per cent. The total number of passengers, by the returns of the Board of Trade, for the year ending June 30, 1847, was 47,484,134, and in 1842, 22,403,478. The average distance travelled by each passenger in 1842 was thirteen miles, and in 1847, sixteen miles. The classes of carriages used were in the following numbers and proportions: The third class passengers increased from 6,000,000 in 1842 to 21,000,000 in 1847. In 1842 they formed about one-third, and in 1847 they were nearly half of the whole number travelling by railroad. The reduction of fares between the periods appears to have been 21.8 per cent on first class carriages, 23.8 on second class carriages, and 25 on third class carriages. The reduction of fares, coupled with the increased speed of travelling, may be considered as the chief cause of the increase of the number of passengers since 1842. It appears that the increase of third class passengers has been very different on different lines, reaching as high as 83.3, 79.5, and 72.3 per cent on some lines, down to 65.4 and 50.3 per cent on others; and on the Great Western it is as low as 14.6 per cent. The different characters and circumstances of the population in different localities will account, no doubt, in a considerable degree, for the state of the traffic, but there must be other causes operating to produce so marked a difference of result in the case of the Great Western. The results of the whole, as bearing on the question of traffic by the railways generally, is greatly in favor of a reduced system of fares, which is most satisfactory, as far as the public interests are concerned. RAILWAY DIVIDENDS IN ENGLAND. "The Weekly Share List," says the Chronicle, "gives the following tabular statement of the rates of dividend paid during the last four half years by ten of the principal railways: The South-Eastern is, therefore, the only company which has maintained the same rate of dividend for the past four half years; and the Eastern Counties and Great Western the only two which have paid the same dividend for the 1st half of 1848 as for the 2d half of 1847. RAILROAD TRACK SPRINKLER. This is the name of a contrivance that has been patented by persons in Providence, R. L.. for sprinkling railroad tracks. The Journal of that city states that "it has been applied to the trains of the Stonington Railroad, with results favorable far beyond the expectations of the projectors. A tank of 2,000 gallons has been found sufficient to sprinkle the whole track from Providence to Stonington, the train going at the rate of twenty miles an hour. The dust has been laid so effectually as to give no annoyance to passengers; the friction of the wheels on the rails has been greatly diminished; the bearing of the wheels and the journals have been much less worn, and such a thing as a "hot box" to a car has not been known, even at the greatest speed, since the sprinkler has been in use. The labor of cleaning the cars, and the wear upon them, have also been greatly diminished. The sprinkler is placed just behind the locomotive, so that while the locomotive is constantly traversing a dry and comparatively dusty track, the cars are going over a wet one." RAILROADS AND BRANCHES IN THE UNITED STATES. GENERAL STATEMENT SHOWING THE NUMBER OF RAILROADS AND BRANCHES IN THE UNITED Maine..... 136 1. 2. 3. 4. 5. 6. 7. 8. 3 38 New Hampshire. 2 99 3 00 3 00 262 5.00 Vermont..... 33 3 00 3 00 3 00 3 00 4 00 4.00 Massachusetts.. 2 71 2.27 5 47 4 54 Rhode Island...... 637 4.39 Connecticut............. 250 1 75 5275 3 50 New York. 3 75 2 813) 9 04 5279 New Jersey. .......... 14 1551 4.00 333 354 3 624 13 57 11 66 Pennsylvania..... 9 355 3 60 3 26 3 60 3.483 6 75 5225 Maryland...... 3 45 3 45 3 58 3 491 4 56 3.12 Virginia.... 4 74 2 38 4 72 3 94 10.44 4 69 North Carolina.. 4 23 4 23 4 00 4 15 9 83 6 37 South Carolina... 500 500 10 75 5 50 Georgia 9 33 4.78 Kentucky 4 46 4 46 9.00 9 00 Mississippi 24 39 17 30 Alabama Ohio... Indiana... 550 4 83 16 83 8 00 2 77 2 77 2 66 2 734 6.60 4 62 3 00 3 00 3 00 3.00 8.00 5 81 Michigan...... Total.......... 332 3 103 844 6 50 Averages. Total length of miles. 