It must be remembered, that while these tables embrace all articles. imported and exported on the State works, they show nothing of the exports of manufactures or receipts of goods and produce by the Ohio river. Pittsburg has virtually a canal connexion with Cleveland and Erie, on the lake, which contributes largely to her trade, and opens to her iron manufactures the lake markets. She is also in communication with Cleveland and Chicago by railway. But her river commerce is also of immense value. Some idea may be gained of its magnitude from the fact that, during the year 1852, no less than sixty-nine steamers were constructed at that point, of an aggregate of 15,000 tons, or an average of 213 tons each. And all this tonnage, besides that built at other points below, finds sufficient and lucrative employment; if not in the Pittsburg trade directly, then at points below.

LOUISVILLE, KENTUCKY.

Louisville is situated on the southern bank of the Ohio river, near the falls, in latitude 38° 3′ north, and longitude 85° 30′ west, 52 miles from Frankfort, 1,400 from New Orleans, 600 from St. Louis, 650 from. Pittsburg by water, and 596 from Washington.

This is the commercial city of Kentucky, and one of the five great places in the valley of the Mississippi. Situated at the falls of the

Ohio-the only great obstruction in a navigation of 2,100 miles from the Alleghany river to the Gulf of Mexico-it has, in this very circumstance, some great commercial advantages. One of these is, that, except at high water, which occurs but at short periods, the largest class of steamboats seldom ascend above that point. It is also naturally the mart of an extensive and fertile country southwest of it, and also of a portion of Indiana on the north. The country immediately around the "falls" is also fertile, supplying an abundance of market products for a large population. Its growth has been more moderate than that of Cincinnati and St. Louis, but it has been steady; and the same causes which resulted in its rise will continue to operate for a century to come. The following are the most important statistics of this city: 1. Growth and population.

The population of Louisville (in 1852) is 51,726, showing just about the same rate of increase-10 per cent. per annum. In 1860, at this rate, Louisville will contain about 90,000 inhabitants. The neighboring town of New Albany (Indiana) is quite a large place, and will, doubtless, continue to grow. So, also, Jeffersonville (opposite Louisville) will be a town of considerable importance.

2. Commerce.

In Mr. Casseday's History of Louisville, the commercial business of Louisville is represented thus:

1. Groceries. The principal imports of Louisville, in groceries, &c.,

The value of these was estimated at ten million six hundred thousand dollars.

2. Dry goods.-The aggregate annual sales of dry goods are estimated at five million eight hundred and fifty-three thousand dollars.

3. Hardware, queensware, saddlery, &c.-The aggregate of other sales of merchandise amounts to three million eight hundred and sixty-six thousand dollars.

3. Pork business.

The number of hogs put up this season in Louisville, New Albany, and Jeffersonville, round the "falls," is estimated at 275,000, which shows a large and increasing business. A large number of the farmers of Kentucky drive their hogs to the Louisville market; and, in the last two or three years, the business has been extended.

4. Steamboats and navigation.

Louisville embarked in the steamboat business at a very early day, and still employs a large number of steam-vessels. In the year 1851 (vide United States Steam Report) there were sixty-one steam-vessels registered at Louisville, carrying 15,180 tons.

A large number of steamboats are annually built at Louisville and New Albany.

5. Manufactures.

Louisville is a commercial, and not a manufacturing town. Hence, its manufacturing establishments are small as compared with Pittsburg and Cincinnati. Yet, they make, in the aggregate, a large amount. The following are the principal:

The manufactures of Louisville (exclusive of mere mechanical labor) probably amount in value to six millions of dollars per annum-cer tainly a very good foundation for more extensive operations.

6. Railroads.

Louisville will, in the course of two or three years, have an exten-. sive system of railways. The principal lines will be as follows, viz:

1. Lexington and Louisville railroad, finished; and will connect at Lexington with numerous other lines.

2. Louisville and Nashville line. This will connect her with the entire net-work of southern railroads.

3. Louisville and Cincinnati railroad; which will connect her with all the northeastern railroads.

4. Jeffersonville and Columbus line; which will connect at Indianapolis with all the northern, Indiana, and Michigan lines.

5. New Albany, Salem, and Michigan city line. This will connect, at Orleans, with the Ohio and Mississippi railroad, and thus make a continuous line to St. Louis, and will be continued north to Michigan city and Chicago, Illinois.

These railroads, when completed, will connect Louisville with the most distant parts of the Union, and enable her to avail herself of her great commercial advantages.

Louisville is situated in the centre of a large district of level and rich land. Its site for building is almost indefinite. Provisions are cheap; and its position for commerce one of the best in the interior of the United States. Its growth is not so rapid as that of some places, but is very uniform; so that the growth in future may be very certainly counted upon at the same rate. Allowing for some decrease in the ratio of growth, and it will probably, in half a century, have half a million of inhabitants.

A statement recently published shows that there are navigating the Ohio and Mississippi rivers an aggregate of 269 steamers, measuring 60,792 tons, and which are valued at $3,895,000, that can pass through the present locks in the canal around the rapids at Louisville. There are also navigating the same rivers 76 steamers, measuring 48,052 tons, and valued at $3,714,000, which are too large to pass through those locks, and therefore cannot participate in the trade of the upper Ohio, being nearly one-half the valuation of the steam stock engaged on those waters.

Valuation, in 1850, of the cities named.