Of improved lands, there were 112,042,000 acres; of wheat, 104,799,230 bushels were grown in the last year; 591,586,053 bushels of Indian corn; 199,532,494 pounds of tobacco; 13,605,384 tons of hay; 32,759,263 pounds of maple-sugar were made; 314,644 hogsheads of cane-sugar of 1000 pounds each; 312,202,286 pounds of butter; and 103,184,585 pounds of cheese. EFFECT OF THE EARTH'S ROTATION ON LOCOMOTION. The following is from _Herapath's Journal_ on the effect of the earth's rotation on locomotion: 'Mr Uriah Clarke, of Leicester, has called our attention to an article in the _Mechanic's Magazine_, by himself, on the influence of the earth's rotation on locomotion. It is well known, that as the earth revolves on its axis once in twenty-four hours, from west to east, the velocity of any point on its surface is greater nearer the equator, and less further from it, in the ratio of the cosine of the latitude. Mr Clarke says: "Some rather important conclusions in relation to railway travelling arise out of the view now taken. The difference between the rotative velocity of the earth in surface-motion at London and at Liverpool is about twenty-eight miles per hour; and this amount of lateral movement is to be gained or lost, as respects the locomotion in each journey, according to the direction we are travelling in from the one place to the other; and in proportion to the speed will be the pressure against the side of the rails, which, at a high velocity, will give the engine a tendency to climb the right-hand rail in each direction. Could the journey be performed in two hours between London and Liverpool, this lateral movement, or rotative velocity of the locomotive, would have to be increased or diminished at the rate of nearly one-quarter of a mile per minute, and that entirely by side-pressure on the rail, which, if not sufficient to cause the engine to leave the line, would be quite sufficient to produce violent and dangerous oscillation. It may be observed, in conclusion, that as the cause above alluded to will be inoperative while we travel along the parallels of latitude, it clearly follows, that a higher degree of speed may be attained with safety on a railway running east and west than on one which runs north and south." There is no doubt of the tendency Mr Clarke speaks of on the right-hand rail, but we do not think it will be found to be so dangerous as he says. It will be greatest on the Great Northern and Berwick lines, and least on the Great Western.' FOREST SCENERY OF AMERICA.