1. Number of railroads and branches. class per mile-average in cents and hundredths of a cent. -average in cents and hundredths of a cent. in cents and hundredths of a cent. and way fares. dredths of a cent. hundredths of a cent. 3. First 4. Second class per mile 5. Way passage per mile-average 6. Whole average of first and second class fares 7. First class freight per ton per mile-average in cents and hun8. Second class freight per ton per mile-average in cents and It appears from the above table, from an average of all the railroads and branches in twenty different States, one hundred and seventeen in number, and six thousand seven hundred and twenty miles in length, that the average price of fare on them is three cents and fifty-one hundredths of a cent, or three and a half cents per mile. OPENING AND CLOSING OF THE NEW YORK CANALS. We give below a table showing the time of commencement and close of the navigable seasons of the State canals from 1824 to 1847: The river generally remains open from one to two weeks after the canal has closed, but it has frequently, within the past eighteen years, closed within a day or two of the canal, and in some instances on the same day. The annexed table gives the day on which the Hudson closed at Albany for several STEAMBOATS IN THE UNITED STATES IN 1810. The following paragraph, from an English paper of 1810, shows how far in the great improvement of steam navigation the United States was at that time ahead of all Europe, and how freely at that moment the British press admitted the fact, and recommended an imitation of the example: "They claim in America the honor of a most important discovery-the art of navigating a vessel with a keel of 160 feet long so as to go by force of steam six miles an hour, without a sail, and against wind and tide.' The idea, however, has often been practically tried in England; and it is believed that the principal merit of the discovery in question is owing to a native of Scotland, born at the Carlton hill, in Edinburgh, where a number of ingenious mechanics reside-the son of one of whom, after living at Glasgow as an engineer, went some years ago to America, and having a mechanical turn, ccmpleted, with the assistance of an American gentleman, this important invention. Steam. boats, as they are called, are already established on the Hudson, where the tide runs at the rate of six miles an hour; and in the Delaware, where it runs four miles; and it is soon to be extended to the Ohio and the Mississippi. In the New York steamboat there are four cabins, in which they can dine and lodge 100 people, and they travel with the same ease, and receive as much and as good accommodation as can be obtained on the best roads, and in the best regulated inns in Europe. The choicest wines are furnished, and the strictest order and decorum are kept up. They can go 200 or 300 miles in all sorts of weather within an hour of the regulated time. As his discovery has already been brought to such perfection in America, it were to be wished that a plan and description of these steamboats could be obtained, for they might be of use in our navigable rivers and canals, and on the Scotch and Irish lakes; in particular they might obviate some objections which have been made to navigation in Lochness, as a part of the Caledonian Canal. They might be the means of taking ships out of a harlor, and would thus render navigation more certain; and they might also be of service, if the system of iron railways were extended, by applying the same principles to the carriage travelling on them. Even in a military point of view advantages might be derived from the invention; for it might enable our troops to attack places which otherwise, owing to the wind and tide, they would not approach. On the Ganges and large rivers in the East, such beats might be of singular utility. It is to be hoped that these hints will attract the attention of some individual who may have it in his power to bring this important discovery from America to Europe." INDIA RUBBER CAR SPRINGS. D. K. Minor, Esq., the intelligent editor of the American Railroad Journal, has had an opportunity of riding in two railroad cars-one upon the Harlem road, and one upon the New Jersey road, from Jersey City to New Brunswick--fitted up with India rubber springs, and testifies to their ease and quietness. He says: "The difference between these cars and others on steel springs, in the same train, was manifest, especially when reading-and it appeared that, while in the cars with India rubber springs, the track was in much better repair than when in the other cars. The apparent difference arose from the