, to run a steamship from New York to New Orleans. A vessel, built by Messrs. Henry Eckford and David Dunham, of New York, named the Robert Fulton, made several trips; but it was found that her engines were not sufficiently powerful, and it was abandoned. Since that time, we are not aware of any thing worthy of the name of a steamship line, until within the past year. Messrs. Newton, Howard & Co., built the Crescent City, which proved, on her trial trip, that she was probably the fleetest steamship afloat, and that the distance between New York and New Orleans could be run in less than seven days, and in advance of the mail. The steamship Falcon has also been placed on the line, and others are being built. This is a new era in the communication with New Orleans, and its success has awakened new attention to the subject. The rapidity of the passages of the Crescent City is still a matter of surprise and gratulation. But since the successful issue of this route, the question has arisen, can the route be further shortened, and accomplished in less time?

It is well known that the project of a ship canal, to cut off the long and dangerous circumnavigation of the peninsula of Florida, has been talked of ever since the acquisition of Florida. Within a few years, several railroad routes have been suggested, terminating on different points and water-courses; and in the year 1845, a survey was made across the peninsula, from the St. Johns river to the Gulf, by Capt. Blake, of the United States Topographical Engineers, under the authority of government.

As these ocean steamers are enabled, even with the circumnavigation of the peninsula of Florida, which requires a circuit of nearly one thousand miles, to compete successfully with the mail line by railroad and steamboats, upon the most direct land route, it is self-evident, that if the distance to be traversed by them could be lessened, their length of passage would be shortened by that amount. A canal, or railroad, across the northern part of the Florida peninsula, would seem to afford the only prospect of thus shortening the distance. A canal is, for many reasons, impracticable; or, at all events, in comparison with a rail road, does not offer advantages commensurate with the increased expense. railroad, then, which should enable these steamers to connect at each end, and avoid the circumnavigation of the reef, is the desideratum. The first question to be solved is, can harbors be found at the terminii on the Gulf and Atlantic, having sufficient depth of water to admit steamers of that class? The next point is, the length and feasibility of construction, considered in reference to the distance saved. With these data we can form a correct conclusion in reference to the practical importance and bearing of any such proposed route.

A

We will proceed to discuss the topographical view of the matter. By a look at the map of the United States, it will be seen, that, commencing from a point due east from New Orleans, the peninsula and its reefs extend southerly about four hundred miles, the circuit of which is, of course, out of the direct line northerly, occasioning a loss of nearly one thousand miles. Upon the Atlantic side, in about latitude 31°, and a little north of the latitude of New Orleans, is found the harbor of St. Marys, ninety miles south of Savannah, having a depth of thirteen feet on the bar at its lowest tides, and some twenty-three at high tides. This is better than Charleston, and equal or superior to Savannah, and is amply fit to admit ocean steamers. On the opposite side, upon the Gulf, in a south-easterly direction, is found the harbor of Cedar Keys, where, it is believed, sufficient depth of water exists for a similar purpose. The distance from St. Mary's harbor, on the Atlantic, to Cedar Keys, on the Gulf, is about one hundred and forty-five miles; and the distance of Cedar Keys from New Orleans, about three hundred and seventy-five miles; while the distance of St. Marys from New York is not over eight hundred miles; thus giving a route, if practicable, of only thirteen hundred miles from New York to New Orleans, and much less by some hundreds of miles, than any practicable traveling land route.

The next consideration is, the feasibility of such a route and the cost of its construction. Upon this point it is only necessary to say that the larger portion of the route has been surveyed by the late Lieut. Blake, of the Topographical Engineers, and ascertained by him to be of easy and exceedingly cheap construction, as the route traverses principally an open pine country, very level, and intersected with no considerable water courses, and with abundance of timber along the line, suitable for its construction. The whole route, with all its appendages, ready for operation, it is believed, would not cost over two millions, if laid with a heavy T rail.

We will next examine the probable time within which the distance between New York and New Orleans could be traversed by such a route. The distance from New York, by sea, to St. Marys, by the usual route for vessels, is about seven hundred and fifty miles; St. Marys being but about ninety miles from Savannah. The Cherokee has, with ease, made her voyage to Savannah in sixty hours, and could readily make the voyage to St. Marys in sixty-five hours. By the rail road route proposed from St. Marys, on the Atlantic, across Florida to Cedar Keys, on the Gulf, a distance of one hundred and forty-five miles, five hours would place the traveler on the Gulf, and the three hundred and seventy-five miles to New Orleans could be run in thirty-five hours; thus giving one hundred and five hours, or about four days, as the running time from New York to New Orleans, and, including all detentions, in less than five days, even at the present rates of speed, which are constantly being increased; a shortness of passage, rendering all competition, by any other route, entirely out of the question. When taken in connection with the advantage of having only two transfers of baggage, and the superior comfort, convenience, and safety of traveling by sea steamers, would ensure for such a route, when established, nearly all the travel from New Orleans and the Gulf ports, North, Texas, Mexico, &c.

Would not such a road receive from the Gulf a large amount of freight for transfer to the Atlantic. The time and risk saved, the interest on capital, the accuracy with which commercial transactions could be carried on, would all be reasons pointing to such a probability. The numerous small vessels engaged in freighting cotton from St. Marks, Apalachicola, and Mobile, to New York, could be dispensed with, and the cotton carried by steamers to the Gulf terminus of the road, and thence transferred to St. Marys and shipped direct to Europe-that harbor being capable of receiving the largest class of merchant vessels. The local business of Florida would form no inconsiderable item of the business of such a road.

This subject is worthy of the attentive consideration of all who are interested in the prosperity and commerce of the southern States, promising, as it does, to bring New York and New Orleans within an easy four days' journey of each other, and almost following up the telegraph in rapidity. It has already attracted the attention of some of the leading commercial minds of the North, and efforts are being now made to carry this project into successful execution.

ART. IV.COTTON,

AND THE ONLY PRACTICAL METHODS PRESENTED TO ITS PRODUCERS OF ADVANCING AND CONTROLLING ITS PRICE.

THAT this country does now, and probably for ever will, possess the monopoly of raw cotton, is assumed. Great Britain has in vain endeavored to become independent of us, and has made fruitless experiments after experiments to encourage the growth of this staple in every part of her empire most favorable to its cultivation; the field of experiment has been unlimited, and the means used have been fully adequate to the object in view.

As long as children come into the world naked, so long is the cotton fabric likely to be of more extensive use than any other covering; until the iron hands of machinery are palsied, so long will civilized man put down all competition of bark, grass, furs, and even of wool, with his cotton garments.

Have we clothed all the shivering people of the north? Have we covered the nakedness of all who dwell within the tropics? By no means: a small proportion of mankind have just begun to rely on us, and the residue of our race have markets for us yet to be opened.

We alone, then, have a great staple, which may be made of universal use, and to the consumption of which no limit can be fixed.

But how shall we enlarge its consumption, and how regulate its value? To do this effectually we must control its fabrication as well as its production.

So long as we rely on cotton spinners and weavers, who are starving this year, fighting next year, and in all years are trodden to the earth by the tax gatherer and police officer, it is very clear that we cannot