greater elasticity of the rubber springs, which contin ued to yield as long as additional weight was applied, and to return on passing any inequality, however small. Of their comparative durability we cannot speak, though we see no reason to doubt their durability. This point will, however, be soon tested, as they are coming rapidly into use on several roads." FOREIGN RAILROAD IRON. The following is a list of the railroads which have been engaged in relaying their tracks with heavy rails during the past year, together with the quantity of iron which has been contracted for in England for that purpose:- Syracuse and Utica........... tons Boston and Worcester... Vermont Central.... Vermont and Massachusetts.. Old Colony.... Boston and Providence... 2,500 New Haven and Hartford.....tons 2,000 Lawrence 4,000 Boston and Lowell..... 3,000 4,000 2,500 1,000 2,000 2,000 4,000 Buffalo and Attica... 4,000 8,000 Ramapo.... 2,000 2,000 Somerville, (about,)..... 2,000 1,000 JOURNAL OF MINING AND MANUFACTURES. THE FIRST AMERICAN MANUFACTORY. BY GEORGE MOODY, M. D. BYFIELD FACTORY was the first regular establishment of the kind in America. It was erected 1793, at the falls of Parker river, in Newbury, Byfield parish, on the site of the ancient Spencer Mill lot, which was conveyed by Spencer to Henry Sewall, who came from England, and it descended by inheritance to his posterity. Mr. Samuel Slater had, perhaps, a small spinning establishment previous, at Pawtucket, but the one at Byfield was the first regular factory. The machinery was made at Newburyport, by Messrs. Standring, Armstrong & Guppy. The company of stockholders consisted of William Bartlett, principal, Capt. William Johnson, Capt. Nicholas Johnson, Capt. Michael Hodges, Capt. Joseph Stanwood, Mark Fitz, a Mr. Currier, of Amesbury, Chief Justice Parsons, (then a lawyer in Newburyport,) Jonathan Greenleaf, Esq., James Prince, Esq., Abraham Wheelright, Phillip Coombs, and others, whose names are not now known to the writer. It will be seen, then, that the history of this establishment is the commencement of all factory history in the United States. Of the individuals who were concerned in erecting the building, only two remain, Mr. Samuel Kimball, of Bradford, and Deacon Charles Foster, of Andover. Mr. David Poor, deceased, was master carpenter. The English operatives who started the establishment were Arthur Scofield, John Scofield, James Scofield, J. Lee, Mr. Aspenwall, Abraham Taylor, John Taylor, John Shaw, James Hall, principally from the towns of Oldham and Saddleworth, in England. At first the establishment was entirely woollen; but, owing to the circumstance that the workmen manufactured the wool promiscuously, without sorting, into fine or coarse fabric, as best suited their fancy or convenience, it became unprofitable, and the stockholders gradually sold to one another till it all went into Mr. Bartlett's hands. He again sold it to Mr. John Lees, a native of Saddleworth, in Yorkshire, who carried on the manufacture of broadcloth and flannel till about the year 1806. Then the circumstance of Arkwright's invention gave a new impulse to the manufacturing business, and Mr. Lees went to England after cotton machinery. The exportation of this was forbidden by English law-the machinery was, therefore, packed in large casks and labeled "Hard Ware." Mr. Lees came in another vessel to prevent trouble by detection. The machinery was first set up in the large story over the grist mill, by two English machinists, John Han. cock and James Mallelow, and over the door was placed a large placard with the inscription, "No admittance without leave." This machinery consisted of drawing frames, and spinning frames, technically called mules throttles. This machinery was afterwards transferred to the third story of the fac tory building, where it was successfully worked for a number of years. The product consisted chiefly of cotton yarn, wicking, coarse ginghams, and sheeting. The cotton cloth was all woven at the factory by females. The price of sheeting at this time, covered with cotton burrs, was fifty cents per yard, and ginghams, perhaps seventy cents. About this time (perhaps the year 1809) an event occurred which had like to have anticipated an invention in England. Dr. Joseph Richards, now of Claremont, N. H., then a student of Dr. Bicker, of Newburyport, and afterwards of Dr. Cogswell, of Atkinson, N. H., who took a medical degree at Dartmouth College, 1815, projected a power-loom to move by water. He went to Byfield, and made an attempt to set it up, but, owing to some defect in the machinery, it failed to work well. Perhaps if he had had more perse. verance, he would have had the honor of inventing the power-loom in America, and the inventor himself realized a fortune. This brings down the history of cotton milling to the time of Dr. Cartwright in England, the true inventor of the power-loom. This, with the cotton gin, invented by Whitney, of New Haven, changed the condition of the cotton business entirely. The Boston Chronicle for 1816, speaks thus of the cotton business at this time, and about the year 1815-16, the Boston Manufacturing Company was formed; Mr. Francis C. Lowell, having been previously in England, in 1812, and Mr. Boott likewise having resided in England. Mr. Lowell, whose penetrating mind had ascertained that the cotton business could successfully be engaged in the United States, made the attempt. It is, then, owing to the genius and application of Francis C. Lowell, aided by the talent and skill of his surviving relative and associate, Patrick T. Jackson, and by the mechanical science and ingenuity of that profound but unpretending mechanician, Mr. Paul Moody, that the country is indebted for the first establishment, which satisfied our most intelligent citizens that the business of cotton milling could be engaged in with safety and success. Byfield Factory was carried on till about the year 1821, when Mr. Lees died, and at his decease it was sold. It was purchased by Gorham Parsons, Esq., and Major Paul Moody, of Lowell. It was thoroughly repaired and raised several feet; a new basement of stone being added, and the water course altered. It was subsequently worked by Mr. William Cleaveland a number of years. Afterwards it was again sold to Edmund Le Breton, Mr. Emery, Mr. Hale, and others. We understand this property has lately been purchased by Dr. Francis N. Noyes for a country residence. The scenery around this old river is wildly romantic, and beautiful and rich in historic legend. MANUAL DEXTERITY IN MANUFACTURES. The "body" of a hat (beaver) is generally made of one part of "red" wool, three parts Saxony, and eight parts rabbits' fur. The mixing or working up of these materials is an operation which depends very much on the dexterity of the workman, and years of long practice are required to render a man proficient. The wool and fur are laid on a bench, first separately and then together. The workman takes a machine somewhat like a large violin bow; this is suspended from the ceiling by the middle, a few inches above the bench. The workman, by means of a small piece of wood, causes the end of his "bow" to vibrate quickly against the particles of wool and fur. This operation continued for some time, effectually opens the clotted masses, and lays open all the fibres,--these flying upwards by the action of the string, are, by the manual and wonderful dexterity of the workman, caught in their descent in a peculiar manner, and laid in a soft layer of equable thickness. This operation, apparently so simple and easy to be effected, is in reality very difficult, and only to be learned by constant practice. In type-founding, when the melted metal has been poured into the mould, the workman, by a peculiar turn of his hand, or rather jerk, causes the metal to be shaken into all the minute interstices of the mould. In manufacturing imitative pearls, the glass bead forming the pearl has two holes in its exterior: the liquid made from a pearl-like powder, is inserted into the hollow of the bead by a tube, and by a peculiar twist of the hand, the single drop introduced is caused to spread itself over the whole surface of the interior, without superfluity or deficiency being occasioned. In waxing the corks of blacking bottles much cleverness is displayed. The wax is melted in an open dish, and without brush, ladle, or other appliance, the workman waxes each cork neatly and expeditiously, simply by turning the bottle upside down, and dipping the cork into the melted wax. Practice has enabled the men to do this so neatly, that scarcely any wax is allowed to touch the bottle. Again, to turn the bottle to its proper position, without spilling any of the wax, is apparently an exceedingly simple matter; but |